January 2011 Serving the Worldwide Helicopter Industry rotorandwing.

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2011
Annual Reports
• COMPANY PROFILES
• EXECUTIVE OUTLOOKS

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 Editor’s Notebook
By Joy Finnegan
Offshore Pax Safety
O
n Nov. 17, 2010, the Canada-
Newfoundland and Labrador
Offshore Petroleum Board
(C-NLOPB) received the
“Report of the Offshore Helicopter
Safety Inquiry.” The report was also
released to the public at that time. The
C-NLOPB commissioned the inquiry
to examine matters directly related to
helicopter passenger safety for workers
in the Newfoundland and Labrador
offshore area.
The study differs from the Trans-
portation Safety Board of Canada’s
(TSB) goal of finding probable cause.
As stated in the report: “The purpose
of this Inquiry is to determine what
improvements can be made … so the
risks of helicopter transportation of
offshore workers are as low as is reason-
ably practicable…” and was spurred
into existence by the Cougar Helicopter
S-92A crash in March 2009. That acci-
dent left 17 people dead, including the
pilot and co-pilot. One person survived
not only the crash, but the frigid North
Atlantic seas as well and was rescued.
The mandate of the commissioner
was to investigate and report on mat-
ters relating to the safety of offshore
workers in the context of areas such as
escape, evacuation and rescue proce-
dures while traveling via helicopter to
offshore rigs. This report did not look at
any issues related to the airworthiness
of the aircraft, flight crew training or
flight procedures. From that perspec-
tive, this report is refreshing. It looks at
the safety of the passengers.
One of the amazing opportuni-
ties in studying this accident, among
so many others, is that there was a
survivor who was later able to recount
his observations about the event. I’m
certain that this gentleman’s statement
was invaluable to the inquiry since their
focus was on passenger safety. I can
only imagine how important the infor-
mation he brought to light has been for
both this inquiry and the TSB’s. He is to
be honored for his willingness to assist
W W W. R O T O R A N D W I N G . C O M
jfinnegan@accessintel.com
these investigations.
The next important statement from
the report is that “helicopter trans-
portation is the only practical method
of conveying passengers to and from
offshore installations.” It’s not that read-
ers of Rotor & Wing won’t know that,
but people from all walks of life may
read this report and those not familiar
with the offshore realm might wonder
why helicopters are used in lieu of
other methods of transport. So it was
important for this report to make that
statement. In effect, that statement
shows how imperative it is to improve
the safety of passengers utilizing this
method of transport, since it is the “only
practical method.”
The inquiry determined the issues
to examine and subdivided them in to
overarching issues and specific issues.
Some of the overarching issues were
directly related to the C-NLOPB’s
involvement in regulating the offshore
industry, for example: “Should there
be a degree of separation within the
C-NLOPB between offshore helicopter
regulation and other offshore industry
regulation?”
But others were more directly relat-
ed to helicopter operations, for exam-
ple: “What is the role of organizational
safety culture in offshore helicopter
transport?”
Some of the more specific issues
examined were things like “Can heli-
copter transport safety be affected by
the capacity of the helicopter transport
fleet?” and “What are the appropri-
ate standards of offshore helicopter
safety training to ensure that the risk
to passengers is as low as is reasonably
practicable both during training and
helicopter transport?”
The training question is a key com-
ponent to survivability. Passenger train-
ing can be vitally important if and when
a helicopter crashes or ditches in the
ocean. The ideal sequence of events
that would happen in the event of a
water ditching would be for the pas-
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E
sengers to remain calm, fight disorien-
tation, release their seat belt (all while
the helicopter may be tipping upside
down and filling with cold water, exit-
ing the helicopter and swimming to the
surface. Once on the surface, even in
an immersion suit, staying alive while
awaiting rescue will be another chal-
lenge.
The report looked at survival suits
and their usage. If a helicopter ditches,
survival may well depend on the suit.
The report identified that many suits
don’t have a neck seal but a face seal,
which may allow water leakage around
the face seal leading to increased risk
of hypothermia. This report notes
that the survivor of the S-92 crash was
wearing a suit without a neck seal and
stated that there was significant leak-
age into the suit. He was in the water
for an hour and a half and his body
temperature was about 820F at the time
of rescue, which is considered severe
hypothermia. I might add again, it is
miraculous that he survived.
The report goes on to make 29
recommendations. Some address the
specific area of operation of Canada,
Newfoundland and Labrador. But
many of the recommendations are
wide reaching and can be helpful to
any operation looking to improve the
safety and survivability of their pas-
sengers. A sampling of the recommen-
dations includes the need to develop
a protocol whereby a first-response
helicopter would be dispatched to
accompany a transport helicopter
who has indicated a malfunction
(even if it doesn’t constitute an imme-
diate emergency) to its destination;
passenger briefings before each flight;
safety training goals be established;
risk management assessments; and
evaluation of safety culture.
I suggest any operator, not just
those operating over water, could ben-
efit from reading this report. It can be
found on our website www.rotorand-
wing.com
3
 Feedback
Personal|Corporate Commercial Military
Good Vibes
Vibration Identification & Minimiza-
tion (see November Rotor & Wing,
page 36) provides a high level over-
view of helicopter vibration. However,
it may be worth adding that helicopter
vibration is becoming a smaller issue
by the day. I have 10 years of experi-
ence at LORD Corp. designing active
vibration control systems (AVCS) and
active balancing systems (ABS) for
helicopters. In the last 10 years I have
seen a drop of more than 70 percent in
helicopter vibration levels across the
industry. Most of the new European
helicopters are now equipped with
active systems to manage vibration.
U.S. companies are also adopting such
systems very quickly. I think within
five years, most of the helicopters will
have a very smooth ride. In addition,
once the variable RPM helicopters
get the certifications, we will see more
active systems on board. At LORD
Corp., we have active systems that can
be installed on the rotor hub, in the
isolation path and on fuselage.
Askari Badre-Alam
Lord Corporation
Cleanliness is Next to...
‘Copter Cleaning (November 2010,
page 42] is a great article. I’ve been in
the truck industry for years and seen
the problems due to not keeping the
road dirt cleaned off of aluminum
truck cabs. Dirt/rust buildup between
hardened steel double frame rails can
spread them apart and they rust apart
from the inside out. I’ve also seen the
electrolysis bubble up paint between
steel mirror brackets and aluminum
doors because of poor grounding for
heated mirrors and radio antennas. I
had not thought about mold and mil-
dew before, but can see that as a prob-
lem too. I do believe that clean, waxed
cabin surfaces create less wind drag,
giving overall better fuel efficiency.
Ralph Young
Lancaster, Pa.
Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor
& Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at rotorandwing@accessintel.
com. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.
4 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Public Service
▶ R&W’s Question of the Month
Should compound helicopters
like the Eurocopter X3 be in
the same category as helicop-
ters when it comes to speed
records? Let us know, and look for your and
others’ responses in a future issue. You’ll find contact
information below.
Air Force Country
I must really be getting old! I started
UPT-H in Det 1 and was in the first
graduating class of the 3588 FTS. I
believe Steve “Elroy” Colby was fortu-
nate enough to fly the “Mattel Mess-
erschmit” aka TH-55 like me. If not, I
must be one of those stone age pilots!
I imagine Lowe AAF has more depar-
tures/arrivals in one hour than a com-
parable civilian airport.
R.J. Dough
Support for CSAR
Mr. Bower, touche, and thanks for sup-
porting our CSAR troops (see “USAF
Combat Search and Rescue: Dying on
the Vine?”, November 2010, page 46).
It’s been too many years that CSAR
crews have been relegated to second
class citizen status at the alter of:
1. Airlift (HH-60D canceled due to
C-17 budget in 1986);
2. “Pentagon efficiency” (CSAR-X
cancelled due to poor SPO program
evaluation execution); and
3. CSAF Prioritization (2010, new
CSAF after Moseley relegated CSAR
from No. 2 priority to below No. 10.)
Your identification of yet another
obstacle to their success is timely and
welcome. Thanks!
Name Withheld
Training Products Services
?
Quantifiable
Thanks to everyone at Rotor & Wing
for your ongoing commitment to
researching and reporting on editorial
readership and, especially, advertising
effectiveness (October 2010 Signet
AdStudy). Advertising can be costly,
and with so many new options offer-
ing measurable results, advertisers
understandably want to know that
their investments are worthwhile.
Quantifying how much any given ad
is seen and read is an important mea-
sure and positive step toward bet-
ter understanding this multi-faceted
issue.
Kyle Davis
President
BDN Aerospace Marketing
Improved Tiltrotor?
I would like to see continuing devel-
opment and improvement of tiltrotor
aircraft, now that the Bell-Boeing V-22
has baselined tiltrotor technology. But
I would also like to see advanced-
design troop transport helicopters
similar in weight carrying capability
to the upcoming CH-53K, but using
counter-rotating co-axial main rotors
like the Sikorsky X2. The latter has
now reached speeds of 250 KTAS
in test flights, which is not far below
what the V-22 is capable of.
Alex Kovnat
W W W. R O T O R A N D W I N G . C O M
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16 DEPARTMENTS
10 Rotorcraft Report
14 People
14 Coming Events
15 Program Insider
EADS AAS-72X
60 Coming Up in R&W
60 Ad Index
61 Classified Ads

COLUMNS
3 Editor’s Notebook
Above: The Guimbal Cabri G2 in flight. Below: The EADS AAS-72.
4 Feedback
62 Military Insider

FEATURES

16
COVER STORY
■ The Cabri G2
A compact trainer with a roomy interior that has forgiving
autorotation characteristics. Too much to hope for? Maybe not. A
15
first-time contributor to Rotor & Wing gives a thorough look at the
Cabri G2. By Thomas Skamljic

23 ■ 2011 Annual Reports

24 ■ Executive Outlooks
Top industry leaders address the question: What technological
changes do you anticipate will most impact rotorcraft operations in
the coming year? Compiled by Rotor & Wing staff

30 ■ Annual Reports
Up-to-date information about some of the most dynamic helicopter
companies in the industry. Compiled by Rotor & Wing staff

6 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1

 Vol. 45 | No. 1
January 2011

blic Service Training Products Services

ONLINE
23 www.rotorandwing.com

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PODCASTS & WHITE PAPERS

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■ COMMERCIAL | GOVERNMENT AGENCIES

NTSB: Weight Miscalculations, Improper Oversight Led to Crash

While acknowledging the role of lax five percent of the organization’s total copter’s empty weight; altering of the
oversight by maintenance inspectors, workforce of around 400 people. power available chart (to exaggerate lift
FAA and the U.S. Forest Service, the The S-61 went down shortly after capability); and practice of using above
National Transportation Board taking off on Aug. 5, 2008 in the moun- minimum specification torque figures
has placed much of the blame for a tains near Weaverville, Calif. Nine peo- in performance calculations, which
2008 crash of a Sikorsky S-61 on the ple died in the crash, including the pilot resulted in the pilots overestimating
operator—Carson Helicopters. During and seven Oregon firefighters, and four the load capability of the S-61. Also
a public meeting Dec. 7 coinciding with others on board were seriously injured. cited was “insufficient oversight” from
the release of the accident’s probable Carson was operating the helicopter FAA and the Forest Service. Contrib-
causes, board members touched on under a U.S. Forest Service contract. uting factors included the flight crew’s
the many complicated aspects of the NTSB concluded that the main failure to recognize the performance
two-year investigation, which involved causes of the crash were Carson’s “inten- discrepancies during two departures
23 NTSB staff members, more than tional” understatement of the heli- prior to the accident flight.
Accompanying the probable causes
■ PUBLIC SERVICE | REGULATIONS are a series of 11 recommendations to
FAA and 10 to the Forest Service. See
Hersman: Public Use Aviation’s ‘Orphan’ the full list at www.ntsb.gov/Pub-
NTSB Chairman Deborah Hersman used an analogy to describe how federal over- lictn/2010/AAR1006.htm and the
sight relates to public-use aircraft, a topic that came up multiple times during the accident docket at www.ntsb.gov/
Dec. 7 meeting: “Public-use operations have been made an orphan by the aviation Dockets/Aviation/LAX08PA259/
industry, like they have no parent and no one wants to be responsible for them. default.htm
And this orphan, everyone says when they make a mistake or when something After an overview from investi-
goes wrong, ‘that’s your job. That’s your responsibility. You should have looked at gator-in-charge Jim Scheuster, board
that.’” members heard presentations covering
NTSB’s accident report seeks to point out that “we have some people who helicopter performance, operations,
can be parents here, and be adults, and take the responsibility for this child,” she the role of oversight, seats/restraints
continued. People who work in public use, like firefighters, “are expecting no less and fuel filtering.
oversight from their federal government and their inspectors than you or I are At the center of the investigation
when we get on a commercial airplane for scheduled service,” Hersman said. “They are a series of “altered” performance
should also get the same service that we get. The regulations might not be exactly charts and records that show the pilots
the same, but if there are standards out there, by gosh we should make sure they were using incorrect calculations for
comply with them.” weight, resulting in a payload that
The chairman noted that at the end of the day, NTSB is saying: “Take responsi- closer resembled emergency takeoff
bility, divide up the responsibilities—take custody of this child and figure out what procedures. NTSB staff explained that
your visitation agreement’s going to be, and who’s going to do what part of the job the accident helicopter’s actual weight
on which day … and make sure it doesn’t fall through the cracks.” was 13,845 lbs, but a Carson-supplied
Board member Mark Rosekind added that Hersman “nailed this public use stuff chart identified it as 12,408 lbs—a dif-
with her metaphor, but the challenge clearly is [moving] from metaphor to action ference of 1,437 lbs. This difference led
here, because everyone who has responsibility is not stepping up. While everyone the pilot to miscalculate the hover out
likes to point the finger elsewhere, the real challenge is going to be to figure out of ground effect (HOGE) limitations
what concrete actions can be recommended and taken, to make a difference.” He of the helicopter. Using the correct
noted accident trends in the helicopter EMS industry. “People have sure avoided
the responsibility for a long time,” Rosekind said. —By Andrew D. Parker For daily and breaking news involving helicopters, go to:
www.aviationtoday/rw
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10 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M


weight number, the maximum HOGE
weight of the S-61 was 18,445 lbs, and
the allowable weight was 15,840 lbs.
Due to the altered charts, the helicopter
rvices took off at a total weight of 19,008 lbs—
more than 500 lbs over the maximum
HOGE weight. Essentially, the S-61
was operating in emergency takeoff
conditions.
Board member Robert Sumwalt felt
that the “most appalling” aspects of the
accident are Carson’s intentional under-
statement of the operational figures
and falsification of maintenance docu-
ments, and “the lack of government
oversight to this problem.”
Board member Mark Rosekind
asked how staff determined that the
falsified charts were “intentional vs.
inadvertent.” He noted the importance
of this question because it represented
“the beginning of the chain” of missteps
that led to the crash. NTSB staff replied
that a few discrepancies uncovered
were “beyond coincidence,” including
the altered weight documents and sup-
plemental type certificate (STC) modi-
fications that were reported installed,
when they were not. Carson also direct-
ly acknowledged that some of the
weights were not correct, according to
staff. Scheuster added that investigators
found eight of the 10 S-61s in use at the
time with the same understatement of
weight, leading them to conclude that it
was not an inadvertent mistake.
Rosekind asked for further specif-
ics in regards to the claim of inten-
tional tampering. “Somebody took the
2.5-minute chart and pasted it over the
5-minute chart,” replied Scheuster. “You
had to physically alter the chart.”
While Chairman Deborah Hers-
man noted that the report does not “let
the pilots off the hook,” staff members
stated that the crew “does not jump out
as the principal causal factor in this acci-
dent.” Rosekind added that if the pilots
“had the correct info, they would have
been doing the right thing.”
While much of the discussion
revolved around Carson’s role in the
icopters, go to: accident chain, NTSB also slammed
oversight from FAA and contractor U.S.
W W W. R O T O R A N D W I N G . C O M
05_RW_010111_RCR_p10_15.indd 11
Rotorcraft Report
Forest Service. Hersman asked whether
the FAA has the appropriate resources
to catch the errors noted in the lead-up
to the S-61 crash. She pointed out that
while NTSB staff does not have the
Courtesy NTSB
eye of a maintenance inspector, it took
several weeks to discover the discrep-
ancies, which were not uncovered by Shown here is the accident helicopter
prior to the August 2008 flight.
FAA investigators. “This is a wake up
call for sure, there were some missed
opportunities, but I’m not sure they’re more carriers of magnitude than in the
in position to catch those opportuni- aviation industry and fewer inspectors.
ties today, even if they were looking for They can’t possibly inspect everyone,
them,” Hersman said. and most entrants into the truck and
Others on staff and the board bus industry don’t ever get an oversight
felt the mistakes should have been activity.” But in aviation, “you actually
discovered prior to the accident. “Bet- have to get oversight before you get an
ter oversight would have deterred operating certificate. That’s great,
these anomalies in the first place,” but in these other industries we don’t
asserted Sumwalt. “There is a strong have as many resources dedicated to
case for how better oversight could oversight, but you know what they do?
have deterred these falsifications and They try to get the bad actors out, and
irregularities, as well as caught them,” they have to focus on the people who
he continued, adding that the board’s do the wrong things and people who
recommendations would seek to put are trying to make things appear as
further deterrents into place. they shouldn’t.”
“What is the purpose of federal In almost all of NTSB’s investiga-
oversight?” Hersman asked, launching tions where a “bad actor” has been
into a comparison of aviation to the identified, Hersman continued, “it’s
bus and truck industry. In the aviation really incumbent on the oversight
industry, “it’s like oversight among activity to ferret that out.” She asked
friends or something … because whether FAA is really equipped
they’re not looking for wrongdoing, to catch the bad actors. “Are they
they’re just looking to check the box resourced to do that, and do they have
that the thing they were supposed to clear enough areas of responsibility?”
do is done.” In the truck/bus industry, —By Andrew D. Parker, Managing
there are “hundreds of thousands of Editor
■ COMMERCIAL | ACCIDENT INVESTIGATION
Co-Pilot Disputes NTSB Report
William Coultas, the co-pilot in a 2008 Carson Helicopters-operated crash of a Sikorsky
S-61 near Weaverville, Calif., is claiming that the National Transportation Safety Board
came to the wrong conclusions about what caused the helicopter to fall from the sky.
Coultas is one of four survivors of the accident, which happened shortly after takeoff
on Aug. 5, 2008 near Weaverville, Calif. Nine people died in the crash, including seven
firefighters. Loss of power in one of the engines led to the accident, he claims—not
the helicopter being overweight or the lack of FAA oversight, as NTSB asserted in its
probable cause. “I was speechless—I could not believe what I was hearing,” he told the
Associated Press following the release of the report. “I was there. I had the best seat in
the house. I knew what happened.” Coultas and the family of the pilot who died in the
crash, Roark Schwanenberg, are suing General Electric, Sikorsky and Columbia Heli-
copters, citing engine failure among other factors.
JA N UA R Y 2 0 1 1 | R OTO R & W I N G MAGA ZIN E 11
12/17/10 10:50:26 AM
 Rotorcraft Report
■ TRAINING | SAFETY
Increasing Helicopter Safety: One for All, All for One
Helicopter Association International
(HAI), the International Helicopter
Safety Team (IHST) and other
industry leaders have identified safety
management systems (SMS) as a key
tool in the effort to reduce helicopter
accidents 80 percent by 2016.
Without setting into the statistics,
there are plenty of places to read the
raw numbers, but let’s start by agreeing
that the helicopter industry’s safety
record leaves room for improvement.
In 2007 it reached a level where the
helicopter industry collectively said,
“enough is enough.” So representatives
from HAI, the American Helicopter
Society (AHS), manufacturers, opera-
tors and others joined together to
create IHST.
“The IHST is a worldwide effort
to reduce helicopter accidents by
80 percent in 10 years,” said Mark
Liptak, AVP-200, aerospace engineer,
FAA Office of Aircraft Accident and
Prevention and past IHST program
director. “The background of the pro-
gram was several high-profile Part 121
commercial airplane accidents back
in the mid-90’s got a team of regula-
tors, manufacturers, operators, crash
investigators—major stakeholders
from across the commercial transport
community—together to establish the
Commercial Aviation Safety Team.
Their goal was to put a process togeth-
er that would drop airline fatality
numbers by 80 percent over 10 years.
They were very successful.”
“We took their basic process and
adopted it for helicopters,” he added.
“We saw a great strength in directly
analyzing accident reports, which is
what we have done.” Liptak said that
IHST’s analysis has shown which
types of missions contribute to how
many accidents per year. “We typically
see the personal/private mission, the
instructional mission and emergency
medical services (EMS) as the top
three on an annual basis,” he said.
12 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
“The top problem areas are: pilot judg- mandated in the next couple of years.
ment and action and the presumed FAA, IHST, HAI and all their industry
inadequate safety management systems partners realize that implementing an
approach.” SMS, even a basic one, can be costly.
The question that’s on everyone’s And while no one wants to see any
mind now is, if and when the FAA administrative costs go up, especially in
and ICAO will mandate SMS-type today’s economy, its many benefits well
programs? outweigh the cost. Or as one operator
The jury is still out on that one. put it: “If you think an SMS is expen-
Everyone Rotor & Wing talked to for sive, try paying for an accident.” —By
this story feels strongly that safety Dale Smith For the full story, visit
management systems will become www.rotorandwing.com
■ PRODUCTS | HEARING PROTECTION
Thales Studies 3D Sound
Thales is investigating three-dimensional (3D) sound and hearing protection for helicopter
crews as another way to deliver information and make missions easier. Most promising
seem to be communication ear plugs, with tailored spatialized sound to distinguish between
the various radio channels and alarms. Applications will be mainly military, according to
a presentation made at the European Rotorcraft Forum 2010 in Paris in September. The
symbology on head-up and helmet-mounted displays give a limited amount of information,
Thales researchers say. Hence the need for exploration of other man-machine interfaces.
Sound, as it can be associated with hearing protection in noisy helicopter environments, is a
promising one.
Active ear plugs (that contain earphones) appear as a good combination of protection
and enhancement of information delivery. Wireless plugs have been evaluated but have a
major shortcoming—the pilot’s head needs to be positioned very precisely in the helmet
because of the transmission coils. Therefore, wireless communication ear plugs are prone to
signal loss. So Thales tends to favor wired ear plugs.
Morphology—including that of the pinnas, head and torso—impacts 3D sound percep-
tion. Moreover, left/right sound segregation is easy, while up/down or front/rear segregation
is not. The generation of virtual 3D sound requires specific algorithms. This is done by a
computer through a head-related transfer function (HRTF). In other words, for each indi-
vidual, an algorithm can be determined to link a sound to where the brain “sees” its source.
The conventional HRTF determination method is well-known but takes too long. One
transfer function has to be defined for each pilot and Thales thus set a time limit at 25 min-
utes per pilot. The faster method assumes that, for most users, an HRTF can be found in a
database. It does not always select the best function but a sufficient one, Thales researchers
explain.
Trials so far have focused on enhancing intelligibility of multiple concurrent audio com-
munications. Thales used its TopOwl helmet as supporting hardware in a NH90 military
transport. The company conducted tests in the context of a helicopter mission—because
stress influences perception, researchers note.
Testing has proved that the HRTF determination procedure is accurate enough. One
early application could be helping the pilot discriminate between radio channels. Also, the
system could be used to warn about hostile fire. In that case, the system has been designed
so that the simulated source of the sound uses the earth as a referential. This is to keep the
threat’s origin consistent, even when the helicopter is in a turn. —By Thierry Dubois
W W W. R O T O R A N D W I N G . C O M

■ MILITARY | TECHNOLOGY
ITT Delivers First
CH-53K Sponson
ITT Corp. has handed over the first
major structural subassembly for the
U.S. Marine Corps CH-53K heavy lift
helicopter to Sikorsky’s development
flight center in West Palm Beach, Fla.
The delivery of the initial sponson—a
25 x 4 x 5-foot structure that attaches
to each side of the helicopter and
houses landing gear, fuel and other
components—comes after three years
of design and development using
various composite materials to meet
weight and structural requirements
set out by the military.
Mike Therson, general manger
of composite structures, says that
ITT used a paperless software appli-
cation known as life cycle analy-
sis (LCA) to design the sponson
under a joint effort with Sikorsky.
The two companies followed a “100
percent integrated process” to meet
the military’s guidelines for structural
performance and weight, among
other requirements. “We spent a
considerable amount of time at their
facility and they spent considerable
time at our facility, so it worked both
ways,” he explains. —By Andrew D.
Parker For the full version of
this story, visit www.aviationto-
day.com/rw/issue/departments/
rotorcraftreport/ITT-Delivers-
First-Sikorsky-CH-53K-Spon-
son_71893.html
W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ MILITARY | TRAINING
European Personnel Recovery Training
Two German Air Force Tornados roared away from the runway at Lechfeld
airbase in Germany, banking hard to chase the disappearing dots on the
skyline which represented a diverse package of six rescue helicopters. These
aircraft—two German Air Force UH-1D Hueys, two AB212s from the Italian
Air Force and a Caracal EC725 teamed with an AS330 Puma from the French
Air Force—were heading towards an enemy controlled Area of Operations
(AO) intent on rescuing two F-15E crewmen. Their fast jet had been hit
earlier that day by a surface-to-air missile (SAM) and now they were busy
avoiding capture and waiting for deliverance from the sky in the shape of a
multi-national rescue force.
This exercise scenario was one of several held from September 15–30
at the annual Combined Joint Personnel Recovery Standardization Course
(CJPRSC). This year the German Air Force hosted the course at its historic
Lechfeld airbase just northwest of the city of Munich (the previous year it
had been conducted at Cazaux airbase in France). Lt. Col. Uwe Schleimer,
JPR-1 with the European Air Group (EAG) and currently based at Air Com-
mand in High Wycombe, UK, is the architect of the course. With a fast-jet
background on F4 Phantoms, Schleimer has served in a variety of commands
within NATO, including J5 Plans for Afghanistan. He has been with the EAG
since 2007.
“The turnout this year has been excellent,” says Schleimer. “All the assets
that were promised turned up, which is very important as much work goes
into the planning of the two-week exercise [in the past some promised assets
were withdrawn at short notice by countries citing national tasking priority].
This full attendance has allowed us to put two full task force packages into the
air on each day with fixed-wing escort, rotary wing escort, recovery vehicles,
a command and control platform and an E3A NATO AWACS overhead.”
For Schleimer, the CJPRSC is virtually an annual commitment in terms of
organization, for the two-week exercise takes up a major part of his working
year to organize. “The future of this CJPRSC looks like remaining in the hands
of the EAG, at least for the next year,” says Schleimer. “We are tasked by the
EAG steering group. Following studies in 2002 it was decided that member
nations should have a dedicated exercise to train CSAR/PR procedures.” This
decision resulted in the Volcanex exercises. However, since 2008 the EAG has
been running the CJPRSC with the intention of training individuals in per-
sonnel recovery, where the ‘how to’ was more important than the result.
“Process is the aim—not the output,” states Schleimer. It seems that the
international military commands who support this course mutually agree
that it remains with the EAG as it is something of a neutral entity. Although
its procedures are taken and adapted from NATO standards, it has wider
appeal than both NATO members or those involved in the European
Defence Agency (EDA).
Assets available throughout the CJPRSC comprised the following: four
Tornado (German Air Force); two AMX (Italian Air Force); two UH-1D
(German Air Force); two Gazelle (French Army); two AB212 (Italian Air
Force); one EC725 (French Air Force); one AS330 Puma (French Air Force);
one EH101 ASW (Italian Navy); two Pelican HH3-F (Italian Navy); one Sea
King (Italian); and lastly one E3A Sentry (NATO). —By Andrew Drwiega
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 13
 Rotorcraft Report

PEOPLE
Helicopter Associ-
ation International
(HAI) has appointed
Jim McKenna
as director of
communications.
A former editor-in-chief of Rotor &
Wing and recipient of HAI’s Salute to
Excellence award, McKenna replaces
Martin Pociask, who became vice
president and curator of the Helicopter
Foundation International in November.
McKenna has an Alexandria, Va.-based
communications consulting firm and
was previously in communications at
Bell Helicopter in Fort Worth, Texas.
Aero Dynamix has hired David
Oglesbee as business development
manager. Oglesbee was formerly with
Sikorsky Global Helicopters where
he served as the director of the Light
Helicopter Division. He was also for-
merly chief pilot for the Florida Fish
and Wildlife Conservation Commis-
sion, where he implemented night
vision goggle (NVG) usage. He has also
worked for Bell and MD Helicopters.
Unif light has
name d S h i r l e y
Harvey sales and
marketing manager.
Harvey has worked
in the helicopter
industry for 27 years.
The board of directors of the Gen-
eral Aviation Manufacturers Associa-
tion has appointed Caroline Daniels
as vice chairman for 2011. CEO and
chairman of Aircraft Technical Pub-
lishers (ATP), Daniels will continue as
chairman of GAMA’s Safety Affairs and
Training Committee for 2011.
FlightSafety
International has
appointed Mark
Malkosky as the
new assistant direc-
tor maintenance
training, business development and
sales. He comes from CAE. Malkosky
has also worked for Bombardier and
SimuFlite before joining CAE in 1999.
BBA Aviation Engine Repair and
Overhaul (ERO) subsidiary Dallas
Airmotive has hired Michael Frazier
as regional engine manager for various
Pratt & Whitney Canada powerplants.
He will be responsible for sales in the
northeastern U.S., covering Pennsylva-
nia to Maine. An A&P, Frazier comes
from Vector Aerospace, where he was
most recently service center manager/
northeast sales manager.

Feb. 23–25: Association of the U.S. Army (AUSA) Winter
Symposium, Washington, D.C. Contact AUSA, phone
1-703-841-4300, toll free 1-800-336-4570 or visit www.ausa.org
March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone
1-703-683-4646 or visit www.heli-expo.com
March 16–18: Association of Air Medical Services (AAMS)
Spring Conference, Washington, DC. Contact AAMS, phone
1-703-836-8732 or visit www.aams.org
March 22–25: Aircraft Electronics Association (AEA) Annual
Convention & Trade Show, Reno, Nev. Contact AEA, phone
1-816-347-8400 or visit www.aea.net
coming events
May 19–21: Intl Helicopter Industry Exhibition (HeliRussia
2011), Moscow, Russia. Contact HeliRussia, +7 495 958 9490 or
visit www.helirussia.ru
May 24–27: AirMed World Congress 2011, Brighton,
UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.
airmed2011.com
June 20–26: 49th Annual Intl Paris Air Show, Le Bourget,
France. Contact Paris Air Show, phone +33(0)15 323 3333 or visit
www.paris-air-show.com
July 20–23: Airborne Law Enforcement Association (ALEA)
Annual Conference, New Orleans, La. Contact ALEA, phone
1-301-631-2406 or visit www.alea.org

April 17–20: Quad-A Annual Convention, Nashville, Tenn.

Contact Quad-A, 1-203-268-2450 or visit www.quad-a.org
April 19–21: 56th Annual Corporate Aviation Safety Seminar
(CASS), San Diego, Calif. Contact Flight Safety Foundation,
phone 1-703-739-6700 or visit www.flightsafety.org
May 1–6: Medical Transport Leadership Institute, Wheeling,
W.V. Contact AAMS, 1-703-836-8732 or visit www.aams.org
May 2–5: 2011 Offshore Technology Conference, Houston,
Texas. Contact OTC, 1-972-952-9494 or visit www.otcnet.org
May 3–5: American Helicopter Society Intl 67th Annual
Forum and Technology Display, Virginia Beach, Va. Contact
AHS Intl, phone 1-703-684-6777 or visit www.vtol.org
May 17–19: European Business Aviation Association and
NBAA’s EBACE 2010, Geneva, Switzerland. Contact EBAA,
phone +32 2 766 0073 or visit www.ebaa.org
Aug. 17–19: 8th Australian Pacific Vertiflite Conference on
Helicopter Technology, Gladstone, Australia. Contact AHS Intl,
phone 1-703-684-6777 or visit www.vtol.org
Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact
Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www.
helitechevents.com
Oct. 10–12: Association of the U.S. Army (AUSA) Annual
Meeting, Washington, D.C. AUSA, phone 1-703-841-4300, toll
free 1-800-336-4570 or visit www.ausa.org
Oct. 10–12: National Business Aviation Association (NBAA)
64th Annual Meeting & Convention, Las Vegas, Nev. Contact
NBAA, phone 1-202-783-9000 or visit www.nbaa.org
Oct. 17–19: Association of Air Medical Services (AAMS)
Air Medical Transport Conference (AMTC), St. Louis, Mo.
Contact AAMS, 1-703-836-8732 or visit www.aams.org

14 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 EADS Readies AAS-72X For Competition
The European Aeronautic Defense and Space (EADS)
company flew its first fully mission-equipped AAS-72X
last month, moving it one step closer to an anticipated U.S.
Army bid for an armed aerial scout helicopter. Two years
ago the Army terminated an earlier program to replace
the OH-58D Kiowa Warrior attack scout helicopter,
and is now formulating an Analysis of Alternatives for a
replacement aircraft.
“The Army put out a request to the industry saying
‘give us a solution if you have one’,” said Gary Bishop, EADS
vice president and program manger for the AAS-72X.
“As we understand it, they will be done with their analysis
next February, and intend to put it out to industry in the
April timeframe.” Along with the EADS AAS-72X, other
competitors in the program include Boeing, Sikorsky,
AgustaWestland and Bell. Bell has introduced an upgrad-
ed Kiowa Warrior powered by a Honeywell HTS900-2
engine. Sikorsky has introduced its high-speed S-97
Raider, a coaxial counter-rotating rotor system helicopter
with a pusher propeller derived from Sikorsky’s X2 tech-
nology program. Boeing is entering the competition with
its OH-6 Little Bird.
EADS is prime contractor for the AAS-72X program,
with its subsidiaries Deutschland Eurocopter and Ameri-
can Eurocopter involved in the program. Deutschland
Eurocopter holds the certificate for the EC145, the
airframe that will be used for the AAS-72X, while Ameri-
can Eurocopter will produce the aircraft at its facility in
Columbus, Miss. Lockheed Martin Missions and Fire
Controls is also a partner in the program and will provide
the mission equipment package.
EADS has produced three technology demonstra-
tion aircraft (TDA). One is currently in Germany at the
Deutschland Eurocopter plant while the other two are
at American Eurocopter’s plant in Grand Prairie, Texas.
■ TRAINING | MILITARY
ANA Medics Receive Medical Training
Medics from the Afghan National Army have received basic
medical training from U.S. Army soldiers with MEDEVAC
Detachment, Company F, 2nd Battalion, 135th Aviation
Regiment. The training will afford ANA medics the readiness
to assume responsibility throughout the battlefield, aiming
toward a future in which a large international presence is
not needed. Training includes aircraft awareness and how
to prepare patients for EMS transport. The first graduating
class involved approximately 30 ANA students. The trainer
W W W. R O T O R A N D W I N G . C O M
Bishop said that one of TDAs is focusing on the mission
equipment package installed, to include integration of it
communications and navigation system, and was used for
the first flight. A second TDA will focus on airframe mod-
ifications and survivability aspects while the third TDA
is a show aircraft “that we will take around and do quick
performance checks on,” he said. “By Quad A in April, we
will have added on pylons, weapons and additional mis-
sion equipment package,” Bishop added.
He noted that while the Army dictates what weapon
systems the aircraft should have, the TDA will include
50-cal. machine guns, mini-guns, Hell-Fire missiles and
2.75-inch “dumb” rockets “as well as smart rockets that
can be lazed in from distant designators.” The aircraft will
also have manned/unmanned teaming capabilities devel-
oped by Lockheed Martin. The Army has indicated that
it is looking at options ranging from a straight manned
helicopter to an unmanned UAV or a mixed manned/
unmanned interface fleet.
Bishop said that the AAS-72X will have the capability
of providing Level 2 to Level 4 control with UAVs. Level
2 allows the aircraft to stream video in real time from the
UAV and transmit that down to a ground station. Level 4
will give actual control of the UAV to the AAS-72X pilot
to control the flight path of the UAV and direct its sensors
onto the target area.
The aircraft was taken out to Colorado last June “to
show high altitude capabilities, to include hover out of
ground effect at 6,900 ft. density altitude.” These tests
included a flight endurance test with a 2,300-lb simulated
MEP load.
EADS has also completed a load check, putting five
aircraft on a U.S. Air Force C-17. The load check was done
using a combination of the TDA and LUH-72As. —By
Douglas Nelms
medics were Army Sgt. Lisette Piedrasahaghun, Sgt. Patrick
Modesitt, Staff Sgt. Steven Freedell and Sgt. Daniel Mast.
Despite the language barrier, ANA medics helped assist with
training so that “the ANA ground troops better understand
aircraft safety and patient packaging, therefore making patient
transfer to flight medics easier and safer,” Piedrasahaghun
said. Due to the positive results, the soldiers were asked to
return on a monthly basis. To date, the team has trained more
than 200 soldiers. —By Army Capt. Benito Garcia
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 15
 PERSONAL/CORPORATE | TRAINING

A
A compact trainer with a roomy interior that has forgiving
autorotation characteristics. Too much to hope for? Maybe
not. First-time contributor Thomas Skamljic gives a thorough
look at the Cabri G2.

By Thomas Skamljic

S
ince you are reading this,
chances are high that you are
also one of the poor souls who
suffer from a disease called
helicoptering. Therefore, I trust that
you know that the Cabri G2 is built by
Guimbal Hélicoptères in France and
you know that Cabri is a little goat (also
called a kid) in French. What you might
not know is, Cabri also stands for Com-
fort in Autorotation Belongs to Rotor
Inertia and that basically sums up one
of the main intentions of Bruno Guim-
bal when he set out to develop a new
helicopter—to design a little helo with
great autorotation characteristics.The
Robinson R22 and R44 come to mind
and I am very thankful to Frank Robin-
son for developing the R22. I really like
it a lot. I like the way the R22 handles;
I could even handle an autorotation in
earnest. Needless to say that “If you can
fly the R22, you can fly all the other heli-
copters...” from my flight instructor was
a huge ego boost when I was let free for
the first time in the R22. In short, the
R22 was certainly my machine.
Later, when I did my first autorota-
tion in an R44, I thought that perhaps
my love affair with the R22 should be
reconsidered. From that moment on I
knew that a good trainer should be the
size of the R22 (with a bit more elbow
room) and should have the forgiving
autorotation characteristics of the R44.
Fortunately Bruno Guimbal, design-
er of the Cabri and founder of Guimbal
Helicopters, had the same idea and a tip
of my chapeau to him as he has taken
“my” idea and turned it into reality in
the form of the Cabri G2. I got a chance
to fly the Cabri with Alex Neumann,
chief pilot at Heli Aviation.
The helicopter available for this
flight was s/n 1009 and it had a grand
total of 25 hours of flight time. With
the two of us on board and about 100
liters of fuel (approx. 26.4 gallons), we
were about 30 kg (approx. 66 lbs) short
of MTOW of 700 kg (1,543 lbs). After
a short pre-flight briefing we started

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 New Kid

A FIRST LOOK AT
THE ALL-NEW
CABRI G2
The rotor system of the Cabri G2 is similar to the
Eurocopter EC120 rotor system. Not surprising since

Guimbal
Bruno Guimbal, founder and designer of the G2, was
deputy chief engineer for dynamics and transmission of
the EC120 while with that company.

The airframe and it does need a bit more hangar floor.

the walk around. Neumann
explained the finer details of
the Cabri. Checking all the
fluid levels is super easy
as absolutely everything
is in direct view. Open
two cowlings and there is
complete access to the engine
(your maintenance department will
love that). The cowlings and the doors
are held in place via gas springs.
tail boom are all-com-
posite, strong and cor-
rosion resistant. The main
rotor is a fully
articulated
(soft in plane),
high iner tia
three blade rotor
system. When you check the rotor sys-
tem of the Eurocopter EC120 and the
Cabri you will find certain similarities.
This is not surprising when you know
that Guimbal was the deputy chief
engineer for dynamics and transmis-
sion of the EC120 during his time with
Eurocopter. The main advantage of this
system is it is free of mast bumping but
The rotor tips fly a little bit low so
a careful eye on interested onlookers
is advisable. The wind speed limit
for rotor start up and shut down is a
generous 40 knots. Access to the main
rotor is facilitated via a step on the
cross tube on the right side. You can
get on that step and easily perform a
thorough inspection of the main rotor,
mast, dampers, screws—you name
it. Nominal rotor speed is 530 rpm.
Rotor blades are carbon and fiberglass
reinforced composite, with a large steel
tip weight and a lead balance weight to
increase rotor inertia. The leading edge
is stainless steel.
The Cabri is equipped with a

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 17

 PERSONAL/CORPORATE | TRAINING
Thomas Skamljic
Here you can see the small storage compartment
for another 5 kg (11 lbs) under the instrument
console. In this compartment there is a cigarette
lighter-style socket for any appliance with a
maximum of 13.7-volt DC.
Lycoming O-360-J2A engine (as is untearable fuel bladder and all the struc-
the R22). But the engine output in the tural elements to hold the fuel bladder
Cabri is 145 hp MCP against 131 hp are reinforced. During the certification
TOP in the R22. A notable difference tests the soundness of that system was
is the ignition system. The Lycoming demonstrated with a 15-meter free fall
on the Cabri features one “ordinary” drop test. No leakage occurred.
magneto plus a custom modified and The cooling system is a direct drive
certified (STC EASA E.S.01001) Light squirrel cage blower with the cooling
Speed Engineering Plasma II+ igni- air entering the engine compartment
tion system. The reasons for going via the air intake on top of the cabin roof
electronic are the gains in efficiency, in front of the main rotor gearbox. The
performance, reliability and safety. air is then being ducted/forced through
Thus Bruno increased performance the engine compartment. During my
and safety without the cost, weight and flight the CHT and oil temperatures
complexity of an injection system. remained firmly in the green and actu-
Any engine equipped with a car- ally more to the cold.
buretor can experience carburetor The Cabri has a dedicated luggage
icing. The consequences of carburetor compartment opposite of the fuel tank,
icing can be very serious so the Cabri is which can cope with 200 liters or 40 kg
equipped with an automatic carbure- of luggage. There is another small lug-
tor heat system to reduce the risk of gage compartment for another 5 kg (or
carburetor icing and pilot workload. If 12 liters) under the main instrument
in doubt, the pilot can override the auto console. In this compartment there is
system and manually put the carburetor a cigarette lighter socket for any appli-
heat switch into hot or cold mode. ance with a maximum of 13.7-volt DC.
A massive belt makes sure that the Soft stuff can be put under the seats and
power from the engine is transferred should all of that still not be enough, the
to the main rotor gearbox and the left seat pan can be removed to provide
Fenestron. for additional luggage space if flying
The fuel tank holds 170 liters (1.5 solo.
are unusable) of fuel and should make a The Fenestron has seven blades
flight range of 700 km (15 min reserve) and is very powerful according to Neu-
possible. The fuel itself is housed in an mann. Translated into the POH lingo: A
18 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
wind speed of 35 knots at all headings
was demonstrated at sea level. The
Fenestron rotor speed is 5.148 rpm.
Apart from being a safety bonus, the
Fenestron has some noise advantages
as well.
In order to reduce the noise signa-
ture of the Cabri G2, Guimbal decid-
ed that the exhaust gases have to go
straight up into the rotor flow. The fly
over sound exposure level of the Cabri
is 75.7 dB at max power. Contrary to
what I expected to see, the tail boom
was perfectly clean.
It is a traditional skid-type land-
ing gear with the tubular structure
attached to the airframe with soft rub-
ber pads. These pads are very soft and
you will feel that softness. Of course
these pads are tuned to guard against
ground resonance so there is no addi-
tional damper. On the Cabri, the oil
check is super easy as the dip stick is
so readily accessible.
Removing the doors does not lower
any speed limits and the doors can
held be partially open for improved
ventilation. The locking mechanism is
simple and effective.
With a cockpit width of 1.24 meters,
the Cabri offers more elbow space than
the R22 (1.12), and has the same cock-
pit width as the R44.
Getting into the Cabri is easy and
the seat is comfortable. The seats are
certified to the new Part 27 standards,
which means: a vertical 30g impact in
the end is a 3g impact thus reducing
the risk of spinal injury.
A four-point harness holds you
in place and cyclic and collective fall
readily to hand. Each cyclic has a four-
way hat switch on top with which you
can reduce the stick forces to zero. The
cyclic is a real stick and flight instruc-
tors will be pleased to learn that they
can keep their hand on the cyclic all
the times without trouble. You can
remove the second stick in a matter of
seconds without tools.
The view from the cockpit is excel-
lent. There is no central bow in the
middle of your field of view and the
instruments and the glass instrument
W W W. R O T O R A N D W I N G . C O M

are easily readable. Under all conditions
of my flights with the Cabri, no matter
where the sun came from, all the infor-
mation displayed on the monitor was
clearly visible.
With 16.5 cm diagonal the electron-
ic pilot monitor (EPM) LCD screen is
quite large. All the standard engine and
rotor monitoring instruments are avail-
able on screen. From my perspective
the best part of the EPM is the MLI or
multiple limit indicator. The MLI clear-
ly displays the available power margin.
The red line on the MLI is always the
maximum available power, which is
calculated by the EPM dependant on
density altitude. So no need to check
placards where the numbers have faded
into obscurity. Power is not displayed in
some strange unit called MAP but in
percent like larger helicopters.
The EPM has an intro page that
will give you the take off and landing
times. That clock is started the moment
rrpm is higher than 400 and vice versa.
W W W. R O T O R A N D W I N G . C O M
New Kid
Another nice feature is the fuel page.
Every flight on this page is listed with
TO and LDG times and the average
The electronic pilot
fuel consumption. The lowest figure I monitor (EPM) LCD
saw was 39 liters/hour and the highest screen is large and
was 43 liters/hour. There are different easy to read.
fuel flow modes available (average fuel
flow, instantaneous fuel flow and flight
time remaining) and all the info can
be displayed in SI and in English/U.S.
units. The EPM is complemented by
traditional steam gauges. All the usual
warning lights are above the EPM and
there is an additional vertical row of
three lights to give a visual warning
for high and low rrpm and a green
light when everything is perfectly fine.
These lights serve as a backup should
the EPM fail. There is an aural warning
as well.
Thomas Skamljic
The mixture handle sits next to
the rotor brake on the cabin roof and
should always be full rich. The switches
for the magnetos are placed there as
well. The throttle is as twist grip on the
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 19
 PERSONAL/CORPORATE | TRAINING
All compartments are easily accessible. Oil check
is quick and easy (see orange cap above).
collective and needs to be twisted quite
a lot. It is not possible to roll on power
from idle to max power in one move.
An electrical governor helps in keeping
the rotor speed in the green. The gover-
nor engages at 400 rrpm and disengages
if rrpm falls below that number.
Start up needs a little bit more infor-
mation. First, there is no key. There is
a remote central lock anti-theft device
to lock and unlock the doors. The key
ring transmitter sends a code to the
Cabri and the electronic brain of the
Cabri checks whether the holder of
the transmitter is a good guy. If you are
confirmed a good guy, the doors unlock
and the engine starter is enabled. If not,
the doors remain locked. Should a thief
decide to enter a bit more forcefully,
he can press the start button but to no
avail (that’s the anti-theft part of the
keyless entry system).
But you are a good guy and end up
in the middle of nowhere and the bat-
tery in the “key” is flat, what to do? Of
course Bruno took care of that as well.
You open the right hand cowling, turn
a backup key to the right and the door
to the luggage compartment springs
open. Since the luggage compartment
is accessible from the cockpit you can
reach the door opening mechanism
through the luggage compartment and
20 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Thomas Skamljic
open the door. Now the door is open
and you can enter but you still can’t
start the engine. What you need to do
is to remove the “code” sticker because
this sticker hides a few micro switches.
Adjust the micro switches and off you
go. Of course you need to know the
code …. And should you park your
Cabri among many other Cabris and
forget where you parked your Cabri
you can “call” your own Cabri and the
helo will respond with a flashing strobe
light. Very clever stuff indeed.
Before you engage the start but-
ton you have to wait for the EPM to
complete the self-test. The allowed
rpm drop on the plasma is 100 rpm and
300 rpm on the magneto. Neumann
engaged the start button and imme-
diately the engine sprang to life and
also immediately the Cabri started to
wobble. These soft elastomeric mounts
really are very soft but then a good pro-
tection against ground resonance is a
very useful feature.
Since Heli Aviation is operating at
the moment from a parking lot behind
some buildings, Neumann flew the
take off and departure. I monitored his
actions very closely but could not find
anything extraordinary. With power to
spare we lifted off, did a hover check
and flew the prescribed departure
route. Clear of the buildings and on the
way to the nearby airfield Neumann
handed me the Cabri and right after
my first stick inputs I immediately felt
at ease. What I noticed though was
that I somehow underestimated the
necessary amount of pedal for a col-
lective change. I must admit that the
resulting flight was a little bit unsmooth
(although Neumann did not complain).
Another interesting observation was
that the collective was a little bit sticky
meaning there was always a break out
force to overcome. I did check whether
this had to do with the friction or just
because this Cabri was so particularly
new. As it turned out it was not the fric-
tion. The advantage of course was that
the collective stayed put and did not
move on its own.
With the cyclic the breakout force
was not an issue but I had to adjust my
flying to the higher stick forces and the
longer stick travel. The stick forces are
a lot higher than in the R22. Now this
does not mean that this is good or bad,
flying the Cabri is just different to flying
the R22. To put that into perspective:
a fly by oil helicopter (i.e., a helicopter
with hydraulically powered controls)
will spoil you a little bit in this regard as
there are no stick forces and the stick
travel is minimal and my Jet Ranger
time certainly did spoil me. However
Neumann was kind enough to point
out that up until now, every pilot with
a hydraulic background was in for a
surprise when flying the Cabri. He also
told me that students find it easier to
cope with the Cabri due to the larger
control movement and higher stick
forces making over controlling is less of
an issue for a helicopter novice.
In the meantime we arrived at the
airfield and I set us up for the approach
with 50 KIAS and a RoD of 500 FPM.
The Cabri held the speed very well.
My only problem was the pedal work,
which as mentioned before required
more input than I anticipated. I came to
a neat hover a bit short of the intended
spot but for the first time it was OK.
Landing was soft. All the instruments
were firmly in the green. Considering
W W W. R O T O R A N D W I N G . C O M
 New Kid

our weight and OAT of 19 degrees I
found that performance quite astonish-
ing. Keeping the hover position and
altitude was not really an issue in the
Cabri. Spot turns were a breeze. Side-
ways flight or rearward flight (I had no
GPS on board but the speed was quite
high) was no problem either. When the
MLI turned read and showed 104 per-
cent we still had some pedal left (wind
was from 2 o’clock and a bit gusty). Two
more circuits convinced me that the
Cabri really is easy on the pilot. These
benign handling characteristics of
the Cabri will certainly reassure every
flight instructor who is sending off a
student on his first solo flight.
Hover Auto: Roll off the throttle,
wait a little bit and then pull the collec-
tive. With a little bouncing we landed
quite smoothly. What was immediately
clear to me was that the rotor really has
a lot of energy stored in it. So I was real-
ly looking forward to the real autorota-
tion. Off we headed to the practice
area. During the short straight and level
flight to the practice area I pulled 100
percent power and got 100 KIAS flying
at 2,500 feet at an OAT of 17 degrees
C. Fuel flow was 48 l/hr. The vibration
level was markedly higher than at 80 or
90 KIAS. Neumann attributed this to
the blades, which will undergo tracking
in 3.5 hours, a normal procedure after
the initial “break-in” period. So we flew
a few minutes straight and level and
after having trimmed up the Cabri it
was possible to take the hand off the
cyclic and the Cabri kept heading and
attitude remarkably well. I wanted to
know whether the Cabri would be so
stable in a turn. So stick to the left (or
right, I did not detect any significant
difference) a little bit of collective and
some minor adjustments with the
cyclic and the Cabri circled nicely with-
out further inputs from me If you are in
the business of observing things on the
showing signs of stress. the green. Of course I waited a little bit
In the meantime we arrived at the before dumping the collective, how-
practice area and having completed two ever due to the stickiness of the collec-
steep approaches to our landing spot tive I unintentionally checked the low
and we started with the autorotations. rotor speed warning. Pushing the col-
Neumann initiated the auto by lective down brought the rotor speed
rolling off the throttle. I flew the helo up and almost to the upper end of the
and tried to keep the rotor speed in green. From then on I had no troubles
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ground you will certainly like that trait.

Still at altitude I tried some more
enthusiastic maneuvers i.e. banking left Premier Sponsor: Supporting Organisations:

and right up to 60 degrees of bank and

the like. It was just pure fun! The Cabri
reacts immediately, without protest or

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 21

 PERSONAL/CORPORATE | TRAINING
adjusting the rotor speed appropriately.
The RoD was between 1,400 and 1,600
FPM and the speed was 50 KIAS. On
the way down he told me that he will
start the power recovery a little bit
higher than what I was probably used
to. The reason for that procedure is
simple. The governor really has bite
and the ensuing yaw requires quite a lot
of quick pedal to keep the nose heading
the right way. And so it was.
It was time to head home and we
climbed to 3,000 feet. On the way
back Neumann suggested to try a
low-g maneuver. My rather timid try
on this maneuver neither impressed
the 4-point seatbelts nor Neumann,
so he took over. He pushed the cyclic
massively forward and fortunately
the seatbelts worked perfectly fine.
The nose down attitude was almost
90 degrees. Apart from a protesting
engine (which resulted in some pedal
work), the Cabri showed no sign of
strain. Pullout was effected with a
guesstimated 2g and immediately
upon starting the pullout the engine
ran smoothly again.
Converting speed into altitude
(OK, a little bit of altitude), Neumann
pulled the stick back and raised the
nose to about 80 degrees. A boot full
of left pedal turned the nose earth-
Built with the training market in mind, there is
more room inside than some trainers.
22 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
wards and neither the Cabri nor the
engine protested. The Fenestron did
not have any problems stopping the
rotation at the desired heading. Fixed-
wing guys would call that kind of
maneuver a stall turn or hammerhead.
Of course I had to try it myself and it is
serious fun! Having done that I imme-
diately started thinking about a Cabri
beefed up for aerobatics so that one
could have all the fun of the BO105
but at a more affordable price (not
every helicopter pilot is sponsored by
Red Bull). For obvious reasons Guim-
bal Hélicoptères does not encourage
aerobatic flight in the Cabri, however
the very reassuring behavior during
these maneuvers should prove that
the small Cabri really has great safety
margins. We were almost back home.
Shut down is standard. The rrpm
(150) at which you can engage the
rotor brake is clearly displayed on the
EPM. After completing the post land-
ing checks and with the rotor stopped
I contemplated my flight with the
Cabri. There is a lot of good stuff the
Cabri offers but I did find some room
for improvement.
First, adjustable pedals to insure a
really comfortable seating position on
longer flights and second, the location
of some instruments should be recon-
Thomas Skamljic
sidered. I had trouble checking the
VSI as the VSI was hidden behind my
right knee and Neumann had troubles
checking the ASI as this instrument
was hidden behind his left knee. With
adjustable pedals this problem should
be solved however. (Guimbal told me
that nice adjustable pedals are in final
development, and will be standard
next summer).
Speaking of instruments, with the
clever EPM already in place perhaps
there is a way to teach the EPM to gen-
erate a “settling” warning. Perhaps a
future full glass cockpit. Since helicop-
ters are often used for photo flights the
doors should get a reasonably sized
“photo window” to make photogra-
phers happy.
Of course you can always remove
the door, but that’s rather impractical
and really only an option for warmer
climate regions. Another small item in
this regard, in order to make full use of
the fact that the luggage compartment
can be accessed from the cockpit the
pilots seat should be reconsidered. At
the moment minimum crew is one
pilot on the right seat. Personally I
am not sure whether I would be very
happy to have a photographer on the
left seat trying to get the lenses out of
the luggage compartment behind my
neck.
The Cabri is a very capable heli-
copter, very agile and a lot of fun to fly.
However, for the new kid on the block
to be successful, the whole package has
to be right, that is the helicopter has to
perform well (which it does), training,
service and maintenance have to be in
place and what can be called customer
care has to be up-to-date. So, building
the helicopter is the easy part—the
tough job is to sort out all the other
details and this takes time.
The Cabri G2 was built with the
training market in mind. The very
forgiving high inertia rotor system
and the fact that there is no danger of
mast bumping is a huge safety benefit
for helicopter students and helicopter
addicts who do not have a chance to
fly on a daily basis.
W W W. R O T O R A N D W I N G . C O M
Annual
Reports
2011
 's Annual Reports
“What technological changes do you anticipate will most
impact rotorcraft operations in the coming year?”
Last year at this time, we reached out to the top executives within the helicopter
supply chain and asked them what events they expected would have the greatest
impact on the helicopter market in 2010. The answer we received almost universally
harkened back to a phrase made famous (at least in the United States) in the Clinton
era of American politics … “it’s the economy, stupid.”
Of course that should not have been a difficult answer to predict. Ours is a
particularly capital-intensive business and if that capital becomes hard to find, our
business is going to slow down until it becomes more readily available. Capital is the
real fuel of a helicopter. Take away all the gasoline stations along the highways and
you would get the same results among automobile operations as we have seen in the
past year among helicopter operations. Those with an existing supply or source of
their own “fuel” would be in the best position obviously, but even they would take steps to conserve that supply and become extremely
judicious about how they spent it. Some would consolidate “fuel” into far fewer vehicles and concentrate on making certain that at the
very least they would be able to make their most important trips. Some would undoubtedly decide that the lack of fuel to operate made
ownership of the vehicle(s) pointless. Everyone would become much more conservative in their decisions about when and where they
really needed to go. And such was the state of rotorcraft operations in 2010, pretty much as predicted on the pages of our Executive
Outlook as we entered the year.
So with the understanding that “it’s still the economy, stupid” and that the uncertainty of the “fuel” supply of available capital will
continue to impact many rotorcraft operations in the coming months, we turned our attention this year to emerging technology, and
what effect new technology might have on rotorcraft operations in 2011. Necessity is the mother of invention and difficult times always
and inevitably lead to new answers to old problems. As you look over the Annual Reports later in this issue, you will no doubt run
across a number of companies, old and new, who have developed or are in the process of developing some significant new solutions to
problems faced by helicopter operators all over the world.

Randy Jones
Publisher
We asked the participants in this year's Rotor & Wing
Executive Outlook to answer the question:
“What technological changes do you anticipate will
most impact rotorcraft operations in 2011?”

TABLE OF CONTENTS
25 Executive Outlooks
43 ..........................Aviation Instrument Services
Company Profiles 44 ........................................... Kaman Aerospace
46 ........................................................Turbomeca
30 ...............................................AgustaWestland
48 ............................................Alpine Air Support
31 ............................................................ Cobham
49 ...........................................HR Smith/Techtest
32 ...................................................Aero Dynamix
50 ................................FlightSafety International
34 ......................HEATCON Composite Systems
52 ..................................................................Aviall
35 ............................................ Aerospace Optics
54 ................................................................... CAE
36 .................................................Aspen Avionics
55 .......................................... Hughes Aerospace
38 ........................................................... Goodrich
56 ..............................North Flight Data Systems
39 ........................................................Eurocopter
58 ............................................................ Uniflight
40 .......................................... Precision Heliparts
42 ................................................ BLR Aerospace

24 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 EXECUTIVE OUTLOOK

BLR Aerospace Aviation Instrument

Services
“FastFin Upgrade Provides Performance
Advantage” “Large Inventory Boosts 2010
Operators who have been negatively Success”
affe cte d by the global e conomic
dow ntu r n are lo ok i ng for e ver y Basically, 2009 was a
competitive advantage, and performance ver y good year for
enhancements are an effective way to Aviation Instrument
increase productivity without investing Services, and 2010 is
in a new aircraft. The fact that original one of the best that the
equipment manufacturers are embracing company has had in
te chnologies like FastFin fur ther our 34-year histor y.
demonstrates that performance enhancements add value and The large helicopter
will be on operators’ wish lists for years to come. inventory that we have
As the economy slowly recovers, technologies that enable is the main reason our
operators to achieve maximum return on their capital business has been so good, which I am very
investments will continue to impact our industry for the next thankful for.
12 months and beyond.
Jim Sensale
Dave Marone President and Founder
Vice president, Sales/Marketing Aviation Instrument Services
BLR Aerospace

Goodrich Corp. Kaman Aerospace

“Focus on Technology” “Technologies to Keep Soldiers Out of
Goodrich is investing in technologies Harm’s Way”
t o i m p r o v e h e l i c o p t e r s a f e t y, Unmanned technologies,
performance, and operating costs. By without question, are going
leveraging our diverse portfolio we to drive our industry for the
can offer mature solutions for today’s next 12 months, and many
challenges and future regulatory issues years to come. Our team is
like ADS-B and TSO C-194. especially excited about the
Our TERPROM terrain awareness co nt r a c t fo r u n m a n n e d
warning system can be integrated into K-MAX helicopters from the
our helicopter mission data recorders or NextGen-ready U.S. Marine Corps. Not only
electronic flight bags. In addition, the advanced technology will this advancement transform our business, it will
found in FADEC and HUMS is enhancing new development, transform the way many military missions are
production and upgrade platforms for commercial and performed. Most importantly, the Marine Corps
military operators. And we continue to improve the customer envisions that use of the unmanned aircraft for
portal at www.customers.goodrich.com to make it easier for resupply will boost soldier safety by reducing the
both OEM and aftermarket customers to do business with requirement for trucks and convoys, which are
Goodrich. vulnerable to enemy attack.
Further out, advanced nanocomposites will provide We must advance the use of any and all
system-level de-icing and lightning strike protection technologies that will help keep soldiers out of
at a fraction of the weight of traditional materials. While harm’s way. But the use of an unmanned platform
nanocomposites are still in the lab environment, Goodrich offers a range of other benefits, such as significantly
is developing advanced composite modeling simulation reduced operational and logistics costs, for example,
techniques that will speed this technology to market by an that will be just as beneficial to civil operators, and
order of magnitude. it’s clear that the technology will be applied to that
market in the future.
Curtis Reusser
Segment President Mark Tattershall
Goodrich Electronic Systems Director, Marketing & Business Development
Kaman Aerospace

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 25

 EXECUTIVE OUTLOOK

Aviall
“Technology Advancements Benefit Rotorcraft”
Advances in technology continue to benefit the rotorcraft industry and enable Aviall to
improve its inventory and supply chain services to engine shops, commercial operators and
fleet operators.
In addition to its industry-leading inventory of OEM parts and its expanded catalog of
helicopter support, Aviall continues to invest in state-of-the-art technology for the all-new
Aviall.com, another industry leader. This site is packed with features that make it easier for
helicopter operators to order the parts they need to keep their rotorcraft in the air. Search
functions and e-mail notifications have been improved, the multi-line order capability for
spreadsheets has been expanded, and you may now save contents of your shopping cart to
order the same parts again later.
Developments in technology are also improving the industry’s ability to refurbish and repair products and
materials, making access and availability more important for operators in 2011 as they strive to manage costs. Aviall is
enhancing its Rolls-Royce-approved surplus, spares and rotables group to better serve this market segment.
Through its 40 locations around the world, Aviall remains committed to being a total solutions provider with
prompt, reliable service for the rotorcraft industry.

Dan Kommenovich
President and CEO
Aviall, Inc.

Aspen Avionics HEATCON Composite Systems

“Increase Opportunities to Upgrade”
The modern glass cockpit
technology that has been the
new standard on fixed-wing
production aircraft is now
permeating the retrofit market.
Low-cost high-tech
alternatives are readily available
and in spite of the economic
downturn, the retrofit market
has flourished as owners update their existing aircraft
rather than buy a new one.
Avionics manufacturers like Aspen will continue
to expand into the helicopter space and will
continue to create more opportunities for operators
to upgrade helicopters with the latest technology.
These upgrades increase hull value and, more
importantly, provide enhanced safety and reliability
that older mechanical instrumentation cannot match.
Aspen Avionics has created a strong demand for
affordable retrofit helicopter glass. Many avionics
companies are now driving for more cost-effective
solutions since we entere d the market . The
competition will generate exceptional value for
those customers looking to take advantage of this
technology.
John Uczekaj
President & CEO
Aspen Avionics
“Composite Revolution Impacts Aviation
Industry”
The comp osite re volution is
evident in the rotary wing industry
with many technological advances
in materials and manufacturing
processes. Airframes have
traditionally used metals such as
titanium and aluminum alloys as
the primary structural components.
Today these structures are being
manufacture d w ith adv ance d
composite materials such as carbon fiber, Kevlar, and
fiberglass as the materials of choice. Some of the many
advantages gained include weight reduction, increased
strength, design flexibility, engineering performance, and
corrosion resistance.
As advanced composite materials continue to evolve
in the rotorcraft industry, maintenance organizations are
transitioning capabilities to support the development
and repair of these complex structures. Organizations are
realizing the need for a skilled workforce and continuous
training within the composite material market to better
support production and repair processes, while identifying
areas where they can provide innovative cost savings
solutions and reduce down time.
How organizations transition will be the key to their
success as the complexity of composites continue to
expand.
Eric Casterline
President & CEO
HEATCON Composite Systems

26 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 EXECUTIVE OUTLOOK

Cobham
“Renew Emphasis on Pilot Training”
From an avionics perspective, our area of expertise, it will be less a matter of new technologies
impacting the helicopter industry in 2011 than the more widespread adoption of current, off-
the-shelf technologies.
Enhanced safety, in particular, will be realized as segments such as helicopter
emergency medical services (HEMS), law enforcement agencies and offshore oil
drilling operations migrate toward readily-available hardware and software upgrades
like 3D synthetic vision EFIS, helicopter terrain awareness and warning systems
(H-TAWS), automatic dependent surveillance-broadcast (ADS-B), night vision goggles
(NVG), radar altimeters, and digital audio systems. In addition, we foresee especially
strong demand among many operator segments for Autopilot/Stability Augmentation Systems (SAS)
in 2011. Our own system, HeliSAS, should receive B206/B407 and AS350 certifications in the first quarter.
While Cobham is uniquely positioned to meet a host of technology needs for the rotorcraft industry, it’s equally
important for the FAA, NTSB, owners, and operators to renew an emphasis on pilot training and proper safety
procedures to fully realize the benefits of upgraded components in their aircraft.

David Ashton
Vice President
Cobham

Alpine Air Support Turbomeca

“Helicopter World Has Not Climbed Back” “Preparing for the Future”
Although there was a lot of talk At Tu r b o m e c a , w e a r e
of recovery throughout the year, preparing for the future and
the helicopter business world helping our customers meet
has still not climbed back out of their daily challenges.
the dip. From our point of view, Regarding our future technical
Eurocopter has not secured developments in the helicopter
anywhere near enough new engine industry, I believe we
orders for either the AS365N3 will see major changes over
Dauphin or EC155 models the coming 20 or 30 years.
during 2010 and customers have been investing in other We are working to reduce
types, especially the AW139. Unless the EC175 can gain notably the consumption of the engine, thus of the
some significant orders very shortly, Eurocopter will helicopter. Already, we are developing the engines
struggle to maintain their previous market dominance for entry into service in 2015. They will provide fuel
in the mid-cabin sector. An X4 Dauphin replacement savings of around 15 percent compared to engines
has been rumored for 12 months, here’s hoping that of 2000. Our ambition is to continue this rate of
2011 gives us a firm design to woo the market back. improvement of one percent per year, or even
Alpine continues to gain new clients for our legacy accelerate to over 30 percent improvement by 2030.
Dauphin parts exchange support and we look forward That is why our R&D effort is approximately 10
to further expansion of our increasingly favored parts percent of our turnover.
consignment inventories, which are winning operators Our challenge is to improve industrial efficiency
away from costly PBH programs. note, while remaining very close to our customers
to anticipate the best possible market changes, and
Peter Lewis transform into success the many developments we
CEO have underway.
Alpine Air Support GmbH
Pierre Fabre
Chairman and CEO
Turbomeca

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 27

 EXECUTIVE OUTLOOK

Uniflight Hughes Aerospace

“Launching Products Division in 2011”
As an MRO ser vice provider
supporting existing fleets, Uniflight
sees the industry benefitting from
and being impacted by a series of
improvements for existing aircraft
through retrofit, modification and
upgrade programs. In addition, with
the current proposed rulemaking that
is underway for the HEMS industry,
there will likely be a need for mandatory cockpit upgrades
that aid pilot performance and overall flight safety. Such
improvements will be in the area of night vision, flight data
recording (with an eye towards real-time reporting), and
more robust GPS and other satellite enhanced navigation
systems. Uniflight is committed to being a catalyst for the
development and deployment of such improvements, both
through the launch of its Products Division in 2011, and by
having multiple conveniently located outlets throughout the
U.S. to serve fleet operators’ needs in this regard. We look
forward to participating in this next phase of industry growth.
As a result of the growth in demand for service that we
experienced in 2010, we are moving to larger facilities with
“through the fence” access at Grand Prairie Municipal Airport.
We also expect to add between one and three additional
locations to expand the footprint of our business in the U.S.,
and, based on developments that are in process with various
OEMs, we have an expectation that we will also be launching
our Products Division, which will add further diversification
to our revenue streams. In addition, with multinational
distribution partners, we anticipate that having this new
capability will eventually lead to even broader geographic
expansion.
“CNS: Industry Game-Changer”
Communication,
Navigation and
Su r v e i l l a n ce o r C N S
technologies are an
industry “game changer”
for the vertical f light
community. For the first
time in our history, we can
operate helicopters from
off-airport departure and arrival locations, in IFR
weather conditions, safely, reliably and efficiently.
Performance-based navigation procedures—
RNAV/RNP, WAAS LPV and GBAS—provide
non-linear, trajectory based three dimensional
flight paths, supporting superior containment,
monitoring and crew alerting necessary for low-
level navigation and near-precision approaches to
heliports, helipads and PinS independent of the
fixed-wing flow of traffic.
These same non-linear procedures can also be
used VFR to reduce noise and the environmental
impact on local communities. Satellite-based
communications can support voice and datacom
between operators and air traffic control including
ADS-B at all altitudes and geographic locations.
We’ve proven the viability of these technologies
in the air transport industry and they are long
overdue in vertical flight.
Chris Baur
President
Hughes Aerospace

Joe Hawke
President & CEO
Uniflight

FlightSafety International
“Emphasis on Cockpit Equipment Technology”
With the likely FAA mandate for new safety hardware such as HTAWS, we expect to see
more emphasis on cockpit equipment technology. As FlightSafety continues to introduce
simulation-based training to operators of light, turbine-powered helicopters, we look to
FAA and other regulatory agencies to increasingly approve the use of Level 7 FTDs and full
flight simulators in Part 135 certificate-holder training programs.
Night vision goggles are becoming more widespread in EMS and law enforcement
operations, and full flight simulators and Level 7 FTDs are ideal vehicles in which to gain
proficiency in NVG-aided flight. We’re prepared to support helicopter operators as they
work to comply with FAA proposals to increase training and testing to recognize and
escape from inadvertent IMC, and to require an instrument rating for EMS pilots. During
2011, we will increase the number of full flight simulators and enhance the capabilities of our Level 7 FTDs.

George Ferito
Director, Rotorcraft Business Development
FlightSafety International

28 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 EXECUTIVE OUTLOOK

Eurocopter
“Green Technologies in bluecopter”
Eurocopter has taken up the challenge to introduce technologies that address the increasingly-
important environmental concerns for helicopter operations. This is one of the key axes
of Eurocopter’s innovation drive for the next 12 months and beyond, along with safety and
broadening the mission spectrum of our helicopters. The company’s “green” R&D efforts
have been bundled in the bluecopter technology program, which is focused on developing
advanced technologies that offer environmental benefits for new and existing Eurocopter
aircraft. The expected benefits range from improved acoustics (for external perceived noise) to
decreased emissions (C02 and NOx). Eurocopter is exploring several ways of optimizing main
rotors to reduce external noise and cabin vibration. One method is to utilize a double-swept
blade configuration, called Blue Edge, while another involves the integration of “intelligent” Blue Pulse piezoelectric
actuators into a blade’s trailing edge.
As part of the bluecopter program, Eurocopter plans to perform a flight with a light helicopter powered by a diesel
engine. The objective is to reach a power-to-weight ratio capable of challenging the advantages of a classic turbine.
Efforts also are focused on neutral materials (carbon neutral and non-hazardous processes) as well as the ability to
recycle materials and components of helicopters that have reached the end of their service lives. In addition, the
company has introduced a new method to measure and benchmark progress in environmental performance. Based on
certification data, this Eurocopter-developed tool enables operators and their passengers to check the environmental
rating of their helicopters. A significant amount of R&D work at Eurocopter is invested in making helicopters easier
to handle, increasing their flight safety, improving crew situational awareness, and providing pilot support/partial
automation in planning and carrying out missions. Combined with advanced training methods, these efforts will assist
in enhancing safety.
Higher speed is an option to expand the application of helicopters in additional missions. Eurocopter began flight
testing of its X³ technology demonstrator, which is designed for maximum cruise speeds of minimum 220 kts. This
hybrid aircraft combines the speed of a turboprop-powered aircraft with the full hover capabilities of a helicopter.
It is tailored to applications where mission success depends directly on maximum cruising speed at very reasonable
operational costs, thus a higher productivity of the aircraft is key. Eurocopter will continue to flight test its X³
demonstrator through 2011 in order to validate the concept.

Lutz Bertling
President & CEO
Eurocopter

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W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 29

 AgustaWestland
A Force in the Helicopter Industry

A
g u st aWe stl a n d , a p o w e r-
ful force in the helicopter
industry, is capable of satisfy-
ing the widest range of customer
requirements with a modern range of
high performance civil and military
rotorcraft encompassing all the main
weight categories. Products range from
the innovative single-engine 2.8-ton
AW119Ke to the 16-ton three-engine
AW101 helicopter. Other products
include the AW109 Power, AW109
LUH and GrandNew light-twin; the
T129 combat helicopter; the multi-
role Super Lynx 300 and AW159; the
best-selling AW139 medium twin; the
BA609 tiltrotor and the NH90 11-ton.
A new product recently launched is
the AW149 military medium class
helicopter, further expanding the prod-
uct range.
Through a wide range of joint
ventures and collaborative programs
with major aerospace and defense delivering increased aircraft opera- needs of all customers. The company
companies AgustaWestland is increas- tional effectiveness to the military provides integrated training solutions
ing its helicopter offerings and opening while driving down through-life costs. that support the complete pipeline,
up new business opportunities. A large The company also offers its com- from basic training to beyond utilizing
variety of initiatives and industrial co- mercial customers a wide range of classrooms, simulators and aircraft.
operations have in fact been set up in service plans and industry leading war- Emphasis is placed on producing a
several countries including the U.S., ranty programs. range of cost-effective options aimed
Turkey, China, Russia, Japan, India, That’s not all. AgustaWestland is at supporting the user as close to the
South Africa, Libya and Canada. expanding its network of supply and front line as possible, while providing
service centers around the world to central high value services delivering
Working for Customers be close to its customers. The supply training courses and simulation for all
AgustaWestland is focused on help- and service centers stock spares and customers.
ing its customers reduce their costs are authorized to carry out repair and Rotorsim, a joint venture with CAE,
of ownership while improving opera- overhaul services for AgustaWestland delivers simulator training for a range
tional capabilities. Integrated Opera- helicopters. of AgustaWestland helicopters, includ-
tional Support (IOS) solutions are ing the AW109 Power, AW109 LUH
Training and and AW139; and has Level D certified
Future Plans simulators located in both Italy and
Ag ustaWestland is an the U.S. In the UK, Aviation Training
established provider of International Ltd., a joint venture with
professional training ser- Boeing, provides a comprehensive
vices and solutions to a training service for the British Army
wide range of civil, military Apache AH Mk.1 fleet.
and industrial customers Finally, AgustaWestland is investing
around the world. Build- in advanced technologies right now
ing on core competen- that will make future rotorcraft more
cies in high quality rotary efficient, quieter and greener.
wing and systems train- In addition to new helicopter
ing, AgustaWestland is designs, the company is also studying
committed to developing revolutionary tilt rotor and tilt wing
and expanding its training rotorcraft, combining turboprop per-
portfolio to meet the cur- formance and rotorcraft flexibility in a
rent and future training single vehicle. ■

30 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 Cobham
Integrated Solutions for Rotorcraft
o manufacturer offers a more

N complete suite of integrated,

end-to-end component and
integrated system solutions for rotor-
craft applications than Cobham.
The requirements of a variety of
airborne applications are met through
platform-specific implementation of
the following helicopter technologies:

■ HD & SD video downlinks

■ FM radios
■ Airborne FM/AM radio communi-
cations systems
■ Digital audio systems
■ Audio/radio management systems
■ PA and loudhailers
■ 3D synthetic vision EFIS
■ Integrated master caution/voice
warning system
■ Engine indication/crew alerting
system
■ Engine data concentrators
■ Hover vector, FMS and HTAWS
software
■ Autopilot, stability augmentation
systems
■ Data acquisition units and airborne
data management systems
■ Emergency locator transmitters
■ Portable, global GPS tracking
■ GPS and ADAHRS sensors
■ SwiftBroadband, high-frequency,
communication, and direction-
finding antennas
■ Passenger oxygen systems, emer-
gency oxygen systems
■ Emergency flotation valves and
cylinders
Maintenance, repair and overhaul
(MRO) service centers offer complete
customer support:
■ FAA FAR-145 repair stations
■ Depot-level repair station to com-
ponent level
■ AOG spares
Cobham’s products and services
have been at the heart of sophisti-
cated military and civil systems for
more than 75 years, keeping people
safe, improving communications, and
enhancing the capability of land, sea,
air and space platforms.
The company has four divisions
employing some 12,000 people on five
continents, with customers and part-
ners in over 100 countries and annual
revenue of some £1.9 billion (around
$3 billion). ■

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 31

 Aero Dynamix
Setting the Standard for NVG
uring the past 16 years, Aero
D
Dynamix has become the lead-
er in the night vision modifica-
tion industry. Focusing on safety, qual-
ity, and customer satisfaction, Aero
Dynamix is truly setting the standard
for NVG.
As an FAA-certified Repair Station
(C73R723N), Aero Dynamix offers a
full line of services in the instrument/
avionics repair field. Currently the
company employs more than 75 night
vision professionals and is growing
rapidly. Aero Dynamix has FAA-
certified repair technicians on staff to
meet customer demands for avionics
repairs. Aero Dynamix also employs a
certified A&P technician.
Aero Dynamix also offers its cus-
tomers around the world the ease of
having their instruments modified
internally without having the OEM
warranty voided. With agreements
from major OEMs such as Honeywell,
Garmin, Rockwell Collins and many
others, Aero Dynamix has the author-
ity to open an avionics unit, modify
32 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
the internal lighting to be compatible
with goggles, and not void the manu-
facturer’s warranty.
Aero Dynamix offers an engineer-
ing and manufacturing department
that can design and build Edge Lit
Panels and NVIS Overlay Panels for
various fixed-wing and rotary wing
aircraft. This cuts down on production
time and risk for completing a project
since all work is performed internally
and there are no third-party vendors
to coordinate with. With state-of-the-
art machinery, Aero Dynamix ensures
the highest levels of quality are always
met.
Each civil aircraft that is modified
by Aero Dynamix is fully certified
and STC’d by the FAA, meeting all of
the regulatory guidance standards.
Aero Dynamix is privileged to say the
company has earned 24 multi-ship
supplemental type certificates on 36
different aircraft, as well as, two EASA
(European Aviation Safety Agency)
validations, with a third pending, for
NVG cockpits.
Aero Dynamix also has NVG sales
and certification/repair capabilities,
and is a stocking distributor of L-3
goggles. With a 48-hour turnaround
time on re-certification of goggles,
aviators and operators are able to stay
in the air so that they can continue to
provide their much-needed mission
support.
Because of the anticipated increase
in demand for NVG lighting systems
in 2010, the company is currently
in the process of rebuilding a much
larger, state-of-the-art facility (23,200
square feet) to compliment growing
needs in the industry. Aero Dynamix
plans on moving in to the new facility
early 2011.
Dennis Trout, General Manager of
Aero Dynamix, states: “As the industry
leader, we will continue to grow and
support our customers in a way that
no other company can.” Trout stresses
that crew safety, mission accomplish-
ment and ensuring the total life-cycle
support to the customer is critical to
the success of Aero Dynamix. ■
W W W. R O T O R A N D W I N G . C O M
Profile Head:
Profile Subhead

JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 33

 HEATCON Composite Systems
Composite Repair Solutions for the Helicopter Industry
he increased use of composite
T
materials in aviation has become
commonplace for many of the
major airframe manufacturers and end
users. Composites are lighter, stronger,
and more durable than traditional
materials; however, the repair process
requires much more sophisticated
procedures and control. Even with
these complexities, a proven company
can provide the necessary training,
equipment, accessories, and materials
to easily repair these unique advanced
composite structures. You shouldn’t
partner with just any company for
your composite repair needs, you need
to partner with a company that sets
industry standards within the global
marketplace and leads the industry
in delivering innovative solutions for
repairing advanced composite struc-
tures. That company is HEATCON®
Composite Systems!
34 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Since 1981, our customer centered
“T.E.A.M.” approach has been meeting
the needs of all our industry partners.
We have focused on delivering the
most innovative products and solu-
tions to the composite repair industry.
Our equipment is the most reliable
on the market today and is certified
by some of the most rigorous environ-
mental, electrical, and physical testing
systems. All of our components are
carefully selected to ensure fail-safe
operation. By building a reputation of
excellence, we have become the sup-
plier of choice for major manufactur-
ers, military and repair organizations
within the composite repair industry.
We provide dependable products and
solutions that work right the first time,
every time!
With 30 years of technological
innovations and experience in the
composite repair field, HEATCON is
now providing unique solutions, such
as composite helicopter blade repair
utilizing our patented portable auto-
clave system and custom designed heat
blankets. This solution has eliminated
the need for custom and expensive
tooling that has been traditionally used
to repair them. Also, as an AS9100/ISO
9001:2008 certified manufacturer, we
provide you peace of mind in knowing
that we are committed to excellence
and to continual quality improvement
in all aspects of our business.
We are the “one-stop-shop” from
Training to Equipment, Accessories to
Materials, for all your composite repair
needs. With offices located around
the world, we can literally put you into
the composite repair business with the
most comprehensive line of products
and solutions in the industry today.
Let us become your composite
repair industry partner! ■
W W W. R O T O R A N D W I N G . C O M
 Aerospace Optics
A History of Innovation
erospace Optics is one of the

A
ing with the VIVISUN Configurator, helped Aerospace Optics build its
world’s premier manufacturers an online tool that enables customers reputation as one of the world’s fore-
of lighted pushbutton switches, to specify switches, request quota- most producers of Mil-Spec qualified
indicators and electro-optical, pro- tions and access their parts history. and DO-160 compliant pushbutton
grammable displays. The company is Advancements such as these have switches and indicator displays. ■
well known for innovation and world-
class customer service, providing
products and services that have revo-
lutionized the aviation, aerospace and
defense industries.
Over the years, Aerospace Optics
has made great strides in product
Our customer’s European mod
development. For instance, the com-
pany introduced one of the first light-
ed pushbutton switches that was read- center needed LED switches,
able in direct sunlight, which made
flying safer. Aerospace Optics was
also a leader in developing one of the
first switches to use an integrated LED each with a different display,
lighting source, replacing incandes-
cent bulbs as the industry standard;
and it established a filtering technolo-
gy that allowed both NVIS-compliant
on a short time frame.
lighting and sunlight readability.
These technologies paved the way
for additional innovations such as the
VIVISUN 5000, which is an electro-
optical display switch system also
offering NVIS-compatible, and sun- We delivered the switches inside a week.
light-readable lighting. The VIVISUN
LED, a dedicated lighted pushbutton
switch which is virtually maintenance- Call VIVISUN for superior customer
free; and Aerospace Optics’ latest
breakthrough: the VIVISUN LOGIC service that responds to your needs.
Series, Electronic Latching switch and
Pulse/Timer switch. We work with you to assure you
The VIVISUN LOGIC Series is
a component of the VIVISUN Multi
get the right LED switch for your
Function Body (MFB) line of advanced
switches. The LOGIC Series is the first
of its kind with an integrated elec- system or platform specifications.
tronic circuit designed to replace
traditional holding coils or magnetic Every VIVISUN LED is delivered to
latching switches and depending on
the specified features can sense a meet your production schedule
variety of electronic edges and pro-
duce conditioned and timed pulsed and backed up by outstanding cus-
outputs. These features bring unique
functionality internal to the switch tomer service. Call 1-888-VIVISUN
eliminating the need for external cir-
cuit components. for more information. www.vivisun.com
In addition to product innovation,
Aerospace Optics is committed to set-
ting the standard for world-class cus- ª

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0QUJDT
*OD
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5FYBT
64"
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*40

$FSUJmFE
2VBMJUZ
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tomer service and fast delivery. Start-

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 35

 Aspen Avionics
Robust, Reliable EFIS for Helicopters
A
spen Avionics specializes in
making reliable, solid-state avi-
onic technologies for helicopter
applications. Our products increase
situational awareness and reduce pilot
workload, making it easier and safer
to fly every mission. Our philosophy
is that investing in the latest avionics
technology shouldn’t always mean
spending a lot of money—on equip-
ment or installation.
Aspen’s flagship product line is
the Evolution Flight Display system.
Evolution displays are lightweight and
compact—under four pounds, includ-
ing the remote sensor module (RSM).
The Evolution system is built upon
an open architecture that enables
compatibility with the systems already
present in your cockpit.
Additionally, front-load micro
SD cards make software upgrades
and new features easy to install. This
all adds up to future-proofing your
investment in glass panel technology.
With looming FAA mandates for
NVG, HTAWS and NextGen, Aspen
is committed to delivering upgrades
that will make these transitions eas-
ier and more cost-effective for your
operation.
Primary Flight Displays
The EFD1000H Pro PFD is an
approved replacement for your
mechanical flight instruments and is
the most affordable “six-pack” replace-
ment EFIS display technology avail-
able in the helicopter market today.
36 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
MFDs
The EFD1000H and 500H MFDs
allow you to expand your glass panel
and enhance your flight mission with
features such as high resolution digital
moving map, terrain and obstacle
awareness, datalink weather, traffic
and more.
Perfect Fit for Every
Mission
Law enforcement, search and rescue,
military, medevac or IFR training—
every mission requires reliable, easy-
to-use tools to get the job done and
this is what Aspen delivers. With
flexible installation options, you can
choose the configuration (one, two, or
three displays) that works for you.
System features include:
■ Brilliant, direct sunlight-readable,
6-inch 760 x 400 TFT active matrix
LCD display
■ Reliable solid-state attitude and
heading reference system (AHRS)
■ Emergency GPS and backup battery
with 30 minutes of backup time
■ Electronic HSI with moving map
that displays GPS flight plan legs,
waypoints, navaids and airports
(PFD)
■ Electronic attitude director indica-
tor (ADI) with easy-to-read air-
speed and altitude tapes (PFD)
■ Altitude alerter (PFD)
■ High-resolution digital moving map
with relative terrain and obstacle
awareness (MFD)
■ Traffic and weather interface
(MFD)
About Aspen Avionics
Aspen Avionics is based in Albuquer-
que, N.M. and was founded by pilots
and aviation enthusiasts in 2004. Our
customers tell us our service and sup-
port are top-notch and we work hard
to maintain that level of trust.
Approvals
We have more than 3,000 installations
and more than 900 aircraft approved
for installation. The Bell 206 STC is
available today. Additional STCs are in
process, including the Robinson R22/
R44, Bell 407, AS350, MD500 and the
Enstrom 480B. ■
For the most current information
regarding availability, installation, and
future certification possibilities, please
contact:
Anson Gray, Helicopter Program Man-
ager, 1-480-433-3542
anson.gray@aspenavionics.com
Mike McKinney, Regional Sales Man-
ager, 1-505-553-1607
mike.mckinney@aspenavionics.com
W W W. R O T O R A N D W I N G . C O M
 Your glass
Profile cockpit has arrived.
Head:
Profile Subhead

EFD1000H Pro PFD EFD500H MFD

Reliable, Affordable EFIS Technology

Investing in the latest avionics technology shouldn't always mean
spending a lot of money — on equipment or on installation.
Aspen's Evolution Flight Display system is the most affordable,
modern EFIS system on the helicopter market today.
Flexible, upgradable and compatible, the Evolution system will
future-proof your avionics investment. Modular installation
options allow you to choose a configuration that meets your
operational needs and budget.
Go confidently on every mission with Aspen’s reliable, solid-state
AHRS technology.

www.aspenavionics.com

All content Copyright 2010 Aspen Avionics Inc. ”Aspen Avionics” and the Aspen Avionics aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved.
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 37
 Goodrich Corporation
Leadership & Experience to Support the Helicopter Industry
W
ith a longstanding presence
in the helicopter industry,
Goodrich Corporation
serves commercial and military opera-
tors with advanced system technology
and tailored service offerings. Its his-
tory of improving reliability, opera-
tional cost, functionality, and safety for
helicopter operators and manufactur-
ers around the world—combined with
its reputation as a flexible business
partner—have made the company a
trusted source for original equipment
and aftermarket solutions.
Broad Portfolio of
Helicopter Capabilities
Goodrich Corporation’s broad port-
folio of field-proven products for the
helicopter industry includes, but is not
limited to, the following systems:
■ Health and usage management sys-
tems (HUMS)
■ Flight control actuators
■ Rescue hoists
■ Terrain warning and avoidance
systems
The U.S. Army’s Black Hawk fleet is equipped with Goodrich HUMS.
38 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Goodrich’s translating drum hoist technology displayed on a BK-117.
■ Mission data recorders
■ Electric power generation and
distribution
■ Engine controls
■ Air data sensor systems
■ Laser detection systems
■ Fuel gauging systems
■ Ice detection and protection
systems
■ Aircraft data concentrator
equipment
■ Drive shaft systems
■ Starter-generator brushes
Field-Proven Success
Goodrich products and systems are
on nearly every helicopter that flies
today, as well as those currently in
development. Service-proven HUMS,
electronic engine controls, actuation
systems, laser warning systems and
rescue hoists are among the products
on key frontline military helicopters
such as the Bell-Boeing V-22 Osprey,
Boeing AH-64, Eurocopter UH-72
Lakota, NH Industries NH90, and
Sikorsky UH-60. Active commercial
applications include the AgustaWest-
land AW139 and Sikorsky S-76 and
S-92. Goodrich products are present
on a number of diverse platforms
in development today, such as the
AW159 and Sikorsky CH-53K.
Providing Comprehensive
Lifecycle Solutions
Goodrich’s extensive experience,
innovative advances and continu-
ally evolving product lines have posi-
tioned the company as a frontrunner
in the development of mission-critical
helicopter technology. Further, the
company is dedicated to providing
comprehensive, custom-tailored life-
cycle support of its products. ■
W W W. R O T O R A N D W I N G . C O M
 Eurocopter
Steps Up R&D and Expands in Growth Markets in 2010
urocopter’s activities in 2010
E continued the company’s focus
on innovation, safety, eco-effi-
ciency and key market presence—with
significant progress achieved in all
four areas.
In line with Eurocopter’s commit-
ment to fly a new helicopter and/or
upgrade every year, testing began in
September with the X³ high-speed
hybrid helicopter demonstrator, which
is designed for sustained cruise speeds
in excess of 220 knots. Based on a Dau-
phin helicopter airframe, the X³ test-
bed is equipped with two turboshaft
engines that power a five-blade main
rotor system, along with two propel-
lers on short-span fixed wings. During
initial flight evaluations performed at
a reduced level of engine power, the X³
attained a true airspeed of 180 knots
in level flight.
As part of its long-term commit-
ment to innovation, Eurocopter dou-
bled the R&D budget during the past
two years, and the company took the
opportunity in 2010 to unveil several
advanced technologies. They include
its bluecopter® program to address the
increasingly important environmental
challenges for helicopter operations,
which has evolved two concepts to
reduce helicopter noise: the Blue
Edge™ double-swept main rotor blade
shape; and Blue Pulse™ active blade
control system.
With customer proximity as a key
asset, Eurocopter further expanded its
international network and cooperative
ventures during the year. Construc-
tion was initiated for a new facility at
the Itajuba, Brazil, location of its Heli-
bras subsidiary to assemble EC725
helicopters ordered for the Brazilian
Armed Forces. In Chile, Eurocopter
received certification for its new train-
ing center—the only one to date in
Latin America.
Eurocopter signed a capability
expansion agreement in China with
COHC and the Civil Aviation Uni-
versity of China for the ab-initio train-
ing of pilots, while an agreement
with Tongji University of China will
bring this institution into Eurocopter’s
international network of partner uni-
W W W. R O T O R A N D W I N G . C O M
versities. Two key milestones in India
were Eurocopter’s inauguration of a
new subsidiary to further develop the
country’s helicopter presence, and the
establishment of a joint-venture MRO
and training activity with Pawan Hans.
An agreement was signed to install an
AS365 N3 full-flight simulator in Sin-
gapore, while Eurocopter’s coopera-
tion with Kawasaki Heavy Industries
of Japan on the EC145 family was
extended by 15 years.
Eurocopter also consolidated
its commercial reach in 2010. Asia
proved to be the fastest-growing mar-
ket with a strong increase in sales,
while promising prospects in the for-
mer Soviet Union were underscored
by the contract from Russia’s UTair
for 20 AS350/AS355 helicopters and
Eurocopter’s strategic agreement with
Kazakhstan for the local assembly
of 45 EC145s. In sub-Saharan Afri-
ca, Eurocopter’s regional subsidiary
increased its turnover by 35 percent,
largely in the law enforcement market;
while Eurocopter Canada marked the
600th helicopter delivery to its home
market in December 2010.
In key military program mile-
stones, the first of 40 German Army
CH53-GA helicopters being upgraded
by Eurocopter flew during Febru-
ary, incorporating a major systems
and avionics modernization package
that will extend the fleet’s service life
through 2030. The initial prototype
of the Surion utility helicopter, co-
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E
developed by Korea Aerospace Indus-
tries (KAI) and Eurocopter for Korea’s
military airlift requirements, made its
maiden flight in March. Deliveries of
the NH90 NFH naval helicopter vari-
ant began during the year—with the
Netherlands and France receiving the
first of these large multi-role rotary-
wing aircraft. Military operational
highlights of 2010 included the con-
tinued success of Eurocopter’s Tiger
combat helicopter in service with the
French Army in Afghanistan.
American Eurocopter also main-
tained its U.S. leadership position,
achieving several accomplishments
and milestones during the year. The
company’s Light Utility Helicopter
program for the U.S. Army reached
the 100th UH-72A helicopter delivery
in March, which increased to some
150 aircraft by year-end—all of which
were provided on time and on budget.
The new AS350 Level B FFS Flight
and Mission Simulator began opera-
tion at American Eurocopter’s Grand
Prairie, Texas headquarters in 2010,
with this full-motion AS350 training
device providing a unique environ-
ment for both pilots and crews in
mission-scenario training.
In other activity, American Euro-
copter developed and flew Technical
Demonstration Aircraft for the AAS-
72X, which is proposed by parent
company EADS North America for
the U.S. Army’s Armed Aerial Scout
mission requirement. ■
39
 Precision Aviation Group
"Others Sell Parts, We Sell Support"
Precision Heliparts (PHP)
Precision Heliparts-Canada (PHP-C)
Precision Accessories & Instruments (PAI)
Precision Accessories & Instruments-Canada (PAI-C)

P
recision Aviation Group (PAG)
is a leading provider of products
and value-added services to the
worldwide aerospace and defense
rotary-wing turboprop aircraft. The
test and repair equipment was moved
to the Atlanta facility, located near
Hartsfield-Jackson Intl Airport. PAG

Precision Aviation Group

industry. With sales/service facilities
in the U.S. and Canada, PAG uses its
distinct business units and customer-
focused business model to serve avia-
tion customers through two business
functions—Aviation Supply Chain and
Inventory Supported Maintenance,
Repair and Overhaul (ISMRO). PAG
was founded in 1993 with Precision
Heliparts (PHP) and in 2002 opened
Precision Heliparts-Canada (PHP-C)
in Vancouver, BC. PAG acquired Pre-
cision Avionics & Instruments (PAI)
in 2005 from Dallas Airmotive and
acquired Pegasus Aircraft Compo-
nents to launch Precision Accessories
& Instruments (PAI-C) in 2007. PAG
is a premier MRO facility and carries
unlimited instrument, avionics and
accessories ratings from FAA, as well
as EASA and Transport Canada certi-
fications.
During 2010, PAG continued to
grow despite a slow economy, as the
company expanded its sales and ser-
vice areas in the Atlanta, Ga. facility to
65,000 square feet and consolidated
its Canadian operations into a new
25,000-square-foot facility in Vancou-
ver. Also in 2010, PAG acquired the
assets of Dallas-based Avcenter, an
MRO specializing in wheels, struts and
brake accessories.
The purchase allowed PAG to
upgrade services to its customers oper-
ating many popular fixed-wing and
PAG Supports These Helicopters and Fixed-wing Manufacturers
■ Agusta
■ Bell
■ Pratt & Whitney
■ DeHavilland
■ Embraer
■ ATR
■ Hawker/Beechcraft
■ Bombardier
■ Fairchild/Metroliner
is a Goodrich Authorized Repair Cen-
ter (ARC). PAG teams with OEMs
like Goodrich to provide even more
products and MRO services for its
customers.
ISMRO—Inventory
Supported MRO
Simply put, ISMRO is the combin-
ing of the traditional parts distributor
functions with repair station functions
and is the new model for parts sup-
port providers. Like a traditional parts
distributor, PAG companies are dis-
tributors for many brand-name instru-
ments, including Mid-Continent, RC
Allen and United as well as electrical
accessories such as Globe and AAE,
to name a few. However, unlike the
traditional parts distributor, PAG also
provides extensive repair and overhaul
capabilities which includes accessories,
avionics and instruments. Our facili-
ties in Atlanta, Ga. and Vancouver, BC
contain over 90,000 square feet and 98
employees.
Repairs Management
PAG processes thousands of accessories,
avionics, instruments, and other rotable
items for repair/overhaul each year.
Our technicians average over 12 years
experience in the general aviation field,
and our sales team members average
over 14 years of service experience. PAG
has a long history of expertise in repairs
■ Cessna
■ CASA
■ Piper
■ Eurocopter
■ MD
■ Bendix King
■ Goodrich
■ Sikorsky
■ Rolls-Royce
PAG can now overhaul and repair
brakes on many fixed-wing and
rotary-wing aircraft.
management, its employees have exten-
sive knowledge of the industry and it has
built strong relationships with OEMs
and repair stations. This allows PAG to
reduce turnaround times, and lower
customers’ repair costs.
Spare Parts
PAG maintains an inventory of more
than 50,000 line items to support its
customers. The company is an autho-
rized distributor for many manufactur-
ers and distinguishes itself by providing
technical expertise and exceptional
customer service.
Repair & Overhaul
The expertise and skill of PAG’s highly
trained technicians provide solutions
to a variety of repair problems. With
overhaul/repair capabilities on more
than 8,500 items and six separate shops
totaling more than 30,000 square feet,
the company specializes in the over-
haul of accessories, avionics and instru-
ments.
Need AOG Services?
PAG maintains more than 50,000 line
items in stock and ready for immedi-
ate shipment to get your helicopter
flying again. Want contract pricing for
repairs and guaranteed exchange avail-
ability for components? PAG does that.
Need to buy spares or lease a spares
box? PAG has it covered. Both Atlanta
and Vancouver are international and
domestic hubs with direct flights to
more than 200 cities in North America
and the world. ■

40 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 FAA, EASA and Transport Canada Approved Repair Stations
Repair station PY8R545X Repair station DOT #92-02

PRECISION AVIATION GROUP, INC

I nventory
S upported More Than 50,000 Line Items In Stock For
Sale Or Exchange

M aintenance 24 Sales Professionals to serve your needs

MRO Capability On Over 8,500 Different Items
1,000+ Linear Feet Of Benches With Over 650

R epair & Pieces Of Test Equipment

Distributor For 16 Different Manufacturers
We offer AOG Services 24/7, 365 days a year
™ 2,500 Starter Generators OH each year
O verhaul Accessories, Instruments & Avionics repairs

Atlanta (404) 768-9090 Fax: (404) 768-9006

Vancouver (604) 542-8820 Fax: (604) 542-8829
“Others sell parts, WE SELL SUPPORT”
www.heliparts.com www.heliparts.ca
 BLR Aerospace
OEM Validation Supports BLR Aerospace Growth and Success

Bell Adopts FastFin

G
rowing support of BLR Aero-
space products from OEMs in
2010 redefined the company
BELL 412
from an aftermarket provider of air-
craft performance enhancements to a
trusted technology partner.
Just in the past year, both Bell Helicopter
and Hawker Beechcraft Corporation
announced plans for factory installation
of BLR FastFin™ and Winglet Systems,
respectively, on new aircraft. Specifical-
ly, Bell Helicopter in July announced its
intent to install BLR’s FastFin Tail Rotor
Enhancement and Stability System on
new Bell 412EP helicopters, and Bell
celebrated delivery of its first FastFin-
equipped aircraft late last year.

GAME Measurable Improvements

CHANGER. FastFin is certified for Bell 204, 205, 212,
Huey II, and most UH-1 derivatives as
an aftermarket upgrade that delivers
If you operate a Bell 412 helicopter, measurable gains in payload and stabil-
one simple modification will ity, especially in high and hot conditions.
revolutionize your performance. Depending on conditions, some Bell
412 operators could realize useful load
increases up to 1250 pounds (more than
90 percent). Additionally, FastFin instal-
lation can reduce operating costs by 45
percent or more.

How it Works
FastFin. The FastFin system modifies the tail
boom with two parallel stall strips,
Selected by Bell Helicopter known as Dual Tail Boom Strakes, and
for new 412EPs a reshaped vertical fin, optimizing air-
Now shipping to aftermarket flow around the tail boom for dramatic
FAA certified for 1250 lbs. improvements in tail rotor efficiency
more useful load and wind azimuth tolerance. With
these simple changes, operators can
Extraordinary ROI do—and earn—more than ever before.

About BLR Aerospace

BLR is focused on developing the high-
est performance aerodynamic solutions
in the industry. BLR, now in its 21st year,
holds patented technologies for both
Find out what 90% more useful load can do for you. fixed- and rotary-wing aircraft, and has
certified over 60 Supplemental Type
Contact BLR for new FAA approved WAT charts. Certificates. BLR remains focused on the
development of products that increase
gross weight and landing weight, reduce
critical V-speeds, increase cruise speeds,
reduce fuel burn, increase hover loads
and improve handling qualities. BLR
Aerospace is a NASA Technology
Transfer Licensee. ■


t

EBWFNBSPOF!#-3BFSPTQBDFDPN

t

#-3BFSPTQBDFDPN
FastFin™ tail rotor enhancement and stability system. Dave Marone
www.BLRaerospace.com

42 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 Aviation Instrument Services
Putting Customers First
viation Instrument Services, Inc.

A
(AIS) was founded in 1977 with
one goal in mind: to build a repu-
tation of excellence in service. Just ask
AIS’ customers and they’ll tell you that
this company meets this goal—time
and time again. “When AIS’s experi-
ence is joined with their buying power,
their customer receives a level of value
that is unbeatable,” says Dave Vorsas,
president of JDC Company.
Specifically, AIS delivers excellent
service in a variety of areas, such as
quality helicopter instrumentation
and repair, and serving as a convenient
consignment ‘clearing house’ for its
customers’ excess inventory. “In the
pursuit of our goal, we have grown into
a multi-dimensional company that
provides a variety of services to meet
our customers’ needs,” explains AIS
President and Founder Jim Sensale.
“These services include offering quality
instrumentation to the general/corpo-
rate aviation and helicopter markets
through both outright and exchange
sales, as well as providing an efficient,
single source management of compo-
nent repairs and overhauls through our
approved repair shop network.”
By sourcing repairs through AIS,
managers can avoid warranty head-
aches! This is because “when a warranty
problem arises with a unit and the shop
you used does not carry any exchanges
or loaners, you must send the unit back
and wait for repair,” Sensale says. “With
repairs handled by AIS, you are sent an
exchange at no charge, provided that we
have it in our inventory, or in the inven-
tory of any of the shops with which we
deal.” As a result of AIS’ long-term rela-
tionships with a network of more than
30 highly qualified repair facilities, the
company is highly successful in finding
the exchange parts that its customers
need. “To aid many of our customers
with their surplus inventory problems,
we have established a very attractive
consignment program that allows
companies to offload their surplus to
our facility for us to manage and sell,”
he adds, allowing customers to "free
up large sections in their warehouses
of maturing inventory and fill them
with more desirable inventory.” From
parts acquisition and sales to managed
component repair and replacement,
AIS does it all. In fact, it is fair to say that
AIS looks out for its customers’ inter-
ests every step of the way. Proof can be
found through customer testimonials
at www.aviation-instrument.com.
“Parts and service you can trust,
every step of the way!” At AIS, this isn’t
just a slogan, it’s a commitment backed
by 34 years of experience—and more
important than ever during tough eco-
nomic times. ■

PARTS AND SERVICES YOU CAN TRUST...

EVERY STEP OF THE WAY!
EXCHANGES • SALES • REPAIR • OVERHAULS
Flight, Navigation and Engine Instruments • Transmitters • NAV/COM • Radar
Inverters • Control Heads • Actuators • Fuel Controls • Governors • Grimes Lighting
Extensive Inventory of Rotor/Fixed Wing Spares

TEL: 305-251-7200 • FAX: 305-251-2300

12181 S.W. 129TH CT., MIA, FL 33186
email: sales@aviation-instrument.com
www.aviation-instrument.com

IN HOUSE CONSIGNMENTS FROM:

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 43

 Kaman Helicopters:
Full-speed ahead
E
xcitement is in the air at Kaman
Helicopters as important new
programs take f light, and the
Kaman Aerospace Group continues
to make strategic acquisitions that
significantly enhance the company’s
design and manufacturing capabilities.
44 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Unmanned or Manned?
The unmatched lifting capability
of the K-MAX helicopter is fueling
new opportunities as a manned
and unmanned platform. As this
issue of Rotor & Wing goes to press,
a Kaman-Lockheed Martin team
(Team K-MAX) had just been award-
ed a $45.8 million contract to pro-
vide cargo resupply services to the
U.S. Marine Corps. The contract
includes development of two air
vehicles, three remote ground con-
trol stations and a Quick Reaction
Assessment. There is also an option
for a six–month deployment.
The unmanned K-MAX system
has successfully demonstrated its
ability to resupply troops in a simu-
lated environment. The unmanned
helicopter boasts a four-hook cargo
carousel, which makes K-MAX capa-
ble of delivering more cargo to more
locations in one flight than any other
unmanned rotorcraft. K-MAX can
carry 2,721.6 kg (6,000 lbs) of cargo
at sea level and more than 1,814.3
kg (4,000 lbs) at 10,000 ft. The high-
profile military success is expected
to lead to similar sales of manned or
unmanned K-MAX helicopters to
international customers that require
a high-altitude workhorse aircraft
for humanitarian aid, resupply, fire-
fighting, construction, and similar
missions.
Rotor Blade Experts
Innovation in helicopter composite
rotor blade technolog y is a rap-
idly growing business at the Kaman
Helicopter HeliworX™ full-service
aerospace innovation and manu-
facturing support center, where the
company plans to double sales in the
year ahead.
In addition to establishing a man-
ufacturing facility in Mexico, and
expanding its rotor blade center of
excellence, the company is produc-
ing the initial production standard
composite rotor blades for the AH-6
“Little Bird,” with the MD 500 and
600 Series helicopters to follow
soon after. Kaman is also building
helicopter blade skins and skin core
assemblies for Bell helicopters and
other customers.
The company has introduced a
three layer, color specific (for visual
inspection) sprayable erosion coating
that has significantly extended the
lifespan and reduced the life cycle
costs of U.S. Army BLACK HAWK
helicopter main rotor blades. Cur-
rently, 100 BLACK HAWK helicopter
blades are being coated at Kaman
each month, with around 1800 blades
coated to date. U.S. Army, U.S. Navy
and international customers are eval-
uating the coating to protect blades
on Apache, CH-53E, UH-72 Lakota
Light Utility Helicopter and several
other platforms. Kaman is the only
certified facility authorized to apply
the Hontek coating.
Backed by Kaman’s infrastruc-
ture and expertise, HeliworX is the
only subcontractor with the OEM
advantage capable of offering design/
analysis, manufacturing, upgrade,
modifications and test and flight
solutions. Other capabilities include
integration, composite and metallic
manufacturing, final assembly, rotor
blade whirl towers, and sand erosion
test facility and flight test.
Seasprite
Kaman continues to actively market
11 highly capable and mission-ready
Seasprite SH-2G(I) helicopters to
international naval customers. The
aircraft variants are capable of anti-
surface warfare and anti-submarine
warfare, and offer an affordable small
ship capability. The Egyptian Air
Force is entering its 12th year of
successful robust performance of
its SH-2G(E) helicopter fleet. Other
international militaries using the
Super Seasprite include the Royal
New Zealand Air Force and the
Poland Navy. ■
For more information:
Mark.Tattershall@kaman.com
W W W. R O T O R A N D W I N G . C O M
Profile Head:
Profile Subhead

Manned or Unmanned. You can count on K-MAX.

Many missions require efficient heavy lifting. Manned or unmanned, one helicopter does it better than
the rest. Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.
A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions
— from delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.

JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 45

 Turbomeca
Power Built on Trust
O
ne of the Safran Group’s high-
tech companies, Turbomeca
specializes in the design, pro-
duction, sale and support of low- to
medium-power gas turbines for heli-
copters.
In the industry since 1938, Turbo-
meca is the world’s leading manu-
facturer of helicopter engines. It also
designs and builds turbine engines for
training aircraft. Turbomeca has one
subsidiary: Microturbo, a specialist in
turbo-reactors for missiles.
Thanks to Turbomeca’s continuing
investment in R&D, commitment to
global service, and quality design and
manufacturing facilities, Turbomeca
helicopter engines are the choice of
AgustaWestland, AVIC, Eurocopter,
HAL, Kamov and Sikorsky.
The company’s goal is to provide
a full range of services conveniently
close to customers, wherever they
may operate. Turbomeca serves 2,350
customers in 155 countries.
Broadest Range of
Turboshaft Engines
Ranging from 450 to 3,000 shp, Turbo-
meca turbines power civil, parapublic
and defense helicopters for all leading
helicopter manufacturers. Despite
this variety, all of these turbines ben-
efit from Turbomeca’s emphasis on
leading-edge technology that is care-
fully designed, rigorously tested and
meticulously manufactured. The
modular design of Turbomeca engines
facilitates maintenance operations.
Turbomeca engines are designed with
high power growth potential for a
broad array of applications.
The Service
Considering the difficulties the world-
46 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
wide economy is facing, we are more
than ever focusing on helping you
meet your business challenges.
At Turbomeca, we are constantly
putting in place opportunities for
open dialogue with our customers and
this allows us to:
■ Improve engines availability,
■ Increase durability,
■ Ensure easy and effective commu-
nications, and
■ Provide more support services
closer to our customers.
Our ultimate objective is to develop
products and services that contribute
to helping our customers focus on
their core business: Flying.
New World-Class Plant
The brand new industrial plant in
France notably deploys high-per-
formance production capabilities.
Particularly, it is enhancing flows and
reducing production cycles, and thus,
will help Turbomeca to ever better
server its customers.
Safety
Turbomeca joined a group of presti-
gious helicopter industry leaders in
sponsoring the 2009 International
Helicopter Safety Team meeting in
Montreal, Canada. The primary objec-
tive of the IHST is to reduce the rate of
helicopter accidents by 80 percent by
2016. Turbomeca has reduced its rate
of in-flight shutdowns and losses of
power by 50 percent since entering
the IHST program.
Preparing for the Future
For several years now, the helicop-
ter engines Turbomeca invents and
manufactures have been subject to
development criteria including the
reduction of fuel consumption—thus
reducing greenhouse gas emissions,
pollution, and noise levels—and the
selection of more eco-friendly materi-
als and manufacturing and mainte-
nance processes.
Research and development spends
20 percent of its budget on programs
to reduce atmospheric emissions and
noise pollution and to reduce the use
of harmful materials and processes.
Environmental protection is of the
utmost importance to our company.
At Turbomeca, we value highly all
our commitments, from compliance
with regulations to ethical issues and
the continuous improvement of our
products and services. ■
W W W. R O T O R A N D W I N G . C O M
 EN ANCING
customer support through continued investments

Helping you focus on your core business, flying

You want to take your business to new heights. You need tailored products, services and policies.
Because you have chosen Turbomeca as your trusted partner, we focus on understanding your business and we continuously invest
to expand global service and production capabilities, standard-setting design and engineering, and your 24-7 after-sales service.
Meeting your needs every day is our priority.
In the industry since 1938, Turbomeca is the world’s leading manufacturer of helicopter engines. more at turbomeca.com
 Alpine Air Support
Eurocopter AS365 Dauphin Parts Distributor with OEM
Distribution Network

N
ow in our 15th year,
Alpine Air Support is
an aftermarket heli-
copter parts supplier exclu-
sively stocking components
for the Eurocopter AS365
Dauphin series. Centrally
located in Zürich, Switzer-
land, the company is focused
on stocking the most widely
required rotable, avionics
and instrument parts for the
Dauphin series of helicopters
(including the EC155).
Parts Exchanges and
Consignments
For rotable replacement, avionics
and instruments, we offer a compre-
hensive exchange program where we
supply a tagged, serviceable unit on
advance exchange with a core unit due
back to us within 21 days. Our sales
price reflects the actual net cost asso-
ciated with the repair or overhaul, sav-
ing money against the manufacturer’s
list price.
Stocked Components
It is our clear aim to be the market
leader in AS365 and EC155 helicopter
aftermarket parts support. We have
made major and continual invest-
ments in Dauphin spares. We specifi-
cally stock every single Sagem AP-155
autopilot component and have an
extensive inventory of avionics and
instruments on the shelf, ready to ship.
Main and tail rotor servos, engine
accessories, starter generators and
landing lights to name just a few.
Consignments
We can also offer parts consignments
as an attractive and cheaper option
to OEM power-by-the-hour (PBH)
arrangements. Alpine physically sup-
plies complete inventories to opera-
tors, which are maintained at the
customer’s operating facility until
required. Our consignments offer far
greater flexibility and availability than
any existing PBH schemes. We suc-
cessfully run and operate
several consignments with
major Dauphin operators.
OEM Factory
Distribution
As a factory authorized
distributor for Goodrich
Actuation Systems, Sagem
Défense et Sécurité and
Thales AES in France,
Alpine has established
marketing agreements to
ensure a steady supply of components
and to maintain stock levels for the
“hot movers”. We are able to pass on
genuine cost savings to our custom-
ers for many OEM products, with
far quicker delivery times than the
factory.
Quality and Customers
Alpine Air Support’s Quality System
is ASA-100 accredited and approved
(based on FAA AC-00-56A). We have
a worldwide Dauphin operator and
service center customer base who
trust our quality, appreciate our ser-
vice and competitive pricing. If you fly
or maintain Dauphins, we should be
talking! ■

# 1 for Dauphin Parts

We own and stock the largest independently held Dauphin helicopter parts inventory
available on the market today. Rotables, avionics & instruments ready to ship worldwide.
Parts for exchange and outright sales.
US-Phone : +1 207-513-1921
Phone : +41 52 345 3605
Fax : +41 52 345 3606
E-Mail : mail@alpine.aero
Web : www.alpine.aero

48 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

 HR Smith/Techtest
Lifesaving Choices: Enhancing Performance and Safety
ounded in 1966, HR Smith (Tech-

F
mented by a flexible, modular range HR Smith Group remains commit-
nical Developments) Ltd. quickly of homing and decoding equipment ted to its aim of delivering practical and
forged an unrivaled reputation including 406 MHz identification and cost-effective radio frequency systems
for delivering advanced and efficient locating. For the future, Techtest will and, through its comprehensive prod-
airborne antenna systems. Used by soon launch a new high-resolution uct portfolio and extensive in-house
military and commercial operators direction finding system which will capabilities, delivering tailored solu-
alike, current products span the entire further aid safety by allowing rescuers tions to meet the demanding needs of
range of airborne radio frequency to resolve multiple beacon scenarios. aviation and survival markets alike. ■
applications including digital and
voice communications, navigation,
surveillance and direction finding.
A major area of recent development
has been that of electronically-tuned
communications antennas. These
innovative devices offer very low-
profile characteristics and outstanding
broadband performance of a level nor-
mally seen only from antennas much
greater in size.
In 1978, the sustained growth of
HR Smith Group was augmented
by the formation of Techtest Ltd.
Although initially formed in response
to market demand for radio frequency
test equipment, Techtest was soon
to expand into the field of search and
rescue, and is now globally acknowl-
edged as a unique and successful
supplier of total SAR solutions for the
aviation market. Central to Techtest’s
product portfolio is the highly success-
ful ETSO-approved Series 503 ELT
incorporating the 406 MHz COSPAS-
SARSAT satellite distress frequency.
Designed for civil and military appli-
cations, Techtest ELTs now equip a
wide range of helicopters, commercial
airliners and military aircraft, includ-
ing fast-jets. Techtest also pioneered
the development of the deployable
406 ELT system for maritime aircraft,
and is now the primary supplier to the
UK’s offshore industry. Most recently,
the deployable ELT was upgraded
to provide FDR memory capability
allowing flight data to be downloaded
from the recovered beacon.
Meanwhile, individual aircrew
safety is comprehensively served by
Techtest Series 500 personal locator
beacons (PLBs). Featuring integral
GPS and 406 MHz, these beacons
are compact and lightweight, and
offer a wide selection of frequency
HR Smith, Street Court, Kingsland
and speech options, including covert
encrypted modes for military applica-
HR Smith Leominster HR6 9QA ENGLAND

tions. This extensive range of Techtest Group of Companies t. +44(0) 1568 708744
f. +44(0) 1568 708713
emergency transmitters is comple-
sales@hr-smith.com www.hr-smith.com

W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 49

 FlightSafety International
The World Leader in Simulation-Based Helicopter Safety Training
F
lightSafety, the world’s fore-
most aviation training company,
training professionals from 154
countries, continues to set the stan-
dard with its growing commitment
to simulation-based helicopter train-
ing, including groundbreaking Level
7 flight training devices and plans
to aggressively expand night vision
goggle training capability.
The Level 7 Advantage
FlightSafety fielded the world’s first
Level 7 helicopter FTD and now oper-
ate several of these type-specific devic-
es for Bell and Eurocopter models. The
company’s new FTDs incorporate the
latest visual realism and other compo-
nents from full flight simulation, while
allowing the economy of fixed-base
training. Level 7, the highest service
rating for an FTD, offers maximum
training credits.
A New Training Vision
During 2010, FlightSafety upgraded
its Tucson-based Level 7 Eurocopter
AS350 FTD to make it the first simu-
lator of any type equipped for NVG
training. Simulation-based NVG
instruction delivers in-depth scenar-
ios far superior in scope and realism
to anything that could be attempted
in a helicopter. Throughout 2011, it
plans to continue expanding its NVG
capability, with the goal of making this
important instruction available for
the majority of its helicopter training
programs.
Center for Training
Excellence
FlightSafety’s recently opened Lafay-
ette center devotes its efforts exclu-
sively to helicopter safety, providing a
50 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
broad range of mission-specific train-
ing supporting the representative fleet
operating in the Gulf of Mexico, as
well as EMS, law enforcement, news-
gathering and more. The state-of-the-
art facility delivers customer-specific,
rather than aircraft-specific, training
supporting multiple aircraft manufac-
turer product lines, including Euro-
copter. The company offers Level D
simulation training for Sikorsky S-92
and S-76 operators and Level 7 train-
ing for Bell 206 and Bell 407 operators
and plans to continue expanding the
types of training offered at the center.
A Training Trendsetter
FlightSafety, the first to develop Level
D-certified full flight helicopter simu-
lators, also was the first to offer electric
motion and control loading for the
most precise and realistic experi-
ence possible. The company’s VITAL
visual systems feature unmatched
fidelity, an extensive visual database
and a broad range of environmental
conditions, including brownout and
whiteout. FlightSafety offers train-
ing for helicopter models from most
major manufacturers, including Sikor-
sky, Bell and Eurocopter, at Learning
Centers in Lafayette; Tucson; Dallas-
Fort Worth, Texas; West Palm Beach,
Florida; and London Farnborough,
United Kingdom.
Mission-Specific Training
FlightSafety ’s mission-oriente d
approach provides a major advantage
in helicopter training. EMS pilots train
to convincing scenarios drawn from
real-life challenges. Offshore crews
face training scenarios that replicate
their particular situation. The compa-
ny also offers mission-specific training
for law enforcement and newsgather-
ing, and programs can be customized
to emphasize scenarios specific to any
operation.
FlightSafety offers a full comple-
ment of specialty training courses to
meet helicopter pilots’ specific train-
ing requirements:
■ Inadvertent IMC procedures
■ Night and NVG operations
■ Instrument procedures
■ EMS flight operations
■ Law enforcement flight operations
■ Crew resource management
■ Approach and landing accident
reduction
■ Aviation decision-making
Training Leadership
FlightSafety International, the factory-
authorized trainer for both Bell and
Sikorsky, is the world’s premier profes-
sional aviation training company and
supplier of flight simulators, visual sys-
tems and displays to commercial, gov-
ernment and military organizations.
The company provides more than a
million hours of training each year to
pilots, technicians and other aviation
professionals from 154 countries.
FlightSafety operates the world’s larg-
est fleet of advanced full flight simula-
tors at Learning Centers and training
locations in the United States, Canada,
Europe, South Africa and Asia. ■
W W W. R O T O R A N D W I N G . C O M
 First to Deploy Level 7
Helicopter FTDs

Profile Head:
Enhancing Safety by Delivering Superior Helicopter Training in the Areas That Matter Most
Programs Tailored to
Your Individual Needs
Profile Subhead
Quality • Value • Service • Technology
Inadvertent IMC Training

Mission-Specific Training

� Emergency Medical

� Corporate/Executive
Transport

� Law Enforcement

� Newsgathering

� Offshore

New Helicopter-
Dedicated Lafayette
Learning Center

Exceptional Overall Value

eLearning Convenience

When you choose to train with FlightSafety International,
you receive much more than just basic instruction.
You leverage the unmatched resources of the world’s
leading aviation training company. More courses, more
instructors, more top-level fully qualified simulators,
more training locations. We’re the authorized trainer
for the majority of aircraft manufacturers, including
Bell Helicopter and Sikorsky Aircraft.
Simulator-based training from FlightSafety is the single
most effective way to enhance safety in helicopter flight
operations. We continue our decades-long helicopter safety
leadership with the world’s first Level 7 helicopter flight
training devices for effective and economical training. We
were the first to bring Level D performance to full flight
helicopter simulation and the first to introduce the quiet
precision of simulator electric motion and control loading.
Mission-specific training uses realistic scenarios
to prepare pilots and crew for the conditions and
situations they encounter in the field. Whether your
Training to Proficiency
mission is corporate/executive transportation, emergency
medical transport, offshore support, law enforcement
First to Develop Level D
or newsgathering, our industry-leading training focuses Helicopter Simulators
on your particular challenges, helping ensure that you’re
prepared when the routine turns into the unforeseen.
1,400 Highly Qualified
Instructors
We offer training for Bell helicopters at Fort Worth, Texas,
and for Sikorsky helicopters at West Palm Beach, Florida,
Dedicated to Enhancing
and London Farnborough, England. Our newest Learning Safety Since 1951
Center at Lafayette, Louisiana, dedicates its efforts wholly
to helicopter safety training, offering customer-specific
Integrated Customer
training supporting multiple aircraft manufacturer
Training System
product lines. The center’s training programs serve all
sectors of the industry, including the large and diverse
Worldwide Network of
fleet operating in the Gulf of Mexico. At our Tucson,
40 Learning Centers
Arizona, Learning Center, we use a Level 7 FTD to
deliver cost-effective Eurocopter AStar training.
Online Training
Program Management
Run down our helicopter training checklist and then
ask yourself an important question. Could you benefit
Flexible and
from the FlightSafety Advantage?
Convenient Scheduling

For information, contact Scott Fera, Vice President Marketing • 718.565.4774 Outstanding
sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company Customer Service

JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 51

 Aviall
LIFT Program Helps Helicopter Customers Hover Higher
viall’s LIFT program offers a

A variety of services tailor-made

for each helicopter operator.
All services are designed to add value
and reduce costs for customers. The
benefits include access to more than
235 product lines, local stocking of
high-demand parts, inventory man-
agement, electronic ordering via the
all-new aviall.com website or EDI
(electronic data interface), and the
support of local Aviall sales personnel.
To provide the highest quality ser-
vice, Aviall looks at the unique needs
of each customer and develops a plan
specifically for them. By managing and
combining supply chain and admin-
istrative and inventory functions for a
customer, Aviall performs a valuable
service that would normally cost cus-
tomers time and money.
The LIFT program was created
exclusively to serve the helicopter
market. Aviall recently expanded its
general helicopter inventory to sup- to improve reliability and perfor- efficiencies to provide customers with
port the program. In addition, Aviall mance while lowering operating costs solutions that other companies can’t:
offers exchange programs for Rolls- for customers. It is a one-stop shop for customers.
Royce Model 250 engine parts and Because Aviall is the world’s largest Aviall also prides itself on combining
starter generators, as well as Lord Cor- diversified provider of new aviation old-fashioned customer service with
poration’s isolator exchange program parts—with more than two million technical innovation, advanced distri-
for the Bell 206 and 407 applications. unique aircraft and engine parts—it is bution capabilities, and an unmatched
Aviall’s exchange program is designed able to leverage its sizable supply chain number of parts and services that
includes battery, hose, wheel and
brake, kitting and paint mixing needs.
Aviall’s central distribution facil-
ity in Dallas is AS9100, AS9120 and
AC00-56a-registered. It is the hub
for multiple Aviall Customer Service
Centers and stocking locations in
Canada, the United Kingdom, the
Netherlands, Dubai, India, Singapore,
Hong Kong, Australia, New Zealand
and the United States. These loca-
tions also provide the industry’s most
experienced and responsive field
representatives, backed by an inside
support team dedicated to customer
satisfaction.
Aviall—with roots dating back to
1932—operates as a wholly owned
subsidiary of Boeing.
For more information about
Aviall or Aviall LIFT, please call
1-800-AVIALL1 for North American
sales or 1-800-AVIALL3 for interna-
tional sales. ■

52 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

Aviall’s Online Solution for the Helicopter Market.
Profile Head:
Profile Subhead
The all-new aviall.com is packed with features and capabilities
that make it easier and faster to order the helicopter parts you need.
Intelligent Search
Look for your part using simple search terms such as
a part number, NSN, description, or partial description.
The search function is more accurate and faster than
ever before. Once you find the part you want, simply
click the checkbox and hit the Add to Cart button.
Multi-Line Order
Also called “MO”, the Multi-Line Order capability allows
you to copy and paste your MS Excel spreadsheet
with part numbers and quantities right into the site. MO
is fast with accurate sorting and a clean presentation
of results.
New E-mail Notifications
Aviall.com now offers e-mail notifications at the point
we receive your order, once your order has shipped
and when your invoice has been generated. You can
even store your e-mail address simply by clicking the
check box. You’ll know where your order is all the way
through the process.
Save Shopping Carts
If you build a Shopping Cart and plan to buy those parts
again, click Save as Template. Save as many templates
as you want. Then next time you need to place that
order, simply drag and drop the template into the “drop
zone” and hit the load button.
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 53
 CAE
Technology, Experience, and Focus on Simulation and Training
C
AE has an unparalleled
breadth of experience
in helicopter simulation,
training and mission rehearsal.
In fact, no other company has
designed training systems for a
greater variety of rotary-wing
platforms. CAE has simulat-
ed helicopters from virtually
all the major manufacturers,
including AgustaWestland,
Bell Helicopter Textron, Boe-
ing, Eurocopter, Hindustan
Aeronautics Limited (HAL),
Kaman, MD Helicopters, NHIndus-
tries, and Sikorsky. CAE is also the
industry pioneer in designing and
developing a comprehensive turnkey
training service for helicopter train-
ing, as evidenced at CAE’s Medium
Support Helicopter Aircrew Training
Facility (MSHATF) in the UK.
Military and Civil
Highlights
CAE is responsible for the design
and development of some of the most
sophisticated and capable helicopter
training systems in the world.
For the U.S. Navy MH-60S “Sierra”
and MH-60R “Romeo,” CAE is provid-
ing operational flight trainers (OFTs),
which are full-mission simulators used
to train pilots and co-pilots. CAE is
also providing weapons tactics train-
ers (WTTs) to replicate the back-end
of the helicopter for training sen-
sor operators. When integrated, the
front- and back-end trainers become
a tactical operational flight trainer
(TOFT) to provide a comprehensive
solution to train flight and tactical
skills together. CAE has delivered or is
under contract to develop seven MH-
60S OFTs, five MH-60S WTTs, four
MH-60R TOFTs and two MH-60R
avionics maintenance trainers. U.S.
Army Special Operations Command
160th SOAR(A) – A/MH-6, MH-47,
MH-60.
CAE has designed a range of train-
ing and mission rehearsal systems for
the 160th Special Operations Aviation
Regiment, the “Night Stalkers.” CAE
delivered the world’s first A/MH-6
54 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
“Little Bird” combat mission simulator,
featuring the largest dome display ever
on a motion-based flight simulator.
CAE delivered an MH-47G Chinook
simulator as well as an MH-60 Black
Hawk combat mission simulator for
the Regiment. CAE has also upgraded
existing MH-47 and MH-60 simula-
tors with CAE visual systems, and
delivered CAE Simfinity™ desktop
trainers to help familiarize pilots with
the Common Avionics Architecture
System (CAAS) cockpits in the new
MH-47G and MH-60 helicopters.
The NH90 is the largest helicopter
program ever launched in Europe
with orders from 14 countries. In
Germany, CAE is part of a consortium
with Eurocopter, Thales, and Rhei-
nmetall Defence Electronics that is
providing NH90 helicopter training
to the German Armed Forces and
other nations at three training centers
under a private finance initiative pro-
gram. In Australia, CAE is the prime
contractor responsible for providing
two MRH90 full-flight and mission
simulators (FFMSs), training facilities,
plus comprehensive engineering and
support services to the Australian
Defence Forces. For the Netherlands,
the Rotorsim consortium—owned
equally by CAE and AgustaWestland—
has prime contractor responsibility for
providing a NH90 full-mission flight
trainer (FMFT) and an NH90 virtual
sensor trainer for training rear crew
sensor operators.
CAE and HAL established a joint
venture company in Bangalore, India
called the Helicopter Academy to
Train by Simulation of
Flying (HATSOFF). The
HATSOFF training center
includes a CAE-built full-
mission helicopter simu-
lator that features CAE’s
revolutionary roll-on/roll-
off cockpit design, which
enables cockpits represent-
ing various helicopter types
to be used in the simulator.
The first training program
HATSOFF is offering is for
operators of the Bell 412
helicopter. Additional cockpits for the
Indian Army/Air Force variant of the
HAL-built Dhruv, the civil variant of
the Dhruv, and the Eurocopter Dau-
phin will be added.
CAE 3000 Series helicopter mis-
sion simulators provide an immersive
training experience for civil helicopter
pilots. This new CAE simulation capa-
bility offers unprecedented realism for
helicopter-specific mission training,
including offshore, emergency medical
services, law enforcement, high-alti-
tude, corporate, and other operations.
FAA has qualified the first CAE
3000 Series helicopter mission simu-
lator, a Eurocopter AS350 located
in Phoenix, Ariz., for Level 7 flight
training device credits. FAA has also
approved CAE to deliver the pilot
training ground school for the AS350
helicopter through a CAE Simfinity
e-Learning program, enabling pilots to
reduce their time at the training centre
for both initial and recurrent training.
A full-motion Level D version of the
CAE 3000 Series is in development.
CAE: Uniquely Qualified
CAE is uniquely qualified to handle
all helicopter simulation, training and
mission rehearsal needs. From entry-
level training devices to the networking
of advanced multi-mission helicopter
simulators operating in an interactive
threat environment, we’ve earned our
reputation as the leader in helicopter
simulation. CAE's experience, technol-
ogy leadership, and focus help ensure
aircrews always stay one step ahead to
achieve mission readiness. ■
W W W. R O T O R A N D W I N G . C O M
Hughes Aerospace Corp.
Integrated Systems Solutions for Performance-Based Navigation
H
ouston-based Hughes Aero-
space Corp. provides integrated
systems solutions to opera-
tors, regulators, facilities, ATMBs and
OEMs worldwide. Our products and
solutions are highly specialized and
we have extensive experience with
helicopter operators, corporate and air
carrier aircraft.
Our emphasis is on NextGen/CNS
technologies and their inter-relation-
ship with SMS and flight operations.
Other targeted services we provide as
integrated or individual solutions are:
■ PBN Procedure Design
■ SMS Programs
■ Satlink/Datacom
■ ATM Services
■ Automated Weather & ATC
Communications Platforms
Hughes Aerospace develops a total-
ly integrated airspace solution that
Safety and Weather Issues are Integrated
Shouldn’t the solutions be integrated, as well?
Hughes Aerospace Corp
www.hughesaerospace.com
W W W. R O T O R A N D W I N G . C O M
increases safety, access and reliability
while reducing costs and environmen-
tal impact. Utilizing the latest technolo-
gies in performance-based navigation
(PBN) procedure design and integra-
tion, offering RNAV/RNP, WAAS LPV
and ground-based augmentation pro-
cedures, Hughes' philosophy is to pro-
vide the ultimate value and satisfaction
to its customers while incorporating all
aspects of a project and delivering far
more than an instrument approach.
Hughes is uniquely positioned to
offer not only RNAV/RNP, but quali-
fied to deliver the more precise three
dimensional paths of WAAS LPV and
GBAS GLS augmented GPS navigation
procedures. WAAS LPV differential
GPS offers superior accuracy, provides
lower minimums and a higher margin
of safety than non-augmented or “raw”
GPS navigation.
| 11811 North Freeway, Suite 500
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E
Hughes offers datacom solutions
that will provide your aircraft with
wireless connectivity for AOC, ATS
and passenger communications. We
can supply solutions involving satellite-
based voice and data communications
that will increase safety and reliabil-
ity while reducing operational costs.
Hughes can also integrate peripherals
such as electronic flight bags, in-flight
passenger entertainment, tactical voice
and data communication networks.
Hughes understands the challenges
and evolving regulatory landscape
today. We offer safety management
solutions that provide an integrated
business program, conforming to cur-
rent and proposed regulatory compli-
ance requirements. We understand the
complex inter-relationships of technol-
ogy, training, operations, maintenance
and customer service. ■
Precision Navigation
Procedures for Helicopters
 Satellite / Performance
Based Navigation (PBN)
 Automated Weather and
Communication Networks
 Safety Management
Systems — SMS Systems
 Satellite Voice and Data
Communications
| Houston, Texas 77060
55
 NORTH Flight Data Systems
Answering the Call with Customer-Driven Solutions
I
n a country with the best health-
care in the world, we have expe-
rienced the unfortunate rise in
accidents and fatalities within the
HEMS industry. The alphabet soup of
organizations, agencies, and groups
have all come to the same conclusion
that a fundamental change in our
operating culture needs to occur so
that we can reduce the accidents by
focusing more on prevention than
accident investigation.
Company Background
NORTH Flight Data Systems, LLC
is a collaboration of Metro Aviation
President Mike Stanberry and Jeffery
Warner, former vice president of sales
for OuterLink, who drove the prod-
uct line development. It is a manage-
ment buyout of the voice, video, and
data recorder products developed
in partnership with industry leaders
such as PHI Air Medical and Metro
56 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Aviation. The design, manufacturing
and support operation have been
moved to Arlington, Texas within
relative earshot of Bell Helicopter,
Eurocopter, and the FAA Rotorcraft
Directorate. NORTH FDS designs
and manufactures cockpit voice and
video recorders that can interface
with the OuterLink satcom network
or act as a stand-alone recorder and
output messages to other satcom pro-
viders such as those providing ser-
vices through the Iridium network.
Multi-Function Data
Acquisition Unit
To enhance the system, NORTH
FDS manufactures a Multi-Function
Data Acquisition Unit that has an
extensive array of analog, digital,
serial and ARINC input channels in
addition to multiple internal gyros
and accelerometers. Having such a
comprehensive suite of input options
allows customers to use the same
acquisition unit in their entire fleet,
saving substantial money on main-
taining and supporting different part
number inventory.
Quick Access Recorder
With a constant focus on customer-
based needs, NORTH FDS devel-
oped a Quick Access Recorder which
allows customers to easily access
their data on convenient 16 GB SD
cards. The company stays focused on
creating and delivering cost-effective
solutions that can integrate into all
areas of a customer’s operation.
“We also have the fortunate posi-
tion of teaming with industry pow-
erhouses like PHI Air Medical and
Metro Aviation,” says CEO Jeffery
Warner. “Those affiliations alone
speak volumes about the strength of
our product line and the services we
provide.”
With the hardware already STC’d
and PMA’d on the Eurocopter EC135
and operational on EC145s and
AS350s, and soon to embark on an
STC for the Bell 407 in partnership
with PHI, the company has commit-
ted to offering a full range of flight
services so that customers can realize
the benefit of the data they are col-
lecting.
This full compliment of hard-
ware and personalized services can
enable customers to achieve the
true changes and safety improve-
ments they desire. Using the years of
operational experience and guided by
examples of success such as the PHI
Light Aircraft Monitoring Program
(LAMP), NORTH FDS will deliver
a program that is geared on making
their pilots and operations champi-
ons of industry.
It is only through a complete and
comprehensive suite of products
and services that the shared goal of
NORTH Flight Data Systems, which
is to improve safety, reduce costs,
and prevent the accidents in the first
place, can be attained. ■
W W W. R O T O R A N D W I N G . C O M
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 Uniflight
Strong Performance Today ... A Bold Vision for the Future
N
otwithstanding the difficult
economic environment, 2010
was a growth year for Uniflight
as the benefits of prior planning and
growth initiatives began to take root.
We diversified the service center fran-
chise of our flagship location in Grand
Prairie, Texas (KGPM). After nearly 30
years as a Bell CSF (Platinum rated),
we became an American Eurocopter
Service Center, which expanded the
addressable market. We also added two
new locations to address the void that
we see developing in the northeastern
U.S. market: Reading, Pa. (KRDG),
which also obtained American Euro-
copter Service Center designation, and
at KRME in Rome, N.Y.
As a result of the growth in demand
for service that we experienced in
2010, we are moving to larger facili-
ties with “through the fence” access at
Grand Prairie Municipal Airport. We
also expect to add between one and
three additional locations to expand
the footprint of our business in the
U.S., and, based on developments that
are in process with various OEMs, we
have an expectation that we will also be
launching Uniflight’s Products Division,
which will add further diversification to
our revenue streams. In addition, with
multinational distribution partners, we
anticipate that having this new capabil-
ity will eventually lead to even broader
geographic expansion.
Serving Helicopter Owners
& Operators for 30 Years
For almost three decades, north Texas-
based Uniflight has earned a well-
deserved reputation for maintain-
ing the highest standards in aircraft
completions, overhaul, maintenance
and aircraft support. The company has
comprehensive avionics installation,
repair and inspection capabilities as
well as helicopter dynamic component
inspection, overhaul and repair facili-
ties. Uniflight is an authorized service
center for American Eurocopter and
58 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
a Bell Helicopter Platinum level cus-
tomer service facility. The company is
headquartered in Grand Prairie, Texas
and has facilities in Reading and Rome.
Uniflight provides helicopter service
and support for AgustaWestland, Bell,
Eurocopter and MD Helicopters, as
well as fixed-wing aircraft capabilities
to support the most discerning cus-
tomers. Uniflight is an approved FAA
repair station as well as avionics dealer
for Becker, Chelton, Garmin, NAT and
Sandel.
History of Uniflight
■ D. Tullos, a 25-year helicopter indus-
try veteran, founded Uniflight in
1982 as an approved Bell Helicopter
Customer Service Facility
■ Greg Aslinger, a pilot and ENG
service provider, acquired Uniflight
in 1999 and relocated the business
to Grand Prairie Airport where he
established Uniflight as a full service
helicopter MRO center
■ Hawke Capital acquired Uniflight in
2008 as the foundation from which to
grow an industry-leading helicopter
MRO services provider
■ In September 2009 Uniflight became
an approved Eurocopter Customer
Service Center
■ Expanded from Texas to North-
eastern U.S. (Pennsylvania and New
York) in 2010
132 Years Combined
Business Experience; 95
Years in Rotorcraft
■ Joe Hawke: Chairman, President
& CEO—19 years banking and pri-
vate equity investment experience,
including multiple rotorcraft entities
(Keystone, CTI, AEL, Uniflight)
■ Steve Gray: CFO—30 years finan-
cial executive and public account-
ing experience, including multiple
private equity, venture-backed and
leveraged loan situations
■ Rick Hinkle: Director of Sales—
30-plus years rotorcraft experience,
including Keystone Helicopter Cor-
poration (25 years)
■ Paul Rayhill: General Manager,
Uniflight-Rome—25 years rotorcraft
experience including U.S. Navy pilot
and owner/ operator Aviation Ser-
vices Unlimited (13 years)
■ Greg Aslinger: Chief Pilot—28 years
rotorcraft experience including
Owner and Pilot, Uniflight Ltd.
Full Service Helicopter
MRO Provider
Over the past three decades, Uniflight
has earned a reputation for prompt and
professional service with the highest
quality standards in the industry.
Uniflight specializes in:
■ Heavy Maintenance
■ Aircraft Refurbishment
■ Aircraft Completions
■ Component Overhaul
■ Spares Distribution
■ Avionics and Mission Equipment
Uniflight is a Factory Authorized
Service Center and FAA/EASA Certi-
fied Repair Station for the following
models:
■ Bell 47, 204, 205, 206, 212, 222, 230,
407, 412, 430
■ Bell OH-58, UH-1H series
■ Eurocopter AS350/355 series; BK117,
BO105; EC120, EC135
■ Opportunity to add EC130, EC145
and AS365
Uniflight is an FAA/EASA Certi-
fied Repair Station for the following
models:
■ Agusta 109 series
■ MD 500 series ■
W W W. R O T O R A N D W I N G . C O M
 February 2011:
Robinson R66 —Editor-at-Large Ernie Stephens Hiring Best Practices—Regular Rotor & Wing col-
was invited by Robinson Helicopter Company President umnist Chris Baur takes a break from his usual technol-
Kurt Robinson to fly the company’s latest creation—the ogy oriented topics and shares insights about where the
R66—in late September. Ernie was quite taken with the best pilots and crew members come from.
aircraft and its capabilities, saying it is “one of the best
aircraft I have ever flown,” and to “expect to see the skies HeliExpo Expectations—The helicopter industry
dotted with them.” Stay tuned for video coverage of the revolves around this hallmark event, set slightly later in
flight by Ernie at www.rotorandwing.com 2011, March 3-5. Get the 4-1-1 on who’s coming, what
they are going to show off and what you will learn at the
Electronic Maintenance Tracking—Technol- show.
ogy as a tool for helicopter maintenance technicians.
Dale Smith takes a look at some maintenance tracking
software and what they can offer.

March 2011:
Bell Evolves—How has Bell Helicopter evolved over On the Record with Marc Paginini—Marc
the last few years? Rotor & Wing explores both the civil Paganini has a well-focused vision for taking American
and military programs and how the company is beefing Eurocopter to new heights. It will be a company with a
up its civil product line to better compete in today’s mar- stream of new and upgraded helicopter models, strong
ket. We talked with industry experts, Bell CEO John Gar- civil and military sales from a solid U.S. manufactur-
rison, as well as Bell top management, including Com- ing and assembly base. It will also be a company with
mercial SVP Larry Roberts and EVP Military Bob “Too Tall” strong and growing service and customer support
Kenney, EVP Operations Pete Riley and EVP Engineering capabilities. Learn more in our interview with Marc by
Jeff Lowinger, to find out. Bob Cox.

advertiser index
Page# ..... Advertiser.......................Website
33 ........... Aero Dynamix .......................................................www.aerodynamix.com
35 ........... Aerospace Optics Inc.......................................................www.vivisun.com
5.............. Agusta Westland/Italy.....................................www.agustawestland.com
48 ........... Alpine Air Support ...........................................................www.alpine.aero
64 ........... American Eurocopter..........................................www.eurocopterusa.com
37 ........... Aspen Avionics.................................................... www.aspenavionics.com
43 ........... Aviation Instrument Services ................... www.aviation-instrument.com
42 ........... BLR Aerospace .................................................................www.blrvgs.com
19 ........... Bower Helicopter.............................................www.bowerhelicopter.com
9.............. CAE........................................................................................www.cae.com
61 ........... Chopper Spotter ............................................... www.chopperspotter.com
8.............. Cobham Avionics ........................................... www.cobham.com/avionics
61 ........... Consolidated Aircraft Supply .......................................www.consolac.com
51 ........... FlightSafety .............................................................www.flightsafety.com
Page# ..... Advertiser.......................Website
2.............. Goodrich Corp. Sensor ....................................www.sensors.goodrich.com
34 ........... Heatcon Composite Systems ........................................www.heatcon.com
63 ........... Helicopter Association International ................................. www.rotor.com
49 ........... HR Smith......................................................................www.hr-smith.com
55 ........... Hughes Aerospace .........................................www.hughesaerospace.com
45 ........... Kaman Aerospace....................................................www.kamanaero.com
61 ........... Machida Inc. .......................................................www.machidascope.com
57 ........... North Flight Data.........................................................www.northfds.com
21 ........... Pennwell............................................................ www.avionics-event.com
41 ........... Precision Heliparts................................www.precisionaviationgroup.com
61 ........... Sun-foil ...........................................................................www.sunfoil.com
61 ........... Switlik............................................................................. www.switlik.com
47 ........... Turbomeca...............................................................www.turbomeca.com
59 ........... Uniflight ......................................................................www.uniflight.com

60 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

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W W W. R O T O R A N D W I N G . C O M JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 61

 MILITARY | LOGISTICS
Military Insider
By Andrew Drwiega
Smaller and More Perfectly Formed
T
he United Kingdom is moving
towards smaller, more special-
ized operations, backed by a
better organized defense-wide
logistics process. That is the perspec-
tive recently presented by Lt. Gen.
Gary Coward, Chief of Materiel (Land)
at the Defense Equipment and Sup-
port (DES), part of the UK’s Ministry
of Defence.
As a direct result of the Strategic
Defense and Security Review (SDSR),
the UK’s Ministry of Defence (MoD)
is now moving away from its previous
ambition of being able to sustain a couple
of medium sized deployments into two
small/medium deployments: “We are
now talking about complex intervention
and stabilization operations,” he said.
While the rotorcraft side of the
UK’s armed forces was underfunded
for many years (Coward knows as he
was the third commander of the UK’s
Joint Helicopter Command, from July
2005 through to 2008 and had to man-
age many of the resource and capabil-
ity issues that resulted from the earlier
budget slash), he says that funding is
currently less of an issue than it was.
Moving forward, the UK’s opera-
tional focus will be applied to three
general areas: small non-combatant
evacuations (similar to the evacuation
of civilians from Lebanon in July 2006);
complex interventions (with a focus on
special forces operations); and enduring
stabilization operations (conducted by a
force of around 6,500-strong). This pre-
cludes one single operation of strategic
importance or of national self-defense
(which is currently not really seen as
an immediate term threat—hence the
risk of being without carrier aviation
for several years). “But we never met the
old requirement,” states Coward, adding
that “we will carry a degree of risk what-
ever the requirement.”
62 R OTO R & W I N G M AGA Z I N E | JA N UA R Y 2 0 1 1
Today’s main drivers for the rotary
wing force are to support the strategic
standing commitments including
deterrent and counter-terrorism. Sup-
port for special force (SF) activity is also
a significant underlying principle and
the SF community’s tempo must be
maintained under the current terrorist
threat. There is also growing pressure
to enhance medical evacuation and
personnel recovery—potentially with
a dedicated element being sought in
the future (something the U.S. already
does so well).
With the contractorization of engi-
neering and support functions moving
inexorably forwards as governments
seek to amortize maintenance, repair
and overhaul (MRO) costs over time,
Coward warns against complacency.
While acknowledging that a “blend
of regulars, reserves and contractors
are very much part of our whole force
concept”, he is still aware that a funda-
mental change in balance and threat
can happen at any time.
World events can affect the balance
of force structure just as easily as they
have in the 20 years since the end of the
Cold War. Although contractors are
very likely to be part of the team for the
foreseeable future, Coward maintains
that a core strength and knowledge
regarding aviation engineering needs
to be retained within the military per-
sonnel structure.
The balance in training between
live and synthetic needs to be carefully
judged and Coward suggests that the
UK approach could to be more astute
in order to get better value for money:
“we still pay for hours we do not use.”
Decisions on equipment need to be
extended through to not only the actual
immediate users, but also those who
may derive the most benefit from each
particular system. There is a much bet-
ter appreciation now of the power of
information and the need to share it on
the battlefield: “Apache with MTADS
but without a downlink to troops on
the ground is bizarre” he noted.
To spread the cost of having capabil-
ity across the combined fleets of heli-
copters the most cost-effective solution
must be to have ‘aircraft that are fitted
for, not with, the cornucopia of equip-
ment that gives them capability.’
To achieve ambitions such as these,
but on a national defense-wide scale,
there is a need to develop an end-to-
end (industry to frontline) logistics
information system that rationalizes
the entire logistical process, rather
than the current array of different pro-
cedures. “The thing that stops us from
being clever is [the ongoing search
for] value for money and lacking the
information to pull the right levers. We
have to invest in logistic information
support,” said Coward.
He highlighted the value achieved
in contracting for capability, particu-
larly the integrated operational support
(IOS) structures behind the Apache,
Merlin and Sea King fleets (there is also
the Chinook Through Life Customer
Support program). He recognized that
in ongoing operations such as Afghani-
stan, more contractors/field service
representatives would be based in for-
ward areas as cycling aircraft back was
largely viewed as a waste of money.
The UK is going to be increasingly
involved in smaller scale international
operations and then in coalition. The
industrial base needs to be more tuned
into the military structure and processes
streamlined. Lastly, this needs to lead to
a better procurement process, learning
the lessons of how Urgent Operational
Requirements (UORs) have been field-
ed, but tempered by a through life plan
for equipment use.
W W W. R O T O R A N D W I N G . C O M
 Are you a REAL Do you just play
OR
helicopter operator? one on TV?

Fred Smart, CEO, SmartCopters Brandon WrongWay, CEO, WrongWay Flying Service
®
Attended HELI-EXPO Stayed home
º"
Learned how to reduce operating costs by 25% º"
Has trouble managing costs
º"
Stayed current on latest technology
º"
Not achieving maximum efficiency
and newest products
º"
Met face-to-face with qualified prospects º"
No new customer contact

º"
Distinguished his company º"
Out of sight out of mind
from his competitors
º"
Gained 3 new clients º"
No new business

REAL helicopter operators attend HELI-EXPO ! ®

Register today!
www.rotor.com/heliexpo
W W W. R O T O R A N D W I N G . C O M
Interested in joining HAI and saving money on registration? Go to www.rotor.com/join
or email mbr@rotor.com to find out all the
J U Nbenefits
E 2 0 1 0 | of membership.
R OTO R & W I N G M AGA Z I N E 63
EXPERIENCE THE EMERGENCY

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