4

No. 8 Spring 2012

Unbenannt-1 1

The Official Partner Publication of the European Helicopter Association

ROTORS

The European Rotor Journal

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Bell 525 Sidesticks and Swiveling Chairs

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4 ROTORS 1/2012

Editorial

Publisher Guido Ziese Managing Editor Kim Braun Co-Editor Gunter Carloff Technical Advisor Wolfgang Burger Editors Wulf Bertinetti, Dino Marcellino, Paul Mers Correspondence concerning editorial issues 4ROTORS Bollmannsweg 4 D-26125 Oldenburg fon: +49 (0)441 3032 68 fax: +49 (0)441 3032 56 email: editor@4rotors.eu Marketing, Advertising, Subscription Ziese Verlag GmbH Bollmannsweg 4 D-26125 Oldenburg fon: +49 (0)441 3032 68 fax: +49 (0)441 3032 56 email: office@zieseverlag.de The next issue will be published in June 2012. Individual price per issue 8,50 Euros Shipping included Ziese Verlag GmbH 2012

Dear Readers
2012 is still young, but the oncoming challenges are already visible to operators and their national and international associations. One of these challenges is the so-called age-sixty rule. The regulators intention is to lower the age for single-pilot operations from currently 65 to 60. The recurring reason cited by regulators is safety of operations. But is a 61-year old pilot unsafe? Is he more prone to sudden heart attacks than his sixty-year old colleague? A scientific study has been ordered to research this question to have a data-driven, reliable argumentation against this proposal. (Along similar lines, Rega is conducting a long-term study on the effects of fatigue and is co-hosting a post-graduate course on The Risk of Fatigue.) In our survey on The Future of HEMS in Europe (p. 36) F. Rehkopf, CEO of ADAC Air Rescue mentions the difficulty of seeing the rationale in raising the general retirement age in Europe to 67 (also in many high-risk professions) while simultaneously lowering that for single-pilot ops to sixty. Add to that the European Court of Justice ruling of Sept. 2011 that mandatory retirement of airline pilots at the age of sixty constitutes age discrimination and that flight crew should be allowed to work, albeit with certain limitations, until the maximum legal age of 65 and I am sure it wont be long until the first helicopter pilot will take his retirement at age sixty to that same court. The importance of new EHAs work will be more visible than ever this year and in the future, as the age-sixty rule is but one of the rulemaking efforts where the associations must speak out when talking to EASA. Another one is the involvement in the SESAR Joint Undertaking. As V. Morassi points out (p. 5) the new EHA contributed to the analysis of some critically important work packages for the rotorcraft sector and is now intent on entering rotorcraft expertise into a program that would otherwise once again be fixedwing dominated. The same is true for the Harmonized European Transition Altitude Task Force, where it appears that rotorcraft capabilities are once again under-represented. And the same is true for new Performance-Based Navigation regulations. The individual operator has limited options and opportunities to voice his or her concerns, so it must be the helicopter associations to do this for them. EHOC confirmed their commitment to support new EHA in their endeavors when dealing with EASA, and F. Kohler of Rega recommends the necessary mutual cooperation and coordination with new EHA to EHAC. We at 4ROTORS will play our part in spreading new EHAs word and in keeping you informed of what is happening.

4ROTORS is the official partner publication of the European Helicopter Association, partner to the industry, and your direct line to the decision-makers. 4ROTORS assists in providing a professional network and links between industry, operators, manufacturers, customers, administrations, politicians, stakeholders, citizens, air and ground crews.

Safe flying!

4 ROTORS 1/2012

4ROTORS N o .8, 1/2012

content

Imprint.................................................................................3 Editorial. ...............................................................................3 EHA Editorial.......................................................................5 EHOC Council Update.........................................................6

EASA TALK

Preparation is the Key.........................................................7 Making Ditching and Water Impact Safer. ...........................8 Getting Wet.......................................................................10 Safety Down Again?..........................................................28 Unmanned and Uncontrolled?...........................................43 Tiredness comparable to Drunkenness.............................44

Flight saftey

4RESCUE
Russian HEMS..................................................................12 Sixty Years of Rega. ...........................................................22 The Future of HEMS in Europe.........................................36 EC130 Goes HEMS...........................................................40 HEMS Flights Increase......................................................45

HEMS

AW189 at Heli-Expo 2012 in Dallas, p. 16

MedEvac

NH90 Getting Ready.........................................................26 From Mountains to Sea.....................................................23 Communication For A Global Public Good. .....................23

Spotlight

Operations History
Making Ditching and Water Impact Safer, p. 8

May the Task Forces be with Us.......................................24 Fifty Years Ago: The Great Flood in Hamburg...................39 Heli-Expo 2012 Oil and Gas Drives New Models...........16 III. European Air Ambulance Meeting...............................26 HAI Partnership with ILA Berlin. ........................................34 Poland is ILA Partner Country 2012..................................34 Bell 525 Relentless. .......................................................20 Generation III EC145T2..................................................30

events

Type Report

Industry

2012 Year Twenty for Eurocopter...................................42

Photos: Bertinetti(2), Eurocopter, EHA, Rega Cover Photo: 4R

Getting Wet Underwater Egress Training, p. 10

4 ROTORS 1/2012

Sixty Years of Rega, p. 22

EHA editorial

EDITORIAL

Dear Members and dear Readers!

2012 has arrived and after several months of extensive work with EASA, we are now waiting to see our operators efforts reflected in the new Air Ops Regulations, which are about to enter the European Parliamentary scrutiny procedure. However, it has been recognised that the 8th April 2012, deadline for their entry into force, will have to be shifted forward, as the final document is neither ready for publication, nor have translations been made. At the very best the introduction of the new rules will be phased over two years. As a result of the open issues still present in many of the regulations, EASA has also published a new Rulemaking Program up to 2015. This program foresees several Rulemaking Tasks (RMT) aimed better to assess the background and consistency of certain rules, which were performance written within very tight timescales, and ensure their practical applicability in the real world. We are already participating in the new RMT 0409-0410 related to CAT offshore operations, in order to determine what is already properly covered and what rules may require adjustment or additional text. At the end of this exercise a Special Approval (SPA) will be published. Furthermore the first out of three Rulemaking Tasks on FTL will start in a couple of months and will focus on HEMS operations. To this end, the Associations FTL working group has worked extensively on the preparation of a common view in such a complex matter, which at present allows widely differing requirements across Europe. Even FCL implementing rules are in the process of being updated and once again we are involved in making sure that the rotorcraft position is properly taken into consideration. Other Rulemaking Tasks are foreseen, too, (e.g. Personal Carrying Device Systems PCDS and we invite all stakeholders to give their contribution in order to build up a strong and reactive community of professionals contributing to the development of soundly based rules. With regard to major European programs, we are now challenged with participating in the Call for tender in the Single European Sky ATM Research - SESAR program, to meet future airspace capacity and safety needs. We have been invited by the SESAR Joint Undertaking SJU, with whom we have been successfully working first on the ConOps and then in conjunction with EBAA in the airspace user consortium, contributing to the analysis of some critically important Work Packages for our sector. However we are now advancing to a new phase wherein we are bidding to provide expertise, in our own right, in order to directly bring the rotorcraft inputs into a key programme that will affect all elements of the aviation industry in the years ahead.

We are also pleased to announce another important step for the Association. AgustaWestland and Sikorky have both expressed their intention to join EHA. These two important manufacturers, together with Bell Helicopters and Eurocopter who are already members, will certainly bring a strong and valuable contribution that will further increase the Associations capabilities and effectiveness. The first opportunity, for a joint meeting with all the new members, will be the EHA Board of Directors that will take place in Verona at the beginning of April. We are very conscious that despite our best efforts, some of the new rules are not best-tailored to rotorcraft needs and will, in some cases, heavily affect operations and consequently the operators business. However, we are grateful for the very considerable contributions that have been made by members to ensure we are on the right track. Indeed, we can all draw comfort and satisfaction from the results already achieved and we will continue to work hard to ensure the involvement of EU operators in the various EHA activities. EHA Chairman Dr. Vittorio Morassi

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AssociationsEHoc

EHOC Council Update

The EHOC Council has been following developments on many fronts over the past three months, as part of its continuing commitment to provide its members with regular informed updates regarding operational, technical and commercial matters of current concern. earlier series of main gearboxes, but the Phase 3 box is now up to a life of 4,300 before overhaul, which is very much better than was the case this time last year. There are other maintenance interventions required as part of the modification process, but operators are now benefitting from much increased in service use of the helicopter. helicopter operating companies, it means being driven to fleet-renewal programmes, and the numerous announcements of orders for new aircraft which were made at Heli-Expo in Dallas in February represent a clear demonstration of the effects of the customers new requirements in the industry. Clearly, there is a huge capital demand placed on helicopter operators to re-equip with new types, and this financial burden has created a gap in the market which is being filled by leasing companies, who are funding the acquisition of new helicopters, then placing them on operated leases with the helicopter operators who, until recently, predominantly owned their fleets.

Photos: EASA, Jones

PC2DLE Introduction
Much attention has been focussed on the potential introduction of PC2DLE. Operators, manufacturers, natural resource-producing companies, and regulators have had a busy period grappling with the complex inter-relation between safety improvements and their practical application to existing types. Work continues, and there is still lack of unity between manufacturers in regard to adoption of PC2DLE, partly because the performance standards likely to be brought into play, in Europe at least, have not been set in stone. Additionally, regulators outside Europe have yet to form firm opinions as to their approach to the concept of PC2DLE. There is much work still to be done on the issue, as there is still no agreed standard for testing each type in respect of take off and landing profiles and techniques, with almost nothing yet getting into the Rotorcraft Flight Manuals on the subject.

Of particular interest has been: EASA certification activity on product improvements for the AW139 and S-92. Performance Class 2 Defined Limited Exposure (PC2DLE) Fleet age in relation to requirements of Offshore Oil and Gas producing customers UK Long Term Search and Rescue provision Support to New EHA The Council has been keeping a close watch on the work of the manufacturers and EASA in relation to the new tail rotor blades for the AW139 type. Improvements in the design have been achieved and newly constructed blades are now in service with strictly controlled service life limits, which are being constantly monitored with the aim of increasing component life through experience in service. On the S-92 fleet world wide, main rotor gearbox service life has caused concern. Currently the fleet of 147 operated S-92s is over half way through the process of installing a Phase 3 modified gearbox, with the intention that all will be equipped with this latest development state by July 2012. There have been serious limitations on the operational life of the 6 4 ROTORS 1/2012

Long SAR
This latter development is highly likely to be a key element of the strategies adopted by bidders for the UKs Long Term Search and Rescue Programme (Long SAR). After the UK governments project (termed SARH) to harmonise its SAR obligations with a mix of civil and military aircrew operating a fleet of privately financed helicopters was withdrawn in 2011, it became necessary to make relatively short term arrangements to replace the interim SAR contract awarded to CHC in 2007 to provide these facilities from the Maritime and Coastguard Agency (MCA) bases at Sumburgh, Stornoway, Lee on Solent and Portland when that contract completes in 2012. A Gap SAR contract was awarded in two parts in early 2012 with Bristow due to take over the responsibility for Sumburgh (Shetland) and Stornoway, and CHC retaining the operation of the Lee on Solent and Portland sites until 2016. The UKs rotary wing SAR obligations have to be met by a new arrange-

Fleet Age
Partly related to the PC2DLE saga is the topic of fleet age at the commencement of offshore helicopter support contracts. Many customers are requiring that no helicopter be assigned to their work if it is older than 10 years from date of manufacture at the start of the contract. This principle is being adopted widely with limited geographic delineation. For the

easa talk

ment from 2016, when the existing Sea King fleet, which supports the 8 military bases providing SAR cover, supplementing that of the MCA in the UK, is withdrawn. The new contract is to be awarded and managed under Department for Transport (DfT) auspices, and the first step along that path was taken this week, when the DfT selected its list of potential bidders for the Long SAR contract. As was the case for SAR-H, a fleet of perhaps 25 or even more helicopters has to be provided at immense capital cost to the winning bidder(s), and therefore a huge opportunity is going

to be created for leasing companies to offload the operators from such a burden and financial risk. The final part of this EHOC Council update is to confirm our commitment to supporting New EHA in its activities working with EASA in generating a new regulatory framework in Europe. Vittorio Morassi and Elisabetta Dalla Benetta, who spearhead New EHA, have a Herculean task, and the EHOC Council provides both moral and practical support to their efforts, and will continue to do so on behalf of our members, whose interests have to be protected in this

developing, and often confusing regulatory structure. A busy time all round!

Tony Jones Chairman of the European Helicopter Operators Committee

Preparation is the Key

4R asked Mr Patrick Goudou Executive Director of the European Aviation Safety Agency (EASA) in Cologne about the main goals for the EASA in 2012 in regard to European rotorcraft

n 2012, the rules for Commercial Air Transport operations with helicopters will enter into force. Even if certain transition measures are foreseen, it is crucial that operators as well as authorities start preparing the implementation of these rules. One of the new requirements is the implementation of safety management processes. Noticeably, as regards non-commercial operations and aerial work, the rulemaking process enters now its final stages. Aircraft operational evaluations, filling the gap between aircraft design and operations, will be transferred this year from the OEB (Operational Evaluation Board) to the EU regulatory framework. Operational Suitability Data (OSD) will then be approved by the Agency for new aircraft types in the frame of Type Certification processes. This will expand to approval of changes, and will catch up with existing types. All JAA Joint OEB and EASA OEB reports will be grandfathered. A close cooperation is anticipated between operational experts

and experts knowledgeable of type design certification, which will benefit from manufacturers involvement as far as design/operational aspects expertize. On March 2nd, 2011 the European Commission launched the EGNOS Safety-of-Life Service, enabling LPV (Localizer Performance with Vertical Guidance) approaches in Europe. Such approaches provide ILS-like guidance down to 250ft without the need for ground based navigational aids. Specifically for helicopter it allows vertical guidance on steeper approach paths than ILS, permitting access to helipads that were until now unreachable under IMC (Instrument Meteorological Conditions) due to the obstacle environment. EASA has published Advisory Material on the topic and the industry comments are currently under review, while the first certification projects are already underway. EASA is fully committed in the certification of a new generation of large helicopters (CS29 category), the basic design of which encompasses

the most up to date state of the art in terms of technology and safety criteria: damage tolerant main structures, crashworthy cabins, redundant systems, fully integrated avionics suites. All the flight and navigation functions, mission capability and equipment required by the market for this class of rotorcraft are being provided. As an example, since 2007 EASA is engaged in the Eurocopter EC175 (a twin engine 7 tons class rotorcraft with a seating capacity of 16 passengers plus two pilots) type investigation, which is now well ahead in addressing compliance with the most up to date Certifications Specification applicable to large rotorcrafts. Eleven panels of experts plus MRB (Maintenance Review Board) and OEB (Operation Evaluation Board) are coordinated by a PCM (Project Certification Manager) tasked of integrating the company capability to conduct self-verifications with direct EASA checks, in order to achieve the best results in terms of product safety of flight. 4 ROTORS 1/2012 7

flight safety

Making Ditching and Water Impact Safer

Driven by the unsatisfactory accident and incident experience and two major joint-industry reviews in the UK (the Helicopter Airworthiness Review Panel HARP , and the Review of Offshore Safety and Survivability RHOSS), methods of mitigating the consequences of helicopter ditchings and water impacts have been extensively researched over the last 25 years. itching is defined in the regulations as An emergency landing on the water, deliberately executed, with the intent of abandoning the helicopter as soon as practical. The helicopter is assumed to be intact prior to alighting on the water wi th all controls and essential systems, except engines, functioning properly. The operational regulations require helicopters to be capable of ditching when employed for extended over water flights (i.e. beyond autorotation distance from land for a single engine helicopter, and more than 10 minutes flying time from land for a multi-engine helicopter). For most helicopters this capability is provided through the addition of an emergency flotation system (EFS). Ditching performance is measured by the ability of a ditched helicopter to remain afloat and upright long enough for the occupants to escape to the life rafts. Historically, the ability of helicopters to achieve this has been less than desired and the research performed has identified three main issues that need to be addressed for improvement to be made: First of all, the design and certification standard for helicopters should match the wave climate for

Float scoops (red) added to S-76

Photos: CAA

the area in which they are to be operated. The current requirements refer to reasonably probable water conditions but this is interpreted in the guidance material as Sea State 4 which is exceeded for a significant amount of the year in the North Sea as illustrated in the table on the right. From the table, Sea State 6 would appear to represent a more appropriate standard for such hostile areas. Secondly, a robust means of demonstrating compliance is required. The current guidance material stipulates testing in regular waves with certain steepness ratios. However, it is widely accepted that small craft such as helicopters are essentially only capsized by breaking waves which, by definition, are not regular. Certification testing needs to be carried out in irregular waves defined by the significant wave height, zero crossing period and wave spectrum corresponding to the intended area of operation. Finally, the sea keeping performance of helicopters would need to be improved in order to meet the

higher standard of Sea State 6 that is arguably required for operations in hostile sea areas. One method that has demonstrated a worthwhile and consistent improvement in sea keeping performance is that of adding scoops to the EFS flotation bags. The weight of the water collected in the scoops provides an increased righting moment as the float lifts out of the water, and the scoop dampens rolling motion when it is underwater. This scheme was tested using wave tank models of nine different helicopter types and found to provide an improvement of approximately one sea state to around Sea State 5. A schematic showing float scoops (red) added to a Sikorsky S-76 helicopter as shown above. Although it appears that it is possible to make worthwhile improvements to the sea keeping performance of ditched helicopters through improved regulations and EFS enhancements, it may not be practical to guarantee that helicopters will remain upright in all sea conditions that could be encountered. Capsize could also occur

Sea State 4 can be expected to be exceeded significantly in the North Sea.

Sea State Area Southern North Sea Northern North Sea West of Shetland 3 54.0 66.7 62.6 4 19.1 32.2 31.5 5 4.2 10.4 11.9 6 0.4 1.6 2.7 7 0.0 0.1 0.2 Probability of exceeding Sea State (%)

4 ROTORS 1/2012

as a result of imperfect alighting on the water (due to tail rotor failure, for example) or the main rotor striking a wave. In addition, studies performed in both the UK and the USA in the late 1980s and early 1990s established that helicopters almost always capsize in water impacts and the RHOSS report highlighted the need to cater for crashes on water as well as ditchings.

drowning and concluded that the best means of addressing this issue was to improve the crashworthiness of the EFS. Follow-on studies in the UK determined that the most effective way of improving EFS crashworthiness was to increase flotation unit redundancy. So the side-floating solution could be said to kill two birds with one stone.

Side-Floating Scheme

In the event of capsize helicopters will invariably fully invert and the cabin will rapidly fill with water, forcing the occupants to escape via an exit which is now underwater, and in very difficult circumstances. In particular, escape trials performed using helicopter underwater escape trainers (HUETs) have demonstrated that escape times are likely to exceed breath hold times in the water temperatures likely to be encountered in areas such as the North Sea. So the clear message is that, although the risk of capsize should be minimised, it is impractical to prevent capsize in all reasonably foreseeable circumstances and that actions to mitigate the consequences of capsize should be taken. One means of mitigating a capsize is to provide a reversionary sidefloating attitude which retains an air pocket in the cabin and maintains exits above water. This scheme has been extensively researched and tested both hydrodynamically using wave tank model tests, and in human subject egress trials using a HUET. Although there are some design issues that may require careful consideration such as inadvertent deployment of any flotation bags mounted near the engine intakes or main rotor, it is believed that the feasibility of this scheme has been demonstrated. A schematic of an example side-floating system fitted to the AgustaWestland EH101 helicopter is shown in the schematic on the right. A spin-off benefit of this scheme is that it increases the redundancy in overall flotation units which is especially relevant for water impacts. The studies performed in the UK and USA previously mentioned established that most fatalities in survivable water impacts were due to

Emergency Breathing Systems

Another approach is to extend the underwater survival time of occupants through the provision of emergency breathing systems (EBS) for occupants. These can take the form of compressed air mini-scuba type systems, re-breather systems where the user re-breathes his own air using a bag, and hybrid systems that comprise compressed air and re-breather

Typical compressed air EBS

elements. Compressed air EBS is already in use with most of the worlds military operators, and both pure rebreathers and hybrid systems have been deployed for civilian offshore operations.

Wave-tank model fully inverted (top), schematic of side-floating system (center) and side-floating (bottom).

outcomes of helicopter encounters with water. Dave Howson Dave is the Flight Operations Research Manager at the UK CAA where he has been looking after all of the helicopter safety research for the last 20 years. Dave is also involved with a number of national and international working groups and committees including the EASA-led European Helicopter Safety Team initiative (EHEST).
For full details of the research see CAA Paper 2005/06, Summary Report on Helicopter Ditching and Crashworthiness Research, on www.caa.co.uk.

Conclusion

Although it obviously makes sense to take all reasonable steps to keep helicopters out of the water, it is probable that it will be a long time before this can be considered an unlikely event. It is therefore necessary to ensure that the consequences of ditching and water impact are adequately mitigated, and this is an area that needs some work. EASA presently plans to review the requirements and advisory material during 2012, and the UK CAA will be publishing its EBS specification. It is hoped that these initiatives will pave the way to the implementation of the research results to improve the

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flight safety
HUET Helicopter Underwater Egress Training

Getting Wet
Dry Basics
Before participants get wet, they undergo a classroom teaching to prepare them for the hands-on part of the course. First they learn some specifics of helicopter flight, how to act in and around a helicopter, possible emergency situations, location of the emergency exits, and how to act in case of an emergency and a landing on water. It is equally important to be familiar with the emergency equipment onboard the helicopter. Before going into the pool participants try on the helicopter travel suits, the work suits and the sea-survival suits as well as the floatation aids (swim vest) etc. Special attention is given to the Emergency Breathing System (EBS) that provides a small reserve of breathable air under water.

Every day and all over the world countless helicopters fly in support of offshore installations of the oil and gas and wind farm industries. Besides transport of materials, personnel have to be taken to and from the platforms. Even though flight safety has the highest priority, accidents do happen and remind us that we cannot walk on water.

urbines, rotorhub and rotor system above the cabin are the reasons for a high center of gravity. After landing or ditching on water, helicopters consequently have a tendency to fully capsize even with activated floatation systems. Ocean swells add their part to this tendency. For the North Sea a sea state 4 was the average value until recently when research came to the conclusion that the average was at sea state 5. Should the helicopter capsize, crew and passengers have to leave the aircraft as quickly as they can. Chances to do this successfully increase after completion of a Helicopter Underwater Egress Training HUET. These trainings are manda-

tory for all involved, different syllabi for crew and passengers reflect their different needs. Falck Nutec is one company that offers these trainings around the globe and in Germany in Bremerhaven on the North Sea coast. Another HUET training base is in Elsfleth (Germany) at the Maritime Center of Competency (Marikom Maritimes Kompetenzzentrum). In a swimming pool in a new building the rough North Sea can be simulated with four types of waves of different sizes and shapes. The trainees face cross winds, darkness, thunder and lightning. Rotors beneath the ceiling create a realistic rotor downwash. And naturally, it can rain.

Getting Wet
An important part of the training takes place in the Helicopter Egress Trainer, a helicopter cabin mock-up that is suspended from a hoist and can be lowered into the water and turned to simulate capsizing of a helicopter. In this simulator participants first learn what sitting position to take when ditching on water is imminent, where the closest exit to their seat is and how to open the push-out windows. Only when all this is thoroughly understood, is the cabin actually lowered into the water. It is left in an upright position to practice exiting the helicopter underwater. In a second stage the cabin is turned and
Photos: Bertinetti

Propellers create wind and waves

10 4 ROTORS 1/2012

flight safety

Testing the EBS while still dry

Using the elbow to push out window

to simply open the seat belt. When under enormous stress, under water, upside down maybe in darkness spatial orientation is most likely the first to leave the aircraft. Where was that emergency exit? Trials in an 18-seat simulator in Canada with experienced divers showed that the last one took 92 seconds to leave the simulator. Half of them had to use their EBS. But you have to remember to use it and how to use it. Another factor is water temperature. If it is below 15 C the ability to hold ones breath is reduced by 25 50%. At temperatures near 0 C one passengers have to egress while upside down. Maybe the most important aspect of the whole training is to alleviate the natural fear and teach participants to remain calm, to build their trust that they can actually egress from a capsized helicopter. For many crews this is almost routine, but for many personnel it is a very new experience.

can hold the breath for barely more than 1217 sec. To improve passengers chances of leaving a helicopter after an emergency landing on water trials are carried out to stabilize the helicopter with buoyant turbine cowlings or additional asymmetrically positioned floatation devices on the fuselage that hold the helicopter in a certain position e.g. with the doors above the water line. Test results are very promising. When flying over water, hostile environment begins north of the 45th degree latitude crossing the Bay of Biscaye. Every and any effort to increase safety for crew and passengers in view of a steadily increasing offshore helicopter air traffic is to be welcomed. Wulf Bertinetti

Training vs. Reality

There is no doubt about the necessity of these trainings and that they must be repeated on a regular basis. However, while they can prepare passengers, the fact remains that the difference between training in a pool and reality is immense. Survivors of emergency water landings later explained that their first difficulty was

Divers are ready to assist

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11

Russian HEMS
From May 1719 of this year, HeliRussia 2012, the fifth Russian international helicopter industry exhibition, will take place in Moscow. Air Rescue and/or medical aviation as a problematic industry in Russian helicopter aviation will be one of the items of the exhibitions business program. any years of lack of air-rescue mindedness surprisingly resulted in a modern state of Russian medical aviation, as for almost two decades no regulatory document was adopted in this area on the federal level. From the mid 1990s, obligations of financing air-rescue and medical aviation were transferred from the federal center to the regions. Experiences in other countries, including the USA, are notably different from those of Russia. In the USSR solid experience in medical aviation had been amassed since 1925, when the first medical plan was created. By the 1950s, each region of the USSR had lightweight air-medical planes; the number of flights for medical purposes in the late 1970s exceeded 100,000 per year. Currently, medical flights are six to seven times less 12 4 ROTORS 1/2012

frequent and their numbers continue to decrease. The majority of flights takes place in Siberia, in the Far East and the Far North regions. In the European part of Russia aircraft are regularly used for medical purposes only in five regions.

No specialized aircraft
There are almost no specialized aircraft and thus medical evacuations of casualties and patients are carried out under conditions that do not meet modern requirements for onboard medical equipment, proper allocation of patients and arrangement of work places for medical personnel. To address the problems of medical aviation in Russia the Ministry of Healthcare and Social Development of the Russian Federation decreed (order No. 931, August 15, 2011) that a

working group be formed. It was created primarily with the idea to ensure clear guidelines on the structure and procedures for the arrangement of the service. No doubt, one should not expect an immediate breakthrough in solving all the issues, however the fact of forming a pool of specialists in medical aviation is a positive step in itself. The range of issues to be covered is quite wide. For example, the underlying issue in Moscow is the absence of regulations on medical aviation in the capital. General aviation rules are not fully compatible with the specificities of medical aviation and air rescue: To service hospitals operators must obtain a clearance for flights over the city each day, a tedious administrative act making emergency flights impossible. Other challenges include the lack of helicopter landing sites within the city and the prohibition to land at specific federal objects. The list may be extended not only regarding HEMS but also regarding medical-transport airplanes. Among other issues are technical challenges and the ability of crews to transform usable space onboard to accommo-

Photos: helicopter industry magazine

4RESCUE HEMS

date stretchers. Another issue is certification of onboard medical equipment. And last but definitely not least, there is a lack of well-equipped and adequate HEMS helicopters.

Adequate Helicopters
In 2011, the Ministry of Civil Defense and Emergency Response purchased four Kamov Ka-32A helicopters to provide emergency services on roads connecting Moscow and St Petersburg. For 2011 to 2012, it is planned to purchase five helicopters of this type. Rumors exits that Mil Mi-8 helicopters are also considered. But are they suitable for use in air rescue and medical aviation? It depends on the task, says S. G. Suvorov, senior research associate of Anesthesiology and Critical Condition Therapy department of the Federal State Institution Moscow Research Institute of Pediatrics and Pediatric Surgery at the Ministry of Healthcare and Social Development of Russia. When it comes to an emergency or armed conflict regime, certainly, there will be Mi-8 (Mi-17), Mi-24 (Mi-35) and Ka-32 helicopters.

The Research Institute of Pediatrics and Pediatric Surgery is the most experienced in Russia when it comes to employing helicopters to provide help to children and teenagers. The specialists of the institute are thus high-grade experts in (non-military) HEMS and medical aviation. As far as I know, Ka-32 is not certified for passenger transportation, adds Sergey Germanovich. The second challenge is that due to the low positioning of a reducer [in the transmission] it is inconvenient for medical staff to work in this helicopter. Ka-32 is quite a large and powerful aircraft. This creates problems when landing in the city, in particular, due to a strong downwash. As regards Mi-8, it is also a challenge to land it in inhabited localities as it is too large. At the same time, on a positive side, the Ka-32, used in medical aviation, offers flexibility. For relatively small money, it may be used as a helicopter for medical or fire-fighting purposes or as a transporter of oversized and heavy loads. It is quite problematic to use helicopters manufactured in Western countries in the same role.

However neither Mi-8 nor Ka-32 are suitable for daily use as medical helicopters, says S.G. Suvorov. Normally, due to a relatively big size such a helicopter lands at a large distance from a hospital and a patient has to be transported to it by road. Such movement is not good for the health of a patient. As our task is to reduce the number of movements of a patient, it is necessary to land a helicopter as close as possible an accident site and a medical institution. We need helicopters with parameters different from the well-established classification. If Mi-8 is too big for the evacuation of one or two patients, the majority of lightweight helicopters are too small to carry patients in a critical state. The clinics 15-year experience working in Moscow and the Moscow region with medical modifications of Eurocopters Bo105, BK117 and EC145 helicopters shows that medical helicopters with a takeoff weight of 3-3.5 tons is perhaps the best solution for providing medical help to casualties and patients on a daily basis. Along with classification requirements to air medical helicopters,

4RESCUE HEMS

Russian medical specialists also defined their requirements for operations. If we talk about using helicopters to help people injured in road accidents, says S. G. Suvorov, one should note that car accidents on federal roads in remote areas are fraught with the most severe consequences. This is due to high speeds and fewer possibilities of providing medical help. The more severe the damages are, the more a patient needs specialized medical help which is concentrated in large cities. With regard to the cost of a flight hour and to flight risks, a helicopter is first of all required for the evacuation of badly injured people from remote district hospitals to trauma centers of level 1. In cities severe injuries are quite rare in road accidents. In Moscow there is a wide network of ambulance sub-stations and the duration of the pre-hospital is almost the same when using a car or a helicopter. A helicopter gains an advantage at distances of more than 50 km. The problems of evacuating casualties in cities are mostly about dispatch service and logistics of ambulance crews in cars, something that has been proven on the basis of massive practical information data evaluation.

Medical interior in spacious cabin

Need for Standards

Absence of standards and regulations in air rescue and medical aviation in Russia also affects onboard medical equipment in EMS helicopters. One of the core issues is absence of standards on medical equipment used in the evacuation by air, says Suvorov. Today, formally anything or nothing can be taken aboard. Since 2007, requirements for ground-based ambulance vehicles are set out in the state standard GOST R 52576-2006, the main provisions of which echo the European standard EN 1789:1999, as well as in a number of orders of the Ministry of Healthcare and Social Development of Russia. When speaking

about prospects, we need to refer to European requirements for onboard medical equipment, in this case for helicopters. Russian medical specialists have an adequate and good attitude to domestic medical equipment. It boasts a great degree of serviceability and strength, says S. G. Suvorov. Ive seen a monitor made in Russia which fell down from a third floor and was still operable. Russia has good breathing equipment, but it has a material drawback large weight. It is hard to move. A company in Kazan developed high-quality medical modules for transportation of injured people, which can be used in both helicopters and planes.
Photos: helicopter industry magazine

Loading an Mi-8 onboard An-124

14 4 ROTORS 1/2012

In general, the medical equipment used is imported, though there are many nuances here, too. Almost all ambulance services in Europe use equipment with pneumatic drives; they operate for as long as oxygen is present in a cylinder. In our country, with regard to long distances and our reality, they tend to order a double drive, i.e. backed up by an electric drive. Imagine the oxygen cylinder running empty in a most critical situation, or the power supply failing. An additional challenge when transporting oxygen cylinders for medical purposes on helicopters or airplanes is that no technical guidelines exist. There are no answers to questions such as who should certify cylinders, what are the requirements for cylinders, etc. So when talking about equipment in general, the core issue is the need to develop standards.

Helicopter to ambulance transfer

Crew Qualification
Another issue is assessing the qualification level of medical staff engaged in air rescue and medical aviation. Unfortunately, we have no common understanding of medical personnel working in medical aviation, says Suvorov. In Russia, an official nomenclature of healthcare personnel is in place. It outlines a list of applicable medical specialties in the country. But it does not mention medical specialists working in medical aviation. In the Soviet times, there were terms such as onboard doctor, onboard resuscitator, onboard medical attendant and others, but now these have become obsolete. Consequently, no legal status is present; no programs for the training of specialists are approved. This is yet another regulatory and legal gap to be filled. This is a responsibility of the federal ministry that is granted relevant powers by the applicable laws. Currently, medical support is based on the state participation by using resources of the Ministry of Civil Defense and Emergency Response. Traditionally, specialists wonder whether there is an alternative to this ministry. This has nothing to do with negligence, merely with the focus on improving the efficiency of medical

aviation support for the injured. What are possible alternatives? When looking e.g. at Israel a country that for many years has been under near-war regime we see military helicopter pilots performing in the role of medical aviators. The concepts advantages are clear: military pilots constantly hone their skills of landing near hospitals, dealing with medical formations and evacuating patients and injured people. What prevents Russia from applying this scheme? asks S.G. Suvorov. Nothing, except the lack of helicopters in the armed forces suitable for this task. The principal task is to structure and arrange the service to improve its efficiency and accessibility, without ineffective replication of functions. In the opinion of interested specialists, including those from the

working group, the best solution is quite clear: financing under Russian conditions to ensure transparency of expenditures within a system, irrespective of whether it is an exclusive Russian solution or partially based on that of other nations air-rescue systems and programs. The working group for medical aviation in the Russian Federation, set up in August 2011, is focused on addressing and solving a huge tangle of issues that prevent the development of medical aviation in various areas. The ones mentioned here are but a few of the issues that must be covered. Optimism suggests that a political will is present, and that a pool of professionals, capable of accomplishing real tasks, has been formed. Herman Spirin

Ka-32 fire fighter at last years HeliRussia

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events Heli-Expo

Heli-Expo 2012 in Dallas, Texas

Manufacturers
AgustaWestland did not provide any final numbers on their 2011 deliveries but according to Bruno Spagnolini at his first Heli-Expo as CEO they are in the same range as 2010 (197). The 200 current orders will keep the assembly lines busy for the next three years Roberto Caravaglia, Senior Vice President for Marketing, was very happy with the sales of the AW139 that sells everywhere for every job, and of the GrandNew. AW169 and AW189 have started well and are opening new market segments for AgustaWestland with old and new customers (INAER: AW169, Bristow: AW189, Weststar Aviation Services: AW169, AW139, AW189). AW189 After introducing the AW169 at last years Heli-Expo, this year, the AW189 made its first appearance in the USA as a full size mockup. The prototype flew for the first time on December 21, 2011. The AW189 is the classic multi-role helicopter for long range, offshore and SAR missions. It is powered by two 2,000 shp General Electric GE CT7-2E1 turbines with FADEC and built-in particle separator. Currently, AgustaWestland plans three passenger/range combinations (18 px/110 nm; 16 px/140 nm; 12 px/200 nm) with passenger weight at 100 kg (as per regulations). A Rockwell Collins glass cockpit with synthetic vision and Enhanced Vision System facilitates IFR and allweather operations as do the 4-axes dual duplex autopilot and a dual flight management system. Bruno Spagnolini expects certification in 2013 and first deliveries in 2014. Currently, thirty AW189 have been ordered. A109 Grandnew Upgrades of the A109 Grandnew include GNSS/SBAS capabilities to provide lateral and vertical guidance for in-flight procedures including approach operations to LPV minima, NVG compatibility, 3D synthetic vision and Enhanced Vision System, and HTAWS. According to AgustaWestland the Grandnew now also meets

Oil and Gas Drives New Models

It is the most prominent among the annual helicopter conventions: The Helicopter Association Internationals Heli-Expo. This year, it took place in Dallas. And once again, everyone was there, and once again a record number of show visitors was reached with an incredible 19,239 attendees and more than 650 exhibitors. 4ROTORS was one of them, and reports on some of the shows highlights.

AgustaWestland

e saw an industry that is picking up pace again and is trying to leave the economic crisis of the past years behind it. And to a surprisingly great extent this is true. While governmental orders remain conservative, sales have picked up again especially in the light helicopter segment. But the mainstay of the large manufacturers is still the booming offshore oil and gas industry. That is where the money is and where the large and expensive helicopters go. Enjoy 4ROTORS editor Wulf Bertinettis report on what he saw in Dallas this February, even if he saw much more than we can fit in one issue.

Photos: Bertinetti

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events Heli-Expo
AW609 test pilot Pietro Venanzi

R. Caravaglia and B. Spagnolini present the AW189

the latest NTSB/FAA recommenda- stable segment, and AgustaWestland tions for operating conditions and wants to strengthen its position. missions in HEMS. AB609/AW609 Since Nov. 15, 2011, AgustaWestland AW169 The AW169 is scheduled to make its Tilt Rotor co. (AWTR) owns the tiltfirst flight in spring. With the first pro- rotor program, now called AW609, totype in final assembly, two more and invited a number of journalists to are expected to follow in 2012 and see the aircraft in flight in Texas. one in 2013. Certification is expected Test pilot Pietro Venanzi (a former F-104 Starfighter pilot) demonstrated for 2014. New technology on the AW169 will the aircrafts maneuverability and its include touch screen cockpit devices quiet flight in both helicopter and and a new main rotor design that is airplane mode. He later emphasized to provide low noise emissions at an the tilt rotors good-natured behavior enhanced performance. Why will the even when transitioning between the AW169 fly later than the AW189 that two modes (something the author was introduced after it, one might ask. can agree with from the experience One of the reasons is probably that of a simulator flight). the AW189s main target is the oil and The AW609 will operate in CAT A gas market, at the moment the most and Performance Class 1. Powered

by two PWC PT& C-67 turbines it will have a climb rate of 2,500 to 3,000 fpm and a MTOW of 7,620 kg (for STOL a higher MTOW is under consideration). For over-water missions an emergency floatation system will be installed at the engine nacelles to provide a high degree of stability. For the time being one prototype is flying in Arlington, TX, USA, and one in Cascina Costa, Italy with a third one being assembled and a fourth in planning. So far, 650 flight hours have been achieved and 85% of the flight profiles have been tested. As civil certification of a titlt rotor is a novelty, parameters are still being defined and will most likely be a combination of fixed wing (50%), helicopter (25%) and tilt rotor specifics (25%), FAA certification is targeted for 2016. The price? Roughly a decade ago, when the program started, the price was estimated at 810 million dollars, todays estimates are near 30 million. AWTR will list the final price 25 months before the first deliveries.

Bell Helicopter

Fairfax County Police Bell 429

Bells Model 525 Relentless was one of Heli-Expos highlights (see p. 20), but the 429 was also on display in a police aviation configuration. There is little doubt that the 429 is a good helicopter, but there is also little doubt that the Part 27 certification with an MGW of 3,175 kg is not exactly pushing sales. At first Bell tried to reduce the empty weight, but has now chosen another path: Transport Canada certified the 429 for an MGW 4 ROTORS 1/2012 17

events Heli-Expo

of 3,402 kg (227 kg more), and Bell will apply at the FAA and EASA for an exemption to the weight limit of Part 27. According to Larry Roberts, Bells Senior Vice President of Commercial Business, says the increase was mainly demanded for additional fuel reserves required for IFR flights to make full use of the WAAS possibilities.

us), but Lutz Bertling is already actively promoting the Helicopter of the Future featuring: helmet mounted display, goggles with large field of vision main flight information projected onto the windscreen 3D audio information fly-by-wire, side-sticks interactive central console Eurocopter reduced instrument panel Eurocopter is successful worldwide (see p. 42) for CEO low-noise main rotor blades (Blue Edge?) Lutz Bertlings annual Greetings to the Press), and fuel consumtion and noise emission both reduced by as Marc Paganini, CEO of American Eurocopter, said in 30% Dallas this is also true for the largest single helicopter market in the world. In 2011, 154 helicopters were de- EC130T2 livered 54 of which were military) and 162 new orders Unveiling of the EC130T2 was Eurocopters big show placed. This puts Eurocopter in the pole position with a event in Dallas. Launch customers of the improved and US commercial-market share of 46%, followed by Bell enhanced single engine helicopter are Maverick Helicop(26%), Robinson (12%), Sikorsky (11%), AgustaWest- ters, Papillon Helicopters, Blue Hawaiian Helicopters, land (9%) and others (3%). Scandinavian Helicopter Group, Air Commander, EuropaEurocopters targets for the next decade are to via and EnloeFlightCare. ramp up delivieries to 200 aircraft per year by 2014, support Lockheed in securing the Armed Aerial Scout EC175 (AAS) contract with a variant of the UH-72A (EC145) Also on display was the EC175 and Eurocopter anand nounced the sale of ten to Noordzee Helikopters Vlaan have ca. 600 helicopter supporting American forces deren (NHV), a Belgian oil and gas industry operator that (LUH/AAS) is currently flying 17 Dauphins and one EC145. Eurocopters overall expectations of the North American

EC130T2 launch customers

Enstrom had a successful 2011 with sixteen delivered helicopters (14 were 480B). For next year Enstrom hopes to increase that number. Enstrom caters exclusively to the single engine market and has been especially successful on the Asian market (Thailand, Japan). Although Eurocopter EC130T2 introduce in Dallas not many operate in Europe, a regulating out of single-engine helicopters of almost any aerial work would certainly market are somewhat conservative given the still uncer- not increase their presence on the European market. tain economic situation. The company does see much growth potential on the South American market, how- MD Helicopters ever, and its footprint in Brazil prooves that is ready to They come more to see what I am wearing than what I am saying, Lynn Tilton CEO of MDHI was quoted as take the opportunities on that part of the continent. An important part in Eurocopters innovation strategy saying about the journalists at MDHIs press conference. will be played by the X4, future successor of the AS365/ Well, maybe, but what she did say was just that MDHI EC155 series. It is still drawing board only (so they telll had a good year in 2011. A contract of six MD530F from 18 4 ROTORS 1/2012

Enstrom

Photos: Bertinetti, Turbomeca

events Heli-Expo

Expo Sikorsky announced Bond Aviation Groups order of sixteen S-92. Bond is expecting further development of e.g. the ability to auto-approach offshore platforms. Sikorsky CEO Jeff Pino supported this by saying that Sikorsky helicopters will soon be able to make autoapproaches to points in space, and that self-aware helicopters that can help the pilot to avoid dangerous obstructions, as well as fully-autonomous no pilot needed helicopters are on the horizon!

Engines
Olivier Andris, head of Turbomeca, reported an increase in production numbers from 800 in 2010 to 950 in 2011. For this year he expects that number to reach 1,100. He emphasized Turbomecas international orientation: The 10,000th Arriel turbine was delivered to the U.S. Army; the new Arriel 2D is installed in the AS350B3e and in the new EC130T2; the Arriel 2E powers the EC145T2. China selected the Arriel 2B1A for her AVIC AC311 light helicopter. The Russian Kamov Ka-62 will receive the new Ardiden 3 (1,600 shp) that has just completed test runs. But Andris foresees the end of the turbine as we know it in roughly twenty years: We will see integrated propulsion Systems using thermodynamic and electric solutions.

Robinson R66 over 100 delivered

the Dept. of the Army to train Afghan Air Force pilots with an option of 54 more units. The big contract that she had so hoped for a year ago for a large number of HEMS Explorers to the Middle East fell victim to all the unrest of the African Spring. MDHI plans to equip the Explorer with a glass cockpit in the near future, and, Lynn Tilton said, next year we will be talking about our new aircraft. We will be there to listen and to see what she is wearing, of course.

Eye catcher S-92 in PHI color scheme

Olivier Andris, head of Turbomeca

Robinson

Robinson recently delivered the 100th R-66 only fourteen months after FAA certification of the companys first turbine helicopter. So far, more than 380 orders have been placed, 70 % of those for the overseas market. Robinson overall sales of 2011 accumulate to 356 units (56 R22, 212 R44, 88 R66) more than double the number of 2010. For Robinson the crisis appears to be over.

Avionics
The Garmin G5000H that will be installed in the Bell 525 is but one example of todays state of the art in the avionics industry and of what was on display in Dallas. Adapting the G5000 to G5000H took extensive work, as Bill Stone, Garmin Avionics Product Manager, points out: Weve had to reengineer a lot of black boxes because of the severe environment in which helicopters operate anywhere from water to salt-fog to high vibrations which are much more severe in the rotorcraft market than they are in a nice cozy business jet. 4ROTORS will give a detailed description of the G5000H in an future issue. Wulf Bertinetti

Sikorsky

Sikorsky is one of the worlds top players especially on the military market. On the commercial side it is the S-76 and the S-92 that guarantee Sikorskys success. The first S-76D will be delivered in the third quarter of this year, and of the S-92 nineteen units were sold in 2011. At the Heli-

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Bell 525
Before Heli-Expo, rumors about Magellan made the rounds. Bell Helicopter had set out to reshuffle the 8-ton helicopter class with a new Super-Medium Class Helicopter.

elentless
doors a little further back on the fuselage as passengers do. Once inside, the crew sits down in sideways pointing seats and sliderotates them into a forward-looking position. Once there, one realizes that cyclic and collective are missing in the locations where they are traditionally placed. Instead cyclic and collective are placed on the right and left of the seat as fly-by-wire side sticks. Both controls are relatively small and feature armrests that could make handling them pretty comfortable
Photos: Bell, Bertinetti

s usual at Heli-Expo, unveiling the Bell 525 Relentless (as it turned out to be named) was a colorful event with Bell Helicopter CEO John Garrisson delivering the appropriate speech. As the new Relentless featured Petroleum Helicopter Internationals paint scheme in yellow and black, it was PHI Chairman Al Gonsoulin who emphasized the customers input in the development of the 525, which is what we need in this industry going forward. One needs to look pretty far into the past to see a bigger Bell helicopter than the Model 525. Bell Helicopter places it in the (newly created) Super-Medium Class and states a maximum gross weight of 8,160 kg and the capability to transport six-

teen passengers. Two General Electric GE CT7-2F1 turbines (1,800 shp) are to provide the necessary power. This puts the 525 in one ballpark with the AW189 and the EC175 competition among these three is going to be tough. But the Bell 525 has a few unique features. On first inspection the large canopy that almost wraps itself around the cockpit draws attention. With that comes the realization that there are no doors for the crew. Instead they enter through the same

Bell 525 16-seat cabin layout

20 4 ROTORS 1/2012

Sidesticks replace pitch and stick

Unique sliding/rotating crew seats

at least that is what I think as I take a first tentative seat in the Relentless. Thanks to BAR Systems Fly-byWire system, mechanical forces will not be needed to move control surfaces, consequently no strong forces are needed for control inputs. For pilots this will take some getting used to, as the Flight Control Computers (FCC) set the envelope within which to fly

the 535. According to Bell there will be no need to go outside this envelope and override the FCC manually. The new Garmin G5000H touchscreen-controlled glass panel integrated avionics suite with four 12-in displays dominates the instrument panel. The ARC (awareness, reactive and control) cockpit is another 525 feature that Larry Thimmesch, Vice President Commercial Programs

points out: In critical situations the system identifies the problem and does something about it. But all this is still pretty far in the future. The Bell 525 Relentless is planned to fly for the first time in 2013 or 2014, certification is expected in 2015. And only then will we be able to see, whether or not the Relentless can live up to its name. Wulf Bertinetti

4RESCUE HEMS

Sixty Years of Rega

A look back as you can read in the map above, corresponds to the Rega article A flight into the Unknown about a repatriation during the Fukushima disaster in Japan. fitted with skis. At the end of the year Sepp Bauer flew the first helicopter rescue in Davos with a Hiller 360. Beside planes and helicopters Swiss Air-Rescue additionally formed a rescue parachutists section. First a handful of daring pilots with their light aircraft, then parachutists with avalanche dogs, followed by helicopter pilots with their revolutionary new machines. This Rega quote describes exactly the start of the pioneers of air rescue sixty years ago. Today we can say that these first developments in Switzerland paved the way for air rescue all over the world. Milestones in the First 25 Years 1953 Swiss Air-Rescue parachutists perform their first rescue mission. Help during flood tide disaster in the Netherlands. 1954 Two helicopters and a DC-3 with five rescue parachutists on board, two of them physicians are employed in an avalanche disaster in the Vorarlberg region of Austria. 1957 A Bell 47 is placed at the disposal of Hermann Geiger to carry out rescue missions in the Valais. 1960 First repatriation flight: A patient is flown on board a Piaggio 166 from France back home to Switzerland. 1966 First international helicopter symposium. The patronage system, which has fundamentally remained unchanged to this day, is born. After the Swiss Government rejects application for support, Fritz Bhler appeals to the public for help. 1968 First turbine helicopter, a Bell 206 Jet Ranger enters into service. 1971 An Arospatiale SA 316 AlouetteIII is the first helicopter to be entirely

ne could not express it better when talking about Rega history: At the beginning was a flight into the unknown, the uncertainty of what will come, and then, after six decades the above mission, spanning more than half of the globe. That is Rega today: a story of humanitarian aid and lives saved, a story of success.

1957: A Bell 47 for H. Geiger

financed by patrons. The Alouette formed the backbone of Regas helicopter fleet in the following years. A Arospatiale SA 315 Lama flies the first direct rescue from the north face of the Eiger using the hoist cable. 1973 The worlds first commerciallyoperated air-ambulance airplane, a Learjet 24 D, enters into service. 1977 The first direct rescue from the acclivity of the north face of the Eiger an operation that until then had been considered impossible. Rega celebrates 25th anniversary.

Photos: DENA; Rega

Parachutist with avalanche dog

The Beginnings of Rega It was on April 27, 1952, that Dr. med. Rudolf Bucher founds Swiss Air-Rescue as a section of the Swiss Rescue Association. At that time, rescue from the air is a nearly blank sheet of paper, and truly a start into the unknown. What they could stick to is a spectacular rescue operation in the year 1946, when two Swiss military pilots landed (very) light Fieseler Storch air planes on the Gauli Glacier and evacuated passengers and crew of a stranded US DC-3 Dakota. In the founding year 1952, Hermann Geiger began to train landing techniques on glaciers using aircraft 22 4 ROTORS 1/2012

Alouettes, backbone in the seventies

In the 1980ties, Swiss Air-Rescues ever growing number of patrons enable a dense air-rescue network in Switzerland and an ongoing process to a highly valuable, credible and professional rescue organization all over the world as the map shows.

From Mountains to Sea

Sixty years ago, the Swiss Air Rescue Rega was the first operator to take real advantage of the helicopter in alpine air-rescue. Thanks to the pioneer Rega the helicopter became an integral part of air rescue in mountainous terrain all over the world. o one in the early fifties could foresee this great success over the years. Let us dare a look into the future and ask: what leads analysts to the idea that the helicopter is taking off to new horizons also over flat water? Todays offshore business is mainly driven by the oil and gas industry. We all know that this business will some day end due to the limited natural resources. But the more the oil and gas resources decrease, the more we have to look for renewable energy systems, and this again brings the helicopter on stage. As an example, the transformation of the German energy system (Energiewende) took off very successfully last year. More than 267 Gigawatt-hours of electricity were produced by Germanys first offshore wind farm in 2011 15 percent above the projected total, with an availability of 97%. This availability is directly linked to the helicopter. One can say that the helicopter is a most needed some say the very best tool for a proper functioning of the turbines. Only the helicopter is able to transport technicians and material directly to and from the platforms of the wind turbines. The helicopter is less vulnerable to wind and waves, and can save a lot of time compared to ships. Without exaggeration one can say: The helicopter is irreplaceable in the offshore windfarm business and is the best service tool with a great future.

Spotlight

Windfarms German Bight

If we just take Germany with its very small maritime area compared to other countries like the UK, Norway, Denmark etc., the opportunities for the helicopter industry here seem to be more than inviting. With the installation of some 10.000 wind turbines planned providing the capacity of (and replacing) eight nuclear power plants, this does indeed open up new horizons for the helicopter on offshore duty. And last but not least, let us not forget the urgent need of a functioning and capable offshore helicopter rescue system. (See p. 45 for an already growing HEMS service in this area.) 4R will continue to keep this ball in play, and provide our readers with interesting information in the future. provides satellite infrastructure and satellite capacity, communication terminals, and rapid deployment logistics in response to natural disasters or man-made crises. EMERGENCY.LU is intended to serve as a global public good. Its first deployment was launched in Mogadishu, Somalia at the end of 2011. Additional deployments are scheduled for this year in the Republic of South Sudan. Thanks to the 24/7 operations of Luxembourg Air Ambulance at the International Airport of Luxembourg, the field infrastructure equipment of emergency.lu can be in the air within two hours, says Ren Closter, CEO of Luxembourg Air Ambulance. The rapid availability of emergency.lu in the crisis region will enable non-governmental organizations and other rescue services to establish at almost any place worldwide, a remote communication and information sharing station.

Communication For A Global Public Good

Imagine you are a first responder, and just landed your helicopter in a remote disaster zone far away from any functioning infrastructure and far away from a halfway working communication network. You see the problems, the human suffering, and the urgent need but you are not able to relay your message to the responsible organization.

his describes an intolerable situ- Food Program in support of its role as ation that especially civil rescue the Emergency Telecommunications organizations have to deal with. Cluster lead. It has been coordinated with major relevant international orgaThis lack of communication resourc- nizations, i.a. ITU, UNOCHA and the es was a subject for Luxembourg, European Union, as well as with acthe small country just in the heart tors from civil society and the private of Europe. A public-private-partner- sector, including Ericsson Response ship was initiated by the Ministry of and Skype. Foreign Affairs of Luxembourg; the It was designed to help the hupartners: HITEC Luxembourg, SES manitarian and civil protection comTechCom and Luxembourg Air Am- munity in the field to (re-)establish bulance. EMERGENCY.LU, as the telecommunication services for efpartnership is named, was developed fective communication and coordinain close collaboration with the World tion of first responders. The platform

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operations

May The Task Forces Be With Us!

Task Force is a well introduced term that defines activities with the clear intention to reach a result. Task and Force, both underline a strong engagement, but sometimes our bureaucracy catches up and creates some disapointment in the community. But there is light at the end of the tunnel as Rega shows. to establish and maintain vertical separation. But experts believe that a Harmonized European Transition Altitude could lead to increased flight-deck awareness, thereby reducing workload in critical phases of airliner flights, should be added. The advantage, they say, is a simplified ATM environment across Europe and a more balanced cockpit workload. But what about the helicopter? For the helicopter community the following questions arise: Does the loss of existing (low) useable flight levels lead to disadvantages? Can we finally hope that with SESAR, with Performance-Based Navigation etc. an economic and effective LOW LEVEL IFR EN ROUTE SYSTEM FOR ROTORCRAFT will be installed in time to put the helicopter in a better position? A-NPA-2012-01 Harmonised Transition Altitude is open for consultation on EASA website.

Raising the Transition Altitude Good for the Helicopter?

EUROCONTROL has established a Harmonized European Transition Altitude Task Force (HETA TF) to implement a rule for a common EU-wide transition altitude to overcome ATM problems associated with fragmented Transition Altitudes (TA) across Europe. The regulation to be developed would mandate a harmonized approach and would require Member States to establish a TA at or above a minimum altitude of 10,000 ft or 18,000 ft. All analyses until now point to a standardized TA not below 10,000 feet. This means that the vertical position of aircraft is controlled by reference to altitude in a much greater vertical dimension than before. The question is: Are there any disadvantages to aircraft, especially for heli24 4 ROTORS 1/2012

copters, operating en route below the new values? Today, ICAO recommends the harmonization of the TA on an area basis in the vicinity of aerodromes, but there is no particular altitude specified by the legislators. In addition ICAO PANS-OPS requires that the height above the aerodrome of the transition altitude should be as low as possible, but not less than 900 m above terrain, rounded up to the next full 1,000 ft. While the different TAs are published in AIPs and shown on the appropriate charts, the transition level (TRL) depends on the actual QNH and is calculated by ATC. Consequently the TRL is the lowest useable flight level available for use above the transition altitude. In case of a new rule this means that the first IFR flight level is above 10,000 ft. In this case, a helicopter cruising IFR from A to B has to use varying altimeter settings according to the actual QNH areas. This may also increase workload for area controllers providing air traffic services

Performance-Based Navigation
The Global Performance-Based Navigation Task Force was created in 2008 to assist States in the implementation of Performance-Based Navigation. Performance-Based Navigation (PBN) established on satellite navigation allows shorter, more direct routes that reduce flight time and fuel consumption, and result in fewer CO2 emissions the definition says, and it sounds like it was tailor-made for the great flexibility of helicopters 4ROTORS adds full of hope. The main objectives of the Global PBN TF who just visited Europe and its initiatives are to help bring States to the implementation stage through direct technical assistance, and to provide further assistance throughout the implementation phase. PBN allows individual approaches independent of ground navigationsystems. Individual, maybe even curved approaches with flexible de-

Photos: BAZL, Rega

operations

scend settings provide a variety of options including rotorcraft. Unfortunately and unfortunately as could be expected most of the activities to implement PBN are related to fixed-wing aircraft as always. The helicopter is at the end of the queue as usual, although some optimist could imagine that Performance Based is absolutely tailormade for the unique capabilities of the rotorcraft and its movability in the special vertical dimensions. The ICAO Resolution 37-11 urges all States to complete a national PBN implementation plan as soon as possible to achieve: PBN for en route and terminal areas according to established timelines and intermediate milestones,

Implementation of approach procedures with vertical guidance (APV) (Baro-VNAV and/or augmented GNSS), including LNAV only minima for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 2016 with intermediate milestones as follows: 30% by 2010, 70% by 2014. Looking at the USA we find about 2,750 GPS-WAAS approaches already installed, while in Europe one can say that PBN is still at the very beginning. We count a few LPV (Localizer Precision with Vertical Guidance) approaches, e.g. in Paris Le Bourget, in Clermont Ferrand in France, in Swit-

zerland at St. Gallen Altenrhein and Les Eplatures), but we are still many steps away from an area-covering system, and even further away from a helicopter-suitable PBN. A Performance-Based Navigation adapted to the requirements and capabilities of the helicopter can dramatically improve the situation and the opportunities of helicopters in air transport, e.g. economic IFR feederflights to and from international airports integrated in a Helicopter Low Level Flight System, provided the concerned agencies will force the implementation of PBN Helicopter Approaches to smaller air fields and last but not least to hospitals for more patient-oriented air-rescue operations.

For the Patients Benefit

Swiss Air-Rescue has opened up a new chapter in the history of helicopter rescue in Switzerland. The first civilian GPS approach flight procedure for helicopters was approved last year for the Insel Spital in Berne last year. In the interests of its patients, Rega informed, they will continue towards enabling GPS-based navigation to other hospitals in other regions, as well. For many years, Rega has been working towards the certification of GPS-approach systems that address this problem. In the course of numerous tests and studies, it was shown that the present-day technology allows approach flights to be safely carried out using satellitebased navigation. In response to an application by Rega, the Swiss Federal Office of Civil Aviation has approved the countrys first GPS approach flight procedure for helicopters. Regas Senior Pilot, Heinz Leibundgut, comments on this progress: In the future, it will be possible to trans-

port patients using a combination of visual and instrument-flight rules. This means that we will be able to provide a better service to casualties who need to be transported swiftly to a regional hospital from higher-lying locations in poor weather or heavy fog conditions.

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Photos: Eurocopter

4RESCUE medevac

FwdAirMedEvac

NH90 Getting Ready

German troops serve in Afghanistan alongside their partners from other NATO countries. It is a dangerous mission, and soldiers are wounded in the field.

urrently, German units rely on their American partners UH-60 Blackhawks to rescue injured soldiers from the front, as the German Armed Forces cannot supply a Forward Air Medical Evacuation (FwdAirMedEvac) helicopter. But the Americans will begin to pull out of Afghanistan this year. As a consequence, the German Forces need a FwdAirMedEvac-capable helicopter and signed a contract with Eurocopter Germany on the conversion of twelve NH90 to supply this mission capability.

FwdAirMedEvac teamplayers Tiger and NH90

4ROTORS asked Eurocopters Senior VicePresident Ralf Barnscheidt, responsible for German military contracts, about the status of the conversion. The first three of a total of twelve German NH90 that are slotted to fly Forward Air Medical Evacuation (FwdAirMedEvac) missions in Afghanistan were successfully converted. Additional conversions are ongoing as planned and will be finished by December 2012. German Armed Forces soldiers and Eurocopter personnel are jointly doing the work under the leadership of the German Air Force at the Helicopter Transport Wing 64 in Holzdorf. The cooperation is exemplary and carried by the spirit to deliver the FwdAirMedEvac capability to the troops in Afghanistan as quickly as possible. The first two helicopters have transferred to the Helicopter Transport Regiment 10 in Faberg and are available for mission specific training. Overall aim of the project is to have 2+2 NH90 available for FwdAirMedEvac in the Afghanistan region under German responsibility. Besides the converted helicopters the required enabling mission-specific equipment is also available (e.g. first-aid kit, sand filter for the auxiliary turbine, helmet sight-system). Mission-oriented logistical concepts (e.g. on the NH90s air transportability or on battle-damage repair) are also developed in a joint undertaking. The contract for the project was signed in June 2011, and after only five months the first converted NH90 took off for its maiden flight in Holzdorf, a few weeks later certification was awarded.

III. European Air Ambulance Meeting

The EAAM has moved to the ILA Berlin Air Show 2012. The meeting caters to all who are concerned with Air Ambulance, Air Rescue, AirMedEvac and Humanitarian Relief. The EAAM will also take a look forward into the future of worldwide repatriation, global AirMedEvac and disaster relief/recovery. The question: Can we reduce costs by merging civil and military interests for humanitarian help, i.e. joint development and joint use of air-transport resources (e.g. future heavy transport helicopter), or do we need more engagement in PPP? Call for papers: 4ROTORS invites experts to present a paper on the program topics. 26 4 ROTORS 1/2012 Proposals should consist of a brief abstract of approximately 200 words. Please send your proposal (and any further questions) to wulf.bertinetti@ zieseverlag.de. Deadline is May 20, 2012. Following an internal review of the proposals, the selected speakers will be notified. Detailed information on time, venue and program will be made available in 4ROTORS 2/2012 in June. Preliminary Program I. Worldwide Civil Repatriation Maintaining a Worldwide Patient Repatriation System. II. Global AirMedEvac Military efforts and systems in medical evacuation with an emphasis on tactical and strategic AirMedEvac. III. Forward AirMedEvac Rescue helicopters and rescue teams at the front line. Best practices and experiences from professionals. Presentation and display of NH90 FwdAirMedEvac. IV. Disaster Relief and Recovery Operational and tactical mobility of first responders. Air-transport systems, logistics, air transportability, communication. Date: Sept. 12, 2012 Berlin ExpoCenter Airport For more information visit: http://www.ila-berlin.com or write to conferences@rotor-rescue.net

Photos: IHST

flight safety

Safety Going Down Again?

The International Helicopter Safety Team (IHST) was formed to lead a government and industry cooperative effort to address factors that were affecting an unacceptable helicopter accident rate. Over the last years, the discussions in the rotorcraft community have been strongly influenced by the excessive accident numbers in air rescue in the USA. But there is no reason for us to pat ourself on our European backs. If 11 at the graphics published by we look the IHST we can observe a growing accident rate in Europe compared to the USA. A doubtful lead position for the European helicopter community. And not only are we coming from 11 a higher accident rate than the USA, we also have a longer way to go to reach the set goal. If we analyze the accidents in Europe, we will see again the human factor at the absolute forefront, but with a very disturbing and hazardous behavior of those responsible: abnormal risk taking and violating rules. Under these disapointing circumstances it will be difficult to reach the 13 IHST goal to reduce the international civil helicopter accident rate by 80 percent by 2016.

Source : IHST Dec 2009

Worldwide participation is key to success

14

28 4 ROTORS 1/2012

Helicopter Standards now Incorporated in IS-BAO

Another Step to Reduce the Helicopter Accident Rate 4R titled in fall 2010. The new European Helicopter Association (newEHA), the Helicopter Association International (HAI), the British Helicopter Association (BHA) and the International Business Aviation Council (IBAC) signed an agreement at the ILA Berlin Airshow 2010 to develop a code of best practice for helicopter operations based on the existing International Standard for Business Aircraft Operations (IS-BAO). IS-BAO is a set of performance-based standards that uses a safety management system as its cornerstone and addresses operations, maintenance, training and other related issues. The business aviation version of the IS-BAO program was introduced in 2002. Two years later, along Heli-Expo in Dallas (see p. 20) the British Helicopter Association announced that HeliAir has achieved the first IS-BAO registration for HELOS and is the worlds first for registration under the industrys amended safety standard that now facilitates implementation by both fixed and rotary-wing operations. Brian Humphries, Chairman of the British Helicopter Association says: This great initiative demonstrates publicly our commitment across all disciplines in the industry to the application of IS-BAO for Helos. The insurance industry support is especially important and could, we believe, be the critical success factor in delivering the widespread take-up by smaller operators we are really targeting. Indeed, the HeliAir success shows IS-BAO registration is within reach of all small operators with the commitment to improve safety, with the added benefit it should reduce costs too. Operators whose primary operations involve helicopters must be audited by a qualified helicopter auditor. Therefore, auditors desiring to conduct helicopter audits must receive this designation. Doing so is easily accomplished by applying to
auditmanager@ibac-org

Auditors are finding that a significant number of operators are not providing processes and procedures that support significant standards. Too often, SMS or operations manuals contain vacuous statements to the effect that the operator will ensure hazards are identified and corrected. But, nowhere in this statement is it noted that there must be: an accountable person(s) direction regarding which personnel must participate a process for initiating, processing, analyzing, creating proposed remedies, approving actions, resourcing, initiating changes, etc. time lines for processing and accomplishment use of lessons learned to modify existing SOP/standards records to be kept. Without these essential elements (and more) the identified and corrected statement is meaningless. Each item in operators manuals that must be complied with requires the following elements in writing: State the standard Designate accountabilities Specify processes and procedures, as appropriate State times or intervals for action Specify desired outcomes Create records to show compliance when necessary The items above should be shown for each required item in the standard, as appropriate. By omitting these essential steps operators may not be fully compliant with the standards. Remarkable also that the risk of fatigue (see p. 44), often underestimated in aircraft operations (and in air traffic control) received particular attention, and is now titled Fatigue Management in the 2012 IS-BAO

type report

Generation III

EC145T2
Photos: 4R

30 4 ROTORS 1/2012

It is the third generation in the family. It began with the Blkow-Kawasaki joint development BK117, continued with the EC145 (aka BK117C2) that replaced many BK117 all over the world, kept the tail rotor and the rear clamshell doors but offered more space in the cabin. What remained throughout the generations is the hinge-less unarticulated rotorhub made of titanium. This is a unique trait of the family. The youngest member has now arrived with the EC145T2 (aka BK117D-2).

type report

he first obvious difference is of course the Fenestron that has replaced the first two generations distinctive tail rotor positioned high up at the tail to increase safety on the ground. The new tailboom is made entirely of composite materials. The T2s Fenestron is the biggest so far and increases safety on the ground or during landings in unprepared zones or on a helideck even more. But these obvious characteristics are not what turn an EC145 into an EC145T2! Two Turbomeca Arriel 2E turbines each deliver 828 shp mcp (as opposed to the BK117C1s and the EC145s Arriel 1E2 with 692 shp mcp). Both turbines are watched over by a Dual Channel FADEC with each channel able to work alone in case the other fails. Added to that is the Engine Data Recorder (ERD) that records all relevant data to be downloaded and evaluated when necessary. The new turbines deliver their power to the main gearbox that Kawasaki Heavy Industries (KHI) reinforced to handle the additional power; KHI manufactures the EC145s gearbox. A new curing procedure and new bearings in combination with a new lubricant reduce friction losses and subsequent power reductions. This

improvement also made dry runs of up to thirty minutes possible. The Arriel 2E and the new gearbox turn the EC145T2 into a new helicopter compared to the EC145, and so far the T2 has mastered all tests with flying colors, as test pilot Alex Neuhaus tells me. He is especially impressed with the OEI performance. The EC145T2 will be able to fly Cat A missions in Performance Classes 1 and 2. Although this is at the moment on paper only, all pilots who have flown the helicopter attest a leap in power from the EC135.

Helionix
The new glass cockpit is definitely one of the highlights. Behind it is Eurocopters Helionix philosophy. Customer requirements were taken into account during the process of developing Helionix. In close cooperation with suppliers Eurocopter developed a modular, highly integrated avionics suite with open system architecture to create a modern man-machine interface that would minimize the crews workload to a great extent to be better able to concentrate on the mission at hand. Training for the new system is a must however. To be able to use the

4 ROTORS 1/2012

31

type report

full capabilities of the new system on the new helicopter extensive and detailed understanding of the system is necessary. Three rectangular Active Matrix Liquid Crystal displays (6 by 8 inches) dominate the instrument panel. Two of them are positioned on the pilots right the remaining third on the left. An Integrated Electronic Standby Instrument (IESI) that serves a backup almost looks a little out of place between the displays. The aim was, explains Alex Neuhaus, to present all relevant and necessary information and gauges well-arranged on the primary flight display. The result is a display that shows all technical data as well as those required for flight and navigation. The unarticulated rotorhub requires a reading of the mast torque, and this is also well integrated into the display. It even shows when the

Large monitors dominate the instrument panel

aircraft operates within Performance Class 1 parameters. The second monitor is used to display the entire range of available

data. The crew can select what they require at any given time during flight, e.g. mission parameters, navigation maps, manuals, system data etc. The crewmember in the left seat has access to all options. Many functions are embedded in Helionix making additional installations and the programming of interfaces unnecessary. Among the embedded functions are: Digital maps HTAWS Synthetic Vision System (SVS, currently under development) Four-axes autopilot First-limit indicator (facilitating monitoring of torque or Tw parameters) One hundred feet alert Usage Monitoring System (UMS) Electronic Flight Bag (EFB, to store additional mission-specific data e.g. hospital locations or approach procedures).

Photos: 4R, Eurocopter

Autopilot and SatNav

Eurocopter emphasizes that the autopilot is not one adapted from the fixed-wing sector but was developed specifically for the helicopter (originally for the EC225). It will be compatible with SBAS approaches (Satellite Based Approach System) that are possible with the WAAS (Wide Area Augmentation System) in the USA or the European EGNOS (European Geostationary Navigation Overlay Service) air traffic management systems. The EGNOS SoL service

EC145T2 pilot enjoying his work

32 4 ROTORS 1/2012

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EC145T2 fly-by in Donauwrth

(Safety-of-Life Service) enables LPV approaches (Localizer Performance with Vertical Guidance) to hospital heliports/helipads in IMC. The EC145T2 is capable of the required slow Minimum IFR Speed, and the autopilot of managing the necessary steep approach angles of up to nine degrees and the corresponding slow forward flight down to a hover. Two dual core computers provide the necessary redundancy. What might sound like complicated hardware is actually rather maintenance friendly through the use of so-called Line Replacable Units (LRU) that are easily exchanged even in the field.

The EC145T2 will be certified for operations in hostile environment according to JAR OPS 3.840 (Helicopters certified for operating on water) with the resulting mandatory equipment. This includes Emergency Float System (EFS), Automatic Deployable Emergency Locator Transmitter (ADELT), Weather radar (colored), Helicopter Emergency Egress Lighting (HEEL), Push-out cabin windows. An External Life Raft System (ELRS) can be ordered as an optional. Currently, two prototypes are flying, one in Donauwrth in Germany, the other in Canada for icing tests. Earlier test flights in the USA took The Offshore Option place from July to September 2011 Eurocopter definitely considers the in Lake Hawasu (Arizona) for hot conEC145T2 as a capable candidate for ditions and in Leadville (Colorado) for the offshore market be it for oil and high conditions. Even if the new EC14T2 still has gas operations or for wind-farm maintenance. Eurocopter will begin to of- to prove the computed flight data in fer the EC145T2 for offshore mission reality (be it AEO or OEI), it is propbwith a six-seat layout, but eight and ably safe to say already today that it ten-seat solution will also be avail- will reshuffle the 34 tons class of able. All variants can be equipped twin-engine helicopters. with a hoist. Wulf Bertinetti

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HAI Partnership with ILA Berlin

The ILA Berlin Air Show 2012 and the Helicopter Association International (HAI) jointly announced on Feb. 13 the formation of a partnership to create a new, improved International HeliCenter at ILA Berlin Air Show 2012 to be held September 1116 at the all new Berlin Brandenburg Airport ExpoCenter. HAI will fulfill a significant role in the further development of the already very successful ILA HeliCenter. Joining the forces of ILA Berlin Air Show and HAI will provide helicopter operators, owners, suppliers and OEMs from around the globe an advanced, market-driven international platform meeting nearly all their show and marketing needs and objectives in one location dedicated to the operation of helicopters. HAI is extremely excited to be working with ILA Berlin to provide a dedicated HeliCenter for global operators of rotor aircraft, as well as all ILA attendees who wish to meet with heli vendors and suppliers in one dedicated location said Matt Zuccaro, HAIs President. This valued partnership with ILA Berlin, in creating the new HeliCenter, will focus some well-deserved attention on the importance of the helicopter industry. We fully expect it to be a destination location at this years

events

show said Karen Gebhart, HAIs Vice President of Business Development and Expositions. ILA Berlin is very pleased to team with HAI in offering helicopter operators the opportunity to meet their show objectives in one concentrated area dedicated to their aircraft and their unique operational requirements said Stefan Grave, Vice President of Messe Berlin and ILAs Project Director. Grave added, HAI is the worlds foremost international helicopter organization and will bring its vast experience and knowledge to Berlin. We are simply delighted to have formed this partnership with such a highly regarded, internationally respected and well-recognized organization. ILA Berlin and HAI will provide additional information and details regarding this exciting ILA 2012 HeliCenter concept well in advance of the September show. Located in one of Europes most popular trade fair cities, ILA Berlin Air Show offers unrivaled coverage of all aspects of the international aerospace industry. With 1,153 exhibitors from 47 countries and some 235,000 visitors, ILA is one of the worlds largest trade shows. The ILA HeliCenter has already made its name as a first class venue for the international helicopter industry featuring exhibits, conferences and workshops as well as static display exclusively dedicated to the helicopter industry. At ILA 2010 there were about 300 aircraft on display of which more than 50 were civil and military helicopters. ILA Berlin Air Show is jointly organized by the German Aerospace Industries Association BDLI and Messe Berlin.

Poland is ILA Partner Country 2012

The Republic of Poland is the official partner country of the International Berlin Air Show ILA 2012. Under the aegis of the Polish Ministry of Economics and the Polish Agency for Information and Foreign Investment (PAIIZ), Germanys neighbor will be represented at the Berlin Air Show with its biggest display to date. The ILA grounds are only about 80 kilometres away from the Polish border. More trade visitors than from any other foreign country travelled from Poland to Berlin last ILA. Poland has some attractive rotorcraft enterprises: In 2007, Sikorsky Aircraft acquired PZL Mielec to support the production of its Black Hawk helicopters. In 2009, the first helicopters with Polish parts entered into service. In January 2010, AgustaWestland acquired Polish-made PZL W-3A flying for Czech Air Force PZL Swidnik 34 4 ROTORS 1/2012 solidifying a cooperation of thirteen years. Recently, PZL announced the signing of contracts with the Polish Ministry of National Defence valued at approximately 90 million Euros for the supply of five W-3WA Sok helicopters and the upgrade of 14 additonal helicopters. Dietmar Schrick, Chief Executive of the German Aerospace Industries Association (BDLI) said: Poland is an outstanding choice for next years partner country at the ILA. This is confirmation yet again of the ILA Berlin Air Shows role as a pan-European exhibition venue for the aerospace industry and as a gateway to the modern countries of the East. It is also a recognition and appreciation of cooperation with Polish companies which in recent years has continued to expand. We also anticipate that participation by our Polish neighbours will result in further joint ventures and ties between our two countries evolving at all levels, for which the ILA 2012 surely offers the ideal platform.

Photos: BDLI, Czech Air Force

HeliCenter

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4RESCUe HEMS

The Future of HEMS in Europe

Patrick Goudou, EASA Executive Director, praises the launch of the EGNOS Safety-ofLife Service (p. 6), specifically for the helicopter without the need for ground-based navigational aids, while Ernst Kohler, Rega, complains about some felt reluctance of some authorities to really establish such procedures to help the patient. The 4ROTORS survey shows some problems between EASA and HEMS operators who have the highest safety priorities themselves, as F. Rehkopf, ADAC Air Rescue, clarifies. Pavel Mller, CEO Alfa Helicopter Czech Republic on the Development of the Legal and Economic Environment The European helicopter community must work closely together as this will contribute to the current dynamic development of the regulatory environment. It is paramount that we play an active role in this development and for that, we need to have enough resources, which are certainly not in abundance. HEMS operators, in my opinion, will play a beneficial role, as they have the professional capacity and, I also believe, are traditionally a good example in compliance. Hand in hand with the development of the regulatory environment, the basis and conditions of the economic environment need to be viewed. HEMS is financed to a greater extent from public budgets. Currently, the word most associated with public budgets is economising. Furthermore, many of our business costs increase almost automatically year on year. Such development may not have a long-term duration. This is not about worries and concerns; this is the need to perceive economic development, and on this basis, all involved should look for solutions. The Human Factor I should like to mention here the specifics of Central and Eastern Europe. After years of lagging behind in technology and technology, in many places we are on the same level as our Western colleagues. That has, in part, led us the wrong way. We often confuse the verb to have for to know how to do it. This is by far not the same thing at all. I definitely dont want to underestimate our knowledge and experience - I just want to say that we need to focus more strongly on the human factor; on education, training and remuneration. To know how to do things on the highest possible level is far more than just a question of possessing great equipment ;-). Proactive and Predictive Safety Management Patient safety and flight safety must be at the forefront of our attention. It is quite clear that what works best is a proactive and predictive approach to safety management. This is a highly complex activity that involves above all a responsible recruitment policy, training, both corporate and industry safety cultures, acquiring and sharing operational information and monitoring trends of future developments in the field. I am unequivocally in favour of the implementation of Safety Management Systems, even in the case of small operators. It is an important tool that leads to proactivity and thoroughness and also contains permanent internal dynamics, which are very important. Efforts made in the field of safety are a never-ending story; through the Safety Management System, however, progress can be measured. This is both motivating and rewarding. Cross-Border Cooperation These days, it is very easy for the citizens of Europe to cross the borders between countries. I am very pleased that there are several bases in Western Europe that operate regardless of state borders. In the foreseeable future, I would like to see an additional Christophorus Europe call sign used across countries, but this time in favour of the citizens of Central and Eastern Europe. On the basis of the same legal environment we all do the very same thing. In the future, cross-border missions could become commonplace. It would not only benefit our patients but also cohesion within our community.

Photos: alfa helicopter, ADAC Air Rescue, Rega, AMTC Air Rescue Service

Friedrich Rehkopf, CEO ADAC Air Rescue Germany on the operators who themselves set highest safety priorities We all in the HEMS industry expected 2012 to become a year of major changes. Well, it will happen, almost. It looks like the EU-OPS will suffer a

36 4 ROTORS 1/2012

4RESCUE HEMS

further delay. Many have heard through the grapevine that it will be end of this year until the new OPS can be finalised. Basically this is good news in view of the many unsolved items lacking practical relevance. Hopefully this extra time will be used efficiently. The main issues like performance class 1 under any conditions, 8% climb rate for public interest sites, documentation requirements for operations at Public Interest Sites, requirements for NVGs of same part number, certification of personnel carrying devices, etc. are worth dealing with, positively and pragmatically. For the new FCL the announced date of effectivity will be kept. However, after April 8, the world will not change much. Opt-Out periods of so far unknown duration will apply. This in particular is one of the behaviour patterns EASA should reconsider. External communication is limited to things which have been achieved. Many press releases deal with new type certificates, but very Ernst Kohler, CEO Rega, Switzerland, on the current situation in the HEMS & air ambulance sector Large projects usually cast their shadows as does the upcoming EASA OPS. The practicality remains to be assessed by operators and other stakeholders. Such large projects usually cloud other subjects. I want to take the opportunity to focus on these other, only allegedly minor, issues. Most important to me would be a true reduction in bureaucracy along with a harmonisation of the various aviation, medical and design regulations for HEMS and AEMS at European level. For sixty years, we at Rega day in and day out have made every effort to enhance safety be it flight safety or patient safety and therefore advance the system to the benefit of the patients. The more and more complicated bureaucracy and reduced holistic view of experts in the various authorities lead to avoidable operational difficulties and deficits. Actually, we conduct a large-scale research project on the effects and operational implications of fatigue and have also involved external and impartial international experts. The results will be available already in the second half of 2012, and I look forward to sharing them with you. An ad-hoc working group at EHAC has also been established and Rega is involved in this community approach amongst other dedicated air ambulance operators in Europe. The very specific requirements of the HEMS and the AEMS industry must be considered appropriately by the authorities of course without any safety curtail. Another important subject is the Point-in-Space (PinS) procedure, enabling safe and precise landing procedures at hospital helipads also in bad meteorological conditions.

little EASA communication is look-ahead-type information. Timelines of expected rulemakingare kept internal and to the few organisations and companies actively participating in NPA and CRD procedures. Even the latter suffer from the communication policy. The BIG change in FCL will be age limit to 60 for single-pilot operations. For some member countries this will cause major social problems. It is simply irreproducible that the general retirement age is being raised to 67 and at the same time a pilots max age for single ops is lowered from 65 to 60. For more than fifty years of operations there is not a single case of sudden incapacity known in the age segment of 60 to 65 years. I hope that rationality will prevail. It may become a good year in European aviation when the aviation authorities start to understand that the operators themselves set the highest safety priorities and have the greatest interests in safety. A little bit more active listening will help significantly. We have demonstrated by the certification of the PinS procedure at Inselspital Bern that this is a new, innovative and, most of all, safe and reliable technique. It assures that life-endangered critical patients can be transported in medically reasonable time to highly specialised hospitals almost regardless of the weather conditions. Only the actual rulemaking and some felt reluctance of some authorities prevent us from establishing such landing procedures for the patients. Altogether, I am convinced that the upcoming challenges can only be solved by a strong community and clear waypoints towards our goals. To achieve the goals I trust in EHAC to represent the European HEMS and air ambulance operators, and I recommend the necessary mutual cooperation and coordination with EASA and newEHA.

Reinhard Kraxner, CEO AMTC Air Rescue Service, Austria, on funding and the age60 rule 2012 finally marks the beginning of a new age in Austrian HEMS. After a long period of financial insecurity almost all nine federal provinces of Austria have succeeded in providing a secure basis for a professional air rescue service. The elaborated solutions are slightly different concerning their legal regulations and regulatory frameworks. But they have all one important common ground with the exception of alpine accidents patients will not have to bear the costs of any rescue mission. So the AMTC Air Rescue Service can continue to provide a nationwide 4 ROTORS 1/2012 37

4RESCUE HEMS

emergency medical care from its 16 all-year bases. But unfortunately, at the same time it became obvious that future health-spending of public authorities will rather decline than increase. A continuous problem still awaits its answer on the European scale. The Age 60 rule hangs like the Sword of Damocles above all single cockpit especially helicopter pilots. Actually retirement rules in Europe do not cover pilots who would have to stop flying at the age of sixty years. As it is a remote likelihood that the standard retirement age will be reduced, the harmonisation must be achieved in other ways. Therefore a change in the single pilot rule from age sixty to sixty-five is highly desirable.

Steffen Lutz, CEO DRF Air Rescue (DRF Luftrettung), Germany, on the age-60 problem and on standards Our mission statistics show that air rescue is gaining more and more importance. Last year, in Germany alone our crews were alerted to 35,075 missions, meaning a rise of round 15 % compared to the period of the past 5 years (e.g. 2007: 30,738 missions). In order to be able to respond to the increasing demands in HEMS operation, the involved organisations have to make investments and adjustments, which are necessary to be prepared for the future challenges, e.g. special intensive care transports or night flight. In contrast to other countries in Europe, in Germany, there is still potential for development regarding 24 hour air rescue operation. As one of the pioneers in night flight DRF Luftrettung has been successfully operating eight HEMS bases 24/7 for many years on behalf of the responsible ministries. We have also been innovative towards a further development of night flight procedures. In this way we set an important milestone in 2008 when we received the authorization to introduce night vision goggles as the only air rescue organisation in Germany. The legal basis for using night vision goggles in civilian air flights had not been provided in Germany for a long time. This is why we had worked together over many years with Eurocopter to obtain that permission. After Munich (2009) and Regensburg (2011), we started flying night-time emergency operations with night vision goggles from Berlin in 2012. DRF Luftrettungs mission statistics of 2011 shows that every fifth mission at its 24/7 HEMS bases was flown at night. This corresponds to discussions on the medical and political level regarding the advantages of an expansion of HEMS bases at night. Here DRF Luftrettungs long-term experience and know-how will prove especially valuable. However at first, the authorities and the health and insurance providers have to agree on how to finance the missions. 38 4 ROTORS 1/2012

In the future, DRF Luftrettung as well as the other air rescue operators are facing an environment becoming ever more complex: As a mid-size aviation company, DRF Luftrettung is bound by a range of regulations by the EASA, such as the CAT A performance and comprehensive standards for the technical equipment on board (e.g. in the cockpit) and so on. One major topic is also the age-60 issue for pilots. We are assuming that the European regulation to introduce an age limitation of sixty for pilots flying single cockpit will also come into effect in Germany. We do not think that this rule is useful, and it is still unclear when it will be effective, but DRF Luftrettung has already taken measures by developing a special retirement programme. Pilots can accumulate working hours and wage consequently taking advantage of partial retirement. Also, our pilots profit from our new loss of licence assurance. With this special form of occupational disablement insurance pilots receive a payment of 100,000 to 250,000 Euros (depending on age) in case of a loss of licence. This kind of insurance is hardly available for private persons in Germany. Our top priority is safety and efficiency, so we do not only exceed the existing standards but also focus on medical, technical and operational innovations and investments. One example is the purchase agreement signed with Eurocopter in November 2011 for the acquisition of 25 EC145T2 helicopters. This means an important investment into the future: With the purchase of these aircraft, the DRF Luftrettung will successively replace the BK117 in its helicopter fleet between December 2013 and 2022. The EC145T2 is excellently suited for air rescue missions especially at night-time thanks to its performance capability and the Fenestron. With the deployment of the EC145T2 in our 24hour operations, we will be able to rely on a helicopter that is optimally suited for the broadly varied requirements of modern air rescue.

Photos: 4R archives, DLR

Fifty years ago: The Great Flood in Hamburg

Fifty years ago, almost to the day, Germanys armed forces and its young helicopter fleet and pilots faced their first great challenge and mastered it. It was Helmut Schmidt then one of Hamburgs senators, later Germanys chancellor and today the countrys most respected elder statesman who had recognized the helicopters special capabilities and secured its use in disaster relief missions such as the flood in Hamburg in February 1962. The citizens of Hamburg gratefully named the helicopters Angels of the Sky. What had happened? After a severe high flood in the North Sea, water had traveled up the river Elbe all the way to Hamburg (almost 50 km away from the shore) and the levees had broken during the night from Feb. 16 to 17. People were surrounded by water, climbed on the roofs of their houses and waited for the helicopters to come to their rescue. 87 German Air Force, Army and Navy helicopters and from the American Forces stationed in Germany flew over 3,000 missions and rescued more than 1,000 victims along the Elbe and the North Sea shore. The conditions were difficult, but the crews and their helicopters mastered the situation with flying colors. Senator Schmidt: Leaving aside the helicopters achievements in the evacuation of persons and in the transport of supplies, the flying

history
Sycamore rescue helicopter with Senator Helmut Schmidt later Germanys chancellor

was extremely difficult, as the wind forces reached speeds twice as high as what the usual regulatory limit for helicopters is. The great flood of 1962 in Hamburg was the first large-scale disaster relief mission for helicopters in Germany. It showed what this aircraft can do and paved the way for the acceptance of rotorcraft as rescue vehicles and eventually also for the introduction of HEMS in Germany. To maintain and even increase this acceptance is one of the things what the rotorcraft industry must work on every day.

4RESCUe HEMS

At least in the USA:

EC130 goes HEMS

During his Greetings to the Press in Paris this year, Eurocopter CEO Lutz Bertling pointed out the increase in bookings for the EC130/Ecureuil/ Fennec family, and that quite a number of them were going to be used for emergency medical services.
EC130B4 of MedFlight, Columbus, Ohio

his was substantiated by an order from Enloe FlightCare for an EC130T2, also called an EcoStar. Not only is Enloe FlightCare one of the launch customers for this evolution of the popular EC130 helicopter line, but it is also the first U.S. air medical program to sign for one. Enloe FlightCare was one of the first three air medical programs in the country to become fully certified with the Federal Aviation Commission to use night-vision goggles. FlightCare grew out of the need to rapidly transport patients from growing mountain communities to its base hospital, Enloe Medical Center in Chico, Calif. In almost 27 years of operations, Enloe FlightCare has transported more than 14,000 patients. The Commission on Accreditation of Air Medical Transport (CAMTS) awarded Enloe FlightCare

with a full three-year accreditation in 2008 and again in 2011. We are excited that Enloe FlightCare has joined us for the launch of this helicopter and chosen the EC130T2 to upgrade its fleet, said Marc Paganini, President and CEO of American Eurocopter. Their selection of the EC130T2 highlights the growing appeal of this product line in the U.S. air medical industry as well as the enhancements introduced on this model. Enloe has operated American Eurocopter AS350 A-Star helicopters for 26 years. When it was time to look for a new replacement aircraft, we selected the EC130 because of the reduced noise signature and larger cabin space available for patient care, said Marty Marshall, Director of Enloes Emergency Services and a FlightCare pilot.
Loading a stretcher onboard EC130

Another HEMS operator that will be using the EC130B4 is MedFlight of Columbus, Ohio. As Enloe FlightCare they move to the EC130 from an AStar (Ecureuil) and see various advantages in the new helicopter. Besides more cabin space the biggest one is the noise reduction especially when flying near populated areas and near the hospitals. Other data are: The new MedFlight EC130s will be the first EMS helicopter in the country to have an internal cabin management control system for patient oxygen, suction, air systems and lighting control. The EC130 will accommodate 234 pounds of medical equipment. MedFlight crews maintain full capacity on board the EC130 to care for pediatric patients. In addition, because we transport high-risk obstetrical patients, the EC130 has full newborn resuscitation equipment. 1.5 hours of flight time when prefueled.

Photos: Eurocop ter, MedFlight, Medi Flight

Safety Features
A single engine helicopter flying HEMS is against regulations in Europe, but MedFlight gives the following info on their EC130s safety features: The single engine aircraft is just as safe as the twin engine aircraft, MedFlight points out, referring to the air medical industry ADAMS database: Although air medical helicopter

4RESCUE HEMS

crashes are rare, in fact, 51% were twin engine fatalities/crashes compared to 49% being in single engine aircraft fatalities/crashes. Also, of the twenty air medical helicopter crashes between 2005 and 2009, ten were twin engine and ten were single engine. Unfortunately, most crashes are attributed to human factors, not the type of helicopter flown at that time. MedFlight has a Safety Management System (SMS) and a dedicated Safety Director with many decades of rotor wing experience to help identify threats and prevent human errors. Additionally, the new EC130 fleet will come equipped with all of the NTSB recommended safety equipment (HTAWS, TCAS, Night Vision Goggle Imaging System for all crew members, Synthetic Vision System, autopilot, SAT weather, Wire Strike System, and a Light Weight Aircraft Recording System (LWARS) that records communication, engine and airframe data for quality review and tracking) MedFlights Communications Center will be using satellite tracking and communications to assist the pilot and crew on all missions.

External measurements

Crew
MedFlight flies over 4,000 patient transports each year. Teams consist of an experienced flight nurse, flight paramedic and pilot. Our flight nurses may have multiple certifications to include the following (Critical Care RN, Certified Emergency RN, Certified Flight RN, Emergency Medical Technician). MedFlights flight paramedics are EMT-P qualified and may have multiple certifications (e.g. Certified Flight Paramedic, Critical Care Paramedic Certification, Emergency Medical Services Instructor). All medical teams must have a minimum of three years critical care experience or three years street experience for the paramedic. All must maintain a current status in a number of fields.

Poland, eight in France and Switzerland resp., seven in Russia and Spain resp. While in Europe they are used almost exclusively for private, corporate or commercial flying, of the ca. 150 EC130 flying in North America 41 are flying HEMS missions. Operators include Air Methods, Med-Trans, Metro, PHI und STAT Medevac.

Globally these three mission types are the most prevalent. More than 400 EC130 have been delivered to date to over 220 customers in 50 countries. Together they have amassed a total of 820,000 flight hours. It looks as if the new EC130T2 is going to raise those numbers even more. Kim Braun

EC130 in Operation
In Europe seventy EC130 are currently operating; eleven of those in
Medi Flight of Oklahoma University

4 ROTORS 1/2012

41

industry

Eurocopter Greetings to the Press

2012 Year Twenty for Eurocopter

In 2012, Eurocopter celebrates itself for twenty years of steady growth and financial as well as technological success. All figures be it turnover, be it manpower, market share or number of deliveries have grown remarkably over the past twenty years. Besides an overall positive helicopter market development (leaving aside the recent crisis) it has been Eurocopters forward-looking policies that played a big part in this.

are expected to yield a high growth on the military market.

Customer Support

his paid off in 2010 and 2011: 2011 was a very good year for Eurocopter and better than what we expected, was Eurocopter CEO Lutz Bertlings statement on the past year during his annual Greetings to the Press. And the numbers he presented support that statement. While deliveries across all Eurocopter helicopters decreased from 527 to 503 helicopters, the consolidated turnover increased from 4.3 to 4.7 billion Euros. It has been explained before that this is due to large orders of expensive helicopters by the oil and gas market, and in part by governmental orders.

But especially the latter will be decreasing in the future. Governments are cutting budgets or are stretching out deliveries; campaigns for military helicopters will be rare in the near future. Eurocopter expects the military markets size, which is currently about 2.5 times as big as the commercial, to be at the same level as the commercial market by 2025. Growth on the civil market is expected for Eastern Europe, South America and Asia, with almost no growth expectations for Western Europe. The North American market, as well as the African and Middle East markets are expected to be of medium growth. On the military market the picture is almost identical, but naturally Eurocopter hopes to win the AAS competition in the USA, which would improve the North American The Comeback situation. Africa and the Middle East The picture we see when looking at helicopter families is a little different from that of 2010 when the heavy helicopters not only generated the biggest income but also the largest numbers of bookings. In 2011, 35 helicopter from the Super Puma family were ordered (45 in 2010), 21 of the Dauphin family (27 in 2010) and only four EC175 (a number that has been more than tripled by orders during this years Heli-Expo, see p. 20). Among the twin engine helicopters 104 EC145 were booked (incl. LUH) doubling the number of 2010, while EC135 bookings decreased from 67 to 42 in 2011. Of the single engine helicopters the EC120 remained stable with thirteen bookings (12 in 2010). But the big surprise is bookings of the EC130/Ecureuil/Fennec family. From 143 bookings in 2010, X4 impressions numbers went up to 238 in 2011. As
by Eurocopter

Services, support and training are the other major pillars that hold up Eurocopter. Customer support generated 38% of 2011s consolidated turnover (33% in 2010), and Bertling views that as a major contribution to the years good result. Additional service centers and subsidiaries in various countries will help Eurocopter to leave their local footprint while acting on a global market. Training is also a growing market for the helicopter manufacturer. Her too, the proximity to the customer plays a vital role for success on the market, hence Eurocopters training centers in many countries, where they offer ab-initio training, type ratings as well as recurrent trainings. Simulators are the most important element in these training centers.

Photos: Eurocopter

42 4 ROTORS 1/2012

Bertling said, not a few of these will fly in HEMS e.g. in the USA. Given this development, it comes as no big surprise that Eurocopter presented the EC130T2 at the Heli-Expo (see p. 16 and p. 40 for a closer look at the EC130 in the HEMS role). In view of the discussion of using single engine helicopters for aerial work, and the twin-engine supremacy in HEMS in Europe this is a notable development.

Unmanned and Uncontrolled?

Without any public debate in the German Parliament, only by means of text inputs, a regulation about the use of UAS was passed. In the future, unmanned systems and aircraft will be allowed to participate as equal partners in general air traffic. This new dimension will lead to a rethinking process, especially in control and monitoring tasks, e.g. pipeline and power line check flights with helicopters. In police and military aviation this changing process is already in full swing, and will cause a loss of jobs and fewer contracts in the helicopter industry, including the civil operators. From the USA we can hear voices on the missing safety of the UAS: There is no system that allows operators of unmanned flights to spot and steer clear of helicopters and planes, and there arent training requirements or standards for the groundbased pilots who guide drones, says Lee Moak, president of the Air Line Pilots Association International (ALPA), the largest airline pilot union in the world. And Moak continued in Feb 2012: Its also not clear how a remotely piloted craft would respond to air-traffic controllers in an emergency. Until unmanned aircraft can demonstrate that they wont crash into other planes or the ground, they shouldnt be allowed to fly with other traffic, he said and closes We have a long way to go. 4ROTORS believes that the Helicopter Associations as voice of the operator should be aware of an uncontrolled implementation of the unmanned systems through some back door, as happened in the abovementioned German quick n dirty decision.

news

Innovation

What everyone is waiting for is news on the X4, Eurocopters game changer. At Heli-Expo, Bertling gave a few more details (see p. 18), but we will probably still have to wait a little for the real thing. But Bertling seems almost euphoric about the X4. To reinvent the helicopter to anticipate future customer need will be another forward-looking step to secure the companys continuing success. Kim Braun

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flight safety

Tiredness comparable to Drunkenness?

Proposed EU Fatigue Rules lead to Protests

he EASA NOTICE OF PROPOSED AMENDMENT, NPA 2010-14 is a book with more than 200 pages, and no one can say that the EASA makes a light work for implementing rules on Flight and Duty Time Limitations and Rest Requirements. But there are some irritating values that would push pilots maximum duty-time, e.g. from nine hours to 13, as sources claim. This has called most pilot associations onstage, including the helicopter community. The Rega, one of the highly valued air-rescue operators in Europe, will present a special event on fatigue issues (below). A UK e-petition says: We believe that the EUs current proposals on pilots Flight Time Limitations, which are supposed to guard against pilot fatigue, are commercially-driven and scientifically-unsound (see box). The British Airline Pilots Association (BALPA) argues, that scientifically the effects of sleep deprivation and alcohol consumption on the human body are similar (Source: Aircrew Fatigue. A Review of Research Undertaken on Behalf of the UK Civil Aviation Authority, Civil Aviation Authority 2007, ISBN 978 0 11790 875 8).

Using the CAAs own scientific model (SAFE) for calculating fatigue the proposed EU regulations would see pilots landing their aircraft with the equivalent performance detriment of being four times over the legal alcohol limit for flying, said

Rob Hunger, BALPAs head of flights safety and security.in October 2011. An e-petition (http://epetitions.direct.gov.uk/petitions/16050) installed in the UK carries the following message:

Flight Safety and Pilot Fatigue

Responsible department: Department for Transport We believe the UK Government has a duty to promote flight safety and protect the British public from unsafe rules and practices in aviation. We believe that the EUs current proposals on pilots Flight Time Limitations, which are supposed to guard against pilot fatigue, are commerciallydriven and scientifically-unsound. Under the EU proposals, tiredness could impair pilots abilities to the same extent as flying with several times the legal blood alcohol limit. We note that the US FAA, will be publishing its own fatigue rules soon which will strengthen flight safety regulations, not relax them as the EU proposals do. We call on the UK Government to stand up for flight safety and publically announce it will oppose EASAs current proposals (NPA 2010-14), use its influence to persuade other Member States of that position and work to bring EU flight safety regulations up to the gold standard of aviation safety we have here in the UK.
Note: An e-petition is a way to influence government policy in the UK for British citizen or normally live in the UK. It is possible to create an e-petition about anything that the government is responsible for and if it gets at least 100,000 signatures, it will be eligible for debate in the House of Commons.

32nd Myron B. Laver International Postgraduate Course

The Risk of Fatigue

30-31 March 2012, Basel Convention Center, Switzerland
Fatigue is dangerous and mostly underestimated. International experts discuss the backgrounds and impact of fatigue on safety and security and how these risks can be mitigated. Prof. Scheidegger, Medical Director of Anaesthesia & Intensive Care at University Hospital Basel, SWISS International Airline and Swiss Air-Rescue (Rega) have organised a high-level scientific symposium for physicians, pilots, managers, regulators, paramedics, maintenance staff and also customers. It does not matter whether one sits in a cockpit or stands in an OP theatre or repairs aircrafts. All have to deal with the same problem: Working under fatigue is dangerous and mostly underestimated. Learn how you can intervene and discuss the latest results and solutions. For your registration please visit the official website www.anaesthesia.ch/mbl www.rega.ch

44 4 ROTORS 1/2012

4RESCUE HEMS

HEMS Flights Increase

A year ago, 4R reported that the number of HEMS flights in Europe had decreased in 2010. We did not call it a trend, but instead remarked that 2011 will have to show if this is a new trend or if 2010 was just a good year. As of Sept. 2011, 306 Air Medical Services operating 929 helicopters and 311 fixed-wing aircraft from 764 h/c bases and 173 fixed-wing a/c bases fly air-rescue missions in the USA. Density of bases is much higher in the east than in the west, and the AAMS (Association of Air Medical Services) estimates that EMS helicopters transport approximately 400,000 patients annually plus 100,000+ patients transported by fixed-wing aircraft. Even with just these few numbers, it is safe to say that HEMS still is and most likely will remain to be a vital part of the rescue chain not only for European cititzens.

oday, it is apparent that it was not the beginning trend of a trend. Although not many national statistics are available yet, the ones that are show higher numbers than (ever) before. The Austrian AMTC flew a new high of 16,099 missions; ARA/DRF also increased their numbers by almost six percent to 1,578 flights. The total number of HEMS flights in Germany grew from 97,213 in 2010 to 102,309 in 2011. ADAC Air Rescue reports an increase from 42,817 in 2010 to 45,816 in 2011 an increase of 3,000 missions or three per day. DRF Air Rescue also lists a high number with 35,075 flights in Germany (33,861 in 2010). Add to that ARA/DRF of Austria, and their Danish operations (Christoph Europa 5, and Falck) and one reaches a mission total of 38,366 HEMS flights. Northern Helicopter, a rather new player, had an increase by 75% leaping from 410 flights in 2010 to 702 in 2011. It is interesting to note that they began in this business especially in service of the offshore installation in the North Sea. The growth potential in that niche is absolutely noteworthy. The same picture can be viewed in the Netherlands, where ANWBs Lifeliner 1 through 4 all increased their mission numbers. Their total number of missions went up from 3,812 to 4,670. Polands LPR - Lotnicze Pogotowie Ratunkowe with their new fleet of 23 EC135 went from 6,696 flights in 2010 to 8,833 flights in 2011 an increase by ca. 20 percent. The Association of Air Ambulances in the United Kingdom does not publish a statistic, but the 32 helicopters flying HEMS accumulate roughly 19,000 missions per year.

4 ROTORS 1/2012

45

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As the leading European helicopter magazine for professionals, and as official partner publication of the European Helicopter Association (EHA) 4ROTORS covers all aspects of rotorcraft operations and activities. 4ROTORS is dedicated to all civil and private helicopter operations and activities in the EU and internationally with topics from the entire rotorcraft spectrum, including Air Rescue, Police Aviation and Military Transport. 4ROTORS 2012 concentrates the key elements of helicopter operations in one publication, and in this way reflects the European Helicopter Associations mission to join the industry under one roof. The full integration of 4RESCUE is a further step to increase the value of the European Rotor Journal. Our

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