Airbus Helicopters unveiled the PioneerLab, a twin-engine technology demonstrator, during the German National Aviation Conference in Hamburg.

The company said the purpose of the demonstrator, which is based on its H145 helicopter platform, is to test technologies that reduce helicopter emissions and make use of bio-based materials—both in its fuel as well as structural components.

• READ MORE: Airbus Helicopters’ Diesel H120 First Flight Test Successful

“With PioneerLab, we continue our ambitious strategy to test and mature new technologies on board our helicopter demonstrators,” said Tomasz Krysinski, head of research and innovation programs at Airbus Helicopters. “PioneerLab, which is based in Germany at our Donauwörth site, will be our platform to test technologies specifically dedicated to twin-engine helicopters.”

One of the company’s goals with  the PioneerLab is to reduce fuel consumption by as much as 30 percent compared with a conventional H145. The expected reduction reflects the demonstrator’s hybrid-electric propulsion system and a number of aerodynamic improvements.

• READ MORE: SMS for Helicopters

The company also plans to use the demonstrator to flight-test structural parts that are made from bio-based and recycled materials to reduce the aircraft’s environmental footprint. Airbus Helicopters said it intends to produce the new parts using processes that consume less material and energy while improving recyclability.

The test program will also include integration of the latest digital light control technologies aimed at increasing autonomy and safety during takeoff, landing, and other critical phases of flight.

The PioneerLab’s flight test program has begun at the manufacturer’s largest German site in Donauwörth. A rotor strike alerting system was the first item aboard the demonstrator. The next testing phase will include an automated takeoff and landing system.

The post Airbus Helicopters Unveils PioneerLab Sustainability Platform at Aviation Conference appeared first on FLYING Magazine.

Robinson Helicopter Company has received FAA certification for a new empennage configuration for its R66 turbine model. 

Robinson Helicopters, based in Torrance, California, has been building helicopters for the civilian market since 1973. According to the company, the new empennage configuration “replaces the existing 2,000-hour TBO horizontal stabilizer with a 4,000-hour TBO symmetrical horizontal stabilizer mounted on the tail cone and positioned forward of the original.”

The change is designed to provide enhanced roll stability during high speed flight.

• READ MORE: Robinson In Control

According to the company, Robinson will begin delivering FAA-registered R66 production aircraft with the new empennage and tailcone commencing with R66 S/N 1279.

In addition to FAA certification, Robinson is working with civil airworthiness authorities around the world to obtain regulatory approvals for foreign-registered R66s.

• READ MORE: Robinson Celebrates Certification of Turbine R66

The Robinson R66 is a six-place design powered by a Rolls Royce RR300 turbine engine. The Robinson R66 was certified by the FAA in 2010. The R66 has been described as a slightly larger and faster machine than the piston-powered Robinson R44 from which it was derived.

The post FAA Approves Robinson R66 Empennage Configuration appeared first on FLYING Magazine.

Editor’s Note: This story originally appeared on AVweb.com.

A California partnership says its fly-by-wire two-seat helicopter can be flown away by anyone with $188,000, a driver’s license, medical and 30 hours of training as soon as the new MOSAIC regs come into effect. 

Advance Tactics and RotorX say the ATRX-700 will be easy to fly thanks to the computer on the other end of the controls, and it will carry 650 pounds 300 miles at 100 MPH. 

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

The new Modernization of Special Airworthiness Certification (MOSAIC) has added eVTOLs and helicopters under a new regime that expands the current Light Sport Aircraft designation.

The ATRX-700 is based on a RotorX A600 kit helicopter but with modernized controls based on the control systems Advance Tactics has developed for pilot-optional military airlift multicopter vehicles. Under the MOSAIC umbrella, the 1,700-pound helicopter will be factory built and the 30 hours of training will be offered at the factory in Torrance, California. 

• READ MORE: One-Seat eVTOL Needs No Certificate to Fly—and It’s Ready for Piloted Tests

MOSAIC was announced on July 19 and is in the comment stage.

• READ MORE: A MOSAIC Study Guide

The post ‘Light Sport’ Fly-By-Wire Helicopter Unveiled appeared first on FLYING Magazine.

Attention all aspiring female helicopter aviators: The 2024 Whirly Girls International scholarship season has begun. 

Members are invited to apply for more than $500,000 of helicopter training and educational scholarships made possible by the Whirly-Girls Scholarship Fund.

The awards are funded by donations from private individuals and industry leaders, including Airbus, Bell Helicopter, Robinson Helicopter Co., CAE, FlightSafety International, and Garmin. 

• READ MORE: FLYING Media Group Launches Internship Opportunities

To be eligible for a scholarship, applicants  must be a female member of the Whirly-Girls organization in good standing. Funds are available for both experienced and newly certificated pilots and helicopter maintenance technicians as well as those seeking initial ratings.

Scholarship awards cover training expenses for courses including turbine transitions and advanced aircraft certificate, commercial flight training, software use, and advanced ratings and certificates.

In addition to financial need, scholarship winners will be selected based on a wide variety of criteria and achievements in aviation, reliability, motivation and commitment to success, dedication, and the ability to accept responsibility.

Whirly-Girls was founded in 1955 by Jean Ross Howard Phelan, who together with 12 other women helicopter pilots wanted to create an organization where female pilots could share information and camaraderie. The organization offered its first scholarship in 1968.

Applications for 2024 scholarships may be found here. The deadline to apply is October 1.

The post Whirly-Girls Accepting Applications for Helicopter Training Scholarship appeared first on FLYING Magazine.

As we’re walking out to the 1996 Eurocopter AS350 B2 perched on the pad outside Garmin AT’s offices in Salem, Oregon, I naturally head for the right seat. Because to my fixed-wing pilot brain, that’s where the observer sits, the copilot. And as one with only a handful of hours in rotorcraft in total, that’s what I guess I had expected to do on this demo flight—my introduction to Garmin’s GFC 600H for the AStar.

So when Garmin flight test engineer—and experienced rotorcraft instructor—Jack Loflin gestures me into the right seat, I don’t hesitate. Then I do.

He’s putting me on. Is this wise?

But as it turns out, I’m not only ready for my first AS350 lesson, I am going to have the best assistant I could possibly have. The GFC 600H turned me—for a couple of amazing hours—into a helicopter pilot.

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I’m not saying this is its intended application—or even a good one—but it’s an indication of just how incredible the advances in autoflight have come to the rotorcraft world, that I can even fathom what I’mabout to see and do in the AStar.

Takeoff—And a Cross-Country

The AS350 is also equipped with the Garmin G500 TXi flight display system for rotorcraft, along with the GTN 750 Xi and GTN 650 Xi, allowing for a host of other features—including H-TWAS—to supplementour short cross-country flight. Loflin has planned for us to fly from the Salem Municipal Airport (KSLE) up to the Portland Downtown Heliport (61J)—a gem in that it is one of the few public heliports located in a major metro area in the U.S. We’ll utilize it—it sits on the top of a multistory public parking lot—to pop in for lunch at Loflin’s favorite Lebanese place downtown.

From there, we’ll take off and head back southwest towards the Willamette Valley, dropping in to practice hovering and other spot landings both on-airport and off, on a sandbar in the Willamette River.

From the briefing, I know what to expect of the GFC 600H—now it’s time for Loflin to give me dual on our departure after leading me through the engine start and initial rotation from the pad outside Garmin AT’s flight ops hangar.

Garmin sales manager Pat Coleman has joined us—on our way out to the helicopter, he showed us a few projects inside the Garmin skunkworks in the hangar. Originally certificated in the AS350 in 2019, additions to the GFC 600H’s supplemental type certificate approved model list (STC AML) loom ahead. You can already find the autoflight system in the Bell 505 under a Garmin-owned STC, which came out in mid-2021. 

As we lift off and Loflin hands the controls over to me, I feel a sense of low-level anxiety, reflecting on my minimal time in the category. But that quickly melts away as I test out the three axes of flight in small increments as I follow the magenta line that leads us up to Portland proper.

Along our initial flight path, I feel only the barest sense that the autoflight system’s silent hand carries me in the background. It monitors the envelope, speeds, and other parameters to stabilize my relatively level flight. I come down to 500 feet msl to track into the city; we’re indicating about 95 knots.

We are approaching from the south-southeast—the city lies along the Willamette, making for a pleasingly situated downtown, with the heliport we’re aiming for on the western bank. Loflin points out several key obstacles as we approach—at this altitude, nearly everything becomes an obstruction, but the TXi highlights only the most critical at the moment on the multifunction display. The screen shows normal terrain shading with a yellow “obstacle” annunciation as we come up on a series of bridges.

The same obstruction shows on the Garmin GI 275 electronic flight instrument located in the center stack. It has many of the same functions available as those brethren STCed for airplanes—a PFD with attitude, airspeed, altitude, and vertical speed, plus MFD, traffic, terrain, and engine information.

A web of red lines depicts the location of powerlines and other high wires that threaten a helicopter’s path. In order to get the most out of the aircraft’s capabilities, you need to take it into confined areas that would be fatal to fixed wings. It’s a whole different way of looking at the world—and the obstruction data on the MFD goes from towers popping up during an otherwise uneventful flight to an entire maze to navigate down low.

Loflin coaches me so that I take us within about a quarter mile and 100 feet of the landing pad, then takes over to position the AS350 into the relatively confined space. I say “relatively” because there’s plenty of room on the heliport to accommodate at least three helicopters, maybe four, depending on how well they are parked.

He slows us to 35 kias on short approach, bleeding down to hover over the space we’ll leave the AS350 parked in while we grab lunch. It feels surreal—yet just like another one of those “only with GA moments” as the four of us take the elevator down to the street and walk out onto the rather quiet city streets.

Hover Test

We remember the code to get back to the fifth floor of the parking garage—the heliport restricts access to pilots and their guests or customers for clear reasons. It’s time to fire up again and head out to play—and really test the GFC 600H’s mettle against the best amateur rotorcraft pilot moves I can throw at it.

We follow the river out of town, over connecting lakes, and into the valley which is world-renowned for its pinot noir and chardonnay. It’s the very best view of the vines as we pass over them at a neighborly altitude. Often helicopters a reused for frost protection and other agricultural ops over the vineyards—but that is not our mission today.

Our first stop has us joining the traffic pattern at the McMinnville Municipal Airport (KMMV). To me, the airport is famous because it’s home to the Evergreen Aviation Museum—and home to the famous Spruce Goose, the Hughes Hercules eight-engined mammoth that sits barely encased in glass so its enormity can be appreciated even if you never step foot in the museum. We don’t make a stop there today—but both the Gooseand the Boeing 747 in Evergreen livery out front create easy landmarks for me to follow in the pattern.

After the approach, Loflin instructs me through slowing the AS350 down into a hover over a far reach of the taxiway. We have plenty of ramp space here to give me the leeway I need to perform my first AS350 hovering—at first highly assisted by the GFC 600H, in both attitude and yaw hold modes. Then, Loflin turns the magic off. And all of a sudden, the work that the autopilot has been performing behind the scenes becomes dramatically apparent. He takes back the controls periodically to help me along.

We step taxi over to a field northwest of the runway, an open area where we can play a little more. I get to test with and without the GFC 600H and see again just how much it is assisting me as a newb. Now, the benefit to the seasoned pilot lies in the dramatically reduced workload—just like any autopilot—taking the physical work of flying the aircraft from the pilot’s hands so they can focus on something else. And if you think about it, that’s a big change for a helicopter pilot who nearly always has to have both hands engaged with the flight controls during a flight,with only momentary transitions to change radio frequencies or manage checklists.

ESP, Rotor Style

The envelope stability protection that we enjoy in the fixed-wing versions of Garmin’s autoflight systems takes on a new cast in the GFC 600H. H-ESP, as it’s called here, provides both low speed and overspeed protection, as well as limit cueing to help the pilot keep the helicopter upright.

When the pilot maintains f light with the rotor blade plane tilted less than 10 degrees from level, the ESP system sits in the background, monitoring the flight dynamics. When it first senses the rotor plane approaching the beginning of the limit arc either up or down, ESP engages and applies the nudge that’s familiar to those of us accustomed to flying with ESP in other aircraft. If the pilot powers through that nudge and continues to tilt the rotor plane towards the upper limit of the arc, the GFC 600H applies up to a maximum level of force, opposing the pilot’s action and striving to return the rotor plane to a level state.

In the case of a low speed limit approaching, the yellow “LOWSPD” annunciation appears on the pilot’s primary flight display. Similarly, if a maximum speed limit is anticipated, the yellow “MAXSPD” highlights. A LVL mode returns the helicopter to a zero fpm vertical and zero bank angle lateral attitude when actuated.

Flying the Approach

Coming back into Salem, we opt for another one of the system’s enormous safety benefits—the ability to fly a coupled approach. The AS350 we’re in is placarded “VFR Only,” and many helicopter pilots do not possess an instrument rating. It’s not that they wouldn’t ever need the skill, but it comes up less often than it does for airplane pilots.

That is, until it takes on critical importance. Recalling the accident that took Kobe Bryant’s life and those of his family and friends in January 2020, it’s sobering to contemplate what would have been different if the pilot had been able to maintain situational awareness.

The GFC 600H, when integrated with the NXi, allows even a non-rated pilot to engage an approach as a safety tool in lowering visibility. We had set up the RNAV (GPS) approach to Runway 31 at KSLE and I engaged the AP through a similar mode controller as other Garmin autoflight systems in the series. Though I cannot tell you how many times I’ve watched the approach proceedings unfold on an MFD over the course of my career, it’s wild to see it happen in a helicopter. Our speed on the approach isn’t too slow—though it’s slower than what most of us are accustomed to—but the outcome is the same. We’ve returned to a safe position from which to hover-taxi to our final landing point on the airport.

That’s when it really hits me—the GFC 600H makes the helicopter as easy to keep in level flight or a stabilized approach as an airplane. I mean, Coleman had said it in our initial conversations, but it turns out not to be just a marketing line. The autopilot shadowing me allowed me to manipulate the controls in a way more akin to my ingrained skill controlling an airplane. I’ve thoroughly enjoyed my rotorcraft lessons before, but flying a helicopter without this felt like pirouetting on the head of a pin—a delicate balancing act full of nuance and retraining my muscle memory.

While this isn’t a panacea—what happens to the pilot who flies with it on all the time when it breaks, and they suddenly have to hand-fly? But that’s a question we ask in the fixed-wing world too—and we make sure to train both VFR and IFR flight without the automation as a result, to keep those skills sharp.

The other piece is that it made the rotorcraft rating feel approachable—and one less barrier to entry, perhaps. But most of all, the real capability of the GFC 600H changes the game for safety.

This article was originally published in the March 2023 Issue 935 of FLYING

Genesys Autoflight for Helicopters

Genesys helicopter’s speed range, with altitude-command and altitude-hold functions. Fly-through system engagement is available in all flight regimes, from startup to shutdown, and the system features rugged, redundant flight control computers. Total weight installed is less than 35 pounds, and it operates in a fail-operable manner. The GRC 3000 is currently certificated on the Airbus EC-145e and the Sikorsky UH-60 Black Hawk.

Aerosystems (formerly S-TEC) entered the autoflight arena in 2014 with its HeliSAS two-axis VFR autopilot and stability augmentation system for light rotorcraft on the AS350 as well as the EC 130, followed by the Bell 206B/L and 407, and the Robinson R44 and R66. A three-axis option is available for the Bell 505. The company has delivered more than 1,000 units to date.

The HeliSAS incorporates the ability to track heading and nav functions (VOR, LOC, GPS), with course intercept capability, and manage forward speed, vertical speed, and altitude.

With units weighing less than 15 pounds, the HeliSAS also features an auto-recovery mode to return the helicopter to a neutral attitude when the pilot loses situational awareness. And according to the company, its system has also allowed pilots with no prior rotorcraft experience to maintain the helicopter in a hover “with very little practice.”

Genesys also makes an IFR autoflight system, the GRC 3000. The two- or three-axis autopilot includes auto-recovery to near-level flight attitude throughout the

This sidebar was originally published in the March 2023 Issue 935 of FLYING.

The post Auto Flight for Rotorcraft appeared first on FLYING Magazine.

When you were a child, did you ever hear this from a parent: “Clean up your room, or I will clean it up for you!” This usually was not a good thing, as the parent method of ‘cleaning up your room’ is more scorched earth than Mary Poppins.

A similar situation exists in the aviation industry as commercial helicopter operators are crafting safety management systems (SMS) for their businesses before the FAA makes one for them.

In 2015, the FAA established the SMS requirements for Part 121 operators, giving them less than 40 months to develop and implement their own safety programs. According to the FAA, 100 percent compliance was achieved by 2018.

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Now the FAA and National Transportation Safety Board are pressing for an expansion of SMS requirements for commercial helicopters operating under Parts 91 and 135.

Four Components, Three Questions

HAI identifies an SMS as a “formal approach to managing safety and risk, including organizational structures, accountabilities, policies, and procedures to identify and control risk.” The four components of SMS are safety policy, safety risk management, safety assurance, and safety promotion. When these four are combined, it results in a ‘safety culture.’

“The purpose of an SMS is risk mitigation,” explains Chris Hill, senior director of safety for HAI, “and this begins with risk assessment and developing a safety culture.” When a company is focused on the day-to-day operations, identifying risk can be a daunting task, says Hill, but “it comes down to three basic questions. We ask, ‘What keeps you up at night?’, ‘What are you going to do about it?’, and ‘How do you know (your course of action) is working?'”

• We Fly: Rainbow Helicopters Airbus AS350 AStar

The ability to ask and answer these questions forms the foundation of SMS and the creation of a safety culture where employees feel empowered to speak up when they see a risk, he says, as this is far better than asking the question, ‘Could this have been prevented?’ after an accident or incident. “We ask, ‘If you had to scribble down two or three things that you think would cause the next accident or incident that could hurt property or cause injury or worse, what would you predict the next accident could be?’ This can be very informative for the leadership of an organization if they are willing to do that internal self-assessment,” says Hill.

HAI Provides Guidance

Both safety culture and risk management are founding principles of HAI, which was established in 1948 as a means of bringing together industry leaders “within the helicopter community to develop, support and promote industry best practices through concentrated safety program participation.”

Surveys done by HAI indicate some commercial helicopter operators have not adopted an SMS because there is no mandate to do so at this time, and therefore the decision-makers of the business don’t see the benefit of spending the time and money to make it happen.

It can be a challenge to keep track of all these things, hence software options have been created and are available through providers vetted by HAI, some for as little as $50 a month, depending on the size of the business and the product selected. The SMS which include support packages are scalable to the size of the business.

Third-Party Involvement

Creating an effective SMS involves cooperation between the operator and a third party that will help the operator assess potential risks. Third-party oversight is crucial because it can be difficult to see the issues within a business as familiarity breeds complacency, or else the business can be driven by financial goals that can result in poor aeronautical decision making—such as pushing on in deteriorating weather.

Hill notes rotorcraft operations can be more chal-lenging than those involving fixed-wing aircraft be-cause although they share the same airspace, priority is often given to fixed-wing aircraft. Rotorcraft operators are often put at a lower altitude where they may not be able to get in touch with ATC, or because of the ability to land vertically, the pilots, pressured to do the flight, scud run.

“You don’t want to be trapped into having to perform,” he explains. “Just chasing the dime is not sustainable; there needs to be a strong push toward aeronautical decision making so that the pilots do not end up in these situations. The safety culture needs to be supported from the top down and the ground up.

An SMS Must Evolve

An SMS needs to address more than flight operations, says Tim Tucker, former chief CFI for Robinson Helicopters at Zamperini Field in Torrance, California. Robinson has been building civilian rotorcraft since the 1970s. The two-seat R22 rolled out of the factory in 1975 and soon, it and the four-place R44 became the backbone of the rotorcraft training fleet. “Our SMS continues to evolve and expand to take in the entire industrial facility and every department,” saysTucker. “For example we have 30 to 40 forklifts that move around and 40 or 50 big machine shops, and we’re in the process of developing SMS for each department identifying the risks based on their activities.”

The risks associated with flying are dependent on the mission, he continues. “We do production test flying, we do experimental test flying, we fly to take photos for marketing, we have ferry flights. The pilot’s experience comes into play, as the two biggest risks are weather and aeronautical decision making.”

Over the years, Tucker, because of his extensive experience as a helicopter pilot, has been involved in incident and accident investigations. Very often, he says, they can be attributed to a pilot’s decision to fly into deteriorating weather when the pilot overestimates their abilities and skill.

“We see bad decision making—it is not the helicopter breaking or ATC, it’s just decision making on the part of the pilot—you look back at the accident chain and just shake your head at some of the decisions that have been made,” he says. “It’s more than what caused it, it’s what can be learned from it, and can we turn it into teaching points so it doesn’t happen again.”

Tucker is encouraged that the latest version of the airman certification standards for rotorcraft currently in development includes risk management for each task pilots are required to perform.”This should help pilots develop risk assessment and management skills,” he says.

HAI-Recommended SMS

The membership of HAI runs the gamut from one-ship-one-pilot operators to businesses with hundreds of aircraft and hundreds of employees, and as such, they have evaluated multiple SMS providers—15 in all—and selected four collaboration partners: Air Charter Safety Foundation, Aircraft Electronics Association, Baldwin Safety & Compliance, and WYVERN. Each one has software to ease the burden of assessing risk, tracking and resolving hazards, and verifying current and future regulatory compliance. For more information, visit safety@rotor.org.

This article was originally published in the March 2023 Issue 935 of  FLYING.

The post SMS for Helicopters appeared first on FLYING Magazine.

Rainbows arc over Hawaii like a big Aloha to the world. They symbolize the welcoming nature of the islands, and beckon pilots to fly around. So it’s no wonder that when entrepreneur and helicopter pilot Nicole Battjes came to Hawaii 14 years ago, she decided to name her business after the rainbows gracing the mountains and valleys of O’ahu. 

Battjes not only called the company Rainbow Helicopters, but she’s had her fleet of touring and training R44s and Airbus AS350 AStars painted in schemes to match. We caught up with Battjes to take a tour of the islands and gain insight about what it’s like to fly one of the most popular working rotorcraft in the world, in one of the world’s most beautiful places.

• We Fly: Airbus AS350 B2

The post We Fly: Rainbow Helicopters Airbus AS350 AStar appeared first on FLYING Magazine.

Robinson Helicopters has issued a service bulletin (SB) for its R44 and R22 aircraft to address potential issues with certain governor controller upgrades.

According to the FAA, service bulletins are issued by aircraft manufacturers to inform owners and operators about “critical and useful information on aircraft safety, maintenance, or product improvement.”

The SB, issued June 28, affects controllers with part number D270-1, revisions A through E, that were factory installed on R44 helicopters with serial numbers 2625 through 2751, R44 Cadet helicopters with serial numbers 30061, and 30071 through 30093, and R44 II helicopters with serial numbers 14364, and 14412 through 14640.

According to Robinson, the service bulletin is the result of a concern about the potential for a moisture incursion that may cause a D270-1 governor controller malfunction. This bulletin requires exchanging Revision A through E controllers for Revision F, or subsequent controllers, which incorporate additional moisture protection.

The SB also impacts factory installations on R22 helicopters with serial numbers 4825 through 4887. In addition, the affected governor controllers were also shipped as spares from October 2020 through May 2023.

Robinson Helicopters estimates complying with the service bulletin will cost approximately $1,800 per unit and take two hours.

Once the new governor controller is installed, it should be tested by having an appropriately rated person at the controls perform the starting engine and run-up checklist, per Section 4 of the R44 and R22 pilot’s operating handbook. The helicopter should be operated for five minutes to verify proper governor operation.

The engine monitoring unit (EMU) should then be programmed per the R22 and R44 technicians guide, ensuring the host computer has EMU technician’s software version 1.0.1.1, released June 2023, or subsequent. Appropriate maintenance record entries should then be made.

The date for compliance with the service bulletin is February 29, 2024.

The post Robinson Helicopter Service Bulletin Targets Governor Controller Upgrades appeared first on FLYING Magazine.

The Airbus AS350 series includes some of the most robust light single-engine turbine aircraft on the market. Their power and maneuverability give them outstanding performance no matter the task—making the model the industry’s true multi-mission workhorse. Wide use of composite materials gives the AS350 a high power-to-weight ratio and enables it to have a spacious, open cabin with high visibility from the cockpit.

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Thoughtful design through its history and Airbus’ engineering experience now mean the helicopter is easy to maintain and fly, which contributes to the AS350’s excellent safety track record throughout its five decades in service. At Rainbow Helicopters, we selected the AS350 B2 to comprise a part of our fleet because it is a great fit for the Hawaiian tour market. The helicopter’s power means we can fly up to six passengers on back-to-back tours without refueling. With large windows and the ability to fly with the sliding doors open in the back, every seat can experience the breathtaking views. And we knew that this proven airframe could handle a high-volume operation safely.

We have two relatively new models in our fleet, both being placed into service in 2021, and refurbished to meet our needs. To show what makes the AS350 B2 a great choice for Rainbow, I’ll take you through a tour flight from start to finish so you can learn all about this remarkable aircraft.

A. This AS350 B2 has an Aspen Avionics EFD 1000H accompanied by a centrally-mounted iPad for use inflight. An approved EFB is used in operations as well as electronic recordkeeping, signatures, and manuals.

B. This version still utilizes fuses, while newer versions of the model switched to circuit breakers.

C. The panel is optimized for VFR flight, given the profile of most of the AStar’s missions, with engine gauges positioned for close monitoring, especially during start-up.

D. The flight controls—cyclic and collective—include integrated coms and other controls for easy pilot access during flight.

Preflight Inspection

The elegant design of the AS350 B2 makes the preflight process pilot-friendly by eliminating the need to open and close a large number of compartments, and placing critical components in places that are easy to check. 

I begin my standard preflight with a walkaround, usually conducted in the bright sunshine of a Honolulu morning. During the walkaround, I remove the pitot cover, the air intake and exhaust covers, the tail rotor block, and the blade tiedowns while inspecting for any noticeable damage.

After the walkround, I have to open just three cowls—two for the transmission and one for the engine—to visually check the internal components and fluids. While the cowls are somewhat large and heavy, their size provides great see-through visibility, making the compartments easy to inspect from any angle. The AS350 B2 is a clean-burning machine; noticeable smears or pools of oil on the engine or in the transmission decks are a clear sign of a major problem.

Once the engine and transmission have been checked, it is time to move on to the main rotor head. Steps on both sides of the aircraft make it easy for pilots of any height to get up to inspect the blades. The AS350 B2 has a Starflex rotor system with a hingeless, bearingless design. It uses composite materials and elastomers widely, in keeping with Airbus’ lightweight failsafe design philosophy. I look at the rotor blades for signs of cracking, chipping, splitting, and any other signs that the failsafe composite materials are damaged. I check the elastomers for dry rot, chipping, pitting, and cracking.

Once I am satisfied that the main rotor head is in good shape, I climb down and move to the rear of the helicopter to check the tail rotor. Like the main rotor, the tail rotor is made of lightweight composites and elastomers. I check the tail rotor using the same criteria as the main rotor.

With the rotor blades inspected, I do a final walkaround to make sure that the cowls are lowered and secured to prevent them from rising up in flight, and check to be sure the gas cap is in place and tight and all latches are fastened. Once I have my preflight inspection complete, I sign off on the before flight inspection, check applicable airworthiness directives, and ensure there are no open discrepancies.

Starting Up

Among modulated helicopters, the AS350 B2 is a gentle-starting aircraft. The startup sequence is short, with few buttons to push and a limited number of preliminary checks. As a best practice, I ensure that the collective control is down and locked, I have adequate voltage, and the area around the helicopter is clear before I initiate startup procedures.

Airbus refers to what is commonly known as a master switch in airplanes as the external power battery switch in the AS350 B2. Pushing this single button brings the cockpit to life. Then I engage and test the electrical and hydraulic systems before turning the boost pumps on to get the fuel flowing to the engine.

After 30 seconds of fuel flow, I am ready to begin the startup sequence. Unlike the most modern fadec-controlled aircraft, Rainbow’s AS350 B2s require a modulated start.

To avoid a hot start, Rainbow pilots “rock out!” I make a rock n’ roll sign with my right hand and then place my index finger and pinky on the T4 and Ng gauges to focus my attention on them as the engine starts. A hot start—exceeding 795 degrees Fahrenheit for more than five seconds—damages the turbine blades and other internal components of the engine. In addition to putting a damper on a glorious Honolulu day, a hot start in an AS350 B2 brings a $250,000 price tag in unexpected maintenance costs.

It’s now time to really rock ‘n’ roll. I depress the start button and advance the fuel flow control lever. The sound of the igniters popping and the muffled explosion of the engine lighting off concentrates my mind and gets my heart racing with excitement. I keep an eye on the temperature as I accelerate the engine to its idle position.

With the engine humming at idle and the blades beginning to spin, I engage the avionics and other required systems before completing additional checks. I make sure the collective is secured and locked before checking the hydraulics. The hydraulic system on the AS350 B2 is simple and efficient, with nitrogen accumulators designed to provide limited pressure in the event of a hydraulic pump failure.

Once system checks are completed, I advance the fuel flow control lever to the flight position allowing the governor to take control. The trade winds that make Hawaii’s weather nearly perfect year round also mean that we almost always have a windy environment for loading. To avoid blade sailing, Rainbow hot loads passengers with the blades spinning at flight rpm.

The steady whir of the blades at flight rpm prompts me to check that all systems are in the green, and remove the float safety pin to allow me to activate the floats, if necessary. Floats give us an extra margin of safety when we fly over water, which means we can roam freely around our island paradise.

Now we’re ready for our guests to board the aircraft to enjoy their beautiful trip around the Hawaiian Islands.

Launching a Rainbow

Nicole Battjes moved to Honolulu, Hawai’i, about 12 years ago and launched Rainbow Helicopters with a single Robinson R44 and the “spirit of aloha” so vital to life in the islands. “We seek diversity in our team and celebrate it in our customers,” says the company’s website—and that is felt throughout a visit, from the moment visitors are welcomed with beautiful, fragrant leis to the care with which they bid customers farewell after sunset photos on the ramp.

Approaching 12 years in business, Battjes has grown the fleet to field six R44s—used both for scenic tours and a little bit of flight instruction—and two AStars, flying tours, private charters, and custom trips.

“I chose the AStar because of its high useful load, powerful Arriel 1D1 engine, and floor-to-ceiling views for guests to enjoy extraordinary tours of our beautiful island home,” says Battjes. “I decided to buy a second one in order to ensure we could offer the 6-seat platform at all times, even when one is in maintenance. And to meet the post-Covid demand of tourism in Hawai‘i.”

Battjes is a board member of Helicopter Association International (HAI), and she takes safety seriously. Her team regularly conducts safety management system (SMS) training—a step up in maintaining a conscientious operation they take to heart. “We are an active participant in the FAA’s SMSVP (SMS Voluntary Program),” says Battjes, “which means we voluntarily comply with Part 5 of the FAA’s regulations.” The move towards a mandated SMS program by the FAA and National Transportation Safety Board (NTSB) continues.

Rainbow Helicopters also provides lift for photography and videography missions and has a gimbal-mounted system for providing a unique vantage point for capturing the islands’ beauty for business or recreational pursuits. A Royal Crown of Oahu tour takes about an hour and costs $395 per person, while private charters—including a Proposal Flight—cost $2,175 and up.

–Julie Boatman

Ready for Takeoff

With the guests loaded up and the helicopter ready to fly, I glance out of the large cockpit at the busy Honolulu International Airport (PHNL). More often than not, “liquid sunshine”—light rain accompanied by bright sunshine—means we can see a rainbow or two as we depart the airport.

The first sensation our passengers experience is the lift into an initial hover at 3 to 5 feet. The best way to describe how it feels to hover a helicopter is to imagine sitting cross-legged on a beach ball and balancing perfectly. While the single-engine AS350 B2 has the power and capability to execute a vertical takeoff, best practice is to achieve forward airspeed to allow recovery in the event of an engine failure. So after we hover, we execute a takeoff roll, maintaining 10 feet of altitude until we reach 40 knots, and begin the climbout.

Since we operate in Honolulu Class Bravo airspace, we use specific departures designed to keep us clear of the fixed-wing traffic. For example, the Shoreline 6 departure keeps us at or below 500 feet as we fly over the lagoon south until we reach Magic Island, where we clear the terminal area. Once at Magic Island, we climb over the surfers, paddlers, and sailboats enjoying the warm Waikiki waters to approximately 1,500 feet at a rate of 300 to 500 fpm and an airspeed of about 90 knots. Upon reaching altitude, I can level off by either increasing airspeed with the cyclic, reducing engine power with the collective, or a combination of both.

In Flight Performance

Unlike an airplane that will remain at an assigned altitude for long periods, we vary our altitude for our tours between 1,500 feet agl and 2,500 feet agl on average for terrain avoidance and noise abatement.

While V_NE in the AS350 B2 is 155 knots at sea level, the average speed for our normal tour is between 110 to120 knots. For those passengers who choose to fly with the rear sliding doors open—affording a spectacular floor-to-ceiling open view—we maintain a max airspeed of 100 knots in order to make the tour more comfortable. We measure power to the rotor system with the torque meter in the aircraft, which is monitoring the twisting of the shaft. During a hover, torque can be anywhere from 90 to 100 percent, while in cruise flight, torque is reduced to 80 to 90 percent. We also monitor the Ng (gas turbine), which sits at about 90 percent on our flights.

The AS350 B2 is as powerful as it is elegant, allowing us to carry a payload of up to 1,700 pounds and still cruise at our average power settings and airspeeds. Even at max gross weight, the AS350 B2 can still easily cruise within limits.

Emergency Procedures

The spectacular visibility and smooth flying of the AS350 B2 allow our passengers to enjoy the marvelous sights while our pilots stay focused to ensure a safe flight. In-flight problems are rare, but we must be able to respond appropriately when they happen. Here are a few key emergency procedures in the AS350 B2.

There’s a common misconception that if an engine quits on a helicopter, it doesn’t have the capability to glide like an airplane. In fact, it can, and we refer to this as an autorotation. During normal powered flight, airflow is directed downward through the rotor system powered by the engine. During an autorotational descent, the upward flow of air through the rotor system will propel the rotor blades, much like when you blow on a pinwheel. This is the steady-state glide.

Unlike an airplane, the forced landing spot does not have to be a runway-type environment. Using varying techniques and depending on wind, the landing area can be as small as 100 to 200 yards. Thankfully, engine failures represent a small percentage of factors in helicopter accidents. What’s more likely to happen is flight into inadvertent IMC. The weather in Hawaii is fast-moving and highly variable. As a result, we use the Hawai‘i Air Tour Common Procedures Manual, which designates a weather-enhanced safety area with cameras that can be used for avoidance. However, even with these enhanced safety areas, Rainbow Helicopters has specific policies, procedures, and annual training on unusual attitudes and IIMC recovery. Notably, the AS350 B2 is not IFR certified.

One more beauty of the small footprint of the AS350B2 is that during nearly any emergency, landing is always an option. In fact, the Helicopter Association International’s very popular “Land and Live” initiative encourages pilots to do just that.

After completing a spectacular tour, we return to PHNL via established arrivals similar to our departures. Sometimes ATC routes us directly over midfield at700 feet while visitors to Hawai‘i flow beneath us in a stream of fixed-wing commercial operations.

Return to Base

We gently decelerate from cruise airspeeds until we are on our approach angle, at which point we establish a rate of closure that appears to the pilot to be a brisk walking pace. We are often instructed to land “at our own risk” at our ramp because it is in a non-movement area, and the tower cannot technically clear us into an area that is not controlled, such as a runway or taxiway.

Instead of rolling on the ground like an airplane to our parking space on the ramp, I hover taxi at 3 to 5 feet. Once I have reached a hover over my parking spot, I lower the collective until the helicopter gently settles to the ground. An interesting characteristic of hovering in an AS350B2 is the tendency for the aircraft to drift in the direction of the tail rotor thrust. This “translating tendency” is countered by the pilot with lateral cyclic, which causes the AS350 B2 to hang right-skid low.

Pilots new to the AS350 B2 take a bit of time to get used to the feeling of tiptoeing down to the landing, which inspired the manufacturer to name the AS350 “Ecureuil,” or “Squirrel” in English. After we have settled on the ground, the operations personnel arrive to help guests unload. 

After landing, the collective is down and locked, the cyclic is secured with friction, and the fuel flow control lever is brought to idle. All unnecessary systems are turned off, the float safety pin is reinstalled, and after only 30 seconds, the fuel flow is reduced to zero, and the engine is shut down.

Shutdown and Postflight

Once the main rotor rpm reaches 100 (typical flight rpm is 390), I apply the rotor brake to stop the blades from turning. Next, I relieve the pressure in the tail rotor hydraulic system and center the pedals using the “Hyd Test” push button.

Before turning off the external power battery, I record the engine cycles, Hobbs meter, and fuel level. After shutdown, I hop out of the cockpit and conduct a short list of required inspections during the postflight before filling out all necessary paperwork.

Every evening at Rainbow, the maintenance team performs an “after last flight inspection,” services any fluids, and conducts an engine rinse. These processes are made easier by the A S350 B2’s maintenance-friendly design. Because we fly a high volume of tours, they also perform a required 7-day/10-hour check most nights. Once all maintenance activity is complete, the team puts the helicopter to bed, replacing all the covers and blade tie-downs that I removed during the preflight.

In our operation, most pilots get to go home and enjoy the Hawaiian evening while our magnificent maintenance team ensures the aircraft is ready to fly for the next day. What a life it is to be a pilot in paradise!

Airbus AS350 B2

Powerplant: Turbomeca Arriel 1D1, 732 shp turbine

Seats: 1 pilot + 5/6 passengers

Main Rotor Diameter: 35 ft. 1 in.

Tail Rotor Diameter: 6 ft. 5 in.

Max Takeoff Weight: 4,960 lbs.

Max Takeoff Weight, External Load: 5,512 lbs.

Empty Weight (std): 2,690 lbs.

Useful Load: 2,270 lbs.

Standard Fuel Capacity: 939 lbs.

Max Speed (VNE): 155 kts.

Fast Cruise Speed: 133 kts.

Recommended Cruise Speed (RCS): 122 kts.

Rate of climb (sea level): 1,675 fpm

Service Ceiling: 15,100 ft.

Hover Ceiling at Takeoff Power (ISA): 9,850 ft.

Max Range (no reserve, RCS): 360 nm

Endurance (no reserve, 54 kts.): 4 hrs., 24 min.

Max Altitude: 20,000 ft.

Min. Temperature: -40 degrees F

Max Temperature: ISA plus 95 degrees F/122 degrees F

This article was originally published in the March 2023 Issue 935 of  FLYING.

The post We Fly: Airbus AS350 B2 appeared first on FLYING Magazine.

Helicopter tour operators are pushing back against flight restrictions proposed at four U.S. national parks that would affect or eliminate access to the parks by air tours.

The Helicopter Association International, or HAI, has called on its members and supporters to comment on the draft air traffic management plans published by the Nationals Park Service and the FAA, including “their reasons why the flights should continue.” The period for public feedback ends June 20.

“Both the NPS and the FAA are seeking public feedback on draft Air Tour Management Plans (ATMPs) and associated environmental assessments (EAs) proposed for four parks in two states: Hawai’i Volcanoes National Park and Haleakalā National Park in Hawaii, and Badlands National Park and Mount Rushmore National Memorial in South Dakota,” the HAI said in a statement.

“The current draft ATMPs for the two South Dakota locations eliminate all air tours; those proposed for the Hawaii sites cut air tours by 50 percent or more.” HAI added.

The group said the proposed restrictions would prevent thousands of visitors from enjoying the parks’ natural beauty and would result in some tour operations shutting down. Limiting air tour access to the parks also is likely to harm local economies, HAI said. 

“The purpose of the ATMP is to ensure that park resource values, including natural sounds, visitor experiences, wildlife, and other natural and cultural resources, are protected,” the NPS and FAA said in their statement regarding proposed restrictions at Mount Rushmore. Separate statements for each additional park contained similar wording.

The post Helicopter Tour Operators Fight Proposed National Park Restrictions appeared first on FLYING Magazine.

Any new rule targeting potential 5-G C-band transmission interference with radio altimeters in helicopters needs to balance safety with operational impact, according to Helicopter Association International (HAI).

HAI’s comments come days after the FAA issued a notice of proposed rulemaking (NPRM) regarding the impact of 5G C-band transmissions on helicopters equipped with radio altimeters, which are also sometimes called radar altimeters.

For years wireless communication companies have been pushing the need for 5G C-band transmissions to handle the increase in wireless communications. There has been concern that 5G transmissions can interfere with the operation of radio altimeters, a device on many aircraft that provides pilots with information about the proximity of the aircraft to the ground. Radio altimeters are critical in low-visibility situations.

On April 12, the FAA released the NPRM on a proposed airworthiness directive designed to protect some 1,100 helicopters in the United States from 5G interference. According to John Shea, director of government affairs for HAI, the association is carefully reading the NPRM, and looking for a way that supports both safety and the mission of helicopters.

• READ MORE: 5G Interference Potential Prompts FAA To Propose New Rule for Helicopters

“At HAI, we understand and appreciate the FAA’s responsibility to ensure safety of the national airspace system for all its users. We are committed to working with the FAA on maintaining aviation safety in a 5G environment,” Shea said.

“It is important to recognize that the degree of dependence on a radar altimeter for safe helicopter operation can vary significantly based on the type of operation,” he added. “The FAA acknowledged this fact when establishing flight restrictions in their initial [airworthiness directive] AD. The recently published NPRM further acknowledges this by presenting operators with the choice to retrofit or to continue operating under the flight restrictions.”

Shea added that HAI is in the process of reviewing the NPRM that would replace the 5G-related AD for rotorcraft, adding, “In the coming days, HAI will submit public comments on the NPRM in the federal register. At that time, we will also release a statement summarizing our positions.”

According to Shea, the NPRM “establishes an interference tolerance threshold for radio altimeters on rotorcraft. Operators who retrofit their equipment to meet the threshold will not be subject to the flight restrictions in the AD, whereas those who do not retrofit will be subject to restrictions throughout the contiguous United States.”

• READ MORE: 5G-Mitigating FreeFlight Radar Altimeters Gain Approval

The challenge, says Shea, is that there needs to be a balancing act between safety and operational impact of regulatory action, as helicopters are essential support in critical industries such as law enforcement, construction, and national security.

“Therefore, any revisions to the AD must be both effective and reasonable. Any undue financial or operational hardships imposed on the helicopter industry could have substantial downstream consequences for the vital industries and emergency response entities we serve.”

Per the FAA, the AD is for all helicopters equipped with a radar altimeter due to the potential for 5G C-band interference.

“This proposed AD would supersede a 2021 AD because the FAA determined additional limitations are needed due to the continued deployment of new 5G C-Band base stations.” the FAA states. “It requires revising the rotorcraft flight manual to prohibit certain operations that require radar altimeter data. The AD would require the rotorcraft flight manual revision on or before June 30, 2023.”

• READ MORE: Airlines Have Until 2024 To Make 5G Upgrades Under FAA AD

As previously reported in FLYING, multiple airports have Notices to Air Missions (NOTAMs) warning pilots about the potential impact of 5G transmission in their vicinity. In January 2022, the wireless companies voluntarily reduced the power of the 5G towers near airports to help protect air traffic while the industry focused on developing protections against interference.

The FAA noted that both AT&T and Verizon agreed to keep their voluntary mitigations in place until July 2023 to give the aviation industry an additional year to retrofit their airplanes with radio frequency filters.

The airlines have until 2024 to make upgrades to comply with 5G per an FAA AD. The proposed AD requires passenger and cargo aircraft in the U.S. to be equipped with 5G C-Band tolerant altimeters by next February.

The post Helicopter Industry Group Urges FAA To Use Caution With 5G NPRM appeared first on FLYING Magazine.

The rotorcraft community is pouring through the FAA notice of proposed rulemaking (NPRM) regarding the impact of 5G C-band transmissions on helicopters equipped with radio altimeters.

On April 12, the FAA published a NPRM applying to all helicopters that fly in airspace where 5G C-band interference could compromise the integrity of radio altimeters.

According to the FAA, the airworthiness directive (AD) is for all helicopters equipped with a radar altimeter due to the potential for 5G C-band interference.

“This proposed AD would supersede a 2021 AD because the FAA determined additional limitations are needed due to the continued deployment of new 5G C-Band base stations.” the FAA told FLYING. “It requires revising the rotorcraft flight manual to prohibit certain operations that require radar altimeter data. The AD would require the rotorcraft flight manual revision on or before June 30, 2023.”

According to the FAA, the AD affects approximately 1,128 U.S.-registered helicopters.

Depending on the equipment installed, some rotorcraft operators may need to install filters between the radio altimeter and the aircraft antennae to protect the radio altimeter from interference in the 5G C-band broadcast. In some cases, the addition of a filter will not be enough, and will require the replacement of the radio altimeter with an upgraded radio altimeter.

• READ MORE: 5G-Mitigating FreeFlight Radar Altimeters Gain Approval

Interested parties have until May 12, 2023 to forward their comments on the Rotorcraft 5G NPRM to the FAA.

5G Upgrades Coming

For several years now, telecommunications companies have announced intentions to increase broadcast signals to allow for faster wireless communications. 5G networks across the United States are expected to increase their signals by June as more transmission towers are built.

There is concern that the transmission from the towers can corrupt the integrity of certain radio altimeters causing inaccurate readings that could put an aircraft at risk for a collision with terrain in low visibility situations.

As previously reported in FLYING, multiple airports have Notices to Air Missions (NOTAMs) warning pilots about the potential impact of 5G transmission in their vicinity. In January 2022, the wireless companies voluntarily reduced the power of the 5G towers near airports to help protect air traffic while the industry focused on developing protections against interference.

• READ MORE: Airlines Have Until 2024 To Make 5G Upgrades Under FAA AD

The FAA noted that both AT&T and Verizon agreed to keep their voluntary mitigations in place until July 2023 to give the aviation industry an additional year to retrofit their airplanes with radio frequency filters.

The airlines have until 2024 to make upgrades to comply with 5G per an FAA Airworthiness Directive. The proposed AD requires passenger and cargo aircraft in the U.S. be equipped with 5G C-Band tolerant altimeters by next February.

FLYING reached out to the Helicopter Association International (HAI) for their perspective, but our request for comment was not answered by press time. In the past, HAI has expressed concerns that because of the widespread extent of 5G C-band signals NOTAMs saying alternative methods of compliance (AMOCs) on a case-by-case basis will not be a workable solution.

The post 5G Interference Potential Prompts FAA To Propose New Rule for Helicopters appeared first on FLYING Magazine.

A number of companies debuted at the 2023 Helicopter Association International Heli-Expo last week in Atlanta, Georgia—and a handful of familiar brands returned after a hiatus.

One of the more conspicuous was Enstrom Helicopter Corporation. The legacy marque has bounced back following a bankruptcy in early 2022 and a change of ownership mid-year. The signs are clear that they are heading in the right direction with the announcement of sales during the conference—12, to be exact.

“We came into the show with some very high sales expectations, and we are thrilled with the results,” said Dennis Martin, vice president of sales and marketing for Enstrom.

The company credits the sales in part to new features incorporated into the tested designs, such as an integrated flight deck adding glass panels on both the 480B and 280FX models. The new 480B first flew again in January this year.

• Read More: Following Bankruptcy, Enstrom Helicopter Corporation Is Resurrected

“Enstrom helicopters will also be equipped with a brand-new interior as well as having a signature paint scheme by the renowned artist Dean Loucks,” said the company in a statement.

”I’ve meet with many people this week who have come to our booth expressing interest in our aircraft and even more who have said how happy they are to see that Enstrom’s back and how excited they are that we’re manufacturing helicopters again,” said Chuck Surack, now owner of Enstrom Helicopter Corporation, based in Menominee, Michigan. Surack Enterprises purchased the company in May 2022.

The post Enstrom Shows Off New Team, Latest Models at Heli-Expo appeared first on FLYING Magazine.

Boeing (NYSE: BA) said it will begin building the first 13 MH-139A Grey Wolf helicopters under a $285 million contract with the U.S. Air Force for aircraft and support services. 

The helicopters are slated to take over nuclear security roles currently performed by aging UH-1N Iroquois models.

“Advancing the program from testing and evaluation to production is a major step toward entering the MH-139 into service and providing the U.S. Air Force with additional missile security for decades,” said Azeem Khan, Boeing’s MH-139 program director. “We are working diligently to begin deliveries next year.”

Boeing said the MH-139A incorporates enhanced capabilities that allow it to accomplish missions more quickly, quietly, and efficiently than the aircraft it is replacing. Improvements include a 50-percent increase in speed and range, and an increase of 5,000 pounds in its maximum gross weight.

• READ MORE: Air Force Begins Testing ‘Huey’ Replacement Helicopter

The team producing the MH-139A includes Boeing, the prime contractor, and Leonardo, the original equipment manufacturer. Leonardo will build the helicopter at its plant in Philadelphia, Pennsylvania, while Boeing will procure and install additional military equipment and provide support for the aircraft after delivery.

“My teammates at Leonardo, together with Boeing, are eager to continue our partnership and ensure the success of the MH-139A program,” said Clyde Woltman, CEO of Leonardo Helicopters U.S.

The post Boeing To Begin Producing MH-139A Grey Wolf Helicopters appeared first on FLYING Magazine.

Last year marked another step up in shipments for Robinson Helicopter Company, with the light helicopter OEM marking a total of 258 units delivered. 

In a press conference at the Helicopter Association International Heli-Expo in Atlanta on Tuesday, company president and CEO Kurt Robinson reported on the strong sales as well as other current issues—including the lack of availability of unleaded aviation fuels for testing in its aircraft.

Robinson nearly doubled production of its single-engine turbine R66 model over the past three years, with a total of 101 units going out the door in 2022 versus 54 in 2019. Those numbers helped make up for the drop in R22 Beta II sales over the past year, which went from 33 in 2021 to 15 in 2022. 

Three versions of the R44 series—the Cadet, Raven I, and Raven II—made up 125 units in 2021 and 142 in 2022, a roughly 14 percent increase. 

As for new models in the future, Robinson didn’t reveal any details but said, “There are a variety of areas that we are looking at…that we are working on. Most of it…is incremental…and you’re putting together a package for down the road.” Diesel-powered models have potential, as well, but problems remain to be solved.

Unleaded Avgas for R44 Raven II?

Robinson has been working on testing unleaded avgas in its aircraft since 2014. “Currently with our fleet, the R22, the R44 Raven I and the Cadet, which operate on the O-540—a parallel-valve engine—are all approved to fly on 91UL or 94UL,” said Robinson. “The R44 Raven II—with the fuel-injected IO-540 high-performance angle-valve engine—is not.”

“And we are working with different manufacturers and continue to work with Lycoming to develop a solution,” Robinson continued. “This whole area remains a top priority, and one of the reasons why I bring it up here and now is because we are seeing just a lot of misinformation. We get letters, people contacting us from various municipalities, saying we understand 100 [octane] unleaded aviation fuel is available, and I can tell you as we get into the market and are watching very closely that at the current time there is not an unleaded 100 octane aviation fuel currently being distributed.

Not Here Yet…

“From my understanding, it’s still going to be a while,” said Robinson. “We’re in California, so whether we like it or not, we tend to be on the leading edge. This is something that needs to be solved, and it’s only going to happen with everybody working together.

“I am optimistic that we’re going to find a solution, but it’s certainly going to be before 2030.”

As for sustainable aviation fuel for its R66 Rolls-Royce turbine-powered model, the news is better. “In the summertime, we actually got a fuel load, a tank load, of sustainable aviation fuel—it was 25 percent,” said Robinson. “[We] ran it in our aircraft, and I think the amount that we were able to put in the tank, it lasted for about a month and a half.” The company ran all of its production flights and safety courses on the SAF. “We had no issues whatsoever. It ran really well.” The manufacturer hasn’t tested higher-percentage blends yet, but Robinson anticipates those will also go smoothly.

“The amount that we had to buy was definitely more expensive than the standard, but we wanted to make sure that there wasn’t any issue and it could be used in our aircraft.”

The post Robinson Reports Shipment Increase, Plans Leadership on Alternative Fuels appeared first on FLYING Magazine.

Bell Helicopters has notched another key sale for its Bell 429 model, with the signing of a contract with its independent representative, World Aviation, based in Málaga, Spain. The deal puts the aircraft into the hands of a private owner who will operate the helicopter in the Costa del Sol region of the country.

Now totaling 90 units delivered in Europe, the Bell 429 has hit the mark with corporate VIP customers, including operations in the French Riviera and the French Alps by Helisecurite, Wucher Helicopter in Austria, Starspeed in London, Greece, and Cyprus, and in Switzerland by HeliAlps, Airport Helicopter, Air Zermatt, and Centaurium Aviation.

“Those seeking an aircraft that offers class-leading transport, speed, smoothness, and superior passenger experience needn’t look any further than the Bell 429,” said Alberto Delgado, CEO of World Aviation. “We’re thrilled to be facilitating the purchase of the first Bell 429 in Spain and we’re confident that both passengers and pilots will be delighted by the premium experience this aircraft delivers.” World Aviation was founded in 2014 and provides pilot training, maintenance, and engineering services in addition to transportation.

“The Bell 429 is continuing to showcase its breadth of abilities for our European customers—from mountain rescue in the Swiss Alps to law enforcement in Sweden and soon passenger transport in the Costa del Sol,” said Patrick Moulay, senior vice president of International Sales for Bell. “The combination of twin engines, IFR capability, and Bell’s BasiX-Pro integrated avionics means the 429 is able to fly in more locations and in a wide range of weather conditions, making it a highly versatile aircraft for the corporate VIP mission in Europe.”

The Bell 429

The 429 model is powered by twin Pratt & Whitney PW-207D1/D2 engines, electronically controlled, and cruises in level flight at speeds up to 155 knots. It will carry one pilot plus up to seven passengers, or operate to a range of up to 411 nm or a total endurance of 4.5 hours.

The flight deck features:

• Single-pilot IFR capability (with a dual-pilot option)
• Automatic flight control system (AFCS) featuring redundant digital flight control computers (FCCS) and providing 3-axis or 4-axis capability
• Engine indication and crew alerting system (EICAS)
• Other aircraft systems interfaces, warnings, cautions, aural alerts, and automated performance features are provided through the remotely located aircraft data interface unit (ADIU)
• Bell’s patented power situation indicator (PSI) gauge
• Communication, navigation and surveillance system: Garmin GTN-750/650 NAV/COM/WAAS GPS

The post Bell 429 Notches Another Corporate VIP Sale From World Aviation appeared first on FLYING Magazine.

The popular Airbus H125 will move into IFR operations following a joint project between the OEM and avionics manufacturer Genesys Aerosystems. The pair announced the plans at the Helicopter Association International Heli-Expo in Atlanta on Wednesday.

The single-engine turbine H125 follows on from the Eurocopter AS350 B3 model. The earlier AS350 B2 model is featured on the cover of the March 2023 edition of FLYING.

The Genesys Helicopter Suite comprises dual IDU-680 EFIS displays, a Genesys VHF NAV/COM aircraft digital radio, a Genesys IFR helicopter autopilot, dual redundant ADAHRS, dual GPS/FMS, and other equipment as required to achieve IFR certification. The DO-178C Level A, IFR certified, IDU-680 displays utilize high-resolution LCD glass and can depict 3D synthetic vision, highway-in-the-sky (HITS), enhanced HTAWS terrain awareness, an integrated FMS, and hover vector features.

Airbus and Genesys plan to complete the supplemental type certification process by the second half of 2024. The STC will be used for factory new deliveries in North America, with other approvals to follow in countries allowing for single-engine rotorcraft IFR operations.

“Genesys is excited to partner with Airbus to offer an avionics solution to the H125 that allows an affordable option for IFR operations,” said Jamie Luster, director of sales and marketing for Genesys Aerosystems. “We expect the IFR option to be a popular choice in civil and special mission applications.” 

“The H125 remains an unrivaled product thanks to its continuous improvements,” said Jérome Ronssin, head of light helicopters programs at Airbus Helicopters. “This new IFR feature will expand the helicopter’s mission capabilities in all weather conditions especially for critical missions such as public services, including Law Enforcement and EMS, and enhanced training. 

“The choice to partner with Genesys was made based on their extensive experience in designing state-of-the-art avionics and in particular their experience certifying platforms for IFR operations,” Ronssin concluded in a statement. 

The post Genesys, Airbus To Partner on IFR AStar appeared first on FLYING Magazine.

One of the most challenging aspects of operating a flying business is keeping track of the paperwork. Business owners have to document the aircrew’s training, qualifications, and certifications, and make sure that the business complies with FAA requirements.

The Helicopter Association International (HAI) is partnering with the Helicopter Institute of Fort Worth, Texas, to make these tasks easier with the new HAI Flight Training and Checking Program. Members can choose to have the Helicopter Institute manage all aspects or one part of the business as needed.

“We make it as easy as possible,” says Randy Rowles, owner of Helicopter Institute and member of the HAI Board of Directors. “The program is customizable across multiple pilots, aircraft types, and missions. One contract covers everything.”

According to Rowles, because the program is approved and accepted by insurance underwriters, it can streamline flight training, checking, and an annual insurance review into one event, dramatically reducing the time operators spend on compliance.

The Helicopter Association International is a professional trade association for the global helicopter industry representing more than 1,100 companies and over 16,000 industry professionals in more than 65 countries. The HAI member-exclusive program includes a special member discount and meets FAA OpSpec A031 requirements for third-party contract training and checking.

Helicopter Institute experts are able to oversee all training and evaluations, as well as scheduling, tracking, and verifying pilot proficiency and competency.

Helicopter Institute also offers training and testing services at the member’s location or at Helicopter Institute’s training center in Texas. HAI members also have access to Helicopter Institute’s rotorcraft fleet, which includes aircraft from Bell 206 family, such as the JetRanger and LongRanger; Bell 407 GX, GXP, GXi, GT, and HP versions, Bell 505 Jet Ranger X; Airbus AS350/H125; MD Helicopters MD500 series; and the Robinson R44. The aircraft are available for training and check rides, and Helicopter Institute can provide ground and flight instruction and make available traveling designated pilot examiners (DPEs) for check rides under both Part 61 and Part 141.

“With the new HAI Flight Training and Checking Program, members can keep their aircrews flying. They will not be grounded waiting for a check ride or because a pilot does not have the proper type rating or missed recurrent training,” says James Viola, president and CEO of HAI. “It really is a fast pass through all things training and checking.”

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A new flight management system lies in store for a list of Sikorsky helicopters used in military applications. At the 2023 Helicopter Association International Heli-Expo in Atlanta on Tuesday, CMC Electronics and Sikorsky announced their contract to provide CMC’s CMA-2028MC FMS to several Sikorsky models, including the UH-60M, HH-60M, HH-60W, S-70i, and the S-70M.

Both U.S. military and international operators will take delivery of the updated helicopters, including the U.S. Army and U.S. Air Force, to perform missions such as search and rescue, troop and personnel transport, medevac, disaster relief, aerial firefighting, and border patrol.

The CMA-2028MC integrates radio management along with the FMS functionality. Its reduced weight, low cost, and small size make it a flexible choice for the range of Black Hawks it is intended to serve.

Brad Nolen, vice president, sales and marketing, said in a statement, “Sikorsky and CMC have been collaborating for more than 25 years to ensure that the Black Hawk flight management system provides a highly reliable navigation solution with the capabilities needed to enable war fighters to complete crucial missions and save lives. CMC is excited to partner with Sikorsky on this latest program.”

CMC Electronics is based in Montreal, Quebec, while Sikorsky—now a Lockheed Martin company—is based in Stratford, Connecticut.

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Avidyne and Innovative Solutions & Support have announced the debut of the Helix integrated flight deck for helicopters, with an initial application in the Sikorsky S76++. 

The Helix uses IS&S’s 10.4-inch flat panel displays in concert with Avidyne’s Helios flight management system to modernize legacy helicopters. Other features include 3D synthetic vision, electronic charts, ADS-B weather and traffic, and SBAS/LPV capability. The new system will be on display this week at the Helicopter Association International’s Heli-Expo in Atlanta, Georgia.

Avidyne sees the platform as providing a well-priced upgrade with “significant value over anything currently available in the marketplace,” according to John Talmadge, Avidyne’s vice president of worldwide sales.

“Avidyne and IS&S have put together a solution that is designed and targeted to extend the life of the large number of legacy helicopters still in operation, including the S-76C++, the Blackhawk, the AW109 and more,” he added in a release. “We are excited to be working alongside IS&S to develop Helix, which will give new life to these airframes at a cost that won’t break the bank, and that provides operators a whole host of new capabilities while dramatically improving reliability and dispatchability.”

PHI To Be Systems Integrator

PHI of Lafayette, Louisiana, has agreed that its MRO Services department will be the initial systems integrator for the Helix flight deck in the S76++.

“We are happy to have Avidyne and IS&S as avionics OEM partners for systems integration and support of their new Helix flight deck,” Tom Neumann, president of PHI MRO Services. “We see the Helix system as a terrific upgrade solution for helicopter operators facing legacy avionics obsolescence issues, and who want to improve reliability and dispatchability of their fleet.”

Avidyne intends to expand the Helix into other rotorcraft applications, and plans to continue its partnership with PHI on those projects.

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