Helicopters Canada July August 2010

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July/August/September 2010 Volume 31: Issue 4

Cover Story Catching On! pg 20

depaRtMents

4 6 8

The power of innovation Canadian industry news Respecting the 'Golden Hour'

Editorial

On the Fly

MacDonald

10 11 34

Getting it right In the line of fire Pilot pay packagesCoVeR

Dixon

Bellamy

Armstrong

The Katz family fishing excursion made possible by West Coast Helicopters.featuRes

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The AgustaWestland AW-139 would be a worthy option for the Canadian Coast Guard when it renews its fleet.

Angels From Above

High-tech Mission Kits pg 16

15 16

Honeywell survey shows modest growth for 2010. Canadian aerial policing units have plenty of high-tech tools in their arsenals. Mike Minnich checks it out.

Seeking New Heights

High-Tech Mission Kits

20

B.C.s West Coast Helicopters has beefed up operations and is tackling a variety of new challenges.

Catching On!

24

The CH-47 Chinook continues to set the pace as a strong Canadian connection.

A Versatile Leader

A Versatile Leader pg 24

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Building a Top Shop

If everyone is thinking alike, then someone isnt thinking3

George S. Patton

July/August/september 2010 HeliCopteRsmagazine.com

editoRial

the Power of innovationMatt niCHolls

Working to Find a Winning Formulasays the consortium fills a significant void in Canada, helping to advance aerospace technologies while building strong relationships between Canadian and international oEMs, and Canadian material, equipment, component and software suppliers. Its a unique partnership he suggests could set a precedent for product development partnerships in other areas of the aerospace industry. Weve been attempting to put together in Canada a national consortium to run collaborative projects for the last eight or nine years, McKay says. There have always been some great discussions between our industry partners, but weve never been able to put a package together that will financially support it. Thanks to the Boeing organization, it provided the financial commitment needed and got government agencies and industry partners involved to participate in putting this together. pete Hoffman, Global research and development strategy director for Boeing research & Technology, concurs, stating the partnership is part of our long-term focus of working together with industry, universities and research organizations to advance Canadas role in providing high-technology, high-quality materials and components for the aerospace industry.

ountless examples in the corporate world of late remind us an organizations success lies not only in its ability to respond to its customers needs, but also in identifying growth opportunities and creative ways to overcome challenges. such an approach is pertinent for all aerospace manufacturers and rotary- and fixed-wing operators, but it can be even more effective when companies pool resources to share ideas. This is precisely why the formation of the Canadian Composites Manufacturing research and development consortium (CCMrd) in early June is so noteworthy. The partnership brings together major aerospace companies and small- to medium-sized enterprises to develop and transform the latest technical and academic knowledge into practical solutions to enhance Canadas global competitiveness. Formed in co-operation with the Composites Innovation Centre (CIC) in Winnipeg, national research Council Canadas Institute for Aerospace research (nrC-IAr) in ottawa, and The Boeing Company, the partnership includes leading aerospace companies from across the country including: Quebecs Bell Helicopters and Avior Integrated products; ontarios Comtek Advanced structures; Convergent Manufacturing Technologies and profile Composites in British Columbia; and Manitobas Bristol Aerospace, a division of Magellan Aerospace ltd., and Cormer Group Industries Inc.

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sHoWinG no boundaRiesExploring new frontiers in the Canadian Aerospace industry was also front and centre at the on the Wings of Innovation Conference in Windsor, ont., June 4-6. The event brought together some 120 experts from more than 40 organizations to showcase advanced technologies and share ideas for future growth. rod Jones, executive director of the ontario Aerospace Council, said the event was about getting the thought processes going and thinking of new ways to meet the challenges of tomorrow. Finding creative ways to innovate and diversify operations is a running theme throughout this issue of Helicopters, particularly in Bill Tices cover story profiling B.C.s West Coast Helicopters (Catching on!, pg. 20). The story illustrates how proper r&d coupled with the courage to implement new ideas helped transform the operation into a strong, diverse, more competitive business. Its a challenge many operators face every year. striving to innovate and a creative, fearless approach its a winning formula for rotary- and fixed-wing operators, and all Canadian aerospace manufacturers. At Helicopters, we look forward to highlighting the partnerships and accomplishments of all Canadian aviation companies in this and future issues.

The event was about thinking of new ways to meet the challenges of tomorrow.The CIC will play an administrative role in the mix, while member companies will participate in carrying out projects across the country. The nrC-IAr acts as technology advisor, and Boeing will provide financial support, project guidance and technology organization. The CCMrd is also in line with Canadas Industrial & regional Benefits (IrB) policy and plays an integral part of Boeings IrB program associated with the Canadian Forces acquisition of 15 CH-147 Chinook medium-to-heavy lift helicopters (for more on the CH-147 Chinook, see A Versatile leader pg. 24). sean McKay, executive director of Canadian Composites r&d Inc.,

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HeliCopteRsmagazine.com July/August/september 2010

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ornge Adds to Its Fleet

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ntarios ornge EMs has taken delivery of the first of 10 AW-139 medium twin helicopters. produced at the AgustaWestland production facility in philadelphia, pa., the helicopter is equipped with an advanced full aero-medical interior and is the first EMsconfigured AW-139 in north America featuring the Full Ice protection system (FIps) for flights in known icing conditions with real all-weather capability. The delivery of the aircraft follows the recently achieved TCAA certifications for the FIps system with EAsA and FAA certifications already achieved. The AW-139 is the first helicopter in its weight category to receive FIps Certification. We are proud to deliver the best medium twin helicopter for emergency medical service duties to such a leading aeromedical operator and to the benefit of the large community they serve, said lou Bartolotta, executive vice-president of marketing and sales, north

Ontarios Ornge EMS service will be that much more efficient with the addition of the AgustaWestland AW-139 medium twin helicopter. America. The AW-139 will enable ornge to significantly enhance its operational capabilities thanks to outstanding performance, dedicated mission tools and a state-of-the-art deicing system which is a first on the world helicopter market. This ensures ornge will successfully accomplish the mission of saving lives even in the most demanding weather conditions when other types would be confined to the hangar. dr. Christopher Mazza, president/CEo of ornge, said the new helicopters will play a significant role in the ongoing efficiency and success of the EMs operation. As innovators in transport medicine, ornge is always in pursuit of cutting-edge advances in aviation that will positively impact our efforts to deliver excellence in patient care, he said. We believe the FIpsequipped AW-139 represents a major step in that advancement, and we are proud to be the first system of our kind in north America to take receipt of one. With greater ability to respond to our environment through FIps, as well as the many other capabilities and features of the AW-139, this helicopter will provide our pilots, paramedics and patients with unparalleled safety and operational flexibility in the sky. The AW-139 is capable of carrying up to four litters and four medical attendants, in the most spacious cabin and with the best power reserve of any other helicopter in the medium twin-engine class. For more on the AgustaWestland AW-139, see Angels from Above, pg. 12.

skYtRaC sYsteMs pRoVides suppoRtSkyTrac Systems of Kelowna, B.C. will provide flight support in July for a HeliVenture between Belgium and Southern California. The historic trip will cover more than 9,000 nautical miles over the North Atlantic Ocean and across the North American continent. Crewing the R44 Clipper II will be pilot Paul Bossens of Micro Matic Research (MMR) and co-pilot Peter Koekelkoren. It marks the second endeavour after a 2007 attempt was unsuccessful due

to mechanical difficulties. SkyTracs DSAT-300 was chosen for its portability, battery life, and ease of use. After receiving various demo versions of flight following software programs, it was clear SkyTrac was the best choice for us, Bossons said. It is easy to use, has a choice of different maps and is usable from every computer connected to the Internet.

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Cae adds new executive

Keyvan Fard has been named Executive Vice President of Business Development and OEM Alliances at Montreal-based CAE Helicopter Solutions. CAE is a world leader in providing simulation and modelling technologies and integrated training solutions for the civil aviation industry and defence forces around the globe. The company has annual revenues exceeding $1.5 billion and employs more than 7,000 people at more than 100 sites and training locations in more Keyvan Fard than 20 countries. In line with CAEs strategy to expand in the helicopter market, Fard will also assume the position of president of CAE. He also becomes a member of CAEs executive committee. The newly created position is meant to help expand and generate lasting original equipment manufacturer (OEM) relationships and business alliances across the civil and military segments. Fard has a strong background in the aerospace industry. He worked at Pratt & Whitney Canada for 30 years, where he assumed positions of increasing responsibility in engineering, customer support and marketing organization.

HELICOPTERS MAGAZINE P.O. Box 530 105 Donly Drive South Simcoe ON N3Y 4N5 Tel.: 519-428-3471 Fax: 519-429-3094 Toll Free: 1-888-599-2228 Website: www.helicoptersmagazine.com EDITOR MATT NICHOllS e-mail: [email protected] 416-725-5637 ASSOCIATE EDITOR ANDREA KWASNIK e-mail: [email protected] 519-429-5181 1-888-599-2228 ext. 238 PRODUCTION ARTIST GERRY WIEBE CONTRIBUTING WRITERS KENNETH ARMSTRONG, MICHAEl BEllAMY, JAMES CARElESS, PAul DIxON, NEIl MACDONAlD, MIKE MINNICH, PETER PIGOTT, KENNETH SWARTz, BIll TICE, STEFANIE WAllACE, BlAIR WATSON ACCOUNT MANAGER RYAN CulVER e-mail: [email protected] 519-429-5182 1-888-599-2228 ext. 273 SALES ASSISTANT lAuRA PRICE e-mail: [email protected] 519-429-5179 1-888-599-2228 ext. 240 ASSOCIATE PUBLISHER AlISON DE GROOT e-mail: [email protected] GROUP PUBLISHER/EDITORIAL DIRECTOR SCOTT JAMIESON e-mail: [email protected] PRESIDENT MIKE FREDERICKS e-mail: [email protected] RETuRN uNDElIVERABlE CANADIAN ADDRESSES TO ANNEx PuBlISHING & PRINTING INC., P.O. BOx 530, SIMCOE, ON N3Y 4N5 CANADA. email: [email protected] Published five times a year by Annex Publishing & Printing Inc. Printed in Canada ISSN 0227-3161 CIRCULATION e-mail: [email protected] Tel: 866-790-6070 ext 208 Fax: 877-624-1940 Mail: P.O. Box 530 Simcoe, ON N3Y 4N5 SUBSCRIPTION RATES Canada 1 Year - $25.00 (includes GST - #867172652RT0001) uSA 1 Year $35.00 Foreign 1 Year $45.00 Occasionally, Helicopters magazine will mail information on behalf of industry-related groups whose products and services we believe may be of interest to you. If you prefer not to receive this information, please contact our circulation department in any of the four ways listed above. No part of the editorial content of this publication may be reprinted without the publishers written permission 2010 Annex Publishing & Printing Inc. All rights reserved. Opinions expressed in this magazine are not necessarily those of the editor or the publisher. No liability is assumed for errors or omissions. All advertising is subject to the publishers approval. Such approval does not imply any endorsement of the products or services advertised. Publisher reserves the right to refuse advertising that does not meet the standards of the publication. Helicopters Magazine is a corporate member of theHelicopter Association of Canada

Canadian Helicopters Grows, Adds nampa Valley Helicopters Inc.

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anadian Helicopters has acquired, through HeliWelders Canada ltd., nampa Valley Helicopters Inc. for Us$6.7 million. Based in Boise, Idaho, nampa specializes in the repair and overhaul of Eurocopter dynamic components. nampa is also recognized as an American Eurocopter service centre and is certified by the U.s. Federal Aviation Administration and the European Aviation safety Agency. nampa will be managed by the current management of Heli-

Welders, with assistance from the current management of nampa to ensure a smooth transition. nampa, which is known for high quality work, is an excellent fit with Heli-Welders as both focus on Eurocopter products, including the popular As-350 and niche As-355 aircraft: HeliWelders on the airframe and nampa on the dynamic components. The As-350/355 series has achieved significant market penetration throughout the world with a growing fleet of approximately 4,000 aircraft, 47 of which are currently operated by

Canadian Helicopters, said don Wall, president and chief executive officer of Canadian Helicopters. This transaction builds on previous efforts towards increased diversification for Canadian Helicopters into a niche that is less seasonal, and less dependent on flight operations. Founded in 2004, HeliWelders is a langley, B.C.-based airframe repair business primarily specializing in Eurocopter As-350/355 aircraft. CHl acquired a 49 per cent interest in Heli-Welders in April 2009.

Guardian Mobility Gets Brazilian Certification

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razil aviation authorities have granted ottawa-based Guardian Mobility a Brazilian supplemental Type Certificate (CHsT) for its line of Guardian 3 flight tracking products on Eurocopter As-350 and As-355 model aircraft. This CHsT will complement

existing FAA and Transport Canada sTCs on the same model aircraft, used by operators worldwide. numerous Brazilian operators have awaited this certification to complete their fleet-wide deployment of Guardian 3 products for reasons of increased safety, fleet visibility and operational efficiencies. This certification is one of a number of investments that we are making to support our customers in Brazil. our recent decision to offer customer support in portuguese has generated a positive response from the market. The certification has been granted as a result of Brazilian

operators increased use of and interest in Guardian Mobility products, and will give operators access to real-time and historical Gps aircraft tracking information through a secure web-based map. The Guardian 3 product family includes Gps tracking devices for both the Globalstar and Iridium satellite networks to suit aircraft operators needs, and it offers a variety of antenna and device configurations for portable and mounted installations. operators can configure tracking options, and flexible airtime packages are designed with the needs of aircraft operators in mind.

Helicopters Magazine is an associate member of the following Canadian aviation associations:

Canadian Owners & Pilots Association

Air Transport Association of Canada


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ColuMn

Respecting the golden hourneil MaCdonald

Why Heliport Classification Is a Growing Concernsimplified, means no obstacles in the defined area. so, why is this so important? The question is, how many suitable patient-carrying helicopters are out there today that can meet H1 classification standards? The answer? not many. This is not simply a one-dimensional, helicopter performance issue. some heliports were originally built to a H2 or H3 standard, only to have trees or new buildings intrude into the defined area. This came to light recently in British Columbia when a couple of hospital heliports were classified H1, and could no longer accept some helicopters the government had contracted medical services for. The result is some critically injured patients are being transported by helicopter or fixed-wing to an airport, then ground transported to or from the hospital clearly falling outside the Golden Hour. This caught the attention of the Truck loggers Association (TlA), the official voice of independent forest contractors in B.C.s coastal region. don Bendickson, current past president of the TlA and a logging contractor out of Campbell river, is quite concerned. We do not want to see a situation where regulations increase the time it would take for an injured logger to get treatment at a hospital, he said. Closing a hospital helipad to all but multi-engine helicopters would do just that. Michael Essery, director, Airevac/Critical Care Transport program for the British Columbia Ambulance service, agrees. We use helicopters to provide scene call response, and to transport critically unstable patients, he said. It will not help a patient if we have to drive 1/2 hour to an airport rather than transport them directly to the hospital. The situation is not ideal, but we are still safe, and feel we have always been safe. Given the new classification standards for heliports, it presents an interesting argument: are we doing all we can to assist the critically ill? Im not so sure. Are we placing that group at risk to make another, the general public, safer? And is this not the same group? Maybe its time to get all members of the team together to work out the issues arising from heliport classification and how it affects the critical Golden Hour. Neil MacDonald is a lawyer with Harper Grey LLP practising in aviation , law. He holds an ATPL-H, and flies as an air ambulance captain on helicopters in [email protected]. This is not a legal opinion. Readers should not act on the basis of this article without first consulting a lawyer for analysis and advice on a specific matter.

r. r. Adams Cowley coined the Golden Hour in the mid-1960s, and it refers to the concept that a critical trauma patient needs to be transported to a qualified trauma team within 60 minutes of injury or risk death from shock or its complications (roy r. Banks, d.o., Triangle of death, May 2002, JEMs). Today, most would agree the critically injured will benefit more from early care intervention than not. This is a significant concern in rural settings where hospitals serve a larger area. With this in mind, how are we doing here in Canada? Are we getting our critically ill to a hospital inside the Golden Hour? The answer is, well, sometimes. It takes quite a team to make this happen: paramedics, hospitals, health authorities, doctors and nurses, Transport Canada. I may have caught you by surprise here, but TC does have a role in ensuring critically ill patients arrive at a hospital in time to save their lives. TC is the regulator that oversees heliport certification. Heliports must meet certain standards in order to be able to accept helicopter traffic. Heliport operators themselves have to satisfy TC that the heliport conforms to those standards. This is not new, and theres no need to go into detail here. In fact, Blair Watson chronicled this very well in the Jan/Feb 2008 issue of Helicopters. Heliport operators (hospitals, or perhaps more appropriately, regional health-care authorities) use TC standards when designing a heliport. They stick to these standards where they should, use the

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Are we doing all we can to assist the critically ill? Im not so sure.

proper lighting, put up a windsock to attract helicopters. They do all that is required in the regulations. TC comes out, has a look, and classifies (non-instrument heliports) as H1, H2, or H3 depending on certain criteria relating to performance capabilities of the servicing helicopters. The problem is once this happens, operators may believe they can receive any helicopter transporting a patient. But this is not the case. An H1 classification means the heliport can only be served by multiengine helicopters capable of maintaining at least 4.5 metres (15 feet) above obstacles, in a defined area, with one engine inoperative. H2 classification is limited to multi-engine helicopters, while H3, over-

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getting it Rightpaul dixonwrite this column on the last day of May, as oil continues to spew into the Gulf of Mexico from the deepwater Horizon with no apparent end in sight. With the top-kill having failed, there is speculation that it may be well into August before the well can be contained. once the well is plugged or somehow brought under control, the cleanup will take years and it will be generations before the eco-systems recover. This will all pale in comparison to the time, effort and money that will go towards apportioning blame on one side and ducking responsibility on the other. so, what does this have to do with commercial aviation in Canada? let me connect the dots. Already, blame is being laid on various systems at every level, from front-line production to the highest levels of government; as in the system failed. Every day, the mainstream media gushes forth about system failures across our society legal, health-care, education, etc. These systems are often spoken of in terms that imply they exist as living organisms, capable of autonomous action and independent thought, so that when they fail they do so of their own free will in a manner that could not be predicted or foreseen. But, nothing could be further from the truth. systems, no matter how complex or simple in nature, are merely an extension of the people who design, operate and maintain them. When a system fails, its because one or more people either did something they werent

How the Deepwater Horizon Disaster Connects to Aviationtechnology while lacking the knowledge that only comes with experience to anticipate problems and the skills required to extricate themselves from situations when they do develop. Tony Kern talked about the human factors, questioning how a probationary first officer, flying with a captain she had just met for the first time, could be comfortable enough to be texting on her cell phone as the aircraft was taxiing, five minutes from takeoff. Human factors, attitude, positive or negative (bad) the reality is, an aircraft either has a positive attitude or a negative attitude. nothing good comes from a negative attitude, as a review of TsB and nTsB reports will confirm. The same applies to the human side of the equation. Corporate attitude flows to the boardroom and fuels the frontline operations. An organization can have all the systems, processes, policies and protocols in place; meet or exceed every possible regulation. But, that is only the beginning it has to be the way the organization lives and works. There is only one way to do things, whether its running a multimillion-dollar business or changing a bicycle tire the right way. All too often, we hear that common refrain about how there isnt enough time to do the training or inspections. If you dont have time to do things right the first time, when will you ever have time to fix it? The deepwater Horizon is beyond fixing. In aviation, you cant provide inexperienced and marginally qualified pilots with any degree of training after the crash. If you do it right the first time, theres a good chance you will never have to fix it, because it wont be broken. To use a sports analogy, things may bend and they may stretch, but they wont break. To continue with the sports analogies, you will only play as well as you practise. The biggest talent that top-flight professionals such as Wayne Gretzky and Michael Jordan had, apart from an extra-large dose of raw ability, was their willingness to practise longer and harder than anyone else. They didnt practise the things they did well, they practised the things they didnt do well. They acknowledged their own shortcomings and worked hard to overcome them. In the sporting world, the gap between success and failure can appear frustratingly slim, but theres always next season. In the real world, there may be no alternative to success.

i

safety culture starts at the very top of the organization it can never be driven up from the bottom.

supposed to do or failed to do what they were supposed to do. At this years CHC safety summit in Vancouver, several speakers referenced the February 2009 crash of the Colgan Air dHC-8-400 outside Buffalo, n.Y. doug Weigman talked about a corporate safety culture (which would be the human side of a sMs), defining it at the personal level as the way you behave when no ones watching and from the corporate level as a leadership issue. The main message? safety culture starts at the very top of the organization it can never be driven up from the bottom. Gene Cernan spoke of inexperienced pilots as being too reliant on

Paul Dixon is a freelance photojournalist living in North Vancouver.

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in the Line of FireMiCHael bellaMYramp attendant in Winnipeg once sardonically described our fuel stop as the Great Canadian Air race. Yes, its an annual pilgrimage: helicopters hopscotching from airport to airport, crossing the country in a quest for rising fire indices. This annual aerial firefighting migration may end in dryden, Kamloops, or any centre with a valuable forest to protect and has become a Canadian summer icon. And among the pilots and engineers who crew these ships, a strong camaraderie exists, for every summer they abandon their home and families to chase fires. The helicopter is at times very demanding of a pilot and never more so then when fighting forest fires. Caught up in the clamour of frenzied calls on the radio, its often a users fight for coherency. We want to respond, but thats what we are there for, to be effective in controlling the fire. The helicopter is the quickest resource that forestry has to subdue a fire and thats our mandate. The goal is not to put out the fire a tanker or helicopter will never do that but hopefully we can prevent the fire from spreading until the firefighters on the ground can get to it. That being the task, we strive to get the bucket filled to capacity and on target as fast as possible. It also begs the question, why does the B.C. Forestry constantly demand a bucket on a long line when experience has taught us this impedes the effort on both counts? I have heard how the long line does not fan the fire, when in fact the opposite is true. A medium manoeuvring in the hover with a 100- or even a 130-foot line (30.4- to 45.7 metres)

Aerial Firefighting Is a Tie That Bindsemulate what nature does best make it rain. The reality is, what is already burning is lost, so its best to deny the fire further fuel. Hovering with a long line, beating the tree tops with rotor wash and then concentrating the load in one spot is just asking for trouble. As one retired B.C. forest officer told me, it makes no sense to inflict water erosion on a few square metres when the fire is spreading rapidly in all directions. A concentrated drop directly into a pocket of intense flame soaks some charred logs, but also blows the fire out the sides into dry fuels. Im also beginning to suspect flying with a bucket directly on the hook is becoming a lost art. It requires considerable skill and experience to be accurate, but once learned, the helicopter becomes a safer, faster and much more effective tool in slowing the advance of a fire. There are pilots whose long-line skills are almost perfect; however, far too many accidents are directly attributable to slinging a bucket in this way. settling with power, a scenario pilots encounter more often than they like to admit, and the inadvertently losing visual reference in dense smoke compounded by the lack of basic flight instruments on the left side, are two common hazards. numerous machines milling about in dense smoke is bad enough, but when pilots are restricted to only looking out the long-line bubble on left side, its just a matter of time before the inevitable happens. Insisting on using a long line no matter what the task pressures pilots without developed or current skills into often dangerous situations. long days, high temperatures, erratic schedules and a radio system that constantly deluges a pilots ears with the clashing of repeater switching can create an incredible fatigue factor. Add to that specious knowledge with jurisdiction over a helicopters potential, and exasperated pilots may base their contribution on the hour meter and not the fire. I appreciate the long line and advocate its use when conditions warrant, but a pilot should always have the autonomy to decide how best to employ his or her helicopter. Most have gained extensive fire experience and perhaps the B.C. Forestry should start capitalizing on this resource. Corporations that recognize and encourage employee expertise seldom fail; there is just too much enthusiasm for the task to even entertain the thought. This is Michael Bellamys debut column for Helicopters. The native of Spruce Grove, Alta., has been flying fixed- and rotary-aircraft in a variety of capacities since 1971, and is an accomplished author of other books, including Crosswinds.

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Corporations that recognize and encourage employee expertise seldom fail.

generates substantial downwash. Helicopters fitted with tanks are embraced by the Forestry, yet a bucket suspended 7.4 metres below the helicopter is spuriously regarded as no longer effective. The long line certainly has its advantages when dip sites are confined or when the fire crew need you to fill a port-a-Tank deep in the trees. But when trying to arrest an active fire, or during initial attack, the long line impedes the helicopters potential. The primary task for the bucket on initial attack is to subdue the fires aggression and moisten surrounding fuels. Its always a good strategy to


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featuRe

LEFT: FB Heliservices in the U.K. uses the AgustaWestland AW-139 to support search-and-rescue operations. (Photo courtesy of AgustaWestland) BELOW: The AW-139 stands out for the Spanish maritime safety agency SASEMAR. (Photo courtesy of AgustaWestland)

angels from abovebY peteR piGotthroughout history, various cultures have depicted goddesses and angels swooping down to rescue and care for the critically injured. soteria, for example, was the Greek goddess of safety and deliverance from harm. Today, in many parts of the world, and soon to be in the provinces of ontario and Alberta, those angels and goddesses take the form of AgustaWestland AW-139s. And theres a chance the Canadian connection with the AW-139 could grow even more. The aircraft is a worthy option for the Canadian Coast Guard, which will be, in-the-not-to-distant future, renewing its aging fleet. south Korea, Ireland, Trinidad and Tobago, Estonia, Cyprus, UAE, pakistan, Japan and the United Kingdom are all using AW-139s in maritime, sAr and/or EMs roles with a high degree of success.

The powerful AgustaWestland AW-139 is definitely Coast Guard worthy.

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HistoRY lessonThe development of the reliable AW-139 is an intriguing story. on sept. 8, 1998, the Finmeccanica company Agusta, and Bell Helicopters, agreed to establish a joint venture to develop two new aircraft: the BA-609 tiltrotor and the AB-139. The potential existed that the latter would be built at the Bell plant at Mirabel, Que. for north American and pacific rim customers, however, four years

after the AB-139s first flight in 2001, Bell withdrew from the project. Agusta forged ahead, and the helicopter was redesignated the AW-139. The development risk was spread around a number of international companies including pratt & Whitney in Canada, Honeywell in the U.s., polands pZl swidnik, Germanys liebherr, and Japans Kawasaki. The AW-139 was built at Agustas Final Assembly line in Vergiate, Italy, with a second assembly line set up at the Agusta Aerospace Corporation plant in philadelphia, pa. The first AW-139 from the U.s. facility was delivered in december 2006, and a second assembly line was added in February 2008. parts and components for both lines come from the same sources and the aircraft are identical whether assembled in Italy or in the U.s. A new-generation medium twin-turbine helicopter with inherent multi-role capability, the AW-139 can carry up to 15 passengers at high speed. Its pratt & Whitney Canada pT6C-67C turbines, together with a state-of-the-art five-bladed main rotor, deliver a high cruise speed and an outstanding power-to-weight ratio. The engines with full authority digital engine control (FAdEC) have a maximum continuous power of 1,531 horsepower (1,142 kilowatts) each and give a maximum cruise speed of 290 kilometres per hour and a maximum range (without reserves) of 750

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kilometres. due to its power reserve, safe flight is ensured with one engine inoperative (oEI) at maximum take-off weight. The AW-139 can climb at a rate of 10.9 metres/second and its maximum and cruise speeds are 310 km/h and 306 km/h respectively. Its maximum range and service ceiling are 1,250 km and 6,096 m and endurance is five hours, 56 minutes. The machine weighs approximately 3,622 kg and the maximum take-off weight is 6,400 kg. Because it is a brand new helicopter, it comes as no surprise that its leading-edge technology includes a Honeywell primus Epic fully integrated avionics system, a four-axis digital Automatic Flight Control systems (AFCs) and large flat-panel colour displays in the cockpit.

ration, says Clegg. The choice of AW-139s was made by the Victoria police after an extensive review and the feedback is they have been performing very satisfactorily since their introduction last year when they replaced Bell 412s.

HoMe-GRoWn appealIn Canada, two non-profit charitable organizations, sTArs and ornge, will be using

AW-139s next year. The Alberta shock Trauma Air rescue society (sTArs) has flown more than 18,500 missions with Eurocopter BK-117s since 1985. And while its more expensive to operate a rotary air ambulance than a fixed-wing air ambulance, one of the helicopters key advantages is it can transport a patient from bed to bed, eliminating the need for transfers by ground ambulance to and from airports.

Multi-puRpose WoRkHoRseThe AW-139 is used worldwide for a wide range of applications including executive/ VIp transport, EMs/sAr (emergency medical service/search and rescue), off-shore support, fire fighting, law enforcement, paramilitary and military roles. depending on the configuration, the passengers are transported on crashworthy seats in three rows of five, two forward facing, one rearward facing, in an unobstructed cabin with flat floor with a flight-accessible baggage compartment at the rear of the cabin. Alternatively, the interior can hold six stretchers and four attendants in medevac configuration. The aircraft has a plug-type sliding door on each side of its cabin, with separate crew doors to allow easy access to the cabin. The large baggage compartment (3.4 m) is accessible from the cabin and externally through large doors on both sides. CHC Helicopters is a prominent operator of AW-139s and currently has 19 aircraft in operation, 12 on order and options on another 22. Brian Clegg, Vp flight operations for CHC, maintains there will be a healthy market for AW-139 operations in the future. CHC has deployed its AW-139s primarily in oil and gas roles and we are very satisfied with the operational and safety record of the aircraft, Clegg says. Its a fully automated, new technology aircraft with good range capability and excellent performance. CHC operates two AW-139s on a longterm contract for the Victoria police in Australia and three AW-139s for the Maritime and Coast guard Agency in the U.K. These are all in a sAr/EMs configu-


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ABOVE: The Korean Coast guard is one of many countries around the world employing the services of the AW-139. (Photo courtesy of Agusta Westland) RIGHT: Powered by strong engines and state-of-the-art rotors, the AW-139 boasts multiple uses for the U.K.s Maritime and Coastguard Agency. (Photo courtesy of AgustaWestland) Also, a helicopter response is dedicated primarily to critically ill or injured patients in remote area access. I can say sTArs goals were established to find an aircraft that would fly further, faster, have greater patient capacity and de-icing, and eventually hoisting capability, says Cameron Heke, senior public relations advisor for sTArs. The AW-139s higher cruise speed allows for reduced response times, which are vital to the survival of the patient: lifesaving and time-sensitive treatment can begin sooner, as they reach the necessary trauma centre earlier. sTArs hopes that, in addition to saving 15 minutes for every hour flown, the new AW-139 helicopters, funded by individual and corporate donations, will set a new standard with in-air patient care and have better all-weather flying capabilities.

ontaRio ConneCtionThe ontario Air Ambulance services changed its name to ornge in 2005, and the name is not an acronym it was chosen to reflect the distinctive colour of the aircraft. over the years, ornge has received excellent service from its s-76s fleet but felt sikorsky did not have a replacement product available. Thats where the AW-139s come in. Ten new AW-139s were purchased in 2008 to replace the aging fleet. ornge went through a rigorous procurement process and issued an rFI (request for information) with pricing, says Jennifer Tracy, director of corporate communications for ornge. We also hired a fairness

advisor to monitor the process. The main priorities for ornge were cabin size, range, dual pilot IFr and WAAs/Gps. ornge undertook the most strenuous analysis not only of what aircraft are appropriate for our needs, but as importantly, the companies behind those aircraft. The AW-139s were the most technologically advanced rotor-wing aircraft in the industry at the time. Its competitors had no known icing capability, less range, much smaller cabin and were incapable of carrying the weight ornge requires. The AW-139 will give us the additional horsepower we require during hot and humid days and will also provide us with the margin of safety should we encounter icing conditions. so, what did the ornge pilots think of the new helicopter? The feedback we have received from the pilots, says Tracy, is they love the AW-139 because of its incredible power and capability, leading-edge technology and it has one of the most advanced diagnostic maintenance programs available in the industry today.

neW HoRizons?Having conquered much of the world with its AW-139, AgustaWestland would be a strong contender in any EMs/sAr competition. Whether with sTArs or ornge, or the Canadian Coast Guard, the AW-139 is destined to be the present-day version of soteria, the goddess of safety and deliverance from harm.

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seeking new HeightsbY stefanie WallaCelack of economic growth prospects and limited new order intake may contribute to what look like dreary deliveries of new civil use helicopters over the next five years. The results of Honeywells 12th Turbine-powered Civil Helicopter purchase outlook predict steady utilization trends and weak new aircraft purchase expectations for the five-year period of 2010-2014. But Honeywell remains cautiously optimistic operating levels will see modest growth in 2010. The 2010 civil turbine helicopter report is based on results of a customer expectations survey, an evaluation of consensus forecasts, and a review of factory delivery rates and analysis of future helicopter introductions. This year, 1,074 chief pilots and flight department managers of businesses operating helicopters globally were surveyed. The most common regional purposes for new helicopter purchases remain the same as several past survey results, Honeywell notes. Corporate, emergency medical services (EMs), law enforcement and utility helicopters are expected to account for more than 80 per cent of global sales during the five-year forecast period. operators surveyed said corporate and law enforcement uses were the top applications new aircraft purchases would go toward, with substantial demand [existing] for new corporate use helicopters in nearly all world regions. The second most common use was the law enforcement sector, with 16 per cent of total demand. survey results showed the highest interest in law enforcement helicopters reigns in north America, accounting for about 22 per cent of regional demand, with Asia coming in a close second at roughly 18 per cent. Utility and EMs helicopter usage each came in at 15 per cent of the total projected demand for 2010. A significant increase in utility purchase plans was noticed in African and Middle Eastern operators, with utility helicopters accounting for 32 per cent of purchase plans.

Honeywell Sees Modest Growth for 2010 Despite Weak Survey Results

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The demand for law enforcement helicopters, like this EC-120B, continues to be solid. (Photo courtesy of Edmonton Police Service) Expected EMs helicopter demands were high in north America and Europe, with 29 and 20 per cent respectively. According to Honeywell, the improvement in oil prices and the prospects for increased oil demand may be the reason for a two per cent jump from six per cent last year to eight per cent this year in the need for oil and gas production aircrafts. survey results showed Africa and the Middle East continue to hold the highest regional demand rate for aircrafts in this segment with 46 per cent, followed by 19 per cent in Asia and the pacific regions. The need for new aircraft in other segments, such as media and firefighting, fell well below the rest. only 4.5 per cent of prospective spending goes toward the tourism and sightseeing industry. survey results also indicate maintenance costs, avionics capabilities, aircraft age, cabin size and contract mandated upgrades factor into north American purchase plans. At 32 per cent, north America still holds the greatest regional share of prospective buying, despite a 26 per cent decline over last year. European buying prospects for the estimated five-year market also declined to about 18 per cent of global shares. Asian purchase plans fell 10 per cent, but Africa and the Middle East increased their plans by 17 per cent. latin Americas new purchase expectations increased by more than 100 per cent compared to 2009s survey results. The decision to acquire new helicopters is nearly always driven by the age of the current aircraft, which is usually reflected in an operators desire for better technology, said Carl Esposito, vicepresident of marketing and product management for Honeywell Aerospace. Compared with last years outlook, total purchase expectations fell about eight per cent internationally, with little trade-up expectation.


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High-tech Mission kitsTools That Make Aerial Policing a SuccessbY Mike MinniCHhe successful police use of helicopters for everything from routine patrols to airborne vehicle pursuits, missing-person searches and counter-narcotics reconnaissance is vastly enhanced through the specialized equipment that supports these duties. Currently, state and local law-enforcement authorities in the United states, and 21 in Canada, operate more than 600 helicopters. And while an experienced pilot-observer team, a limber small helicopter and an appropriate suite of radios can achieve a lot during daylight aerial policing, the fact is a large proportion of patrols and call responses occur in the hours of darkness. This has resulted in the acquisition of a dizzying array of specialized sensor systems, enhanced navigation capabilities and multi-faceted communications packages in support of these vital missions. What follows is an analysis of key add-on equipment categories that turn a general-purpose light utility helicopter into a high-tech crime fighter makes and models of specialized equipment most prevalent with Canadian law-enforcement air units.

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enHanCed CoMMuniCationspolice helicopters need to communicate with not only air traffic control, police dispatchers and multiple patrol cars, but also fire departments, ambulance services (including aerial) and disasterrescue teams across a wide range of frequencies, in analog and digital modes, and in encrypted or clear-speech systems. Its this enhanced communication that can make the difference when trying to apprehend criminals, says dan riopel of the Calgary police force. Cockpit resource management is absolutely vital when youre doing police flying, says riopel, whos been flying one of Calgarys Eurocopter EC-120s since 1998. To stay safe when youre relatively low and maybe doing a lot of yanking and banking, to follow a target on the ground means that my tactical flight officer and I talk to each other constantly, so we each maintain maximum situational awareness. For that, we have hot mikes for intercom, and theres a push-to-talk switch on the cyclic for when I need to contact air traffic control. Generally, I dont need to broadcast to the other police units, and the TFo doesnt need to talk to ATC, so we can keep things simple. of course, there are also selector switches to change radios for when we do need to change frequencies. riopel usually also has a police radio active in the background

in his headset so he can follow the tactical situation on the ground, but any significant development there will also be explained by the TFo over the intercom. sgt. Al Mack at durham (ont.) regional police describes that forces highly secure and versatile digital comms system that he spent several years helping design and which may be unique in north America. We developed an application employing the Motorola idEn system on the Telus public-switched cellular network, Mack explains. We have our entire police service, including our helicopter, arranged into three broadband comm channels or groups and any user be it a squad car, base unit or the aircraft can broadcast to everyone in that group, or just input selected four-digit user Id numbers for private conversations. Fully operational since 1999, the network saw the number of cellular towers in durham grow from 18 to 62. When a voice or data message is sent, it gets broken into six discrete portions by the first tower it encounters, and the complete message is not reassembled until it arrives at the recipients radio. (Mack notes that durhams Bell 206 helicopter also has traditional aviation radios for ATC interaction by the pilot.) In addition to being highly secure, this system also incorporates the ability to roam outside durham and interact with any other police force or other entities that we might require, he adds. overall, there doesnt seem to be any obvious consensus regarding the makes and models of radio suites chosen for Canadian police helicopters, but some recent research in the U.s. reveals the most popular units used south of the border include the Technisonic TdFM-6148, the Motorola 5000 and the Wulfsberg p2000.

piCtuRe peRfeCt: iMaGinG sYsteMsCamera and recorder systems that offer magnified video-image capture in both daytime (electro-optical) and nighttime thermal (infrared) modes provide both the means to spot and track a target on the ground, and also to have a record of that interaction for later use as evidence in court. Every Canadian police helicopter has such a unit mounted under the fuselage, and the chosen dual Eo/Ir camera systems all seem to come from either FlIr systems (its 7500 or 8500 models) or l3 Wescam (models in use include the MX12, M12-650 and M12ds-200).

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ABOVE: An intricate array of high-tech equipment helps Canadian aerial police helicopters, like Edmontons EC-120B, successfully patrol the skies. (Photo courtesy of Edmonton Police Service) RIGHT: Canadian police helicopters use FLIR or Wescam imaging systems to help operations. (Photo courtesy of Eurocopter Canada)

our current camera system an l3 Wescam M12-650 was purchased through funds allocated from the Civil Assets seizure program, and represents the second time weve upgraded since the initial suite of equipment in our original helicopter back in 2000, says Const. dave saunders, whos been a technical flight officer at York (ont.) regional police for all those 10 years, and has logged almost 4,000 flight hours. Unusually, Yorks EC-120 aircraft is equipped with not one but two 12-inch Avalex monitors (one in the rear cabin), which allows a second TFo to be carried on some missions, and also vastly improves the training environment for new TFos. Theres a lot of information that can come up on the monitor, from camera imagery we have that system turned-on continuously during operational flights to data on the moving-map display, and weve found that sometimes six eyeballs are a lot better than four, says saunders. Imagery from the on-board cameras must be recorded, of course, and for that purpose the Avalex 8200 family of digital video recorders seems to be the most commonly specified product.

sprucing up the new Eurocopter EC-120BOn May 7, the City of Winnipeg and Province of Manitoba announced the winner of the contract for a first-ever police helicopter for Manitobas capital city. The newly established Winnipeg Police Service Air Support unit will operate a Eurocopter EC-120B. The $3.5-million project has also gained $1.3 million in provincial support for the operating expenses, and this is expected to become an ongoing annual subsidy. Winnipeg Police Detective-Sergeant Dave Dalal has been involved in this proposal virtually from the inception, and recently detailed the timeframe for delivery of the aircraft as well as some specifics of the specialized-equipment suite. We anticipate taking delivery of the aircraft this October, and were hoping that the Air Support unit will be fully operational within a month after that, he says. All the mission-specific features that weve chosen will be installed by Eurocopter Canada, so the helicopter should arrive in Winnipeg ready to go. Those extra features include a FlIR 8500 camera, Sx-16 Nightsun spotlight, NAT 250-001 public-address system, a Novanet Strata digital data-downlink system, the Paravion Augmented Reality System map display, an Avalex 8240 digital video recorder, and an Avidyne Traffic Advisory (collision-avoidance) System. The aircraft will also have both air conditioning and an enhanced heating system. All police and other emergency-response organizations in Manitoba employ the Motorola FleetNet system, so our communications package will let us talk to virtually everybody, Dalal notes. Regarding personnel for the air unit, Dalal says advertisements for two full-time civilian helicopter pilots (and possibly one part-timer to backfill for vacation periods, etc.) will be placed shortly, and TFO training will be achieved with the assistance of their opposite numbers in Edmonton and Calgary. The exact plan for this TFO training is still being formulated and, similarly, the arrangement for aircraft maintenance services had not been finalized. Home base for Winnipegs helicopter has not been determined, but the likelihood seems to be hangar space in some portion of Winnipeg International Airport. Dalal notes he and some other Winnipeg Police members have already joined AlEA (the u.S.-based Airborne law Enforcement Association), and they anticipate access to some valuable training and operational knowledge through this wellrespected professional organization. We want to express our sincere thanks for all the advice and help weve received over the past year or so from such established police-helicopter operators as the RCMP, York Region, Calgary and Edmonton, said Const. Nick Paulet, whos worked with Det.-Sgt. Dalal on the project. Their support was unbelievable, and much appreciated.

Winnipegs Choice


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featuReLEFT: The RCMPs AeroComputers UltiChart LE-5000 mapping system is a boon in residential street searches. (Photo courtesy of RCMP) BELOW: Like other Canadian aerial policing units, York Regions Eurocopter EC-120B uses the Spectrolab SX-16 Nightsun to help nab bad guys. (Photo courtesy of York Regional Police)

MoVinG-Map displaYsWhile the pilot of a police helicopter doesnt generally have to undertake precise long-distance cross-country navigation, the ability to know exactly what street and house number your TFo is observing can be vital and thats where moving-map displays come in. our Avalex digital mapping system with the local streets-andaddresses database regularly updated through our regional Municipality is a huge aid to how we can manage incident responses, saunders notes. Being able to designate exactly what structure or property youre going to, and see a satellite map of the area in advance, really lets us develop that vital mental picture before were overhead. The Calgary police force have recently updated to paravion Technologys Augmented reality system, which, developed in conjunction with Churchill navigation, merges the moving-map concept with the live imagery from the video camera using Global positioning system technology. The Augmented reality system combined with a feature called an Inertial Management Unit basically superimposes the relevant street grid and street names right on top of whatever the camera is currently showing on the monitor, pilot dan riopel explains. Whether were using day-time video or night-time infrared, the map is overlaid and very legible. The TFo can touch a zoomed-in location on the screen, and well immediately get the full street address. We used this feature during an actual incident response just on my last set of shifts, in fact. Canadas police helicopters primarily employ the Avalex or paravion systems, although the rCMp birds are equipped with the AeroComputers UltiChart lE-5000 moving-map system.

liGHtinG tHe WaY: seaRCHliGHtsThe ability to illuminate a nighttime target on the ground for the benefit of the aircrew or investigators below has always been a basic requirement of police helicopters. Every Canadian police air unit polled employs the same product: the spectrolab sX-16 nightsun. With an intensity of between 30 and 40 million candlepower, a variable beam width of four to 20 degrees, and the ability to illuminate from as far as a kilometre away, this unit obviously fills the bill quite adequately.

niGHt-Vision GoGGlesInitially developed for military special-operations purposes in the 1960s, night-vision goggles (nVGs) have expanded their utility and availability into various private spheres, and especially civilian nighttime helicopter operations. Able to vastly intensify existing light and provide a green-toned image that reveals objects almost as well as the naked eye can in daylight (although with less fine detail), nVGs offer a significant benefit to both the pilot and TFo of a police helicopter at night. We just recently acquired nVGs, and are now fully operational with them, says riopel. Theyre working out quite well. When it came to training for that transition, the Calgary crews had some good luck: their current chief pilot, Cam dutnall, is a former Canadian Forces search-and-rescue pilot, and has considerable experience on nVGs. He and another CF vet who now flies with Albertas sTArs air ambulance service, Alex Baldwin, got together and created the nVG training course for the Calgary police air unit. We all ended up doing five hours of nVG work before we were considered qualified, riopel says. some people wonder if nVGs are of much use over a brightly lit urban area at night, and, of course, thats not what theyre designed for, but weve found that the nVG image

publiC-addRess sYsteMIt seems that only a minority of Canadian users the Mounties and Calgary, at a minimum currently equip their helicopters with a public-address loudhailer system. The Calgary force have both their aircraft equipped with northern Airborne Technology Ts-92 units, and have found them valuable. We used it as recently as last month for a big fire up in Airdrie, where we told people from the air to get back from the three houses that were on fire, and to get off the roof of a nearby home, sgt. Michelle Cave reports. That public-address capability works great for such situations.

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doesnt bloom or dazzle your vision as badly as in earlier product generations when you look down into an illuminated area. of course, wed normally be using the Ir camera and not nVGs if were looking for a person or vehicle in a built-up area, but we had an episode just recently at the edge of town where we were looking for a pick-up truck, he adds. I spotted one with my nVGs on, and then we picked it up on the Ir camera and it turned out to be the vehicle we were after. riopel says the nVGs really come into their own if the helicopter needs to follow a vehicle out into the dark countryside or if ever an emergency landing were required while over the city. Within the municipality, there may be areas that are dark, and youre not really sureis that a school in there, or is it a wide-open field?.are there wires? You can look down with the goggles, and either eliminate it or say, yeah, thats a good area to land in, he notes. While there are at least five manufacturers of nVGs in the U.s. and approximately another dozen such firms around the world Canadian police operators seem to have found ITTs Model F4949 to be the preferred product.

down there on the ground, and you need to look outside the aircraft as well. We plan to acquire night-vision goggles by the end of this year, and that will encourage this look-out-the-window-too mindset. That technique can give you an important perspective that just focusing on the camera monitor cannot. The solution is lots of training, and emphasizing the need to always keep the big picture in mind. Thats why I think its extremely valuable when we fly with a second TFo in the back seat: youre less likely to get everybody fixated on any one input.

Where to locate high-tech policing toolsAeroComputers Inc.: www.aerocomputers.com Avalex: www.avalex.com Avidyne: www.avidyne.com FlIR Systems Canada: www.flir.ca ITT: www.defense.itt.com l3 Communications Wescam: www.l-3com.com Motorola: www.motorola.com Northern Airborne Technology ltd.: www.northernairborne.com Novanet: www.novanetcomm.com Paravion Technology: www.paravion.com Spectrolab: www.spectrolab.com Technisonic Industries ltd.: www.til.ca Wulfsberg (Cobham Avionics): www.wulfsberg.com

Hardware store

CoMplete paCkaGeWhile high-tech equipment contribute significantly to the needs of airborne policing, there increasing sophistication and inter-networking can also be problematic, says saunders. If theres a potential drawback to all this technology, he says, its information overload. There can be a tendency to rely too much on some of these systems, and what I try to teach our new TFos is that the bad guy or the missing person is not actually in the monitor! Theyre

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Catching

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on!B.C.s West Coast Helicopters Tackles New ChallengesbY bill tiCe

f youre going to have a chat with peter Barratt youd better block some time off on your calendar and be prepared for some serious coffee strong and dark and brewed in a European press style coffee maker. Barratt, who likes to talk and is the boisterous vice president/operations manager for West Coast Helicopters, is quick to point out though that his coffee dependence is not responsible for his outgoing persona. The buzz is all me, he confesses. My brew of choice is dark roast, fair trade, organic, decaffeinated coffee, he adds with an emphasis on the decaffeinated. West Coast Helicopters is a progressive and continually growing contender in the competitive helicopter business on Vancouver Island and the rugged and remote west coast of British Columbias mainland. With its steep mountains, vast expanses of water and hostile weather conditions, the territory is not for the faint of heart or the ill prepared. It is, however, a place where helicopters are a necessity for everything from flying medical personnel and supplies into remote First nations communities and transporting forestry workers to desolate logging camps, to fighting wildfires and flying celebrities and business moguls into luxury fishing lodges. Its a lifestyle and a job Barratt has come to love over the years. He came to port Mcneill on Vancouver Island in 1977 to fly for okanagan Helicopters, which later became Canadian Helicopters. He never left. I told my boss I would stay here for two years if the fishing was good, Barratt jokes. It was great so here I am, he continues as he finishes his second cup of decaf. Barratt left okanagan in 1993 to start West Coast Helicopters with three other partners. They bought out one of the partners and today, three of the original four Barratt, Terry Eissfeldt and Granger Avery are the principals. You might not know it by looking around the recently completed operations complex West Coast has just moved

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in to, complete with a cavernous hangar, an employee gym, a comfortable customer reception area and spacious offices, but it hasnt been an easy ride for the trio. see that picnic table over there, Barratt says as he motions over to the far side of a grassy landing strip at the tiny port Mcneill airport. Thats how we started. I was sitting at that picnic table with my partners and we had a 206B Jet ranger and an A-star B model. no hangar. no office. Just a plan to fly 1,800 hours in our first year. We did 1,802, which was enough to make us profitable and we built everything up from there.

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To raise funds for the business, Barratt says in the early days they worked day and night. We cashed in all our pop bottles, he jokes. We built the companys original hangar ourselves with the help of a friend who was out of work, and I also did some other building projects with him to make extra money. I was flying during the day and then at night and on weekends I was banging nails with him on schools and building outhouses for local parks and campgrounds.

West Coast todaYToday, West Coast has four bases, including port Mcneill, which also serves as head office for the company. The other bases are at nanaimo and Campbell river on Vancouver Island and at Bella Coola on the west coast of the mainland. The company has also grown substantially in terms of equipment and now operates predominantly Eurocopter Astar series machines, including three B models, one BA model, and five B2 models. They also have a 206B Jet ranger and two Mcdonnell douglas 500d model (Md-500d) helicopters. Its a fleet that works well for West Coast as it gives the company a number of choices for seating and load capacity, which in turn provides them with flexibility when matching an aircraft to the job at hand. The Astar B2 and BA models accommodate up to six passengers each: the Astar B model can take five passengers, while each of the other aircraft in the stable can seat up to four passengers. In terms of weight, internal load ratings are from 800 lbs. on the Jet ranger to 1,650 lbs. on the Astar B2, while external hook load capacity starts at 1,000 lbs. on the Jet ranger and goes up to 2,200 lbs. on the largest Astar. Barratt and his partners are extremely proud of the companys new operations centre in port Mcneill, which was completed in early May LEFT: Heliskiing, and other adventure-based operations, are a strong part of the West Coast Helicopters business model. (Photo courtesy of West Coast Helicopters) BELOW LEFT: The companys Port McNeill base boasts a new 8,900-square-foot hangar that features four massive overhead doors. Proper maintenance is critical to the companys success. (Photo by Bill Tice) BELOW RIGHT: West Coast Helicopters president/operations manager Peter Barratt with Terry Eissfeldt, general manager and director of maintenance, in front of the new operations centre at Port McNeill airport. (Photo by Bill Tice)


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LEFT: Good Eats: A group of adventurous helihikers enjoys a memorable meal atop a soaring peak. (Photo courtesy of West Coast Helicopters) BELOW: B.C.s beautiful, but rugged, terrain makes this a challenging, but potentially lucrative, environment for a diverse helicopter operation. (Photo courtesy of West Coast Helicopters)

of this year. At almost 16,000 square feet, the new building is over six times the size of West Coasts original office and hangar, which was just 2,400 square feet. We have 24 of our 44 employees at this operation and we were stepping on each other, Barratt explains. We had two or three people in each office. It was just ridiculous. We also needed more hangar space because of the climate and coastal location here in port Mcneill. Its a corrosive environment for helicopters and up until now, we couldnt keep all of our aircraft inside. The new hangar, which is an 8,900-square-foot structure supplied by JdG Construction in north Vancouver, B.C., has four massive overhead doors. Barratt is particularly pleased with an engineering feature that allows the posts on each side of the doors to be moved. If you simply open the overhead doors, the new hangar can accommodate four Astar helicopters, he explains. But the building is self-supporting and the posts are on tracks so once you have the doors open, you can slide the posts to the sides, which means we could fit up to eight helicopters in the hangar if we had to. The 6,800 square feet of office space on two floors is adjacent to the hangar, and the two buildings share common walls on two sides. We went with a wood frame building for the office space as it is much nicer to look at than the traditional aluminum square box industrial structures that are common in rural areas, Barratt says, while adding that they went green while making the upgrades. The state-of-the-art structure, which was designed with environmental stewardship in mind, features a three-kilowatt wind turbine for power and a rain catch roof that can divert enough rain water to fill five 750 gallon in-ground drums. The collected rainwater is filtered through a brand new ultraviolet system, which supplies the office and hangar with an abundant supply of fresh water. The new facilities also feature a pilots lounge, complete with maps and access to weather forecasts and other planning tools, a full kitchen/lunch room for employees, the gym, customer reception area and offices, and a few additional extras such as specialized drying and storage rooms for outdoor clothing and fishing gear that is used by recreational customers.

tHe teaM and safetYBarratt says looking after employees is a top priority for West Coast. right up front, I can tell you our employees are number one, and we feel strongly if you look after your employees, they will look after the company and then everyone benefits. At West Coast, its a philosophy that reaches well beyond providing the new comfortable working areas and the employee gym, and Barratt stresses it plays a big part in another area the company considers crucial to its success safety. Everyone has to be on the same page when it comes to safety and we have already had our safety management system (sMs) in place for five years, Barratt explains. Having an sMs in place will eventually be required for all helicopter operators by Transport Canada, but we are well ahead of the curve. As a matter of fact, our chief pilot and aviation safety officer, doug strachan, has been delivering sMs seminars to other operators for Transport Canada and the U.s. Federal Aviation Authority. West Coast Helicopters sMs program is a fully integrated safety management and assessment program designed to identify and rectify hazards before they occur. We developed our own hazard identification and reporting system and came up with 3,400 hazards, Barratt explains. All files are assessed and mitigated using a severity and probability matrix, which showed the 3,400 hazards could result in 60 incidents. Those 60 incidents could result in 10 accidents, and for every 10 accidents you would typically have one fatality. our mandate is to have no accidents or fatalities, so we identify and eliminate the hazards, which is nonpunitive. If you have an accident it costs the company money and reputation so we encourage our employees to turn in hazard reports

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and everyone has bought into this. Its not just Transport Canada and the FAA that fosters this kind of safety program. Its become crucial to attracting some large corporate customers who want to ensure the safety of their employees is paramount. That includes BC Hydro, which is the primary electricity provider in B.C. When BC Hydro was looking for preferred suppliers in the helicopter business, they sent questionnaires out to over 100 helicopter companies province wide with questions related to safety systems, Barratt explains. Companies that passed the questionnaire were then audited by Hydro and if they passed the audit, they were put on the list of approved companies. only 14 helicopter companies, including West Coast, are on the list.

been done outside and by flashlight. now, most of it is done indoors. our helicopters are also cleaned and lubricated after every flight, and they are looked at every day by one of our mechanics.

GoinG foRWaRdWhen asked about the current business conditions for West Coast, Barratt sighs a little and admits, we could be busier, although he adds, but Im not worried. He has seen the business go from 92 per cent forest industry work when they first started out to a mix last year that was split somewhat equally between forestry, tourism and miscellaneous projects including exotic helifishing, heliskiing, and helihiking adventures. We have a tendency to not react to positive or negative markets, he says. I do think there are too many operators going after too small of a pie right now, so to succeed in this business you really need to be doing all of the right things and for all the right reasons. The helicopter industry in Canada can be a bit of a roller-coaster ride and in a downturn like we are currently experiencing, helicopter budgets are one of the first things to get cut, and when things pick up, they are one of the last items to be added. Here at West Coast, we have a safety record that is second to none, we have well-maintained equipment, some of the best people in the industry working for us, and we are here for the long run. We are confident that when the economy does turn around, everything we have done will pay off and we will be well positioned to move forward, he concludes, as he pours another cup of his favourite brew decaf, of course.

MaintenanCe pRoGRaMproper maintenance is also key to the success of West Coast Helicopters. not just as it relates to safety, but also for fleet reliability. We are strong proponents of identifying maintenance requirements before they become an issue, explains Terry Eissfeldt, one of the partners and West Coasts general manager and director of maintenance. We have more maintenance people than most companies and some of the small items that some operators will skip over, we do on a regular basis. Its costly, but it saves you money in the long run, and it could save lives. Eissfeldt says the new hangar also helps with maintenance as work that used to be done outside in the elements is now completed inside. We dont sit our aircraft outside any longer than we have to and when a helicopter comes in at the end of the day, the pilot does a post flight inspection. Before we had the additional hangar space, that might have

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a Versatile leaderCH-47 Chinook Sets the Pace as a Multi-Purpose WorkhorsebY pHilippe CauCHin outstanding, time-tested design: its the determining factor behind the success of every great rotary aircraft, and in the case of the Boeing-Vertol CH-47 Chinook, its precisely why this versatile, twin-engine tandem rotor heavy cargo helicopter continues to shine on the world stage. lauded as one of the most efficient rotary aircraft in production the CH-47 Chinook made its first flight in 1961 it has performed (and continues to perform) a wide variety of military and civilian tasks, most notably filling troop and cargo transport; casualty evacuation; special forces infiltration; downed aircraft recovery; firefighting; disaster relief; and peacekeeping. not surprisingly, CH-47 Chinooks have enjoyed a strong presence in the military realm. The United states flew Chinooks extensively in the Vietnam War, and found them effective for artillery movement and troop transport used in assaults. Chinooks have also flown under the Islamic republic of Iran during its war against Iraq in the 1970s, while England and Argentina both used CH-47s in the short-lived Falklands War in 1982. More than 160 Chinooks were used in Kuwait and Iraq during desert shield and desert storm operations in 1991, and Chinooks from several countries have been used in operations in Kosovo and Afghanistan. At last count, some 20 countries worldwide operated more than 900 Chinooks, led by the U.s. with 513, Japan (64), and the U.K. (48).

a

seeds of suCCessThe development of the CH-47 Chinook dates back to 1956, when the U.s. department of the Army sought to replace the CH-37 Mojave and its piston-powered engine, with a new turbine-powered aircraft. In June 1958, following a spirited design competition, a joint Army-Air Force selection board picked a tandem helicopter design from philadelphia, pa.-based Vertol, founded in 1940 by Frank piasecki. The Vertol 107, with a capacity for 20 troops, was initially designated the YHC-1A, but after three aircraft were tested, the prototype was considered too heavy for the U.s. Armys assault role and too light for the transport role. Yet, the YHC-1A was improved and adopted by the Marines as the CH-46 sea Knight in 1962. The sea Knight has since proven to be a successful aircraft and is still in service today. An enhanced version of the model 107, the larger model 114, was developed, having the capacity to transport more than 40 combat

troops. The YCH-1B was born, and it made its inaugural flight on sept. 21, 1961. A year later, it was redesignated the CH-47A and given the Chinook name in honour of the Chinook peoples of the northwest. Mark Ballew, a former U.s. Army CH-47 pilot and now senior manager, marketing and sales, with Tandem rotocraft at Boeing, says the Chinooks design is the driving force behind its outstanding performance, success on the world stage and longevity. The CH-47F and MHG are both technologically superior aircraft, said Ballew. They possess many unique advantages from being tandem rotor aircraft. some of the advantages include: increased performance at high altitude and temperatures, because all power goes to lift; increased stability in high wind conditions based on having two main rotor systems; superior loading and unloading areas from the aft ramp; and triple cargo hooks for more stable loads. They also possess state-of-the-art avionics, digital automatic flight control to ensure continuing military effectiveness, relevance and long-term service for present-day and future war fighters.

GRoWinG faMilYFollowing the successful deployment of the Chinook CH-47 in 1961, new models were added over the next four decades. The CH-47 A, B, C, and d provided varying enhancements, culminating in the current CH-47F or improved cargo helicopter requested by the U.s. Army. The CH-47F rolled off the assembly line at the Boeing facility in ridley park, pa., on June 2006, and had its first flight on oct. 23, 2006. The improved version of the d features more powerful 4,868 shaft horsepower Honeywell 55-GA-714A engines, giving it hot and high performances; Fly by Wire, a new rockwell Collins avionics suite; and a longer-life, all metal fuselage. With a top speed of 196 miles per hour and a cruising altitude of 20,000 feet, the CH-47F is a more powerful and versatile version of its predecessor. The CH-47F accommodates 44 combat troops or 24 stretchers, and sports a 52-foot fuselage and 99-foot rotors, giving it

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a maximum take-off weight of 50,000 pounds, significantly more than the original 33,000-pound CH-47A version. Thanks to its unique rotor configuration, the CH-47 needs just a small landing pad of 100 feet by 100 feet underscoring its incredible ability to get into tight spots with ease.

tHe Canadian ConneCtionWhile military and civilian organizations worldwide have reaped the rewards of the CH-47 Chinook, Canadians have also had a strong connection with the aircraft and its a connection thats growing stronger each day. The CH-147, as its dubbed in Canada, has been part of the Canadian Forces since the acquisition of eight aircraft from october 1974 and october 1976. Although two crashed over that span the first during its transfer from the U.s., the second in rankin Inlet, n.W.T. Chinooks have proven to be more-than-capable aircraft. They were first delivered to 450 squadron of the 10 Tactical Air Group at CFB Uplands near ottawa, notes lieut.-Col. roger Gagnon, who flew the CH-147 in the 1980s and was recalled to service and supervise the introduction of the CH-47d in Afghanistan. some of the aircraft were later based at CFB namao near Edmonton. This detachment became 447 squadron in 1979, performing troop and cargo carrying, equipment and land forces training, as well as arctic base replenishment missions. With the end of the Cold War, however, Chinooks were withdrawn from service due to cost concerns. The 447 squadron was disbanded and the 450 squadron inherited CH-135 Bell Twin Huey aircraft. The seven remaining Chinook helicopters were sold to the netherlands government in 1992 and, for the next several years, Canada was without heavy helicopter lifting capabilities. Fortunately, Canadas role in the war in Afghanistan changed the scenario. The war created an immediate need for a medium-lift tactical helicopter and, in 2006, after years of troops having to ride piggy-back with other foreign troops on CH-147 helicopters, the federal government issued an Advance Contract Award notice (ACAn) for the Medium-To-Heavy-lift Helicopter project in order to acquire 16 helicopters. Boeing was among the contenders, which included the sikorsky s92, AugustaWestland EH 101 and nH Industries nH101. on April 7, 2008, public Works and Government services Canada Minister Michael Fortier announced a request for proposal for Boeing for the acquisition of helicopters and logistics support for 20 years. later that May, defence Minister peter McKay unveiled a new defence strategy for Canada entitled, Canada First, essentially enabling Chinooks to provide necessary military support both here and abroad. last June, the federal government signed a $1.156 billion contract with Boeing to acquire 16 brand new CH-147F Chinooks. delivery is to start in June 2013 at a rate of one aircraft per month. This follows the additional purchase of six previously used CH-147d Chinooks in 2008 from the U.s. Army for $290 million, a more immediate solution for Canadian troops.

ABOVE: Canadian military riggers at work in Kandahar, Afghanistan. RIGHT: Canadian Forces CH-147 Chinook with a slung load. (Photos courtesy of Canadian Armed Forces)

training the troops

CAE to enlighten Chinook operatorsThe federal governments decision to order more than $1.156 billion worth of CH-147 Chinook helicopters is great news for CAE Inc. The Montreal-based flight-simulation company has been awarded a $250-million contract to provide weapons-system training, tactical flight training, gunnery training and a virtual simulator for the military helicopters. As part of the agreement, 40 CAE employees will work on training and maintenance over the next 20 years, mostly at the Canadian Forces Base in Petawawa, Ont. The announcement was also big news for the base. CFB Petawawa will be home to the Canadian fleet once they begin arriving in the summer of 2013. It should provide industry benefits of $2 billion over 20 years. CFB Petawawa is expected to see various infrastructure projects to accommodate the helicopters, including new hangars, a new ramp, a refuelling facility and a fenced-in parking area. The project will create 440 jobs. Petawawa was chosen because it provides the best support to army and special operations forces, many of which are colocated there, while minimizing the associated infrastructure costs for the new fleet. From this location, the Chinooks will maintain a high-readiness posture for rapid deployment, said General Walt Natynczyk, Chief of the Defence Staff.


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ABOVE: Canadian Forces Griffon and Chinook helicopters fly in formation during a training mission in Kandahar, Afghanistan. (Photo by Master Corporal Craig Wiggins, Flight Engineer, JTFK Afghanistan, Roto 8) RIGHT: CH-147 Chinook pilots Lt.-Col. Colin Hudson (left) and Capt. Mat Bergeron (right) from the Canadian Helicopter Force conduct a flight mission in Afghanistan. (Photo by Master Cpl. Angela Abbey, Canadian Forces Combat Camera)

As noted by Carl Trincia, director, International Chinook programs at Boeing in philadelphia, the Canadian Forces new CH-147 would be able to perform any kind of mission from the remote part of the Canadian Arctic to the highest mountains of Afghanistan in the summer time. The Canadian version of the Chinook is notably different from other models. It will feature huge conformal tanks taken from the G model, giving it a range of 415 nautical miles. It is also going to be equipped with directional Infrared Counter Measures (dIrCM) system, nightvision goggles and a high-output generating system. This version of the CH-47 can also be carried by a C-17 with the need of only 15 man-hours to dismount the main rotors. The new fleet is expected to fly 7,200 hours per year. The program is on track for introduction into the factory during the second quarter of next year, said dennis Morris, Canada program manager for the the CH-47 Chinook.

a fittinG tRibuteThe growing Canadian relationship with the veritable CH-147 was perhaps best displayed at 5 a.m. on March 7, 2010, in Kandahar, Afghanistan. While most of the garrison slept in their beds, soldiers from the 3rd Battalion, The royal Canadian regiment Battle Group, the U.s. Armys 2-2 Infantry Battalion and the Afghan national security Forces prepared to board three Chinook helicopters two British and one Canadian. such air-mobile operations are old hat for the British Chinooks, but it marked the first time a Canadian helicopter flown by a Canadian crew would take Canadians into battle. Flying in formation, the transport helicopters quickly and efficiently inserted the troops on their objective, which they immediately seized. It was a proud moment, and a sign of future successes, now that the versatile CH-147 is once again leading the way for the Canadian Forces.

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pRofile

LEFT: A made-over Bell 412 after a refurbishment, paint and re-wire. BELOW: Avionics technician Baron Danish fixes a Bell 212 engine part. (Photos courtesy of Alpine Aerotech Ltd.)

building a top shopbY JaMes CaReless

Commitment to Quality Helps Alpine Aerotech Soarhere are more than 120 Bell Helicopter-authorized Customer service Facilities (CsFs) around the world, but only 12 CsFs scored high enough on the helicopter manufacturers Bell Achievement ranking system (BArs) to win a platinum level customer service rating for 2010. Three of these CsFs are based in Canada, yet only one Canadian CsF Alpine Aerotech of Kelowna, B.C. received the platinum level rating for the second year running. (For the record, the other two 2010 Canadian winners were Avialta Helicopter Maintenance and Eagle Copters Maintenance, both based in Alberta.) We won the award because we committed to Bells CsF criteria and were pretty good at what we do, says Alpine Aerotech president dick Everson. The team at Bell Helicopter clearly agrees: We are proud to call these 12 CsFs part

Helicopters Canada July August 2010

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