They Threw A Party And Nobody Came

Why, one might ask, is there a need for a helicopter landing system? The present ‘system’ simply requires a 100-foot square of lights which in today’s heavily illuminated environment can be difficult to see when the landing pad is unfamiliar. Also, between 050° and 210°, a wind aft of the tail rotor is critical, and dependent on the weight and temperature could put a helicopter in a tail rotor stall. With the Kruger Schwarz System, there is an automatic wind direction indicator, which is changed by a wind sensor.

So, whilst none have been sold in Australia, and the Minister of Transport is looking into it, certification is going ahead in the U. S. and the U. K. The Battersea Heliport is very interested, and in S. E. Asia there are two customers and a third in Singapore specifically interested in a. float plane approach system. The American agents say that 100 systems could be ordered and in 18 months up to 1500 systems could be on the books.

The Centreline Helicopter Portable Approach System consists of an approach path 25 m wide with 8 centreline strobe lights 8 metres apart, which strobe step, to the touch down area, set in a 25 m square. The locator beacon is a flashing strobe light visible at least 30 km. The pad markers are green steady lights, one at each corner of the 8-metre square pad. The Visual Aid Slope Indicator can be set at any angle from o to . 15 degrees to indicate the slope angle of descent. It exhibits three colours, amber indicating ‘high’, green indicating ‘correct’, and red indicating ‘low’, all through a single lens.

The entire system is controlled by. a control box and cabling to drive and connect all the lights in the system. Junction boxes set into the cables are spaced to ensure the correct separation of the lights. The centreline lights are laid out in a straight line aimed at the VASI which is located at the far end of the pad square with the near end of the square 20 metres beyond the last of the centreline lights. This configuration ensures that the pilot is not distracted by reflection. The centreline lights are laid along that course which is generally into the wind and ensures the pilot a landing and descent path clear of ground hazards. The locator beacon is best placed as high as possible and well back from the landing area. Apart from the beacon visibility, the system itself is visible from 5 miles or more on a clear night, and upon sighting the system, the pilot Is instantly related to the landing heading and orientated to the area. He knows exactly where he is relative to the pad, and due to the layout of the system never loses sight despite any manoeuvring. The set slope path of the VASI is the dividing line between green and red, therefore whilst in the green the pilot has a built-in safety factor.

No training is required and strangers to the pad can make straight-in approaches with full visual control all the way.

The portable system weighs 110 kg and can be carried on board, or in the boot of a small car. The Centreline System meets all 16 criteria Advised by a group of pilots and, to September 1981, has been tested by 38 pilots flying 279 sorties without incident. The cost is $7500 or $8100 With the generator.

And there are more great ideas from Phil Kruger . . . A runway light that can be driven over by a Cessna 182 or even a Boeing 747, which will not damage the tyre in any way and which simply needs the replacement of the lens if the unforeseen happens. A $10. 00 replacement instead of $250. 00 and the lamp assembly is reusable!

There are also Drop Markers for seaplane landings, which when dropped are activated by seawater. A new Laser Approach for conventional aircraft is also in production and will replace the T-VASI. The light is pure and intense and is the lowest classified laser which will not Cause retina damage, and is designed to Australian Standards Specifications. The Laser Approach shows Amber for the above, Green for On slope, and Red for below slope.

If night-time provides the best opportunity to spray crops then why Hasn’t someone invented a Multiple Control for night crop spraying?

Kruger Schwarz has, and it consists of a receiver and ground transmitter in the aircraft which activates the pre-positioned swathe lights which are set up during the day. At night the swathes are simply activated by radio in sequence as required from the aircraft.

“It’s all going overseas – there is nothing in Australia for us. To get permission to put down landing strobes at Bankstown Airport, was like getting an audience with the Pope,” stated Phil. Needless to say, the landing strobes did not get to Bankstown. The whole purpose of these useful and practical aids is for safety, and they have been invented and built right here in Australia, by Kruger Schwarz Pty. Ltd. , 7 Stoddart Road, Prospect 2149.

Oh, and I almost forgot, they have developed a series of Marine Markers to facilitate the berthing of ships in Botany Bay and Newcastle Harbour.

The equipment is ready and available to make night landings and emergency landings a full 24-hour capability for helicopter operations. It can only improve existing conditions. Why do we have to let it all go overseas? Or is it because of the proverb . . . One can’t be a prophet in one’s own land?