Rotor Torque

The purpose-designed Antarctic supply ship, “Nella Dan”, had to be rescued by a Japanese Icebreaker during December after being trapped in pack ice for 52 days and the British ship, Southern Quest, was lost early on the morning of Sunday 12th January, 1986. It sank in the Ross Sea, 400 kilometres north of the position of “Greenpeace”, after being trapped and crushed by pack ice, while on its way to pick up three men who had retraced the route Captain Robert Scott had taken to the South Pole in 1912.

Your correspondent is an experienced helicopter pilot who took part in the Australian Government expedition to Heard Island in 1980. We operated a new and sophisticated turbine-powered Hughes 5000 helicopter in support of that expedition.

The “Greenpeace” is carrying a piston-engined Hughes 269C, two seater helicopter to provide air support. They intend to use the aircraft for filming their activities and to move men and equipment between the shore and the vessel. It will also be used to conduct reconnaissance flights, while the ship is underway, to try and find a clear passage through the pack ice.

The helicopter however is unsuitable for the task. No Government organised expedition would take a piston engined aircraft to Antarctica, due to the difficulties of operating piston engines in the freezing temperatures.

This small lightweight helicopter is barely capable of taking off with the weight of the pilot and one passenger plus the fuel and Antarctic survival equipment with which they should be equipped. However, it is also expected to carry a stabilised camera mount, camera and batteries.

During test flights in Sydney it was seen by the crew to be underpowered for the task, but as they said, they simply don’t have the budget to equip themselves with a turbine-powered helicopter. The aircraft they have was donated by the American broadcasting mogul, Ted Turner, who is also well known to followers of the America’s Cup yacht races. Mr Turner will expect some good film footage for his network of television stations in return for his US$100,000 investment. One of the many inadequacies of the helicopter operation is that the ship “Greenpeace” is not equipped with a helideck, or landing platform. The intended method of operation is that the helicopter will be lowered over the side of the ship by crane, onto the water or an ice flow, and will take off from that situation. The helicopter is fitted with floats and can operate from calm water, but one of the features of Antarctica is the changeability of the weather and the suddenness with which changes occur.

This was experienced by the RAN flagship HMAS “Stalwart” recently when standing in for the “Nella Dan” at Macquarie Island. The Sea King helicopters operated in winds of 50 to 60 knots which changed direction from North to South in less than 3 minutes! So even if the Greenpeace helicopter makes a safe takeoff, it may have problems returning to the ship, since it will have to land again on water or ice.

Fixed floats on helicopters are also generally considered to be for use on water only in an emergency, such as an engine failure, they are not intended to be used as a means of allowing continued operations from water. When the engine is to be started the helicopter will have to drift or be pulled clear of the ship or any other obstruction to the rotating rotors. Additionally, during start-up the aircraft will revolve entirely about its own vertical axis due to the torque effect of the main rotor rotation. This is initially uncontrollable because the tail rotor will not have reached the speed necessary to provide an anti-torque force. This cannot happen on land because the landing gear of the helicopter is firmly in contact with the ground, but on water there is nothing to stop the torque rotation.

The entire operation is fraught with dangers that would not normally be acceptable to military or government-organised helicopter operations in Antarctica.

The method employed to transport the helicopter is also less than satisfactory. It is carried as deck cargo in a large slab-sided wooden crate lashed behind the ship’s bridge in a very exposed position which appears to have been selected because it was easily accessible to the crane for lifting the helicopter. Greenpeace organisers don’t seem to have allowed for the 100 kilometres per hour plus winds and crashing green seas of those Southern latitudes, which can tear the most solid ship’s superstructure from its mountings. The wooden crate containing the helicopter is almost totally exposed to any wave that should crash its way from bow to stern over the ship.

I remember travelling in a ship about 4 limes the size of “Greenpeace” and we experienced weather of unbelievable intensity which would easily have destroyed any such wooden containers on deck.

Although the helicopter has reached Antarctica safely it had not been operated at the time of closing for press. David Walley, the pilot, is on leave from Bristow Helicopters and normally flies an S-61 on North Sea operations. He has also operated S-61’s in the Falkland Islands, so is unlikely to take unnecessary risks. However, he may find himself in a situation where he is the only means of resolving a situation.

Should search and rescue facilities be needed, the “Greenpeace” may not be as fortunate as the “Southern Quest” which happened to founder close to the American Icebreaker, “Polar Star”, which is equipped with U. S. Coastguard Sea King helicopters. This and other private expeditions have been heavily criticised for their total reliance on other Government expeditions for Search and Rescue facilities if the need arises. This puts other people at risk and can cause great disruption to carefully planned scientific programs.

The value of this Greenpeace expedition is, in any case, questionable since the Antarctic continent has been a model of International cooperation and a great deal of effort has been put into the study of its unique wildlife and environment generally. The logistics of exploiting the continent’s riches, if indeed they are found in commercial quantities, are so enormously complex, that it is doubtful if any nation could afford to do so in a significant manner.

It is to be hoped that the expedition will succeed without incident and that the members will all return safely. However, it is ironic that the expedition to establish a World Park will go unnoticed by the majority of the World’s citizens unless a tragedy does befall them. In that case it would involve a massive cooperative effort by several nations who currently have staff and equipment available in the area, to effect a rescue of the Greenpeace expeditioners.

Greenpeace received an enormous amount of international publicity and sympathy after the tragic “Rainbow Warrior” sabotage sinking in Auckland, but if things go wrong in Antarctica it will be a case of foolhardiness and high ideals ruling over logic and the warnings of experienced Antarctic expeditioners.

Agusta 109A Aiming for Extended Tbo

The Italian Agusta Group have applied to the Registro Aeronatico Italiano for an extension in TBO times for their 109A helicopter. Maintenance inspections carried out at 1800 hours, as currently required have shown that such an extension is feasible, according to Michael Lenton, the company’s commercial representative for the Australasian region. The Italian authorities have agreed to extend TBO times of 2400 hours subject to 5 detailed case studies of aircraft in service being submitted.

The Australian DofA have also agreed to this extension if RAI gives final approval in Italy. One of the helicopters chosen for a case study is the 109A operated by MIM at Mackay in Queensland. This aircraft has now reached 1800 hours since its introduction to service in October 1983.

Six technicians from Agusta’s Milan factory recently visited Mackay to complete the 1800 hourly inspection and to document the necessary technical information. Studies already completed in Mexico, Spain and the USA have come up to expectations and no difficulty is anticipated with the Australian aircraft.

Nsw Department of Main Roads Agusta 109A

Noel Dodwell, OMA Chief Pilot, has finally taken delivery of the NSW Government’s first twin-engined helicopter, after years of speculation about which department and what type was going to be first. The aircraft was delivered the week following the Schofields Air Show and has been put into service on a number of VIP flights to date.

However, the necessary computerised equipment for traffic signal control was not fitted initially and it is now undergoing installation at Bankstown Airport, so that the Agusta can perform the monitoring and control role performed for so many years by Noel’s faithful Bell 2068 Jetranger 2.

Sydney CBD Heliport

The saga continues . . . since the last edition of Australian Aviation, the NSW Lands and Environment court has imposed limitations on the operation of the temporary heliport at Pyrmont, as a result of a court action brought by the residents of East Balmain, who complained of noise pollution.

The court order restricted operations to between 0900 to 1500 hours each day, and limited movements to 30 per day. These restrictions are, of course, totally unrealistic for a viable commercial helicopter operation since few clients can fit their charter operation into such a restrictive time frame. Additionally, the court order required that the Pyrmont Heliport should close by 1st March 1986, unless an Environmental Impact Study which has now been completed is found to be satisfactory, by that date.

The EIS has been completed by consultants, Don Fox Planning Ply Ltd on behalf of the Public Works Department and was placed on an exhibition on Thursday 23rd January till 28th February, for public comment.

The EIS examined three alternative sites at Pyrmont and found that they all met the State Pc” union Control Commission criteria for residential areas.

The noise levels were measured specifically at Peacock Point, East Balmain, where many of the noise complaints had emanated. The sites examined were Berths 8/10, 15/16 and 22/23. However, the EIS goes on to point our that Berths 8/10 and 15/16 failed to meet Department of Aviation requirements for an unrestricted heliport, and would additionally create problems in greater areas of Sydney.

Therefore, the current site at Berth 22/23 is considered to be the most suitable site for a permanent heliport. The report considers that this site would satisfy demand for helicopter services in the Sydney CBD and was designed to minimise environmental impact on surrounding areas.

Furthermore, the EIS has recommended an increase in the maximum number of permitted movements from 30 to 62 per day and that the hours of operation be from 0700 to 1900 or sunset, whichever is earlier.

Since the EIS is on exhibition till 28th February, it will not be possible for all submissions to be received and considered before the Land and Environment Court deadline of March 1st. Therefore, the Maritime Services Board will be making an application to the court to allow continued operation of the Heliport, for a further period.

We can, no doubt, expect to see further objections from the residents of East Balmain, who will be unhappy about the recommendations of the EIS, so the saga is not over yet.

Australian Army and Air Force Debate Control Of Battlefield Helicopter Fleet

The Australian Federal Cabinet in late December postponed a decision for the initial order of 14 aircraft to commence replacement of the aging RAAF fleet of UH-1H helicopters. The contest, which is set to be decided as we closed for press, was between the Aerospatiale Super Puma and the Sikorsky Black Hawk, with the Black Hawk being favoured by many observers, because of commonality in the maintenance and support areas with the Seahawks, recently ordered for the Royal Australian Navy. The successful tenderer could eventually be required to provide up to 100 helicopters.

However, the debate on whether the Army or the Air Force should control the battlefield helicopter fleet is warming up. Federal Cabinet has apparently decided to await the outcome of an extensive review of the Australian Defence Forces, which is being prepared by consultant, Paul Dibb, for the Minister of Defence, Kim Beazley, and a tri-service report dealing specifically with the role and control of helicopters, which is due by 28th March 1986.

The RAAF helicopter squadrons are currently almost totally tasked for an Army support role and the specification of the final choice of aircraft will have to suit the army requirement. The Army needs the helicopter to lift a fully equipped 1 0 man section and points out that an Australian Army infantryman is equipped more heavily than his US Army counterpart. They are not totally satisfied with the internal cabin volume of the Black Hawk. The Army also wants total control of its own airborne support and cites the situation of the US Army Light Division which has one third of its force equipped for aviation.

The RAAF has traditionally supplied all air support and is reluctant to relinquish this responsibility. However the Army now wants the purchase decision delayed for up to two years to allow a proper examination of the forces’ respective roles.

Helicopter Association of Australia Industry Exposition

HAA membership is continuing to grow with individual members and also includes over 25 companies representing operators and support companies.

The National Council plans to combine this year’s Annual General Meeting with a Helicopter Industry exposition which it will stage in July or August 1986. The President of HAA, Peter Vincent, said that although plans are not complete at press time, there will be various lectures and papers delivered over a two day weekend and a display· of Helicopters and equipment will be presented.

Australian Army Fatalities Blamed on Helmet Design Fault

A number of fatalities which have occurred over the last few years in OH-58 Kiowa crashes have been put down to the collapse of the standard Gentex SPH-4 helmet in the region of the ear cups. This has caused a lateral compression of the pilot’s skull, because of the hard ear pieces containing the avionics. The Army is changing to the English-designed Alpha helmet as soon as practical and will destroy all remaining Gentex stock.

Bell Helicopter Australia for Sale

As part of its apparently hasty retreat from Australia, the giant American Textron Corporation has decided to divest itself of the Australian Bell Helicopter agency.

Textron have already sold other Australian companies such as John Sands Printing, which has gone to Adelaide Advertiser Newspapers and are anxious to liquidate their remaining holdings in this country. This is despite statements made in the second quarter of 1985 that they intended to continue to develop their Australian operations.

However, the desire to sell BHA has come as something of a surprise, since there is still a possibility that Bell Helicopter International could be sold in the next year or so and the Australian operation has returned good profits over the last couple of years.

A number of parties are apparently interested in acquiring the Australian agency and we believe that an investment group headed by the current managing director, J. V. Moharich, is making a strong bid.

Bell Helicopter, worldwide, lost a large slice of the new light civil helicopter market to its European competitors, such as Aerospatiale, over the last few years, although they are still doing well with their medium to heavy helicopters. Many observers in the industry believe this was due to the company’s heavy commitment to the manufacture of military aircraft during the Vietnam war and a subsequent lack of research and development in the civil helicopter area, which allowed the Europeans to gain a lead in new technology.

The fall of the Australian dollar against its US counterpart has also had disastrous effects on the sales of new US-built helicopters in Australia. Bell are now hoping to make a comeback with their new 400 series helicopter, but many people believe they may be too late to overtake the European lead in this current generation of aircraft.

Are Helicopter Seats Designed for Pilots?

If you must have a crash involving a flat impact that imposes vertical shocks, as happened in my case, try not to have it in a Bell 206. Don’t misunderstand me, I could have been more seriously injured, or even killed, so I am not unhappy, but could seat design be improved?

The Bell 206 has many admirable features, but it is a 20-year-old design and typical of a design in those days which did not take any account of ergonomics.

The seating is akin to a park bench both for pilots and passengers. Even without a crash, I for one have never found the seating to be adequate. It does not provide proper support for a normal human body. There are no seat adjustments to fit different bodies. The seat is mounted on solid beams fitted to the solid fuselage fitted to solid skids. In extreme weather conditions, such as are found in Australia, the adhesive binding on the seat squab will give way, so that you find yourself sitting on a pad of foam rubber on the solid metal frame of the control box. I have seen this happen many times. There is no shock absorption between the ground and your spine and every vertical vibration is absorbed by your body.

It is the sort of design that would not be acceptable in the family car which is a mere fraction of the cost of a Jetranger. It provides negligible protection in the event of a crash and is abominably bad for your normal posture.

How many long-time helicopter pilots have lumbar or neck problems?

The most disappointing aspect of the whole seating problem is that very little is being done about it in the new designs. I admit that some improvements have been made and the larger helicopters are generally quite well equipped with adjustable seats. The Bell 222 incorporates some notable improvements. However, it is obviously still not a major consideration in the minds of the helicopter designers and I, for one, deplore this fact.

Aerospatiale, with their new technology AS350 range have made minor improvements in seating, but still fall short of a proper, safe, ergonomic design. A pilot in Papua New Guinea recently discovered that they were not well designed to withstand shock loadings, when his seat mountings actually failed, during a crash resulting from a misjudged approach.

Here in Australia, we will often spend a maximum 8 hours per day at the controls, on operations such as geological surveys, and I know that is not unique to this country. At the end of an effort like that you can feel like Quasimodo unless you happen to fit the mould the seat came from.

I believe that it is time the helicopter manufacturers started to consider the comfort and efficiency of the most important element in the operation of their machines. Yes, the pilot, without whom the aircraft doesn’t move, deserves something better than a park bench to sit at while he does his day’s work.