Rotor Torque

The HM intends to maintain the high profile gained by Rotortech ’86 and it is hoped that membership will increase particularly in the area of operating and service companies now that the HAA has shown it is truly representative of the helicopter industry.

Helitech ‘86

The Department of Aviation/Defence Forces/Industry 6th Helicopter Technical Liaison Meeting was held at the Academy of Science building in Canberra on October 28th and 29th and once again proved to be a very worthwhile opportunity for the industry to get together with the Department of Aviation and discuss common problems.

A number of interesting presentations were made by a variety of speakers however the most impact was made by a relatively short statement on the implications of product liability insurance in the United States by George Powell of Bell Helicopter Textron. This issue is obviously going to have a major adverse effect on the aviation industry worldwide with some models being uneconomical to produce due to the insurance liability. The problem is also certain to extend to spare parts which will obviously affect the operating costs of helicopters already in service.

While mostly affecting aircraft of American manufacture there are already positive signs of product liability insurance spreading to the European aerospace industry.

Affiliation of Haa With Gaa

Following the closing of the highly successful Rotortech ’86, the annual general meeting of the HM was held at which a number of important motions were passed. First the employment of the first full-time official of the HM to be based in an office currently being negotiated at Bankstown Airport. Second, improved voting privileges for company members and third approval for the nation. I committee to move forward and make final representations for an affiliation with the General Aviation Association (GM).

The affiliation with the GM is a very important step forward in the unification of the aviation industry, something that has ·to be done if we are to successfully fight some of the repressive measures currently being taken against us.

The type of affiliation proposed by the GAA and HM does not mean any loss of autonomy for these organizations but as Barry Thompson of the GAA so aptly put it in his address to the meeting, could be compared to the ACTU where each union is totally independent but on all major issues unites with its fellow unions and as such the ACTU becomes a very powerful bargaining force.

It is hoped the agreement reached between the GAA and HM will encourage other aviation organizations to take similar action.

New Committee for Haa

At the annual general meeting following Rotortech 86 a new national committee was elected. The office bearers for the twelve months are President – Phjll Gant, General Manager, Helicopter Resources (Offshore); Vice President- Kevin Gosling, General ManagerHelix Aviation; Secretary/Treasurer- Sue Hutchings, Sales Coordinator, Aerospatiale Helicopters; Committee – Ian Smith, Manager GM Forsaith Aviation, Chris Townsend, CFI Townsend Helicopter Training School and Des Ross, Freelance Pilot, aviation journalist and consultant.

Vale

Two well known identities in the Helicopter industry, Bruce Downes and Bob Wilson both passed away in November. Many people in the industry will remember them from the Airfast days in particular and join me in offering deepest sympathies to their families.

Pacific Aviation to Be Kawasaki/Bolkow Distributor

It appears that Pacific Aviation will not only represent MBB Bolkow in Australia but will also be a distributor for the Kawasaki BK 1 i7. The intention is to distribute and support the full range of MBB-designed helicopters in Australia. As Pacific are already Avco Lycoming distributor they will become the first helicopter distributor in Australia to represent both engine and airframe manufacturers in the BK 117 model.

BK 117 for Nsw Police

After a number of delays agreement has finally been reached between the New South Wales government and Kawasaki on the provision of a BK 117 helicopter for the NSW police air wing. The aircraft is due to arrive in Australia in January 1987 and will be maintained by Aero Support at Bankstown according to General Manager Herb Ray.

Apologies to Townsend$ Helicopters

Our apologies to Townsends Helicopters for their omission from our recent Helicopter Operators Directory.

Townsends Helicopter Training School has been operated by Chris Townsend for the past two years from Hoxton Park Airfield on the outskirts of Sydney. · They operate four Robinson R22 helicopters, two Bell 47 helicopters and have recently added a Bell 206 to their fleet.

They should have been listed in the Training and Air Taxi and Charter classifications of our Directory as they offer private and commercial training including low-level endorsements, night VMC and instrument ratings. They also operate charter flights and joy flights.

Combined Hi-Tech/Rotor Tech

The Department of Aviation has approached the Helicopter Association of Australia on the possibility of combining. Helitech with Rotortech which among other things could result in a considerable saving in travelling expenses for those who attend both functions. Both organizations would appreciate input from the industry on the idea which should be sent to Flight Standards in Canberra or the HAA in Sydney.

Australian Participation in New Helicopter Programme Draws Closer

Australian industrial participation in a new light helicopter design is drawing closer with a hoped-for final contract being signed during the course of this year. Hawker de Havilland are presently talking with McDonnell Douglas and a consortium of Chinese aerospace companies regarding a three-way joint Partnership in the design, development and manufacture of an all new light helo. The new helicopter would essentially be a replacement for the present generation of McDonnell Douglas MD500 series helicopters with that company taking the role of project leader. It appears that while both HdH and MDC are fairly keen to proceed the Chinese have still to formally arrange certain aspects of their own internal financing package. This has slowed the programme launch to some extent though in the long run will be of extreme value as the new helo should be able to tap the potentially vast Chinese helicopter market. The new helo would be in the same class as the present Squirrel, Jetranger and MD500 and would feature advanced technology design features such as Notar (No Tail Rotor) technology, composite structures, advanced avionics and systems and rotors. Having HdH as an equal partner would certainly provide a major boost for Australian aeronautical engineering in view of the very large long-term sales such an aircraft should enjoy world wide.

Agusta Offers Local Collaboration on New Utility Helicopter

Agusta of Italy have made Australian industry a firm proposal on becoming a collaborative launch partner on their new A129

utility helicopter. The new helo is fully described elsewhere in this edition in our special Kiowa replacement helicopter feature.

Agusta hope to launch the A129 variant during 1987 for introduction to service with the Italian Army, who presently have signed letters of intent against the type, in 1989/90. The aircraft features the engine, drive train, rotors and avionics of the in-service A129 anti armour attack helo and will be used to augment this helicopter with light supporting fire and the carriage of a small squad of specialist troops. Rolls Royce are also investing in the programme as their Gem powerplant already powers the A129, The offer to Australian industry not· only involves the established aerospace firms, such as GAF and HdH but also includes the electronics, structures and avionics sectors. The Australian. Army presently has a requirement for this type of helicopter as a Kiowa replacement though a firm selection decision from the many types on offer is not expected to be made before the end of this decade. This may well be too late to get aboard any collaborative programme with Agusta. The major Australian firms, such as HdH, are also presently heavily involved with the joint MDC/HdH/Chinese helicopter programme (detailed elsewhere in Rotor Torque) though no firm contracts have been signed at time of going to press.

The Agusta offer has many favourable aspects though senior defence officials feel that the timing of our own requirement, even if the A129 derivative should be eventually chosen, is too far out of step with that of the Italian Army to be capable of fruition.

Us Aeromedical Helicopter Rescue Units Suffering the Highest Accident Rates

A report from Aviation Week suggests that US aeromedical units are three times more likely to suffer a severe accident than their non-emergency service civilian· counterparts. The report cited long duty hours and extreme crew fatigue that has lead to more than 90% of such accidents being attributed directly to pilot error.

Up till the end of November there had been some 22 aeromedical accidents involving helicopters, 7 more than for all of 1985.

Accident investigators confirmed that in almost every case pilot fatigue was the primary cause of the accident. Most US Aeromedical units run a two or three-pilot shift on a seven days a week twenty-four hours a day operation. This could result in crews working up to six 40-hour work weeks per month. In two crew operations, the workload accelerates to a dangerous nine 40 hours work weeks per month far beyond the physical capabilities of any helicopter crew to function safely. The other factor is that in many cases crews are called out to attend accidents as a result of bad weather further placing the rescuing crew in danger from the very elements that originally caused the accident being attended.

One such accident occurred during August in Idaho where a Bell 206 hit trees exiting the crash site of a fixed-wing aircraft. The fixed-wing pilot was being evacuated after hitting a mountain ridge in bad weather while subsequently, the aeromedical helicopter crew had to perform the rescue mission in severe weather conditions. A tired crew and foul weather thus resulted in a second accident, fortunately non-fatal for all those concerned.

Fortunately in Australia flight operation hours are more tightly controlled though it is, and always has been, the pilot in command’s responsibility to preflight himself just as thoroughly as his aircraft. How many of us overlook this vital prerequisite to safe flight?

East Coast Helicopters Open Moorabbin Base

East Coast Helicopters, primarily based at Caloundra in sunny Queensland, have opened a training and sales base at

Moorabbin airport and can be contacted on (03) 719 7548.

East Coast specialises in pilot training and sales of the popular Robinson R22 light helicopter. East Coast now operate a fleet of

17 helicopters ranging from Tasmania to the Queensland north coast.

Study Suggests Continuing Long-Term Growth in Helicopter Market

A study by Forecast Associates of the US suggests a move from lower-priced helicopters in the coming decade to higher-value units. The study also estimated that between 1986 and 1995 some 16,500 machines would be built at a 1986 value of $70bn. The growth however will be in the higher value military machine at the expense of civilian helicopters.

Reasons for this are simply that there is a glut of light to medium helicopters already on the market and with the international decline in resources exploration activities this market will be adequately serviced for many years to come with existing rotary wing fleets augmented by today’s relatively small new aircraft output.

The report suggests that in the coming decade, Aerospatiale will become the market leader in terms of units, closely followed by Bell, McDonnell Douglas, Sikorsky and Agusta. Sikorsky though in terms of value will remain number one as it is expected that over 3000 Black Hawks alone will have been placed into service by 1995.

The report noted that the once likely spectre of large helicopters performing an intra-city commuter link between major airports and downtown destinations has not materialised due to the high cost of operation and uncertainty amongst passengers as to the relative safety of travelling by helicopter. Urban hostility to heliports has also scuttled the majority of once viable downtown heliports (a la Pyrmont) that would have been necessary to promote the widespread use of commuter-type shuttle operations.