Rotor Torque

New Manager for Aha

Mr Dave Griffith has been appointed Commercial Manager of Aerospatiale Australia to replace Terry Summers, who has retired to the country. Dave Griffith has had a great deal of experience in the aviation industry in general and is looking to build on the foundations laid by his predecessor.

Puma Ditches on NW Shelf

A Bristow Helicopter Puma 330J went down in the sea off Karatha in December, following an apparent tail rotor failure and despite valiant efforts by the crew who had just achieved a remarkable feat in auto-rotating the aircraft to the water to save them, the lives of two passengers were tragically lost. The tail rotor blade apparently suffered a fatigue failure due to a manufacturing fault and Aerospatiale and the Department of Aviation have reportedly asked Westland who manufactures the Puma tail rotor blades, to report on the failure to note the defect on stage inspection during manufacture.

Log of Claims Served on Pilots

Following the serving of a log of claims on the AFAP for fixed-wing pilots by the GAA, the Australian Mines and Metals Association has served a log on the helicopter pilots. There has been a mixed reaction from the pilots but hopefully, the move will be seen as an attempt by the industry to update the award to reflect the current operating and economical conditions and eliminate some of the existing unpractical and frivolous conditions.

If all parties concerned can negotiate on a sensible professional basis it can only lead to greater stability in the industry to the benefit of all.

Reduction in Working Hours for Lame’s

The General Aviation Association, AMMA, Australian Chamber of Manufacturers and MTIA, continued to oppose the application by the ALAEA, for a 38 hour week at a hearing before Commissioner Paine in January, 1987 and Commission Paine then indicated that the matter would be referred to the President of the Australian Conciliation and Arbitration Commission under Section 31 of the Act so that a Full Bench be constituted to hear merit argument on the application.

Bell 205s on Charter

Heli-Aust Pty Ltd are now operating their second Bell 205 on charter from their Bankstown Airport facility. The first aircraft has been operating successfully in the Northern Territory for some time now and the second machine is available in a number of configurations from VIP transport to five stretcher medivac. The 205 operation is largely directed at the heavy lift market which has never been developed in Australia and is a good example of enterprising operators being prepared to ‘have a go’ even in difficult times.

Rotary Wing Flight Deemed to Be More Dangerous Than Fixed Wing Operations

A recent FAA study has verified what most aviators have known for a long time, simply that rotary wing flight is more dangerous than is the case with regular aeroplanes.

The reasons are not hard to find. Helicopters, at least in the USA, have an average flight time of a mere 22 minutes. In that time they are usually operating at a low altitude; often at tree top height in direct proximity to obstructions, power lines and subject to wind gusts normally only associated with the final landing phase of a fixed-wing flight. The report also showed that helicopters also undertook at least seven different power changes during a flight, placing great stress on their engine and power train. In fact, the engine failure rate was four times that of fixed-wing operations where the same engines were used.

Another factor is that quite often helicopters are used directly for what are generally considered to be hazardous operations – rescue, often in marginal conditions, low level high speed police type pursuit and various casevac-type operations. The report also noted though that engine failure was usually safer in a helo owing to its ability to_ safely autorotate into a very small area.

Schweizer Buys Model 300 Line

Schweizer has purchased the production rights for the Hughes 300 : The company began manufacturing the. small piston-engined helo some three years ago when Hughes Helicopter (now McDonnell Douglas Helicopters) decided to suspend Model 300 production in favour of its established turbine machines.

Schweizer plan to build four units monthly and under their previous contracts with Hughes/MDC build 90 for the world market over a two year period. Total Model 300 production now exceeds 3,000 units, several dozen of which are operated in Australia.

Lhx Facing Delay in Development

The US Army LHX programme, the biggest military helicopter programme in history, is facing possible delays as both unit weight and cost increase.

The basic weight of the aircraft has now increased from 8,000lb to 9,500Ib while the cost of the utility version has risen from $US4m to $US4. 4m while the scout/attack variant has soared from $US6m to $US6. 9m. Furthermore, the program could suffer funding cuts as a hungry Congress wrestles with its first-ever trillion dollar budget.

Sikorsky X-Wing Programme Set to Proceed

It is expected that during the course of this issue the Sikorsky/ NASA X-Wing rotor system research aircraft should make its first flight. Development is planned in four phases and will eventually lead to a new generation of TOL aircraft that will revolutionise rotary wing flight as we know It. NASA foresees mature X-wing aircraft that can operate like a conventional helicopter yet fly of Mach 0. 8, thereby allowing a tremendous level of flexibility in both future civilian and military operations.

In our last issue, we also stated that Hawker de Havilland had helped design and build the wing. This in fact is slightly erroneous as apparently was responsible for both the wing and upper and lower stab1l _ 1zers. This actually resulted in Hawker gaining more work than If they had only been responsible for the rotor and its associated mechanism. HdH still were able to benefit from technology tra·nsfer as the spars of the wing and the stabilizers were metal-to-metal bonded laminations and similar techniques were also used on various smaller components. Additionally, the leading edge, tip and centre section fairings of all three surfaces were glass-reinforced plastic mouldings, using the more modern pre-impregnated woven glass fabric in place of separate fabric and liquid resin.

All in a Day’s Work

The following is an extract from a pilot’s report on an overseas operation.

I was asked to fly four jerrycans of water to C13 en route to 15A camp, with Mr Chua and two workers, on the Jetranger.

After landing at C13 and offloading the water, Chua was about to re-enter the helicopter when one of the Chinese workers at C13 demanded loudly, (above the engine/rotor noise),. to know when he would be taken out, having been on C13 for four days already. Chua answered him quite abruptly that he did not know. Whereupon he picked up a curved scythe-like knife and moved threateningly towards Chua. In a flash Chua was in the helo. The man then started attacking the helo with his knife, striking the left-hand slep bar at least twice! I then decided to get away posthaste and climbed out vertically to about five hundred feet above the pad. Almost instantly there were two thumps against the lefthand rear door, with Chua and the Malay chap at the rear shouting that he was on the left skid, clinging on! A look through my rearview mirror confirmed it.

Chua suggested we fly the amok back to base, but I decided to come to a low hover over C13 and have Chua physically kick him off, if necessary! At about a three-foot hover, the amok decided he had enough of the ‘joy ride’ and got off himself! Whereupon, I immediately vacated the airspace. A physical examination, on landing revealed no damage, except for two very small nicks at the inner edge of the left-hand step bar.

I then returned to base alone without further incident. Please be advised that our helicopter will cease landing at C1 3 forthwith until such time the amok is removed by other means. Operations normal.

Europeans Planning Their Own Tilt-Rotor

A consortium of some of Europe’s leading aerospace companies is planning to develop a tilt-rotor aircraft similar to that of the American V-22 Osprey presently being built by Bell and Boeing Vertol.

Agusta and Aeritalia of Italy, Casa of Spain, Aerospatiale of France, MBB of West Germany and Westland of the UK have joined to launch a three-year study into both design and operating concepts that is expected to cost $A70m. The goal is to produce a tilt-rotor aircraft of about half the size of its American equivalent. The European aircraft, called Eurofar (for European Future Advanced Rotorcraft) would, in commuter form, uplift 25 passengers and cruise at 300kts over ranges out to 600nm. Initial plans call for an aircraft in the 22,000lb to 24,000lb range with a payload capability of at least 8,800Ibs. Larger versions are also envisaged. Eurofar power would come from twin Rolls Royce/ Turbomeca RTM322 turboshafts in the 2200shp class.

Initial feasibility studies are expected to take three years: If the decision is then given to proceed it is expected that the Eurofar would be able to make its first flight around 1992 and be in service before the end of this century. The consortium members foresee the aircraft being applicable to a large number of diverse civil and military requirements. Primary goal initially though is to ensure that the concept is thoroughly understood by the public so that the Eurofar, and other aircraft like it, are able to viably operate from downtown heliports in the major cities. Without this, the project is doomed as the long-term value of tilt-rotor type aircraft in the passenger role is that they eliminate the need to travel out to an often distant airport.

The consortium is also watching with great interest the progress made by NASA and Sikorsky in their RSRA X-Wing programme (reported on elsewhere in this column) as Eurofar and its American cousin, the Osprey, could be superseded conceptually if X-Wing technology proves viable in the longer term.