Rotor Torque

The MDX is McDonnell Douglas’ first venture into the civil light twin market. Planned as a 7 place, 4 composite main rotor blade, twin turbine helicopter embodying Notar and advanced composite technology, the MDX final definition and powerplant selection has not yet been completed.

Whilst the MD-520N is slated to roll off the production line early next year, the MDX is not targeted for availability until 1994. Australia’s aerospace heavyweight, Hawker de Havilland is set to take up to 20% of the MDX project as a risk partner with major component and possibly some final assembly work being undertaken in Australia. Australia’s MDX industrial potential was discussed on p87 of the November 87 AA and again on p100 of the March 88 AA while our May edition will include a complete technical update of this most important project from Australia’s perspective.

Whilst attracting international attention through the acquisition of the world’s first production Notar, Masling Rotor Wing is busy moving new machines through its Cootamundra facility in fulfilment of existing orders. The first of 15 MD-500ERs (the ‘R’ signifies fitment of the higher powered Allison 250-C20R) ordered by Pacific Helicopters of New Guinea, was delivered in early January. Two more Pacific machines were nearing completion at Cootamundra at press time and were expected to be delivered in early February. Meanwhile, the fourth Pacific 500ER and a -C20B- equipped 500E for an undisclosed Australian customer were expected to have arrived in country by mid February.

Brisbane Happenings

BH Pacific have recently delivered a new Bell 206B Jetranger Ill to an equally new Papua New Guinea operator- Pan-Air. This delivery follows close on the heels of another new helicopter delivery for the Brisbane based Bell distributor.

Just before Christmas, an IFR Bell 212 was accepted by the National Safety Council of Australia. The NSCA machine, Serial No. 35001, was the very first 212 to come off the production line at Bell’s Canadian facility. All previous 212s (except those built under licence by Agusta) had been produced at Fort Worth, Texas.

Meanwhile BH Pacific have just completed initial trials with their UH-1H Developmental Test Bed for an upgraded Huey.

The venerable Huey (the name stems from its first US Army designation- HU-1) dates back to the late fifties when the US Army needed a low silhouette, relatively fast, troop carrying utility helicopter to implement its airmobile warfare concept.

By the mid 1960s the concept had become reality as literally thousands of UH-1’s flew the not so friendly skies of Vietnam. The current production model – the UH-1H Iroquois – is now more than 20 years old and has remained in service far beyond its initially envisaged useful life. Notwithstanding development of the third generation Sikorsky Black Hawk and the Westland Army Lynx the Huey remains the workhorse for many of the western and third world’s military forces. Likewise, the Bell 205A-1 civil variant has been an equally useful medium lifter in many parts of the world.

The ambitious project to enhance the Huey’s performance and extend its viable useful life through till the end of the century is a private, self funded venture undertaken by BH Pacific Pty Ltd. According to General Manager Cec MacMillan, the first step in the project was to establish performance baselines for the standard, ex-military machine (presently registered VH-UHE in the experimental category).

The initial trials having been completed, the next step involves installation and flight qualification of the Lycoming T53-L703 engine. The -L703 free turbine powerplant is expected to provide 20% more power for ‘hot and high’ performance, better specific fuel consumption and improved component TBO’s compared to the 1,475shp production -L13 engine.

Further planned improvements include installation of a 412 tailboom – which positions the tail rotor on the opposite side of the pylon- thus utilising ‘tractor’ rather than ‘pusher’ anti torque thrust; installation of a 412/212 main transmission – outputting greater sea level power- and incorporation of the Bell-patented LIVE transmission isolation mounts – reducing vibration by up to 75%, increasing VNE to 120kts and increasing component TBO’s significantly.

MacMillan indicates that there is worldwide interest in the programme – though it is too early for detailed negotiations. One interested customer might be the RNZAF – with its fleet of 23 year old UH-ID’s. No doubt the Australian Defence Forces will be monitoring the programme also as the ADF still operates more than 40 UH-1H which could be upgraded economically to the recce and second line support tasks. The placing in service of the new S-70 Black Hawks and Seahawks coupled with the recent handover of tactical troop transport roles from RAAF to Army could possibly disclose some hitherto unforeseen requirement for such a product.

Standards Association of Australia Grapples With Helicopter Noise Issues.

A special sub-committee of the Standards Association of Australia is presently considering submissions in respect of their draft standard: “Acoustics – Assessment of Noise from Helicopter Landing Sites”. The level of controversy surrounding the issue indicates that a final draft may be some way off yet.

The subject matter of helicopter noise seldom fails to arouse motions on all sides of the debate- and efforts to establish an Australia wide standard has been no exception. The origins of the 5aga date back to the early 1980’s when NSW had enacted stringent environment and planning legislation requiring detailed environmental information to be considered before ‘consent’ could be granted for helicopter related development. .

However, there were no clear cut noise standards for local councils or the Department of Planning to use in evaluation the various proposals that came before them. The NSW State Pollution Control Commission was frequently asked for its technical advice in the matter. At about that same time, a study was concluded by 2 scientists from the National Acoustics Laboratory into community reaction to aircraft noise. That study determined the sound levels at which more than 10% of the population considered that they were ‘seriously affected’ by aircraft noise. The NSW SPCC used the results of the NAL Report and developed a Noise Assessment Criteria which was incorporated into its Noise Control Manual. By then, Regulations made under the NSW Noise Control Act had been amended to proclaim helipads as “scheduled premises’ in NSW – thus the NAL inspired, SPCC drafted “Noise Control Guidelines’ became a NSW ‘standard’ for helipad licencing.

By the mid ’80’s, the NSW SPCC guidelines had been refined, applied to various helipads, and even tested in court. Perhaps mindful of the somewhat arbitrary nature of these guideline origins, the SPCC urged the Standards Association of Australia to develop an Australian Standard for Helipad Noise Assessment -at the same time making it clear that NSW would support such a standard only if it closely reflected their own guidelines on the subject. The SAA then appointed a subcommittee comprising representatives from various acoustic consultancies, the (then) DoTC, Environmental Protection Agency (EPA), AFAP, NAL, the Defence Department and the major airlines. It is understood that, at the first meeting in August, 1987, an outline of the proposed standard was tabled. It was apparently agreed that the standard should establish a method of assessment leaving the permissable acoustic levels to be determined by each state’s Environmental Authority. It is also understood that agreement was reached that the standard should only apply to helicopter noise generated during takeoff, landing, and ground running. En route noise emission would not be considered.

Upon learning of the subcommittee’s formation, the then President of the HAA sought and was granted representation. Sydney Channel 7 Chief Pilot Frank van Rees was appointed the HAA’s delegate in early ’88. He immediately placed an item in the HAA Newsletter seeking industry input. He also wrote to the HAI and American Helicopter Society (AHS) seeking additional information. Both the HAI and the AHS sent material but no input was forthcoming from the Australian helicopter industry.

A disappointed van Rees attributed this to the complexity of the subject matter and -despite lack of encouragement from his industry colleague sought to put forward industry views at the 2nd subcommittee meeting held in March of that year. It is understood that a first draft standard was tendered for discussion at that meeting. Contrary to the earlier expressed intention of providing a standard methodology for measurement but not an acoustic criteria the draft contained recommended maximum levels for helicopter noise as measured at affected premises- though couched in non-mandatory terminology. One of the issues unresolved in the first draft was the question of whether ‘slow response’ or ‘fast response’ settings would be used on noise meters.

The NSW SPCC apparently wanted ‘fast response’ as used for all their other noise measurements and because, they argued, it better defined the impulsive nature of helicopter sounds. Other subcommittee members favoured ‘slow response’ – apparently because it is used for noise certification under !CAO Annex 16 and is thus the internationally accepted method of measuring aircraft noise. The first draft was finally distributed in September with the closing date for comments in late November.

Despite the lack of industry response to van Rees’ earlier request and his participation on the subcommittee, at least two helicopter operators, upon receiving their copy of the draft, saw fit to ‘blast’ the SAA and the HAA in letters for their “unilateral action in drafting a standard without consultation with the industry. ” It was obvious from the highly technical nature of the subject matter and the apparently conflicting views of ‘experts’ that the HM needed competent professional advice.

An extension of time for submissions was sought, and obtained, and Steven Cooper (an acoustic engineer with extensive experience in helicopter noise assessment), was retained to advise the HAA in preparing its response. At presstime, the HAA’s 20 page submission had just been completed. After the first SM draft had been distributed to HM members, pointing out that other states might soon be following NSW’s lead in enacting controls over helipad noise emission, response to Coopers’ and van Rees’ request for comment was good. Queensland and Victorian operators, in particular, pointed out that they had very few noise complaints but that the recommended permissable levels in the first draft, if implemented, could see up to 50% of their existing pads closed. As van Rees pointed out, “This thing (the standard) is going to happen and it will affect us whether we like it or not. We’d better make sure the industry’s position is well considered.

. . . And They All Lived Happily Ever After

Very seldom do ‘man overboard’ emergencies end happily. In the majority of cases, the best that can be hoped for is a speedy recovery of the victim’s body to spare the loved ones the torture of uncertainty. Occasionally, however, there is a ‘win’. This is one such story.

On Thursday, 19th January, last, the NSW National Parks and Wildlife Service AS-350 Squirrel helicopter, piloted by Steve Hine and crewed by lan Callaghan, was carrying sling loads to the top of Mt Warning National Park in far-north NSW. Late in the afternoon (about 1740 local time) they dropped their last load and headed back to base. Outside the range of the NP&WS radio network, Callaghan had tuned in and was listening to Marine Dis- tress Ch. 16 on the VHF-FM High-Band radio. At 3,500 feet, they monitored by chance a mayday call from the 35 foot catamaran ‘Double-Decker Bus’. A distraught female voice on the radio was calling for help, reporting that her male companion had been knocked overboard as they attempted to lower the sail when they were hit by a squall.

The vessel had left the Tweed that morning, bound for Yamba, south of Evans Head. The woman thought that she was located just off Ballina – about 15 minutes flying time for the NP&WS helicopter.

Hine and Callaghan set out for the search area, raising the alarm with Brisbane Flight Service en route. Both Gold Coast and Lismore Surf Life Saving Rescue helicopters were ‘bounced. An Air Force Orion was diverted to the area and an NSCA King Air and Queensland SES Twin Squirrel helicopter (FLIR equipped) were placed on standby. Upon reaching the approximate loca- tion, Hine commenced a pattern search. Callaghan coordinated with the ‘official’ emergency services to bring the full-scale SAR effort on line, while at the same time trying to elicit an accurate description from the frantic sailor of her position.

After nearly an hour’s search, the girl reported that she could see sunlight. Hine turned the Parks’ helicopter south toward Evans Head and the only clearing between storm cells that he could see. About 50 kilometres south of the initially reported position, they found the drifting ‘Double-Decker Bus’. A brief search of the area did not reveal the missing yachtsman and Hine headed north to direct a trawler into the area. Returning to the drifting vessel, Hine again set up a search pattern covering the yacht’s course from the north. Then, only a few hundred metres away from the drifting vessel, they spotted the missing yachtsman-by this stage fatigued after 2 hours in the water but nonetheless alive and unhurt-making his way slowly toward the catamaran about a mile offshore.

By that time the Lismore Surf Rescue helicopter was approaching the area. So with Callaghan poised to make the jump if it became necessary, Hine hovered alongside, directing the Surf Rescue helicopter into the spot. Two rescue crewmen then jumped into the sea and swam the victim to his yacht. Once aboard, the 52 year old sailor was checked and found to be none the worse for his ordeal. He was perhaps unaware that Callaghan and Hine had spotted a large shark only a short distance to the north-at almost the exact spot where a 17 year old surfer had been attacked some 3 weeks before. The storms having left the area, there was no reason he couldn’t continue his voyage. The Parks’ helicopter broke off to refuel at Ballina, the Rescue helicopter’s crew hitched a ride back to Evans Head on board the trawler – and everyone lived happily ever after. Just another example of how helicopters serve the community in a positive and practical manner.

A Great Year for Mdh

McDonnell Douglas Helicopters have reported 1988 as their best sales year since 1981.

The company sold 109 new MD500Es and MD530Fs in 1988 compared to 72 for 1987. MDH executives point to a resurgence in demand for light to medium weight civil helicopters plus the weakening of the previously overvalued US dollar assisting the company in the export market. MDH were also confident that as the US Army’s LHX programme continued to languish, its AH- 64A Apache would receive follow on orders to plug the gap leftby the late introduction to service of the LHX.

Το Japan Programme Introduce Massive Heliport

The Japanese Government has stated that it intends to implement a revolutionary transport programme built around the vastly expanded use of civil helicopters.

The programme will take at least fifteen years to complete and will require the building of an estimated 3,300 new helipads. These will be sited on both land based and offshore platforms and will service a fleet of up to 2,000 helicopters versus the 450 presently on the Japanese civil register.

Demand for the helipad programme results from the growing congestion presently being found in traditional land based transport methods. While airline traffic in Japan is widely used, it too is rapidly heading towards a situation where annual double figure growth in demand is simply overloading the present system with little practical room for expansion. In a country where 550 pax 747s are used over short haul domestic sectors as a means of addressing the tip of the capacity iceberg there is certainly substantial room for developing a viable rotary wing second tier commuter network.

Agusta Wins Big Belgian Military Order

Agusta has successfully fought off both Aerospatiale and MBB to win an order for 46 A109 helicopters for the Belgian Army. The machines will replace thirty year old Alouette II helicopters in a $A250m deal that will see the Belgian Government receiving back a reported 73% of the contract value in industrial offsets. The Belgian Army will deploy 28 of the A109s in the dedicated anti-armour role while the remaining 18 will be used for reconnaissance tasks.

Mbb and Aerospatiale to Merge Their Helicopter Divisions?

At presstime it appeared fairly certain that West Germany’s MBB would merge its helicopter division with that of arch rival, Aerospatiale of France.

The move makes a lot of sense given the political and social objectives of the 1992 united Europe trade programme. Already both companies have joined forces to develop and build the PAH/HAP-2 combat helicopter which is destined for use with the forces of both nations while both MBB and Aerospatiale are also members of the Euro consortium teamed to build the NH-90 series helicopter.

Locally, a merger of the two companies rotary wing interests should not present any real problems as Aerospatiale Helicopters Australia is nowadays a fairly independent concern as is the MBB franchise. While AHA maintain and service their own products Pacific Aviation has invested widely in supporting the MBB line which has met with a strengthening of demand for its twin engined Bo. 105 helicopter in recent years.

Aerospatiale meanwhile reports an increase in its total 1988 order book of 30% over the previous year and is looking at a prolonged period of annual growth of at least 10% for the first half of the next decade.