Rotor Torque

“This is a significant event for theAustralian Navy and Fleet Air Arm. As the aircraft captain it was a privilege to be involved in the first launch,” LT Steve McConville told Navy News.

Working alongside their US Navy counterparts, Navy maintenance crews who gained significant experience in weapon loading during the evolutions.

The Mk 54 torpedo, being introduced into the ADF weapons suite for Navy’s MH-60R and the Air Force’s P-8A Poseidons, is said to provide a significant capability improvement over the Mk 46 currently in use with the S-70B Seahawk and AP-3C Orions.

Later in the same deployment, NUSQN 725 fired a total of six AGM-114 Hellfires, the first time a RAN aircraft has fired a guidedmissile since the demise of the Fleet Air Arm’s fixed-wing flying in the early 1980s.

The Hellfire firing and torpedo launch were part of a two-week deployment to AUTEC for four NUSQN 725 crews that had completed the US Navy’s Helicopter Advanced Readiness Program (HARP), a two-week ground school and simulator course covering aircraft employment, sensor utilisation, surface and subsurface weapon employment and applied tactics intended to consolidate ASW and ASuW skills before crews deploy to sea.

“We put them through HARP to not only see where they are at with respect to their systems knowledge and their weapons employment knowledge, but to also get theirexperience levels up quickly to be able to be in a position to go back to Australia to teach those skills in an Australian training system,” NUSQN 725 executive officer LCDR Todd Glynn told Australian Aviation.

“The deployment to AUTEC allows the guys and girls to finish off that training, drop and launch all their weapons. They drop torpedoes, they launch Hellfires, they employ the heavy machine gun, [they practise] defensive manoeuvring with flares, and using the missile approach warning system and employing that in their day-to-day business. ” Twenty-four MH-60Rs are being acquired for the RAN under the $3. 2 billion AIR 8000 Phase 8 project. NUSQN 725 has so far taken delivery of four Romeos and has been training on the aircraft alongside US Navy Romeo units at NAS Jacksonville, Florida since January, and is due to return to Australia by the end of the year.

NUSQN 725 will be the MH-60R training squadron, while 816SQN, which currently operates the S-70B ‘Bravo’ Seahawk, will be the operational Romeo squadron.

A full profile on NUSQN 725’s transition to the Romeo is due to feature in the October issue of Australian Aviation.

Airbus Helicopters defends NH90/MRH 90 from recent criticism

“Under control” is how Airbus Helicopters’ executive vice-president light and governmental programs, Dr Wolfgang Schoder, has responded to recent criticism over issues raised about the NH90 family of helicopters levelled by the Dutch and Australian governments.

The criticism came after a persistent corrosion issue lead to the suspension of deliveries of four NFH naval variants for the Netherlands in June. Then in late July the Australian National Audit Office (ANAO) issued a stinging report into the performance of the ADF’s MRH 90 Taipans.

Dr Schoder told FlightGlobal. com the NH90 is a mature helicopter and is “being delivered according to our contracts”.

He also said the corrosion issue with the Dutch NH90s is being taken seriously, adding, “we think we have it under control. ” “You always foresee (some corrosion) on a naval helicopter, but it is very difficult to avoid it 100 per cent. You have to bring it to a level that’s manageable, but we should have been prepared better for that. ” Referring to the ADF’s MRH 90 Taipans, Dr Schoder said the ANAO’s criticism was based on “very old information”. He said the helicopters were showing improvements and noted as the number of flying hours increased, the cost per hour was coming down.

“We have very clear availability KPIs defined with Australia to measure it and we are exchanging all the data. There is no concern from my side that we are not on the right track. ”

Hawker Pacific demonstrates Bell 429 EMS version

Local Bell Helicopter distributor Hawker Pacific has demonstrated an aeromedical version of the Bell 429 through New Zealand and planned to tour the helicopter in Australia from early September.

Visiting both the north and south islands of New Zealand from mid- August, the 429 demonstrator is configured with an EMS interior and is equipped with an Avidyne TAS620 traffic advisory system, a GDL-69A & XM weather data link radio and features the 429’s higher 3,400kg maximum gross weight for greater range or additional payload capabilities.

The 429 will visit Sydney, Melbourne and Brisbane and will be on display at the Aeromedical Society of Australasia, Flight Nurses Australia and the Australasian Society of Aerospace Medicine conference in Brisbane over September 10-13.

Final report released into BK 117 loss of control

The Australian Transport Safety Bureau (ATSB) has released its final report into the loss of control of BK 117B2 VH-VSA during a medical retrieval mission on February 15 2013 near Port Pirie, South Australia.

The Adelaide Airport-based VH-VSA, operated by Australian Helicopters on contract for the South Australian government, was transferring a trauma patient back to Adelaide Hospital when the incident occurred.

Reaching its cruise altitude of 5,000ft the aircrew observed fluctuations of the hydraulic system pressure gauges. Shortly after, VH‑VSA experienced an uncommanded and violent noseup pitch to about 70 degrees, rolled left through approximately 120° and commenced a steep descent. The pilot applied full rearward cyclic which resulted in the helicopter pulling out of its near vertical nose-down attitude at approximately 800ft above ground level.

The pilot, having performed a control check, opted to fly the helicopter back to Port Pirie Airport 15nm away as no suitable landing sites that would have allowed for a running landing were available.

No injuries were reported by the pilot, crewman, two medical staff and the patient onboard, but the helicopter sustained minor damage to its horizontal stabiliser end plates,which were struck by the main rotor blades. The main rotor blades themselves were undamaged.

The ATSB report said the helicopter was being operated at a weight, density altitude, airspeed and in meteorological conditions that were conducive to the onset of retreating blade stall. The investigation determined the uncommanded nose-up pitch and left roll were consistent with the onset of retreating blade stall.

“This incident highlights the importance of pilot awareness of the factors conducive to retreating blade stall, including high all-up weight, high density altitude, high airspeed, manoeuvres that increase flight loads and flight in turbulence,” the report concluded. “Similarly, the importance of initially reducing collective pitch to optimise recovery is emphasised as incorrect recovery actions can result in loss of control of the helicopter. ”

Serious air time for Fleet Air Arm

Navy’s Fleet Air Arm notched up an impressive 10,399 flying hours during the 2013-14 financial year, the highest amount of flying time Navy has achieved since 1991.

Consuming 97 per cent of its annual flying hour allocation, the Fleet Air Arm safely accomplished the year with five airframe types, including 16 ageing S-70B-2 Seahawks and 13 AS350BA Squirrels, three leased Bell 429s, five MRH 90 Taipans and two MH‑60R Seahawks.

Despite the mix of old and new platforms, Commander Fleet Air Arm, Commodore Vince Di Pietro, was pleased with the Arm’s flying achievements and said the high level of helicopter availability is testament to the strong and effective partnership arrangements that are in place.

“This is significant, when you consider we are operating aircraft at both ends of their operational life cycle,” said CDRE Di Pietro. “Our aviation team is lean but it works hard and very well with the much appreciated support of many. We can all be justifiably proud to fly Navy. ”

RNZDF “unreservedly apologises” for ANZAC Day Iroquois crash

The RNZAF has pleaded guilty in a Wellington District Court to breaching health and safety laws which attributed to the fatal crash of a RNZAF UH-1H Iroquois at Pukerua Bay, north of Wellington in 2010.

UH-1H ‘Black 2’ was on its way from RNZAF Base Ohakea with two other Iroquois from 3 Squadron to participate in an Anzac Day ceremonial flypast. The Iroquois flew into a steep hillsidewhile flying in poor weather conditions killing three of the four crew on board.

The New Zealand Herald reported the court was told RNZAF commanders allowed a dangerous culture of rule-breaking to exist within Air Force which ultimately resulted in the deaths of three airmen.

None of the pilots in the three-ship formation were qualified to fly with night vision goggles on the day of the accident. The court also heard the investigation into the accident determined the pilot-in-command of ‘Black 2’ had set the radar altimeter (RADALT) to 50ft, allowing only a half-a-second warning of approaching terrain. Had the pilot followed Defence Force orders and set the RADALT at 200ft, the pilot would have had 19 seconds to react.

The court was also told the RNZAF had no systems in place to determine if personnel were qualified for the duties they were being asked to perform. It was also alleged the Air Force failed to follow its own processes which would have seen the aircrews practise the flightpath they would take on the day prior.

“As an organisation we did not do all that we could to ensure a safe working environment for our people,” said Chief of Air Force Air Vice-Marshal Mike Yardley in a statement. “We have pleaded guilty to failing to prevent this accident and we have unreservedly apologised for our shortcomings. ” Since the accident the RNZAF’s Flying Orders have been completely rewritten and improved risk-management assessments for all flights have been introduced. A new operating airworthiness unit has been put in place to supervise the management and safety of all air operations at Ohakea, in line with similar units at other bases.

Airbus Helicopters to lead hybrid rotorcraft design

Airbus Helicopters will lead the development to design a large-scale fixed and rotary-winged design, dubbed LifeRCraft (Low Impact Fast & Efficient RotorCraft), as part of the second phase of the Clean Sky partnership that developed the successful X3 hybrid.

Like the X3, the LifeRCraft’s architecture will combine fixed wings for lift, open propellers for propulsion and a main rotor providing vertical takeoff and landing flight capabilities.

Preliminary studies, design and specification activity is planned to commence this year. Development and testing of components and subsystems is anticipated between 2016-2018 with flight testing expected in early 2019.

AW139 for Top End’s CareFlight

The Northern Territory’s CareFlight TIO Rescue helicopter service now has AW139 VH-YHF online at its Darwin Airport base, complementing the service’s BK 117B2 with an increase in patient capacity and longer range.

“Operationally, the AW139 is a breakthrough for the Northern Territory, delivering to patients in need via its long range, speed and payload,” said CareFlight director Ian Badham. “While the BK 117 met the specifications issued by the government, the AW139 delivers what we know is really needed. ” Previously operated by Emergency Management Queensland as VH‑ESJ, Heliflite’s Brisbane Agusta Service Centre completed technical upgrades on the helicopter before it was flown to Darwin to be refitted with an aeromedical configuration and repainted by CareFlight’s engineering team.

Callsigned ‘CareFlight 1’, the NVG-capable AW139 is one of 16 of the type currently registered in Australia.

RNZAF NH90 retrofit completed

The first four of the Royal New Zealand Air Force’s (RNZAF) eight NH90 TTHs have completed a retrofit program to upgrade the helicopters into their final configuration standard.

Beginning in September 2013, Airbus Helicopters carried out the retrofit work at RNZAF Base Ohakea, where the lay-up period allowed crews to carry out calendar maintenance and fit some spare parts.

The completion of the retrofit brings the RNZAF’s NH90 TTH fleet up to final configuration standard.

Airbus Helicopters says similar retrofit programs are underway around the world with a total of 10 aircraft having already been completed. Seventeen more NH90/ MRH 90s are currently being retrofitted in France, Italy, Finland, Germany and Australia.