The AW609 civil tiltrotor program keeps rolling along: the wing and fuselage for Aircraft 4 were formally inducted into AgustaWestland’s (AW) Philadelphia assembly plant this summer, and new offices are being readied for an estimated program staff of 100 there, according to Clive Scott, AW609 program manager. Scott said the company anticipates receiving certification in 2017 and beginning customer deliveries in 2018. The Italian airframer remains committed to announcing a price for the AW609 late this year for the six- to nine-passenger, 275-knot aircraft. It is expected to have a standard range of 750 nm or 1,100 nm with auxiliary tanks. Mtow from a STOL (rolling) takeoff could be more than 17,500 pounds.

“We are ramping up on all functions,” Scott told AIN. “We have a lot of people coming up from [AW’s AW609 development facility in Arlington] Texas at the end of July. We also have people coming over from Italy and the UK. We are recruiting for all positions, including procurement, quality manufacturing engineering and customer support and training.”

Meanwhile Aircraft 1, which has been flying since 2003, has begun certification flight-testing in earnest, Scott reports, including evaluation of aeroelastic stability and producing certification data for the FAA. The FAA team working on the 609 is ramping up, too, to process the data, Scott said. Aircraft 1 is being used to conduct ice shape testing in September and October.

Aircraft 2 will remain in Italy, where it continues to do development work for new installations, such as validation of a new pitot-static system, and making some marketing flights, among them the recent celebration of AW’s centennial in Yeovil, UK, in July and the Royal Navy airshow. Aircraft 2 is serving as the platform for cooperative work AW is doing with OGP service provider Bristow Group to develop a special variant of the AW609 geared to offshore energy markets. Aircraft 2 could be retrofitted with the larger, 35-inch-wide clamshell door that AW has developed for the AW609. That door will be incorporated into test Aircraft 3 and 4 and will be standard equipment on all production models. AW has lowered the cabin floor to provide more headroom, up to 60 inches. 

AW and Bristow signed a broad-based memorandum of understanding (MOU) regarding the AW609 at this year’s Heli-Expo show that was characterized as a multi-year, multimillion-dollar deal. Bristow CEO Jonathan Baliff committed his company to ordering the aircraft and said Bristow’s AW609 fleet would be in the “double digits” and eventually could equal the size of its Sikorsky S-76 fleet. The AW609 order book stands at 70 aircraft.

Test Fleet Expanding

Aircraft 3 currently is being assembled in Italy and is expected to fly in September, before being shipped to the U.S. in October to join the test program; this aircraft will be sent to Minnesota for icing testing this winter. Aircraft 3 is fully instrumented to measure loads. It features a new de-icing system on the prop-rotors, wings, air intakes and windshields. The system is a hybrid of multiple technologies from various suppliers, among them Zodiac for the pneumatic de-icing boots with new control valves on the wings and engine air intakes; Selex for the ice controller and power distribution to the electric deicing on the Bell prop-rotors; and United Technologies Aerospace Systems for the ice detectors. The electric system on the blades features systems for multiple blade sections and has primary and secondary power distributors for failsafe operation. The entire de-icing system is controlled by the aircraft management computer.

Aircraft 3 will be fitted with new Pratt & Whitney Canada PT6-67A engines that Scott called “production representative” and have a 2-percent higher operating speed. AW will begin receiving production engines from P&WC in November. Aircraft 3 will carry new power and starter generators and new electrical hardware and components, Scott said.

Aircraft 4 is expected to fly by the middle of next year fitted with a production interior. It will be used to validate the kits being developed for the AW609 and will be fitted with various production-aircraft systems such as the Pro Line Fusion avionics. “A lot of the kits being developed, including forward-looking infrared (Flir) and hoists, need to be interfaced with the electrical system,” Scott explained.

While most of the suppliers for the program have been selected–including recently those for the environmental control system and the landing gear, and long-ago announced suppliers such as P&WC and Rockwell Collins for the Pro Line Fusion avionics–several key components (cabin seating, for example) remain to be finalized. The seats must comply with the higher loads mandated for helicopter seating and Scott hinted that AW is also price shopping on them. “We know what we want and we know what we need,” Scott said. While working with Bristow, AW will first develop cabins tailored to the offshore energy industry, but certain aspects of executive and private cabins are coming together, with internal teams evaluating amenities such as onboard Wi-Fi. “We are having a lot of discussions on that internally with sales and marketing,” Scott said.

An interior design competition AW is sponsoring with Interni magazine of Milan, Italy, should also kick-start business cabin design on the AW609. The competition has attracted diverse entrants (not all of them from aerospace), among them Jozeph Forakis (U.S.), Setsu and Shinobu Ito (Japan), Ricardo Bello Dias (Brazil), Delineo-Giampaolo Allocco (Italy), Matteo De Pretis (Italy) and Marc Poulain (France). AW will announce the winner next month. The contest mirrors one held to design the cabin of AW’s recently certified AW169 medium-twin helicopter, won by Lanzavecchia and Wai. AW said the competition helps to create concepts “beyond the usual interior design players and leading fashion design houses.”

Remotely piloted aircraft systems (RPAS) present new opportunities for helicopter operators and some industry representatives in Europe suggest operators supplement their fleets with these aircraft, which can fill roles that rotorcraft cannot. Reaction to the idea among operators is mixed. One says it found the idea to be more complicated to implement than portrayed, and dismissed it as impractical.

Another operator (of fixed-wing aircraft) is all for drones: “If I were a helicopter operator, I would buy drones! If these guys don’t start using drones, they will be swept out of business one day or another,” advises Laurent Caillard, managing director and chief pilot of France-based Air Marine, which flies airplanes and RPAS for surveillance and inspection missions, among others. Caillard emphasized that a rapidly growing proportion of air-to-ground videos today are filmed with RPAS, and he predicts RPAS at some point will replace manned aircraft for the mission. However, he believes helicopters will never be completely replaced, as there is no substitute for the human brain in assessing the big picture, he said.

Vittorio Morassi, chairman of the National Helicopter Association Committee of the European Helicopter Association (EHA), holds a similar view. “It would be a good idea for a helicopter operator to operate drones. It is important for helicopter operators to be aware of their possibilities. They could broaden the portfolio of services that helicopters render,” he said. They could replace helicopters on some missions, he continued, but on a limited scale–on surveillance, for example–because of their limited endurance.

Dominique Orbec, president of French helicopter lobbying association UFH, sees RPAS as a complement to rather than a replacement for conventional rotorcraft. “An RPAS might be useful as a reconnaissance tool before a complex sling-load mission,” he said. Also, a helicopter would not be the right platform to take a close-up photo of an architectural detail, which could be better accomplished with a drone. He anticipates RPAS will replace helicopters for their current missions in only a marginal way. “Some have suggested unmanned air vehicles could be used for search-and-rescue, but this is unrealistic; nothing can replace the combination of a pilot and a doctor,” he emphasized.

Operational Hurdles

Gerold Biner, a pilot and the CEO of Switzerland-based Air Zermatt, has a cautious outlook but does see RPAS as a potential tool for search operations in the mountains.

Another Swiss helicopter operator, Air Glaciers, considered such a move last year. The main benefit would have been to avoid risking the lives of pilots and mountain guides by operating RPAS in poor weather or at night. However, the idea went nowhere, according to flight operations manager Patrick Fauchère. “The technology is just moving too quickly,” he said, citing patents that prevent implementation of Air Glaciers’ ideas on a newly designed drone.

Another shortcoming would have been range. “If the RPAS is to replace a helicopter in poor-weather search operations, you have to bring it relatively close to the accident site, as it can’t fly from one of our bases. How will you carry it there?” Fauchère asked. Air Glaciers is now in a “wait and see” position, as other uses of drones in the mountains might spark new ideas.

In Italy, too, some helicopter operators are exploring the feasibility of adding drones to their fleets, according to EHA’s Morassi. No one AIN interviewed had heard of a helicopter operator actually operating RPAS. Nonetheless, the UFH is looking into establishing links between the two industries. “We could have a representative of the RPAS sector in our association,” Orbec said.

One challenge inhibiting the growth of RPAS operations is cost. While light ones are inexpensive, they also offer limited payload and endurance, especially rotary-wing drones. Switzerland’s Easy2Map, for example, uses Sensefly’s fixed-wing RPAS for its photogrammetry missions. The endurance, a few dozen minutes, is much longer than that of quadcopters, even for a payload that weighs approximately a pound.

For missions that require a heavier payload (about 35 pounds), Easy2Map would need a $400,000 RPAS, chairman Jean-François Rolle estimates, and it would take three people to operate it. For such a payload, Rolle calls on sister company Helimap System, which charters a helicopter at a cost of $45 per minute.

Another criterion is the mission’s size. “For jobs covering up to a few dozen acres, we use RPAS, but for those covering hundreds of acres the cost of a helicopter can be justified,” Rolle said. He added that his team used to execute the smaller-size missions from the ground, but that was a lengthy process.

Air Marine’s Caillard admires the French rules (“a good compromise,” they categorize RPAS operations, allowing the nascent industry to thrive while preserving public safety) but expressed concern about potential certification costs in the future. “We should oppose those who want to impose manned-aircraft certification rules on RPAS,” he said. In Europe, RPAS regulations are national. “In Italy, a UAV must stay within 500 meters of the operator, which more or less [means] visual contact,” EHA’s Morassi explained. The EASA, which so far has regulated RPAS heavier than 150 kg (330 pounds), is to publish a proposal for lighter classes this year.

Safety remains an issue. Air Marine’s Caillard estimates the accident rate at one every 20 flight hours. But he notes that each flight often lasts just a few minutes. He sees potential progress for safety, both in operations (thanks to the experience operators are gaining) and design. “We should [avoid] manufacturers that do not understand a certification process will become mandatory,” he said.

Flying a drone is so easy that operators tend to use them close to their limits, Caillard noted. Moreover, today’s rules are not enforced constructively, according to UFH’s Orbec. He cited as an example an instance during a rally, four drones took off simultaneously with a TV helicopter. “But the organizers had not alerted the pilot, who had to alter his flight path to avoid the drones,” he said. At the same time, he added, excessive temporary flight restrictions continue to be created.

Bell Helicopter delivered the last of four new 429 light twins to the New York City Police Department’s (NYPD) Air Support unit in July. The NYPD began taking deliveries of the 429 last year to replace its four AgustaWestland AW119 singles. Under the deal, Bell provided the 429s and one 407GX single-engine training aircraft and took the AW119s on trade. The NYPD already operates two Bell 412EPs for marine rescue, firefighting and tactical missions and has a long history with Bell, buying its first Model 47 in 1948 and operating 412s since 1986.  

The NYPD’s 429s were outfitted at Bell’s completion center in Piney Flatts, Tenn. Deputy inspector James Coan, commanding officer of the NYPD aviation unit, said: “We are extremely happy with our choice of the 429. Thanks to the partnership between Bell Helicopter and Helinet Technologies, this aircraft provides us with perhaps the most advanced law enforcement sensor suite available.” Among the special-mission gear installed are Trakkabeam searchlights, the MX10EO/IR camera system, hoist and air ambulance equipment.

NYPD’s aviation unit was established at Floyd Bennett Air Field in Brooklyn in 1929, initially with fixed-wing aircraft. Some of these were on floats and performed water rescues. The 412s perform that role today, flying with two-pilot crews, an A&P mechanic crew chief and two police rescue swimmer/divers. The entire unit remains based there today with approximately 70 personnel. All NYPD aviation officers must first complete three to five years on the force and have the appropriate pilot ratings or mechanics’ license before being eligible for consideration for the department’s training program.

Helicopter EMS and air-tour company Air Methods is on the acquisition prowl again. During a recently quarterly call with stock analysts, company CEO Aaron Todd revealed that the company is raising its credit line by $400 million with an eye to making an as yet undisclosed acquisition or acquisitions.

“We have been pretty open here recently that we’re in active pursuit for companies that we believe are available for purchase,” Todd said. “You never know until you actually see a transaction occur. But we’ve also indicated that we’re active both within the air medical sector as well as within the tourism sector. And I think the question that was previously asked, are these deals that could get done within the next six months to 12 months, the answer was yes and that’s probably about all I could offer at this point.”

However, the size of the potential war chest suggests Air Methods has its eyes on something far more substantial than its recent acquisitions of heli-tour operators such as Las Vegas-based Sundance, which it acquired for $44 million in 2012, or Blue Hawaiian, purchased for $66 million in 2013.

While weather cancellations and high helicopter maintenance expenses cut into Air Methods’ bottom line during the first half of the year, the company remains on strong financial footing as the largest helicopter EMS provider in the U.S.

“Flights missed because of weather, less favorable payer mix and collection rates, and higher maintenance expense have been headwinds for financial results year-to-date, as well as in the second quarter,” Todd said. “Despite this, we remain optimistic because of the continued growth in requests and same-base transports adjusted for weather cancellations, continued interest in hospital-based conversions, opportunities for future acquisitions, a strong balance sheet and solid cash flow as evidenced by the 7-percent growth in cash receipts per transport over the last 12 months and 45-percent growth in year-to-date cash flow from continuing operations.”

First Half Results

For the quarter ended June 30, revenue was up 2 percent, to $263.6 million, from $257.6 million in the prior-year quarter. For the six-month period, revenue rose 5 percent, to $501.9 million, compared with $478.7 million in the prior-year six-month period. Also for the quarter, net income from continuing operations was down, to $27.4 million compared with $29.8 million in last year’s second quarter. For the six-month period, net income from continuing operations was also down, to $40.3 million from $41.4 million in the prior-year six-month period.

Community-based patient transports numbered 16,105 during the current-year quarter, compared with 14,994 in the prior-year quarter, a 7-percent increase. Patients transported for community bases in operation longer than one year (same-base transports) declined by 2 percent, or 318 transports, while weather cancellations for these same bases were up by 1,250 transports compared with the prior-year quarter. Requests for community-based service climbed 4 percent for bases open longer than one year. Net revenue per community-based transport fell less than 1 percent, to $11,298 in the current-year quarter from $11,353 in the same period last year, attributable to deterioration in payer mix and collection rate net of the benefit of price increases.

Helicopter tourism revenue gained 10 percent for the quarter and 12 percent for the half.

Maintenance expense, excluding tourism operations, was up $2.1 million, or 10 percent, compared with the prior-year quarter, even though total flight volume fell 1 percent. Excluding tourism operations, fuel expense retreated $1.9 million compared with the prior-year quarter, while fuel expense per flight hour was down by 32 percent.

Concurrent with the release of its most recent financial results, Air Methods said it is promoting CFO Trent Carman to “other roles within the organization” as part of its “long-range succession plan” and authorizing a $200 million stock buy-back plan.

The Philippine Air Force on August 17 accepted the last of eight twin-engine Bell 412EP combat utility helicopters it ordered last year from Canada. The service also accepted two AgustaWestland AW-109E armed helicopters during a ceremony at Villamor Air Base in Pasay City, south of Manila.

The Philippine Department of National Defense ordered the Bell helicopters from the government-owned Canadian Commercial Corporation, which facilitates trade on behalf of Canadian industry. In June, Bell began staged deliveries of the medium-lift helicopter, which is powered by Pratt & Whitney Canada PT6T-3D Twin-Pac engines.

Under a 2013 contract, AgustaWestland is supplying eight AW-109E Power helicopters armed with .50 caliber machine guns and unguided rockets to the Philippines Air Force and Navy for close air support and surveillance.

Philippines defense secretary Voltaire Gazmin, Canadian ambassador Neil Reeder and US ambassador Philip Goldberg were among those attending the delivery ceremony at the air base, which is collocated with Ninoy Aquino International Airport and serves as the headquarters of the Philippine Air Force.

“We are proud to deliver the final of eight Bell 412EP aircraft today—three months ahead of schedule—and, as promised, in time for the Asia Pacific Economic Cooperation Summit in November,” Sameer A. Rehman, Bell Helicopter Asia Pacific managing director, stated in a release.

Turkish Aerospace Industries (TAI) has completed delivery of the first batch of nine T129 Atak helicopters to the Turkish Army. They are “now being used effectively in operational theaters” according to the company. Turkey has recently renewed military action against Kurdish separatists in the southeast of the country, after a cease-fire broke down.

These nine are T129A early development helicopters (EDHs) that were ordered in late 2010 for speedier introduction than the definitive T129B, of which 50 are scheduled for delivery to the Turkish Army. The T129As are armed only with the 20mm gun and unguided rockets. The T129Bs will also carry missiles and guided rockets and more sophisticated mission avionics. According to TAI, the T129 is “the most advanced combat helicopter in its class.” The T129 is a substantially upgraded version of the AgustaWestland A129 Mangusta flown by the Italian Army. The Anglo-Italian OEM granted further development and marketing rights for this helicopter to TAI in 2007.

TAI said there is “strong international interest” in the T129, but it is still seeking a first export customer. The company said it will send one to Poland this weekend for the military airshow at Radom airbase, followed by demonstrations in Warsaw. The T129 is a candidate for Poland’s attack helicopter requirement.  

Bristow Group CEO Jonathan Baliff painted a sobering picture of the state of the helicopter OGP services industry during a conference call with stock analysts in August. Baliff said the current industry downtown could extend “another, let’s call it two years to the end of calendar [year 2017].”

Baliff said his company is dealing with the industry slowdown, triggered by a continuing slump in the price of oil, by aggressively cutting costs. Measures include shedding approximately 10 percent of the company’s work force, deferring new aircraft deliveries and eschewing future and/or existing aircraft leases.

Baliff made his comments as Bristow reported a $3.3 million loss and a 58-percent net income drop for the quarter ended in June, hinting that it could have been worse without the company’s aggressive cost-cutting, a policy that will continue into next year. “We initiated a $75- to $95 million cost efficiency program in February that mitigated the impacts of this downturn for our clients’ benefit,” Baliff said. “However, we will now implement a second-phase economic restructuring to deliver [at least another] $60 million in annualized cost base reductions as we see the velocity and duration of the downturn worsen.”

Bristow COO Jeremy Akel filled in the dramatic specifics of the cost cutting, noting, “For the first quarter, capital expenditures (CapEx) were $68 million, including $40 million spent on aircraft, down from $200 million of total CapEx for the comparable period and down from $103 million sequentially, as we continue to draw back expenditures ended for oil and gas CapEx.” Akel said this included deferring some new aircraft deliveries, while preserving delivery options.

“We are working actively with our OEM partners to optimize our deliveries, reflecting our short-term realities while preserving our long-term goals,” he said.

Right Aircraft for Mission

However, both Baliff and Akel said that select new aircraft deliveries, particularly super-medium helicopters such the Airbus H175 and the AgustaWestland AW189, would continue even in this more cost-conscious environment as those aircraft provide customers with “right-sizing” flexibility and offer both Bristow and its customers lower operating costs.

“We have, as you know, signed an agreement with Airbus for those H175s and people had been inquiring why would you commit to, and stay committed to, 17 H175s in the beginning of this downturn. For two reasons: one, we think it is actually going to be a very competitive aircraft in the downturn,” Baliff said, adding, “We are going to be careful with the CapEx. So we need better line of sight on which contracts to work for. But second, and most important, the type of risk reduction we get through the Airbus contract of the H175s, which we will in the future apply to all of our aircraft purchases, starts to mitigate the issues associated with the cost overrun in Europe.” Bristow is believed to have an airline-style contract with Airbus on the H175s that guarantees life-cycle costs.

Akel said that the new super-mediums will make Bristow more competitive in hot tender markets such as Brazil and the U.S. Gulf of Mexico. “Our commitment to the H175 and AW189 is putting us in an advantageous position to offer our clients flexibility around variable passenger movements by offering them aircraft that are right-sized, and maximizing their load factors for a better term.”

Baliff noted that Bristow’s relatively young fleet, with an average age of nine years, is mostly owned rather than leased, giving the company more flexibility to relocate machines to markets that are doing comparatively well such as Australia and the U.S. Gulf of Mexico. “We can decline lease renewal options and return leased aircraft if the downturn extends to fiscal year 2017 and use owned aircraft in their place,” he explained.

Bristow’s most recent quarterly performance is being replicated throughout the industry. While overall profitable, Era Group reported that operating revenues declined by $15.8 million compared to the prior-year quarter. PHI reported consolidated operating revenues for the three months ended June 30, 2015, were $198.5 million, compared with $212.1 million for the three months ended June 30, 2014, a drop of $13.6 million. PHI’s oil and gas segment operating revenues fell by $15.2 million for the quarter ended June 30, 2015, attributable primarily to slimmer revenue from all model types as a result, primarily, of having fewer aircraft on contract and flying fewer hours. Erickson reported second-quarter 2015 revenue of $69.3 million compared with revenue of $80.9 million in the second quarter last year. In June, CHC Group reported revenue of $374 million and a net loss of $119 million for its fiscal 2015 fourth quarter, which ended April 30, 2015. In late July, CHC acknowledged that it was in danger of having its stock delisted from the New York Stock Exchange for failing to maintain a share price of at least $1 for 30 consecutive days. On August 17, the stock closed at 30 cents a share, continuing its freefall from a 52-week high of $7.37.

Russian government funding for three important helicopter projects has dissolved, according to Yearbook 2014, an annual financial summary released by manufacturing conglomerate Rostec in July. The three rotorcraft programs have been canceled. Rostec controls several Russian aviation entities, including Russian Helicopters. This is the first written evidence of major cuts in R&D funding for Russia’s long-term rotorcraft projects.

Rostec’s 2014 Yearbook reads: “The past year saw a significant drop in the amount of funds from the federal budget provided for R&D projects in the aviation industry, from Rouble 16.5 billion down to 11.7 billion. At the same time, the industry invested more of its own funds into R&D: Rouble 8.5 billion against 6.9 [billion] previously. The federal budget injections ran below earlier announced figures, and this was largely due to the fact that real work had been halted–with respective termination of the budgetary funding–on three projects led by Russian Helicopters: the High Speed Rotorcraft, a new multipurpose helicopter with an mtow of 4.5 [metric] tons, and a new lightweight helicopter with a mtow of 2.5 [metric] tons.”

The High Speed Rotorcraft–local acronym PSV–is the most significant loss. The project was started as an industry initiative in 2008. Kamov offered the Ka-92; Mil came up with the Mi-X1. Both design bureaus displayed scale models at HeliRussia 2009. Design targets included range of 810 nm/1,500 km; and cruise speed up to 243 knots/450 kph.

These initial designs gave way to Russian Helicopters’ more conventionally shaped V-37, also referred to as Rachel (Russian Advanced Commercial Helicopter). It was on display for the first time in model form at Farnborough 2012. With an mtow of 10 to 12 metric tons, the Rachel would cruise at 189 to 200 knots/350 to 370 kph, carrying between 20 and 24 passengers. Researchers estimated 726 such helicopters could be sold for commercial use between 2020 and 2035.

Early last year the Russian government promised the industry a financial package of Rouble 7.5 billion for PSV development, of which 1.5 billion would come in 2014 and 2.7 billion in 2015. This news prompted Mil to start converting an Mi-35 into a flying laboratory to test PSV designs, including an innovative highly curved main rotor blade. The design house hoped to win a government contract worth Rouble 3.3 billion for Rachel, which would enable it to complete its draft design in late 2015.

However, a research model of the PSV project showed that the operating costs of a rotorcraft able to cruise at 243 knots/450 kph would be too high for commercial operators. In June this year, Andrei Shibitov, deputy general director with Russian Helicopters, acknowledged, “The speed increase does not bring much benefit to commercial operators.” According to Shibitov, the Russian government is rethinking its earlier plans.

The most likely outcome would see the Kremlin resume funding for PSV, but the focus would shift from the high-speed rotorcraft to development of a 10-metric-ton medium helicopter for commercial operators with a top speed of 189 knots/350 kph. However, the Kremlin is also expected to provide funds for development of a high-speed military rotorcraft with a top speed of more than 243 knots/450 kph. The designs would share a powerplant based on a further improved VK2500“with some unique technological insertions.” Engine prototypes are being built and their “individual elements” are already undergoing bench testing.

R&D Investment

In separate news, the Yearbook also notes that funds from the federal budget were provided in full, as promised, for all earlier planned R&D work on the Mi-38, Mi-171A2, Mi-17V5 (mod), Ansat (mod), Mi-28NM, Ka-52 (mod), Mi-26T2 and Ka-226T. There is no mention of the Ka-62, which could indicate that development of this 6.5-metric-ton rotorcraft has also slowed. Comments from one of the Ka-62 vendors indicate that first flight is now delayed until 2017.

The Yearbook also reveals that the government did provide funds for development of “certain elements in a next-generation turboshaft engine,” including specimens of fuel for the gas-generator (engine core), a digital information storage unit and back-up digital control units for the engine core.

Also according to the Yearbook, Russian Helicopters’ Ulan-Ude Aviation Plant (UUAZ) delivered 40 Mi-8AMTSh-Vs to the Russian defense ministry last year. The Mi-8AMTSh-V is a new variant of the long-serving Mi-8 series with more powerful Klimov VK2500-03 turboshafts in lieu of the TV3-117s previously supplied by Ukrainian manufacturer Motor-Sich. Spawned by the political challenges related to Ukraine, this version comes with a Russian-made TA14APU in place of the Ukrainian-made AI9V. The Mi-8AMTSh-V features a modern glass cockpit with digital moving map and Glonass/GPS satellite-navigation system. Its TBO has been extended to 2,000 hours from 1,500, and calendar lifetime improves to 35 years from 25, while lifecycle costs are reduced by 25 to 30 percent.

The Yearbook also mentions shipment of 63 Mi-17s to the U.S. Pentagon, which acquired them for the Afghan army. Russian Helicopters’ contribution to Rostec’s income is listed as 17.1 percent (Rouble 165.3 billion) last year, representing profit after tax of Rouble 20.5 billion.

Bell Helicopter will officially dedicate its new 82,300-sq-ft assembly plant for the 505 Jet Ranger X light single in Lafayette, La., on Friday, August 28. The facility is expected to have up to 100 employees.

The 505 is approximately halfway through its flight-test program and the company said the aircraft remains on track to earn Transport Canada certification early next year. The first two flight-test vehicles have surpassed 300 flight hours and recently completed hot testing in Havasu, Ariz., and high-altitude testing in Colorado.

A third flight-test vehicle made its first flight on July 16. That aircraft is currently being used for certification, noise and handling qualities testing. It is also heavily configured with optional equipment such as Tcas, air conditioning, standby flight instruments and a second VHF radio. It will finish its certification testing near the end of the year with certification function-and-reliability testing.

Bell currently reports orders for more than 350 copies of the Jet Ranger X, which features the dual-channel Fadec Turbomeca Arrius 2R engine (504 shp) and Garmin G1000H avionics. Configurations available initially will be utility, law enforcement and corporate/VIP.

Concerned by job cuts and potential consequences on safety, North Sea helicopter pilots could go on strike soon, the British Airline Pilots Association (Balpa) has warned. An indicative ballot yielded a high turnout and a strong “yes,” according to Balpa. “In the event management do not substantially shift their position, Balpa's National Executive Council will be meeting early next month to consider a move to a formal strike vote,” said Balpa general secretary Jim McAuslan.

More than a third of helicopter pilots operating in the UK North Sea met two weeks ago in Aberdeen, according to Balpa. They expressed worry about the pilot job cuts CHC Scotia and Bristow announced in recent weeks, culling the employee rolls by 25 and 66, respectively. Balpa cited the need for “decent voluntary terms,” more part-time working options and “objective and transparent redundancy selection criteria, paying proper regard to flying experience.”

The association fears job losses could lead to corners being cut. Moreover, uncertainty has generated anxiety, which in turn is affecting safety, Balpa added. The union asserts that the threat hanging over pilots is disrupting their sleep and ability to concentrate. Last year, there were 570 pilots flying in the UK North Sea.

The new Mi-38-2 helicopter flew for the first time in public on the opening day of this week’s MAKS airshow in Moscow. The new model, developed by Russian Helicopters subsidiary Mil and built by its Kazan factory, is powered by 2,500-shp Klimov TV7-117V turboshafts. These Russian-made engines have replaced the original Mi-38’s Pratt & Whitney Canada PW127H turboshafts in response to a Russian government directive for the country’s manufacturers to be less reliant on Western equipment.

The new model, which first flew in October last year, also features larger cabin windows. With a maximum takeoff weight of 34,391 pounds and seating capacity for 32 passengers, the Mi-38 is somewhat larger than Mil’s existing Mi-17, giving operators a more flexible option beneath the larger Mi-26. The manufacturer is marketing the aircraft for Russian government applications in remote regions and for both passenger and cargo roles in the private sector.

According to Russian Helicopters deputy general manager Roman Chernyshev, the Mi-38 is expected to compete Russian type certification by year-end. The company expects to start deliveries to commercial operators early next year but has yet to name any customers.

“We are planning to commence deliveries of a VIP-configured Mi-38 starting around 2017-18,” said Chernyshev. “It will be a more expensive helicopter than the [VIP-configured] Mi-17, but will offer more comfort for passengers. Besides, it will be less expensive to operate than Western rivals because of lower direct operating expenses, and the cost and availability of spares and maintenance.”

The Mi-38-2 will have a high-speed cruise of around 162 knots, allowing for more cost-efficient operations, especially in supporting offshore oil and gas platforms. It also features the IBKO-38 glass-cockpit avionics suite from Transas.

Two Airbus Helicopters H175s have logged the first 1,000 hours in the type at launch operator NHV from its base in Den Helder, Netherlands, to offshore oil and gas platforms in the North Sea. The helicopters entered service in December.

They have completed more than 750 flights and carried approximately 11,000 passengers, according to NHV. The maximum distance flown was 175 nm; the H175 was designed to carry a full payload to 90 percent of the North Sea’s offshore installations, Airbus said.

The two companies emphasized the aircraft’s “high level of maturity from service entry” and added that the first two scheduled 400-hour checks validated its ease of maintenance. HNV Group CEO Eric Van Hal also said pilots appreciate the helicopter’s “excellent handling characteristics and speed and range, while passengers are impressed with the cabin comfort, smooth ride and low noise levels.” NHV plans ultimately to increase its fleet to 16 H175s, taking delivery of six more by year-end.

Airbus Helicopters recently delivered the first H135 configured for offshore hoisting to HTM Helicopter Travel Munich, for windfarm maintenance in the German Bight. HTM has contracted for 10 windfarms with customers such as Dong, EWE, EON, Siemens, DOTI, Adwen and Senvion. The aircraft can also be used for offshore operations in the North Sea.

As the worst wildfires in decades rage in the region, Montana seeks to safely engage the state’s five UH-1H helicopters in firefighting duties. However, some experts worry the helicopters might not be able to safely haul the 324-gallon water buckets being sling from beneath the aircraft.

In response, Montana’s Governor Steve Bullock and the U.S. Department of Agriculture Secretary Tom Vilsack on Thursday published a joint statement: “Our aviation experts will be meeting…in the coming days to develop a plan for operating the state's helicopters as part of coordinated state and federal firefighting operations. The safety of these brave men and women [local firefighters] and the residents and communities they protect is our utmost concern.” 

Federal aviation experts are expected to work with state officials to develop a plan for safely operating state helicopters in coordinated firefighting efforts on federal lands.

The U.S. Army awarded Northrop Grumman a $35 million contract to begin development of a laser-based countermeasures system that will eventually protect hundreds of helicopters and other aircraft from missile threats. The service expects to begin fielding the Common Infrared Countermeasures (CIRCM) system for both Army and Marine Corps aircraft in 2019.

The contract the Department of Defense announced on August 28 signals the end of the program’s technology maturation and risk-reduction phase, during which Northrop Grumman and BAE Systems participated. Barring a protest of the contract award, Northrop Grumman now advances to the engineering and manufacturing development phase. The contract includes an option for low-rate initial production, known as Milestone C, which could begin in late 2017.

The CIRCM system is designed to jam man-portable air defense systems and infrared-guided threats that sense an aircraft’s heat signature. It works in conjunction with the Army’s existing common missile warning system, which will detect an incoming threat and pass information to the CIRCM system.

Interviewed by the Army News Service earlier this year, Col. Jong Lee, project manager for aircraft survivability equipment, said the service plans to acquire roughly 3,000 wiring harnesses known as “A-Kits” and 1,000 “B-Kits” consisting of the primary CIRCM hardware: a pointer/tracker unit, laser and processor unit. The system will enter the field on Army AH-64 Apache and UH-60 Black Hawk helicopters as well as the Marine Corps AH-1 Cobra attack helicopter and MV-22 Osprey tiltrotor. It will eventually replace the Advanced Threat Infrared Countermeasures system on the Army’s CH-47 Chinook, Lee said.

Northrop Grumman issued the following statement by Jeff Palombo, sector vice president of land and self protection systems:

“The U.S. Army’s selection of Northrop Grumman and our industry partners, Daylight Solutions of San Diego, and Selex ES, of Edinburgh, Scotland, for the CIRCM program is a critical next step toward protecting rotary-wing and medium fixed-wing aircraft against emerging infrared missile threats of today and tomorrow by augmenting existing self-protection systems with a directed laser jamming capability. We have outlined a path to superior aircraft protection through highly reliable performance and operation, a commitment to modular open systems architecture, and the ability to seamlessly integrate new technology.”

Bell Helicopter is readying its second super-medium 525 twin for first flight later this year. The first Bell 525 flight-test vehicle made its maiden flight on July 1 at the company's Amarillo, Texas plant.

Larry Roberts, Bell executive vice president for the 525 program, said Ship One had accumulated approximately 40 hours of test flying through the summer and that, other than some minor teething issues related to fault codes, has performed “extremely well.” He added, “It flies better than the simulator.”

Roberts said Bell remains on track to complete flight testing with five ships flying an estimated 1,500 hours by the end of next year. Bell currently holds some 68 letters of intent (LOIs) for the 525 and expects to exceed its goal of 70 LOIs by year-end. The company plans to release an “industry price” for the 525 next year, Roberts told AIN. Bell also plans to unveil the 525's executive interior concept in mockup form at NBAA 2016.

Marenco Swisshelicopter is testing a redesigned main rotor head for its SKYe SH09 light single and is now planning on obtaining EASA certification between June and October 2016, adding a few months' delay. Modified blades are now being assessed on the company's “whirl tower” test bench at Mollis Airport, Switzerland.

The number of flight hours the first prototype (P1) has performed since its maiden sortie on Oct. 2, 2014, is in the high double digits, chief commercial officer Mathias Sénès told AIN. Since the first flight-test campaign was completed last spring, design engineers have worked to reduce vibration and complexity on the rotor head, while enhancing “tolerance to future upgrades.”

First to receive the new rotor head and accompanying blades will be the second prototype (P2). Rollout is anticipated within the next two months, and P2 will thus be the main test vehicle. P1, which has not flown faster than 50 knots yet, will then be modified with the new main rotor system.

Sénès said the company has 72 letters of intent for the all-composite, clean-sheet helicopter. The launch customer is scheduled to receive its SH09 late in 2016. With a 5,842-pound mtow, the Honeywell HTS900-powered SH09 is designed to carry one pilot and seven passengers, positioning it at the higher end of the single-engine helicopter segment.

The inter-government deal between Russia and its client India for procurement of 40 locally-assembled flyaway and 160 locally-manufactured Kamov Ka-226T helicopters is gaining steam. India's Reliance Defence Ltd took possession last month of 86 acres to set up its helicopter assembly and components manufacturing facility at the Multi-modal International Cargo Hub at Nagpur Airport in Maharashtra state. The Indian government’s decision not to give this large order to Hindustan Aeronautics Ltd (HAL) is to ensure “all the eggs are not in one basket,” said an Indian defense ministry official.

The contract is expected to be signed at the annual Russia-India summit meeting in December. Outline agreement was reached at the last summit, where Indian prime minister Narendra Modi expressed satisfaction that Russia had agreed to license production of “one of its most advanced helicopters” to India, and looked forward to “the possibility of exports.” Then, last May, India’s Defense Acquisition Council approved the Ka-226T on a non-tender basis to meet the Reconnaissance and Surveillance Helicopter (RSH) requirement, which had been variously issued, competed and postponed for 12 years.

Reliance expects the first phase of its new facility to be ready by early 2017. The blueprint seen by AIN includes numerous bays for helicopter maintenence, repair and overhaul (MRO). It is next to the recently-inaugurated Boeing-Air India MRO facility. Reliance is creating a 375-acre aerospace park at Nagpur Airport that will facilitate indigenous manufacturing of aerospace components by tier one and two companies under the government’s ‘Make in India’ program. Reliance is also training people and has tie-ups with some of the 48 engineering colleges and 50 technical training institutes in Nagpur.

Under an agreement between Reliance Helicopters, Russian Helicopters and Russian defense export agency Rosoboronexport, Reliance will be the lead integrator for licensed production of the Ka-226T. A value addition of 30 percent will be provided for the first 40 helicopters for which an assembly plant will be set up, and 50 percent for the co-produced helicopters for which Reliance and its partners will set up component manufacturing and assembly of ‘golden parts’ to include avionics, gearboxes, transmission and engine rotor blades, AIN has learned.

The contractual requirement for the Ka-226T project will include full lifecycle and integrated support, a previous shortcoming in Indo-Russian deals. “MRO challenges in the region are a hard nut to crack. The existing in-house MRO centers for the Indian Air Force certainly will not be able to cope with the increased number of helicopters,” noted Anatolij Legenzov, CEO of Lithuanian MRO specialist Helisota. Russian Helicopters has proposed an after-sales service support program through long-term contracts. It has also said it would look at the supply of advanced ground support systems and checkout equipment. 

Airbus Helicopters inked three major sales agreement in greater China this week, scoring firm orders and options for nearly 115 helicopters over a two-day period.

Hong Kong's Government Flying Service (GFS) placed an order for seven H175s, becoming the launch customer for the 16,500-pound helicopter in a public services configuration. GFS will use these helicopters for search and rescue, EMS, fire-fighting and law enforcement operations, as well as for land and maritime border security patrols. Deliveries will begin late in 2017 with the first three aircraft, followed by the remaining four in 2018.

CM International Financial Leasing Corp. Ltd.—CMIFL, a subsidiary of China Minsheng Investment—is to acquire 100 H125 and H130 Ecureuils over five years, with the initial order of 10 to be delivered in 2016. CMIFL plans to offer the light singles to operators with financing solutions. Its H125s will be configured for multi-role duties, while the H130s are to be outfitted with a new EMS kit developed by Austria-based Air Ambulance Technology (AAT).

The third agreement was signed with HEMS999, an EMS operator, part of the MIT Group. The order is for seven H130s—also fitted with the AAT kit—and deliveries are planned to start late this year. They will be used for road accident EMS in the Shandong province.

China-based Avicopter unveiled the first prototype of the AC352 medium twin, the Chinese version of the Airbus Helicopters H175, last week at China Helicopter Expo in Tianjin. The company also announced that oil-and-gas operator Citic Offshore Helicopter is the launch customer. Developed under an Airbus-Avic 50-50 joint program, the Turbomeca/Avic Engine Ardiden 3C/WZ16-powered AC352 is equipped with the same Helionix avionics suite and four-axis autopilot as its European counterpart. Avicopter expects to fly the AC352 by year-end.

Also displayed at the Chinese show was the AC322, previously known as the AC3X2. Avicopter provided preliminary details on the performance of the 6,600-pound single helicopter, which is targeted at the EMS market. Maximum speed is said to be 145 knots, range 380 nm, endurance 4.2 hours and ceiling 16,400 feet.

In addition, the company received orders for 13 AC311As, the light single that is slated to enter service early next year. Powered by a Turbomeca Arriel 2B1A, the 4,400-pound helicopter first flew in August last year.

Finally, Chinese media confirmed Avicopter and Russian Helicopters intend to develop an 84,000-pound helicopter, a scale model of which was shown at the Chinese helicopter show.

AgustaWestland’s AW609 civil tiltrotor prototype set a speed record on a 1,000-km “point-to-point” journey, covering the 627 nm from its factory in Yeovil, UK, to its Cascina Costa, Italy facility in 2 hours 18 minutes, the company reported this week. Prototype No. 2 started with a vertical takeoff from Yeovil, then climbed to its en route cruising altitude of 25,000 feet, passing north of Southampton, just south of Paris, over the Alps and Piemonte in Italy before descending and landing at Cascina Costa, near Milan. 

The Italian aircraft manufacturer claims that flying the AW609 on the route was more time efficient that using a combination of car, helicopter and business jet from central cities at either end of the route. A tiltorotor typically provides a time saving of between 30 and 50 percent on trips of up to 700 statute miles, compared with the car, helicopter and private jet combination, the company claims. AgustaWestland is currently building test ships No. 3 and No. 4 and is in the process of transferring most flight test and continuing development work on the AW609 to its plant in Philadelphia, where the aircraft will be produced after anticipated FAA certification in 2017. It is expected to release a price for the AW609 late this year.