Following an extensive re-vamping of the AH-64D, Boeing has now developed the next-generation of this well-known attack helicopter into the newest AH-64E variant. Richard Meanor, Boeing’s senior manager for international business development at the company’s production plant in Philadelphia provided details of the E-model Apache during MSPO.

The operational capabilities of the platform have been significantly enhanced in the latest variant of the Apache, which Meanor and other Boeing representatives offered up in briefings held in Poland. The Apache is competing against several other competitors for a tender for a new Polish attack helicopter. Other bidders for this contract are the AgustaWestland/Turkish Aerospace Industries T129 and the Airbus Helicopters EC665 Tiger.

“The Apache is a proven system that has seen several wars,” said Meanor. “Moreover, it was designed from its origins to fight a protracted conflict in this part of the world–central Europe. Moreover, it has been purchased more often by those nations that have a near-term or close proximity threat than any other model.”

“The U.S. Army had this system designed with the philosophy that they do not believe in a fair fight,” Meanor explained. “In a fair fight, the good guy has a 50 percent chance of losing, and that is not the way the U.S. Army goes to war.” Currently nations in the region that operate versions of the AH-64 include Egypt, Kuwait, Saudi Arabia, and the UAE. In addition, last year Qatar received U.S. government approval to buy 24 AH64D Block III models.

“Of the major improvements that are featured in the AH-64E, the most important are enhancements to flight performance,” explained Meanor. “The latest versions of the D model have added 800 pounds of weight and the U.S. Army wants to restore the power margins of the original Apache variants,” said Meanor. Therefore, the drive train was modernized and a new transmission has been developed, along with a new engine fit. An entire new set of mission computers were also integrated in to the on-board systems.”

The net effect is that “you get to the fight faster and can stay there longer,” he said. The new engines he referred to are General Electric T700-GE-701Ds that–in combination with the new transmission–significantly enhance performance. Another important addition is a new, lighter set of composite rotor blades.

Beyond these performance enhancements, the new mission computer also allows for easier integration of new systems. This gives the user the option of adding new sensors and/or weapons with a much-reduced cost of integration.

Although 200 E models have been delivered already to the U.S. Army, Boeing continues to work on advanced derivatives to keep the platform relevant out to the year 2060. Right now, there are Apaches operating in the militaries of the U.S. and 13 other nations. There are a total of 1,100 different models in service today. Some 380 of those are in service with forces other than U.S.

Initially, the AH-64E program began with 634 AH-64Ds to be upgraded to AH-64E configuration. Production of 56 new-build AH-64Es will start in the 2019-20 time frame. Boeing said that any current users can apply to the U.S. government for their D models to be upgraded to the E-series configuration. The process “is essentially a re-manufacturing,” explained a Boeing executive. Not only are all of the new systems and new engines being fitted, but there is also a significant enhancement of the airframe, as well.”

Boeing and the other Team Apache partners pointed out several other advantages to the AH-64 over its competitors. Nations that procure the AH-64 automatically have access to the U.S. Army’s worldwide supplier network and to the Army’s planned program modernization path.

Another plus is the equipment fit of the aircraft. The Apache “is the only attack helo in the world with a radar with the capability of the Longbow,” said Meanor. The advantages of this feature were echoed by Lockheed Martin representatives, who told AIN that “the Hellfire missile working in conjunction with the radar makes the AH-64 an incredibly powerful close-air support platform, particularly when you consider that this allows the pilot to ‘ripple-fire’ the Hellfire against multiple targets.”

A decision by Poland, potentially one of the first users of the AH-64E, is expected sometime in early 2016. “The Apache is more than just a tactical asset to a nation’s armed forces,” said Meanor. “It is a deterrent against enemy attack. The Poles know it, and they live in a dangerous neighborhood, which is why they have demonstrated such high interest in the AH-64E.”

Honeywell Aerospace signed a contract to supply the HTS900 turboshaft to Marenco Swisshelicopter for the SKYe SH09 single-engine helicopter, the companies announced yesterday. This marks the first production agreement for the new Honeywell engine.

Honeywell said SH09 pilots will benefit from increased payload capacity at high altitudes thanks to the HTS900’s high power-to-weight ratio. The engine weighs 338 pounds but produces more than 1,000 shp. With a 5,842-pound mtow, the SH09 is designed to carry one pilot and seven passengers.

“Increasing operational efficiency, while simultaneously reducing maintenance time and costs, is an ever-present concern,” said Marenco Swisshelicopter CEO Martin Stucki. “Honeywell is enabling us to do this with a future-proofed package that allows us to increase power—and therefore payload—as well as providing room for engine growth within the same architecture.”

Three HTS900 engines have already been delivered to Marenco to support the SH09 flight-test program. Certification of the all-composite helicopter is slated for the second half of next year.

Bell Helicopter (Booth N2132) plans to unveil a mockup of its new 525 super-medium twin fitted with a VIP interior at the NBAA Convention, but not until next year’s show. Right now Bell is working on several concepts in-house, including the one pictured with this article, and with outside suppliers including Mecaer (Booth N2516). That company collaborated with Bell on developing a VVIP interior that was recently certified in several countries for Bell’s 429 light twin.

In standard and high-density configurations, the 525 features seating for up to 16 or 20 passengers, respectively. Layouts for corporate, VIP and VVIP/head-of-state are expected to accommodate six-to-12 passengers and to incorporate all the entertainment, information and high-speed-connectivity equipment that are found on the latest private jets. Entry to the 525’s 4.5-foot-tall cabin is through a pair of hinged doors located between the cockpit and the first of four seating areas, or through two large aft-sliding doors. The cabin features 88 sq ft of floor space and a 128-cu-ft baggage hold, bigger than the luggage compartments on even some large-cabin corporate jets.

The 525 is comparatively fast with a top speed of 155 knots. Power comes from a pair of GECT7-2F1 turboshafts (1,800 shp each) driving an all-composite five-blade main rotor and a four-blade tail rotor. The 525 is Bell’s largest civil helicopter, with a rotor disc diameter of 54.5 feet, and features hybrid aluminum/composite construction. It is expected to have a range of 500 nm, maximum takeoff weight of 19,300 pounds and a useful load of 7,400 pounds. The 525 features computerized fly-by-wire controls and touchscreen Garmin G5000H avionics. Gone are the traditional cyclic sticks between the pilots’ legs, and the cockpit is equipped with sidestick controls. The pilots’ seats swivel into position for ease of egress. Ahead of them is a low-slung digital instrument panel and an enormous field of Plexiglas that affords wide visibility over the nose and down to the ground.

Bell announced the 525 program in 2012. In addition to the corporate and VIP market, the company envisions a variety of uses for the helicopter, including offshore energy, law-enforcement, air-ambulance and search-and-rescue and coastal-patrol work. The first 525 took to the air on July 1, and several more test aircraft are currently being assembled.

Larry Roberts, vice president of sales and marketing for the 525, 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 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.

Roberts said, “When we did our market analysis for the 525 back in 2010, our goal was to create a helicopter that we could place in that sweet spot between the mediums and the super heavies. The 525 allows our customers to do everything they can do with a medium or a competitor’s super-medium and quite a bit, about 60 percent, of what they are doing with the heavies. It gives them a good slot position to take care of both the lighter and the heavier ends of the work. They recognize that when you have super heavies flying out beyond 200 miles, most of the time, they only have six to eight passengers on board. Because of the 525’s fuel capacity and flight economics, we are able to carry six to eight people out 250 nautical miles, depending on the cargo load. So we think we will be very competitive with what the heavies, mediums or super-mediums can do, and that is very attractive.”

Bell Helicopter (Booth N2132) reports letters of intent for more than 350 copies of the new Jet Ranger X light single helicopter, which features the dual-channel Fadec Turbomeca Arrius 2R engine (504 shp) and Garmin G1000H avionics. Configurations of the new five-seater available initially will be utility, law enforcement and corporate/VIP. The price point of the base 505 is expected to be in the $1 million range. The 505 is designed for a maximum cruise speed of 125 ktas, a maximum range of 360 nm and a useful load of up to 1,500 pounds.

The 505 remains on track to earn Transport Canada certification early next year. Bell announced the 505 program at the 2013 Paris Airshow, and the first test aircraft made its first flight on Nov. 10, 2014. The second flight test vehicle first flew this past February. The first two flight-test vehicles completed hot testing in Havasu, Ariz., and high-altitude testing in Colorado over the summer. 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 function-and-reliability testing.

The aircraft features a wide-opening double-door, a 22-sq-ft flat cabin floor with tie downs and an 18-cu-ft baggage compartment that can accommodate up to four standard suitcases or several travel golf bags. The 505 is equipped with three, 16-inch-wide bulkhead-mounted, forward-facing, energy attenuating seats. For switching between passenger transport and utility missions, these seats can either fold up or be removed. The 505 features an open cabin layout with 61 cu ft of rear cabin volume for carrying passengers or cargo.

Bell officially dedicated its new 82,300-sq-ft assembly plant for the 505 Jet Ranger X in Lafayette, La., on August 27. The facility is expected to have up to 100 employees. Turbomeca delivered the first production Arrius 2R engine for the 505 to Bell in August on schedule in Lafayette. The Arrius 2R is the only turbine in the 500-shp range to feature a dual-channel Fadec. “We are perfectly on track to meet Bell Helicopter’s expectations,” said Jean-François Sauer, Arrius 2R program vice president, “and moving at a steady pace towards EASA engine certification by the end of 2015.”

The Arrius 2R achieved first ground run in April 2014 and made its first flight aboard 505 FTV1 at Bell’s Mirabel (Quebec) facility in November 2014. Production Arrius 2R engines will be assembled at Turbomeca USA’s facility in Dallas and integrated in Lafayette. Initially, the 2R will have a time between overhaul (TBO) limit of 3,000 hours.

Robinson Helicopter has developed a version of the piston-powered R44 configured specifically for the training market. The R44 Cadet will be available in next year’s first quarter and be priced below an R44 Raven I. The Cadet retains the same basic airframe, rotor system and Lycoming O-540-F1B5 as the R44 Raven I; however, the rear seats are gone and the aft compartment has been reconfigured for cargo. Maximum takeoff weight is 2,200 pounds, 200 pounds short of the Raven I’s. The engine is derated to produce 210 hp for takeoff and 185 hp continuous (down from 225/205 hp in the Raven I). The lower weight and derated power provide greater performance margins at high altitudes. A newly designed muffler lowers the Cadet’s flyover noise by three decibels.

The Cadet will be available with optional air conditioning, autopilot, and avionics packages tailored to IFR or VFR training.

Monaco-based helicopter operator Monacair will offer scheduled flights between Nice Airport and Monaco’s heliport beginning January 1. The company, which won a 10-year tender against incumbent operator Heli Air Monaco earlier this year, will strive to return traffic to its 2007-2008 level. It has ordered six Airbus Helicopters H130s.

Annual passenger traffic for the Monegasque operator (the other operator on the route is a French one, according to a bilateral agreement) has dwindled to between 50,000 and 60,000 from about 100,000, according to Monacair CEO Gilbert Schweitzer. He is preparing “innovations,” such as optional services, to drive the number up again. Schweitzer expects the Nice-Monaco service to boost Monacair’s revenue by 35 percent. Monacair will also endeavor to drive down the connection time at Nice Airport. The goal is for passengers to be at its boarding gate in Nice 20 minutes after arrival at the Monaco heliport. Flight time is seven minutes. Security checks will take place in the helicopter area in Nice.

Airfare for a one-way flight will be €160 (approximately $180) or €280 ($310) for the round trip. Monacair plans to streamline the booking process. Tickets and an electronic boarding pass will be available through Internet booking.

Schweitzer suggested that the planned order for six new helicopters was a factor in Monacair’s successful bid on the route: “These aircraft are quiet and air-conditioned.” The purchase is valued at €17 million ($19 million) and deliveries will run from next month to May. The H130 can accommodate six passengers, in addition to the pilot.

Flights will run on a schedule of “practically one flight every 30 minutes,” Schweitzer said. Monacair might operate 80 to 100 flights per day in summer. Sometimes, heavy rain or strong easterly wind causes flights to be cancelled but “this is very rare,” Schweitzer added. Night flights (around 10 percent of the total) will be performed with twin-engine helicopters–an EC145 and an AgustaWestland A109SP–to comply with limitations on single-engine operations. The H130s may be used for other operations such as flights to sea or ski resorts.

Specializing in private helicopter management, Monacair so far has managed a fleet of 20 helicopters composed of mostly Airbus and AgustaWestland light singles and twins, including Airbus’s Dauphin. In the middle of next year Monacair will receive an H175 and an AW169, both to be offered for private flights.

Airbus Helicopters is flying an H120 powered by a diesel engine in place of its usual Turbomeca Arrius 2F turboshaft. The main benefit of the effort, part of Europe’s Clean Sky joint technology initiative, is expected to be significantly lower fuel consumption.

The 30-minute first flight on November 6 started with a hover and various low-speed maneuvers, before the helicopter transitioned to 60 knots. The engine is a 4.6-liter V8, featuring high-pressure (1,800 bar) common-rail direct injection and one turbocharger per cylinder bank. The cylinders have a 90-degree V. To reduce weight, designers looked to racecar design for inspiration, evident in the construction of the cylinder heads (aluminum) and connecting rods (titanium). The high-compression engine, as Airbus Helicopters prefers to call it, runs on kerosene/jet-A.

The Fadec’s performance has been particularly satisfactory, according to Tomasz Krysinski, Airbus Helicopters’ head of research and innovation. When the pilot increases the collective pitch, the Fadec injects more fuel into the combustor for more power. “As a result, the rotor’s speed changes by a maximum of three rpm, less than one percent of the nominal 406 rpm,” Krysinski told AIN.

Fuel burn has already proved to be much lower than with the Arrius 2F, 143 pph versus 220 pph in hover, a reduction of 35 percent. The companies involved in the project expect specific fuel consumption to be cut by half at economy cruise speed. “It is interesting for those cycles that include a long portion of relatively slow forward flight, like the police do,” Krysinski suggested.

Aerial work operations could also benefit from the piston engine. Unlike a turboshaft, a turbocharged piston engine retains its power at altitude and in hot temperature. In the mountains, this can be felt from around 3,500 feet, according to project manager Alexandre Gierczynski.

The engine produces 442 hp compared with the Arrius 2F’s 504 shp. However, “we use the same power for takeoff and the high-compression piston engine will be better in hot-and-high conditions,” Gierczynski said.

Other objectives include a 30-percent improvement in direct operating cost and a 2,000-hour TBO. Asked about emissions other than CO₂, Krysinski said there is no standard for comparing turboshafts and piston engines. “Burning less fuel cuts pollutant emissions,” Krysinski noted. There is no plan on the diesel engine for a NOx-reduction device or a particulate filter, like those now mandatory on cars. One reason is weight: after further development, the flight-tested piston engine will tip the scales at 530 pounds–twice the weight of a turboshaft of equivalent power.

In addition to Airbus Helicopters, the project involves Teos Powertrain Engineering and Austro Engine. The former company, which has experience in car racing, designed and manufactured the prototype engine. The latter firm, a specialist in diesel engines for fixed-wing aircraft, has been in charge of the Fadec, the fuel system and obtaining a permit to fly.

Iron-bird tests started in February 2014 and the first ground runs took place one year later. The project dates back to 2009, when a first attempt failed for lack of funding. The companies aim to bring the engine to technology readiness level six, suitable for program launch.

While civil helicopter sales are down worldwide with the falling price of oil, Doug Carriger, Airbus Helicopters’ senior director of marketing for North America, sees a resilient U.S. market that is rebounding in key sectors such as EMS and law enforcement, and even showing a few bright spots in the depressed offshore energy market.

Carriger said that this has been a strong year on a number of fronts in the U.S., pointing to the success of light twins in the EMS market (he called it the best year in three years), an upswing in law enforcement orders, more interest in deploying super-mediums into the Gulf of Mexico to handle restructured offshore energy demand, and more interest in the corporate and private markets.

With nearly 900 helicopters flying, “Air medical is the bread and butter of the North American helicopter industry,” Carriger said. “I’m hesitant to call it complete saturation. I think it is moving toward a duopoly that is highly competitive. There is overlap between regions with more than one option to call to pick up a patient. Back in the ‘gold rush’ [ten years ago] it wasn’t like that. So that definitely is slowing growth. There was a time when we could do a three-aircraft light twin deal over the phone. It’s not like that right now. But this has been the best year in three years for light twins in the U.S. Both the H135 and H145 are doing well. There are places where the twins are doing well. In highly competitive markets, the single-engine aircraft is the aircraft of choice. Before, it wasn’t. So the market is still so incredibly dynamic and competitive there is a need for those operators to buy aircraft. They might be switching from a light twin to a single but they are still actively buying.”

EMS and Law Enforcement Operations

Carriger said helicopter EMS is a steady buyer. “It has ordered on average 55 new helicopters a year over the last 10 years. The mix shifts and there’s some volatility around that. Right now the mix is shifting to singles. The programs that prefer independence or owning the helicopters prefer light twins. They typically like twins and the larger helicopters, but some of the big players are still buying twins, especially if their mission is inter-hospital transfers or specialty transports.” However, he continued, “it’s not the only time we sell a twin” into the EMS market.  

Police orders are on the upswing, Carriger said. “Our bookings tripled over the last year in law enforcement, a market that is still looking good. It’s our bright spot beyond EMS. Law enforcement in North America is cyclical and we are clearly on an up cycle right now. As corporate America works its way out of recession, municipalities are getting more tax revenue and they are renewing fleets, but they have a longer sales cycle. They are scrutinized and have to do RFPs, but that upswing will continue throughout next year. In North America it is the AS350B3e that is the industry work horse.” He attributes the helicopter’s popularity in the law enforcement sector to the departments’ desire for a well equipped aircraft. But Carriger doesn’t get a lot of requests for larger machines. “We don’t see it moving heavier too much. Where we see it are aviation units that do multi missions and need the larger cabin to have litters.”

While the energy market is depressed, Carriger sees opportunity in the Gulf of Mexico. “Oil and gas is tough. Our colleagues are really hurting in the Gulf of Mexico. There is clearly a market opportunity for the [super-medium] H175 where larger aircraft have been serving that mission. It is going to nip at the near spaces of the heavies and it is a good value proposition.” Carriger thinks two to four H175s could be added to the Gulf fleet next year and Airbus Helicopters already has a definitive plan to support H175s in the Gulf.

Finally, he said he is guardedly optimistic about Airbus Helicopters’ ability to penetrate the corporate and VIP market in the U.S., something it has yet to do. “It hasn’t translated into sales yet, but the activity and the interest have gone up considerably and it is a potential bright spot for our market that we are really excited about,” he said. “We recently hired a specialist to focus on that market segment for us. We wouldn’t be doing that if we didn’t see a significant upside in the near term. Corporations will be interested in a light twin and the [under development and cabin-class] H160.”

Italy’s Mecaer Aviation Group (MAG) has earned an EASASTC for its Mercedes-Benz Style luxury interior for the Airbus H145T2. The interior is available in four variations that customers can combine with real wood floor or a choice of carpets, with options including MAG’s proprietary IFeel in-flight entertainment system and Wi-Fi. Numerous attachment points on the floor and a cabinet increase multi-purpose storage options.

Airbus Helicopters and MAG have orders for five of the luxury H145 interiors thus far, and the companies are aiming to deliver the first by year-end. Armando Sassoli, MAG’s co-general manager, called the STC“not only a demonstration of our technical capability, but also a reflection of our continued partnership with Airbus Helicopters.”

Since being purchased by Air Methods in December 2012, Las Vegas-based heli-tour operator Sundance Helicopters has focused sharply on safety programs and fleet renewal. This year Sundance became the nation’s first heli-tour Tops (tour operators program of safety) member to implement the FAA’s aviation safety action program (ASAP) and maintenance safety action program (MSAP).

The voluntary, self-reporting programs are designed to identify and reduce safety concerns stemming from operational deficiencies, non-compliance with regulation, deviations from company policy and unusual events. Each report is investigated and corrective action is determined and taken per FAA Advisory Circular 120-66B. Archie Gray, senior vice president of Air Methods, said, “The bottom line in helicopter operations and in aviation is safety. Sundance’s ASAP and MSAP participation gives us an opportunity to work collegiately with the FAA to promote safety.”

Pilots and mechanics who voluntarily self-report under ASAP and MSAP are shielded from FAA enforcement action but not necessarily company action, according to assistant chief pilot Bill Orvis. “If pilots or mechanics believe they have broken a rule or have seen something that is really unsafe and has not been addressed, they can fill out an ASAP or an MSAP report, which then goes to the ASAP or MSAP committee. For pilots that’s our POI [FAA principal operations inspector], management and pilots. They decide to accept it or reject it. If you have broken a reg [filling out the report] protects you from FAA action, but not necessarily from the company. Part of our safety management system is to have a just culture, and to have a successful SMS you need this information. We are the only heli-tour company using ASAP,” Orvis claimed.

ASAP/MSAP isn’t the only arrow in the Sundance safety quiver, according to company president Jay Francis. “We’re at IS-BAO [International Standards for Business Aircraft Operations] Level 3, we recently completed a U.S. Department of Defense two-year inspection, and we are at FAASMS Level 2. We have instilled a just culture and are doing things right because they are right,” he said.

Fleet Rejuvenation Under Way

Sundance currently employs more than 200 people, among them 40 maintenance technicians and 10 maintenance support personnel, and 35 full-time and 15 to 18 seasonal pilots.

The company operates a mixed fleet of 27 Airbus Helicopters EC130B4/T2s and AS350B2s and will soon add a Cessna Caravan. Francis notes that by June the company will operate one of the newest fleets in the Canyon, with 16 EC130T2s, four EC130B4s and six to eight older AS350B2s relegated to take sightseers from the top to the bottom of the Canyon.

“Being a part of Air Methods has given us access to capital that has allowed our fleet rejuvenation program,” Francis said.  The company recently took delivery of EC130T2s from Airbus Helicopters in Grand Prairie, Texas.

Few pilots who come to Sundance have turbine time, Orvis explained. “We train to a higher standard. We are trying to give pilots more education than they need by law. The minimum hiring standard is 1,000 hours PIC and we would like them to have an instrument rating. We prefer CFIs, but we do have several pilots who were never instructors. Typically this is their first turbine job. They build some turbine time here and then go on to EMS or utility flying. The initial pilot training takes three weeks. The first week is ground school, the second is flying capped off by the Part 135 check ride, and the third is route training: the route to and from the canyon and all the letters of agreement we need to abide by. They get a check ride on that as well, including the SFRA [special flight rules area] for the Grand Canyon. So it is essentially two check rides to get on the line. We evaluate people after 60 days. First we put them in the AStar before moving them over to the 130s. Flying the ups and downs in the AStar is a nice transition into the turbine world without all of the distractions of [flying a complete tour]. It’s a nice job to transition into from the CFI world. We want you to get in your helicopter, take care of your people, and fly there and fly back.”

Besides offering tour packages, charters to places such as Phoenix and the Burning Man festival in Black Rock Desert, Nev., the company finds itself increasingly arranging theme night parties–Great Gatsby night, James Bond night and so on–that feature helicopter rides around the Las Vegas strip, hosted from its newly remodeled and expanded terminal.

Heli-tour operator Maverick Helicopters recently unveiled its new $5 million Las Vegas terminal. The facility has floor-to-ceiling windows that overlook McCarran International Airport’s runways, private space for VIPs and group events, a café with expanded food and beverage selections, a registration desk with double the capacity of the one in the previous terminal, a separate photo and video desk for passengers to purchase photos and videos from their flights, leather couches, large courtyard designed for group and corporate events and a greatly expanded gift shop. The new Las Vegas terminal is adjacent to the existing building, which will soon be renovated.

“We broke ground on this project approximately one year ago, and this opening represents a big milestone for Maverick Helicopters,” said John Buch, president of Maverick Aviation Group. “This year has been one of our best yet–from opening our fifth location in Maui to unveiling one of the most elaborate helicopter terminals in the world here in Las Vegas, we couldn’t be more thankful to everyone who has helped us get to where we are today.”

Maverick operates a fleet of Airbus EC130s in Nevada, Arizona and Hawaii.

Airbus Helicopters wants to offer “customized” service life limits for parts by combining customer data on the time the helicopter spends in each flight phase with loads measured, in flight testing, in the same phase. The effort could extend components’ service life, reduce costs and improve safety, the company said.

A component is often designed to repeatedly withstand flight phases that owners never fly. For instance, “The typical offshore spectrum is much less severe than our certification reference spectrum,” said Emmanuel Laillet, an Airbus Helicopters specialist in rotor stress. Airbus wants to use sensors that are already on board—part of the health and usage monitoring system—to measure the climb rate, loads and other parameters to adapt maintenance to actual usage.

The company expects the resulting lighter maintenance to reduce the cost of operation. Such usage analysis may prompt the customer to change a mission profile if this reduces component fatigue, Laillet suggested. For the airframer, less frequent part replacement has a favorable effect on inventory.

AgustaWestland and EASA are discussing a new approach to the height-velocity (H-V) diagram for multi-engine helicopters, proposing to replace it with “safe reject” indications. They advocate adopting the idea of “fly away” in case of engine failure to make the most of the helicopter’s performance rather than relying on a diagram that shows operators what not to do. With the fly-away maneuver, the pilot determines a flightpath that keeps the aircraft clear of obstacles.

Bernardino Paggi, an AgustaWestland expert in flight-test methodologies, identified this common misconception: “If I fly outside the H-V area, I am always safe.” In fact, he said, a rejected takeoff from the takeoff corridor might end up hitting an obstacle. Paggi said H-V envelopes are demonstrated on only one type of surface (usually a runway) and cannot be applied to operations on all surfaces from which a helicopter can be operated.

To guarantee actual one-engine inoperative (OEI) capability, AgustaWestland proposes that the regulation clearly require a statement of applicability, such as, “This level of performance can be achieved only over this specific surface.” Paggi also suggested that the VTOSS (takeoff safety speed) concept should replace climb-out speed.

“Safe vertical rejects and hover-out-of-ground-effect fly-away performance provide a safer and operation-oriented envelope,” compared with the existing “no-fly zone,” he added.

In a rare presentation by a Chinese official, Capt. Zhang Yu, a representative of the Civil Aviation Administration of China (CAAC), gave an update on the state of the helicopter industry in the country at the EASA Rotorcraft Safety Symposium earlier this month. In 2014 (the last year for which data is available) 538 civil helicopters were flying in China, up from 385 the year before. The number of operators has increased, too, from 55 to 82.

The top five CCAR-135 operators are Citic Oceanic Helicopter Co., China Southern Zhuhai Helicopter Co., East General Aviation Co., China Flying Dragon General Aviation Co. and Capital Helicopter Co.

There were 1,519 helicopter pilots (holders of a private, commercial or airline transport certificate) as of 2014. This represented a 22 percent increase over 2013 and more than double the 2010 pilot population. Training resources for those pilots remains a challenge, said Zhang.

He also gave some safety statistics. There were seven accidents in 2013, one in 2014 and six between January and September last year. Of these, two were the resultof power line strikes, one from weather and one from a combination of weather and terrain. Two accidents are still under investigation.

Test flying of the new Bell 525 super medium twin helicopter is “ahead of plan,” according to Bell Helicopter 525 program vice president Larry Thimmesch. The first 525 flight-test vehicle (FTV1) made its maiden flight on July 1. A second 525 (FTV2) joined the program last week and is expected to begin airborne trials soon , he said. Overall, the 525 remains on track for certification in 2017, Thimmesch added, with the program eventually to include five test aircraft.

To date, Bell has 75 letters of intent for 525s from customers, the majority coming from the offshore energy services (OGP) industry. The company has yet to formally release a price for the aircraft, though it is expected to be in the $20- to $24 million range.

FTV1 has flown 65 hours and validated the 165-knot Vne and 12,000-foot ceiling, as well as begun hover performance testing in and out of ground effect and initial autorotation testing. “Getting into a production cadence is really where we are focused right now,” Thimmesch said. “The good news about flight test is we spent a lot of time in the systems integration lab validating components integration, throwing faults in the system, and seeing how the aircraft reacts. That has really paid off.”

The online helicopter booking portal EvoLux now has 200 helicopters enrolled in the system in eight major metropolitan areas, among them New York, Chicago, Los Angeles and Miami. Founder Ray Leavitt says he is readying the company for the “next level” as he seeks an investment seed round of $5 to $10 million.

Sikorsky Innovations selected EvoLux the winner of its second “Entrepreneurial Challenge Competition” in 2013. Leavitt wants to make it easier to book a helicopter seat via two computerized platforms that let customers either book the entire helicopter through SkyLimo or open up a helicopter they have booked to friends or the general public to cut costs through SkyShare.  Leavitt said EvoLux differs from its better known competitor Blade in that it allows operators more flexibility to accept, deny or shift a flight or substitute equipment as they see fit in a way that “keeps it non-scheduled and Part 135.”

Leavitt thinks his system will be a boon, particularly to small helicopter charter operators who he says spend an inordinate amount of time preparing charter bids. “Our system calculates where the aircraft is located, what the reposition would be, the flight time, the wait time, the reposition of the aircraft back and any other fees that go into it. You can go to our site and pretty much have a search from anywhere to anywhere and have a price quoted with all that included in less than three seconds. That right there is an efficiency that doesn’t exist in the current marketplace for helicopters,” Leavitt said.

Expanding the Market

Leavitt’s goal is to use EvoLux to get more helicopter riders–and more helicopters–in the air, thus bringing down the cost for both. “My research shows that there are 781 helicopters available for charter in the U.S. That isn’t very many when you consider that in São Paulo, Brazil, alone there are 450. On average a helicopter in the U.S. fleet flies just 0.81 hours per day, but they have the potential to do six to eight hours per day. You can open up that market to a huge population if you had something to make helicopter travel more affordable.” Leavitt thinks EvoLux does just that. “These operators can get to the point where they not only fill their existing helicopters but they can buy new ones because there is now more civilian demand for it.”

Leavitt worked as a consultant to DayJet and as a charter broker before starting EvoLux, rolling out a prototype system in 2009 regionally in south Florida, where he developed a VIP clientele and began doing high-end events such as professional golf tournaments.

The future opening of air travel to Cuba from Miami also holds promise for twin-engine operations, Leavitt noted. 

In Los Angeles, where EvoLux has 24 helicopters enrolled, the company is watching the debate over the fate of the moribund heliport at Los Angeles International Airport and sees Los Angeles overall as a market with lots of potential. “We think southern California is one of those markets that will organically ‘get it’ and just start using this. It’s three-hour traffic jams everywhere you go, and it is so spread out. If we can activate the LAX heliport and then bundle $200-per-seat flights to it with first-class scheduled service on American Airlines, I think you could really kick off the L.A. market,” Leavitt said.

In November, EvoLux announced that it would begin operation from Chicago’s new Vertiport with partners Helimotion, Image Air and Indiana Helicopters. Leavitt noted that EvoLux also is looking hard at the Phoenix and Colorado ski resort markets. EvoLux vets its carrier partners but does not require Argus or Wyvern ratings. “We use only qualified operators,” Leavitt said. “We check a carrier’s certificate and liability insurance and we have declined to invite certain operators onto the platform.”

“We want to attract resorts and destinations that are off the beaten path that normally would take a customer forever to get there,” Leavitt said. “The resorts will want to promote us to their customers.”

Bell Helicopter is now aiming to have the 505 Jet Ranger X certified by the FAA in the first half of next year, as the three test aircraft have thus far logged 485 flight hours and another 115 on the ground. The first 505, FTV1, has been flying since last November, and both FTV2 and FTV3 entered the test fleet earlier this year.

The Texas-based helicopter manufacturer plans a rapid production ramp up that could see 200 of the light turbine singles being manufactured per year by 2018, according to program manager David Smith. “We feel confident that we will be able to sustain 200 aircraft a year [production] for a considerable period of time even in this market,” he told AIN. Bell currently holds letters of intent for 354 of the approximately $1 million helicopters.

Smith said some option kits for the aircraft are already in flight-test. “We’ve got the first round of kits mostly mature and in certification testing, many are installed on the third test aircraft and include HTaws, synthetic vision, a second VHF com, ELT and standby altimeter. Those are close to being certified. There are a slew of kits just behind that, including HF antennas and a second integrated navcom, and we are working with the makers of autopilot systems and emergency floats,” he added.

The EASA’s ninth rotorcraft symposium gathered more than 200 attendees in Cologne, Germany, early last month and proved, once again, to be a valuable place for constructive exchange–sometimes in hot debate–between the industry and the authorities. In addition to outlining their views of how safety should progress with new standards, the EASA also announced an effort to coordinate more effectively with other authorities (in the U.S., Canada, Brazil and eventually China). Meanwhile, airframers and operators provided insights about how they make the most of new technologies to improve safety at lower cost. They suggested ways to coordinate work necessary for compliance with new rules and proposed fresh approaches to dealing with emergencies such as engine failure.

Robinson’s 700th R66 turbine helicopter rolled off the production line on December 18, five years after the five-place helicopter received FAA certification. S/N 700 is an R66 Turbine Marine, which is an R66 equipped with pop-out floats. The helicopter will be delivered to Robinson dealer Air Technology Belgium. This will be the first Turbine Marine delivered to Europe since EASA approved the float option in October and one of more than 50 R66s sold to Europe.

Along with the float option, Robinson also has recently added options for the Garmin G500H flight display and Genesys HeliSAS autopilot. The company is developing further options for an auxiliary fuel tank and cargo hook. Those options are expected to become available for R66 helicopters in 2016.

Air Technology is among 72 R66 dealers worldwide. Robinson has approved a total of 120 R66 service centers.

Helicopter operator NHV on December 18 inaugurated a new base in Aberdeen, UK, and said it is to receive another three Airbus Helicopters H175s shortly. The Ostend, Belgium-headquartered company has been rolling out its “strategic plan to become a sizeable, alternative player” in the North Sea offshore market.

The Aberdeen base—a five-year project—comprises a passenger terminal, offices and a 26,000-sq-ft hangar. The first contract there is with Chevron North Sea Limited and will start on January 1 with two H175s. NHV recognizes market conditions are difficult due to the drop of the oil price. Nevertheless, it estimates the addition of one AgustaWestland AW139 and a total four H175s in 2015 will position it well for oil-and-gas operations. An additional four H175s are to be delivered to NHV next year.

Meanwhile, in a rebranding move, Blueway Offshore Norge and DanCopter have been integrated into the NHV name. Airlift and Vertech, also part of the NHV Group, will continue to operate under their current brands. The group employs 650 and has a fleet of 62 helicopters.