Helicopter Industry #103

EUROPE - MIDDLE EAST - AMERICAS - AFRICA - ASIA - RUSSIA
#103

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EUROPE - MIDDLE EAST - AMERICAS - AFRICA - ASIA - RUSSIA
#103
30
MANUFACTURER
HX50: the new British
industrial project
By François BLANC
02
EDITORIAL
BREAKING
NEWS
By Frédéric VERGNÈRES
MILITARARY
ALAT at the top
By Frédéric LERT
4
38
FAREWELL
Lynx: forty years
in the service of
France
By Frédéric Vergnères
PARAPUBLIC
The Dragon’s new approach
By Frédéric VERGNÈRES
16
44
LEGACY
The X3, ten years after
By Frédéric LERT
OPERATOR
Power and precision
By Frédéric LERT
22
50
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HELICOPTER INDUSTRY I EDITORIAL I
ARNAUD DEVRIENDT I DIRECTEUR DE LA PUBLICATION
Even from the sky, the world seems to be crawling along: less planes in the airspace, reduced rail traffic and a less
frequented road network. Government arrangements made here and there across the world impart a new rhythm
to the populations. The world health crisis is not yet behind us.
At that moment, the helicopter industry strives to maintain as normal as possible activity. Pending orders must be
fulfilled, what certain provisions guarantee. Nowadays, the consequences of the word health crisis are not really
felt. Based on long lifecycles, military and civil production as well as new aircrafts sells are not subjected to strong
pressure, either promised some decline in the short term.
As in any crisis, especially when it takes on such a scale, operators focus on their missions as soon as the
contractors have maintained them. In the military and parapublic sector, operational maintenance, training
exercises and generally speaking state aircrafts action run their course.
In such a context, the industrial project of a British engineer and Hill Helicopters founder makes us dream of an
enchanting tomorrow. Jason Hill patiently bided his time before he unveiled his vision of the high-end private
helicopter, shaped it and made it alive. Let’s be careful what he’s up to. Although he’s not the only one to work on
the near future of the vertical flight, his approach during such a special period conceals very exciting perspectives.
We invite you to discover our website
Retrouvez l’ensemble de nos informations sur le site
helicopter-industry.com
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HELICOPTER INDUSTRY I BREAKING NEWS I
©US Navy
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HELICOPTER INDUSTRY I BREAKING NEWS
©Airbus helicopters
PNG LNG ADDS H145 FOR PAPUA NEW GUINEA OPERATIONS
ExxonMobil has signed a contract for two Airbus H145 helicopters to support the PNG LNG Project in Papua New Guinea (PNG).
The new H145 model with a five-blade, bearingless main rotor provides a 150kg increase in useful load.
The aircraft will be based at the Hides Gas Conditioning Plant (HGCP) in Hela Province of the PNG Highlands, and will be used to
transport personnel and equipment in support of PNG LNG Project operations.
In addition to its reliability and superior economics, the new H145’s «hot and high» performance was critical to its selection for use in an
environment requiring routine operations at an altitude of 5,400ft in temperatures up to 35ºC.
The sale is the first by Airbus Helicopters to ExxonMobil and the first order in the oil and gas sector for the new H145 in the Asia Pacific
region.
Ben Bridge, Executive Vice President Global Business, for Airbus Helicopters said «It’s an honour to win the confidence of a safety and
performance focused customer like ExxonMobil for operations in PNG’s highly demanding operational environment. The new H145 has made
a strong start in the market and it’s clear that it has a great future across multiple market segments.»
MORE ABOUT AIRBUS HELICOPTERS
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©Russian Helicopters
RUSSIAN HELICOPTERS DELIVERS FIRST ANSAT TO A CLIENT IN EUROPE
Russian Helicopters has delivered a first Ansat helicopter to a client in Europe. The operator of the rotorcraft, which is equipped for
medical operations, is the Ministry of Interior of the Republika Srpska (Bosnia and Herzegovina). This is the first of three helicopters
under the delivery contract.
Ansat for Republika Srpska comes with a medical module equipped with a stretcher and a medical shelf. The helicopter cabin has
place for transporting one patient and two chairs for accompanying doctors. Equipment configuration includes a system for artificial
lung ventilation, tele-ECG allowing to monitor cardiac activity in real time, and various other equipment for the evacuation of patients of
varying severity. The delivery set includes five seats, which can be installed instead of the medical module and carry 7 passengers in the
helicopter cabin. The helicopter also comes with active vibration control system.
«This delivery testifies that Ansat is competitive on the European market, and we see potential for new orders. I am confident that European
operators will appreciate the favorable cost of operating the helicopter, its versatility and reliability. Two more Ansats will be handed over to the
law enforcement agencies of Republika Srpska in 2021 and 2022. They will be additionally equipped with searchlights, fast-rope deployment
system, a winch and an external sling», said the Director General of Russian Helicopters holding company Andrey Boginsky.
The delivery contract of three helicopters to the Republic of Srpska also included the training of three technicians and two pilots of
the customer in the Kazan Helicopters Aviation Training Center. The program included training in the design and maintenance of the
airframe, power plant and systems of Ansat helicopter for aircraft technicians, as well as theoretical training, classes on the new Ansat
simulator and practical flight training for pilots. The cadets successfully passed the exams and received documents that confirm their
qualifications. The Aviation Training Center will provide further multi-stage training of flight and technical personnel as more helicopters
are delivered. During the next 2 years, 4 more pilots and 6 technicians will go through training.
MORE ABOUT ANSAT
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HELICOPTER INDUSTRY I BREAKING NEWS
©Helinetwork
HELINETWORK INTERNATIONAL SIGNS AN AGREEMENT
WITH THALES AVIONICS ELECTRICAL
Helinetwork International specialist in the sale of new and overhauled parts for civil and military helicopters announces the signature
of a distribution agreement with THALES AVIONICS ELECTRICAL SYSTEMS (AES).
THALES AES, is a subsidiary of THALES Group specialized in the design, manufacture and support of electrical generation and conversion
equipment for the aeronautics industry.
The starter generators designed by Thales AES will bring maintenance gains thanks to increased reliability and performance.
For Thales AES, the partnership with Helinetwork International will enable the company to extend its market coverage, particularly in
the digital market.
This agreement is an opportunity for Helinetwork International to increase its presence in the aerospace sector by adding a new major
to its list of official manufacturers. Helinetwork International is also an authorized distributor of de SAFRAN, COLLINS AEROSPACE,
LACE, TECH-TOOL PLASTICS, etc.
Rotorplace, the world’s leading helicopter parts e-commerce website, enables operators, manufacturers and workshops to find a wide
range of parts with just a few clicks. All the products on the site come directly from the manufacturers’ stocks with the same guarantees.
MORE ABOUT HELINETWORK
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©Russian Helicopters
RUSSIAN HELICOPTERS DELIVERS FIRST BATCH OF HELICOPTER KNOCK-DOWN KITS
TO KAZAKHSTAN
The Ulan-Ude Aviation Plant of the Russian Helicopters holding has delivered two Mi-8AMT helicopter knock-down kits to Kazakhstan to
be assembled on the territory of the customer.
The delivery is based on a trilateral contract signed by Kazakhstan Engineering, Kazakhstan’s Aircraft Repair Plant No. 405 and Russian
Helicopters for semi-knock-down (SKD) assembly of Mi-8AMT / Mi-171E helicopters. The contract, signed in 2019, provides for a total
of 17 helicopter kits during 2020-2022.
The main customers for the Mi-8AMT helicopters in Kazakhstan are the National Guard under the Ministry of Internal Affairs and
the Committee for Emergency Situations. The first batch of Mi-8AMT kits will assembled for the needs of the Committee for Emergency
Situations. «I’m confident that successful implementation of the semi-knock-down assembly project of Mi-8AMT / Mi-171 helicopters in
Kazakhstan will become a significant step forward in the development of the country’s helicopter industry and will allow local enterprises to
increase their scientific and technical potential», said Leonid Belykh, Managing Director of the Ulan-Ude Aviation Plant.
Assembly and adaptation of the helicopters to the customer’s requirements will be carried out by the Aircraft Repair Plant No. 405 in the
city of Almaty. The plant holds the greatest competencies in repairing and maintaining this helicopter type in the Central Asian region.
The plant is certified by both Kazakhstan and international authorities for the repair, modernization and maintenance of Mi-8/17/171
helicopters.The assembled helicopters will be tasked with transportation of passengers and goods, emergency rescue operations,
forest protection, firefighting, ambulance services and law enforcement operations.
The operational experience and extensive service network of the Aircraft Repair Plant No. 405 will provide integrated service support
for customers in the field of deployment.
Kazakhstan has been a long-term partner of the Russian Helicopters and the country operates dozens of Mi-8AMT / Mi-171 helicopters.
The republic became the first foreign operator of the latest Mi-171A2 helicopter.
MORE ABOUT MI-8AMT
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HELICOPTER INDUSTRY I BREAKING NEWS
©Bell
THE NEXT STEPS FOR BELL’S ELECTRICALLY DISTRIBUTED ANTI-TORQUE
Bell announced it’s continued pursuit for coveted vertical lift products, evident through our unveiling of Electrically Distributed Anti-
Torque (EDAT), an unconventional tail rotor with innumerable opportunities. In a Vertical Flight Society online webinar on Nov. 16,
Bell’s Program Director for Light Aircraft, Eric Sinusas, shared potential applications for this latest innovation. «I think it has potential
to potentially replace them [traditional tail rotors],” Sinusas said. “There are benefits to the system that the conventional system just does not
have innately.» This unprecedented technology was revealed in February 2020, sparking global interest from rotorcraft community and
technology aficionados for its ingenuity. Since then, Bell continues to test the unique concept, which includes four electrical motors
driving a fixed-pitch, rpm-controlled fan capable of operating speeds around 6,000 to 7,000 rpm. «I think we can say that we have
successfully proven the concept… it works,” Sinusas says. “Now we’re into the phase of optimization and we’re fine-tuning the performance
characteristics, pushing the envelope further.» After participating in the VFS forum, Aviation Week clarified how EDAT’s technology offers
an enhanced experience in terms of extra flight operational support and cost. «The fans are driven by generators run off the tail rotor drive,
with wires to the electrical motors replacing the complex tail rotor shaft and gearboxes running through the tail boom. This eliminates the cost
of maintaining the tail rotor shaft.»
MORE ABOUT EDAT
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©Airbus Helicopters
THE CHEETAH WILL REPLACE THE FENNECS
The transition between two felines is being prepared. In service since the 1980s for the oldest and heavily solicited in operations,
the Fennec of the French Air and Space Forces awaits its successor: the Light Joint Helicopter (HIL), christened Cheetah. A unique
helicopter, it was chosen by the French Ministry of Armed Forces in March 2017 to meet the needs of all three armies. The single-fleet
concept will make it possible to pool development and operational maintenance costs. In May 2019, French Armed Forces Minister
Florence Parly announced her decision to accelerate the HIL program, led by the French Defense Procurement Agency, to enable delivery
two years ahead of schedule.
The HIL will be delivered to the French Air Force in 2030. This 6-ton aircraft will eventually succeed the fleet’s 40 Fennecs.
MORE ABOUT H160
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HELICOPTER INDUSTRY I BREAKING NEWS
©Sikorsky_Lockheed Martin
U.S. NAVY AWARDS SIKORSKY CONTRACT TO BUILD
SIX MORE CH-53K HEAVY LIFT HELICOPTERS
Sikorsky will build six additional production CH-53K King Stallionhelicopters under a new contract for the U.S. Navy. The aircraft
will further support the U.S. Marine Corps in its mission to conduct expeditionary heavy-lift assault transport of armored vehicles,
equipment and personnel to support distributed operations deep inland from a sea-based center of operations.
The six helicopters are part of the 200 aircraft Program of Record for the U.S. Marine Corps, and their addition makes a total of 24 CH-
53K production aircraft now under contract. Under the terms of this most recent contract – known as Low Rate Initial Production (LRIP)
Lot 4 – Sikorsky will begin deliveries of the six aircraft in January 2024.
«This contract award is a testament to the government’s confidence in the CH-53K platform. This award shows that we are working hard to
make the aircraft more affordable,» said Major General Greg Masiello, program executive office, air ASW, assault and special mission
programs. «The capability and affordability of the CH-53K is important to ensure that we provide a valuable addition to the United States Marine
Corps and our friends and allies.»
The CH-53K program has five aircraft on the line at Sikorsky facilities in Connecticut and over two dozen in various stages of production.
The program will deliver the first low rate initial production aircraft in September 2021.
Sikorsky and its suppliers have made significant investments in facilities, machinery, tooling, and workforce training to ramp up
production required for the CH-53K program. For example, for the first time, newly installed 10-ton cranes lifted a 12,000 lb. gearbox
into a CH-53K production aircraft.
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«The production of this CH-53K helicopter represents a new era in capabilities, technologies, safety and mission flexibility for the U.S. Marine
Corps. Sikorsky is committed to supporting the Marine Corps to maximize the benefits of this all new helicopter,» said Bill Falk, Sikorsky
CH-53K program director. «Pilots are already training on state-of-the art flight training devices to prepare in a safe, cost-effective manner for
operational deployment,» Falk said.
The CH-53K is also nearing the conclusion of the developmental flight test events in preparation for Initial Operational Test & Evaluation
(IOT&E), having flown more than 2,000 flight hours validating the aircraft’s performance on a ship and in both hot and cold environments.
This year, the aircraft completed:
• Air-to-air refueling with an external load
• Initial sea trials
• Flight tests in extremely hot and dusty conditions at U.S. Army Yuma Proving Ground in Yuma, Arizona
Other accomplishments include:
• Maximum weight single-point cargo hook sling load of 36,000 pounds (16,329 kilograms)
• Forward flight speed of over 150 knots
• 60-degree angle-of-bank turns
• Altitude of 18,500 feet mean sea level (MSL)
• 12-degree slope landings and takeoffs
• External load auto-jettison
• Gunfire testing
MORE ABOUT SIKORSKY
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HELICOPTER INDUSTRY I BREAKING NEWS
©Kopter
SH09 THIRD PROTOTYPE ACHIEVED SEVERAL “FIRSTS”
Flight test activities have fully resumed at Mollis, Switzerland, having reassembled the third SH09 prototype (P3) after its return from
Pozzallo.
The flights at Mollis mainly concentrated on testing the new tail rotor and aerodynamic modifications for improved handling in the low
speed envelope. Flights at altitude, in the local area, evaluated the handling characteristics at higher speeds and in autorotation.During
these flights we have been able to achieve several firsts for the SH09. Notably, the first flight at the maximum permissible take-off
weight for P3 and for the first time the aircraft has been to 35 knots in sideways flight.
Next step is to proceed with the upgrade to Garmin avionics and install the final main rotor flight control system.
MORE ABOUT SH09
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©Airbus-Helicopters-Patrick-Heinz
31 ADDITIONAL NH90 FOR THE GERMAN NAVY.
On November 20, the Budget Committee of the German Bundestag (Parliament in Germany) validated the additional purchase of 31
NH90 multi-role helicopters for a budget of 2.7 billion euros. A first navalized version called the Sea Lion was to be received in 2019,
to replace the Westland Sea Kings for rescue-SAR and frigate supply missions at the time. This new order for NH90 Mult Role Frigate
Helicopters (MRFH), known as Sea Tiger, will be used primarily for anti-submarine warfare and surface combat. The arrival of these
new machines should enable Deutsche Marine to retire its ageing fleet of Sea Lynx Mk88A Sea Lynx helicopters, with which it currently
operates, by 2025.
MORE ABOUT NH90
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HELICOPTER INDUSTRY I FAREWELL I
BY FRÉDÉRIC VERGNÈRES
©MARINE NATIONALE - ©A. PECCHI
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HELICOPTER INDUSTRY I FAREWELL I
0
n September 4th, in front of an audience of officers
and three machines with commemorative livery for the
occasion, the French Navy bid farewell to its last Lynx still
in operation. In addition to the helicopter, the entity also put
its prestigious unit, the 34F, to sleep for a few months. For
41 years, the pair will have criss-crossed the globe to ensure
mainly the mission of anti-submarine warfare.
« It’s a feeling shared between emotion and optimism to see the
departure of an aircraft on which I have flown throughout my
career. Nevertheless, this departure opens a new era and a new
chapter in the history of the Navy ». These few words spoken
by Commander François Chaput, the last commander of the
34F, symbolises the attachment of the Navy and its men to
this aircraft.
The Lynx is the result of a Franco-British commercial
cooperation between Aérospatiale and Westland in its
French version. The Lynx is above all an aircraft whose
design is based on Westland’s experience in on-board
helicopters, particularly the WASP model. Above all, it is a
machine designed by the British, for the British, just like the
car on the other side of the Channel. The feline will thus be
developed with innovative technical solutions to make it a
helicopter particularly suited to boarding. A stocky machine
with a very low center of gravity to give it great stability on
marine platforms, the Lynx is also the only machine to have
a main gearbox (MGB) in the shape of a «crushed pyramid».
This technical design makes it possible to lower the height
of the device. Correlated to the blades and a folding beam,
it will facilitate its storage on board frigates and make it a
helicopter fully in line with the requirements of naval forces.
In addition, it remains the only aircraft to have a pitch change
system whose axis runs through the MGB system at its
center. A mechanism that is totally different from the swash
plates usually found on rotating wings, but has undoubtedly
proven itself since the machine was put into service.
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A VERSATILE VECTOR
The Lynx was commissioned by France on the 3rd of October
1979, in order to provide the French Navy with a genuine onboard
anti-submarine warfare (ASW) system and thus meet
the requirements of the submarine domain in correlation
with its nuclear deterrent systems. Equipped, among other
things, with a DUAV-4 hardened sonar and, if necessary, two
Mk.46 or MU-90 torpedoes, the forty machines received by
France will be deployed mainly from the F67 (Tourville class)
and F70 (Georges Leygues class) frigates based in Toulon
and Brest. They will be operated by three crew members (two
pilots and a sonar/winch operator or aeronautical helicopter
operator - HELAE). The feline will become an indispensable
tool and a deported vector for these frigates in order to hit
the target as closely as possible in its main ASM mission.
However, history will enrich the operational capabilities
of the twin-turbine and enable it to be deployed in-fine, on
board all helicopter-carrier ships in service with the Navy.
Unlike the English versions, the French Lynx will nevertheless
have evolved marginally. Only a few transformations were
made over the years, such as the introduction of a new,
more powerful engine in 1984 and the integration of carbon
blades, which in practice enabled the helicopter to gain up to
15 knots of top speed.
From its original Mk.2 version to the more advanced Mk.4
version, the Lynx will thus be able to use its operational
capabilities for sea rescue missions (Search and Rescue -
SAR), the fight against illicit trafficking, and the protection
of maritime approaches. Thanks to its ability to intervene
more than 100 nautical miles from the point of departure,
the aircraft has been on the frontline in rescuing the crews
of the Erika in 1999, the Napoli in 2007 and, more recently,
the Modern Express in 2016. In addition to its missions of
state action at sea, this beast of burden will also be used to
transport and support Special Forces. In fact, the aircraft,
operated by three flotillas (31F, 34F and 35F), will be at the
heart of many devices and missions, such as those carried
out in June 1982 during the Lebanese conflict, which saw a
31F aircraft land in the heart of Beirut, then plagued by civil
war. Following state-commissioned operations, the Lynx was
also deployed during Operation Daguet in 1991, then in the
Balkans in 1992, not forgetting the Heracles (Afghanistan),
Harmattan (Libya), and Chammal (Syria-Iraq) missions in
the 2000s, up to the present day. The long list of operations
carried out by the «animal» will lead it to perform more than
210,000 flight hours during its 41 years of service.
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HELICOPTER INDUSTRY I FAREWELL I
AN EFFICIENT BUT AGING MACHINE
With four machines still in flight, the 34F flotilla carried out
the Lynx’s latest mission last July, during an operational
mission in support of the strategic oceanic force for SNLE’s
nuclear-powered ballistic missile submarines. Despite
its intrinsic qualities and the possibility of an upgrade,
the withdrawal of the Lynx has become a necessity in
recent years, as François Chaput points out: «The age of
the aircraft no longer allows it to be maintained in sufficient
operational conditions. The maintenance of the Lynx has
proved increasingly difficult, often forcing mechanics to carry
out retro engineering.» The Navy will thus have kept up, until
the end, the maintenance capacities of the aircraft at the the
operational level, within the flotilla in Lanvéoc, and at the
aeronautics industrial workshop (AIA) in Cuers-Pierrefeu. At
the same time, the aircraft will have benefited throughout
its working life from industrial monitoring by Leonardo, a
company created in 2000 from the merger between Italy’s
Agusta and Britain’s Westland. However, its operating costs
will impede on further modernisation. According to a report
submitted to a Member of Parliament last July, the aircraft’s
flight hours have gone from 14,000 to 22,000 euros in four
years for an annual maintenance cost of 17.7 million euros.
And, for an availability rate of less than 16%! This was just
enough to decide on the withdrawal of the beast, not without
regrets according to its crews, who, at the closure of the 34F,
will be reassigned to different units.
A NEW ERA
If the withdrawal of the Lynx marks the end of an era, it is
also synonymous with renewal for the French Navy. The
ASM mission has already been taken over by the NH90
Cayman Marine for several years, notably within the 33F and
31F on board multi-mission frigates (FREMM). The Cayman
Marine, which entered service with the «Royale» in 2011,
thus takes over the entire range of missions carried out by
the Lynx. And, according to some authorities, it is sometimes
not without difficulty, when faced with a last-generation
machine, where it is difficult to maintain operational.
Despite a few uncertainties, the NH90 is in fact becoming
the spearhead of the on-board helicopter component. The
Navy has also opted for another Airbus Helicopter, the H160,
and the withdrawal of the Lynx has made it possible to
ratify the project to upgrade the helicopter component by
implementing an interim fleet consisting of H160s and N3
Dolphins. According to François Chaput, « this project has
a promising future and the Lynx’s retirement will also make it
possible to invest in it on a long-term basis. »
If the time of the feline’s retirement has indeed sounded, its
second life within the national museums, in order to preserve
this flying heritage, still remains to be defined. As CF Chaput
underlines, « calls for the delivery of some of the cells to the
historical museum of the helicopter, in Dax, to the museum of
the association of the friends of naval aeronautics in Rochefort
and, why not, to the Museum of the air and space installed on
the airport of Paris - Le Bourget. »
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THE REBIRTH OF THE 34F
Last unit to operate on the Lynx, the 34F flotilla will remain one of the specialists in ASM combat. «Due
to the geographical location of the 34F, the main mission of this unit has been the surveillance of the Atlantic
coast in order to protect the SNLE’s based in Brest. The 34F’s mission is totally linked to the frigate’s missions,
which has led it to deployments in the North Atlantic area and the Baltic Sea approaches, in order to ensure
operational maintenance during exercises with our allies. However, even if the latter has become a specialist in
this field, the flotilla will have carried out a wide range of missions, even one-off ones, such as search and rescue
and anti-pollution response», as Commander Chaput points out. With the announcement of the Lynx’s
withdrawal also came the dissolution of the 34F. However, this one, hardly receiving a moment of sleep,
will be reactivated at the beginning of January 2021 by «absorbing» the 22S. The 34F will thus become
the School of Specialisation on Embedded Helicopters (ESHE - Ecole de Spécialisation sur Hélicoptères
Embarqués) and will take over the crew training missions for all helicopter pilots of the French Navy. And
others. For, in addition to the Navy, the unit that hosts the interim fleet of Dauphin N3 helicopters also has
the mission of training pilots from other armies on how to land.
MORE ABOUT LYNX
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HELICOPTER INDUSTRY I LEGACY I
BY FRÉDÉRIC LERT
©AIRBUS - ©FREDERIC LERT
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HELICOPTER INDUSTRY I LEGACY I
E
On the 6th of September 2010, the X3 took off for the first time from the
Istres air base in the south of France. 50% aeroplane, 50% helicopter,
100% innovative and successful. The actors of the time remember this
extraordinary program...
« CEO Lutz Bertling had decided to launch the study of a fast aircraft,» recalls
Daniel Semioli, who was one of the two test flight engineers in the program,
along with Dominique Fournier. During a meeting in which I took part, he told
us in substance, «The handicap of a conventional helicopter is its speed limited
by its rotor. But as this limit is physically impassable, we have to change the
concept».
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THE CONVERTIBLE COMPLEXITY
The fantasy of the fast helicopter is as old as the helicopter
itself. Many avenues have been explored to break the wall
of speed related to the physical constraints of the rotor in
forward flight. So far, only one hybrid helicopter has been
built in the series: the Bell V-22. An aircraft with tilting
propellers carried by the Pentagon’s budgets, and reserved
for the military because of its complexity, alongside its
operating and maintenance costs. But the defects and
dangers of the convertible are well known, especially in the
transition phase with wingtip flaps that make neither good
rotors nor good propellers.
SHADOW PROJECT
Lutz Bertling’s stated objective is to obtain an aircraft
50% faster than a helicopter, but with simple technical
solutions limiting the increase in costs to 20% compared to
a conventional aircraft of equivalent size.
«Our CEO wanted to launch a small development program that
would allow us to respond quickly, and at a lower cost to the
question of the feasibility of such an aircraft» continues Daniel
Semioli. «The idea did not meet unanimous approval in the
company. There was a - moderate - financial risk, of course,
but it was above all Eurocopter’s brand image that could be
strongly impacted by a failure. The history of hybrid aircraft,
with its many accidents, did not argue in our favour ». A very
small team, a dozen engineers at most, worked under the
leadership of Philippe Roesch (program director) and
Thomaz Krysinski to propose a preliminary project to Lutz
Bertling. The responsibility of the final decision lands with
him, as to whether to continue the project. «Actually this was
not about spending a certain amount of money, but about the
team proposing to me a minimum budget needed to achieve a
flying demonstrator aircraft in a very independent skunk works
environment » says Lutz Bertling. «The X3 is certainly one of
the achievements in my career I am most proud off ».
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HELICOPTER INDUSTRY I LEGACY I
TECHNOLOGY PUZZLE
In order to move forward quickly and cost-effectively, the
design office team makes the greatest possible use of
already existing sub-assemblies. The cell is that of an old
Dauphin previously transformed to give birth to the EC155
prototype. The rotor is also that of the EC155 prototype.
The main gearbox comes from an EC175. It receives two
additional lateral outputs for power transmission to the
propellers at the wingtips. «The transmission was direct, with
no maintenance bearings in the wing» explains Daniel Semioli.
«We carried out a lot of tests on the development of the drive
shafts, which had to meet the requirements of a super critical
shaft». The manufacturing of the propellers was entrusted
to the company MT Propeller, without of course, revealing
the very special use that would be made of them. In order to
go fast and reduce costs, Eurocopter wanted to use existing
propellers with shorter blades and modified twist. The reverse
motion of a propeller while hovering in flight, should allow
the tail to be balanced. The propeller manufacturer remains
perplexed by the requested specifications and explains to
his customer « We don’t know what kind of aircraft you have
but it will probably not work very well with the propellers you
are asking us for...». As far as the engines are concerned, the
TK team has set its sights on the two RTM322 turbines of
the NH90 prototype, whose speed is adapted to the needs of
the aircraft being prepared. The rear of the EC155’s airframe
is profoundly modified with the addition of a large fixed
double tailplane to stabilise the aircraft on the pitch and
yaw axis. The wing is fitted with flaps set to compensate for
asymmetric rotor wash. A «simplex» type autopilot is slipped
under the skin of the aircraft to ensure that everything
functions in harmony. «The most extraordinary thing is that
the X3 was remarkably stable, and it remained fully controllable
throughout the entire flight envelope without the auto-pilot,»
explains Hervé Jammayrac, pilot of the demonstrator.
HI I 26

HUMAN ADVENTURE
All the assembly work is done in Marignane, in a discreet
but very well guarded shed. As the work progresses, new
skills are added to the existing team. Specialists are coopted
under the seal of secrecy in each of the company’s
sectors. They are chosen on the basis of their technical but
also human qualities to guarantee the complete cohesion of
the team working in commando mode. For Daniel Semioli
as for his colleagues, there is no doubt about it: «We formed
a very close-knit group, with the idea that we were on our way
to succeed (or fail!) all together! The people chosen were very
invested in a project that they knew was unique, and which
would mark their professional career and their passage through
the company». At the same time, the future crew discovered
the functioning of the aircraft with the help of the SPHERE
study simulator, which also enabled Tomasz Krysinski’s team
to better define certain parts of the aircraft. «SPHERE was
very well done and we were not disorientated when we climbed
into the machine for the first flight,» recalls Hervé Jammayrac.
«The aerodynamic effects, the gains... we found on the aircraft
in flight and everything we had encountered on the ground with
the simulator ». On the 31st of July 2010, the prototype left
its hangar at dusk. It was towed through the car parks and
taxiways of Marseille Provence International Airport to the
nearby Etang de Berre. Then it was disassembled into three
sub-assemblies, which were placed on a floating barge. It is
after midnight when the barge left Marignane and headed to
the port of Fos, on the opposite bank. Once there, the subassemblies
were placed on trucks that only had to travel a
few kilometres to reach the Istres air base, in order to cut
the trip as short as possible and stay away from busy roads;
limiting the arousal curiosity a passage is opened for the
sole benefit of the convoy in the fence of the base, in a very
isolated sector. At 1pm on August 1st, the aircraft takes
possession of its new hangar on the air base. Re-assembly
can then begin.
HI I 27

HELICOPTER INDUSTRY I LEGACY I
SIMPLICITY OF PILOTING AND
EXCEPTIONAL PERFORMANCE
« We all shared the same hangar, crew, mechanics, telemetry
team, design office, etc. » says a technician on the program.
« We had lunch together on site, we thought together, the
efficiency was 100%! ». On August 16, 2010 at 6pm, in total
discretion, as the base was emptied of its personnel, the X3
carried out its first fixed point in Istres. Three weeks later,
on September 6, 2010 at 5pm, the X3 took off for the first
time. Two and a half minutes of stationary. « And there’s a
major problem: both wings are flapping! The aircraft is at the
limit of controllability » recalls Daniel Semioli. The origin of the
problem is quickly identified: the flight controls pass through
the canopy and the flapping induces parasitic movements,
which are amplified by the servocontrols. The solutions
were put in place and everything returned to normal within
a few days. The rapid succession of flights shows that
the X3 combines great ease of piloting with exceptional
performance. « Everyday, we were a little more amazed by
the potential of the aircraft. The simplicity of the technical
solutions, which was one of the major characteristics of the
aircraft; our choice to play with the rotor speed and propeller
pitch, without ever losing efficiency; all of these aspects
surprised the aeronautical world, which sometimes thought
that this level of simplicity would not work, » Daniel Semioli
sums up. « A helicopter pilot will master the piloting of this
aircraft in less than five minutes. Contrary to what is known with
convertible aircraft, the vertical and horizontal flight phases
follow one another without transition, without ever endangering
the aircraft’s occupants ».
At the beginning of 2013, with the entire flight envelope
open, the X3 unofficially breaks the speed record for a
gyrodine, at 255 knots. The aircraft then accumulated just
over 140 hours of flight time, well over the 100 hours initially
planned. But the success is such that the aircraft is used
in a large number of communication operations, including
an exceptional «demo tour» in the United States. All the
objectives of the technological demonstrator have been met
and, as a sign of its success, the program is accumulating
honours: Howard Hughes trophy, Hall of Fame for innovation
in the United States, Gold Medal of the French Aeroclub.
Now it’s time for the Racer, which promises to revolutionise
vertical flight.
MORE ABOUT X3
HI I 28

HELICOPTER INDUSTRY I MANUFACTURER I
HI I 30

BY FRANÇOIS BLANC
©HILL
HI I 31

HELICOPTER INDUSTRY I MANUFACTURER I
S
Since the merger of the Westland Helicopters brand into the Italian Leonardo cauldron, the British
helicopter industry has been quite discreet. The launch announcement of a program designed and
to be conducted in Great Britain did not fail to surprise European and other observers. Here is an update
on a project whose genesis dates back to 2007.
Artist’s views intended to show what a particular model of vehicle or aircraft might look like are not
uncommon. In fact, they have never been. However, in the case of Hill Helicopters’ early press releases,
observers could not help but be impressed by some of the most compelling images from around the
world. They will no doubt have lingered, too, on the journey of the concept’s creator and founding
president of Hill Helicopters. Jason Hill is not the first to enter the industrial sphere, nor is he the first to
enter the world of rotary wings. A mechanical engineer from Aston University in Birmingham, England,
he began his career at Agusta Westland while pursuing studies that would lead him to a doctorate in
advanced aerodynamics in the early 2000s. He is currently working on the Lynx program, designing
rotors, composite structures and fuselages.
HI I 32

NOTHING NEW FOR 40 YEARS?
In 2005, Hill left Westland and created his own company,
Dynamiq Engineering. A certified helicopter pilot, he closely
follows the news of the sector. However, he believes no
decisive advances have been made in light helicopters
since the 1980s. This is undoubtedly the starting point of an
initiative that has recently been echoed in the aeronautical
world.
Nevertheless, from 2007 onwards, Jason Hill has been
engaged in in-depth reflection. He launched a study to
design, develop, test and mass-produce a particularly
innovative five-seat, single-engine helicopter. From the
outset, he targeted the private user market, a demand that
he now estimates to be in the range of 500 to 1,000 aircraft
per year. At this stage in the story, several remarks come
to mind. The recent abandonment of the H120 model by
Airbus Helicopters, for example, raises questions about the
existence of a flourishing market for a light single-engine
aircraft for private users. This machine did not (or no longer)
presents the characteristics expected by all or part of the
target clientele. It is also true that the Bell 505, which is also
largely intended for private customers, is not at the cutting
edge of modernity, despite its original cabin and digital
equipment. To be convinced of this, one need only consider,
for example, the origin of its dynamic elements borrowed
from the Bell 206 Jet Ranger family. There was no technical
revolution at Robinson either, with the advent of the R66, the
descendant of a prolific family of lightweight, combustionengine
powered machines. The case of the Kopter SHO9, on
the other hand, would tend to prove Jason Hill right, whereas
the aircraft developed in Switzerland (and now absorbed
by Leonardo) is precisely intended to place a more modern
machine on the market than those of the competitors. The
fact remains that the Hill Helicopters project obviously
pushes the notion of modernity even further.
THE ASSOCIATION OF
SCIENCE AND ART
In 2012, five years after the launch of studies for a new
helicopter concept, Jason Hill called on a core group of
engineers from Dynamiq Engineering. Having reached
a critical stage in the design of his helicopter, he felt that
the program needed to be given a boost. As exciting as the
studies are that he is carrying out, the challenge now is to
complete them within a realistic timeframe. Progress is
coming, and the acceleration is bearing fruit. Not only is the
concept taking shape, the technical solutions selected are
being refined, but a request for a grant from Her Majesty’s
government is also being approved. The amount is not
disclosed, but the recognition of the quality of the work done
and the theoretical viability of the project supports Jason
Hill’s approach at the right time, giving it a certain credibility.
In addition to the innovative technical contributions injected
into the concept, the specifications, from the outset, aim
to give birth to the first helicopter specifically designed
for pilots who own their own machine. The main idea was
to bring the pleasure of piloting and the advantages of
owning a helicopter to the highest level, especially in terms
of freedom of use and flexibility, especially if it is the most
comfortable of all, the most ergonomically designed and the
most flattering to look at. «The combination of science and
art is essential in the design of the HX50,» Hill said in one of
his speeches, conveniently posted on a web-based channel.
Thus, the interior design - cockpit and cabin - is particularly
careful, to make the flight an experience as safe as it is
qualitative, and the simple presence on board an exercise in
pure seduction. Of course, the project promises to be very
ambitious, and totally uncomplicated…
HI I 33

HELICOPTER INDUSTRY I MANUFACTURER I
OPERATION SEDUCTION
Enhance helicopter flight, supply the passengers with an
image consistent with their self-image: the message sent to
the future owners of the HX50 is unequivocal. It’s a message
to a certain global elite, to people who are wealthy and
supposedly ready to afford the most advanced helicopter
ever developed and marketed in its class. A position perfectly
assumed, while Hill Helicopters’ definition of the concept
evokes «the best five-seat turbine-powered helicopter ever
built. However, the notion of «best helicopter» here is not as
peremptory as it might seem. It underscores Jason Hill’s
bias, as he designs a helicopter with a high level of finish,
luxurious equipment, and does not seek any versatility of
use, and especially not the slightest aptitude for utilitarian
missions for his future aircraft. In his remarks, the parallel
with the Aston Martin car brand comes up several times,
as if to enlighten an audience unprepared to witness the
emergence of an aircraft that is both out of the ordinary
and that carries a new interpretation of what the expression
«good English taste» can mean.
However, the demanding consumer of private helicopter
flights may not be quite the only customer for the HX50,
while there is also talk of targeting a fringe of users who are
more accustomed to travelling by airplane.
This is where the performance sought by Hill Helicopters for
its first production contributes to its attractiveness. Cruising
flight at 10,000 feet (about 3,000 meters), fully loaded (800
kg onboard), at an economical speed of 140 knots (260
km/h) and over a distance of 700 nautical miles (about 1,300
km), are on the menu claimed by the HX50. Technically, even
if no engineer will shout utopia, there again, the declared
ambition is to be welcomed. Little said about the technical
characteristics of the HX50, the young British manufacturer,
to date, only mentions a composite material structure, which
guarantees the required rigidity, a significant weight saving
and a good way to erase some of the vibrations induced by
the operation of the machine.
HI I 34

ORIGINAL FLIGHT CONTROLS
AND INSTRUMENTATION
Recently unveiled, the manufacturer of the GT50 engine is
none other than the designer of the HX50. Here again, the
approach may surprise. And once again, Jason Hill has no
shortage of arguments, as he states that current design
resources make it possible to complete a study quickly and
inexpensively. Furthermore, he points out that by planning to
use only proven technical solutions (and the best of them),
while striving to simplify their assembly and implementation,
Hill Helicopters finds itself completely free to set the
performance requirements itself, without ever having to
worry about having to conduct tedious additional studies to
adapt the engine to the aircraft. To date, the data reported
indicates a maximum continuous power of 400 HP (405
hp), 440 HP at takeoff (446 hp), and 500 HP (507 hp) for 30
seconds in an emergency, for an average fuel consumption
of 35 gallons per hour (132.5 l/h).
Translated with www.DeepL.com/Translator (free version)
The name of the manufacturer of the 500hp engine, for the
moment, is not revealed. As for the latest-generation digital
instrumentation, no known supplier has yet been identified.
That said, the simple description of the planned flight
controls might partly explain this cautious statement. Indeed,
the cockpit of the HX50 will not be equipped in a completely
conventional way (apart from the rudder connected to the
anti-torque rotor). The general pitch control, in this case,
will be operated from front to back (and not from bottom to
top). The key point is that this control will be connected to
a central console (inspired by the automotive world), with
an armrest designed to improve piloting comfort, especially
over long distances, and even a support to relieve the forearm
and wrist during certain phases of handling the helicopter’s
systems. The Integrated Pilot Interface (IPI) is located in
the immediate vicinity of the general pitch control (when
the helicopter is in cruise position). This system includes a
central «puck» and numeric keypad, as well as a series of
function selection keys designed to simplify and easily free
the pilot from all the actions he has to perform. This IPI
allows the pilot to set the altimeter setting, select the COM1,
COM2 or NAV frequencies, enter transponder codes, enter
heading, altitude and speed data to be reached and retained
by the autopilot, as well as navigation data. It also offers
immediate access to certain functions, such as setting up
the navigation system, integrating a cell phone, adjusting the
air conditioning and ambient lighting, or accessing the main
menu of the system.
HI I 35

HELICOPTER INDUSTRY I MANUFACTURER I
TARGET 2023
At the top of the general pitch control, a mini-console
includes a FLY/IDLE (idle/flight speed) switch for the
engine, a switch for the landing light, and a third one for
the hydraulic system cut-off test. Beneath the central (and
adjustable) shelf support (it accepts a wide range of shelves
and operating systems) is the main control panel (PCP).
The PCP contains the main battery connection button, the
main avionics connection button, the collision light switch,
the engine start/stop button, the main rotor brake control
and the emergency fuel shut-off valve. The startup sequence
is kept as simple as possible, with the battery, avionics and
collision-avoidance switch in the «on» position. Then simply
press the start button, and the FADEC (1) takes over.
Below the main screen is a secondary set of controls that
manages autopilot modes, air conditioning and defogging,
cabin lighting, map lighting, navigation lights and ambient
lighting intensity.
The cyclic pitch control in turn provides a substantial
improvement, especially because it is not anchored in the
cockpit floor, but «suspended» above the pilot’s legs.
It offers the possibility of individual adjustment «by hand»
for each pilot and, of course, increased ease of getting in
and out of the seat (without having to go around the control
column anchored to the ground). The ergonomics of the
handle are particularly well thought out. When a double
removable control is installed, each pilot can individually
adjust its setting to his or her liking.
To date, the designer of the HX50 claims to be able to take
its first production aircraft off the assembly line (located in
the Midlands region of Great Britain) in the summer of 2023.
This assertion indicates that the project is probably quite
mature 13 years after the initial studies were launched. At
the same time, it confirms that Jason Hill was careful not to
disclose his project too soon. Is he trying to create a certain
element of surprise, while sparing the patience of his future
clients? Three years is relatively short in the life of a program
of this scale... Of course, it remains to be seen whether, like
most industrial helicopter manufacturers, Jason Hill will not
have to deal with unforeseen events that could delay the
entry into service of his firstborn.
MORE ABOUT HX50
HI I 36

Helicopter Industry TV,
Everywhere ...
Every month, UJ TV & HI TV takes an in-depth look
at two issues making the headlines of the industry
with a distinctive editorial slant and style.

HELICOPTER INDUSTRY I MILITARY I
BY FRÉDÉRIC LERT
©FRÉDÉRIC LERT
HI I 38

HI I 39

HELICOPTER INDUSTRY I MILITARY I
F
or its major annual Baccarat exercise, the Army Light
Aviation (ALAT) has shaken up its habits by training in
the Alps. Beyond the constraints of aerology and weather, it
also had to deal with Covid19...
Every year, ALAT organizes its Baccarat exercise which
brings together on the same ground the three combat
helicopter regiments (RHC) belonging to the 4th Air Combat
Brigade (BAC): the 1st RHC of Phalsbourg, the 3rd RHC of
Etain and the 5th RHC of Pau.
For the fourth edition, about thirty aircraft and 1600 army
soldiers belonging mainly to the 27th mountain infantry
brigade were mobilized. For once it was not customary
for ALAT to play a high intensity combat, facing a heavily
equipped conventional enemy, on a field covering a
quadrilateral of 150 kilometers by 250 km deep. Straddling
four departments, the maneuver area was part of a large
quadrilateral bounded by the cities of Valence, Grenoble,
Gap and Briançon. In addition, there was a live-fire zone
from the Mailly and Sissonne camps. Another special
feature of the 2020 edition of Baccarat was the emphasis
placed on operations in mountainous areas, with all its
peculiarities in terms of aerology, meteorology, and finally
very strong impacts on aircraft performance and operations.
HI I 40

Mountainous and sophisticated adversary, the cocktail was
a strong one, very different in any case from the tactical
situations that French crews have been encountering in the
Sahel for nearly ten years.
« With this edition, I wanted to shake up habits, get out of the
routine, » explained General Frédéric Gout, commander of
the 4th BAC. « We left Afghanistan nearly ten years ago and
the generation of pilots who took part in this OPEX will soon
have completely left the regiments. We will then have lost the
mountain expertise we had acquired there ». Of course, the
current operations in the Sahel mean that the mountains are
not a priority. And the tempo of the operational engagement
is such that opportunities to get to know the summits on a
first-name basis are not common.
An important feature of Baccarat has also been the
participation of foreign nations since its inception. The
2019 edition was marked by a strong Spanish and British
commitment, the former even travelling with a full helicopter
regiment and an infantry company. But this year, COVID-19
put a serious brake on this exchange. Spain threw down the
gauntlet, playing the prudence card. «A reasonable choice that
I fully understand,» General Gout noted. The British chose to
maintain their participation, but with a contingent limited to
only two AH64D Apache AH64s from the 664 Squadron - 4th
Regiment Army Air Corps that made the trip from their base
at Wattisham.
Our detachment is limited to about 30 people, but we had to
come,» insisted squadron leader Tom Brunwin. Our presence
is an excellent opportunity to train in the mountains and
to exchange with our French comrades on their combat
experience in the Sahel.
The Army Air Corps came with 5 aircrew and a convoy of
a dozen vehicles. Two airplanes brought logistics, while the
two helicopters reached the ALAT base in Valence Chabeuil
by their own means and with two stops, the first in Great
Britain and the second in Dijon. With two additional fuel
tanks, our Apache helicopters have a flight time of just over
four hours,» noted the British officer. We could have come
without any problem with only one intermediate stop, but
the bad weather conditions pushed us to take greater safety
margins».
HI I 41

HELICOPTER INDUSTRY I MILITARY I
During the exercise, the British mainly worked with the Tigers
of the 1st French RHC in reconnaissance and destruction
missions, but always under a unified French command. «The
patrols were not mixed with the Tigers, we divided up the
areas of intervention with, for example, the Tigers to the
north of a valley and us to the south. In other cases, the
helicopters could cooperate and even designate each other
laser targets.
The AH64D is of course distinguished at first glance by its
radar placed at the top of the rotor mast, with the different
versions of the AGM-114 Hellfire missile, laser- or radarguided,
as its main armament. The Army Air Corps currently
has 67 Apache Ds in stock, with about fifty in line, divided
into two regiments with two squadrons each, plus two
training squadrons. But early next year, the squadrons will
begin their transformation on AH64E aircraft, of which the
United Kingdom has ordered 50.
The British involvement in Baccarat was all the more
commendable since, because of COVID, the entire
detachment was ipso facto obliged to follow a «fourteen» at
the end of the exercise, on their return to Great Britain.
The shadow of the pandemic loomed over the exercise for its
entire duration and almost led to a last-minute cancellation:
«Three days before the scheduled date, I still didn’t know if
the exercise could be played,» said General Gout. We were
in close contact with the health and prefectural authorities
to know the precise conditions under which we could still
start the exercise. And in the end, we got the green light 72
hours before the start of the exercise, with the constraint
of setting up a draconian monitoring system: all the players
had to wear masks at all times and take their temperature
every morning. In case of symptoms, we had the possibility
to isolate the patient and test him immediately. We received
the results of these tests within 24 hours. Every evening,
we took stock of the health situation with the possibility of
stopping the exercise on the spot in the event of an alert
and therefore of necessity. In the end, we recorded a dozen
suspicious cases, all of which turned out to be negative.
The success of the exercise and the interest shown by the
crews (950 flight hours recorded in ten days) argue in favor
of the creation of innovative scenarios for the years to come.
After the mountains, the 4th BAC will also be working on a
highly amphibious edition next year, with participation in the
study of one or two French Navy Assault Helicopter Carriers
(PHA).
MORE ABOUT ALAT
HI I 42

HELICOPTER INDUSTRY I PARAPUBLIC I
BY FRANÇOIS BLANC
©RUSSIAN HELICOPTERS
BY FRÉDÉRIC VERGNÈRES
©DR - ©FRÉDÉRIC VERGNÈRES - ©SÉCURITÉ CIVILE
HI I 44

HI I 45

HELICOPTER INDUSTRY I PARAPUBLIC I
L
ast March, the French civil security authorities and the French civil aviation authority (DGAC)
inaugurated a new IFR approach procedure for the Grenoble - Le Versoud site. This was a small
revolution with big consequences.
Far from being a mass sport, helicopter rescue in the mountains requires precision at all times. Up until
now, the approach on certain sites, starting with the Grenoble - Le Versoud site, remained one of the
most delicate points in France, in terms of weather because of overcast, which affects the descent for
the red and yellow rotating helicopters. After three years of cooperation, the DGAC and the French Civil
Security allowed the Grenoble site to have an IFR «Point In Space-PinS» approach dedicated to rotary
wings.
HI I 46

CONTROLLER MEMORIES
In 2005, deliveries of the first EC145s gave the French civil
security forces IFR capabilities that they had previously
lacked. On this date, few crews had such a license. What’s
more, at a time not so long ago, «GNSS breakthroughs, pure
GPS, were still in their infancy,» says Renaud Guillermet, head
of the Grenoble Civil Security helicopter base. However, the
entity will very quickly turn to the DGAC to develop solutions
for breakthroughs without visibility in mountainous regions.
Starting with the Grenoble site, the first Civil Security
helicopter base was specially created in 1957, in order to
meet mountain rescue needs. Based in a region subject
to the vagaries of the weather, especially in autumn and
winter, «Dragon» crews strive to ensure the safety of their
missions in all areas of flight, especially on approach when
the cloud cover prevents all visibility to the ground. The
first serious studies on the subject came from an air traffic
controller in Versoud, who was at that time, in fully qualified.
In his end-of-study thesis, he addressed a new approach
procedure for a helicopter equipped with GNSS equipment.
«Reading this thesis, we saw that the procedure was feasible
despite a regulatory and technical framework that was difficult
to implement given the available technology, which was not
adapted to our operational needs,» said Renaud Guillermet.
CROSSING THE « CLOUD »
In 2018, on the strength of this initial approach and the
development of onboard technology, Grenoble’s Civil
Security center, which shares its missions at the heart of the
Alpine epicenter between Le Versoud and the Alpe-d’Huez
site during the height of winter tourist season, will re-launch
the project in collaboration with the DGAC and air navigation
services. «We have given our specifications and the services
have built procedures specifically designed for our needs,»
says the manager. The goal is to have a real low altitude
IFR network for helicopters in the Alps, between Annecy,
Chambéry and Grenoble. The specific procedure studied on
Le Versoud includes « an approach by making short branches
of two nautical miles with a 15° turn and three nautical miles
in the other direction, which allows the helicopter to follow
the trajectory of the valley, » the pilot explains. « The main
advantage of this approach is to go and serve a helipad located
in a valley in the Alps and to extend it according to operational
needs. Traditionally, the Isère valley is fairly wide and is covered
by a compact, watertight layer of clouds during the long autumn
and winter period. The RNP (Required Navigation Performance)
approach allows us to cross up to 4,000 feet of stratus. It is
based on points dematerialized by precise GPS coordinates». In
fact, the crew is no longer forced to perform reconnaissance
to find a hypothetical hole to bring their aircraft to the base
or to the Grenoble University Hospital Center (CHU). The
method must be carried out with a GPS that guarantees
a navigational accuracy of 0.3 nautical miles in the final
phase of the approach. The piloting during this stage is
controlled either by the automatic pilot or manually. Despite
a simplification of the sequences and a slight reduction in
the mental workload during this delicate phase for the crew,
« the system must be able to anticipate. The data must be
calculated before the mission starts. When the approach begins,
sequencing is performed at the navigation level to validate the
acquisition of points and control the accuracy of navigation so
that the approach can be maintained. If this one is lost, we carry
out an extraction procedure in order to resume the approach. »
HI I 47

HELICOPTER INDUSTRY I PARAPUBLIC I
WINNING COMBINATION
As you can see, this new procedure should allow the Civil
Security teams to play on the time parameter, especially
for the benefit of injured people repatriated to Grenoble
University Hospital. Beyond that, it will make the delicate
phase of the approach in a complex sector a little safer, and
at the same time, reduce kerosene consumption. This is
an important factor, given that the unit can carry out up to
1,500 missions a year. « This gives us the advantage of leaving
with less fuel, and therefore improve performance, especially
when we need to get as close as possible to the victims to be
assisted, » adds the pilot. Using this procedure allows us, for
example, to save four minutes on a trip from Alpe d’Huez
to Grenoble University Hospital. However, while the use of
technology has made the approach phase easier, it would
not be effective without the knowledge and experience of
the field acquired over the years by the crews. A winning
combination, according to the head of the Grenoble base:
« We still have the advantage of experience in the areas where
we work, because we’ve been based there for many years.
This gives us a very good understanding of our environment,
which is essential for our missions. » It’s therefore easy to
understand the importance and validity of such a man/
machine combination, which nevertheless remains subject
to external hazards, especially from other aircraft in the
vicinity, despite local control, as Guillermet points out: «
There’s a lot of work to be done on the separation of traffic,
between an IFR helicopter and a whole bunch of aircraft that are
VFR below and above the layer. »
A PROCEDURE RESERVED
FOR CIVIL SECURITY
The implementation of this procedure, which may seem
a little long in view of the tools available for more than a
decade, is nevertheless quite logical, as Renaud Guillermet
explains: «When I arrived in Grenoble fifteen years ago, we
were just two IFR pilots. Things have obviously changed a lot.
To carry out this procedure, we started from scratch, without
involving the time parameter. In eliminating this constraint,
we were able to move forward in the right direction, avoiding
unnecessary pressure. »
HI I 48

The tests, which lasted almost three years, were carried out
in direct collaboration between the Dragon 38 teams and the
DGAC. In order to validate the IFR points, the French civil
aviation agency provided a special calibration bench on
board one of the Civil Security machines. « The DGAC teams
really did a remarkable job. They listened to us and helped us
move this program forward, » says the manager. At the same
time, and at the request of the DSNA (Direction des services
de la navigation aérienne de la DGAC), the crews of Dragon
38 and 74 had to develop a theoretical and practical training
program in order to obtain validation from the Direction de
la sécurité de l’aviation civile (DSAC) at the end of March
2020. At the same time, the controllers at Versoud received
specific training to welcome the Dragons in IFR. « We are
pioneers, » says Renaud Guillermet. « Things will undoubtedly
evolve, and that’s what this type of program is all about. Among
other things, we’ll have to further refine the performance of
the systems, always taking into account the specific nature of
our missions in the heart of the Alpine valley, in uncontrolled
airspace. »
After an edition at the AIP (Aeronautical Information
Publication) on March 26th, 2020, this Performance Based
Navigation (PBN) approach remains, for the DSAC, a
procedure exclusively reserved for Civil Security. « A procedure
tailored to our needs, but for the time being exclusively intended
for pilots at the Annecy and Grenoble bases » said Renaud
Guillermet. However, depending on requirements, it could be
opened up to other state operators (Gendarmerie), or even
private operators of the EC145. For these airspace users, it
would then be necessary to go through a private organization
in order to validate the entire procedure.
MORE ABOUT SÉCURITÉ CIVILE
HI I 49

HELICOPTER INDUSTRY I OPERATOR I
BY FRÉDÉRIC LERT
©FRÉDÉRIC LERT
HI I 50

HI I 51

HELICOPTER INDUSTRY I OPERATOR I
H
istorically a specialist in heliborne electrical work, Airtelis, a subsidiary of RTE (Ré-seau de
Transport d’Electricité), is the only user in Europe of two H225s fully equipped for aerial work.
Illustration with a power line reconstruction site in the Ariège valley.
A valley located in the heart of the French Pyrenees. The national road number 20 traces its path
towards Andorra and Spain, sharing the little free space between the railway line and the Ariège River.
A few kilometers before arriving at Savignac les Ormeaux, turn right, then take a small road that climbs
up to the foothills of the mountain, progress a few hundred meters to reach the Airtelis caravan and its
technical assistance trucks that have settled on a flat stretch of land. This is the ideal spot to set up the
base camp for the current construction site: the renovation of a few kilometers of a high-voltage power
line, the dismantling and removal of the old cables and pylons, and the installation of new equipment.
It took two weeks of work, a job site like no other for the Airtelis team and its H225, which accumulates
up to six hours of flight time every day.
HI I 52

SUPERTRAMP TOUR
The H225 is the heavyweight model of the operator
specialized in interventions of electrical networks. The
aircraft stands out at first glance by its blue and white paint
scheme, but also and above all, by the attributes of the
solid aerial worker: solid hook under the fuselage allowing
4.75 tons to be slung, «bubble doors» and wide mirrors that
encase its entire forward tip. At the rear of the fuselage,
the additional 1000-liter tank used by the military on the
H225M has been replaced by a glass installation used
during unrolling activities: an observer lying on his belly, with
his back to the step, has an unobstructed view of what is
happening under and behind the helicopter. The two H225s,
which have been in use by Airtelis for eight years, have each
logged just over 2,000 flight hours and are constantly on the
move. This week in Ariège, next month in Toulouse or Lyon,
and at the end of the year in the French Basque country...
The dates follow one another like a Supertramp tour.
The construction site of Savignac les Ormeaux began
with the dismantling of the old pylons, which now lie on
the ground, harmless as a defeated army. The new pylons
were then assembled by the giant mechanic 4-ton pieces.
A spectacular scene, familiar to both pilots who control
the installation of the pylons, as they fly very high above
the ground, as the crew work with a 30-50m sling, which is
added to the height of the pylon. The helicopter is essential
but it could not work alone; on the ground, a guide can be
found, in order to provide the third pair of eyes for the crew,
constantly announcing the heights to the pilots. The pilots
fight to position themselves precisely at the vertical of the
installation site. Other technicians on the ground grab the
ropes that hang under the pylon to control its rotation for
assembly. With parts weighing several tons, the ground
assistants’ make room for manoeuvring in the limited space,
where the placement of the helicopter must be perfect. «A job
of patience and precision,» sums up Frédéric Grandmougin,
former ALAT and Special Forces pilot. At his side, Jean-
Claude Partiot, is a former Air Force pilot. RTE and Airtelis
are ecumenical... Both men have accumulated 22,000 hours
of flying experience and an intimate knowledge of the Super
Puma family of aircraft and aerial work. The three other RTE
pilots qualified on the H225 have equivalent experience.
THE CLASS C PARTICULARITIES
After the removal of the old pylons, and the installation of the
new ones, the time has come to lay the new cables. The work
is first done with a de-coiler, carrying the reel that is taken
away by passing under the sling. The operation is common
but no less spectacular, requiring a very high degree of
control and precision. Each time the rope passes from one
tower to another, it is slid over a pulley, which allows the rope
to move from one tower to another.
« In the unwinding process, the cable is reeled in from another
reel on a sling measuring 16 to 21m below the helicopter,»
explains Frédéric Grandmougin. « The unwinder becomes
lighter as we progress, and we have to be very careful with this
progressive loss of weight so that we don’t see the load exceed
an angle of 30° in relation to the vertical result, without being
corrected based on the helicopter’s attitude. The danger, by
exceeding this angle, would be to no longer be able to release
the device in case of emergency, because the sling would remain
blocked at the bottom of the hook».
HI I 53

HELICOPTER INDUSTRY I OPERATOR I
The angle is controlled by the C-rated device, which has
been certified by Airbus Helicopter at the request of Airtelis.
It consists of a copy of the hook angle on an MFD. Sensors
that are located on the hook, are capable of sending a signal
on a test pattern that translates the position of the sling.
« In the event of overtaking, a visual and audible indication
warns us,» continues Frédéric Grandmougin. « Between 20°
and 25° of angle we enter the amber zone. Five degrees more
and one passes in the red. In case of immediate danger, it is
then imperative to slow down and/or release tension on the
unwinder».
Class C also includes cameras fixed under the fuselage; one
pointing down to film the unwinder, the other is oriented at
45° to film the hook. The images are then displayed on an
MFD.
To date, only three H225s in the world are equipped with the
Class C, two of which belong to Airtelis. To minimize the risk
of reaching this 30° angle, it is possible to generously ballast
the unwinder with 8 x 42kg jaws. «In this case, we have to find
the right compromise between the carrying capacities linked
to altitude and temperature, but also the autonomy depending
on the length of the cable to be unwound,» explains Frédéric
Grandmougin. The unwinder, with its jaws, weighs about
1500kg. In addition to this, we must add the traction exerted
and the weight of the reel, which vary according to the type
of cable and its length.
BUSY DAYS
Seemingly insensitive to these considerations, the H225
gently moves from pylon to pylon at a speed of 5 knots, a
speed dictated in particular by the maximum forces that can
be absorbed by the cable during installation. The skewed
body, with the pilot at the controls, and his head in the bubble
door, carefully monitors’ the position of the load and its
trajectory on the ground. At his side, his colleague monitors’
the outside environment and the instruments, especially the
power display.
Seen from the ground, everything looks so simple and fluid.
In the cabin, where the cyclic’s movements are measured in
millimeters, the concentration is palpable. Up to six hours of
flight per 24 hours, and the feeling of a job well done is not
usurped at the end of the day?
MORE ABOUT H225
HI I 54

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HI I 56

AVIATION SHOW
HI I 57

EUROPE - MIDDLE EAST - AMERICAS - AFRICA - ASIA - RUSSIA #103
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