The Australian Civil Aviation Safety Authority (CASA) invited Massey’s deputy chief flight instructor, Paul Kearney, to give a guest speech at the National Chief Flying Instructors’ Conference in Canberra last month.

Mr Kearney said Massey’s School of Aviation, which celebrates its 25^th anniversary next year, took the initiative to develop what is known as threat and error management (TEM) into its training programme at the same time as it purchased a new fleet of Diamond aircraft two years ago.

He said the principles of TEM were embedded in a number of existing procedures in the school and, working alongside the Air New Zealand Aviation Institute, the process was formalised. This predated the legislative requirement for TEM that took effect in New Zealand last year.

“While most commercial aircraft utilise two-pilot operations, we had to develop this process and apply it to a single-pilot model,” Mr Kearney said.

The School published standard operating procedures for all flight operations, which introduced scenario-based training for every flight lesson, and developed a model for “before start” and “top of descent” checklists.

As a result of his research, the school’s chief flight examiner, Dr Ritchie de Montalk, also developed a crew concept that identified the need to teach “soft” skills such as teamwork, leadership and customer awareness during flight training because of the importance of these things to the role of modern airline pilots.

At Massey, students fly in pairs like airline crews during all training flights, and share jobs such as checking weather, planning flights, ordering fuel and doing pre-flight checks on the aircraft.

Traditionally, when instructors teach someone to fly, the instructor goes through each individual procedure or skill in turn. For example, if an instructor were teaching a student how to land, the instructor would demonstrate the process and the student would then attempt to emulate it. “We take a scenario-based approach from day one,” Mr Kearney says. “For example, an exercise might be designed as if a pilot were taking friends to a rugby match in New Plymouth. This would test his or her time management and fuel skills. During the flight, the scenario might change to represent the weather closing in, which would force a return to Palmerston North using the instruments. This is the type of threat and error management we are including.”

Mr Kearney, who is also the school’s quality assurance manager, says scenario-based training is seldom used in the Asia-Pacific region and, as a result, the delegates at the conference—including aeroplane and helicopter chief flying instructors, chief pilots and chief ground instructors—were very interested in Massey’s approach.

Mr Kearney said the project had been an exciting challenge with encouraging results. He said he had had several people approach him after his presentation to comment about how much they had enjoyed it. More importantly, they had asked lots of questions about the scenario-based training being done and TEM at Massey.

On 10 November 2011, the Robinson Helicopter company reached a historic milestone in delivering its 10,000^th helicopter—an R44 (S/N 13217). The company held a celebration at its Torrance, California, factory in honour of the occasion. In addition to the company employees, representatives from the city, the FAA and many of Robinson’s vendors attended.

Frank Robinson, the company’s founder, spoke briefly to the assembled audience about the company’s humble beginnings. The company was founded in 1973 and delivered its first helicopter in 1979. Today, Robinson Helicopter manufactures more civilian helicopters than any other helicopter manufacturer in the world.

Frank Robinson thanked the city of Torrance for its unwavering support in the early years, which, he said, convinced him to keep the company in Torrance. He went on to describe leaner times and made a special point of the fact that “unlike other helicopter manufacturers, Robinson has never received a dime of government money or relied on government contracts.”

Kurt Robinson, Frank Robinson’s son and now the company’s president, also spoke. He thanked employees for making “what we believe are the highest quality helicopters in the world.” He highlighted the fact that, according to statistics provided by the Aerospace Industries Association, since the early 80s, Robinson has produced more civil helicopters than all other US manufacturers combined. The company’s current production rate is ten helicopters a week and Robinson predicts that its total aircraft production for 2011 will more than double its last year’s production.

The keys to the 10,000^th helicopter were presented to Robinson’s Brazilian dealer, Audi Helicopters. Audi has been a Robinson dealer for 25 years and is one of two Robinson dealers in Brazil. Foreign orders have consistently represented more than 50% of Robinson Helicopters’ total sales.

Just over a month and a half after the first production Boeing 787 “Dreamliner” was delivered to the aircraft’s launch customer—Japan’s ANA—Boeing, in association with Air New Zealand, brought one of its Dreamliner test aircraft to New Zealand as part of a brief tour that also included Australia. The visiting aircraft, ZA001 (N787BA), has flown the highest number of hours of any of Boeing’s 787 test fleet; in just over 500 flights, it has amassed around 1,300 hours of the fleet’s total of just over 5,400 hours.

ZA001’s arrival in Auckland on 12 November came less than two years after it became the first 787 to fly—a historic event that took place on December 15 2009. Its arrival in New Zealand, after a non-stop flight direct from Seattle, marked the 787’s first public appearance in the southern hemisphere, so it was not surprising that Aucklanders turned out in their thousands to witness the aircraft’s arrival.

Air New Zealand played a willing and helpful host to literally thousands of invited visitors keen to see the new aircraft first hand. Groups of 100 guests at a time took turns poring over the Dreamliner at Air New Zealand’s engineering facility during the two days the aircraft was made available to visitors.

Because ZA001 is still fully involved in the 787 test programme, its interior was filled with instruments, ballast tanks and test equipment rather than a standard airline configuration. While its interior might not have been a luxury showpiece, this did not deter guests from peering, prodding, poking, touching, looking and admiring every other aspect of this beautiful airliner.

Accompanying the Dreamliner to this part of the world was Boeing’s 787 programme’s vice president and chief project engineer, Michael Sinnet. Like a proud father introducing a newborn child, Mr Sinnet appeared to relish his host’s role as he introduced his carbon-fibre “child” to the throngs of visitors.

Also present to meet and greet visitors passing through the aircraft was Air New Zealand’s chief pilot, Captain David Morgan. Captain Morgan was aboard the Dreamliner during its journey from Seattle and flew it during the takeoff from Seattle and upon arrival at Auckland where he also landed the aircraft.

I asked Captain Morgan—who regularly flies Air New Zealand’s Boeing 777s—how the 787 compared to the triple-seven. From a “hands-on” flying perspective, he said the 787 was “absolutely identical” in terms of “feel” and control response to the 777. He was quick to point out that he considers this to be an excellent achievement on Boeing’s part, because of the fact that the 777 is such a beautiful aircraft to fly.

Despite some obvious visible differences in cockpit layouts between the 787 and its older brother 777, Captain Morgan was full of praise for the way everything had been integrated so seamlessly in the 787 that he had been able to slot naturally into the pilot’s seat (albeit alongside two Boeing test pilots) without having yet completed a 787 training programme. Strong commonality between types in a fleet is a significant asset to airlines, as it reduces the time required to undergo conversion training. As everyone in the industry knows, time really is money—lots of money—as far as airline training is concerned.

Captain Morgan’s enthusiasm for the new aircraft was not limited to his opinion as a pilot. As a senior manager within Air New Zealand, he appreciates fully that the 787’s fuel-efficiency and reduced maintenance requirements (expected to require around 30% less maintenance than current airliners) will have a big impact on Air New Zealand’s bottom line as soon as the aircraft can be brought into service.

When announcing the Dreamliner’s visit, Air New Zealand’s CEO, Rob Fyfe, also stressed the 787’s fuel efficiency—up to 20% better than existing types—and its ability to carry up to 50% more cargo than other airliners of comparative size. “We’re looking forward to seeing the 787 in our skies for the first time,” he said.

ZA001 is a 787-8. Air New Zealand has ordered the larger 787-9 variant, which will have a greater range capability and seating capacity than the 787-8.

As has been reported often throughout the 787’s development process, the Dreamliner is the world’s first (predominantly) composite airliner. Its carbon-fibre construction confers a number of significant advantages on the Dreamliner, including:

• its carbon-fibre structure is stiffer and has a higher strength-to-weight ratio than aluminium and permits a greater cabin pressure differential. The 787 will operate with a cabin altitude of 6,000 feet—compared to 8,000 feet typically in current airliners. Two thousand feet might not seem like much, but during a typical long distance flight, the increased partial pressure of oxygen at 6,000 feet has a major beneficial effect on physical wellbeing.
• Not only does the carbon-fibre permit a greater pressure differential and thus lower cabin altitude, but also, the fact that carbon-fibre does not corrode allows a more naturally humid cabin atmosphere to be maintained. This also benefits the aircraft’s occupants by preventing the unpleasant dehydration typically experienced in dry, air-conditioned cabins during long airline flights at altitude.
• The strength of the structure allows for significantly larger windows that will confer a more “open” feel to the cabin and a greater sensation of flight for passengers; it will reduce the feeling of being “cooped up in a tube” during long flights.

It is not just the Dreamliner’s composite design (around 80% composite by volume and 50% by weight) that is revolutionary. Boeing took a number of brave steps by introducing several new technologies simultaneously in its design. One of the biggest “step changes” in the 787 is the proliferation of electrical systems to replace “conventional” hydraulic or pneumatic systems. For example, the 787 uses electrical power to: operate its brakes (otherwise, universally hydraulically powered in other types); operate its air conditioning systems (conventional airliners use engine bleed-air); and provide wing de-icing (conventionally done with engine bleed air).

Electrical generation is beefed up significantly to cope with the additional loads involved—made possible by lighter, higher powered electrical generators. In addition, new, more advanced batteries provide better storage than older systems; the 787 is even capable of braking from a V₁ rejected takeoff using battery power alone.

Amongst the many technological “goodies” introduced with the 787 are head-up displays (HUD) for the pilots as standard equipment. Consideration is being given to the possibility of integrating forward looking infrared into the HUD in future, which would give pilots the ability to “see” through clouds.

There will be two engine options for Dreamliner operators; either the Rolls Royce Trent 1000 or the General Electric GEnx. Both are new technology engines that contribute significantly to the overall fuel-efficiency improvements expected of the 787, as well as producing around 20% fewer emissions than existing engines; Air New Zealand has ordered Rolls Royce engines for its 787s.

While non-enthusiasts might have difficulty telling many modern airliners apart, the Dreamliner will be instantly recognisable by its smoothly contoured nose and the distinctive “chevrons” at the rear of its giant engine cowlings (Boeing’s new 747-8 also features similar cowlings). This Boeing cowling design has proved effective in reducing engine noise.

The combination of its nose contour, aggressive looking engine cowlings and truly beautiful wings make the Dreamliner look like the new-technology aeroplane it is. The addition of its beautiful blue Boeing livery turned ZA001—certainly in this viewer’s eyes—into an aeronautical work of art; it was a joy to finally see the real aircraft in the flesh.

Having visited Boeing’s Asian suppliers, read scores of articles and books about the 787 and seen dozens of artist’s renditions of the aircraft in countless liveries and configurations, it was pretty special to be able to finally touch the real thing. Although admittedly not for the same reasons, I definitely share the desires of Rob Fyfe and Captain David Morgan for the 787 to enter Air New Zealand’s fleet; in my case, I simply can’t wait to see Dreamliners become common sights Downunder.

Dreamliner Down Under

Rob Neil was lucky enough to attend the historic first visit to New Zealand of a Boeing 787. The first 787 to fly, ZA001 was just two weeks from permanent retirement when it touched down at Auckland.

Airlines of the Philippines

Murray Kirkus gives an interesting insight into the convoluted story of airlines in the Philippines in recent decades.

Duxford Restorations

Pacific Wings’ UK correspondent, Peter Cooper, is fortunate in living not far from Duxford in the UK. During regular visits there, he keeps up to date with the restoration projects underway at this magnificent living museum.

RNZAF Pilot Training Course 10/1 “Wings” Graduation

Because of the effort involved in acquiring their military pilots’ brevets, the RNZAF’s graduating pilots all deserve recognition. Pacific Wings recognises the recent graduates of the RNZAF’s 10/1 Wings Course.

The A400M—Rewriting History’s Lessons

Airbus Military’s A400M has defied history’s odds and confounded the pessimists by surviving a convoluted political background and not one, but two multi-national development programmes—not to mention a global economic crisis. Rob Neil gives a brief summary of an ongoing flight test programme that almost never was.

Late last month, the RNZAF’s Chief of Air Force, Air Vice-Marshal Peter Stockwell, commissioned a new flight simulator complex at Ohakea.

“The A109 simulator and accompanying Virtual Interactive Procedure Trainer (VIPT) are critical components of the newly introduced integrated training system for future New Zealand Defence Force helicopter aircrew,” said Air Vice-Marshal Stockwell.

As a part of that training system, the simulator will provide the RNZAF with a cost-effective means of training its A109 aircrew, and those destined to fly the NH90 and SH2G helicopters. The Air Force says the simulator will provide significant financial savings, as its operating cost is approximately 10% of that of the A109 helicopter.

The simulator cost €9.3 million and has an expected service life of at least 30 years. According to the Air Force, it will provide approximately 1,400 hours of training a year but it has the capacity to provide more than twice this, if required. “At the planned rate, the simulator will effectively pay for itself in less than five years,” said Air Vice-Marshal Stockwell.

One of the primary functions of the recently introduced A109LUH helicopters is as a training platform for New Zealand Defence Force (NZDF) NH90 and SH2G aircrews.

AgustaWestland, the company which produces the A109 helicopters, also provided the Virtual Interactive Procedure Trainer and the Flight Simulator.

“The simulator is an excellent training platform as it allows high risk exercises (such as engine and other equipment failures) to be conducted safely. It also allows flying training in bad weather and poor visibility conditions as we can simulate the external environment to suit our training requirements,” Air Vice-Marshal Stockwell said.

“Both training devices will be housed at Ohakea and used for training NZDF helicopter pilots and crewmen. Approximately 50% of all A109 helicopter training will be conducted in the simulator, making significant training efficiencies and cost savings.”

Virtual Interactive Procedures Trainer (VIPT)

The VIPT is a PC-based system that replicates the A109LUH cockpit using touch screens and allows training in the use of individual systems—for example, the autopilot—and of integrated systems, such as how the autopilot affects navigation and flight displays.  The VIPT is capable of simulating all aspects of instrument flight using the aircraft’s automatic flight control system.

Flight Simulator

This is a full reproduction of the A109LUH cockpit within a cabin containing a semi-spherical screen and a visual system comprising seven projectors. The visual system displays an external view of the synthetic world onto a 220^o x 60^o screen.  The simulator includes a six-axis electro-pneumatic motion system, a seat vibration system and a sound system that models aircraft and environmental sounds. The simulator is capable of simulating flight by day and night, and is night vision goggle compatible. The control station allows the instructor to set and change weather and sea conditions, change the time of day, reposition the aircraft instantly, insert fixed or moving models (such as aircraft, vehicles or ships), and inject a wide range of malfunctions and emergencies.

Last month, Air New Zealand announced it had ordered seven new-generation ATR 72-600 aircraft with purchase options for a further five, worth a total of US$270 million at current list prices.

Air New Zealand’s CEO, Rob Fyfe, said the announcement of the deal, which is subject to contract signing, would boost air service connections to regional New Zealand significantly.

Air New Zealand’s subsidiary airline, Mount Cook Airline, currently operates 11 ATR 72-500 aircraft (see Pacific Wings’ August issue for a feature article on Mt Cook Airline and the ATR 72).

Mr Fyfe pointed out that the order “potentially doubles the size of Air New Zealand’s ATR fleet” and he said it would add as many as an additional two million seats into the New Zealand regional market annually. “For our customers, that will mean a big increase in the number of business timed seats and seriously cheap ‘grabaseat’ fares we have on regional routes every day,” he said.

Mr Fyfe said the ATR 72 had been a core part of the airline’s regional operations since 1999 and had proved to be both popular with customers and cost-effective to operate.

“We now need to expand our fleet—not only to add frequencies on existing routes but also to step up from smaller aircraft types. We know the ATR product well and, after careful consideration of several options, we believe it is the most cost-effective, environmentally conscious and customer-friendly aircraft available in its market segment,” Mr Fyfe said.

Air New Zealand will receive the first of the 68-seat ATR 72-600 aircraft in October 2012 followed by a second in December that year, two in 2013 and another each year for three years. The five purchase options are available for delivery between 2014 and 2016.

This latest order for ATR aircraft follows Air New Zealand’s investment in 23 Bombardier Q300 aircraft during the past six years (worth more than NZ$450 million at list prices) and the purchase from lease of the majority of its existing ATR 72-500 fleet during the past eighteen months.

Mr Fyfe said that at a time when other businesses have demonstrated little appetite for significant investment in assets—particularly where revenue is derived from regional New Zealand—Air New Zealand has not wavered in its belief in the long-term strength of the domestic economy.

“Thanks to the purchase of larger aircraft and the lowering of fares, we have seen regional passenger numbers increase by an average 5.6% annually since 2003, resulting in our regional airlines carrying 54% more passengers to 4.3 million in the year ended September,” said Mr Fyfe.

“This significant capital investment also signals that we will be upping our promotion of key regional centres at home and overseas, as we will need to encourage even more people to fill those two million more seats coming on stream over the next few years.”

ATR promotes its new-generation ATR 72-600 as the most efficient aircraft in its class. It features a new cabin layout with larger overhead bins, improved seating and advanced cockpit technology, including Required Navigation Performance (RNP) technology.

The introduction of RNP will further enhance Air New Zealand’s ability to maintain services during inclement weather to and from destinations like Queenstown, Rotorua and Wellington.

Bruce Parton, Air New Zealand’s Australasia Airline Group General Manager, said the current ATR 72-500—which sits alongside Air New Zealand’s Q300s and Beech 1900Ds—has been a core part of the airline’s regional operations since 1999 and has been popular with customers, serving 14 different domestic routes.

He said the new ATR 72-600 aircraft would give Air New Zealand the means to “up-gauge Q300-operated routes” that he said would require more capacity in the coming years. In turn, this will release Q300 aircraft to up-gauge some routes currently flown by Beech 1900Ds and would also enable Air New Zealand to look at new start-up routes. “So there is benefit in bringing in the larger turbo-props and cascading growth down throughout our regional operation,” he said.

It is likely that some routes currently serviced by the smaller Q300, such as Nelson–Auckland and New Plymouth–Auckland, would see the larger ATR 72 being used.

Mr Parton said it was likely that the new fleet would be Auckland-based, which would provide the airline with “an excellent spread of regional aircraft including bases in Christchurch, Nelson and Hamilton.” He added that this would give the airline a “solid platform for regional growth, particularly into and out of Auckland.”

ATR’s CEO, Mr Filippo Bagnato, said he was very pleased ATR was able to help Air New Zealand grow its fleet further, noting that the airline was the largest operator of ATR regional aircraft in the Pacific market.

“It is always exciting to secure a new customer for our aircraft. But it is an even greater endorsement of ATR when a major, world-class airline that has been a long-term ATR customer returns to place new orders.

“It is the ideal aircraft for Air New Zealand’s next phase of domestic growth and has a great reputation as the greenest turboprop airliner of its size in the market today.”

Training tomorrow’s warriors is what the 23rd Flying Training Squadron at Fort Rucker, Alabama, is all about. Pacific Wings joined the squadron to see how the US Air Force trains its future helicopter pilots using the UH-1H Iroquois and TH-1H Huey II.

The early days

The inception of military helicopter pilot training can be traced back to January 1944, when the US Army Air Forces (USAAF) initiated its helicopter training programme at Freeman Field near Seymour, Indiana. By June 1944, the helicopter training school received its first Sikorsky R-4 helicopters—the first mass-produced helicopter and the very first helicopter in service with the USAAF.

Following the establishment of the United States Air Force (USAF) in 1947, it was agreed that the Air Force would continue to provide helicopter training for both Air Force and Army pilots through the USAF Helicopter School. By this time, the R-4 had already been replaced by the Bell 47 or H-13 Sioux. In the early 1950s, the US Army opened its own helicopter flight training school at Fort Sill, Oklahoma, and, in 1956, the Air Force ceased training Army helicopter pilots altogether. During this time, the H-13 remained the basic training helicopter, supplemented by the Sikorsky H-19 Chickasaw and the Piasecki H-21 Shawnee.

In the 1960s, these helicopters were replaced by the Bell UH-1F, the Kaman H-43 and the Sikorsky CH-3C, representing the helicopters used by the USAF for special operations, firefighting and aerial rescue. As a cost-cutting measure, the Air Force started to investigate the possibility of outsourcing its Specialised Undergraduate Pilot Training—Helicopter (SUPT—H) to the Army, while retaining the Air Force-specific combat search and rescue (CSAR) and Special Operations training.

In October 1970, the first Air Force student pilots reported to Fort Rucker, Alabama, to undertake basic helicopter training with the Army. This marked the beginning of the end for the Air Force Helicopter School, which ceased to exist in 1971.

Helicopter training returns

Although the 23rd Flying Training Squadron (FTS) had been training Air Force students since 1994, the training programme was owned and operated by the US Army. The Air Force students followed the Army’s Rotary Wing Qualification Course before attending the “Air Force-unique” training that taught helicopter operations specific to the Air Force.

This all changed in 2004, when the Air Force retook ownership of its helicopter training programme. The change of ownership coincided with the Army’s announcement of the retirement of the UH-1H. As the Army had no further use for these helicopters, 40 were handed over to the Air Force at no cost. In the training role, the UH-1H has been gradually replaced with the TH-67 Creek (Bell 206B-3 JetRanger). The “Flat Iron” air ambulance detachment was the last Army unit to fly the UH-1H at Fort Rucker but these aircraft, too, were retired on 17 May 2011 and were replaced by the new UH-72A Lakota (Eurocopter EC 145).

“It was a sensible move,” says Captain Steve Reagan, the 23rd FTS Assistant Director of Operations. “While both operate helicopters, the Air Force flies different missions from the Army, in particular CSAR, Special Operations and Missile Wing support. We also operate different types, like the HH-60G, the UH-1N and the CV-22. The Army operates none of these specific types. So when our primary training helicopter, the UH-1H, was retired from the Army, it made sense for the Air Force to take the training programme back.”

Taking full control of the entire training programme allows the Air Force to create an even more efficient programme, tailored specifically to the needs of its student pilots, as Captain Reagan explains. “When our students arrive here at Fort Rucker, they already have flying experience. Before coming here, the students first go through primary aircraft training on the T-6 Texan II where they learn basic airmanship, instruments, navigation and formation flying. For the Army students, their helicopter training will be their first flying experience. It is a very different approach.”

Although the joint training programme came to an end, the 23rd FTS remains at Fort Rucker, which is the Army’s primary flight training facility. The large complex includes no fewer than six different airfields, including Cairns Army Air Field where the 23rd FTS is located. There have been several discussions about moving the squadron to Kirtland Air Force Base, New Mexico, to centralise all the Air Force helicopter training.

“These discussions keep surfacing from time to time,” says Captain Reagan, “but Fort Rucker is a great location for basic helicopter training. Because we are at sea level, the UH-1Hs are easy to fly in these thick air conditions, which create a more forgiving environment than the hot and high conditions at Kirtland, where the high altitudes and the hot conditions make flying a lot more challenging for the students. While I am certain they would cope just fine, it would increase their workload significantly. And besides, it is very valuable for them to experience the difference between flying conditions in Alabama and New Mexico. It will help them prepare for any future deployments in places like Afghanistan.”

Fellow instructor pilot Captain Derek Spears agrees. “Fort Rucker has all the facilities we need. Besides all the facilities here at Cairns, we also use the many remote training areas or RTs. That’s what they call the landing zones that are spread around Fort Rucker. There are 47 of these and they come in different shapes and sizes. Some are plain fields; others are located on hillsides and slopes, or in tight enclosures in forest areas. There are concrete pads and areas with sand to train brown-out landings. Everything we need is right here.”

Although the training mission has moved from the Army back to the Air Force, the 23rd FTS still enjoys wholehearted support from the Army’s aviation community. The “Flat Iron” detachment and other units provide logistical support when required and the 23rd FTS is firmly established in the Fort Rucker community. The privilege to use the Army’s extensive training facilities at Fort Rucker is a key factor in the squadron’s ability to train the next generation of first-class pilots.

Inspiring leadership

The 23rd FTS, commanded by Lieutenant Colonel Stephen Moyes, is a well-oiled machine that delivers a constant stream of highly motivated and skilled pilots. To ensure that all students receive the right amount of attention, the squadron divides the students into small classes of four to seven students each. At the time of writing, the squadron was training 31 students, divided over six classes, with each class at different phases of the 115-hour long training programme. From start to finish, it would take the students about six to seven months to graduate.

The 23rd FTS delivers just 65 to 70 new pilots per year, reflecting the small size of the helicopter community within the Air Force. With an increasing number of students expressing a desire to fly helicopters and tilt-rotors, students must compete for the small number of available training slots.

“The Air Force is putting more emphasis on the helicopter mission, with positive results,” says Captain Reagan. “Today, far more recruits in basic training are aware that the Air Force has helicopters. News coverage of helicopter operations in Iraq and Afghanistan certainly has helped. During the cross-country navigation phase of the training, we also fly to Laughlin and Columbus to visit the training wings there. We present the helicopter missions to the students in primary aircraft training, do a static display with our TH-1Hs and answer a lot of questions. There has been a tremendous uptake in interest and there is a real competition for our training slots. The students that arrive here at Fort Rucker are very happy they made it into the programme. They are highly motivated and very enthusiastic, and they raise the bar every year.”

Once the students arrive at Fort Rucker, they are absorbed into the small, tight knit helicopter community and supported by the instructor pilots who generously share their experiences with them. The 23rd FTS has 20 military instructor pilots, with four more experienced pilots undergoing pilot instructor training. Additionally, URS Corporation provides another 11 instructor pilots, many of whom previously served within the armed forces. Together, the instructors create an atmosphere of support and motivation for the students, which has been a key factor in the success of the 23rd FTS, as Captain Reagan explains: “We really want all of our students to succeed and graduate—the Air Force has a strong need for skilled pilots. In Hollywood movies, pilot training is often portrayed as a constant effort to wash out students, but that is not us. We do everything to support our students. Since 2005, only three students were not able to complete the programme, for different reasons.”

The instructors come from all corners within the Air Force and the wider armed forces. Between them, they have accumulated an impressive number of flight hours, with extensive experiences across the full palette of military helicopter operations, including many wartime CSAR and special operations missions.

For example, Lieutenant Colonel Denehan, the Director of Operations (DO), flew CSAR missions during Operation Allied Force over former Yugoslavia. In May 1999, Lt. Col. Denehan, together with Lt. Col. Kunkel, the current Squadron Commander of the 41st RQS at Moody AFB, rescued a downed American F-16 fighter pilot from behind enemy lines in Serbia. This Fighting Falcon pilot was none other than Major General Goldfein, who commanded the 555th Fighter Squadron at the time of Operation Allied Force and is now the director of air and space operations at Air Combat Command.

Lieutenant Colonel Dermody flew covert missions with the MH-53J Pave Low III while serving with the 20th Special Operation Squadron, a legendary Air Force Special Operations helicopter squadron that new operates the new CV-22 Osprey. Lieutenant Colonel Jones flew helicopters with the US Army before flying the UH-1N with the Air Force Space Command at Vandenberg Air Force Base, California. Major McIntyre flew the UH-1N and the HH-60G before becoming an instructor pilot on the T-6 Texan II. He was offered a position with the 6th SOS, an elite training squadron within the Air Force Special Operations Command, but opted to become an instructor with the 23rd FTS instead. Every single one of the more than 30 instructors at the 23rd FTS has an equally interesting background in military aviation.

First contact

The 23rd FTS currently operates 13 UH-1H Iroquois and 19 TH-1H Huey II helicopters. When the Air Force received the Huey helicopters from the Army, it contracted Bell Helicopter to upgrade 24 of them to the new TH-1H Huey II standard. Bell Helicopter not only rebuilds the helicopters to a near zero-hour state, but also fits a more powerful engine and a completely digital glass cockpit, squeezed into the streamlined Bell 212 nose. The squadron expects to receive the final three—which are currently being produced in the Bell Helicopter facility at Ozark, some 25 kilometres east of Fort Rucker—in April 2012.

Before the students can actually take to the skies in a Huey, they must first get through the Academics phase, in which they thoroughly study both the UH-1H and TH-1H. In passing this phase, the students become familiar with the electrical, hydraulic and fuel systems, the engines and power train, the flight control and rotor systems, and the avionics of both helicopter types.

Finally, the students can then get their first taste of rotary flight, which is very different from flying the T-6 Texan II, according to Major McIntyre. “Even for me, it was quite an adjustment to go back to helicopters after having flown the T-6 for so long. With the T-6, you get so used to flying at high altitude where things just happen at a very different pace. But in the Huey, the flying takes place at 500 feet or less and that’s quite a challenge. The T-6 is a much faster aircraft but you usually fly the Huey at tree top level, and that’s where things happen very, very quickly.”

In the Contact and Emergency Procedure phase, the students start the actual flying part of the training programme. During this phase, the students are taught the basics of flying the UH-1H, including taxi procedures, takeoffs and landings, and hovering. But the Emergency Procedure training is arguably the most important phase, in which the students are taught how to deal with any emergency that might occur in flight or on the ground. By constant repetition, the instructors ensure that these lifesaving procedures become second nature. Throughout the entire programme, students are asked to recite emergency procedures during each briefing. Failure to provide a satisfactory answer will immediately result in an unsatisfactory grade, even before the students have climbed into the cockpit.

Upping the ante

Having successfully completed the Contact and Emergency Procedure phase, the students then move onto the TH-1H, which they fly for the remainder of the programme. The transition process includes a couple of days of classroom study and flying time in the state-of-the-art full motion TH-1H simulator.

The transition process helps students to get acquainted with the new digital cockpit, which is very different from the analogue UH-1H. Whereas the UH-1H uses an array of dials and gauges, the TH-1H displays all the important flight information onto three large multi-functional displays (MFD). The TH-1H received a digital cockpit to ease the transition from the T-6 Texan II into new generation aircraft such as the CV-22 Osprey and the future replacement of the HH-60G and UH-1N.

But despite its rudimentary cockpit and lack of power, students like Lt. Mark Foyle of Class 11-09 cherish the opportunity to fly the UH-1H Iroquois. “I started out flying the UH-1H and it is a real classic—probably the best-known helicopter in the world. I am very happy I got to fly it. Each Huey out there on the flight line is different. There are ones I liked to fly and others I didn’t like as much. The new TH-1H is very different, though—all digital and a lot more power. Almost too much power, as we usually only carry three people. After moving onto the TH-1H, we do not get to fly the UH-1H any more, which is a shame because it is such a legendary helicopter.”

Having completed the transition onto the TH-1H, the training programme continues with the Instruments and Cross-Country Navigation phases. Despite being equipped with MFDs, the TH-1H is purposely not equipped with a moving map display, as students must learn to navigate without any digital assistance.

In the subsequent Day Remote phase, the students have to combine their previously learned skills to navigate to unfamiliar landing sites or Remote Training areas. Once the site has been located, the students must evaluate it while airborne to determine if and how they can land safely. This involves considering the wind, elevation, temperature, pressure altitude, power requirements, the approach path, the size and slope of the landing area, the touchdown point and an escape route. Mastering these procedures is important, as they are integral parts of the search and rescue (SAR) missions performed by both the UH-1N and HH-60G. Sometimes, the instructor pilots simulate a rescue operation by tasking the students to retrieve a person from a location that is completely unfamiliar to them.

The Day Remote phase is followed by the Day Tactical phase, during which the students are gradually introduced to the concepts of tactical helicopter operations. First, the students are introduced to flying in a low-level environment. Although familiar with the TH-1H at altitude, the students will have to adapt to flying constantly below 300 feet AGL. The students are taught to constantly scan for any threats and perform simulated cargo pickups at different landing zones. After flying the Day Tactical single-ship solo flight, the students practise formation flights at or above 300 feet AGL before performing formation flights at lower altitudes.

With the Day Remote and Day Tactical phases behind them, the students enter the final and most demanding phases of the training programme, the Night Remote and Night Tactical training sorties. Already challenging in broad daylight, the students must now master the same Remote and Tactical operations in total darkness, aided by night vision goggles (NVG). To graduate, the students only have to pass the Night Tactical Single Ship check rides. The nocturnal training phase also includes two non-graded tactical formation flights to introduce the students to NVG formation flying.

After completing these exciting night flights, the students can graduate and finally get to wear their wings. After mastering the T-6 Texan II in basic training and both the UH-1H and TH-1H at Fort Rucker, the students can finally call themselves pilots. But despite wearing their wings, there is still more learning ahead of them before they can join their operational squadrons.

Pick your aircraft

During the later stages of the training programme, students are asked to list their preference for the UH-1N, HH-60G Pave Hawk or CV-22 Osprey. During the Navigation phase, the students get to make cross-country flights to Moody AFB in Georgia and Hulbert Field in Florida to get acquainted with the Pave Hawk and the Osprey. The students are ranked by their achievements, with the best students getting to pick the aircraft or helicopter type they would like to fly, although the needs of the Air Force are ultimately the deciding factors.

Among the students of Class 11-07, the most senior class of the course, the preferences and opinions varied across the board. The students in this class were going through the Night Remote training at the time of the writer’s visit and had just been asked to list their aircraft of choice.

Second Lt. Patrick Mount wanted nothing more than to fly the HH-60G Pave Hawk, whereas 2nd Lt. Ryan Springer listed the CV-22 Osprey as his first choice. Second Lt. Ben Soifer actually had no preference as to what he flew and was happy to fly whatever the Air Force handed him. Only 2nd Lt. Tyler Gibson knew for certain that he would fly the HH-60G Pave Hawk with the 129th Rescue Wing of the California Air National Guard. Unlike the active duty Air Force, both the Air National Guard and the Air Force Reserve directly recruit their aircrew for the specific aircraft they operate. These students know from the very beginning what aircraft they will get to fly after graduation.

When asked how the students of Class 11-07 reflected on their time with the 23rd FTS, 2nd Lt. Ben Soifer said, “For me, it has been an incredible transition. At first, when trying to hover in the daytime, the helicopter was all over the place. But now I am doing it in the dark, wearing NVG!” Second Lt. Ryan Springer adds, “When I first came here, I didn’t even know how a helicopter flew. But during the Academics phase, your eyes really open. Then you get into the cockpit for the first time. Fortunately, the Huey is very forgiving and the instructors are so experienced that it makes the transition easier when coming from fixed-wing. After a couple of weeks, you finally get somewhat of a handle on the flying and hovering, and here we are now, flying at night, at low level and navigating and all. It’s incredibly exciting; it is very cool stuff!”

After graduation

After receiving their wings, the students are finally referred to as pilots. But they must still undergo training on the aircraft assigned to them. For all SUPT-H graduates, this training starts with the 58th Operations Group at Kirtland AFB, New Mexico. Depending on the aircraft type assigned to them, the new pilots will join the 71st Special Operations Squadron (SOS) for CV-22 training or the 512th Rescue Squadron (RQS) for training on the UH-1N and HH-60G.

As the graduates are already familiar with the Huey, the UH-1N training only takes three months. Transitioning onto the HH-60G Pave Hawk, a much larger and more complex helicopter, takes between six and seven months. But the transition period for the CV-22 Osprey takes over a year, as the pilots must familiarise themselves with the new phenomenon of tilt-rotor operations. The Osprey training also takes place with the US Marine Corps at New River, North Carolina.

But before the pilots can report to Kirtland AFB, they must first tackle the Air Force Survival, Evasion, Resistance and Escape (SERE) School at Fairchild AFB, Washington. At the SERE School, the pilots are taught the skills that enable them to survive in all climates, including woodcraft, wilderness survival techniques, emergency first aid, land navigation, camouflage techniques, methods of evasion and communication protocols.

They are also taught how to resist the enemy when captured and how to escape. A lot of the training material is based on the actual experiences of American and Allied airmen shot down or captured during the Second World War, Korea, Vietnam and the Gulf War.

Return to Fort Rucker

After completing their helicopter training with the 23rd FTS, the students of Class 11-07 and 11-09 leave southern Alabama to conduct their follow-on training with the 58th Operations Group in New Mexico and the SERE School in Washington. But after serving with their squadrons for several years, some may return to Fort Rucker to become flight instructors like Captain Steve Reagan. Like the other instructors at the 23rd FTS, his passion and experience are a daily inspiration for his students, and he enjoys every minute he gets to teach others the art of rotary flight.

“SUPT-H for me was a blast. I showed up to pilot training (T-37s at Columbus AFB, MS) wanting to fly helicopters. I wanted to fly CSAR in the HH-60G Pave Hawk. Flying at Fort Rucker during SUPT-H was probably one of my top experiences during my career. From day one, it was a great and valuable course. The instructors, both URS and Air Force active duty, were excellent and provided me the instruction and skills needed to go fly the HH-60G, and to perform in challenging environments and situations. I still use techniques today in the helicopter that I learned while here as a student. I would brag to my friends going through T-38s and T-1s all the time about flying at night on NVGs during pilot training—they were so jealous!

“I graduated from SUPT-H in May of 2005. I was lucky to get my first choice, which was the HH-60G Pave Hawk. I completed initial qualification in the HH-60G at Kirtland AFB in December of 2005 and arrived at Moody AFB in the same month. I was stationed at Moody AFB for four years and eight months. During my time at Moody, I upgraded to Aircraft Commander and Flight Lead in the HH-60G. I deployed five times—three times to Iraq and twice to Afghanistan—and I did pretty much every mission that falls under Personnel Recovery (CSAR, MedEvac, CasEvac, humanitarian aid and relief). I also participated in the recovery of unmanned aerial vehicles and support of the President of the United States. I moved to Fort Rucker in September of 2010 and completed my instructor upgrade in the TH-1H. I have been flying with students ever since.”

Future proof

Helicopters and tilt-rotors are firmly established within the Air Force and will be part of the inventory for the foreseeable future, as will the CSAR, Special Operations, distinguished visitor transport and missile wing support missions. As such, the Air Force will have a continuous need for highly skilled pilots. Having retaken ownership of the basic helicopter training, the Air Force has been able to fully optimise the training programme, from primary aircraft training on the T-6 Texan II to mission-specific training on the CV-22, HH-60G and the UH-1N.

The 23rd FTS plays a crucial role in this chain, by converting students into educated, experienced and skilful helicopter pilots. The success of the 23rd FTS is not merely a result of classroom training, but also of the supporting and inspiring environment that is created by the squadron commander and the senior instructors. This environment ensures that students feel supported and motivated to succeed, despite the steep learning curve and the many challenges they must overcome.

With the TH-1H Huey II, the 23rd FTS has the right training platform for the years to come. The TH-1H is a reliable, powerful and forgiving helicopter that provides an excellent introduction into the art of rotary aviation. The TH-1H is also an extremely cost-effective solution, especially when considering the Air Force received the original UH-1H airframes at no cost. The Huey II upgrade not only delivers a modern, powerful training platform but also achieves a significant reduction in maintenance costs. Thanks to the 23rd FTS and the TH-1H, the iconic Huey sound will be heard over Fort Rucker for many years to come.

23rd Flying Training Squadron

The 23rd Flying Training Squadron is the sole unit within the United States Air Force that provides basic helicopter training, which is referred to as Specialised Undergraduate Pilot Training—Helicopter (SUPT—H). All UH-1N Twin Huey, HH-60G Pave Hawk and CV-22 Osprey pilots will have passed through the 23rd FTS at Fort Rucker, Alabama. The squadron is commanded by Lt. Col. Stephen R. Moyes, who took command in July 2010, having previously been the Director of Operations for the 94th Flight Training Squadron at the US Air Force Academy in Colorado Springs. The 23rd FTS current Director of Operations is Lt. Col. Denehan, assisted by Capt. Reagan as the Assistant Director of Operations.

The 23rd FTS reports into the 58th Operations Group and 58th Special Operations Wing (SOW) at Kirtland Air Force Base in New Mexico. The 58th SOW provides undergraduate, graduate and refresher training for the combat search and rescue, special operations, missile site support and distinguished visitor transportation missions. As a training wing, the 58th SOW falls under the Air Education and Training Command (AETC) rather than the Air Force Special Operations Command (AFSOC), despite being a special operations wing.

The 23rd FTS can celebrate its 70th anniversary this year, as the squadron originates from the 76th Bombardment Squadron (Medium), which was activated on the 15th January 1941 and operated various bombers before joining the war in Europe in 1944 as the 23rd Troop Carrier Squadron. The squadron was deactivated in 1946 but made a brief return as the 23rd Helicopter Squadron in 1956, flying the H-21 Shawnee until 1958.

The Vietnam conflict saw the reactivation of the squadron in 1966, as the 23rd Tactical Air Support Squadron (TASS). The 23rd TASS operated as Forward Air Controllers out of Thailand, flying the O-1F Bird Dog, the O-2 Skymaster and ultimately the OV-10 Bronco. The pilots of the 23rd TASS operated over the Ho Chi Minh Trail in Laos, marking targets for air strikes and supporting rescue operations of downed airmen. The 23rd TASS participated in several high profile operations including the rescue of Lt. Col. Hambleton, better known as “Bat 21 Bravo”.

During Operation Desert Storm, the 23rd TASS deployed to Saudi Arabia with its OA-10 Thunderbolt II aircraft. Although the A-10 was designed as a tank killer, the squadron operated the Warthog in the “Fast FAC” role over Kuwait and Iraq. After only three years of A-10 operations, the 23rd TASS was deactivated in November 1991. The squadron was reactivated at Fort Rucker in 1994 as the 23rd Flying Training Flight, before being redesigned as the 23rd Flying Training Squadron on 21 December 1999.

The Bell Huey II—more than just an upgrade

The Huey II upgrade transforms the UH-1H Iroquois into a modern, powerful and practically zero-hour helicopter with excellent performance. Although the TH-1H is essentially a modified UH-1H, the Huey II is a much more capable helicopter and is also a lot cheaper to operate.

The Huey II is fitted with a T53-L-703 engine that delivers 1,800 shaft horsepower—400 hp more than the T53-L-13B that powers the UH-1H. The time between overhauls (TBO) for the upgraded engine has been increased from 1,100 to 5,000 hours. An increased TBO means significant cost savings, as it allows the helicopter to fly much longer before undergoing an expensive overhaul.

The main transmission is rebuilt and upgraded to accommodate the more powerful engine, allowing for 1,290 shp on takeoff. The main transmission TBO is extended from 1,100 to 6,000 hours. The existing gearboxes are replaced by new 42-degree and 90-degree gearboxes, with an increased TBO from 1,500 to 5,000 hours.

The Huey II also receives the main rotor blades, tail rotor and tail boom from the Bell 212. The Bell 212 main rotor blades are larger and have a wider cord, resulting in increased lift. The Bell 212 tail rotor blades also have a wider cord and moving the tail rotor to the other side of the tail boom increases the tail rotor authority by 50%. The new tail boom uses push–pull control rods instead of cables, which also increases safety. All these Bell 212 parts are newly fabricated parts, and also include a brand new main rotor and tail rotor hub assembly, a new mast, new pitch change links and the addition of a KAflex drive shaft. Naturally, these new parts all have a much-improved TBO, with 4,000 hours for the main rotor blades and 2,500 hours for the tail rotor blades. The new main rotor mast TBO has been increased tenfold, from 1,500 to 15,000 hours. The Huey II airframe also receives structural modifications, with a strengthened pylon support structure and a Bell 212 lift beam.

The Huey II supports the standard UH-1H nose or the Bell 212 nose—the latter offering more space for a digital or glass cockpit. When fitting the heavier MFDs, the Bell 212 nose is also helpful for an improved centre of gravity. Bell Helicopter allows the customer to customise its Huey II upgrade, offering a wide range of options for cockpit systems and onboard equipment. The Air Force TH-1H is fitted with a completely digital cockpit, but other Huey II customers have opted for the more traditional analogue gauges instead, which are also overhauled or replaced when necessary. Regardless of the choice of cockpit displays, each Huey II is completely rewired and fitted with a new battery and generator.

Building the Huey II

The Bell Helicopter facility at Ozark, Alabama, is the home of the Huey II programme. Located close to Fort Rucker, the facility is not hard to miss, as one only needs to look out for the many UH-1H airframes parked on the ramp.

The Huey II manufacturing process takes places in two separate halls. The first step in the Huey II process is the removal of the original UH-1H tail boom. Only the front fuselage is used; the original tail boom is recycled for parts for existing UH-1H customers. Upon entering the first hall, the UH-1H front fuselage is completely stripped down for the Pre-Shop Analysis (PSA). During the PSA phase, the fuselage is sandblasted to remove any paint and then carefully inspected. The Bell engineers inspect every single rivet hole and every individual panel to determine if the fuselage is suitable for modification and note down any structural repair work that is required. It is not uncommon to find bullet holes and scars of battlefield repairs on airframes that served in Vietnam. All the retained parts are also carefully examined and marked for overhaul or replacement where necessary.

After the PSA phase, the fuselage is transported into the second hall, where it enters a loop track across all the different stations. At the first stations, all the PSA repairs are carried out. Then the fuselage receives its structural modifications, the new lift beam and the new attachment fittings and support structure to accommodate the new Bell 212 tail boom. Upon reaching the end of the hall, the UH-1H fuselage is ready to receive the new tail boom and rotors, and the new dynamic components. While passing through several stations, the new Huey II helicopter starts taking shape and slowly transforms from an empty airframe to a complete helicopter. Along the way, the engineers also fit the new wiring, battery and generator.

As part of the final assembly, the helicopter is painted in the customer’s colour scheme and is then transported back to the first production hall. Here, the Huey II modification is completed by installing the new T53-L-703 engine and completing the cockpit installation. In case of the TH-1H, the MFDs were supplied by the Air Force, but the cockpit configuration can be customised for each customer and ranges from a full digital cockpit to an analogue cockpit, supplemented with GPS, moving map or other digital systems. After almost a year of hard work, the UH-1H has been transformed into a brand new Huey II helicopter, featuring more than 14,000 new parts.

Value for money

The complete Huey II package transforms the UH-1H from a reliable but dated workhorse into a modern utility helicopter, fit for duty in the most challenging environments and the increased performance gives the Huey II much better “hot and high” capability. The older The UH-1H performs very well at sea level but struggles at altitude: it can operate at 12,000 feet but with a significantly reduced payload. By comparison, the Huey II has been designed to meet those high altitude challenges and has a service ceiling of 16,100 feet and an IGE hover of 12,000 feet.

At approximately US$5.2 million, the basic Huey II is an affordable option for many existing UH-1H operators. Although this version does not come with a digital cockpit, it does include new gauges. Adding a full digital cockpit will cost an additional US$237,000, but there are practically no limits on the options customers can add to their Huey II configurations. The military police of Rio Janeiro, Brazil, requested a completely armoured Huey II that can withstand machine-gun fire, is fully night capable, and is equipped for SAR operations. This is no ordinary police unit, as it operates in the slums of Rio de Janeiro, one of the most lethal law enforcement environments in the world. To meet these demands, Bell Helicopter designed a Huey II with exceptional survivability for both helicopter and crew, while still retaining the ability to operate in mountainous and hot areas.

The Huey II has been well received by both new and existing Huey operators, and Bell has successfully sold the Huey II to military, law enforcement and government customers. Current domestic Huey II customers include NASA, the US Department of State, the US Customs and Border Protection agency and several law enforcement departments.

Internationally, the Huey II has been equally successful with customers including the Philippines Air Force; the Argentinean Army; the Colombian Army, Air Force and National Police; the Brazilian Military Police; the Armed Forces of Kazakhstan; the Yemeni Air Force and the Iraqi Air Force. The capability to operate in hot and high environments is proven by the daily operations with not only the Yemeni and Iraqi Air Force but also by being the helicopter of choice for the US Department of State anti-narcotics operations in Afghanistan.

The Japanese Ground Self Defence Force (JGSDF) operates the locally manufactured UH-1J, an upgraded Huey that is very similar to the Huey II. Built under license by Fuji, the UH-1J also features a T53-L-703 power plant, a Bell 212 nose and a Bell 212 tail boom.

(Would have been) the smart choice for New Zealand

Bell Helicopter claims that, compared to the standard UH-1H, the Huey II decreases operating costs by more than 30%. The increased TBO for all major components represents a noticeable reduction in maintenance costs while also increasing operational availability across the fleet. The added benefit for existing UH-1H operators is that neither aircrew nor technicians need extensive retraining, and existing maintenance equipment does not need to be replaced.

This could have made the Huey II a very appealing option for the Royal New Zealand Air Force (RNZAF), especially in the current economic climate. When fitted with a complete digital cockpit, a Huey II upgrade would cost approximately NZ$6.3 million. According to figures listed on the RNZAF website, this would be less than a tenth of the cost of a single NH90. The website lists a total package cost of NZ$771 million, with a third reserved for support and logistics. This leaves NZ$514 million for eight NH90 helicopters—or around $64 million each. According to the RNZAF website, the NH90 was selected to resolve three key issues with the existing UH-1H fleet: airframe fatigue problems (including fin spars and rotor blades), equipment obsolescence and limited performance in tropical conditions.

Upgrading the existing UH-1H fleet to the Huey II standard—complete with digital cockpit including GPS and a digital moving map, possibly an integrated FLIR and fitted with SAR equipment—would have resolved these key issues and would certainly have been a much cheaper solution than the NH90. The RNZAF’s extensive experience of operating, maintaining and supporting the UH-1H would have remained directly applicable to the Huey II. And, moreover, the RNZAF could have continued to operate many more than eight helicopters—for much less money.

Acknowledgements

The article would not have been possible without the tremendous support of the United States Air Force, the 58th SOW, the 23rd FTS and Bell Helicopter. The author would especially like to thank Lt. Col. Moyes, Lt. Col. Denehan, Lt. Col. Dermody, Lt. Col. Jones, Major McIntyre, Capt. Reagan, Capt. Spears, and the students of Class 11-09 and 11-09; and, at Bell Helicopter, Barry Ford, Bridget Hall and Mac McMillan.

Training Tomorrow’s Warriors

Earlier this year, Wellington-based Erik Roelofs spent time with the 23rd FTS at Fort Rucker, Alabama, where the USAF’s new helicopter pilots learn their craft.

The ABC of ADS-B—for GA

Richard Greaney gives an overview of the next generation of airborne surveillance, and explains why it is important for GA to embrace it.

ALPA View
CAA Random Information Trawling of Pilots Unlawful

Glen Kenny, the president of NZALPA, summarises a recent Court of Appeal decision that rejected the CAA’s practice of randomly trawling the criminal records of industry participants.

The Green Flight Challenge

The recent Green Flight Challenge sponsored by Google rewarded novel solutions to the “limitations” of alternative energy in aircraft. Mike Friend—a highly qualified specialist in the field—reports on this important and valuable competition.

Heliflite Pty Ltd, the Australasian distributor for AgustaWestland helicopters, has announced that the Auckland Rescue Helicopter Trust has signed a contract for two new AW169 helicopters, which will be delivered in 2015. The aircraft will be used to perform a wide range of emergency medical service and search and rescue (SAR) missions in New Zealand.

The contract marks the entrance of the AW169 into the Australasian helicopter market and Heliflite says it represents another success for the all-new helicopter. A significant number of firm orders have already been logged worldwide for a range of commercial and public service applications, many of them for rescue duties. AgustaWestland says the AW169 programme—which was unveiled at the Farnborough International Air Show in July 2010—is progressing as planned, with the first flight of the new aircraft scheduled in 2012.

The AW169 is a new generation twin-engine light intermediate category helicopter, which AgustaWestland says has been designed in response to the growing market demand for an aircraft that delivers high performance, meets all the latest safety standards and has multi-role capabilities.

The 4.5-tonne AW169 incorporates several new technology features in the rotor system, engines, avionics, transmission, and electric power generation and distribution systems. AgustaWestland is promoting the AW169 as “the most advanced and cost-effective helicopter in its class for EMS, SAR, law enforcement, passenger and offshore transport and utility missions.”

Heliflite Pty Ltd is the Australasian agent for AgustaWestland helicopters and has been the exclusive AgustaWestland distributor since 1997. Heliflite has sales and support bases in Sydney, Brisbane, Melbourne and Auckland.

Air New Zealand has re-signed as a major sponsor of the New Zealand Rugby Union for another four years, extending its long-term support for the All Blacks until 2015.

The re-signing continues a 16-year relationship between Air New Zealand and the New Zealand Rugby Union (NZRU) and maintains the airline’s status as official sponsor of the All Blacks.

To celebrate this successful partnership, Air New Zealand has announced it will be making more of its aircraft fleet “all black”.

A new A320 aircraft—due for delivery about now—will be the second of the airline’s A320s to wear the “Crazy About Rugby” black livery. In addition, the company’s regional airline, Eagle Air, will be painting three of its existing fleet of Beech 1900D turbo-props black early next year.

However, the biggest all black paint job is being saved for Air New Zealand’s fifth and final Boeing 777-300ER aircraft that will be delivered to the airline in January next year. This is the longest aircraft in Air New Zealand’s fleet and it is believed it will be the largest ever commercial aircraft to sport an all black livery.

Air New Zealand’s chief executive officer, Rob Fyfe, says the airline’s partnership with the NZRU is its single largest sponsorship commitment.

At the time Air New Zealand announced its continuing sponsorship, there were two days to go until the Rugby World Cup final. Rob Fyfe said, “Not only are we backing black all the way this weekend, we’re committed to helping ensure the All Blacks are well placed to do it again in 2015.”

Steve Tew, the NZRU’s chief executive, welcomed the extended partnership with Air New Zealand.

“New Zealand Rugby, the All Blacks and our national carrier share a distinctly Kiwi identity and pride, as well as sharing a drive for excellence and determination to be the best. We’re excited to be on board with Air New Zealand for the next four years,” he said.

As part of the deal, the Air New Zealand logo will continue to take pride of place on the All Blacks training jersey and the airline will also be the lead partner on the All Blacks end-of-year tour. The deal also includes support for the ITM cup and the New Zealand Sevens teams.