CONTENTS · 2019. 3. 18. · Dmitry Gnatenko ternal Affairs, the Moscow Firefighting Service) and...

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IN THIS PUBLICATION

CONTENTS

2 MAJOR EVENTNUMBER ONE ON EURASIAN MARKET

8 HARD TALK YURI SLUSAR, RUSSIA’S DEPUTYMINISTER OF INDUSTRY AND TRADE

10 PRODUCT LINE ROBUST, MULTI-PURPOSE AND QUALITY

14 PRESENTATIONKA-32A11BC

18 EXCHANGE OF EXPERIENCE THE PRESENT AND THE FUTURE OF RUSSIAN HEMS

22 EXCHANGE OF EXPERIENCE MEMORIAL HERMANN LIFE FLIGHT 35 YEARS

34 TECHNOLOGIESHUMS RU ZONE

36 QUALITIES OF THE LEADER UTAIR AVIATION

42 IN THE FOREFRONT EUROCOPTER IN RUSSIA

44 MILITARYHELICOPTERS: THE SOLDIERS OF THE AIR

48 FLIGHTS IN MOUNTAINS AIR GLACIERS, ALPINE SKI WORLD CUP…

52 PROTECTION OF FRONTIER BULGARIAN BORDER POLICE

March

The present and the future of Russian

HEMS

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RUSSIAN HELICOPTER EXHIBITIONMAJOR PROJECT

helicopter industry magazine/ march, 2013

– Helicopter Exhibition Number One on Eurasian

Market

HeliRussia

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RUSSIAN HELICOPTER EXHIBITION MAJOR PROJECT

www.helicopter.su

International helicopter in-dustry exhibitions are an inte-gral part of the worldrotary-wing technology mar-ket, where a manufacturer canshow, and a customer can seethe product and make a pur-chase or an order on the spot.The importance of, and the de-mand for such forums hasbeen growing over the pastyears, and new opportunitiesfor solving the most diverse is-sues facing the helicoptercommunity appear.

A clear revival of the world helicoptermarket has been noticeable over the pastyears, which was confirmed by the resultsof the last year`s largest and oldest Inter-national helicopter forum, the HELI-EXPO2012. This statement fully relates to Rus-sia. In this country, the achievements ofthe helicopter industry are exhibited atHeliRussia. This national exhibition is stillquite young, but its popularity is growingevery year. Suffice to say that, five yearssince its inception, the number of par-ticipating companies has almost doubled.

More than 7 thousand people visit theexhibition annually. Among them manytop level politicians and state officials ofthe Russian Federation and other countries,foreign military representatives, as well asbusinessmen and helicopter sport fans.

HeliRussia not only allows to exposethe achievements of the Russian industry,but also attracts the best companies ofthe world to the Russian market, and pro-motes the development of internationalcooperation in the helicopter industry.

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RUSSIAN HELICOPTER EXHIBITIONMAJOR PROJECT

The annual growth of the number of He-liRussia exhibitors occurs mostly on ac-count of foreign companies beingattracted by the forum. On the one handthis fact shows the openness of our mar-ket, and on the other hand – the keen in-terest on the part of the major players ofthe world helicopter business.

It provides the opportunity to meetthe industry leaders, company directorsand to discuss matters of cooperationand interaction. The exhibition is a per-fect platform for communication with for-eign partners, where Russian participantscan set the tune for the dialogue. Andtoday, according to experts’ research, He-liRussia confidently takes the first place inthe Eurasian helicopter industry market.The appearance of such a forum in ourcountry has obviously affected the wholenative helicopter industry. So, during theyears of the HeliRussia exhibitions, since2008 the production of Russian rotary-wing aircraft has increased by 55%. Andso far, the Russian helicopter industry isone of the few branches of the domesticengineering that shows a continuous up-ward development trend over a long pe-riod of time.

estimated at only 3%, today the volumeof deliveries took us up to a whole 14%of the world market. Now we account for9% of the of civil helicopter market and22% of the military segment of the worldhelicopter market. According to the ex-perts of the Rosoboronexport State Cor-poration, the sales volume of helicoptersincreased twelve times over the past 10years. Russia has sold abroad over 400military helicopters from 2001 for 2012.

The demand for Russian helicopterstoday is so high that it is now considerablyexceeding the production capacity of thefactories. That's why the "Russian Helicop-ters" holding carries out a high tempomodernization program for manufactur-ing. For example, the order portfolio ofthe Kazan helicopter plant, thanks to theefforts of Rosoboronexport and the con-tract with the Ministry of Defence of theRussian Federation, is completely full forthe next 2 years. All the helicopter tech-nology supply contracts under the StateDefense Order, are concluded till 2018.

The development of the helicopterdesign and production is one of the pri-orities of the Government of the RussianFederation. The necessity of helicoptersfor Russia is self-evident: Russia lags be-


Moreover, after the formation of the"Russian Helicopters" holding, the strat-egy of development of the domestic hel-icopter industry was worked out and isnow being realized. And the results be-came obvious pretty quickly. When itcomes to numbers, last year Russian Hel-icopters manufactured more than 300helicopters for the total amount of 150billion rubles. The order portfolio of thecorporation has increased considerablyand came to 859 helicopters, and thevalue of the firm orders portfolio reached330 billion rubles. At the same time, thereare no visible trends of the productionrates slow down: in 2013 theRussian Helicopters enterprises are fullyloaded with contracts, at almost 100%.At such growth rates and the existing de-mand, the assigned task to bring annualhelicopters production output to 450 –500 machines by 2015, is quite feasible.Such a dynamic restoration of the heli-copter industry positions, which is one ofthe leading high-tech industries, will fur-ther promote the development of the na-tional economy and help make it ahigh-tech one.

Whereas in the early 2000s, the Russ-ian helicopters`s share in the world was

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RUSSIAN HELICOPTER EXHIBITION MAJOR PROJECT

hind the leading countries in the quantityof civil helicopters per capita. Whereas inCanada, there are 56 helicopters for 1 mil-lion inhabitants, in Russia there are 14.In total, the civilian helicopter fleet in Rus-sia is about 2 thousand aircraft, whichdoes not satisfy the country`s require-ments. The demand for Russian helicop-ters is great both at home and abroad.Helicopters is one of those few productsof the Russian engineering, that is todayused in over 70 countries of the world.

By the way, it is exactly the shortageof rotary-wing machines over our vastopen spaces, that is the most attractivefactor for all leading world helicoptermanufacturers. And here HeliRussia al-lows the foreign companies not only toshow their presence and to judge thechanging quality of the Russian helicop-ter market, but also to actively promotetheir own products.

Last year, the overseas machine im-port into Russia peaked. The indisputableexport leader to our country was and isthe Robinson light helicopter. Just onedistributor of this company in the Urals,the Ural helicopter company "URALHELI-COM", supplied 25 aircraft of this manu-facturer, and the Moscow "Aerosoyuz"has doubled the deliveries compared to ayear ago.

But, despite this, the Russian heliparkis also quite actively reinforsed with

medium class foreign helicopters. The Eu-rocopter company takes the lead here.Last year 16 helicopters were delivered toRussia, among them: AS 350, AS 355, EC120, EC 130, EC 135. More than one hun-dred helicopters of this producer are op-erational now in our country. Eurocopterdiffers fundamentally from its competi-tors – their Russian park structure consistsnot only of private owners, but also ofgoverment organizations (the Ministry ofEmergency Situations, the Ministry of In-

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MAJOR PROJECT

going not only to sell the products, butalso to manufacture in the territory ofRussia. The Bell Helicopter company, thathad slowed down a couple of years ago,is back on the increase. Eight Bell 407 andBell 429 helicopters had been deliveredto Russia. And finally, speaking about"monsters" of foreign helicopter engi-neering, one cannot help mentioning thefamous Sikorsky Aircraft. However, thiscompany is just planning to enter theRussian market. It is known to actively ad-vance here the S-76, S-92 and S-300C hel-icopters at the moment.

So, the Russian helicopter market hasbeen considerably activated. Last yearmedium helicopters of foreign production

were supplied to Russia in the amount sim-ilar to Robinson in 2011, namely – 36. Theare twice as many Robinson helicoptersnow than a year ago. Thus, all foreign pro-ducers of helicopters: both Eurocopter andBell Helicopter, and AgustaWestland and,certainly, Robinson are getting on quitewell in the Russian helicopter market. So itbecomes obvious that the interest of theworld leaders of helicopter engineering forthe Russian market is not only stable, butis increasing. And it is significantly pro-moted by HeliRussia that annually gathersand exposes all that is best and availablein the helicopter world today.

Dmitry Gnatenko

ternal Affairs, the Moscow FirefightingService) and commercial operators, in-cluding oil and gas companies ("Utair",GAZPROMAVIA). Last year five Eurocopterhelicopters were delivered to Russia byother companies as well. Thus, the num-ber of Eurocopters in the country has in-creased to 21 machine.

The AgustaWestland company alsofeels not bad in the Russian market. It hassupplied seven helicopters to Russia,among them: AW139, AW119, AW109models. And in February this yearAgustaWestland got the first Russianorder for the AW169 and AW189 helicop-ters. In general, this company wants togrow deep roots in our country, and is


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RUSSIAN HELICOPTER EXHIBITION MAJOR EVENT

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HARD TALK


The leadership of the Russian heli-copter industry has been constantlyadjusting its plans concerning theproduct line as well as the promotionand production of helicopters since theprogram to transform the industry

The main vector of the industry’s de-velopment hasn’t changed much. Heli-copter manufacture is an importantfactor in the development of Russia’s re-gional economies. Ever since the per-formance indicators of the helicopter

began in 2008. What is the ministry’sposition on where the industry isgoing? What sorts of changes does theministry want to see in the mediumterm?

International cooperationand the localization of production

An Interview with Yuri Slusar, Russia’s DeputyMinister of Industry and Trade

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HARD TALK

www.helicopter.su

industry began to improve, plants inTatarstan, Buryatia, Bashkortostan andRostov-on-Don have been catalysts foreconomic growth and contributed to anincrease in the gross regional product.The industry still has a huge impact onthe development of a number of relatedindustries, such as instrumentation, en-gine-making and so on.

As for the constant adjustmentsbeing made to the plans, they aremainly due to changes in the globalmarket and the quite natural position ofthe manufacturer, Russian Helicopters,which reacts quickly to the situation andseeks to strengthen its position on thecompetitive global market.

As for the industry’s medium-termprospects, I would point out two things:international cooperation and the local-ization of production. Russia is develop-ing its domestic industry while activelypursuing international cooperation,which gives buyers more choices andhelps us to improve our product line forour customers around the world. Mean-while, China, India and Brazil are becom-ing global players alongside the UnitedStates and the European Union. We col-laborate with companies such asAgustaWestland and Eurocopter inmanufacturing. The plant in Panki hasbegun to assemble the AWI39,AgustaWestland’s most popular model.We’re planning to build the Ansat heli-copter as part of a joint venture in Chinaand jointly design and build a heavy hel-icopter. We can start building certainmodels of foreign helicopters in Russiato fill gaps in our product line. Eventu-ally this will mitigate the problem of de-pending on imports of light helicopters.

Russian manufacturers are export-ing more and more helicopters, but stillnot selling many to domestic compa-nies. Are there any plans to stimulatethe development of the internal mar-ket through tax breaks and special fi-nancing terms?

The domestic market is developingunder the direct influence of the worldaviation services market.

Successful export-oriented compa-nies had no problems in the 1990s and2000s offering financing and leasingprograms to facilitate purchases of newRussian helicopters. They were able tofind financing. On the other hand, those

that were focused on the domestic mar-ket need to upgrade their products.These issues are being worked out notonly by the Ministry of Industry, but alsothe helicopter community and the Heli-copter Industry Association. Someonesuggested going back to building theMi-8T for the domestic market, as it ismore affordable for Russian companiesand would allow them to update theirfleets after many years of using old hel-icopters. Accordingly, these steps will betaken. Of course, the time is right forsuch a program.

One of the goals of the Russian gov-ernment program called “Developingthe Aviation Industry in 2013-2025” is tohelp domestic airplane and helicoptermanufacturers to meet the country’saviation needs. The program includesmeasures to improve the regulatoryframework across the industry, includ-ing issues concerning the developmentof mechanisms for loan financing, ex-port financing and interest rate subsi-dization on commercial loans, subject tothe requirements of the WTO. These is-sues are currently being worked outwith the Finance and Economic Devel-opment ministries.

Some Russian helicopter manufac-turers and operators are going to at-tend the Heli-Expo exhibition in LasVegas. What are the prospects forRussian helicopters in developed coun-tries, including the U.S.? How impor-tant are those markets for Russia?

Heli-Expo is one of the world’s topexhibitions. All the top manufacturersfrom around the world attend it.

Russian companies need to be thereto demonstrate their global contribu-tion to the world helicopter industryand talk about their ambitions.

Marketing Russian helicopters in Eu-rope and the U.S. is also important be-cause highly competitive markets arethe only places where we can test andconfirm our competitiveness. This spursus to create competitive products as wegain experience in marketing, seriousexperience in certifying products onWestern markets, and in preparing andconducting advertising campaigns. Allof this makes us stronger and con-tributes to the promotion of our heli-copters on other markets.

by Vladimir Orlov

The Russian Ministry of Industry and Trade is the federal executivebody that makes policy and devises regulations governing industry, themilitary-industrial complex, aviation technology development, techni-cal regulation and the establishment of standard units of measurement,and is the authorized federal executive body that regulates foreigntrade.

The current Minister of Industry and Trade is Denis Manturov, whowas appointed in 2012.

Yuri Slusar, Deputy Minister of Industry and Trade, previously served asHead of the Aviation Industry Department.

Born on July 20, 1974 in Rostov-on-Don, Mr. Slusar graduated fromMoscow State University in 1996 and holds a Ph.D. in economics.

As Deputy Minister, he currently coordinates work and exercises author-ity in the following areas

• Industrial policy concerning aviation, radioelectronics, bioengi-neering technologies, chemicals, pharmaceuticals and the medical field;

• Preparing programs, strategies and plans concerning developmentefforts in civilian industries, including short-term and medium-term indus-trial development forecasts;

• Industrial investment policy in the specified area;• Modernization, technological development and stimulating inno-

vation in industry in the specified area.

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Robust,

PRODUCT LINE


Russian helicopters presently occupy up to 14% of the globalhelicopter market and as the trend continues towardsgrowth in the manufacture of helicopters the following question seems logical: can Russia repeat thesuccess of the USSR during 1970-1980 when it occupied upto 30% of the global helicopter market ?

Multi-Purpose and Quality - The Advantages of the Russian Helicopters.

FOREIGN MARKETS

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Hope for the Medium class Helicopter

What can Russia offer in the globalmarket ?

Today Russian Helicopters offer a di-verse range of multi-purpose Russian hel-icopters in all of the weight classifications;capable of performing an array of tasksranging from passenger service, commer-cial operations to specialist operations insupport of disaster relief. In the lightweight classification are the Mi-34S1 andAnsat, in the medium weight classificationby the Mi-171, Ka-32, Mi-38 and a new de-sign in the Ka-62. In the heavy weightclassification the Mi-26 is available.

Today’s helicopter operators are look-ing for multi-purpose, flexibility and reli-ability combined with an affordablepurchase price and low operating costs astop priorities. Russian Helicopters see themost flexible segment as the mediumweight classification and has focused itscommercial aircraft in this class of heli-copter.

The Mi-8/17 series has been a hugesuccess story and is the most widely op-erated of the Russian built helicoptersand their many different configurationsaccount for nearly 60% of the total salesvolume for Russian Helicopters Holding.

The company’s primary focus is themedium multi-role Mi-171 used in pas-senger and cargo transportation. This hel-icopter has a 4000kg (8800lbs) payloadcapacity or can carry 37 passengers andhas a range of 610Km (330miles) at a max-imum cruise speed of 250kph (130knots).The Mi-171 is available in a number ofvariants and has improved its capabilitieswith the introduction of modern tech-nologies including a glass cockpit and anintegrated avionics suite produced by theRussian company Tranzas.

The twin engine, co-axial Ka-32A is adirect replacement for the Ka-27PS navalhelicopter and has been developedspecifically for civilian operations build-ing on the success of the earlier Ka-25 andKa-27 aircraft that also operated fromships. The flexible capability of the Ka-32Aprovides opportunities for a growth insales in the new worldwide helicoptermarkets. The lack of a tail rotor means theKa-32A is capable of lifting loads of5000kg (11000lbs) externally and athigher OGE hover ceiling. The all-weather,multi-purpose helicopter of this classicco-axial configuration has been em-ployed in a wide variety of missions: pas-senger and cargo transportation, searchand rescue, high-altitude constructionprojects and fire-fighting. In 2009 the

Ka-32A11BC was granted type certifi-

The Aim – One-third of themarketBased upon the growth in helicopters

manufactured by the Russian factoriesyear on year, this seems a feasible goal toachieve. Since 2004, when only 85 heli-copters were produced in Russia, thenumber had risen to 262 aircraft by 2011.It is also worth remembering that Russiahas remained the market leader in sev-eral segments of global helicopter man-ufacturing including helicopters in themedium and heavy classifications. Addi-tionally about 5200 Russian helicoptersof all types have been in operationalservice in more than 80 countries. So, thepossibility of achieving a third of theglobal market cannot be considered un-realistic.

However, just the quantity of helicop-ters being manufactured cannot serve asan indicator or hope a guarantee for suc-cess in the global market. The quality ofthe helicopters is also a very importantfactor to success. Russia enjoys an undis-puted advantage with decades of manu-facturing low maintenance affordablehelicopters behind it. The establishedRussian helicopters from the "Mil" and"Kamov" companies are perfect plat-forms for potential modernization pro-grams.

PRODUCT LINE

www.helicopter.su

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Experience Matters

The Mi-8/17 family of helicopters iscurrently operating in such extreme envi-ronments as the Sahara desert and thefrozen Antarctic and their operational re-liability is very high. Typically the aircraftare often serviced and parked outsideeven in the most severe temperatures ofthe Far North. Despite this they can be

started with no difficulty at temperaturesbelow -30 degrees, although at -10 de-grees the operations manual stipulatesthat the main gearbox preheat is requiredbefore start-up. The new helicopters willinherit all the best features of the unique

Mi-8/17 and the newly designed Ka-62 will also not require compulsoryhangarage in such conditions.

Being able to keep helicopters out-side when not in use has another impor-tant advantage as the operator does notnecessary have additional purchase andoperational costs for ground handlingequipment. Taking into account the rota-tional operations of most multi-purposehelicopters and add to that extreme cli-matic conditions, the list price of groundhandling equipment can add

10% to15% to the helicopter purchaseprice. So the attractiveness of robust andlow-maintenance Russian helicopters is

now considerably higher alongside agrowing global service network that Russ-ian Helicopters have in place.

Specific Helicopters – SpecificParameters

Mi-171A2, also known as Mi-171M, isa complete modernization of the Mi-171helicopter. The development of this new

helicopter is based on the Mi-171A1,manufactured by Ulan-Ude Aviation. Themodernization programs is aimed at im-proving the performance of the helicop-ter by reducing maintenance and flightper hour costs along with a significant in-crease in the time between servicing bythe use of condition based monitoring.

The Mi-171A2 will be fitted with newpowerful and efficient engines, which willincrease cruise speed to 260kph and ex-tend the operating range, without long-range fuel tanks, to 800 km (500 miles).The increase in shp will also increase theexternal sling payload to 5000 kg(11000lbs). Directional stability will sig-nificantly improve operations in cross-wind limits with the installation of anX-shaped tail rotor system. The aircraft willalso have composite main rotor blades, areinforced transmission and a LCD multi-functional display integrated avionics

cate by EASA, allowing commercial use byEuropean operators.

The new multi-purpose Ka-62 hasbeen designed by the Kamov Design Bu-reau using new technologies and materi-als. The aircraft is a single-rotor designwith an enclosed anti-torque tail rotorsystem and the airframe and rotor bladesare manufactured from over 60% com-posite materials. The new design has pro-

duced a helicopter with improvedefficiency, high cruise speed, reduced fuelconsumption and a decrease in mainte-nance man-hours. The Ka-62 will be ableto carry an external payload of

2500 kg (5500lbs) or 16 passengers inthe cabin and a medical rescue variant isalso being developed and will be fittedwith a 300 kg lift capacity winch.

The Ka-62 will be powered by twoFrench built Turbomeca Ardiden 3G en-gines.

This highly reliable engine is of a mod-ular design and has dual channel Full Au-thority Digital Engine Control (FADEC)and has the added benefit of exception-ally low fuel consumption. The helicopterwill also be equipped with a Tranzas glasscockpit and the first flight of the Ka-62 isscheduled for August 2013.

FOREIGN MARKETSPRODUCT LINE


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ing the annual HeliRussia exhibition. During the design process extensive

work was carried out to minimize the air-crafts aerodynamic resistance and reducethe aerodynamic efficiency index to four.This was achieved with the use of im-proved fuselage profiles and a new mainrotor blade design. This has resulted in adecrease in fuel consumption combinedwith an increase in cruise speed and load

ratio, all improving the overall operatingefficiency. Designers have also workedparticularly hard to reduce the helicop-ter’s environmental footprint.

The Ka-62 has a five blade main rotorsystem, duel hydraulic system, integral anti-icing and fire-fighting systems plus an en-closed tail rotor system providingprotection from accidental damage. Theaircraft has been designed to meet currentinternational flight safety regulations suchas single-engine operation. In case of ahard landing, injury to passengers andcrew has been minimized with the installa-tion of a number of safety systems includ-ing: an energy-absorbing wheeled landinggear and shock adsorbing seating in thecockpit and cabin. Flight testing is ex-pected to begin in 2013 and the new heli-copter will be produced by the ArsenyevAviation Company in Eastern Russia.

St. Petersburg based Tranzas will sup-

ply the KBO-62 avionics suite, builtaround two 12.1-inch TDS-12 primaryflight/navigation displays and two 8.4-inch TDS-84 multifunction displays. Alsoincluded are the TTA-12H terrain aware-ness and warning system, two TNC-1Gflight management systems with built-inGlonass/GPS sensors and a four-axis au-topilot. The helicopter will also beequipped with a health and usage moni-

toring system (HUMS). The export versionwill be powered by two Turbomeca 1750shp Turbomeca Ardiden 3G engines pro-viding a maximum take-off weight of6500kg (14300 lbs) at a maximum pay-load of 2400kg (5290lbs), and will have arange of 650 km (400 miles) and a maxi-mum cruise speed of 290 kph (157 kts).Brazilian operator Atlas Taxi Aereo hasplaced the first export order for seven air-craft with deliveries starting in 2015.

All of this work over recent years meansthat in the medium weight helicopter clas-sification Russia has a lot to offer the globalhelicopter market with their two well es-tablished multi-purpose helicopters, theKa-32A11BC and Mi-171A2. Now with thenew Ka-62 they are adding a new level ofluxury and high quality to the range, mak-ing Russian helicopters one of the bestvalue-for-money commercial products inthe global helicopter market place.

suite. The all weather VFR and IFR Mi-171A2 is expected to be certified in Russiain 2013 followed by the first customer de-livery in 2014 and will be able to operatein temperatures from –50 to +50°С.

The Ka-32A11BC medium multi-rolehelicopter has now been certified in anumber of countries including: Russia,Canada, Spain, Portugal, Switzerland,China, Austria, South Korea, Indonesia and

Brazil. The South Korean Coastal Defenseand Forestry Protection Service operate afleet of 32 aircraft and in Latin America theKa-32 is operated in fighting forest firesand developing the industrial infrastruc-ture in Peru and Brazil. The Ka-32 has alsobeen effectively used in the worldwideconstruction industry for installing high-level structures. Brazilian Ka-32 operator,Helipark Taxi Aereo, President João Velloso,said “The Ka-32A11BC demonstrated out-standing performance in the tropical hu-midity and high temperatures of Brazil. Wewitnessed this when we saw a Ka-32A11BCof the Canadian company, VIH, operatingin Brazil. The reliability and load capacity ofthe Ka-32A11BC are impressive comparedto other helicopters of a similar class,”

The new transport and passenger Ka-62 has become a headline grabbing heli-copter with its stylish design atworldwide aviation trade shows, includ-

FOREIGN MARKETS PRODUCT LINE

www.helicopter.su

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PRESENTATION

especially in mountainous areas anddensely-built urban environments at thelevel of the top floors of high-rise build-ings. The Ka-32A11BC is highly config-urable with more than 40 differentoptions available, including Bambi-Bucket and Simplex fire-fighting systemsof various capacities, water cannons forhorizontal fire-fighting, turret water can-nons and stowable lifting cabins fortransportation and rescue operations. Inthe early 2000s, Kumapp in Kumertaudeveloped a horizontal telescopingwater cannon for the Ka-32 series thatcan shoot a stream of water about 40meters. The first production Ka-32 heli-copter with a water cannon of this type

was delivered to South Korea in Novem-ber 2005.

With every new mission, pilots learnmore about the unique capabilities ofthe Ka-32A11BC helicopter. For example,it can put out fires in dense urban areasthat are out of the reach of fire trucks, aswas demonstrated at the Moscow CityComplex where, in April 2012, one wasused to put out a fire that had engulfedover 300 square meters of a skyscraperat a height of 67 floors (270 meters). It’sno exaggeration when the company’sengineers claim that the Russian-built32A11BC fire helicopter with horizontalwater cannon can extinguish a fire even


Russia’s Ka-32A11BC

The multipurpose Ka-32A11BC civil-ian helicopter with coaxial rotor contin-ues to conquer international markets.Built in the Republic of Bashkortostan,Russia, by Kumertau Aircraft ProductionEnterprise (Kumapp), which is part ofRussian Helicopters Holding Company,the helicopter is unequalled in manyapplications. In addition to transporta-tion and patrolling, it can be used forsearch and rescue missions, as a flyingcrane for very complex erection work,and is one of the best fire helicopters inthe world.

The Ka-32A11BC has demonstratedunsurpassed capabilities in firefighting,

Becoming a Global Symbol of Helicopter Firefighting

higher up, such as in the upper floors ofthe Burj Khalifain in Dubai, which is 828meters tall and has 163 floors.

Today, more than 140 Ka-32A11BChelicopters are being used in more than30 countries. The Ka-32A11BC meets theRussian standard AP-29, Western stan-dards such as FAR 29, and is EASA certi-fied. Compliance with Western standardsmeans that it is marketable anywhere.

International certification is also con-ducive to design improvements. Manysignificant design changes have beenmade since the helicopter was certifiedin the West. It now has an innovative bi-cameral PC-60F booster, an improvedcontrol and hydraulics system and im-proved propulsion systems (includingthe fuel system, fire protection, APU andgearbox). The instrument panel, autopi-lot and alarm system have been refined.The composition of airborne equipmenthas been changed, a number of addi-tional bench and flight tests have beenperformed, and the documentation hasbeen completely revamped.

As a result, the helicopter was certi-

more productive. It can carry more thanthe S-61, is more stable, can turn aroundfaster when bringing down a load, and ispowerful enough to lift its rated load ona hook vertically.”

His assessment is in line with the evergrowing popularity of the Ka-32A11BC.The number of orders for the helicopteris on the rise. In March 2011, one Ka-32A11BC was delivered to Brazil with anoption to buy two more machines. InBrazil, the Ka-32A11BC is currently oneof the few helicopters that is maneuver-able enough to drop water along wind-ing edges of fires and transport heavyequipment in disaster mitigation situa-tions. The Ka-32A11BC is used in Spain infirefighting and search-and-rescue mis-sions. The certification of the Ka-32A11BC in Australia in 2012 was a majorstep forward because of the constantneed there for specialized helicoptersthat are versatile and reliable for fightingwildfires, among other things.

The Asian market looks very promis-ing for the Ka-32A11BC. In October 2011,Russian Helicopters and the General

fied for use in Canada in 1998. The cer-tificate was amended to allow the con-veyance of public officials in 2006.Certification for use in Mexico was ob-tained in 2005, followed by Chile andSouth Korea in 2007, and Japan, Chinaand Indonesia in 2008. The EuropeanEASA.IM.R.133 certificate was obtainedin 2009. Since 2011, the helicopter hasbeen certified for use in Brazil and India.Finally, in 2012, the Ка-32А11BC was thefirst Russian helicopter to be certified foruse in Australia. This will allow Australianoperators of helicopters to use the Ka-32A11BC in search-and-rescue, fire fight-ing, external load work andconstruction/erection work.

The first production Ka-32 helicopterwas built in 1980, and the current model,greatly improved after all these years, isoperated on many continents, in all cli-mates and in a variety of capacities. KenHopu, President of Vancouver Island Hel-icopters Logging (VIHL), whose com-pany once acquired two of them and hassubstantial experience using them, saysfrankly, “We use both the Ka-32 and S-61models and have found the Ka-32 to be

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PRESENTATION

www.helicopter.su

Public Security Directorate of the city ofOrdos in China’s Inner Mongolia Au-tonomous Region signed an agreementfor the supply of one Ka-32A11BCmedium-sized multipurpose helicopterfitted out for firefighting. On May 4,2012 the Emergency Situations Ministryof the Republic of Kazakhstan acquiredtwo Ka-32A11BC multi-functional rescuehelicopters. Those in the know say thisorder was completed in a short time, asthe helicopters were delivered under acontract signed on August 15, 2011. In2012, Kumapp signed a number of con-tracts with its Chinese partners for thesupply of an additional batch of Ka-32A11BC helicopters fitted out for fire-fighting for China’s Public SecurityMinistry, the city of Shanghai’s Public Se-curity Directorate, civilian operators andairline companies.

Beyond a doubt, the Ka-32A11BC isan excellent Russian-made multi-pur-pose helicopter and a significant exportproduct that is popular worldwide.

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PRESENTATION


EXCHANGE OF EXPERIENCE

The present and the

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Exchange of experience and prospects

The 2nd Interdepartmental Conferenceon Russian Air Ambulances and MedicalEvacuation will be held from May 16-17,2013 in Pavilion 1 of Crocus Expo inMoscow as part of the business program ofthe 6th HeliRussia 2013 InternationalHelicopter Exhibition (www.helirussia.ru). Theconference is being organized by the HelicopterIndustry Association, Mobile Medicine LLC andHeliRussia.


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Ministry of Defense, Russian HelicoptersCompany, United Aircraft Corporation,the All-Russia Center for Disaster Medi-cine (“Zashchita”), the Federal Medical-Bi-ological Agency, the Moscow Institute ofPediatrics and Pediatric Surgery, the All-Russia Scientific-Research and Testing In-stitute for Medical Technology (part ofRoszdravnadzor, the health oversightservice), scientific associations, busi-nesses and non-profit organizations.

Noteworthy among the attendeeswas Pavel Muller, President of the Euro-pean HEMS and Air Ambulance Commit-tee (EHAC), who spoke on “Helicopter

Ambulance Services in Europe.”By gathering many stakeholders in

one place, it was possible to discuss thefull range of emerging issues, share expe-riences and get the latest information ina friendly and constructive atmosphere.

The attendees were by and largepleased with how the conference was or-ganized, which is why the conferenceprogram will be expanded in 2013.

The two-day conference format in-cludes symposia, round tables and work-shops on helicopter ambulancetechnologies led by leading Russian ex-perts.


www.helicopter.su

of Russian HEMS future

The organizers of the conference areproviding an open forum for governmentofficials, air ambulance service providersof various forms of ownership, designers,manufacturers and certifiers of medicalevacuation aircraft and medical equip-ment to discuss a large range of issues as-sociated with efforts to revive medicalevacuation services in Russia.

Last year, the scientific program of theconference was attended by representa-tives of the Russian Ministry of Health,Ministry of Transport, Emergency Situa-tions Ministry (Emercom), the Federal AirTransport Agency, the Interior Ministry,

FOREIGN MARKETSEXCHANGE OF EXPERIENCE

New helicopters, new experi-ence

Evacuations by aircraft are the mostimportant component of disaster medi-cine. Everybody knows how crucial airevacuation is to Russia, with its vast dis-tances and poor land transport infrastruc-ture. But even in Moscow, you can counton two hands the number of aircraft in theair ambulance fleet. Nationwide, there areno more than a few dozen. It is very tellingthat there are 6 air ambulance helicoptersthat are actively being used in Moscow, nomore than 10 under separate permits, and10 landing sites (including airports, a heli-port and helipads). For comparison, Parishas an active fleet of 150 helicopters and104 helicopter pads. In New York, the fig-ures are 350 and 137, respectively.

Creating a full-fledged, regular air am-bulance service depends on many factors:What will it cost per hour of flight and whowill pay? Will licensing be required? Willforeign-made helicopters be available?

Nevertheless, there are already good ex-amples of success in the air ambulance field. Inparticular, the government-run Moscow Avia-tion Center (MAC) has produced an optimalflowchart from the standpoint of the law andeveryday practice.

The MAC has been evacuating victimsin Moscow and the Moscow region since2009.

The center has three VK-117S2 helicop-ters that are fully equipped to provideemergency medical care. This includes re-movable medical insoles, medical kits and

a mattress. The walls of the helicopterallow personnel to quickly change the hel-icopter, for example, from ambulance-type to rescue-type (for which there aremounted a winch and external sling) orpassenger-type.

The VK-117S2, which can carry two pa-tients on stretchers, one seated patient,two doctors and a rescue worker, has first-class flight characteristics. It is fitted out ina way that ensures safe take-off and land-ing, even in adverse conditions: outsidethe air cushion zone and in areas of thecity without helipads.

The MAC is convinced that the VK-117S2 is optimal for the missions on whichit is used. Its maximum take-off weight is3583 kg and its rotor diameter is 11 m. Ithas a maximum altitude of 5480 m, a max-imum range of 640 km and maximumflight duration of 3.5 hours.

In emergency (or even extreme) situ-ations, the helicopter demonstrates thesame capabilities as in normal mode. TheVK-117S2 can hover at the height of thesurrounding buildings as well as take offand land if one engine is damaged. Therehave been no mechanical failures duringthree years of operation. This again con-firms the correctness of the choice of hel-icopters. A total of 5480 flights were madein Moscow from 2009 to 2012, totaling1791 hours and assisting 1,668 people. InMoscow region, there were 285 flights,and 167 people were assisted.

The crew consists of two pilots, whichis the minimum. One of them is the com-mander of the crew, while the second is

the co-pilot. The medical team consists ofan emergency doctor and a resuscitatingdoctor from the Center for EmergencyMedicine (CEM) who is also a qualified res-cue worker. He or she is responsible for de-ciding whether to transport the patient.Together, they provide medical treatmentduring the flight, each in accordance withhis or her professional qualifications.

The work of the MAC consists of “pro-viding medical assistance using aircraft.”Their work is regulated by a number ofdocuments, first of all, an air operator cer-tificate and a license from the Ministry ofHealth and Social Development of theRussian Federation. The latter is requiredfor using the certified medical equipmenton board the helicopter and employingthe resuscitator. These two clauses madeit possible to expand the scope of thework and ensure life support in transit.

Victims and patients are evacuatedunder an agreement signed between theMAC, the Moscow Health Department andthe Head Office of the Russian Emergen-cies Ministry (Emercom) in Moscow. Theduties of the parties are delegated as fol-lows. The CEM analyzes the informationthat it receives during emergency calls,separates out the calls that require the useof helicopters, submits a request to theMAC for a mission, provides the helicoptercrew with medical supplies and commu-nications equipment, determines the des-tination hospital, issues orders for thehospitalization, and delivers the patientsfrom the helicopter to the hospital.

For its part, the MAC is responsible for

20 helicopter industry magazine/ march, 2013

21

the readiness of the aircraft and crews formissions, keeping a duty officer on duty atall times, dispatching properly fitted-outambulance helicopters at the request ofthe CEM, getting permission from the au-thorized bodies, admitting and dispatch-ing helicopters, maintaining the MAC’shelicopter pads at the hospitals and mak-ing sure that the personnel of the CEMbeing flown are insured.

Each party bears its own costs. Sincethe MAC is a government agency, all of itscosts are paid out of Moscow’s budget.Transportation is provided to the publicfree of charge.

Military-like readiness

The team takes seriously the instruc-tions which, just like the agreement, wereadopted by the Head of the Moscow HeadOffice of Emercom and the Head of theMoscow Health Department. The instruc-tions include a flowchart of the actions ofall the participants. In day-to-day practice,the routine is as follows:

Every day, a helicopter use request issubmitted for missions within a 250 km ra-dius of Moscow. The permanent helipadwhere the helicopter flies daily is located atCity Hospital No. 15. This helipad and thehelipads of clinical hospitals in the suburbsare equipped with control stations, alarms,navigation equipment and indoor spacewhere crews can rest between flights.

The request is received by the duty of-ficer by phone (from the phone numbers01, 03 or 112) and subsequently confirmedby fax. If the incident is local, it goesthrough the senior doctor of the opera-tions section of the CEM. If the incident issystemic in nature, the request goesthrough the senior duty officer of theMoscow Crisis Management Center. If anincident occurs outside the city, it goesthrough Emercom’s Crisis ManagementCenter. The duty officer makes the decisionwhether to fulfill the request, taking intoaccount the weather and other circum-stances. The decision is communicated tothe flight dispatcher on duty at the helipadand the aircraft commander. Each pilotuses an electronic map in a tablet PC to de-termine where to go. From that momentand until they return, all the crew and teammembers, along with the passengers, un-questioningly obey the commander of thevessel, faithfully carrying out his or her or-ders.

Missions are generally limited to a 200 km

radius, but patients may be transported up to500 km, this number including the extra dis-tance flown around restricted areas. The exittime depends on the readiness of the crew.There are three degrees of readiness. Theeveryday (third) degree allows 90 minutes tocollect the patient(s). The second degree ofreadiness gives the crew one hour. In the firstdegree of readiness, the crew arrives on duty,and in this case, the real time from the receiptof the command to take off is no more than 5minutes. The helicopter arrives at the scene,anywhere in Moscow, in 10-15 minutes.

After the mission (provision of medicalcare and, if necessary, delivery of the pa-tient to the hospital), the helicopter isflown back to the home base or a refuel-ing station. But a new mission may be as-signed during flight. Sometimes missionsinvolve picking up passengers fromMoscow region and taking them to thecity for high-tech medical care.

But can it be commercially vi-able?

As you can see, the practical experi-ence of the Moscow MAC could well serveas a model to emulate—if not for onething. As noted above, the MAC, unlikecommercial airlines, doesn’t have to worryabout financing. For this reason, the expe-rience of the MAC cannot be replicatednationwide. If the financing model re-quires patients to pay for the service, thenair ambulance service will never be a real-istic option for the masses.

Mandatory certification and licensingalso affects the profitability of the busi-ness. To speed up and simplify the trans-

portation process, operators do not alwaysclaim to be providers of air ambulanceservices. It is therefore necessary to adoptseparate rules for small carriers, and thissubject was also discussed at the confer-ence. And the draft of such rules is readyand has even been discussed in and ap-proved by the relevant departments.Now we have to wait for the day whenthey enter into force, which is not far off.Well, let’s wait.

The second condition for providingregular service commercially is gainingaccess to the global aircraft market (in-cluding helicopters). In other words, cus-toms rules must be simplified. If theseconditions are met, we can count on along-term relationship between the cus-tomer and the owner of the helicopter,i.e., on a certain stability.

Either way, Russia has some experi-ence with air ambulance services, albeitfragmentary. And this experience mustbe drawn from if such services are to beexpanded to the rest of the country.

Maria Shcherbakova

FOREIGN MARKETS EXCHANGE OF EXPERIENCE

www.helicopter.su

Coordinator of the Conference on“Russian Air Ambulances and Medical

Evacuation”: Mobile Medicine LLC119607, Moscow, Michurinsky

Ave., 25, Bldg. 2. Phone +7 (495) 506-6345, 725-0605

e-mail: [email protected] Home:

www.narkoz.ru/sanaviaWe invite you to participate in the

conference events!

PRACTICE



Memorial HermannLife Flight

35 YearsA conference “Air Ambulance of Russia and Medical Evacuation” will take place in Moscow

for the second time as part of HeliRussia 2013 Exhibition in May of this year.The participants of this two-day event from Russia and other countries will share their ex-

perience of helicopters’ application in emergency medicine.Our British colleague Alan Norris describes in his article the experience of the American

operator HEMS, which has recently celebrated its 35th anniversary.

23

The Texas Medical Centerhospital is home to one ofAmerica’s busiest and highlyrespected air medical pro-grams in the United States andcelebrates 35 years of opera-tion. Memorial Hermann LifeFlight was the first air ambu-lance program to operate inTexas and the second in theUnited States and is still theonly hospital based air ambu-lance program in SoutheastTexas transporting in excess of3,000 patients annually.

In 1976, the idea of providing emer-gency air transportation was still in itsformative years and most hospitals hadnever considered the option of build-ing a helipad on site. But Dr. James“Red” Duke, who still is medicaldirector, and "Whitey" Martin,the then deputy chief of theHouston Fire Department,had a vision to provide ahospital based, non-profit organization re-sponding toemergency calls re-gardless of a patient'sability to pay. This ledto the founding of Me-morial Hermann LifeFlight which still func-tions on these samefounding principles. Origi-nally known as HermannLife Flight the "Memorial Her-mann" name was added in thelate 1990's following the mergerof the Hermann Healthcare Systemand the Memorial Healthcare System,and is still the United States largest not-for-profit health care system.

It is now estimated to cost more than$3 million annually to support the pro-gram, none of which comes from federal,state or local tax subsidies. Instead theprogram is entirely funded by the Memo-rial Hermann foundation and its benevo-lent partners plus the financial support ofthe community through fundraising.

Operations began on 1st August1976 with a single French built SA 319BAlouette III leased and operated by RockyMountain Helicopters. The Alouette IIIonly had room for a pilot, a single patient,a registered nurse who was the principalcrew member, and a surgical resident to

assist the nurse with medical proceduresand patient care.

Despite the success of the service,during the initial first four weeks over 40patients had been flown to the traumacenter, this new flight program initiallydid not have many supporters, as criticssaw the helicopter as an expensive tool.However, a fire at the Texaco refinery inPort Arthur in 1977 put Life Flight in thespotlight as the helicopter transportedmany of the critically injured to hospital,and attracted a lot of media attention, allhelping to promote the idea of EMS heli-copter transport in Houston.

The Alouette III proved to be a verycapable helicopter for the role and in thefollowing two consecutive years anothertwo were added to the fleet. At the time

the three aircraft operated from Her-mann Hospital covering an operationalarea of 120 mile radius from the hospital.

The Alouette III served the programwell but they were eventually replaced in1983 by a newer aircraft, the AS355Ecureuil 2 “TwinStar.” The TwinStar was abig step up from the Alouette III with im-provements in range, power, speed andmore importantly a larger cabin area plusimproved flight safety that comes withtwin engine aircraft operations.

As developments in helicopter basedEMS medical equipment improved Me-

morial Hermann Life Flight soon realizedthat the existing aircraft were not largeenough to accommodate the newlyemerging medical apparatus. So in 1988they acquired a Bo105CBS4 and threeBK117B1 helicopters. These new aircraftoffered improved operating environ-ments for the crews, the BK117B1, with itslack of structural beams to obstruct thecabin space, introduced a new style oflayout allowing for the complete use ofthe rear cabin area. Both aircraft had adouble patient load capacity and theBo105CBS4 had a high skid configurationwhich improved safety around the tailrotor. Both helicopters also had rearopening “clamshell” doors a major im-provement over loading and unloadingpatients on stretchers from the side of theTwin Star. Life Flight was now able to flynew specialized transports, includingneonatal transport, intra-aortic balloon

pump patients, and double patientloads from the same scene.

Houston is the largest city inthe state of Texas, and the

fourth largest city in theUnited States, and as the

population continued toexpand the city's only airambulance service felt itwas unable to fully serv-ice Houston and the outlying areas of HarrisCounty, Sugar Land andBaytown stretchingacross a150 mile radius

of Houston. Life Flightwas now operating with

four helicopters, one ofwhich was always in mainte-

nance rotation, leaving onlythree available at any given time

for emergency flights. Despite answering over 3000 task-

ing requests every year Memorial Her-mann Life Flight still found itself unableto respond to over a 100 requests peryear. So in 2006 the Campaign for LifeFlight was initiated by the Memorial Her-mann Foundation to raise $40 million toreplace and expand the fleet through thepurchase of six Eurocopter EC145 heli-copters. It was just one year later at the AirMedical Transport Conference, in theTampa Convention Center, American Eu-rocopter officially handed over the firstnew EC145 to Memorial Hermann LifeFlight Director, Will David, and Director ofAviation Operations, Eric von Wenckstern.

Through the success of the campaignby 2009 the remaining five aircraft hadbeen delivered with four replacing the ex-

www.helicopter.su

PRACTICE EXCHANGE OF EXPERIENCE

24

isting fleet. The fifth helicopter was fittedout with specialist medical equipmentdedicated to pediatric cases, this was inresponse to the 25% of emergencies thatrepresented emergencies dealing withchildren. They also opened a new eastside heliport with the sixth EC145 sta-tioned there to provide an enhanced re-sponse time to the large Port of Houstonand surrounding communities in the eastof Houston. This also covers the ShipChannel where many of the energy com-panies are based and who generouslycontributed to the fundraising campaign.

Memorial Hermann Life Flight is a 24hour, 365 days a year service andsince the initial flight in 1976 has flownmore than 130,000 missions. Its mainbase, the John S. Dunn Helipad, is locatedon the 12th floor of the Memorial Her-mann Hospital, a level-one trauma unit,part of the Texas Medical Center. This isalso the location of the communicationscenter, dispatching the closest helicopterfrom the out lying five bases dependingupon the where the incident is located.The communications staff handles flightdispatching, with the helipad handling upto four helicopters at any one time, as well

as coordinating critical care groundtransports and coordinating patienttransfers between facilities.

When the pilot receives a call fromthe dispatcher he is only given the loca-tion of the emergency and no specificpatient information. This is a consciousaction as it means the pilot does notmake the decision to fly based on anemotional response to the emergencybut bases his flight on the weather andoperational conditions, not on the typeof patient or their condition.

In collaboration with the other TexasMedical Center (TMC) facilities they willalso accept and transport patients towhichever TMC hospital is most appro-priate, at no charge to that facility. In anemergency they will also fly organ trans-plant missions and Memorial HermannHospital is the largest organ donor hos-pital in the country.

Today Life Flight employs 18 pilots,18 critical care flight nurses, 16 flightparamedics, and seven mechanics acrossfive bases. The North of Houston is cov-ered from David Wayne Hooks MemorialAirport, the South from Pearland Re-gional Airport which is also home to the

maintenance base and the East out ofBaytown Airport. In the West of Houstontwo bases have one helicopter based al-ternately during the month between Me-morial Hermann Sugarland Hospital andMemorial Hermann Katy Hospital.

Pilots fly shifts based over a two weekperiod working seven days out of four-teen days and crews change at 6am and6pm each day. Shifts are divided up withthree days on and two days off for twoweeks then two weeks working two dayson and three days off. They also workevery other weekend and four weeks ofdays and four weeks of nights.

All flight nurses and paramedics areemployed by the Hermann medical sys-tem unlike some other helicopter med-ical systems that employ crews on afreelance basis. Before being tasked onthe helicopter EMS flight nurses will beexpected to have had a minimum ofthree to five years experience in an emer-gency hospital or an intensive care unit.Paramedics are expected to have had asimilar number of years in a high volumeservice like a fire department working ina pre hospital environment.


PRACTICEEXCHANGE OF EXPERIENCE

mann Life Flight sent two aircraft a dayand flew out over a 100 patients operat-ing from the roof of the damaged carpark. The Superdome in New Orleans wasused as a "shelter of last resort" for thoseunable to evacuate from Katrina and LifeFlight were the first HEMS service to landat the Superdome to evacuate patients.During the aftermath of Katrina, LifeFlight also transported and assisted withevacuations from numerous hospitals inNew Orleans.

Katrina

In August 2005 the Atlantic HurricaneKatrina devastated New Orleans and theupper Texas Coast, Memorial HermannLife Flight was quick to respond and wasthe first of the Texas aeromedical trans-port services to establish a mobile com-mand in Baton Rouge, Louisiana. One ofthe hospitals severely damaged by thefloods was Ochsner Foundation Hospital,which sits just south of the Mississippi

River. The hospitals own EMS helicoptershad been commandeered for mass evac-uation duties a few days earlier andOchsner’s medical staff had called theMemorial Hermann hospital system forhelp as soon as they realized the magni-tude of their situation. Life Flights initialmission was to ferry critical patients fromthe hospital to Baton Rouge Regional Air-port where they would then be put on aprivate EMS jet aircraft to be flown to var-ious destinations in Texas. Memorial Her-


25www.helicopter.su

26

Aircarft

The new EC145 helicopters were allinitially delivered to Metro Aviation, basedin Shreveport, Louisiana, for completionof the EMS medical fit. This included theMetro designed liquid oxygen system(LOX), capable of 7.5 litres of LOX per cylin-

der, which is designed for external instal-lation with an option of either a single ordouble cylinder on the EC145. Otherequipment included the Ferno litter sys-tem with two patient capacity, LED cabinlighting, temperature controlled drawersto store medications and a custom airmedical interior specified by MemorialHerman Life Flight. Each helicopter is fit-

ted with a wireless vital monitoringsystem that sends information

on the patient to the emer-gency room during flight

enabling the waitingmedical staff to pre-pare any specialistequipment or med-ications in advance

of the helicopter arriving at the hospital.The large sliding side doors, rear clamshellloading doors and high set main and tailrotors make for safe working environmentwhen loading of patients.

The new helicopters are larger, quieterand better equipped than the previousfleet and the 133 knot cruise speed of theEC145 has allowed for an increase in mis-sions flown as response times have beenreduced by as much as 33 percent. The av-erage mission time now is 42 minutesfrom the time a Life Flight base receives acall to the time they land on the hospitalhelipad, well within the recognized“Golden Hour”.

From a pilot perspective the aircraftare fitted with OuterLink satellite tracking,

helicopter industry magazine/ march 2013



Avidyne TAS610, Bendix King RDR2000weather radar, duel transponders and afive inch high contrast color displayGarmin GNS 530W GPS integrated avion-ics. A Jeppesen database, that can be up-dated with a data card, contains allairports, VORs, NDBs, Intersections, FSS,Approach, DPs/STARs and SUA informa-tion and the GNS 530W makes practicaluse of this information with features likeintelligent frequency nomination. Origi-nally Life Flight pilots were not able tomake full use of the Wide Area Augmen-tation System (WASS) capability of theGNS 530W but in early 2011 the Instru-ment Flight Rules (IFR) for single pilot op-

eration on the EC145 wereupgraded by Eurocopter

and now allow opera-tors to utilize previ-

ously unavailablelanding sites dur-ing inclementweather on IFR

flights. Hospitals, metropolitan heliportsand remotely located heliports are nowmore accessible in IFR conditions.

A Terrain Avoidance and Warning Sys-tems (TAWS) is also fitted with the systemgiving an audible warning of obstaclesfrom a data base which is updated every28 days, but does not provide real timeradar warnings of obstacles or wire haz-ards. Normal operational flights are flownat 800feet AGL, which is also their IFRweather minimum. If during a flight theweather ceiling drops below this then pro-tocol sys they must land and request aland ambulance to con-

tinue the journey to the hospital. The local Fire and EMS departments

all speak on a different frequency and sothe onboard multi band radio has over 40frequencies to allow the pilot to tune intoand contact all the ground organizations.

Memorial Hermann Life Flight fliesover 50 patient missions a day and has be-come an essential service for Houston andthe surrounding communities. Ithas come a long way from the early pio-neering years and the red EC145 helicop-ters are now a reassuring sight at anyemergency scene. Accredited by theCommission of Medical Transport Sys-tems, this critical air ambulance service

has always been on the cutting edge ofpatient care and safety. It is now a

permanent fixture in Houston andis committed to continue its ex-

cellence in aviation safety andclinical care for decades tocome.

27www.helicopter.su

28 вертолетная индустрия, декабрь 2009

СЕРТИФИКАЦИЯОБМЕН ОПЫТОМ

Ka-226 "Police"

29www.helicopter.su

СЕРТИФИКАЦИЯ ОБМЕН ОПЫТОМ


FOREIGN MARKETSPRODUCTION FACILITIES

AW139 the start

Building the best

The fact that a fully loaded AW139helicopter is capable of taking off withonly a single engine in high altitudeconditions indicates the multifunc-tional characteristics of this twin-tur-bine helicopter. This is also the onlyhelicopter in its weight categoryequipped with a Full Ice Protection Sys-tem (FIPS), enabling flights in permissi-ble icing conditions. These two featuresalone clearly meet the requirements forhelicopters that carryout offshore

flights, VIP helicopter operations and inthe military role. Also the AW139 noisespecifications make it suitable for oper-ating in urban areas. The multifunc-tional AW139 is one of the besttwin-turbine helicopters in its class interms of speed, handling qualities andpassenger cabin volume and has acruising speed of 306 km/h, a range ofover 927 kilometres and endurance offive hours.

In turn, AgustaWestland generates anincrease in its profits in the form of in-creased production and active market ex-pansion with this joint venture in Russiaand both partners have finally achievedtheir original aim of cooperation follow-ing their early discussions on working to-gether on new helicopters.

These ideas not only take shape nowbut are also supported by the Russianpolitical leadership. “The governmentintends to support foreign manufactur-ers that wish to locate their industrial fa-

cilities in Russia with the technologytransfer" stated Deputy Prime MinisterDmitry Rogozin during his visit to theNational Helicopter Center. “Foreign in-dustrial facilities located in Russiashould increase on a progressive scalefrom small to large and could reach 60%or more. The manufacturing of this newmultifunction medium helicopterAW139 is a positive start for Russia inthe first instance.”

Expand the market and createa base

The new HeliVert production plantopened in the Moscow regional town ofTomilino and built as a joint venture be-tween Russian Helicopters andAgustaWestland, has now assembled andtest flown the first AW139 helicopter. Thisnew local production facility provides anumber of benefits for the Russian heli-copter industry including the opportu-nity to observe and adopt the expertisethat the Western helicopter industry

brings. There is also expected to be a highdemand for this 6 tonne class of helicop-ter as currently the Russian helicoptermarket is lacking in this segment, afavourable factor for the success of theAW139 in Russia. The success of this firstAW139 aircraft has shown it was quitelogical to support the initiative of encour-aging the domestic helicopter assemblyand development of Western aircraft inRussia.

31www.helicopter.su

FOREIGN MARKETS PRODUCTION FACILITIES


FOREIGN MARKETS

production site in Russia. During this timeRussian companies were also busy look-ing for partners in future developmentsand production of state-of-the-art heli-copters as the Russian Federation alsohad a lot of expertise to offer in this field.

As a result, in April 2007, OboronpromUnited Industrial Corporation (UIC)started negotiations with AgustaWest-land on the licensed assembly of theAW139 helicopter at the Ulan-Ude Avia-tion Plant. Further discussions led to thefirst milestone of this partnership whenOboronprom UIC, Lloyds InvestmentCorp. and AgustaWestland establishedthe official exclusive distributor ofAgustaWestland helicopters in the Russ-ian Federation and CIS: Exclases HoldingsLtd. in June 2008. Just two years later, atthe HeliRussia 2010 exhibition, the tech-nical specification for the construction ofthe AW139 assembly plant was signedwith HeliVert Joint Venture.

By the summer of 2010 building workon the HeliVert assembly shop wasstarted on a 40,000 m2 site within the in-dustrial area of the Russian Helicopters’

National Helicopter Building Center inTomilino, Moscow region. The buildingwas designed to house the assembly linefor the civil AW139 medium twin helicop-ter for the Russian and CIS market withthe plant expected to assemble up to 15to 20 helicopter year. By the middle of2012 orders had been placed for 40 heli-copters including ten aircraft for UTairAviation, the largest helicopter operatorin Russia, who has signed a Memoran-dum of Understanding for 20 AW139 hel-icopters to be assembled in Russia.

On 18th December 2012 the firstAW139, with the tail number 60001, as-sembled in Russia was rolled out to per-form ground running testing and on thefollowing day it performed its first take-off and controlled hover. The secondAW139 off the new assembly line, num-ber 60002, is expected to be ready forflight testing in the first quarter of 2013.

Future Co-operation

Following the success of this first jointventure Russian Helicopters andAgustaWestland have now signed a pre-

Mutual Interest Inspires FutureProspects

The Russian helicopter market andother CIS countries, remains attractive forthe majority of global helicopter manu-factures from a sales prospective. This iswhy the majority of helicopter manufac-tures did not ignore the Russian marketduring the stronger financial times in Eu-rope, America and Asia. In the case ofAgustaWestland several factors were seenas important for the company in particu-lar sales in the offshore helicopter market.This interest was due to the global in-crease in oil prices which directly re-flected the pressing demand forhelicopters like the AW139, in themedium weight range for operations outto offshore drilling platforms. As the de-mand for helicopters in the medium classincreased so the need to satisfy this de-mand became more urgent.

As the oil producing companiesshowed an interest and desire to pur-chase AgustaWestland helicopters as-sembled in Russia the company activelystarted looking for a suitable partner and

32

PRODUCTION FACILITIES

FOREIGN MARKETS

33

liminary agreement to jointly develop,produce and market a new 2.5 tonneclass single-engine helicopter.

The agreement was signed by RussianHelicopters CEO Dmitry Petrov and BrunoSpagnolini, CEO of AgustaWestland. Theoverall program will be shared on a 50-50basis, with the new helicopter being de-signed for the worldwide market and de-sign work will start in early 2013. Theagreement was formally ratified betweenthe Russian Government Vice-Premier Mr.Dmitry Rogozin and the senior manage-ment of AgustaWestland during a visit toItaly.

"We and AgustaWestland accept amore serious and profound co-operation– we will not merely be assembling a fin-ished helicopter, but be developing anew one" Mr. Rogozin said as he set outthe priorities.

The successful launch of AW139 man-ufacturing in Russia, not surprisingly, hasled on to even an more equally successfulco-operation in the field of joint develop-ment and application of the new tech-nologies. The Italians see this prospectoptimistically, based on the success of thebuilding program of the AW139 multi-functional helicopter, a global leader in itsweight class. The Russian managementshares this optimism, having delivered re-sponsibility for its portion of the work.

Herman Spirin

PRODUCTION FACILITIES

www.helicopter.su

FOREIGN MARKETS

34

TECHNOLOGIES

have realized projects in Russia andabroad, have stable working relation-ships with leading manufacturers ofcomponents and software as well astheir own innovations under their belt.

One of such companies is "DimaxTechnology", a Russian developer ofHUMS and vibro-diagnostic systems."Dimax Technology" is a 100% Russiancompany that has not just technology,know-how and patents. It also has ex-tensive experience in developing andimplementing HUMS both as a "turn-key" and as an intellectual rights partnerof major international manufacturers.For example, the algorithms and techni-cal solutions developed by specialists ofthe company are used by Snecma (aleading manufacturer of jet engines inEurope) for vibro-acoustic diagnostics ofengines.

"Dimax Technology" experts tookpart in the development of a T-HUMSmonitoring system for Israeli helicop-ters. The company's specialists have par-ticipated in the entire developmentcycle, from the creation of basic technol-ogy to the installation of the system onApache helicopters. Today T-HUMS sys-tem successfully competes with solu-tions from other industry leaders."Dimax" portfolio also contains HUMSadaptation for large unmanned aerialvehicles and wind turbines.

- From the user’s point of view, thediagnostic system means information:accurate, rapid and easy to analyze, saysEduard Rudyk, "Dimax Technology’s"Technical Director.

We’ve developed the architecturethat provides for that task at all levels -

HUMS RU zone

For example, the collection of dataon the condition of Mi-8 and Mi-26and Ka-32 helicopters, their enginesand main systems is performed withdifferent versions of the flight datarecorder (FDR), "SDK-8". But thesesystems only collect basic data andcan’t meet the needs of customers intoday's competitive global market.

Huge Savings, Optimal Control

To get accurate information aboutthe economic and technological effi-ciency of HUMS one still needs to turn toforeign experience. For example, instal-lation of HUMS on Eurocopter andAgusta Westland helicopters had in-creased the efficiency of technical prob-lems detection by 70%. Use of theelements of retrospective failure analysiswill bring it up to 85%.

In value terms, the example of use ofHUMS for 20 UH-60 Black Hawk helicop-ters in combat in Iraq in 2003i is very il-lustrative: beside the fact that in 12months HUMS equipped helicopters seta flight hours record, the monitoring sys-tem saved up to $ 45 million in costmaintenance and flight operation. Ac-cording to the data published in theHeli-Power & Police Aviation conferencein 2008, the installation of HUMS saved130 thousand man-hours, 27% moretasks were performed at the level ofequipment serviceability of about 89%.

These figures make the Russian ex-perts to pay close attention to every-thing that concerns HUMS. At themoment, just to monitor their develop-ment and implementation by variouscompanies. For example, back in 2009,the U.S. Army made a decision to equip

its entire fleet of helicopters (3000 plus)with monitoring complexes. Civil heli-copter operators are not far behind themilitary. Within a short time a number ofcompanies offering solutions in moni-toring the helicopter systems have en-tered prospective market.

For example, Bell-206L helicopterswith Pratt & Whitney’s engines can use«Intellistart Plus», «Bell Helicopter Vibra-tion Monitoring» (BHVM) systems, S-92helicopters - «Goodrich Aerospace»HUMS, A-139 - «GE Aviation » HUMS, S-76C and EC-135 can use «VXP ¨ C Vibra-tion Expert» system by «Honeywell ».

Russian HUMS: At the starting line

In June 2012, with some lag com-pared to foreign manufacturers, "Verto-lety Rosii (Russian Helicopters)" HoldingCompany announced the developmentof the promising A-HUMS monitoringsystem. The introduction of this system,in addition to increased reliability, canprovide lower operating costs, thus in-creasing the economic efficiency ofRussian helicopters.

However, proprietary solution frommajor manufacturer will only partiallyresolve the problem. One of the crucialissues here is to have local independentdevelopers and manufacturers of moni-toring systems capable to operate at thelevel of the leading international compa-nies. This segment of the Russian indus-try is not totally void. Beside scientificorganizations working on the subjectsrelated to the development of HUMS,there are several new companies that

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FOREIGN MARKETS TECHNOLOGIES

basic elements of different manufactur-ers and adapting our solutions accord-ingly, we are able in each case to achievea reasonable or even ideal balance of allthe important factors. In addition, a flex-ible hardware solution permits to com-fortably adapt it to helicopters that arealready in operation.

The "Dimax Technology" solution isin accordance with technological stan-dards and requirements of the interna-tional market, of modern and high-techfleet management - regardless of geog-raphy and scale.

Implementation of the system per-mits operators to optimize inventories ofcomponents, to get information aboutthe state of the equipment in the field,to manage its maintenance, and allowsfor an objective assessment of suppliersand new technical solutions.

Evald Gherbst, technical analystand columnist

[email protected]

innovative solutions in the aviation in-dustry as they prefer to use a particularsoftware or hardware. Dimax Technol-ogy believes that their decision not to"tie" their architecture and software so-lutions to a single manufacturer prod-ucts (sensors, airborne and stationarycomputers, etc.) is one of the company'scompetitive advantages. According tothe developers, the key element of thesystem is powerful data analysis algo-rithms implemented in the structure ofthe layered architecture. Hardware, inDimax opinion, should be selected forspecific customer needs.

- For operators of small helicoptersoverall weight and dimensions, as wellas the number of sensors installed onboard, are crucial characteristics – saysMaxim Volk, "Dimax Technology" Execu-tive Director. For large machines, thissystem characteristic could be less cru-cial and the number of monitored com-ponents may increase. We must alsoconsider the cost the solution. Using the

from the cockpit to the office of theChief Engineer. Depending on the flightmode, our system manages data record-ing mode and transmission of informa-tion. Critical information can betransmitted to the pilot in real time. Themain bulk of flight data is analyzed at thebase station that provides information torepair team’s mechanics and engineers.The next level is the Analytical Centerwhich collects and analyzes informationon the status of the entire helicopterfleet. Data extracted from the array areimportant for both management andengineers providing remote technicalsupport for the field staff. The algorithmis implementing smart learning function- the more data had been accumulated,the more accurate are both the currentdiagnosis and the prognosis. Data col-lected provide a complete picture of theentire operational process for the man-agement.

Operators conservatism is a knownlimiting factor in the implementation of

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KA-32A11BC


QUALITIES OF THE LEADER

37www.helicopter.su


from “U” to “T”According to experts, Russian helicopter service providers will face a gro-

wing demand in the coming years. An expansion in the use of medium class he-licopters, in particular, will be seen. Another global trend of recent decades:

growth in the operation of helicopters for private and corporate purposes.UTair Aviation, the world's largest operator of helicopter aircraft, confirms these

trends through its own experience.

Helicopter transportation

gas production in Russia and joint ven-tures are created. Thus foreign partici-pants introduce international standardsapplied abroad for flight safety and qual-ity control. New standards for aircraft,flight personnel and maintenance are re-quired." Maintenance needs of foreign oilcompanies leads to Mi-8 helicopter re-placement with its variants: Mi-8 MTV, Mi-8 AMT, and also on Mi-171. "Mi-8 has notbeen in demand abroad recently. Its air-craft performance and economic viabilitydid not always conform to the require-ments of the customer. One of the maincustomer considerations is the heli-copter's age - it should be no more than20 years old, and last Mi-8 was made in1991. That's why we practically don't useit in our foreign projects. From the verybeginning we counted on the more mod-ern Mi-8 MTV, Mi-8 AMT and Mi-171,"Vinogradov adds.

AS, BO, EC, Mi … The list isgrowing!

In the domestic market Mi-8 also losesits status. However, there are jobs whichcan't be performed without this helicop-ter: freight transportation, search and res-cue operations, forest protection andfirefighting. In recent years UТair hasplaced two orders for Mi-171 helicopterswhich will partially replace Mi-8 in rota-tional and cargo operations at the Ulan-Ude Aviation Plant. Forty aircraft havealready been transferred to the companyand have started flying in Russia, as well asin Peru and other countries of UTair pres-ence. New deliveries are expected in 2013.

At the same time, the need for newhelicopters in the light and medium

For 10 months in 2012, UTair Aviationhelicopter operations increased its work-load by 20.8% compared with the previ-ous year. This dynamic growth isconnected with fleet modernization andan expanding orders portfolio. Since thebeginning of the year more than 600,000passengers and 120,000 tons of freighthave already been transported. Manytypes of aviation services have been pro-vided: transportation of oversize loads,firefighting operations in Russia andabroad, and VIP passenger transportationon specially-equipped aircraft.

The UTair Aviation customer base inRussia is concentrated in the oil and gassectors. Cooperation with this branch ofindustry is traditional for helicopter com-panies, whose appearance and develop-ment over the past decades wasstimulated by oil and gas exploration.UTair Aviation helicopter operations nowperforms about 60% of the work on be-half of oil and gas companies. Further de-velopment of oil and gas productionleads to an expansion of flight routes,number of operational bases and line sta-tions. For example, the Irkutsk region be-came the leader among regions of theRussian Federation for the number ofopen large-scale deposits by the middleof 2000. To advance regional service in2007, UTair purchased a major stock hold-ing in the Ust Kut Airport—one of the keytransport hubs of the area. Today, 27UTair helicopters of the Mil and Euro-copter series work in Irkutsk.

UTair Aviation helicopter operationspresident Alexey Vinogradov says: "Nowforeign companies are involved in imple-mentation of many projects for oil and

classes is growing. Closely observingmarket development trends, UTair Avia-tion helicopter operations started lookingfor prospective models a few years ago."An analysis of the popularity of all heli-copters manufactured in the world wascarried out among the customers of thevarious models; all plants and productionsites were examined. As a result, theBO105, manufactured by Eurocoptercompany (Germany) has been chosen,"Alexey Vinogradov explains. "An analysisof the BO105 showed all the benefits anddrawbacks of foreign aircraft, includingdifferences in the Soviet and foreignmethodology of helicopter operations.The Mi-8 has a working lifetime of 1500flight hours, for example. After that, theaircraft should be sent to an aircraft repairplant to be completely dismantled; eachpart examined and repaired if necessary.Foreign aircraft maintenance is typicallyconducted in a different way, on a phasedbasis. Fuselage work only is consideredto be an overhaul. Regular, routine main-tenance insures a schedule of continuousoperation. Components are replaced rou-tinely after a certain number of flighthours when the helicopter is not in use.This is the most effective aircraft operat-ing scheme from the standpoint of econ-omy," Vinogradov says.

UTair has become one of the mainRussian customers of the Ecureuil seriesmade by Eurocopter. Twenty units of thisseries are expected to join the inventoryin 2013. “We are glad that the new AS350B3e helicopters of the improved versionare part of our fleet now. They are notablefor their increased flight operation safetyand high reliability. They are also more

38



support operations for coastal shelf oiland gas companies. These are the so-called “offshore operations” that requirefrequent passenger and freight trans-portation to and from the platforms.

No roads, just blue sky

Today, in addition to the oil and gas in-dustry, there are other major customers ofhelicopter services such as geologic ex-ploration firms, special service providersand construction companies. One of the

nearest future goals is to implement amore efficient operation of the heli-

copter inventory. "Of course, Mi-8cannot be replaced yet. We

speak about those projectswhich can be redirected to

less expensive aircraft,"Alexey Vinogradov ex-

plains. "In the course ofconversion to lighter-class foreign aircraft, werealized that Russiancustomers were accus-tomed to Mil serieshelicopters and didn'ttrust the small, lightEurocopter EC175,AS355, AS350, BO105and Robinson R44."

Over time, theconvenience of certain

foreign helicoptermodels was appreci-

ated. Ecologists andother experts liked the

panoramic view available inthe AS350 during their air-

borne surveys and monitoringflights for pipelines and high

voltage lines. After a while, re-quests for new types of helicopters

appeared in the Bidding Data Sheet.As a result, considerable cost reductionfor the customer is achieved because ofthe efficient use of the fleet.

It is absolutely impossible to substi-tute helicopter models while carrying outinstallation and construction work inmountain conditions. "The first questionof potential customers at a meeting is:'And do you have Ka-32?'" Vinogradovshares the work subtleties. Since July2012, UTair helicopters have been work-ing at the Olympic construction site per-forming transport and installation work in

fulfilling a contract to provide personneltraining for piloting control and service of20 Agusta Westland AW139 helicopters.Additionally, UTair will establish an au-thorized service centre for the AW139.

Domestic Ka-32A11BC helicopters ac-quired by the company are targeted forthe European hi-tech market. It’s antici-pated that these helicopters will be inhigh deman.

UTair is the initial customer and thelargest buyer of the new twin-engine Eu-rocopter EC175 helicopter. The new air-craft will be supplied during 2013-2014under a contract to acquire 15 units. UTairwill become one of the first in the worldto begin EC175 service.

UTair is planning to use the EC175 inone of the most dynamic segments ofhelicopter operations to date: airborne

economical and more powerful, which al-lows us to offer a more competitive prod-uct in the helicopter service market to ourcustomers in the sphere of oil and gasservices and business transportation,“the UTair Director General Andrey Mar-tirosov notes.

In another development, UTair has se-cured contract financing (Summer 2013)from British bank HSBC under a guarantee

by French insurance agency COFACE. Thismakes UTair the first Russian aviation com-pany to secure insurance coverage from aninternational export agency for acquisitionof helicopters whose registration is carriedout in the Russian register of civil aircraft.Earlier, export agencies participated only intransaction on aircraft acquisition.

An agreement on the delivery of tenMi-34 helicopters (in new modification)has been concluded. UTair has also begun

KA-32A11BC

39www.helicopter.su


ter Medicine and Emergency SituationsCenter, providing the BO105 helicopterwith a crew).

It should be noted that, in othercountries, some of the projects just men-tioned are carried out in a different way.It often allows the operator to use the ro-torcraft inventory more effectively and toperform operations with better economy.

One more opportunity for helicopterbusiness diversification is the ambu-lance aircraft sector. As Alexey Vino-gradov says, medical airliftspecifications are currently not regu-lated in Russia. "No one determines re-quirements or specifies the equipmentinventory of such a helicopter. Now wehave the minimum set of provisions inthe sanitary BO 105 helicopter, while itsatisfies our customers," Vinogradovsays. "There are different approaches in

the Krasnaya Polyana area. The Ka-32 andMi-8 AMT helicopters perform manytasks, carefully executing special con-struction work. In Sochi, UTair aircraftcarry out external load transportation, in-stallation and construction projects for skilift erection, installation of special can-nons at avalanche-prone sites and otherski resort infrastructure projects. UTair isplanning helicopter work expansion inthe North Caucasus region, using all itsflight experience in complex mountainenvironments. Participation in a rope-way erection in the Arkhyz settlementof Karachai-Cherkess Republic is oneof the latest contracts.

"I was watching our Ka-32 heli-copter executing the difficultmounting of two cargo rope-way pillars of 40 and 45 metershigh," UTair's Sochi officemanager Danil Lobadin re-calls. It looks very impressiveto onlookers. Installation ofthe pillars was conductedat the mountain peak,practically at the altitudeceiling—2200 metersabove sea level. Space islimited there and the pillar'sbase must be put at theexact point on the founda-tion bed, as in the eye of aneedle.

UTair was not presentin the southern region untilthis summer, as it is too farfrom the main bases andmountain flights differ signifi-cantly from work in the northernregion. But the presence of thelargest helicopter operator in Russiain such significant projects for ourcountry as the Olympic construction siteis also a political matter, as well as a mat-ter of prestige and demonstration of ca-pabilities of the company.

Such work will never be large-scale orinvolve thousands of flight hours. Thevalue in these projects is in their uniquecharacter and complexity. The experi-ence gained can be useful for drilling plat-form service, for example.

UTair helicopters are involved in manysocial projects. These include movingpassengers in hard-to-reach or remoteareas, forest firefighting and transporta-tion of sick or injured persons (here theoperator acts as a partner with the Disas-

the system of rendering medical carebetween Russia and countries abroad.In some countries, insurance compa-nies—not the state—are in control. Theinsurer sig

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