I was once asked to give a short presentation to a bunch of makey-learny Test Pilots on the subject of how they can help develop a machine fit-for-purpose. I disappointed them by pointing out that in real life they get what they are given and try to get the best out of it then they give it to us drivers who have to find a way of delivering the goods in the real world despite all the RFM limitations. I make no claims to be an authority but having operated a dozen or so helicopters in a dozen or so roles I can say that without the flexibility and adaptability of the flight crews there are many tasks that would have been left undone.
Remember the most prolific EMS light twin was the Bo105 - built like a brick !!!!-house but shook your fillings out during the landing and single engine ops were so marginal that when MBB went back and checked the numbers they reduced the Cat A numbers by 170Kg. But we set up the UK's first EMS operation with it and it did a damn good job.
The dear old S61. I've probably got more time in that than anything else but you have to face up to the fact that it could not deliver the CG contract as written without (illegally?? at the time anyway) overloading beyond the certified MTOW. The C of G of at least one machine was so marginal that we dare not weigh the aircraft accurately.
The Sea King - great workhorse and as long as you have a bus-load of Ginger Beers, a truck-load of spares and a couple of spare machines in the hangar it will do the job brilliantly, despite having a hoist so far back that transfers to some vessels and subs relied on a bit more than skill.
I could go on but I wont bore you. Suffice it to say that given a rotor and a couple of engines you can almost do any job anywhere if the drivers and crews are good enough but the closest I have come to feeling that "At last a good basic platform with joined up design" was when I got out of the 139 after my first trip. And, ladies and gentlemen, it can only get better. Watch this space.
G
