Bomber - There is one in Australia, owned by Richard Green in northern Sydney. He has it decked out with camera equipment and other goodies for his trips around Australia.

There is also one in New Zealand, owned by Trevor Farmer, a private owner in Auckland.

One more is due into Queensland later this year so apart from them thats it.

Autorotate.

Thanks for that Nev (may we call you Nev?)

The one in NZ must be that good looking black beastie I´ve seen around.

Still curious as to who does the Bi-Annual checkrides (don't suppose there are many high-time 135 instructors downunder), maintenance, etc.

By the way, thanks for the latest mag. I admit to having a thing for the K-MAX, so any and all info on this much ignored machine is much appreciated. And as for the Mi-10K:eek: What a weapon!
(Still can't get used to the "Heli-Ops" title though - it just doesn't seem to do your publication justice).

Adios

Bomber

Bomber - I get called a lot of things here so feel free to chose one that fits :E

Eurocopter have a resident test/delivery/production pilot based at Bankstown Airport so would presume he would do the testing. Larry Bennet who flies the one in Kiwiland would have to be the highest time pilot since I see it flying most days.

Their original EC135 was a dark charcoal black but late last year they got a new T2 and it is a lighter grey with a nice looking silver stripe addition to it. Will try and take a pic when I see it again at Ardmore. Eurocopter do all the maint on both machines.

Kmax is a great aircraft and we have more coming on it. Do me a favour and dont say much about the mag on the forum as I get my backside kicked by the moderators, but do appreciate the comments.

Autorotate.

Details Ned Details.

There are 2 in NZ. P1 0058 ZK-HGF and P2 0195 ZK-ITF. The one in Aus is a T1 0103 VH-GKK. We operate P2 0193.

Giovanni - Sorry and yes you are correct but the old HGF is a hangar queen and since it was traded in hasnt moved an inch. In fact when I saw it last it was in pieces in the corner of the Eurocopter hangar.

Where is your P2 based at and what do you do with it, if you mind me asking.

Autorotate.

Ned try here - 1st Unoffical EC135 page

Fairly accurate info and pics.

It won't tell you much about us though!

EC135T2 for North Midlands ASU
 

Derbyshire Police Press Release

The North Midlands Helicopter Support Unit, the Consortium of Police Forces of Nottinghamshire and Derbyshire, has now gone operational with the new EC135T2 helicopter.

http://www.derbyshire.police.uk/sei/s/845/23.jpg

The aircraft is one of the most advanced twin engine helicopters used by UK police forces. It is the 300th EC135 to come off Eurocopter's assembly line in Germany. The aircraft has full stabilisation and autopilot, features that become very important when operating at night in poor weather, especially over the Derbyshire Peaks.

The benefits of the new helicopter over the previous Aerospatial 355N model include:
 Flying to a maximum of 140 knots (150 mph), this is an increase of 10 mph.
 It has longer endurance, being able to stay in flight for around two hours.
 Reduced down time for servicing.
 Improved and advanced technology in police role equipment.
 Casualties can be carried easier, with a stretcher being permanently carried on board.
 Instrument landing systems, which allow the autopilot to guide the helicopter to an airfield in the event of inadvertent entry into cloud.

The helicopter cost just in excess of £3.1m. The Home Office assisted by providing a grant and with the sale of the old helicopter, each police force only had to fund around £750K.

The new police role equipment includes the latest FLIR Ultraforce 2 Plus airborne camera systems. This is three cameras fitted into a pod at the front of the helicopter. It boasts a broadcast quality colour TV camera with a 52 x zoom capability. A new innovative camera called a spotter scope supplements this. The spotter scope allows long-range observation with a 94 x zoom colour or black and white camera. The third camera is an improved thermal image camera, which has greater clarity and additional fields of view compared to its' predecessor. The images are extremely clear allowing the helicopter crew to more easily identify a heat source.

The aircraft has a new Skyforce Observer Mark 2 moving map system. The map shows a 'cone', which depicts exactly where the camera is pointing. A Tracker vehicle location system also interfaces with the moving map. A 'ladder' impression appears on the map, with coloured bars denoting the signal strength and direction. This has improved the speed in which stolen vehicles with Tracker can be located. Within the first week of operations with the new helicopter, the crew recovered a stolen generator and a high value BMW car.

The searchlight on the aircraft has gyroscopes allowing a much steadier beam. The light can be 'slaved' to the camera turret so both camera and searchlight are immediately observing the same target.

Although the police helicopter does not have a primary role to evacuate casualties, during the first six years of operations the old helicopter airlifted 42 casualties when an air ambulance was not available. The new helicopter has rear 'clamshell' doors allowing easier and quicker loading of the stretcher.
During the first few days of operation of the EC135, an injured man with life threatening head injuries was airlifted from Centre Parcs in Nottinghamshire to the Queens Medical Centre. There were grave concerns for his life and the police helicopter was asked to provide fast evacuation to hospital. The journey was completed in five minutes.

The old AS355N helicopter had come into service for the Nottinghamshire and Derbyshire Forces in April 1998. It was built in 1991 and had been used by the Dyfed Powys Police until it was bought by the Consortium with Home Office Grant. It had just less than 3000 hours on the airframe in 1998 and flew a further 5000 hours for Nottinghamshire and Derbyshire attending to almost 15,000 tasks.
During that time the crews were involved in the direct arrests of 988 suspects for crime. These are incidents where had the helicopter not attended, it is believed the suspects would have escaped from the police officers on the ground.
There were a further 1139 suspects arrested for crime, which were recorded as assists. These were where the helicopter assisted the ground police officers to effect arrests.
The helicopter located an additional 1070 suspects but the police did not arrest them. In the majority of cases they were eliminated as suspects, saving valuable police time in negative enquiries.


"The aircraft is one of the most advanced twin engine helicopters used by UK police forces."

Is it?
If not, which is?

It is. Along with the other T2s, the MD902s and probably the A109. Or were you, in an un-moderator-like moment, attempting to provoke a "my-heli's-betterer-than-yours" mini-flame-war episode?:E ;)

The 135 T2 is very nice and I'm sure they will be very pleased with it. One question, do North Midlands IR their pilots? I ask only because the blurb says "operating over the Peak district in the dark" and mentions the ILS and autopilot for recovery in the event of inadvertant IMC. The autopilot and the EFIS screens in the 135 are great BUT it is quite a complex little autopilot and you can easily tie yourself in knots unless you are very conversant with what it is doing, what you are asking it to do, and which bits are engaged/disengaged.

For what it's worth, I think if you are operating away from decent cultural lighting ie somewhere like the Peak District at night it makes it a whole lot safer to have an IR (this implies no criticism of the abilities of the guys at North Midlands, before anyone leaps on me, I just think if you have an aircraft that has the capability then you should be given the training to let you use it to the full to enhance the safety of the operation).

keepin it in trim (Shacklebomberpilot),

No, I think the pilots aren't IR'd at the moment although of course they do the mandatory instrument practice like everyone else. Nothing to say this might not change in future (£££).

Until recently they have managed the Peak District (yes it is heffin' dark) without even a stick trim on G-NMHS, the old Squirrel N, let alone an AP :ok:

I know it's not a state of the art machine, but did that 109 ever turn up for Dyfed-Powys Police last year:confused:

Have flown on a brand new T2 air ambulance, although when it was initially delivered to the trust I work for, it had horrendous problems with recurring chip lights.

Before too long the gear box was changed... Not good considering they had just parted with £3,000,000 for it.

Feed back from the pilots has been extremely good since, and it is certainly easier to work on than the preceding BK105 in terms of space, versatility, reduced limitations improved H&S issues, conveying escorts and so on.

Bomber Aris - From what I understand they have taken delivery of the A109 and its working. Others here might have some more first hand knowledge of it.

Ned

Re: the IRs, N Mids are no different than all other UK Police Units, except Devon & Cornwall (I believe they are the only ones). Whilst instrument flying experience is absolutely essential for lots of rural police flying, the nature of police flying (surface visual contact), the lack of necessary fuel reserves and the absence of let down aids in the right place prevent the use of full-blown IFR.

D-P have had their 109 for a month or two now

EC135 / 145 Winching
 

Anybody done / doing any winching with an EC135 or 145?

Good? Bad? Indifferent?

Any info appreciated.

Hi, GC

Can't help you I am afraid,,,,,,,,,,,,,,,,,

but I am curious why you want to know - you don't work for the Met do you :) :)

What do the walk-on freight think about hanging from wires ................. :E :E

A friend is putting together a presentation on general UK Police Air Support / HEMS / SAR and is expecting questions along the lines of 'Why don't Police / HEMS carry a winch?' 'What about the future?' etc.... He has the usual answers but is keen to be prepared and is interested in exploring the subject and gaining opinions.

I'm not Met but do I sense a story there?!

The Self Loading Cargo are keen to develop but are all aware that getting into something like that involves more than just strapping a few kilo's of wire to the side of the aircraft. General feeling is that it is unlikey to happen in UK HEMS / Police as the requirement is filled by current SAR resources.

There was some talk a few years ago about fixed line's which scared everyone to death!:sad:

Curious? Tell us more of what your friend knows:suspect:

We considered fitting a winch to our EC135 in 1997. So too did Dyfed Powys. Problem then was the CAA. They wanted to make the police officer a crew man with associated paperwork, medicals, FDP limits, log books etc!!
Eventually we were overtaken by events, in that it was discovered very soon that the EC135 in police role can't comply with CAA perf requirements to hover on 1 engine while winching. There were performance issues during training and the coup de grace was: weight and Cof G issues. A non starter I'm afraid for Uk police Ops. You'll need an EC145 and police observer crewpersons, I'm afraid.

@GameCube

Hi what do you want to know especially?

Most European Police EC 135/145 are winch equipped. Winching is absolutely normal compared with other ships. The new winch for the EC 135 with 90m cable is in use in North-Italia. In the HEMS business the winch is not so common because both ships needs an additionally winch operator and his weight added to the winch weight is needed for payload in greater altitude.

TC

Thanks for that. I'm sure there's a pretty high headache factor when it comes to starting something like this and your experience has confirmed it.

I don't think think anything particular has prompted the question. Police and HEMS units are often asked 'Why?' when they have to request SAR when a winch is required and he wants to show he's looked into it when he answers.

Also, winching a stretchered patient into a 135 looks like it would be a little tight (that's before looking at the performance limitations) and we were wondering how people got on.

Thanks for your post Tech. The Italians were featured on some of the 135 winching images you see on the Eurocopter bumpf. I'd imagine the extra weight of the winch would be a pain even at low altitudes (Hot day, roof-top pad, big patient, medical escort.....how do I unbolt this winch?!!!)

Ask Autorotate

I seem to remember he did an article on a French marine pilot transfer unit that used a winch equipped 135. He's probably still got the pictures

Gamecube: 'A friend is putting together a presentation on general UK Police Air Support / HEMS / SAR and is expecting questions along the lines of 'Why don't Police / HEMS carry a winch?'

Why only ask for the capability of winch work with 135/145? To complete the picture you shouldhave asked for info on the 902 and 109 also bearing in mind that no one uses the 145 in the UK for Police/HEMS or SAR work.

Also the Agusta Grand could be ideal for winch work with its performance capabilities and 1.4m sliding cabin door.

Evening,



Not so scary at all. This technique is used quite succesfully on the continent (Europe) on EC135's. Especially in the mountains, operators cannot afford the weight and space penalty of a winch operator. If necessary the Paramedic and Emergency Physician are flown in as "underslung Load". They stabilize the patient and put him into the stretcher. Helicopter picks them up and lands at a suitable location nearby where the patient is treated further and transferred into the inside.

This is even done with variable lenght line where the paramedic can abseil down from a 10m fixed line at his "leisure" for another 80m without having to move the helicopter (used for ravines or very steep slopes).

Takes a bit of extra time to rig up the line and to transfer the patient inside but certainly not a bad solution.


http://www.oeamtc.at/netautor/data/c...bergung8_2.jpg


Regards,

Woolf

You are right, it's a tricky operation but possible. But don't forget the 135 is a small twin and nearly all small twins have that problem. Therefore the crew decides if the helicopter have to turn to the next usable landing site or if the stretcher have to come into the cabin. And ... the procedure depends on the cabin interior. Most police and HEMS ships have a lot of interior like racks, seats, ... .

Woolf is absolutely right. Fixed line is a safe and proven procedure! Have made hundreds of fixed lines including really rescue missions. Most civil HEMS operators don't have so much rescue missions with the need of a winch. They don't need a winch, the additionally winch weight, the weight of the winch operator and his monthly costs. The police units doesn't have the same problem. Normally they have enough paid personal like technicians, FLIR operators or other missions specialists ready to arm the winch.
Austria is the leading EC 135 country with more than 20 ships in this small country. They tested the winch in the Alps but use today only the fixed line.
Air Zermatt in Switzerland holds a EC 135 with winch. But the ships is nearly empty for winch ops.

Short haul in tricky area is much cheaper with more possible performance, but needs much more pilot (crew) skills compared to winch ops. Therefore the operators have more training costs.
One other advantage is the greater load on the fixed line. In the Alps they lift up to 6 persons at once with the EC 135 (partial fuel)and fixed line for example on skilift evacuations.

Not suggesting fixed line is dangerous and irresponsible!!!! Just that the 'underslung loads' themselves were a little wary. You've got to feel a little isolated down there!

I asked about 135 / 145 as they are currently seen as the units future and therefore what we should reasonably be expecteed to know about....But you're right, info on any aircraft would be important.

The big question has got to be 'Is it worth it?' Police or HEMS units would have to make some compromises that would affect their core operations. Should they stick to those core op's and leave the winching to SAR or would the public be receiving a better service if we were all winch equipped?

Cheers for the info so far,

Game

Fixed lines certainly work, guys, and the ability to do fast extractions should be part of every helo's emergency kit (along with a way to quickly cut those lines, of course.)

The idea that single engine hover is a CAA constraint on a rarely performed emergency operation is an example of over-regulation, for sure. "Sorry mister drowning man, you can't be lifted because you might get hurt if my engine quits while I am hosting you, so just tread water for another half hour!"

Look at the heroic rescue of those folks from the Air Florida crash in Washington DC to realize what a great help a well-flown helo can be in emergencies.

Here is an example of routine fixed string operations - a McGuire rig extraction of an Army Ranger patrol in Vietnam:

The pickup:

http://www.s-92heliport.com/rig1.jpg

The ride home starts:

http://www.s-92heliport.com/rig2.jpg

The site is one maintained by a friend, Mike Gustin, here is the home page, see the photos there, dozens of great ones of helos at work:
http://www.dtroop.com

Gamecube- a civilian SAR operation is being set up in Jersey and has bought a 145 for the job - they do not need to comply with CAA regs and will winch and have NVG.

Nick et al:

There is no requirement for single-engine hover for operational lifts in HEMS or SAR. Specifically for HEMS this is spelled out in Appendix 1 to JAR-OPS 3.005(d) in the following paragraphs:

It's a question to your goverment or your officials! Situation isn't the same in every country. We have countries in Europe with "specialised" HEMS and Police Units and we have Police units doing the cop job and the ambulance or HEMS missions.

In the most european countries it seems to me that the cops today and especially in the future will do the special "law and order" jobs. The most of the new delivered ships are special equipped with FLIR, NVG, lasersystems, radios, link and transmitting systems and so on. They could be used for HEMS jobs but the ships are heavy (the new german border guard EC 135 have more than 17km wire inside for all possible equipment) and it needs time to remove the specials. That makes no sense in a country good covered with civil HEMS operators and army SAR units.

Compromises could be possible but with compromises you can't get the absolutely best results.

Rumour going on the short haul should be described in JAR-OPS 4 as HHEC (Helicopter Human External Cargo).

135 Servicing
 

Eurocopter are intending to scrap the 50 and 100 hour servicing on the 135. This means that the engineers will only get their hands on the aircraft every 400 hours, apart from two checks that still need to be done every 100.

Is this a good thing? I'm sure that they've done their research, but every 400 hours seems a long time to go without engineers getting a good look at the aircraft.

That is phase one of the maintenance reduction programme. What you haven't mentioned is that phase three has plans to scrap the 400 hour.

Ah...that wasn't mentioned in the newsletter, nor was what "Phase 2" is.

It was mentioned in the User Group meeting last month. Minutes are imminent!
I'm looking at it from a pragmatic viewpoint (perhaps naively).
On the one hand, ECD want to show to the world what this a/c is capable of. I.e. that she can run and run with minimum maintenance - a great PR puller.
On the other hand, the engineers and pilots who operate the a/c perhaps need to consider a new mind set, in that these relatively new generation a/c are technologically streets ahead of the wessex/seaking/lynx's/squirrels/206's of this world in terms of maintenance! However, there is a need for frequent maintenace windows.
And somewhere in between lies the optimum solution.;)

At least it should sharpen up some pilots daily checks!

One the other hand, considering the rate that things go u/s, the engineers will still be round every few days.

I heard that ZF who make the transmissions and M/R masts have had a slight hic up in the plant. Have had to recall ALL EC135 masts and a couple of BK117 masts due to calibration/preload problems. Know of one mast changed allready before next flight.

I am some EC135 self loading freight.
I am little concerned at this proposal. The operation I work for operation flys around fifty hours every two weeks, which makes an eight hundred hour service approximately every thirty two weeks..............
Six or so months.
Call me old fashioned but thats a big jump from a good look around by an engineer every couple of weeks.
We are lucky in that we have a dedicated engineer that looks after our aircraft and from that has a excellant grasp of the aircafts history and quirks.
I would not feel so confident if that was not the case no matter how much our Continental Friends attempt to reassure us.

Ring Spanner, when was this recall sent out? I can't recall hearing
about it over here in the UK. Seems fairly important.

Almost off topic i suppose, but extending the maintenance was the direct cause of the Alaska Airlines MD-80 crash off the california coast.:(

Winnie, dont worry the MD 80 crash was just the reason for the yet un-announced 800hr (phase two) extension bid. It should ensure that by the time an engineer/mechanic gets to do some maintenance on it he would have forgotten what to do.

No full-down-auto's with EC-135?
 

I heard that there is a restriction from EUROCOPTER that no autorotations with ground contact ara allowed.

1. Is this true?
2. If so, why?
3. You EC-135 pilots, how do you train your emergency procedures?

regards