An avant-garde design

This car is the outcome of an unprecedented facility with volume and a skilful blend of genres, resulting in something that is certainly original, and really very tasteful! The two sword-shaped chrome trims taper from the end of the headlamps to the rear view mirrors, and these are essential elements of this aesthetic look. The chrome blade look is reminiscent of a golf club, or even the roundness of a helicopter blade. This beautiful ensemble has a look of something that has been carefully thought out at the design stage, even down to the design of the rim, which evokes the streamlined anti-torque rotors (Fenestron®) that can be seen on the tail of some of the more recently made helicopters. The new arrival’s length is contained (4.53m) making it easy to handle when used in urban environments, though it is quite wide (2.13m with rear view mirrors): the forward and rear proximity sensors are there for a reason.

A cabin that feels like a helicopter cockpit

The manufacturers have obviously been inspired by aeronautical design, something we have already seen with the Porsche Panamera. The ergonomics of the controls are not too troublesome, though a quick read through the ‘flight manual’, or a session with a briefing instructor before hitting the road, might not go amiss! The glass roof accommodates a central ceiling console that integrates the roof canopy controls and the heads-up vision system control.
There is no vital function there, and there is no need to seek out an engine control panel or a cut-off switch. The degree of refinement in this cabin-space, if it can be referred to as such, is unprecedented and quite unusual for a new French car. The lovely seats are elegantly covered and work really well, compensating for the stiffness of the suspension. The space on board is generous and emphasises the family feel. With no transmission tunnel between the rear seats, five adults can comfortably sit in the cabin area. The volume in the boot is good (468 litres without the spare wheel) and it is easy to use with its straight shape, though the access height is little high. The peripheral vision and rear vision are somewhat average as a consequence of this original and overall successful design.

Road and engine quality that does not disappoint

We have seen engines that are responsive whilst also being pleasant to drive with a 200hp, both in the form of petrol engines and the new hybrid diesel. This 1.6THP with 200hp and 275Nm torque is certainly right up there, and provides good thrust with something approaching the feel of some 6 cylinder engines. The engine’s responsiveness means the car can be driven with peace of mind. The car will go from 0 to 100km/h in 8.2 seconds, and the ‘rotation speed’ is quickly reached. The car behaves neutrally on the road though this comes at the cost of suspension comfort that is clearly the result of a choice of tyres, which verge on the over-sized. These low-slung 19 inch tyres transmit perhaps too faithfully the vagaries of the road surface, especially at low speeds. Having said that, the front axle is precise with well-calibrated steering, and we really enjoyed the drives along bendy roads, though it didn’t quite have the agility of a sports vehicle. Having said that, as soon as the speed picks up, so do the comfort levels. The behaviour on the road remains safe regardless, and at no point did this DS5 feel like it might float away or spin off! We were lucky enough to be able to make a long journey on the 200hp diesel-electric hybrid. It is versatile, sober and discharges barely 107 grams of CO2. This engine is at the cutting of green technology and is worth looking at for many reasons. This hybrid system is exclusively for the 6 speed sequential gearbox and the DS5 Hybrid4 uses a 163hp 2.0 HDi FAP diesel engine with a 37hp electric engine on the forward axle without any mechanical links. Such a partnership between an electric engine on the rear wheels and a diesel engine on the forward section is a world first. The energy used consumption-wise and the discharge levels are both remarkable, are not matched at this level. The system can be operated in heat mode or electric mode, or combined using a rotating switch on the console that is used for the four modes. And when surface conditions deteriorate, the DS5 hybrid can turn into a four wheel drive vehicle. The re-chargeable hybrid version is expected to emerge in 2014.

The great challenge of the Marenco Swisshelicopter Ltd. team has been to start completely from scratch, albeit with the benefit of drawing on the knowledge and experience of its team of aeronautical professionals. This Swiss company was founded in 2007 with its stated objective being to design, produce and market new designs for the light single turbine helicopter market.

GLOBAL AMBITIONS

Why would any company position itself on a 2.5 ton light single-engine class market, arguably considered a ‘niche’ market from a European market view? And, moreover, particularly with a machine that is clearly earmarked as being top of the range? The question is certainly worth asking.
Interestingly enough, although current forecasts for upscale single-engine helicopters appears to be fairly limited in Europe at least for the immediate future, it is significant to note that single-engine helicopters in fact account for 46 to 52% of the global civilian helicopter market.
A fact which goes a long way in understanding the Swiss helicopter manufacturer’s position as it is targeting not just Europe, but rather the globe. Beginning with the North American market which is one of the most stable and well-structured. It is also one of the best organised rotary aircraft markets, and the replacement market alone justifies the existence of Marenco in the marketplace. The American aviation culture and norms are very different from those of Europe: in the USA, single-engine helicopters fly over cities for para-public, commercial and Police missions. The debate over whether or not a second engine inherently renders a helicopter to be more secure seems to be pretty much moot in the States for the majority of operators. Perhaps even more importantly, actual accident statistics do not show that one is any safer than another. Work in mountainous areas, for example, demonstrates that the number of engines doesn’t change anything in the event of an unhappy encounter with terrain or with cables stretched out across a valley. Furthermore, the single-engine rotorcraft is on an even par in terms of operational capacity compared to the twin-engines, but with a lower operating cost. What operator would choose to work with lower sling loads and performance features at a higher cost, especially these days? Outside Europe, the multiple activities carried out by single-engine rotorcraft continue across much of the civilian market.
And for the international first-time buyer’s market, emerging countries India and China will increasingly fuel demand over the next 8 to 10 years as their helicopter markets become progressively structured, such as has occurred in Brazil, and are supported by strong internal growth across all sectors.

A LONG-AWAITED REVOLUTION

At its launch during Heli-Expo in March 2011, newcomer SH09 made quite a splash and immediately excited the interest of industry titans and other show attendees. While some echoes communicated a measured scepticism, the vast majority were positive and reflected a general welcome of innovation in the industry.

One year later, it is fair to say that although Switzerland itself is not specifically renowned for its aeronautical industry, Marenco Swisshelicopter is firmly positioned towards the commercial civilian helicopter market. The company is supported by a private investment fund and is posting figures that bear out their brave choices, both where design and technological solutions are concerned.

With 34 orders to date in less than a year, the SH09 is enjoying clear success. One could go so far as to say it is a direct testament of the market’s recognition of a modern and innovative solution. Marenco is aiming to create a strong vertical take-off platform, as Mathias Sénès has been known to say, by answering the needs of the four main market sectors: commercial, para-public, private and eventually military.

In the course of the year the SH09 has also established a veritable base of followers closely observing the craft’s developments. The proof, were it needed, could be found in the fact that two-thirds of people who attended Heli-Expo 2012 in Dallas visited the Marenco Swisshelicopter stand to learn about the SH09’s features in more detail, to take its measurements, to admire the craftsmanship of the carbon construction and to get up to speed concerning its development. It is significant to note that operators are amongst those adopting an increasingly respectful approach, won over by the inherent qualities of the machine. A certain well-known tourism operator who is looking to renew his fleet in five years is thus perfectly positioned to take advantage of the forecasted availability of the SKYe SH09, based upon Marenco production team certification and production forecasts.
Appreciative interest and increasing respect was also demonstrated by representatives from manufacturers such as Bell, Agusta and Sikorsky who closely observed the machine during Heli-Expo 2012. An interest also shared by Sergeï Mikheev the General Designer at Kamov, father of the Ka-50, the Russian national hero who paid tribute to the SH09 at HeliRussia in 2011.

THE END USER IS KING

End users have become the decision-makers and the Swiss helicopter maker’s engineering and marketing teams have clearly recognized this reality. The needs and desires of end users have therefore dictated rotorcraft improvements in terms of performance and reliability of
course, but also in terms of comfort and versatility. On this last point lies the SH09’s greatest strength and the machine’s design is completely based upon the desires and feedback of operators and end users.

The most obvious example of this can be witnessed in the design of the airframe in general and the seats in particular. There are features here that have until now only been seen on heavier twin-engines. These include air conditioning, sliding doors (standard here) which give access to a totally flat floor area, and an impressive ceiling height with seats that are individual, energy-absorbing and which can be positioned according to will. In the automobile market, a car starting at just €30K is fitted with adjustable, heated seats, so why should an aircraft worth nearly 3 millions $ not include the same features? Particularly when one remembers that it is the owners of such cars who are often found in the VIP and Corporate versions of such helicopters.
The facts are straightforward enough: during a typical operational day of a helicopter, it is not unusual to change the type of mission it flies up to two or three times, particularly for a singleengine, whose use is far less dedicated than the twin-engine. So besides the list of optional extras and specific equipment, the main issue is the practicality and time required to change the configuration. In this domain, Marenco’s engineering team anticipates integrated solutions with a design that goes into the details.

LEADING EDGE TECHNOLOGY

The fact that the aircraft design started from a blank slate when the project was launched made the job a lot easier for the 50 engineers
brought together to work on an original helicopter design. When existing manufacturers decide to launch a new machine, it is difficult not to use what is already there on the shelf, be this at the technical or financial level, and commercially it is tempting to ‘recycle’ a solution that works for a major client although this does not necessarilymean that it is adapted to another user. With an existing airframe this can restrict the development possibilities all the more.
The chance to start wholly from scratch also enables one to benchmark and to use new technology which is perfectly adapted to aeronautical restrictions. For example, the use of carbon, which has been used in Formula 1 for quite some time, is still relatively new to this industry. This material has been under-utilised in the past and is only now making an appearance on larger aircraft such as the Boeing 787 Dream Liner, the Airbus 350 XWB or the military helicopter NH90. Carbon is twice as light and twice as resistant compared to the composite materials previously used and is a substantial element of the design of the SH90, in the vein of Lambroghini with its latest models.
Working in accordance with what is needed and desired, coming in at the top of the market: these are crucial pre-requisites for the young Swiss manufacturer. As far as this is concerned, the specifications sheet shows how things can be done so much better. The rotor head has five blades, an expensive decision that improves the vibration quality of the whole rotary section, with 40 times less vibration than a traditional three-blade rotor head, as well as enhancing performance. The streamlined, shrouded anti-torque rotor also contributes to the machine’s dynamic and sound qualities. And finally there is the exclusive use of the High Visibility Cockpit which employs a thoroughly unique design via a window in the flooring between the front seats enabling the pilot to benefit from vertical technical visibility, while passengers enjoy an unprecedented panoramic view of the space beneath the aircraft.

STRATEGIC PARTNERS

The ICDS (Integrated Cockpit Display System) glass cockpit has 8-inch screens and provide considerable added value with the avionics which have been entrusted to Sagem, most particularly in consideration of their ability to integrate autopilot systems considered by Marenco as being amongst the best available.
If for the avionics the subsidiary of Safarn has been preferred, Marenco stands to its ambition and has selected the Honeywell FADEC (Full Authority Digital Engine Control)-controlled HTS900-2 to power the SH09 with 1021 shp. Performance is there, on paper and now needs to be confirmed by the SH09 team during the first tests scheduled for end-2012.
Technological partnerships are strategic for newcomers and established manufacturers alike, and newcomers are arguably even more reliant upon obtaining and supplying cutting edge technology to attract customers. Yet newcomers are received with a decided disadvantage in light of the fact that the budget they represent is significantly smaller as compared to their more-established counterparts. Partnerships are key and the incontestable expertise brought by partners such as Sagem and Honeywell afford Marenco supporting credibility and advantage in the long run in order to keep the product at the highest technological level.

CERTIFICATION & PRODUCTION

The certification process has been initiated in Switzerland, Europe and the USA in accordance with existing orders and certification is anticipated for 2014. Certification in Brazil and China will follow as there are also firm orders from buyers in these two countries. The SKYe SH09 carries a 2012 price tag of 3 million US dollars in a 5-passenger configuration with sliding doors and day and night VFR-equipment. It might initially seem on the high side compared to existing machines; however, there is no equivalent at this level of quality in this category which has been forsaken by the major manufacturers. Going on present orders, the Swiss company has already filled its first two years of production. Marenco is well aware that certain markets could absorb its entire production capacity and is already foreseeing a future where its construction facilities develop not only in Switzerland but perhaps elsewhere, closer to its clients.

With ambitions like this, can there always be just the one investor? Sales Director Mathias Sénès is unequivocal in his answer: « For the moment yes, in order most importantly not to hamper development. Our strength is in our capacity to decide in the moment, a skill in which our CEO Martin Stucki excels.”
The manufacture of the first prototype is already underway, and we should expect to hear more about Marenco Swisshelicopter Ltd and the unwavering determination of its leader in the future. Even if the era and the marketplace are not quite the same, others before him have done it – take a certain Frank Robinson, for example…

StandardAero made announcements during Heli-Expo 2012 in Dallas attesting to the company’s benchmarking position as “the standard” in quality service. Presentation.
During Heli-Expo 2012, StandardAero announced three 6-year agreements with Fixed Base Operators (FBOs) in Brazil, Mexico and Guatemala. Helipark Taxi Aereo E. Manutencao Aeronautica Ltda. (Helipark) of Sao-Paulo, Brazil, Servicio Technico Aereo De Mexico (STAM) of Mexico City and Aeroservicios AVE, S.A (AVESA) of Guatemala City, Guatemala have signed with StandardAero as Authorized Rolls-Royce Support Centers. “This announcement underscores StandardAero’s strategic alliances strategy to provide the operators in these geographic markets with the world-class M250 servicing StandardAero is known for” said Brian Hughes, Director of Marketing and Business Development, Helicopter Programs, before adding “we are looking forward to working closely with Helipark, STAM, and Avesa to support the engine MRO needs of their customers.”

STANDARDAERO’S TRAINING PROGRAM

Additionally, the company highlighted the fact that 2011 was another successful year for its M250 industry training efforts, certifying 130 students from 38 different companies in ten different countries. Course participants came from across the globe, including Canada, U.S, France, Australia, Singapore, New Guinea, Korea, Indonesia, New Zealand and Bangladesh. The one-to-two week course provides engineers, mechanics, technicians, quality managers and others, with knowledge and hands-on experience involving best M250 maintenance practices.
All coursework is taught by two experienced StandardAero instructors. Manny Atwal, Vice President, Helicopter Programs at StandardAero stated “we’re fortunate to have two of the industry’s best technicians on our team”. Walter Kampen and Pete Mahaffy combined, have over 60 years of profound knowledge and hands-on experience.
These two men have collectively instructed over 5,000 students which constitutes a significant proportion of the world’s field level maintenance professionals. Walter and Pete’s courses play an important role in extending the legacy of the M250 engine to our continually evolving industry. Air Methods Corporation has enrolled more than 50 mechanics in M250 series engine classes provided by StandardAero over the past several years.
StandardAero has offered its training courses for over 40 years. The courses, authorized by both Roll-Royce and Transport Canada for credit toward recurrent training, integrate engine theory and hands-on application of maintenance practices on a training engine.

ACHIEVING TOP MARKS IN CUSTOMER SATISFACTION

StandardAero Helicopter Programs checks in to Heli-Expo 2012 with a newly coined moniker: #1 in customer satisfaction. The ranking is based on customer feedback data acquired by independent market research firm, Ducker Worldwide. Complementary to the positive results from the Ducker surveys, in 2010 and 2011, StandardAero also received the Rolls-Royce first network’s customer satisfaction award.
The helicopter industry not only has great confidence in StandardAero’s training, but also in its work. An independent customer satisfaction survey conducted via more than 1,300 telephone calls resulted in a resounding 98+ percent of customers who used StandardAero in 2011 saying they would recommend StandardAero’s services to others. Atwal concludes that the survey results speak to StandardAero’s position as customer satisfaction leader and that they specifically confirm their leadership in: “…workmanship, work progress communication, timeliness of delivery, and issue resolution….” StandardAero’s position is further supported by the fact that it also received the prestigious Rolls-Royce First Network’s Customer Satisfaction Award. In response of this recognition, Cory Waldmo, Director of Customer Service, Helicopters Program at StandardAero declared “being recognized for our achievements in customer service by such a well-respected market leader is something we’re very proud of and honored to receive.”

TURBOMECA’S ARRIEL 2D POWERS THE NEW EUROCOPTER EC130 T2

A year after launching its new Arriel 2+ engine family, Turbomeca (Safran group) has announced that the Arriel 2D, which comes from this family and was certificated in May 2011, will power the new EC130T2 helicopter. Arriel 2D provides 14% more power on take-off than the Arriel 2B1, which powers the present EC130. 100 models of the Arriel 2D, which presently powers the AS350B3e, have been produced, having already clocked up 650 hours on this aircraft. The other Arriel 2+ variants – the Arriel 2E and the Arriel 2N – power Eurocopter’s EC145T2 and the AS365 N3.

ROLLS-ROYCE ANNOUNCES NEW M250 UPGRADE KIT FOR BELL 407 AND MD600 HELICOPTERS

Rolls-Royce will deliver a new Value Improvement Program (VIP) upgrade kit for M250 engines, which power Bell 407 and MD600 helicopters. The upgrade will offer increased power in “hot and high” operations and reduced fuel burn. During rigorous engine tests, the VIP upgrade kit reduced fuel burn by 2 percent while increasing hot/high engine performance by 5 percent – with no increase in engine weight. The M250 engine, with reliability gained over 210 Million flight hours, has been continually upgraded and remains the benchmark for the light helicopter industry. The upgrade uses advanced technology developed for the Rolls-Royce RR300 and RR500 engines, which include modifications to the engine impeller and diffuser, as well as optimization of the first-stage turbine nozzle. The VIP upgrade kit is simple, low-cost and easily retrofitted at any Rolls-Royce authorized First Network location. The VIP development program was executed on time, meeting a commitment to customers. Several “lead the fleet” operators have already been identified to install the VIP upgrade to begin reaping fuel and power benefits.

BELGIUM’S NOORDZEE HELIKOPTERS VLAANDEREN ORDERS 10 EUROCOPTER EC175 HELICOPTERS

Eurocopter has expanded its EC175 order book with Noordzee Helikopters Vlaanderen’s 10-aircraft acquisition of this new seven metric ton-category helicopter. Deliveries of the EC175s will begin next year for Noordzee Helikopters Vlaanderen (NHV) and are to continue through 2015, with the rotary-wing aircraft equipped for missions that include transportation flights for the oil and gas sector. Future applications include search and rescue missions.

2012 Dallas Heli-Expo ignores the economic crisis

Recession? Who said anything about a recession? So says the entire helicopter sector within the aeronautical world. At the beginning of the year, the Heli-Expo show at Dallas that took place between 12th and 14th March clocked up new records, particularly where order signatures were concerned. We take a closer look among the aisles of the Dallas Convention Center and analyse the direction being taken by the manufacturers.

This was an American style show! And this is how Bell showcased its machines at the Dallas Heli-Expo. Bell presented its Relentless for the first time to the public, putting Bell centre-stage, and bringing it back into the fray with the creation of a new rotary aircraft.
Bell Helicopter CEO John Garrison came along in person to present his new aircraft, which has been slotted into the medium tonnage helicopter market segment. Whilst this category is already well populated by Europeans, the American manufacturers are hoping to play their cards right in this category.
Right from the off, the Bell 525 is positioned as the largest model in the American manufacturer’s civilian range. This is a machine with a maximum take-off weight of 8 tons (18,000lbs) that can transport 16 passengers and 2 pilots over a distance of 400 NM (740 km) at a speed of 140 kts (260 km/h).

THE OIL AND PARA-PUBLIC MARKET IS A GROWTH AREA FOR THE HELICOPTER INDUSTRY

Given these features, and taking into account the performance figures that have been announced, Bell is clearly aiming at the Oil & Gas growth sector – otherwise referred to as the servicing of offshore platforms. With this twin engine aircraft, the Texan is aiming to join Eurocopter and its EC175 (8 tons) in this slot together with Agusta-Westland with its AW189 (8 tons).
Sikorsky with its two machines– the S76D that is undergoing flight trials and the S92 that has exceeded 380,000 flying hours –, is benefitting both from the range of aircraft that has already proven itself and from the new aircraft coming onto the market with some assets. Sikorsky President Jeffrey Pino explains that he is now working towards the middle of the present day range to present a coherent aircraft selection.
In the sector that comprises light single engine helicopters, Robinson has made some giant strides forward. Just now, the AS350B, the Bell 407 and the R66 are the three aircraft that make up the product category most in demand (45%) for the purposes of replacement aircraft and fleet extensions over a five year period. By becoming part of this segment, Robinson has come along and disrupted the market introducing some new blood, an intrusive initiative that has done it proud. With an R66 available for $814,000, the American manufacturer has grabbed 6% of the market for itself. In 2011, Robinson delivered 356 aircraft and has seen a doubling of its production compared to 2010. Only MD Helicopters fell behind in the race for orders and the bustle of announcements, and yet, Linn Tilton lost none of her mettle during the press conference when justifying her position. Disinclined as she is to question and answer games, she was discreet on the subject of
orders signed this year and the company’s goals as far as innovation is concerned, though she stated that she “remains confident in the future despite the convulsions in the world economy.”

A CLUTCH OF SIGNATURES FOR THE EUROPEANS

As far as Europe is concerned, Eurocopter – the number one provider of civilian helicopters – landed 191 orders and options over three days, amounting to €1.1bn worth of business at catalogue price, as announced by Eurocopter CEO Lutz Bertling: “Over the year 2011, we sold 470 helicopters. This year, we have sold 191 in three days in the USA including firm orders and options.” He added that “This represents over €1.1bn” and “an order book for a year.” Eurocopter also took the opportunity at the event to launch its new model the EC130 T2, the successor to the Ecureuil, announcing at a stroke 105 orders from seven different clients (five Americans, a Scandinavian and a Swiss).

The CEO commented that “Given the interest shown in the Ecureuil model, we are expecting to comfortably exceed the 400 mark in the years to come.” The Dallas show was also noted for the EC175 orders. This is a seven ton helicopter that can carry up to 16 passengers and is mainly intended for companies servicing the offshore oil platforms, with first deliveries expected this year. Eurocopter has confirmed a contract for 15 of the aircraft with a Russian client and has landed a new client, the Belgian offshore operator NHV, who placed an order for 10 (at a catalogue price of €150M) taking the number of orders to 29. Mr Bertling is expecting to sign contracts for 70 additional EC175s over the next few months. The EC175 is co-produced with the Chinese Avic, but the Avic model has a different engine and has not yet carried out its first flight.
It will be marketed in China and in countries within the Chinese sphere of influence, according to Mr Bertling who was happy to be celebrating the twenty years that Eurocopter has been in existence this year.

This announcement goes hand in hand with the announcement of a record turnover for 2011 of €5.4bn, following some problematic years in the wake of the 2008 financial crisis. This announcement places the manufacturer head to head with its main competitor Agusta-Westland. The Italian manufacturer (a part of the Finmeccanica group) is still working the terrain, and announced that it has landed over 100 helicopter orders for a sum of money in the region of €730M. Among the successful transactions negotiated by the manufacturer is the signature of an agreement with the Dublin-based Lease Corporation International for the acquisition of a fleet comprising the AW139, the AW169 and the AW189. Deliveries of these aircraft are pencilled in for early 2013.

RUSSIAN AND ASIATIC MARKETS CONTRIBUTE TO STABILITY

If the indications from the 2012 show are to be believed, then 2012 and 2013 ought to be good years for deliveries for all of the manufacturers. It could even be said that the forecasts are leaning towards global growth for the industry over the next five years (from 2012 to 2016) compared to the previous five years. In the longer term, the Chinese market will be a strong contributor to the growth in demand. China in fact is gradually opening up its airspace to civilian helicopter flights and is beginning to produce turbine rotary civilian aircraft that are designed locally. Add to this the fact that the forecast for the Asiatic market ought to offset the slowdown expected in other regions, among them the USA and Europe, where buying plans have dropped in 2012 by five to eight points respectively. Even so, these two markets remain the dominant ones: over the next five years, Latin America and Asia should be jostling with each other to be ranked the third largest regional market behind North America and Europe.

HELIPOOL Europe Gmbh
P.O BOX 94
7417 Paspels
Switzerland

Tel Fax : +41 84 655 20 12

Bahrain Airshow : 17-19 Jan 2012

Heli-Expo : 12-14 Fev 2012

Singapore Airshow : 14-19 Fev 2012

IBAE (India) : 22-23 Fev 2012

Business Airport World Expo/Business Jet Interiors : 22-23 Fev 2012

Baselworld : 8-15 Mar 2012

India Aviation : 14-18 Mar 2012

HAC : 16-18 Mar 2012

ABACE : 27-29 Mar 2012

Marrakech Airshow : 4-7 April 2012

Hainan Rendezvous : 5-8 April 2012

SIBAS : 11-13 April 2012

Aero Frierichshafen : 18-21 April 2012

EBACE : 14-16 May 2012

HeliRussia : 17-19 May 2012

Cannes Airshow : 7-9 June 2012

Eurosatory : 11-15 June 2012

Aviation Expo Europe : 22-24 June 2012

Farnborough : 9-13 July 2012

LABACE : 16-18 August 2012

ILA Berlin Airshow : 11-16 September 2012

Monaco Yacht Show : 19-22 September 2012

The Helicopter Show : 26-27 September 2012

Dubai Helishow : 06-08 Nov 2012

Milipol Qatar : 26-28 Nov 2012

NBAA : 11-13 Dec 2012

Le Chabichou is closely linked to Courchevel history, and is a name that evokes the name of a light opera figure as well as to an item of fresh local
produce, thereby embodying the luxury aspect of a star-studded resort and the spirit of its roots. Its opaline alpine chalet shape melts into the whiteness
of the ski runs, and is one of those places that softens the mountain and makes it as smooth as a dash of delightful whipped cream. Whilst a sizeable
number of speed-skiers slalom through the manicured runs of Courchevel, the area is synonymous with gastronomic meals enjoyed at the edge of the
ski runs, while the freshness of the newly delivered food turns its talents to cauliflower tabbouleh with lobster pieces one day, wild turbot with bacon
pieces the next, or duck breast and creamy black olive polenta… no more the heavy flan dish or indecently calorific fondue! The owner Michel Rochedy proudly displays his two Michelin rosettes, having occupied centre stage in the culinary world for two decades. He has made Le Chabichou into a hotel that is friendly, warm and gourmet a real ambassador for the new wave Savoie.

The place is well known for its lively and bracing cuisine, the jazzy atmosphere of its bar and the mountain-style comfort of its cosy rooms framed in warm wood. Le Chabichou has taken on a new look to welcome in the new winter season. On the menu is: le Chabotté, a second restaurant with contemporary alpine decor featuring a ‘bistro’ menu featuring Savoy-style specialities. And more significantly, the opening of a superb spa featuring Carita and Decléor branded treatments. All that was missing from the sensory experience of the Chabichou was an ultra design and glamour style wellbeing centre – now, the job is done! Within its 1100 m² space dedicated to the latest technological innovations, this marvel features a large pool and multi-sensory water pools with various water features such as against-the-current swimming, aquagym and aqua-bike. The facilities also include a polar bath that is exceptionally toning, a ‘Dead Sea’ pool heated to 40 °C, geyser massage stations, bubbling benches and underwater berths, not forgetting an exfoliation by affusion room and the indispensable fitness room.
There are other surprises: a relaxing cave area with sprayed saline water and a Banya-Sauna, a kind of Russian bath with heat input that keep coming, so as to find an optimal energy. With so many new features, Le Chabichou now attracts gastronomic enthusiasts as well as relaxation enthusiasts. Luckily for us,
the hotel is open all year round!

DYNAMIC LINES

This newcomer is in perfect harmony with the times we live in. It has retained the somewhat pronounced lines of the Range Rover Sport, and has faithfully re-cast the outstanding mould of the Land Rover LRX design, and – moreover – the British manufacturer has had the bright idea of making available right from the launch date a coupé version and a 5 door version. The Evoque is also very compact, measuring just 4.35m in length (the equivalent of a people carrier or compact saloon), with an impressive width (1.97m) – a feature which makes it possible to provide remarkable capacity. The vehicle has an imposing front and looks like something of a firebrand from this angle. The roof recedes, and the look is streamlined with glass surfaces that are scaled back, particularly in the rear. The car exudes a skilled composition in which a dynamism, class and charm come together in harmony that is, needless to say, Oh so British. After a substantial trial both on and off the tarmac, as far as we were concerned this was truly a genuine distillation of the Range Rover.

A COSY PASSENGER CABIN AREA

Getting settled in is rather like settling into a very well made next generation helicopter cockpit area – you feel great straight away! There is nothing bad to say about the ergonomics of the controls: everything is right where it should be and is at your fingertips. Everywhere you look there is elegance – brushed aluminium, topstitched leather, and varnished wood. All of which come together to create an ambiance that is elegant without being ostentatious. The generous capacity, including the rear seat area, has not been sacrificed for the sake of its design. Access to the rear seats is not all that graceful in the coupé version, but the forward seats slide around easily, using electrics. This is a lounge on the move – it’s comfortable enough for us to have found it a pleasurable experience next to the lounge of the skies that is the latest EC Dauphin. The Baby Range has 16 interior looks available, 4 kinds of metallic inserts, and 2 kinds of woodwork – all of which are available by way of 16 interior looks. The boot volume varies between 575 and1,445 litres and will easily accommodate leisure or outdoor equipment, including a complete golf set!

The Evoque handles well and is nice and agile in town traffic thanks to its restrained length. An adjustment period is needed as the rear and side vision are made difficult by the architecture itself of the vehicle.
But the Range has thought of everything, and the remarkable panoramic cameras turn out to be accurate and efficient.

It’s on the road that this newcomer shows itself in the best light: the comfort is outstanding thanks to seats with perfect support and a performance that is reassuring and more dynamic than anything else. Three engines are available at the launch, all of which are 4-cylinders – two diesel engines that are calibrated at 150 and 190 hp and one petrol engine (2.0 Si4) at 240 hp. In addition to the 4 wheel drive, Land Rover is also making available a 2 wheel drive with the 150hp 2.2 Diesel.

NO SLIPE-UPS ON AN OBSTACLE COURSE

In order for us to see for ourselves the actual off-road capabilities of the Evoque, the British manufacturer invited us to take it for a trial in extreme conditions: the first day of a snow storm along the back roads of Austria, where visibility was so restricted that an automatic instrument landing would not have been allowed, and where the ground was ultra-slippery. A minor navigational error that occurred as a result of fresh snow covering a road sign meant that we ended up off the beaten track and found ourselves in deep snow with just the contact tyres in place, specifically the ContiWinterContact. During some magical and heartfelt moment, the Evoque drove itself with the lightest of touches and as gently as can be! The second day was spent overcoming obstacles. These were extraordinary tests both up and downhill, with pronounced gradients and sliding episodes worthy of a choreography contest, with the most spectacular of bridge crossings. The Evoque turned out to have all the necessary features to deal with this: a 21cm ground clearance, downhill descent support, a Terrain Response system that meant all surfaces could be negotiated including road, gravel, snow, mud and sand. Needless to say, there is nothing like a simulation session as provided by the Land Rover Experience, and this is something that is highly recommended as a way of exploiting the vehicle’s full potential, which by the way is considerable!

The fact is that today, Agusta Westland – a 100% subsidiary of the Finmeccanica group – has become the second place helicopter manufacturer worldwide, behind the Franco-German heavyweight Eurocopter which is a significant element of the EADS group.
A frenetic race between these two competitors has been going on for several years in a bid to address the growth market beyond the military sector that is giving rise to the renewal of helicopters in the para-public sector, a sector whose needs are growing all the time. Military activity often triggers the development of new products in the civilian market as far as research and development is concerned.

The British Agusta Westland teams are the foundation of the AW149, which was presented to the press in April 2009 in Istanbul. This is a machine that was designed to meet a specific in Turkish defence, and this model now serves as the basis for the civilian version of the AW189 which is specifically geared towards offshore transport, the kind of work for which the aircraft has the requisite features.

Agusta Westland is turning out to be an unrelenting competitor against its perpetual rival with the arrival of a new next generation civilian helicopter, which is designed to encroach on the territory of the eagerly awaited EC175 as well as the next segment up for 19 passengers which is being claimed by the EC225.

EFFICIENCY ABOVE ALL ELSE

The users have become the decision-makers. It is their needs that dictate the fine-tuning of increasingly high performance and high reliability helicopters that are also adaptable. With the AW189, the Milan helicoptermanufacturer brings to the market greater flexibility for the different types of missions carried out by commercial and governmental operators

First of all, the performance figures are in line with the two turbines of 2,000 horsepower each, controlled using FADEC (Full Authority Digital Engine Control), an electronic engine regulation system. This power level is a response firstly to the initiative to meet the most stringent standards envisaged within Cat. A, PC1 /PC2e. This is most of all to safeguard the success of the delicate upkeep of the engine for its operation on para-public missions as well as on medical or search and rescue and oil platform missions.

These specific kinds of usage can take place in poor weather conditions, in hostile zones (inhabited or otherwise), or on terrace areas where the loaded aircraft needs to be able to remain stationary out of ground effect without any difficulty. Furthermore, it should be able to run with an inoperable engine in such a way as to carry out all phases of flight safely, even at high altitudes and in high temperatures. As far as this is concerned, the power reserve drawnin by the two CT7-2E1 turbines selected by Agusta Westland represents a considerable asset (see insert).
It is also worth noting that the main transmission box withstands usage for 30 minutes without any lubricant, a reliability issue that Eurocopter was the first to foreground. Comfort remains a priority – an auxiliary power unit is fitted as standard which enables an air-conditioning system to work as well as the functioning of accessories plugged in within the cabin area.

This is independent of the engines.
A CAREFULLY WORKED VERSATILITY

Throughout the world, offshore oil and gas missions and missions that broadly speaking require lengthy flights over stretches of sea are core to the tasks being carried out by many operators, who are very demanding with respect to the quality of the solutions being put forward to them.
With its modular cabin for 12 to 18 passengers and its detachable and very straightforward fuel tank that can be used where the range requires it, the AW189 meets the entry level needs of its clients. The cabin is free of obstacles and has a flat floor, thereby providing a multitude of combinations, be this seats facing each other for long distance flights, or two horizontally positioned stretchers with five personnel seats for medical evacuations.
In its standard configuration, the four large side windows mean that the aircraft can be evacuated quickly by providing an emergency exit for two passengers, an unquestionable advantage for the safety of the people being transported. Energy is absorbed in the frame, the storage space and the fuel system as well as the seats. The capacity of this work platform means that in other versions, optimum space usage is made possible across its 11 m3, which can be used for helicopter winching operations, the carrying of specific research material, technical video shoots with image transmission to the ground in real time in police configuration or, more straightforwardly, for the transport of passengers.

21ST CENTURY AVIONICS

Developed for its pilots based on a mono IFR (Instrument Flight Rules) certification, the avionics featuring next generation digital screens meet the flexibility needs required by the operational conditions encountered on a daily basis by crew members. Fully kitted out, the basic version already presented on the AW169 features a fully digitalised suite with, this time, four optimised 8×10 inch screens.
The FMS has full redundancy as does the 4 axial digital automatic flight control system which reduces the workload and makes it possible, if desired, to fly in monopilot mode in visual flight mode or using instruments, or as crew, depending on the regulations applicable in the country where the aircraft is being used. The in-flight anti-collision system, such as the ground impact warning system, is provided in standard configuration and completes the NextGen satellite navigation system for vertical navigation and for precision approach operations.
Add to this a pilot’s cabin that is fully kitted out for the use of night vision binocular then this all amounts to an improved machine usage as well as guaranteeing better availability for specialist operators.

THE IDEAL RESPONSE?

3,6,8…tons. For each category of helicopter, Agusta Westland is suggesting a model with proportions that most closely meet expectations: the AW139, 160 and now the AW189. While early deliveries of the AW169 are not expected until 2015, the Italian manufacturer has, since its presentation at the most recent
Le Bourget show in June 2011, brought forward its entry into service date to ‘imminent’. It so happens that it is expected in early 2014, this being two years between the first prototype flight and first deliveries. Such reactivity to the needs of the market demonstrates the manufacturer’s drive to take on the competition at high speed, or maybe to make up for its tardiness when compared to a competition that has already taken the lead.

Whatever the case, the AW189 is clearly targeting the EC175, certainly as far as tonnage is concerned and with a slightly lower capacity, as well as the higher range of its more obvious competitor the EC225. Its capacity for carrying passengers in relation to its modular fuel arrangements gives it a variable range that is of particular interest to operators.
This is an adaptability that foregrounds an Agusta Westland marketing service that has fully taken on board the old adage “He that can do the most can also do the least.”

GE AVIATION’S CT7-2E1

Always less to get more – this could be the motto for General Electric Aviation. Less weight in order to use lighter and more resistant materials, less consumption, and a lower operational cost so as to keep the end-user happy. Such is the positioning for this new turbine. The turbine engine selected by Agusta Westland hails from the prestigious T700/ CT7 line that includes the famous Black Hawk – for which it was designed – as well as the Bell 214 and the S-70, and more recently the military version of the NH90. The CT7-2E1 turbine has benefitted from General Electric’s fantastic feedback on its engine types since 1978. With 21 kinds of aircraft equipped with the turbine in nearly 55 countries for over a hundred clients with varying demands, its operational capacity and reliability needs no further proof maintenance or performance-wise.
The engine-maker has not faltered here, and has devoted two pages of its internet site – ‘Material’ and ‘Asset Management’ – to the commercial version of the CT7-2 in addition to providing the usual information on product maintenance and training, evidence of a personalised asset management service within the company. GE is no longer addressing just the users, it is also addressing above all what you might call the financial people, proof were it needed of the development towards an outright economic partnership with its clients.

From Los Angeles to the Riviera, Olivier, the dynamic person behind the company H2I, has carved out a unique background that he is now placing at the service of helicopter operators from here and from elsewhere.

He knows only too well the helicopter’s exceptional magic and character. Having arranged for a helicopter to be in place for various event solutions for VIPs or luxury Tour Operators, Olivier Neuville certainly knows what he is talking about. He is a passionate and interested entrepreneur, having left the City of Angels and cast aside the sequins for the Riviera, where he developed a company that dealt with prestigious French destinations and unforgettable events. Not content with this, he is also a figure as unknown to the general public as he is crucial to operators who are unable or unwilling to invest in the aircraft that they operate. The solution? Rental of ready to use helicopters.

GOING FROM BEING THE CLIENT TO BEING THE SUPPLIER

Who better than the client himself to understand the needs and operational requirements of the final user? Having been the client himself, he has crossed over to the other side and become the supplier for helicopter companies and airborne work company. A rigorous and demanding environment is a permanent feature of the industry, as well as humility. These qualities can be found in this business leader, who s no desire to take centre stage, preferring to discuss the aircraft he is providing, the care taken over the model selected, the rigorous maintenance, and his insistence on having a catalogue of recent and reliable machines.

A SIMPLE ECONOMIC MODEL

The concept is simple, and does not involve any mixing up of types, as the object of H2I is the purchase and rental of items. Managing the finances and the rentals – which can be over any period of time from a few weeks to a few years, is very careful work which, says the manager, is not to be confused with the operation itself, which is an entirely different matter. H2I is uniquely a renting entity, and as such is not in competition with its own clients who operate the machines on a commercial basis.

A TAILORED PRODUCT

The fleet speaks for itself. Uniquely, it comprises helicopters bought new, all with less than 1,000 flying hours, and most of them still under the manufacturer’s guarantee. The flagship model is still the AS350 in its most powerful version, the B3+.
As a result of this performance, embraced by the industry, the machine made by the manufacturer based in Marignane in Southern France is preferred as the workhorse of the skies, be this in mountainous areas or for fighting forest fires.
The machines are truly client-orientated and are minimally equipped in order to be as light as they can be, and therefore as operational as they can be.
This chasing after weight loss is highly valued by the airborne work operators, particularly lifting operation specialists for whom payload is a determining factor. The only frivolity that can be detected is in the paintwork, recognisable for its cream and dark green livery which is common to all its aircraft.

A GLOBAL SOLUTION

Who better than the client himself to understand the needs and operational requirements of the final user? Having been the client himself, he has crossed over to the other side and become the supplier for helicopter companies and airborne work company. A rigorous and demanding environment is a permanent feature of the industry, as well as humility.

These qualities can be found in this business leader, who s no desire to take centre stage, preferring to discuss the aircraft he is providing, the care taken
over the model selected, the rigorous maintenance, and his insistence on having a catalogue of recent and reliable machines.

GOING FROM BEING THE CLIENT TO BEING THE SUPPLIER

Olivier has the good fortune to experience the industry from every facet of the helicopter’s work in just a few months, a rare opportunity for one single operator. Rather like living the life of one of the machines, he may work alongside a client for a main transmission box for the repair of Fort Boyard, provide a partnership for fish farm stocking in the province of Bearn, or work with fire-fighters in the Iberian peninsula. It is worth noting one considerable asset: the making available to companies specialising in aerial photo shots of a Cineflex HD gyro stabilised camera. There is not much time to carry out CAVOK production in the Mid Pyrenees region. H2I is always monitoring its situation, and is presently considering investing in a twin engine aircraft in order to better meet its clients’ needs for whom, for example, flying over urban areas is crucial.

PRESENTLY AT H2I THE FOLLOWING CAN BE SEEN :

A recent fleet comprising an EC120, an AS350 B2, 6 AS350 B3+. (3 AS350 B3e aircraft are already expected to be delivered during 2012).
A range of optional extras such as a Bambi bucket, baskets, bear paws, cargo swing, electric hooks, etc. Partner PART 145 workshops spread across France for the monitoring and maintenance of its aircraft.