GLOBAL HELICOPTER SERVICE (GHS) AWARDED CONTRACT FOR INTERNATIONAL COMMITTEE OF THE RED CROSS (ICRC)

Global Helicopter Service (GHS) is excited about being awarded a unique helicopter service contract by the International Committee of the Red Cross (ICRC) to provide passenger and cargo flights for ICRC personnel in the North Eastern State of Borno in Nigeria.

The contract commenced in March 2019 and includes standby services utilizing the Bell 412 for immediate tasking to meet their requirements in the region. GHS are proud to be selected by the ICRC who have put their trust in the company to provide these services. GHS are extremely confident that with the experience gained in providing similar services to other humanitarian organisations in the region over the last 3.5 years that it can deliver a robust, safe, cost-effective and fit for purpose service on a long-term basis.

GHS Helicopters is one of Germany`s leading helicopter service providers, with its headquarters in Ainring, Germany and bases in Abuja, Nigeria and Durban, South Africa.

GHS has proven its capabilities whilst assisting with the Ebola crises in West Africa for a period of more than 2 years and is now providing transportation for humanitarian organisations in Nigeria starting in 2016 with an operational fleet of six aircraft onsite in Maiduguri to meet the demanding daily requirements of the humanitarian community in the region.

In 2018 GHS has flown in excess of 5,000 flight hours, transported approximately 45,000 passengers and moved over 210,000 kg of cargo.

Sociedad de Salvamento y Seguridad Marítima (SASEMAR)

Sikorsky S-61N, Helimer 209. ©Roi R. Labrador

El día 21 de julio de 1991 llegaba al aeropuerto de Alvedro, A Coruña, el primero de los helicópteros de la DGMM (aunque SASEMAR dependa de  la misma no se crearía hasta el año 1992, constituyéndose en el 93). 

De manera que el pasado verano se ha cumplido el XXV aniversario del inicio del servicio estatal de búsqueda y rescate marítimo a través de la Dirección General de la Marina Mercante (no aún con unas siglas propias), y veintiseis años desde la llegada de su primer helicóptero.

Por lo tanto este año Salvamento Marítimo sí celebra oficialmente su veinticinco cumpleaños; contando desde que empezó a rodar en 1993 y no desde su año de creación en el 92. Asimismo en julio de este 2018 serán veintisiete los años que han pasado desde la llegada del primero de los cinco Sikorsky S-61N a la base gallega de Alvedro (A Coruña).

Leonardo Helicopters AW139, Helimer 215. ©Ezequiel Millet

SASEMAR, a través de la experiencia acumulada a lo largo de este cuarto de siglo, se ha convertido en una muy clara referencia europea así como, por volumen en número de medios/km de  costa, en uno de los servicios SAR civiles más completos a nivel internacional.

S-61N, A Coruña 

Sikorsky S-61N, Helimer 210 y 209. ©Ezequiel Millet

El Helimer Galicia fue el primero de los cinco Sikorsky S-61N que se fueron incorporando gradualmente para cubrir los puntos más peligrosos y con mayor tráfico marítimo de  nuestras costas (7.905 km), además de las aguas de responsabilidad SAR asignadas a España mediante el Convenio SAR (Convenio Internacional sobre Búsqueda y Salvamento Marítimo -OMI-), el cual abarca 1,5 millones de km² (tres veces la superficie del territorio nacional). 

Lógicamente, en el apartado de los helicópteros siempre hay que contar con el radio de acción; la media en condiciones normales es de unas 200-220 nm (contando con los 30’ de combustible de reserva obligatorios con los que ha de aterrizar).

Estos primeros cinco S-61N fueron denominados Helimer (acrónimo de  helicóptero y Marina Mercante), a los que se les sumó el sobrenombre de las CCAA o zonas costeras que cubrían. Estos fueron los siguientes:

- Helimer Galicia.
- Helimer Cantábrico.
- Helimer Mediterráneo.
- Helimer Andalucía.
- Helimer Canarias.

Plan Nacional de Salvamento 2006-09 

A través del PNS (Plan Nacional de  Servicios Especiales de Salvamento de la Vida Humana en la Mar y de la Lucha Contra la Contaminación del Medio Marino) -mayo del 2006 y para el período comprendido durante el mismo-, se duplicó la flota  de helicópteros existente.

El objetivo fue que en 2009 ya hubiera diez Helimer operativos, de los cuales ocho serían propiedad de SASEMAR y quedarían dos S-61N fletados a la ya entonces Inaer (anteriormente Helicsa, hoy Babcock MCS). 

Aérospatiale AS365 N2 Dauphin 2. ©Jose López de Alba

Las primeras nuevas unidades, que se incorporaron en 2006 fueron dos Aérospatiale AS365 N2 Dauphin 2 (posteriormente fabricados por la división Eurocopter, hoy Airbus Helicopters), fletados en régimen de alquiler a la empresa concesionaria del servicio (recordamos, por entonces Inaer), llegando hasta 6 bases -ya que uno de estos Dauphin sustituyó a otro de los Sikorsky S-61N más antiguos-. 

Los dos helicópteros franceses sí contaban con AP de tres ejes, podían mantener parámetros durante la navegación pero carecían de un cuarto para el estacionario automático, con lo cual no incorporaban Modos SAR (búsquedas tráficos y grúas debían de realizarse completamente en manual). 

AW139, Helimer 202. ©Roi R. Labrador

En 2007 AgustaWestland (Leonardo Helicopters en la actualidad) hizo entrega a SASEMAR de los dos primeros AW139 adquiridos en propiedad: Helimer 201 y 202 (el resto de unidades llegarían paulatinamente, finalizando la misma en el 2011). 

Así, durante la mayor parte del año 2008, la flota de helicópteros de Salvamento Marítimo estuvo formada por un total de nueve unidades:

- Helimer 201, 202 y 203, AW139 (en propiedad), y cubriendo las zonas: Mediterráneo Norte, Canarias Occidental y Cantábrico, respectivamente. 

- Helimer 208, 209 y 210, Sikorsky S-61N (propiedad de la por entonces Inaer) en Canarias Oriental, Estrecho y Galicia, respectivamente (hoy en día el 210 tiene base en Santiago de Compostela, el 209 se retiró del servicio en julio del pasado 2017, y el 208 hace sobre cuatro años que también fue dado de baja). 

- Helimer 204, 205 y 207 (Inaer, hoy Babcock MCS). Los dos primeros eran AW139 y el tercero uno de los Dauphin N2.

Helicópteros Helimer en la actualidad  

Airbus Helicopters H225, Helimer 401. ©Hugo Ramos

Desde la llegada de los ocho Leonardo Helicopters AW139 adquiridos en propiedad, dentro del actual PNS 2010-18*, el número de helicópteros se ha elevado a once.

*Plan Nacional de Salvamento 2010-18.

Sus bases son: 

- Santiago (Lavacolla. IATA: SCQ, OACI: LEST), Sikorsky S-61N (Helimer 210).

- A Coruña (Alvedro. IATA: LCG, OACI: LECO), Airbus Helicopters H225 (Helimer 401).

Las dos bases gallegas son las únicas que mantienen los mismos dos helicópteros, ya que las otras nueve están cubiertas por AW139 pero sin distintivo fijo, puesto que las máquinas italianas van rotando según disponibilidad por calendarios de revisiones.

- Gijón (helipuerto de El Musel, IATA: n/d. OACI: LEEL). 

- Santander (Seve Ballesteros. IATA: SDR, OACI: LEXJ).

- Tarragona (aeropuerto de Reus. IATA: REU, OACI: LERS).

- Valencia (Manises. IATA: VLC, OACI: LEVC).

- Palma  de Mallorca (Son Sant Joan. IATA: PMI, OACI: LEPA).

- Jerez de la Frontera (IATA: XRY, OACI: LEJR).

- Almería (IATA: LEI, OACI: LEAM).

- Gran Canaria (Gando. IATA: LPA, OACI: GCLP).

- Tenerife Sur (Reina Sofía. IATA: TFS, OACI: GCTS).

AW139, Helimer 203 en la base de El Musel (Gijón). ©Jose López de Alba

Los AW139 fueron encargados por el Ministerio de Fomento con todos los equipos y sistemas SAR, al fabricante italiano, en febrero de  2006 tras ganar la compañía transalpina el concurso público de adquisición. 

Como hemos comentado, del inicial modelo S-61N, del fabricante norteamericano Sikorsky, actualmente sólo queda uno operativo (EC-FVO “Helimer  210”), que previsiblemente a través del nuevo contrato de adjudicación será retirado en un futuro no muy lejano...

Más información: Hlcopters #5

Airbus incorpora precisión adicional a la altimetría del satélite Sentinel-3

El radiómetro de microondas de Airbus ofrecerá una mayor precisión al corregir las imprecisiones que crea el vapor de agua de la atmósfera

Madrid, 19/04/2018 - Un nuevo radiómetro de microondas (MWR) de alta precisión construido por Airbus está preparado para comenzar su operación tras el lanzamiento del satélite Sentinel-3B, construido por Thales Alenia Space como contratista principal de este programa. Se trata de uno de los instrumentos esenciales de la nave espacial Sentinel-3 midiendo la humedad atmosférica como información auxiliar para la corrección troposférica de la señal del altímetro. Además, los datos del MWR sirven para medir la emisividad de la superficie terrestre y la humedad del suelo, hacer investigaciones sobre el balance energético de la Tierra para apoyar estudios atmosféricos y para la caracterización del hielo.

Estas medidas corregidas, junto con un modelo digital de elevación, contribuyen al funcionamiento del altímetro radar en modo SAR (Synthetic Aperture Radar), que es mucho más preciso y proporciona una resolución espacial significativamente mayor.

Los datos recopilados permitirán a los científicos vigilar los cambios en el nivel del mar y en la temperatura de su superficie y hacer un seguimiento de la calidad del agua, de la contaminación marina y de la productividad biológica. También ofrecerá un servicio de supervisión de la superficie terrestre con detección de incendios, cartografía de la cubierta vegetal y supervisión del estado de la vegetación. Todo ello proporcionará datos adicionales a la misión óptica multiespectral de Sentinel-2.

Airbus también es responsable de la arquitectura térmica de los satélites Sentinel-3, que garantizará el funcionamiento correcto ante los cambios extremos de temperatura a los que estará sometido el satélite en órbita, así como del sistema de refrigeración criogénica del radiómetro SLSTR que detecta la temperatura de las superficies marítima y terrestre.

Sentinel-3 es la misión operativa de amplio barrido y media resolución para el océano y la superficie terrestre del programa Copernicus. Se ha diseñado con el fin de ofrecer continuidad a los datos ópticos y de altimetría de la misión Envisat construida por Airbus y a los datos de vegetación de las misiones ERS y SPOT. De esta manera se garantiza la obtención y el suministro operativo a largo plazo de mediciones de alta calidad para servicios de vigilancia de océanos, de la superficie terrestre y de la atmósfera.

Sentinel-3B tiene el tamaño y el peso de un coche pequeño y se ha diseñado para permanecer operativo en el espacio durante siete años, igual que su satélite gemelo Sentinel-3A, que se lanzó hace dos años. El MWR de éste último está funcionando actualmente en condiciones nominales y estables tras superar con éxito su fase de verificación en órbita.

Coast Guard HH-60 jayhawks helo crews airlift new aid to navigation light to Anaheim Bay

SEAL BEACH, CA, UNITED STATES

A Coast Guard HH-60 helicopter crew from Coast Guard Air Station San Diego transported parts of a new navigational aid to the Anaheim Bay East Jetty Light 6, at Naval Weapons Station Seal Beach, Calif., April 18, 2018. The HH-60 helicopter crew transported 3 different parts where members of Coast Guard Aids to Navigation Team Los Angeles-Long Beach, assembled the new navigational aid. U.S. Coast Guard photo released by Petty Officer 3rd Class DaVonte' Marrow.

Strengthening Partnerships: Sikorsky's CH-53K Heavy Lift Helicopter Makes Historic First Flight in Germany

HOLZDORF, Germany, April 12, 2018 /PRNewswire/ -- Sikorsky, a Lockheed Martin (NYSE: LMT) company, and the U.S. Marine Corps' CH-53K heavy lift helicopterreached another historic first. The CH-53K, which recently arrived in Germany, flew its first flight on foreign soil at Holzdorf Air Base, Germany. The aircraft executed a flawless flight around the air base, as the Sikorsky team continues preparation for the King Stallion's public international debut at the ILA Berlin Air Show, April 25 - 29.

For more information, visit www.lockheedmartin.com/ch53k.

Airbus further strengthens its Earth observation imagery portfolio with the addition of TripleSat satellite data

Toulouse, 10 April 2018 – Airbus has entered into an agreement with Twenty First Century Aerospace Technology Co. Ltd (21AT), the Chinese commercial satellite operator, for the distribution of the images acquired by their TripleSat constellation.

The TripleSat constellation consists of three identical very high-resolution Earth observation satellites set 120° apart, travelling around the same orbit. They offer daily monitoring of any place on Earth revealing details as small as 80 centimetres. The satellites were specifically designed to map large area coverage and will therefore reinforce the Pléiades and SPOT satellite capacities, improving access to information in critical situations.

On the optical side, Airbus’ constellation already comprises the very high-resolution Pléiades 1A and 1B, the high-resolution SPOT 6 and SPOT 7 satellites as well as the DMC constellation. On the radar side, weather-independent satellites such as TerraSAR-X and TanDEM-X were recently joined by the PAZ radar satellite. The constellation is also reinforced by satellite partners such as KazEOSat. These partnerships complement the offering and service for demanding applications.

Airbus Helicopters in Latin America and the Caribbean

Airbus’ helicopter division has a four-decade presence in Latin America. With a fleet of more than 1,400 rotorcraft in service across the region, Airbus helicopters make up nearly a third of the operating fleet in this area of the world. The Airbus customer centre network, with bases in Mexico, Brazil and Chile, ensures continuous support to its helicopter types flying in Latin America and the Caribbean and employs approximately 1,150 people.

From the H125 single-engine rotorcraft to the multi-purpose heavyweight H225M, Airbus’ helicopters are in service with most of the continent’s military services. The highly successful Super Puma/Cougar family H225 and H215 rotorcraft, for example, are operated in Brazil, Chile, Mexico, Ecuador, Argentina and Bolivia. Airbus has also supplied 10 AS565 Panthers MBe to the Mexican Navy, which became the world launch operator of this new version.

The H225 of the Argentine Coast Guard is used for search and rescue missions in the Argentinian sea

In the civil sector, several rotorcraft models are used in public service and commercial activities such as medical emergency transport, airborne law enforcement, transport missions for the energy industry, and private and corporate aviation.

Operated throughout Latin America is the single-engine H125 light utility helicopter: famed for its performance in ‘high and hot’ conditions, this rotorcraft is commonly used for airborne law enforcement and diverse aerial work missions, as well as for private business aviation. The light twin-engine H145 performs police missions including support to populations affected by natural disasters and gives support to the energy/mining industry. The new super-medium H175 has been successfully deployed in the Gulf of Mexico serving the oil and gas industry.

Airbus has launched several industrial cooperation programs that have greatly contributed to the development of the region’s aviation industry. Brazil – home to a state-of-the-art engineering and design centre and final assembly lines for H125 and H225 rotorcraft – and Mexico – with a new 13,000-square metre industrial facility producing aeronautical metallic components – are good examples of the company’s active role in industrial cooperation and transfer of technology in the region.

In addition to the in-house support and services offer provided by its subsidiaries, Airbus has created an accredited network of helicopter maintenance centres in several Latin American countries, including Argentina, Guatemala, Panama and Peru. Airbus also offers initial training for technicians and pilots.

The H125 of the Investigations Police of Chile

L3 WESCAM Launches Smarter, More Accurate Imaging and Processing Technologies

L3 WESCAM has created smarter, more technologically advanced electro-optical and infrared (EO/IR) systems by incorporating high-performing imaging and processing technologies into its MX^™Series product line. These new technologies will enable MX operators to conduct missions with enhanced image processing and greater visual capabilities than ever before.

“Today’s environments are more complex, and missions need to be executed with more assurance,” said Paul Jennison, Senior Vice President of Strategy and Business Development for L3 WESCAM. “L3’s newly incorporated smart technologies provide a portfolio of capabilities that will help operators succeed though a combination of ease-of-use and robust performance.”

Newly launched imaging technologies include the addition of higher-sensitivity cameras that offer advanced imaging capabilities across a much wider range of illumination conditions, thereby advancing operator capabilities in low-visibility and no-visibility environments.

Advancements to L3’s MX image processing technologies include WESCAM’s embedded Advanced Video Engine (WAVE) and a newly embedded Graphics Processing Unit (GPU). L3 WESCAM’s new Automated Video Tracker (AVT) and embedded Moving Target Indicator (MTI) technologies are supported by this new architecture and provide automatic target acquisition of multiple targets with significantly improved target lock performance in challenging mission scenarios.

L3’s significant investment in its image processing technologies has made the MX product line smarter, as the WAVE’s architecture supports future growth and allows for the rapid deployment of future image processing techniques.

L3 has more than 40 years of experience in the design and delivery of stabilized imaging and targeting solutions. Systems range in size from 8 to 25 inches in diameter, portray clear sighting capabilities across the visible and infrared spectrums, and operate with outstanding stabilization and leading range performance.

L3 WESCAM is a world leader in the design and manufacture of stabilized, multi-spectral imaging systems. To learn more about L3 WESCAM, please visit the company’s website at www.WESCAM.com.

P&W Team Deploys Major Logistics System Upgrade for F-35 Operational Fleet

A joint team consisting of Pratt & Whitney, Lockheed Martin, Rolls-Royce and the F-35 Joint Program Office (JPO) subject matter experts successfully completed the rollout of a major upgrade to the F-35’s fleet management system. All F-35 operational bases around the globe were upgraded with the latest version of the Autonomic Logistics Information System (ALIS version 2.0.2.4), which now integrates Pratt & Whitney’s F135 propulsion system for the first time. Migrating the F135 propulsion system into ALIS marks an important next step in the evolution of the F-35 in terms of comprehensive weapon system sustainment.

This new release of ALIS automates the tracking of life-limited propulsion parts, manages squadron maintenance requirements with enhanced supply chain features and enables enhanced fault isolation, diagnostics & health trending to streamline resource management during home or deployed operations.

“Integrating propulsion into ALIS at every F-35 operational base represents a significant milestone for the F-35 program,” said Larry Breen, Associate Director, F135 ALIS Program Manager at Pratt & Whitney. “As a result of this upgrade, the men and women that support the F-35 can now manage a wide spectrum of logistics for the aircraft - including propulsion - from a single logistics system, eliminating much of the manual planning that was previously required with multiple maintenance systems. Ultimately, the integration of propulsion into ALIS will provide automated maintenance process capabilities, reducing sustainment costs and increasing aircraft availability. It is also a key enabler for condition-based maintenance, instead of cost-intensive fixed duration schedules, for this multi-role weapons system.”

ALIS serves as the information technology backbone of the F-35, capturing and analyzing condition-based data from the entire aircraft targeting preventative maintenance, prognostic health monitoring, supply chain management, flight scheduling and mission planning. For example, ALIS communicates health reporting codes, which when triggered, identify a component requiring the attention of the maintainers on the ground. ALIS also enables the pre-positioning of parts and qualified technicians, so downtime is minimized and the efficiency of flight line operations is increased.

Beginning in March 2017, cross functional contingents of more than 100 Pratt & Whitney employees partnered with subject matter experts from Lockheed Martin and the JPO to migrate propulsion at every operational base worldwide. Base migrations averaged 15 days from start to finish, and were led by Roger Neama, Larry Breen and Steve Switalski. Migration inventory teams touched nearly 200,000 propulsion assets around the world during wall-to-wall material audits. Data migration teams transitioned inventory records and component usage history into the new system, while post ‘Go-Live’ teams supported each squadron as they took their first steps processing off board engine usage data in ALIS as the official system of record.

“Successful integration of the F135 propulsion system in ALIS is a testament to the caliber and dedication of the dependable men and women at Pratt & Whitney,” said Roger Neama, Associate Director, F135 Program Manager at Pratt & Whitney. “I am extremely proud of the entire F135 propulsion migration team, which includes a wide cross section of our Military Engines employees, contractors and Rolls-Royce counterparts. They worked around the clock and made many personal sacrifices to balance each squadron’s operational needs with the delivery of new ALIS propulsion capabilities.”

Steven Switalski, F135 ALIS Technical Integration Manager at Pratt & Whitney, added: “The ability of the propulsion migration team to adapt and overcome complex technical challenges, crossing organizational and company boundaries, was truly impressive. Their willingness and ability to quickly resolve the unexpected demonstrated how important the success of this effort was to each and every one of them. The team that traveled domestically and internationally depended on support teams back home, often during late nights, weekends and across time zones for help.”

To date, propulsion migration in ALIS version 2.0.2.4 was rolled out at the following F-35 operational bases:

• Nellis Air Force Base (Nevada)
• Naval Air Station Lemoore (California)
• Eglin Air Force Base (Florida)
• Hill Air Force Base and Ogden Aircraft Depot (Utah)
• Edwards Air Force Base (California)
• Marine Corps Air Station Yuma (Arizona)
• Marine Corps Air Station Iwakuni (Japan)
• Nevatim Air Base (Israel)
• Marine Corps Air Station Cherry Point (North Carolina)
• Marine Corps Air Station Beaufort (South Carolina)
• Luke Air Force Base (Arizona)
• Amendola Air Base (Italy)

Future F-35 base activations will include ALIS version 2.0.2.4 or newer with propulsion already integrated. ALIS version 3.0 brings additional functionality to the front lines and is expected to be fielded later this year.

Northrop Grumman to Provide Air Traffic Control Software for NAV CANADA Infrastructure Update

MARKET DEEPING, U.K. – April 9, 2018 – Northrop Grumman Corporation’s (NYSE: NOC) U.K.-based air traffic management (ATM) subsidiary, Park Air Systems, has been awarded a contract to provide the latest version of its remote control and monitoring system, MARC Server, to NAV CANADA, the Canadian civil air navigation services provider. This software will be used to monitor their nationwide air traffic control radio system from multiple sites around the country.

Northrop Grumman's U.K.-based air traffic management subsidiary, Park Air Systems, has been awarded a contract to provide the latest version of its remote control and monitoring system, MARC Server, to NAV CANADA, the Canadian civil air navigation services provider.

Additionally, Northrop Grumman is developing a bespoke interface module for NAV CANADA to monitor their unique Radio Telecom Interface Multiplexer (RTIM) network management equipment.

“Park Air has been a preferred supplier of radio equipment to NAV CANADA for a decade,” said William Estrada, director, CNS Engineering, NAV CANADA. “We are very pleased to be expanding this to include their new remote control and monitoring system. This is a new chapter in our relationship, building on years of trusted supply.”

“We have a strong relationship with NAV CANADA going back many years,” said Danny Milligan, managing director, Park Air Systems, Northrop Grumman. “Our radios are in use across their network, and we are delighted to now be adding to that core capability with MARC Server.”

NAV CANADA will roll out the installation of MARC Server software to manage their existing Park Air equipment, as well as their bespoke interfaces through 2018 and 2019. The NAV CANADA radio network consists of more than 5,000 radios deployed at more than 300 remote locations. The modular nature of MARC Server software allows Park Air to develop interfaces for one-off pieces of equipment such as NAV CANADA’s RTIM in a manner that enables the customer to retain ownership of any proprietary interfaces.

Training for NAV CANADA communications engineering staff on the MARC Server software will be provided in the Park Air Academy near Peterborough in the U.K. Park Air provides a range of training courses, from basic ATM communications to highly specialised modules for advanced learners.

Northrop Grumman Park Air Systems supplies communication systems for airspace operations worldwide. In its 50 year history, it has installed 60,000 radios in 180 countries around the world.

Sikorsky Delivers Alaska's First S-92® Search and Rescue Helicopter

COATESVILLE, Pa., Sept. 29, 2016 /PRNewswire/ -- Sikorsky, a Lockheed Martin Company (NYSE:LMT) today announced that North Slope Borough (NSB), Alaska,  received its first S-92® helicopter dedicated to search and rescue. Acceptance of the aircraft occurred in a ceremony at Sikorsky's commercial helicopter center here.

The helicopter will perform the critical mission of search and rescue operations (SAR) for all NSB residents. The aircraft was selected to provide a safe, efficient and reliable airborne response to aero medical evacuation (medevac), SAR and other emergencies. NSB is located above the Arctic Circle and experiences some of the harshest cold weather conditions in the world, with temperatures as low as -55 degrees C with the wind chill. According to the U.S. Census Bureau, NSB has a total area of 94,796 square miles of which 88,695 are land and 6,101 are water, thus the need for a long-range, all-weather capable aircraft.

"We are pleased that North Slope Borough residents have selected the S-92 helicopter to meet their critical missions in some of the harshest environments in the world," said Sikorsky Vice President, Commercial Systems & Services Dana Fiatarone. "With more than 91,000 search and rescue missions completed to date globally, the S-92 helicopter is a proven multi-mission platform that can perform in long-range, all weather operations." 

In its milestone year, the fleet of over 275 aircraft has surpassed more than one million flight hours since 2004. NSB's selection of the S-92 helicopter adds to Sikorsky's product line operating "on top of the world," as NSB describes the region.

In addition to SAR, 11 nations currently fly the dual-engine, S-92 helicopter for their head of state missions. In May 2014, The U.S. Navy selected Sikorsky for the U.S. Presidential Helicopter Replacement Program, using the S-92 platform. S-92 helicopters also perform oil and gas transportation missions, and a variety of transportation missions for utility and airline passengers.

For additional information, visit our website: http://www.lockheedmartin.com/S92

80th anniversary Safran

During 2018 Safran Helicopter Engines celebrates its 80th anniversary. Founded in 1938 by Polish engineer Joseph Szydlowski, the original Turbomeca company opened for business in Boulogne-Billancourt, near Paris, and in October that year its first aeronautical component, the S39 centrifugal compressor for a Hispano-Suiza engine, took off aboard a Dewotine D520.

Safran

From the very beginning, the company's fortunes were closely aligned to that of the helicopter. Its Artouste II powered the maiden flight of the SNCASE SE.3130 Alouette II; the first serially-produced turbine-engine helicopter in the world. 60 years later, both airframe and engine are still flying, and part of the proud heritage of the worldwide helicopter community.

Safran

Safran

Safran

The company has always stayed at the forefront of rotorcraft innovation and names such as Turmo, Artouste, Astazou, Makila and Arriel are renowned throughout the industry.

With more than 100 million flight hours, the global Safran fleet adds to this 80-year legacy every day. Based in Bordes, Tarnos and Mantes-Buchelay in France, and in 14 sites worldwide, its engines have been selected to power almost all recent helicopter models, including the Airbus Helicopter H160 and Racer, Bell 505, Leonardo AW189K, Indian LUH, Chinese AC352 and South-Korean LAH. 

All Safran Helicopter Engines team-members are very proud of its history and will celebrate the anniversary next September with its customers and friends.

CH-53K King Stallion Passes Initial Operational Testing

WEST PALM BEACH, Fla., Oct. 21, 2016 /PRNewswire/ -- Lockheed Martin (NYSE: LMT) today announced the CH-53K King Stallion successfully completed initial operational testing by the U.S. Marine Corps to verify the key capabilities of the heavy lift helicopter. The week-long operational assessment by Marine Corps pilots, aircrew and maintainers marked an important step in support of a Low Rate Initial Production (LRIP) Milestone C decision early next year.

"This successful operational assessment by the Marine Corps is a clear sign of the maturity and the robust capability of the King Stallion," said Dr. Michael Torok, Sikorsky Vice President CH-53K Programs. "This was a key requirement in support of the upcoming Milestone C decision, and its success is another important step in our transition from development into production."

The U.S. Marine Corps' initial operational testing included external lift scenarios of 27,000 lbs. (12,200 kgs) in hover and a 12,000 lb. (5,422 kg) 110 nautical mile radius mission. Ground events included embarkation / debarkation of combat equipped troops, internal and external cargo rigging, tactical bulk fuel delivery system (TBFDS) operation and medevac litter configuration.  

Overall, post evaluation interviews of aircrew, ground crew and flight surgeons revealed a high regard for the operational capability demonstrated by the King Stallion. This customer assessment is a pre-requisite to Milestone C and is intended to minimize risk to successfully pass the U.S. Marine Corps operational evaluation (OPEVAL) phase for a future full rate production decision.

"OT-B1( Operational Test)  is a critical milestone for the program because this is the first time an operational test has been done utilizing an 'All Marine' crew,"  said Col. Hank Vanderborght, U.S. Marine Corps program manager for Naval Air Systems Command's Heavy Lift Helicopters Program. "All test objectives were met, and the aircraft performed very well.  This further increases our confidence in the design, and is another key step to successfully fielding the CH-53K." 

The operational testing was based out of the Sikorsky Development Flight Center (DFC) in West Palm Beach, Florida, where CH-53K development flight test is continuing to make excellent progress now with all four Engineering Development Model (EDM) aircraft in flight status.

The King Stallion will carry three times the external payload of the predecessor CH-53E equating to a 27,000 pound external load over 110 nautical miles under "high hot" ambient conditions. The CH-53K helicopter provides unmatched heavy lift capability with reduced logistics footprint and reduced support costs over its entire life cycle. CH-53K pilots can execute heavy lift missions more effectively and safely in day/night and all weather with the King Stallion's modern glass cockpit. Fly-by-wire flight controls facilitate reduced pilot workload for all heavy lift missions including external loads, maritime operations, and operation in degraded visual environments. With more than triple the payload capability of the predecessor CH-53E, the King Stallion's increased capability can take the form of a variety of relevant payloads ranging from an internally loaded High Mobility Multipurpose Wheeled Vehicle (HMMWV) to up to three independent external loads at once which provides outstanding mission flexibility and system efficiency. A locking, U.S. Air Force pallet compatible cargo rail system reduces both effort and time to load and unload palletized cargo.

The U.S. Department of Defense's Program of Record remains at 200 CH-53K aircraft. The first four of the 200 "Program of Record" aircraft are scheduled for delivery next year to the U.S. Marine Corps, with another two aircraft to follow. Two additional aircraft are under long lead procurement for parts and materials, with deliveries scheduled to start in 2020. The Marine Corps intends to stand up eight active duty squadrons, one training squadron, and one reserve squadron to support operational requirements.

This press release contains forward looking statements concerning opportunities for development, production and sale of helicopters. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to changes in government procurement priorities and practices, budget plans, availability of funding and in the type and number of aircraft required; challenges in the design, development, production and support of advanced technologies; as well as other risks and uncertainties including but not limited to those detailed from time to time in Lockheed Martin Corporation's Securities and Exchange Commission filings.

Northrop Grumman Virtual Training Prepares Army Rangers for Deployment

LANGLEY AIR FORCE BASE, Va. – April 4, 2018 – Northrop Grumman Corporation (NYSE:NOC) recently provided simulated training at its Distributed Training Center (DTC) to Army Rangers from the 2nd Ranger Battalion at Langley Air Force Base, Virginia. The virtual training, given to Rangers with Joint Terminal Air Controller (JTAC) certification, simulated actual battle scenarios for deployment locations.

Prior to deployment, U.S. Army Rangers interacted with real A-10C pilots in simulation scenarios created by Northrop Grumman’s Distributed Training Center at Langley Air Force Base, Virginia. 

The DTC, along with Joint Base Lewis McCord’s 5th Air Support Operations Squadron, created specific scenarios requested by the Army Rangers.

“The Rangers were pleased with the quality and value of the training,” said Martin Amen, director, secure network operations, Northrop Grumman. “Specifically, the Rangers like the ability to interact with real A-10C, B-1B, F-16CM and B-52H pilots, which makes the training as real as it gets.”

The Ranger training utilized Combat Air Force and Close Air Support (CAS) assets on the Distributed Mission Operations Network (DMON) via the DTC, which ensures that the training is comprehensive, immersive and extremely robust. Northrop Grumman’s DMON DTC designed, developed and executed the CAS deployment training for JTAC-certified Rangers.

JTAC is a career field in the U.S. Air Force and receiving certification has become increasingly difficult due to a heavy demand. Other services can be certified as JTAC. Part of the initial certification and maintenance of that certification is DMO simulator training, soon to be part of the Ready Aircrew Program. “The Rangers respect the dedication to training support across all of the services,” Amen added.

Leonardo named ‘Best Performing Supplier’ by Airbus

- Leonardo’s  aerostructures  division  recognized  for  its sustained  level  of  excellence including  100%  On Time Delivery  (OTD)  and  substantial  improvements  in quality

- A  more  than  30  years  old  partnership  between  Leonardo  and  Airbus,  the  Nola  site (Naples)  central  for  the  production  of  large  fuselage components

Toulouse,  4  April  2018  –  Today  in  a  ceremony  in  Toulouse,  France,  Leonardo’s  aerostructures division  was  named  ‘Best  Performing  Supplier’  by  Airbus,  recognizing  Leonardo  for  its  sustained level  of  excellence  including  100%  On  Time  Delivery  (OTD)  and  substantial  improvements  in quality.

The  award  is  part  of  Airbus’s  Supplier  Quality  Improvement  Plan  (SQIP)  initiative,  which  aims  to continuously  improve  product  quality.  Leonardo  has  committed  to  SQIP  since  2009  on  the  A321 and  A380  programmes,  for  which  Leonardo  manufactures  fuselage  components  at  its  Nola  facility near  Naples.

In  2014,  Leonardo  was  named  ‘Most  Improved  Supplier’,  ranking  first  in  performance  with  99% OTD for  the  A321 programme.

Leonardo  has  partnered  with  Airbus  for  over  30  years,  beginning  with  joint  work  on  the  A300  and A310  aircraft  in  1981.  In  1991  the  two  companies  agreed  for  Leonardo  to  design  and  produce  the A321’s  front  fuselage section  and in  2001  the  same was agreed  for  the  A380 programme.

In  2016,  Airbus  contracted  Leonardo  to  produce  the  front  fuselage,  section  14A,  of  the  A321’s  new Long-Range  (LR)  configuration.

Gardacostas de Galicia, el comienzo del servicio

Dos importantes siniestros marítimos ocurridos en aguas de Galicia, el hundimiento de los pesqueros “Nautilus” y “Nuevo Velasco” en los cuales desgraciadamente se perdieron las vidas de la totalidad de sus tripulaciones, provocaron una enorme demanda de soluciones ya no sólo desde el propio sector pesquero sino de la sociedad en general. A raíz de esto se quiso buscar una solución para el salvamento de vidas en las costas gallegas, ya que por aquel entonces únicamente había un helicóptero AS332 Super Puma del SAR (Ejército del Aire) en el aeropuerto de Alvedro-A Coruña, que además no volaba de noche.   

El Consejero en materia de pesca en aquel momento, Enrique López Veiga, encargó un estudio a Fernando Novoa sobre como paliar estas carencias.

Novoa propuso la idea de crear un servicio SAR propio de la CCAA de Galicia, que además también pudiera realizar labores de vigilancia pesquera ya que en aquel momento los recursos disponibles en esta materia eran muy limitados. 

Novoa conocía la existencia del uso de medios aéreos y tripulaciones civiles para búsqueda y rescate offshore en Inglaterra, que aunque esto se había producido a través de extinciones presupuestarias (ya que anteriormente el SAR británico era realizado por sus ejércitos de aire y tierra), prestaba un servicio intachable. "Los ingleses siempre han sido de los países más avanzados dentro del campo marítimo, la búsqueda y rescate civil en Europa comienza en el Reino Unido tras la guerra de las Malvinas". 

"En un principio las bases (repartidas por toda Gran Bretaña), eran operadas por la Royal Air Force y la Royal Navy, pero a raíz de recortes presupuestarios se cerraron algunas de ellas, provocando que quedaran zonas sin cubrir por helicópteros SAR, con lo que el Ministerio de Transporte Británico decidió buscar una solución para no dejar ningún territorio de costa desatendido, de manera que se determinó que una empresa civil se ocupara de realizar las labores de búsqueda y rescate en esas demarcaciones". 

"Esto no afectaba a los presupuestos de este ministerio, ya que anteriormente disponían de un convenio entre Transporte y Defensa por el cual si un rescate se realizaba en un buque o a un tripulante civil, el primero abonaba el coste de la operación al ejército". 

"En las misiones de larga distancia, primero se enviaba un avión Hawker Siddeley Nimrod, que se ocupaba de localizar los objetivos y después se quedaba orbitando en zona hasta que llegara el helicóptero, para garantizar así las comunicaciones. Esto se hacía porque por aquel entonces no existía el GPS, con lo cual entre las grandes distancias a costa, los posibles temporales y la baja visibilidad, era mucho más efectivo y seguro enviar una aeronave de ala fija (con mayor radio de acción y autonomía) para localizar el punto exacto donde se encontraba el buque o los náufragos en apuros".   

"Tras encontrar el objetivo, desde el avión se procedía a comunicarlo a la base más próxima al lugar del rescate, enviando las coordenadas exactas a las que el helicóptero debía acudir a realizar la evacuación".  

Estos aviones despegaban desde Escocia, ya que la base de los Nimrod se encontraba al norte del Reino Unido.

De manera que Fernando Novoa centró su propuesta tras un extenso estudio sobre el funcionamiento del servicio SAR británico, adaptado a las necesidades de la CCAA de Galicia y ajustándose a los presupuestos disponibles, lógicamente mucho más limitados que los de cualquier estado. 

Así consiguió arrancar el primer servicio SAR offshore civil en España, con dos Bell 212 alquilados en un principio por el operador adjudicatario (Helicsa) a la noruega Helikopter Service, y un barco remolcador de tamaño medio.

El servicio de “Busca e Salvamento”, lo que es hoy el Gardacostas de Galicia, nació en el año 1990 de la mano del que fue su Director Técnico Fernando Novoa y el Consejero Enrique López Veiga.

El SBSLC (Servizo de Busca e Salvamento e Loita Contra la Contaminación) ya fue creado desde el primer momento como un servicio polivalente para SAR y vigilancia pesquera, que más adelante ampliaría sus competencias a la lucha contra la contaminación marina.

Inicialmente estuvo organizado en guardias localizadas H24, en las cuales las tripulaciones de los dos helicópteros no podían encontrarse a una distancia superior a 20 minutos de su base. Desde hace unos 13 años esto ha cambiado y las guardias son presenciales, las 24 horas los 365 días del año. 

Según los Estatutos de Autonomía, las CCAA tienen competencia sobre salvamento en las costas, pero la dirección de las operaciones sobre emergencias marítimas es Estatal, de manera que a propuesta de Fernando Novoa se establece que el servicio SAR gallego sea enfocado en su totalidad a plena disposición de ambas Administraciones, para que los helicópteros pudieran ser activados por cualquiera de ellas de forma que posibilitara el operar de manera puntual con cualquier otro departamento sin necesidad de mediar entre los responsables de ambas, ya que los trámites burocráticos lo ralentizarían.

Con lo cual el primer acuerdo que se realiza en España entre la DGMM y una CCAA fue con Galicia, con el único objetivo de que ante una emergencia en el mar cualquiera de los organismos pudiera movilizar los helicópteros y se atendiera así a las personas en peligro lo más rápidamente posible.

Debido al carácter polivalente del servicio, se han realizado aprensiones con Vigilancia Aduanera a través de agentes de la misma embarcados en los helicópteros de la Xunta. Traslado de personal de mantenimiento a faros de imposible acceso por tierra y con mal estado del mar (generalmente situados en islas e islotes). Colaboraciones con los GEO y GOE de la Policía Nacional. Traslado de órganos o personas pendientes de trasplantes a otras Comunidades Autónomas cuando el factor tiempo era vital, etc. 

Todo este tipo de operaciones se traducían en ejercicios que servían de entrenamiento para mejorar la preparación de las tripulaciones, y además acentuaban la motivación de un servicio novedoso que nació en un principio con credibilidad cero ante muchos sectores de la opinión pública, pero que ha demostrado a lo largo de sus casi 28 años una enorme operatividad y efectividad a través del éxito en sus misiones.

Por el servicio del Gardacostas de Galicia han pasado los siguientes helicópteros:

Dos Bell 212, que dieron un resultado excelente a pesar de que no contaban con grúa externa, era interna, lo que les restaba capacidad de rescate por peso y espacio, además de que eran mucho más incómodas de operar. Con estas dos aeronaves se llegaron a realizar grandes logros para el rescate con helicóptero en aquellos años; por ejemplo se completó una misión de evacuación a 175 nm (al máximo de su radio de acción), concretamente con el Pesca 1 de Vigo, que regresó a base aún con los 15 minutos de reserva de combustible que establece la ley.

A estos dos helicópteros se les fueron incorporando equipos, como sistema IR/TV, faro de búsqueda, GPS diferencial, etc. Estas mejoras fueron proporcionando al servicio mayor seguridad, operatividad, y lógicamente mejores y más modernos medios.

En el año 1996 se incorpora un Bell 412 a la base del Pesca 1 en el aeropuerto de Peinador (Vigo), el  cual  ya disponía  de mayor potencia, mejores sistemas de aviónica y grúa de rescate externa (el Pesca 2 de Viveiro seguiría con un Bell 212).

En 1999 se cambian ambos helicópteros por dos Aérospatiale AS365 N2 Dauphin 2, que aunque tampoco contaban con cuarto eje (o estacionario automático, sí contaban con AFCS de tres) sus sistemas de aviónica eran más modernos que los de los Bell, además tenían mayor radio de acción, capacidad de rescate superior y disponían de sistema de descarga de combustible en vuelo, de manera que proporcionaban la posibilidad de aligerar peso en operaciones de rescate con poco viento, cuando durante las operaciones de grúa, principalmente de varios náufragos o evacuados, el helicóptero no pudiera mantener estacionario.

Con la incorporación de los Dauphin se modifica el contrato a 350 horas anuales, ya que el alquiler de estas aeronaves era más caro, pero estaba considerado como uno de los mejores helicópteros de tamaño medio para misiones SAR offshore en aquel momento.

En el año 2005 llegan a Galicia, a bordo de un Antonov An124 provenientes  de Tennessee (USA), los actuales aparatos Sikorsky (Lockheed Martin) S-76C+ que fueron encargados por la Xunta de Galicia al fabricante norteamericano...