Australian Flying - July 2018

hen it

took to

the skies

in France

on 12

April 1968,

the second

prototype Sud Aviation SA314

Gazelle was the first helicopter

in the world to be fitted with

a unique anti-torque tail rotor

design which was dubbed the

Fenestrou by Sud Aviation.

By the time it was certified

on the Gazelle in 1972, the

original name Fenestrou,

("little window"), had become

the more familiar Fenestron,

and while the design has

since become synonymous

with French helicopters, the

original concept was patented

by a British company in 1943.

Following on from its success on

the Gazelle, the Fenestron was

then fitted to the prototype SA

365 Dauphin. In the late 1970s

an all-composite version was

released, and the unique design

was also successfully tested on

an AS350 Ecureuil (Squirrel)

at that time. In 1994, the third

generation Fenestron was fitted to

the H135 (EC135), and featured

a much reduced noise footprint by

employing uneven blade settings.

In 1999 the H130 (EC130), made

its maiden f light with a Fenestron

derived from this version, while

the H145 (EC145), followed suit

in 2010. Today, the H160 has the

latest and largest Fenestron to be

installed on an Airbus helicopter.

ATSB emphasises

HUET after Port

Hedland Incident

Following the loss of an EC135

off Port Hedland in March, the

Australian Transport Safety

Bureau (ATSB) has issued a

report stressing the importance

of regular Helicopter Underwater

Escape Training (HUET) to

enhance crew survivability.

The aircraft, a Eurocopter

EC135P-2+, VH-ZGA had

departed the Port Hedland

Heliport at about 2330 hours

Western Standard Time (WST)

on a Night VFR f light to collect

a marine pilot from a departing

ship. A pilot, recently employed

by the operator, was f lying the

helicopter, under the supervision

of a check and training pilot. At

about 2348, the helicopter was

operating in vicinity of the ship

when it descended and collided

with the water. The check and

training pilot escaped from the

helicopter and was rescued a

short time later. The location of

the other pilot was unknown and

a search commenced.

The helicopter wreckage was

subsequently located on the

seabed some days later and the

missing pilot was found inside.

According to the ATSB report,

research of accidents into water

has shown that occupants who

survive the initial impact will

likely have to make an in-water or

underwater escape, as helicopters

usually rapidly roll inverted post-

impact. The bureau’s research has

also shown that drowning is the

primary cause of death following a

helicopter accident into water.

Interviews with survivors from

helicopter accidents requiring

underwater escape frequently

mention they considered that

HUET had been very important

in their survival. Training

provided ref lex conditioning,

a behaviour pattern to follow,

reduced confusion, and reduced

panic. Of the crew involved in the

incident, the check and training

pilot had completed a HUET

course within the previous three

years, and although the pilot

under check had completed a

HUET course, that training was

conducted nine years ago. The

ATSB emphasised that it was

too soon to draw conclusions

regarding the factors involved

in the pilot under check not

surviving the accident as their

investigation was ongoing.

Australia pitches

in after PNG

Earthquake

Australia has dispatched both

RAAF and Army aircraft

to assist with disaster relief

duties following a catastrophic

magnitude 7 earthquake in

late April, about 50 miles from

Porgera, at the edge of Papua New

Guinea's mountainous Southern

Highlands region, Three Army

Boeing CH-47F Chinooks from

Airbus Helicopters celebrates

50 years of the Fenestron

ROTARY-WING NEWS

Rotors

Greg Thom presents news and views

from the Australian helicopter industry.

72

AUSTRALIAN FLYING July – August 2018

DEPARTMENT OF DEFENCE / CPL OLIVER CARTER