44
GA
/ Vol. 5 / No. 3 / MARCH 2013
Helicopters & other
With the conception of Russian
Helicopters in 2007, the country's
rotorcraft industry has since risen from
strength to strength. Once holding the
remnants of an ailing soviet aerospace
industry, the success of Kamov
and MiL helicopters in particular is
reflected by a 27.8 percent increase in
consolidated revenues for the group,
totalling some $3.4 billion for 2011.
This comes amid a growing number
of local and international deliveries,
with the Latin American market
revealing a distinct penchant for the
company's civil and military offerings.
While this demand is underscored by
the operational advantages afforded
by Russian Helicopters, it is clear that
sustaining competitiveness in the region
is dependent upon both a transparent
and effective spare parts aftermarket.
Currently, more than 8,000 rotorcraft
of Russian/Soviet origin are operated in
110 countries across the globe. Although
Russian Helicopters does not distinguish
sales figures on a region-by-region basis,
the company has announced emerging
demand trends from its Latin American
segment with increasing emphasis on its
civil offerings. At present, roughly 20
percent of the military rotorcraft in Latin
America are Russian-made, while the
country has only captured a meagre two
percent stake of the region's civil sector.
However, these conditions may
be poised to expand as Russian
Helicopters harnesses the growth
potential of its key markets in Brazil,
Argentina and Mexico. Last month
saw the completion of a $200 million
deal between Russian Helicopters
and the Brazilian firm, Atlas Taxi
Aereo, to supply up to 14 Kamov-62
helicopters for use in offshore oil drilling
projects in the emerging nation.
This follows recent highly
publicised deals to deliver ongoing
consignments of military rotorcraft to
the governments of Mexico and Peru,
in addition to the existing contracts the
company holds with neighbouring states.
`Even though the presence of
Russian Helicopters in the Latin
American market is just shy of three
years, the company's entrance is
about as subtle as a bull in a china
shop. Evidently, the 250-strong
number of Russian Helicopters
operating in Latin America is backed
by the compatibility of their designs
with prevailing market needs and
environments. For instance, the light
coaxial Ka-226T offers ample seating
capacity while being uniquely compact
on account of an absent tail rotor.
This affords optimal usability on
mountains, atop tall buildings and for
offshore operations environments
routinely engaged throughout this
segment. Moreover, recent years have
shown the value provided by Mi-8/17
helicopters to nations of Central and
South America on account of their
advanced versatility and reliability.
Further growth is driven by
higher than average levels of fleet
replacement in the region. Aging
rotorcraft fleets across Latin America
are incurring rising maintenance
expenditures, with expansion-hungry
companies looking towards the fuel
efficiency and extra capabilities
afforded by newer models. The
recently showcased Mi-171A2 is the
ensuing replacement to the Mi-8/17
family, which itself was specifically
tailored to the Latin American market.
Although these are early times,
the Mi-171A2's potential in the Latin
American market is undoubtedly
robust. Indeed, we have already seen
the success of this new model in the
Brazilian market. With its advancements
giving rise to a new dimension in
turbine rotorcraft capabilities, we
can envision its usefulness in areas
from passenger transportation and
search-and-rescue to construction
and the combat of drug-trafficking.'
For some time now, we have been
witnessing an increased demand for
MiL and Kamov spare parts from the
Latin American segment. Although
there were proposed plans to establish
a repair facility for Russian Helicopters
in Venezuela, the company still lacks
the critical provision of local MRO
and spare parts providers in the region.
While western manufacturers, including
Bell, AgustaWestland and Eurocopter
have enhanced an all-under-one-roof
capability, the aftermarket network for
Russian manufacturers outside the CIS
remains comparatively lacklustre.
To get around this issue, many
operators have sought the benefit
afforded by e-procurement systems to
promote closer inter-communication
between themselves and other
market players. This in turn allows
for the seamless procurement of
necessary components, while being
assured of their authenticity. ·
The growing
potential of
Russian Helicopters
in Latin America
by
Karla Grauzas
Experimental test pilots and flight test
engineers from Denel Aviation are now
taking their unique skills and experience
to clients in countries across Africa.
The company now has a mobile
telemetry support vehicle which is
capable of supporting flight tests at
remote locations, says Mike Kgobe,
the Chief Executive Officer of Denel
Aviation. In the past this highly-
specialised test flying could only be
conducted within South Africa.
Mr Kgobe says this service is
part of Denel Aviation's initiative to
grow its business in Africa. "We are
taking our highly-skilled pilots and
engineers as well as our state-of-the-
art technology to the client, cutting
the costs and efforts to fly the planes
out to South Africa for testing."
The company is also expanding
its maintenance and repair services
to the rapidly growing number
of military and civilian aircraft
criss-crossing the continent.
"We are playing an increasingly
important role to support defence
forces and the commercial aviation
industry in Africa through flight
testing and top quality maintenance
of their fleets," says Mr Kgobe.
Experimental flight testing is one
of the specialised services provided by
Denel Aviation. The test pilots and flight
test engineers have the responsibility
to ensure that every aircraft that leaves
the company's facilities following
maintenance or repair work is in top
shape and ready for full flying duties.
The Flight Test Centre at Denel
Aviation offers a highly specialised
and sought-after service to the aviation
market both locally and abroad.
Combining state-of-the-art facilities
and telemetry with world-class flight
test personnel has contributed to
the centre's growing reputation in
the global aerospace community.
This is highly specialised flying,"
explains Derick Matthee, the Manager
of the Flight Test Centre. Only the
best and most experienced pilots are
entrusted with these unique, and often
dangerous, responsibilities. Test Pilot
applicants need a minimum of 750
hours of pilot-in-command time and
be medically qualified to perform
flight duties, while the engineers
need a bachelor's degree in math,
science or engineering plus medically
qualified to perform flight duties.
The elite group of experimental
test pilots have all gained their
initial experience in the military
followed by the professional test
pilots course at test pilot schools in
the USA, and the United Kingdom.
Their skills and experience
mean that they are adept in flying
almost any type of aircraft from
fighter jets, to transport aircraft to
sophisticated modern helicopters.
Denel Aviation Flight Test
capabilities and resources allow
completing the full cycle of system
testing whether it is airborne or
ground based. The centre can also
provide expertise and support for each
individual task within the project.
Mobile and "Strap-on" data
acquisition and processing systems
can be tailored to the customer
needs and requirements both
locally and internationally.
"Our primary responsibility is
aviation safety," says Mr Matthee.
"Once the aircraft has passed our flight
testing the client can be absolutely
assured that it is 100% safe and
ready for regular flying duties."
The unique skills of its staff
and the sophistication of the
facilities and equipment make
Denel Aviation a much sought-after
venue for international clients.
Located at an elevation of 5 500
feet above sea level and with summer
temperatures reaching 35°C the Flight
Test Centre is uniquely suited for "hot
and high testing" of helicopters and
fixed-wing aircraft. It offers clients
a runway length of 4 400 metres at
the O R Tambo International and
test airspace is allocated only 10
nautical miles from Denel Aviation.
Sea level testing is conducted at
Denel's Overberg Test Range on the
southernmost tip of Africa. It was at
this venue where the test pilots recently
participated in the testing of the A-Darter
air-to-air-missile, jointly developed
by Denel Dynamics and Brazil.
The list of work successfully done
for international clients is growing
by the day. On the fixed wing side
DAv recently completed engine
development testing for the Hawk-
120 Lead-in Fighter Trainer acquired
by the SAAF, did air-to-air refuelling
testing between a Mirage III and
an IL78 Tanker and supported the
establishment of the Gripen Flight Test
Centre at Air Force Base Overberg.
The recent delivery of 12 Cheetah
fighter jets to the Ecuadorian Air Force
(FAE) was preceded by extensive
flight testing and the training of the
FAE pilots by Denel Aviation.
New partnerships and contracts
for maintenance, repair and overhaul
work to be performed by DAv require
flying proficiency on new makes
and models of aircraft. In addition
to the development work performed
on South Africa's own Rooivalk and
Oryx fleets the rotary wing has done
qualification testing on the Agusta
A109 LUH and maintenance test
flying on the Russian made Mil Mi-24
and Kamov-32 as well as helicopters
in the Puma and Alouette ranges.
"The unrivalled qualities and
experience of the company's test
personnel are matched by the
facilities and world-class equipment
offered by Denel Aviation," says Mr
Kgobe. Real-time data processing,
formatting and display are performed
by dedicated work stations through
an open network data system.
The flight test engineering
and piloting capabilities offered
by DAv include test planning
and coordination from the user
requirement stage up to the generation
of a final Flight Test Report. ·
Denel test pilots spreading their wings into Africa