The contract covers a diverse range of specialised GSE items, from pushback tractors and freight loaders, to baggage trolleys and aircraft stairs. Menzies Aviation’s existing GSE fleet will be transitioned into the JHAS maintenance system over the coming three months.

Menzies Aviation is a global provider of passenger, ramp and cargo handling services operating in 27 countries, whose operations in the region include Auckland, Christchurch, Brisbane, Dunedin Melbourne, Perth, Sydney and Wellington.

“This new partnership with Menzies Aviation consolidates the scope of our service offering and further positions JHAS as the leading independent provider of maintenance, repair and overhaul services in Australasia,” said JHAS General Manager Andrew Henderson. “In addition to making JHAS one of the largest providers of GSE maintenance, today’s announcement follows a significant period of growth for the business – we now have over 400 employees and operations at all major airports across Australia and New Zealand.”

A feature of JHAS’ GSE maintenance service will be an innovative monitoring system that will provide a detailed breakdown of each unit’s operating cost. The system will also allow Menzies Aviation to optimise replacement, modernisation and rationalisation of its GSE assets.

Alistair Reid, Senior Vice President, Menzies Aviation, said: “The innovative commercial and fleet management approach provided by John Holland gives Menzies confidence that critical GSE will be fully available and operational to ensure service delivery to our customers.

“This new GSE contract enables Menzies Aviation and John Holland to develop a strategic working relationship over the long-term and we look forward to further developing this partnership.”

EADS and the defence ministers of its customer nations have reached what the aerospace giant describes as “a principle agreement” to amend the contract covering its troubled A400M military transport aircraft. The intention is to amend the original contract in the coming weeks, says EADS.

The statement has set out the four commitments now offered by customer nations, who have agreed that:

• the price of the contract will be increased by €2 billion;
• all liquidated damages related to current delays will be waived;
• an additional €1.5 billion will be provided in exchange for a participation in future export sales; and
• they will accelerate pre-delivery payments in the period of 2010 to 2014, a new schedule of which will be finalised in the amended contract;

Based on this agreement, an estimate at completion of updated revenues and costs including an assessment of risks, reviewed by the EADS Board of Directors, leads to an increase of the A400M loss provision of € 1.8 billion pre tax for the full year 2009. EADS expects EBIT  and net income will be negative in 2009. EADS results will be released at its full year 2009 disclosure on 9 March, 2010.

EADS will provide further details of the amended contract once the negotiations are finalised.

The A400M cash flow profile for the coming years is still to be negotiated in the contract amendment and all parties say they are willing to mitigate negative cash impacts as far as possible.

“EADS considers that this agreement provides a sound basis for a successful evolution of the A400M programme,” says the manufacturer’s statement.

EADS shares closed up 2 percent at euro15.96 ($21.72), their highest close since September.

EADS unit Airbus has complained that the program is draining money and valuable resources better used elsewhere. The program’s proponents say the program is a key test of Europe’s ability to assemble a badly needed military airlifter, and to tout its export potential.

The four-engine turboprop A400M is seen as inhabiting an important niche market between the Lockheed Martin C-130J Hercules and Boeing’s C-17 Globemaster III.

The program was launched seven years ago with an order for 180 aircraft at a project cost of € 20 billion. EADS is expect to publish its 2009 results tomorrow.

Germany leads the order book with 60 aircraft, which were scheduled to begin delivery this year. France was originally due to begin receiving 50 aircraft last year, as was Turkey with 10 aircraft. The UK’s 25 units were also to have started delivery this year, with 27 for Spain in 2011. Luxembourg was to receive one aircraft in 2017, and Belgium seven in 2018.

Qantas’ low-cost carrier Jetstar has changed its operating procedures following a mishandled missed approach during an attempted instrument landing system (ILS) approach at Melbourne on July 21, 2007.

A report released today by the Australian Transport Safety Bureau (ATSB) found that the go-around didn’t work as intended for two primary reasons. First, the engine thrust levers had been incorrectly positioned for the manoeuvre; and second, the flight crew had been unaware of the aircraft’s “flight mode status” during the first part of the missed approach because of the sequencing of the operator ’s flight procedures.

Following an uneventful flight from Christchurch with eight crew and 105 passengers, the Jetstar Airbus A320 was aligned for an instrument landing approach, but Melbourne airport was shrouded in fog, and several other inbound aircraft had already had to carry out missed approaches (also called “go-arounds.”)

Aligned with Runway 27 and approaching the “decision height” (the published minimum height unless the crew can see the runway), the pilot in command (PIC) moved the thrust levers forward to what he thought was the takeoff go-around (TOGA) position.

Movement of the thrust levers to that point re-sets the aircraft’s flight management computers to the vertical and horizontal flight modes necessary for a go-around and initial climb using the “speed-reference-system mode.”

However the flight data recorder shows the levers were moved only to a point just forward of the flexible-maximum continuous thrust (FLX/MCT) detent and did not reach the TOGA position. (A detent is a groove in the throttle quadrant that helps hold the levers in the selected position.)

When the “gear up” order was given, the PIC retarded the thrust levers back to the climb (CL) detent, as if conducting a missed approach with an early reduction of thrust – a manoeuvre known to Airbus flight crews as a “TOGA tap.”

However there was no confirmation from the aircraft ’s flight mode annunciator (FMA) that the thrust levers had reached the TOGA position before being retarded to the CL detent.

Normal procedures when changing the flight mode require pilots to check that the FMA is displaying the selected mode.

The copilot responded to the ‘go -around ’ command from the PIC and commenced the checklist actions required by the operator ’s standard operating procedures (SOP).

These included raising the flaps one stage, selecting gear up after a positive climb had been established, and monitoring the aircraft ’s rate of climb.

Vertical flight path and body angle clues available to a crew at this point include the ILS needles, vertical speed indicator, artificial horizon, airspeed indicator, altimeter, the aural warning (TOO LOW! GEAR!) from the enhanced ground proximity warning system (EGPWS), and automated aural readouts of actual height above ground triggered by the radio altimeter.

The EGPWS sensed that the aircraft was still descending with the gear selected up. The gear configuration warning, the master warning and aural alerts continued sounding despite the copilot’s attempts to cancel the gear warning.

The ATSB report says: “The reported distractions and increased workload possibly contributed to the copilot ’s momentary inability to recall the required announcement in the case of a continuing descent [“SINK RATE”], with the result that the go-around procedure did not progress at the point of the ‘positive climb ’ call. Following the initial movement of the thrust levers, neither of the flight crew identified the aircraft ’s actual flight mode. The announcement of the FMA status was an item that the aircraft manufacturer had included in the early part of its go-around SOP, in order to ensure crews’ awareness of the aircraft’s flight mode.

ATSB says: “As there were three simultaneous changes to the aircraft ’s flight mode during a go-around (thrust setting, vertical and lateral guidance modes), this announcement was pivotal in ensuring flight crew awareness of any changes in the aircraft ’s flight modes. The change to the go-around procedure that had been made by the aircraft operator, to move the order of that announcement from the third to the ninth item, meant that its crews’ flight mode awareness could be lost, as the majority of the procedure had to be performed, without error or delay, before the crew got to the item that confirmed the flight mode status of the aircraft.”

About 48 seconds after the PIC performed what had been intended as a TOGA tap, the thrust levers were again advanced, but this time far enough to reach the TOGA detent.

In the meantime the aircraft had continued descending towards the runway, accelerating to an airspeed of 164 knots and reaching a recorded radio altitude of 38 feet above the surface before recovery.

A second ILS approach was attempted and the aircraft behaved normally but the crew was again forced to make a missed approach, followed by a successful landing at Avalon.

The investigation found that Jetstar had changed its cockpit procedures and the FMA status checklist item had been moved from third to ninth position. ATSB noted that the operator had not conducted a formal risk analysis prior to the change: “In addition, the operator is reviewing its flight training requirements, has invoked a number of changes to its document control procedures, and has revised the incident reporting requirements of its safety management system.

“In addition to the safety action taken by the aircraft operator the aircraft manufacturer has, as a result of the occurrence, enhanced its published go-around procedures to emphasise the critical nature of the flight crew actions during a go-around.”

The ATSB adds: “This incident has prompted the operator to change its go-around procedures and to ensure that a formal risk assessment is done for any changes to aircraft operating procedures. The ATSB has also issued a safety advisory notice to all aircraft operators reminding them of the importance of conducting risk assessments before changes to operating procedures are implemented.”

The ATSB is also concerned that because of Jetstar’s reporting of the event, it almost went uninvestigated: “The ATSB assessed that the circumstances did not warrant the initiation of an investigation. On 11 September 2007, in response to media reports of a potentially serious incident at Melbourne Airport, the ATSB contacted the operator, who provided additional information on the 21 July incident. Based on that additional information, the ATSB re-assessed the circumstances to be of sufficient seriousness to warrant the initiation of an investigation.

“The ATSB investigation also found that Jetstar’s reporting of the occurrence had not met the requirements of the Transport Safety Investigation Act 2003.”

The ATSB report does not discuss whether any of the crew or passengers actually sighted the runway, although industry sources say the crew saw the runway markings, which is unsurprising at an altitude of 38 feet.

One of our readers throws some further light on the event:

“I was on the flight. I noticed the power spool up and then the runway sighted and thought it was quite close below us. A fleeting glance. Then the fog obscured it again. The rest was handled well. First thought was it was a bugger that the go-around was initiated and had to be continued when the runway appeared. I never felt threatened, but if it was as close as the data says then let’s get it out in the open. No cover-ups should be allowed. Why has this taken so long to come out?”

Good question.

The program calls for the first evaluation helicopter to be delivered in 2010, with a total of 30 aircraft to joipn the program by 2014.

The announcement marks the second major training program Enstrom has been awarded in the last year. In combination with the 16 helicopters slated for the Royal Thai Army, Enstrom’s 480B trainer backlog now stands at 46 aircraft.

“The JGSDF bidding and selection process is extremely rigorous,” commented Enstrom’s Managing Representative in Asia, David Blake, of Blake & DeJong Ltd. “To be chosen after such an exhausting review really shows that Enstrom and the 480B are serious contenders for military training aircraft. With two large training programs won, in competitions that included all the major manufacturers, it is becoming apparent that the 480B is becoming the military trainer of choice around the world.”

Enstrom’s representative in Japan, Aero Facility, led the effort with the JGSDF Training Program. “15 years ago when we brought the first 480 into Japan, I realized that this would be the perfect helicopter for the JGSDF,” said Mitsuo Hattori, Aero Facility’s Aviation Department Director. “Since then I’ve been working to raise awareness of the 480B and to help Enstrom take advantage of this opportunity. To finally see the successful result is a great honor. We have a lot of work ahead of us, but I know that we will be supplying the JGSDF with the best helicopter for their training mission.”

Enstrom’s first turbine helicopter, the TH-28, was originally developed as a training aircraft for the US Army. Later it was developed into the commercial variant 480, and subsequently the 480B. “It’s good to see things come full circle,” commented Jerry Mullins, Enstrom’s President and CEO. “To see the 480B established as a premier turbine training helicopter really validates what we started with in the TH-28. I feel the JGSDF is really going to appreciate the stability, safety, and economy of the 480B. This is a huge step forward for Enstrom. Combined with our Royal Thai Army program, we now have a steady baseline of production for the next several years. This will allow us to further develop the aircraft and take advantage of even more opportunities. We are extremely excited about the added potential these programs bring to Enstrom.”

Enstrom is represented in Asia by Blake & DeJong Ltd., and in Japan by Aero Facility.

The Swedish pilot was preparing a Corendon Airlines Boeing 737 for a flight to Ankara, Turkey, with 101 passengers aboard when arrest was prompted by a tipoff from Swedish authorities.

The low-budget airline had been thoughtfully warned of the arrest, and had a reserve pilot waiting to take over the flight.

The 41-year-old pilot admitted he had been flying for 13 years on a false licence and had logged at least 10,000 hours flying hours flying for airlines in Belgium, Great Britain and Italy.

Although the man actually had a pilot’s licence, it did not qualify him to fly passenger jets, so he had falsified it.

It’s not a new phenomenon. In the eighties a senior training and checking captain in Norway turned out to be a frustrated flight engineer, who had never held a pilot licence of any kind, but nobody had checked and he had been continually promoted.

Closer to home, a European migrant bought a Tiger Moth in the fifties and presented himself for a pilot licence test, having served in the Air Force of his home country. He was told he’d have to accumulate at least 40 hours flying training in Australia before he could do the test, and because fuel was expensive he started an unofficial flying school, teaching fellow-migrants to fly, to help pay the fuel bill.

When challenged by a Department of Civil Aviation official, he memorably stated (with hand on heart): “Brother, you do not need a little bit of paper in your pocket to say you can fly. It is in your heart!”

Flight LA 801, the first flight since Sunday February 28, will arrive tomorrow morning, Saturday 06 March at approximately 7.30am.

The carrier has invited friends and relatives of passengers and interested media to check the international arrivals link on the Sydney Airport website www.sydneyairport.com.au or www.lan.com on Friday night or Saturday morning for updated arrival information.

Subject to final confirmation, the return flight, LA 800, is scheduled to depart Sydney at 9.55am on Saturday, flying to Santiago, via Auckland.

LAN has not operated flights to Sydney since Sunday, 28 February, because of earthquake damage to the international terminal at Santiago Airport.

The airline has now erected a large marquee at the airport as a temporary check in facility for passengers, and is using buses to ferry passengers to and from aircraft.

With operations now increasing through Santiago Airport, LAN’s main priority is to move the backlog of its passengers awaiting departure from Santiago, or stranded in other airports awaiting inbound flights to Santiago.

The airline is confident of restoring the full schedule of six flights per week on the Sydney – Auckland – Santiago route by the end of next week.

The first flight to Auckland following the earthquake arrived yesterday NZ time at 6.10am, and departed for Santiago late yesterday afternoon.

Passengers ticketed to fly on LAN flights LA are invited to call the airline in Australia on 1800 558 129 or in New Zealand on 09 308 3352

“LAN management and staff would like to thank passengers and their families and friends for their patience and understanding during this very challenging week,” says the airline.

Dennis Muilenburg, president and CEO of Boeing Defense, Space & Security, said Boeing’s tanker will satisfy all mandatory Air Force requirements and offer an American-made tanker that will be capable, survivable, and combat-ready at the lowest cost to the taxpayer.

“Having supplied tankers to the Air Force for the past 60 years, Boeing has drawn on its unmatched aerial-refueling experience to thoroughly review and evaluate the KC-X solicitation issued by the Air Force,” Muilenburg said. “We respect and understand the KC-X requirements, and appreciate the importance of this program for the United States and its war fighters. We intend to bid for the honor to work with our Air Force customer to replace the existing fleet of KC-135 aircraft with a new-generation, multi-role tanker in a fair and transparent acquisition process.”

Although some commentators were expecting a Dreamliner-based offering, Boeing says it has closely studied the mission requirements to identify the optimal airframe size that would deliver the most capability for the lowest cost to own and operate. The result was the NewGen Tanker, a widebody, multi-mission aircraft based on the proven Boeing 767-200 long range commercial passenger aircraft, updated with the most advanced technologies and capable of fulfilling the Air Force’s needs for transport of fuel, cargo, passengers and patients.

The newer technologies which it will build into to the standard B767 airframe. A digital flight deck featuring all-electronic displays will be adopted directly from the B787 Dreamliner’s advanced panel to display all flight instrumentation and navigation, engine indication and crew-alerting information on screens 75 percent larger than those on its prime competitor, the Airbus proposal based on the commercial Airbus A330.

A new-generation “fly-by-wire” boom will offer an expanded refueling envelope and increased fuel offload rate. Boeing says this system will meet the Air Force requirement while also simplifying refueling operations to reduce aircrew workload and improve safety and reliability. Boeing asserts it is the only team in the KC-X competition that has invented, manufactured and delivered combat-tested aerial refueling booms.

The New Tanker will be controlled by the aircrew, which will have unrestricted access to the full flight envelope for threat avoidance at any time, rather than allowing computer software to limit combat maneuverability.

“The NewGen Tanker will meet all of the Air Force’s 372 requirements – including a production rate at whatever level the Air Force determines – with a low-risk approach to manufacturing that relies on existing Boeing facilities in Washington state and Kansas as well as U.S. suppliers throughout the nation, with decades of experience delivering dependable military tanker and derivative aircraft.

“The NewGen Tanker will draw on the experience and talents of an integrated U.S. Tanker Team, including the best of our Boeing defense and commercial businesses and our nationwide supplier network,” said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. “It’s a proven team and existing infrastructure that is ready to deliver these NewGen Tankers on Day One.”

Boeing claims its proposed tanker will be more cost-effective to own and operate than the larger, heavier Airbus A330, and will save American taxpayers more than $10 billion in fuel costs over its 40-year service life because it burns 24 percent less fuel.

Previous Boeing tankers include the KC-135 that will be replaced in the KC-X competition, and the (DC-10-based) KC-10 fleet. The company also has delivered four KC-767Js to the Japan Air Self-Defense Force and is on contract to deliver four KC-767s to the Italian Air Force. Three of the four Italian tankers are in flight test, and the fourth is now in production.

The Air Force released its final KC-X Request for Proposal on Feb. 24. Boeing will deliver its proposal by May 10, within the 75-day period set forth in the terms of the solicitation. The Air Force is expected to announce its decision later this year.

Boeing has confirmed it will close its Milperra aerospace engineering site at Bankstown in Sydney’s south-west. The company said today that it would consolidate its Australian aerospace component manufacturing on its Fishermans Bend plant in Melbourne, closing the Bankstown factory in 2012.

Components produced at Bankstown, including B777 rudders, elevators and cove lip doors, B747-8 wing leading edge, B737 ailerons, C-130 flaps, Bombardier CH300 tail cones, and Evolved Sea Sparrow Missile fins, will transition to Fishermans Bend over the next 30 months.

Most of the 350 staff affected will be offered jobs in Melbourne, but Boeing acknowledges that some redundancies are expected as a result of the decision. However it says about 300 new jobs will be created at Fishermans Bend, adding that:

“The consolidation has been driven by the exit of loss-making third-party work and under-utilisation of both the Fishermans Bend and Bankstown sites.”

Mark Ross, Managing Director of Boeing Aerostructures Australia, said: “Each facility is at about half capacity and it makes no business sense to carry duplicate overheads.

“We very much regret the impact on our staff, but the reality is that we need to improve our capability by consolidating our footprint. In such a global and competitive business, we need a sharper focus to succeed,” he said.

“Those people unable to move to Victoria will be offered redundancy packages which include job placement and counseling services.”

Boeing adds that Melbourne makes greater sense because of more than $200 million it has invested there to gear up for 787 Dreamliner component production, and because the site is owned by Boeing.

“Our Fishermans Bend plant will also become a designated centre of excellence for composites and is already the focus of considerable research and development effort by Boeing Research & Technology-Australia,” Mr Ross said.

Boeing says its Australian footprint is its largest outside the USA, with some 3300 employees working on 28 sites, mainly in Queensland, New South Wales and Victoria. The business units represented in Australia include Boeing Defence, Boeing Aerostructures, Jeppesen, Boeing Training & Flight Services, Aviall, Boeing Research & Technology, Insitu Pacific and Boeing Australia Component Repairs. The company’s Australian corporate headquarters is in Sydney.

Tim Ayers of the Australian Manufacturing Workers Union, which represents workers at the site, says: “The decision is a terrible blow to the workers at Boeing and their families. The loss of Boeing to NSW is not just the closure of one site. It is a massive loss to NSW’s aerospace industry.

“While we are yet to see any real detail, we have been told that the company will move the entire Milperra site to Fishermans bend in Victoria.

“We know that the Victorian state government invested $25 million, matching an equal investment from the federal government to attract Boeing to Victoria.

“NSW simply cannot afford the loss of these skilled jobs at Boeing together with the thousands of downstream jobs that will be affected.”

In December 1996, Boeing acquired North American Rockwell’s aerospace and defence business and most of its Australian operations, including ASTA Components at Fishermans Bend, thus forming its wholly owned subsidiary, Boeing Australia Limited. Boeing then acquired Hawker de Havilland’s Fishermans Bend operation (located alongside ASTA at Fishermans Bend,) as well as its Milperra business.

By 2003, Hawker de Havilland ownership had transferred to Boeing Australia Holdings (the holding company for Boeing’s Australian interests: Boeing Australia Limited, Preston Aviation Solutions, Jeppesen Australia, and Alteon Training Australia).

With the Sunshine Coast’s high aviator population, the region’s aviation fraternity is determined not to lose their airport without a fight.

They’ll be showing their strength at an upcoming public meeting, and we’re urging that as many aviation people as possible take part.

For that purpose here’s the full text of a letter that’s been circulated to interested parties.

Save Caloundra Airport

Update for February 2010

Hi Troops,

Welcome to supporters who have found and joined us this month.

Comment:

A few months ago I mentioned:

My belief with the entire plan, [The South East Queensland Regional Plan and associated Growth Management Strategy papers]  is that Capt Bligh is trying to solve some of her Brisbane traffic [and overcrowding] problems, by creating a cheap dormitory on the Sunshine Coast for a few hundred thousand Brisbane residents: shift ‘em up here out of the way.

With what else is happening to the Sunshine Coast under the dictatorship of Anna Bligh – delaying our well overdue and much-needed hospital for another 2 + years, taking over our water with one-way pipe lines out of our area, softening us up to the unpalatable prospect of drinking our own sewerage, trying to force us to use public transport so that they can look the other way with the parking problems and roads, and forcing more unnatural growth here, when we already have healthy steady natural growth, it is just disgraceful.

Add to that the recent discovery that some of our state’s major assets are up for sale, and you have almost an obligation to ensure she is not re-elected.

The Caloundra Airport is one of the pawns in this one-sided chess game.  We lessees, business owners,  employees, pilots, instructors and aviation enthusiasts are small change in this game where the stakes are high and the other side has nothing of it’s own money at stake – it’s all OUR money.  We on the other hand, have everything we’ve fought and studied for over the years to lose, including for some, our jobs.

There is a public forum to be held at the Kawana Lakeside Community Centre shortly.  The subject to be discussed is the Growth Strategies which have been adopted, and which any thinking person believes will gradually destroy the standard of living and lifestyle choices we have all fought for on the Sunshine Coast.  This of course is where the Caloundra Airport comes in: it’s a natural corridor to the Caloundra South developments proposed.

There are some excellent speakers scheduled on “our side”.  I strongly recommend you attend and give them some support.  You will have your chance to contribute (verbally) or ask questions if you wish to do so.

I’ve already told you that Stockland stated they had now lost interest in acquiring the airport.  However, another rocket has just been fired by Stockland.  They have just made application to council for a re-zone of an area of land right next to the airport.  The triangle of land roughly  north east of BellVista, has apparently been owned for some time by Stockland.    This is virtually all the land between the threshold of 12 down to the primary windsock and along 05/23, an area of unknown size which apparently can accommodate 900 dwellings on 500 lots.

This land abuts the airport land, and the 2 runways are only a matter of a few meters away by the look of it. (See aerial photo attached, courtesy of Force 8 photography). Note that I have not seen the application, but it was reported to the Airport and Community Forum meeting this week by a council officer.  You can possibly imagine the new pressures brought to bear on the SCRC to close the airport in a few years (assuming it is still there then) due to noise etc. if this is approved.  We all need to object to this application as soon as it is public knowledge.

According to the recently released Aviation White Paper, councils should not allow encroachments of this type to be approved next to or near airports for the very sane reason that residential development and airports are not good neighbours, and never have been.  However what notice our SCRC takes of this who knows.  I believe they have the legal power to reject the application if they so desire.  Tell a councillor you object to it.  See council contact lists on http://www.sunshinecoast.qld.gov.au/sitePage.cfm?code=councillor-details

One thing is encouraging.  There is growing pressure in the area generally, to resist the unwanted forced growth of our area by Anna Bligh.  Even Mayor Bob Abbott, who original supported the airport, but after the election denied it, has been firing back somewhat in the press about the unwanted forced growth in our area.

The free Public Forum organised by the well respected Sunshine Coast Environmental Council, to be held on

Sunday 14^th March at 2pm at

the Lake Kawana Community Centre Sportsman Parade, Bokarina,

is evidence of this happening at higher levels.

If you can possibly attend and wave our flag, or at least give the SCEC support,  please do so for the ongoing benefit of yourself and your families.

Regards,

Peter Ryan

Enstrom Helicopter Corporation will be delivering sixteen 480B advanced turbine training helicopters for the Royal Thai Army. The 480B was selected in a competitive bidding process that included aircraft from seven different major manufacturers. The deal follows a visit last October to Enstrom of a Thai Army officials led by Major General Pittaya Krachangwong, who inspected Enstrom’s manufacturing facilities and flew the different models of Enstrom helicopters.

“We couldn’t be more excited to be working with the Royal Thai Army,” said Jerry Mullins, Enstrom’s President and CEO. “The 480B turbine helicopter was originally designed for military instruction, and although it has had great success in the commercial market, it’s nice to see it being recognised as a great training ship as well. The Royal Thai Army’s visit has given them the confidence to go forward with Enstrom, now and in the future.”

Along with General Pittaya, 3 other experienced Royal Thai Army pilots flew the Enstrom 480B and piston powered F28F. “They said it was almost too easy to fly,” commented David Blake of Blake & DeJong Ltd., Enstrom’s Managing Representative in Asia. “None of them have ever flown the 480B before, but they were able to take the controls and immediately felt comfortable enough to fly a number of maneuvers.   This will be a great training helicopter for the Royal Thai Army.”

Beyond just training, the Army intends to use their new 480B’s for a number of missions.  “Avionics-wise, these new 480B’s are going to be some of more advanced aircraft in the Royal Thai Army’s inventory,” said Enstrom’s Director of Sales & Marketing, Tracy Biegler.  “When we explained to the Royal Thai Army firsthand some of the features and capabilities of the EFIS system and the tactical radios, it really opened their eyes.  These aircraft will have the ability to do a lot more than just training, such as search and rescue, surveillance, and disaster relief.  The Royal Thai Army is definitely going to utilise the flexibility built into the 480B design.”

Founded in 1959, Enstrom Helicopter Corporation manufactures a complete line of helicopters. The three-seat, piston-powered F28F and 280FX are popular training, sport, and light commercial aircraft. The larger turbine-powered 480B is available as a three-place advanced trainer and patrol aircraft, or as a three to five place executive transport.

Powered by a 420 SHP Rolls-Royce 250-C20W turbo shaft engine, the 480 was developed to challenge the light turbine helicopter market historically dominated by the Bell 206B Jet Ranger and MD500.  FAA certification to FAR 27 standards was gained in 1994.  Enstrom says: “FAR 27 is a more current and rigorous certification basis than that achieved by the competitors in this class. ”

The 480B series has now been certified in 16 countries and has already been operated in 18 countries. With over 90 aircraft now in the field, the 480B is proving to be a popular choice for a wide range of applications, including personal transport, flight instruction, law enforcement, power line patrol, executive transport (charter), electronic news gathering, pipeline patrol, aerial photography, sightseeing, and cargo/passenger delivery.

Enstrom is represented in Australia by Foxair – www.foxair.com.au