When Helitech '95 opens, it will reflect an industry overcoming its problems and showing signs of resurgence
Kate Sarsfield/LONDON
WITH SO MANY MAJOR, regional and specialist air shows in the aerospace calendar, it is becoming increasingly hard for event organisers to attract large numbers of exhibitors. Many companies are experiencing air-show fatigue and that, coupled with reduced marketing budgets, is forcing them to choose more carefully which shows are likely to attract potential buyers and generate business.
Helitech '95 show organiser, Spearhead Exhibitions, believes that, in Europe, many helicopter manufacturers are switching allegiance from the pre-eminent Paris and Farnborough air shows in favour of the Redhill, UK-based exhibition, which this year runs from 19-22 September. According to managing director Susan Crouch, exhibitors are unreservedly endorsing Helitech '95. "We are recognised as being the only civil and tri-service helicopter show in the world. Many companies believe that Helitech is the only show where they can meet genuine buyers," she says.
She adds that many companies reported firm orders as a result of their presence at the previous show in 1993, and this has encouraged them not only to return this year, but to return to larger stands. "Helitech is 20% bigger this year," claims Crouch.
The 1993 show attracted nearly 350 companies from over 25 countries and drew in crowds of nearly 10,000. Helitech '95 opens with the promise of the same, if not more, exhibitors and visitors. The biennial show covers all aspects of the helicopter industry, including police and civil defence; emergency medical-services (EMS); offshore and gas operations; fire fighting; forestry; heavy-lift; and a range of defence technology and hardware.
Exhibitors range from large airframe manufacturers to the small niche companies. "Helitech offers something to everyone, it is the show-case exhibition for anyone involved in the helicopter industry," says John Friedberger, chief executive of the British Helicopter Advisory Board.
Concerns over helicopter safety will predominate during this year's show, following a spate of fatal accidents involving the Robinson R22 and R44 light piston-engine helicopters and the recent publication of a study, commissioned by the UK Civil Aviation Authority, on helicopter offshore safety and survival (Flight International, 8-14 March).
Several companies will display products specifically designed to enhance the safety of crew and passengers alike. GEC-Marconi Defence Systems of the UK will display its integrated health-and-usage monitoring system (IHUMS) and flight-data systems - in particular, the IHUMS II system, which has been selected by Sikorsky for its S-76C and S-92 helicopters.
UK-based LFD will display its range of infra red (IR) lighting devices including the Starfish high-power IR anti-collision light for use on jet aircraft. UK-based RFD and Multifabs Survival will display a range of safety and survival clothing. RFD will also show its US Federal Aviation Administration- and CAA-approved Heliraft - a reversible, canopied, life raft which seats between seven and 18 people. Transaco of France will demonstrate its recently certificated air-transportable floating and self-righting stretcher, designed for search-and-rescue missions.
There is a strong military presence at Helitech '95. The Boeing Chinook will be on display in the static park, along with a range of Westland, PZL and Mil helicopters. A Mi-26TS crew will attempt to carry out a world record-breaking 28t lift. Other military helicopters will be featured on the respective exhibition stands.
Helitech '95, follows hot on the heels of the recent UK Government announcement of the award of the contract, for 67 British Army attack helicopters to Westland/McDonnell Douglas, for the WAH-64D Apache Longbow, beating rivals GEC/Bell with the Cobra Venom and British Aerospace/Eurocopter with the Tiger, in one of the fiercest lobbying battles witnessed by the Ministry of Defence. None of the helicopters is scheduled to appear at Helitech '95, but it is widely anticipated that the WAH-64D will make an appearance at some stage.
RECESSION RESPONSE
The helicopter market, like other sectors of aerospace, has been badly hit by the recession, but, conversely, this has prompted many manufacturers to launch new products to stimulate demand. Kaman certificated its K-Max in 1994, as did McDonnell Douglas with its Explorer. Both aircraft entered service the same year with significant order backlogs.
In 1996, four new models are expected to enter service: the Bell Helicopter Textron twin-engine Model 430 and single-turbine 407, the Eurocopter EC.135 light twin and the McDonnell Douglas 630N, a stretched, eight-seat, version of the single-turbine 530N.
Following Heli-Expo '95, the Helicopter Association International (HAI) convention in January 1995, various manufacturers pledged their commitment to producing new models, or upgrading existing ones. Bell launched its 407, the successor to the ubiquitous Model 206 JetRanger/LongRanger/Twin Ranger family.
The Eurocopter EC.120 light single-turbine helicopter is under development with partners Singapore Aerospace and CATIC of China. So, too, is the 30-seat Mi-38, which Mil and Kazan are designing with Eurocopter. An upgrade to the Eurocopter AS.350 Ecureuil is also planned. Many of these are scheduled to appear at the show.
EMERGENCY-SERVICES GROWTH
One growth area within the industry is the increasing use of helicopters within the emergency services, which are continually demanding sophisticated machinery to perform their task effectively. The London Fire Brigade of the UK is running a six-week trial of an Eurocopter BK.117C-1 on emergency operations. The Bell 430 and MD Explorer are planned to replace the range of turbine singles in use in the EMS sector. "Helicopters are economically and operationally effective," says Friedberger.
The effects of the recession have taken their toll, on the fragmented helicopter industry in some areas, more than others. The North Sea off shore industry, for example, experienced a month-on-month decline in operations during 1994. The corporate helicopter market has, like its fixed-wing counterpart suffered, also. According to Friedberger, "...the properly planned use of helicopters can be an advantage to the running of a company", but he believes that there has been a cultural resistance to their use. Company bosses, are unlikely to purchase a corporate helicopter during times of recession, when they are having to cut back on staff and salaries.
Friedberger adds, however, that the future for the corporate market is promising. "The cynics will get fewer and the proponents greater," he says.
Source: Flight International
