“We also see a lot of MD helicopters, both the MD500 and MD600 models. When it comes to Australian operators, the AS350 and the MD500 would definitely be the most popular. We’ve worked on and designed/manufactured products for Bell helicopters, too. However, we don’t see a lot of demand for them as we’re directly competing with American companies on role equipment for Bell helicopters, and these helicopters are a little less common in New Zealand.
“So, for now, that’s why we focus mostly on the AS350 and MD aircraft types for our markets. That said, we aren’t necessarily bound by helicopter type; our capabilities allow us to work on most any helicopter, as long as the client has the need.” “I think the fact that we have such an in-depth knowledge of the AS350 and the MD500, it makes us an obvious choice for those operators in New Zealand or Australia to come to us for help,” Pattinson elaborates. “Within the company, and within our Airborne department, it’s so helpful just knowing the compatibilities or incompatibilities or the maintenance issues that you might raise with a modification. So having that depth of knowledge on those machines makes our certification process a lot more straightforward.”
While being New Zealand-based for now, Oceania Aviation has continued to expand its presence into Australia, in a process that the company has found relatively straightforward. “Our initial expansion and growth into the Australian market has primarily been through word of mouth, to be honest,” van Tiel says. “I think often operators come over here and see what we’ve got on offer, or pilots from here who’ve gone over there then go spread the word, which is great for us. Australia has a system that will automatically accept a New Zealand STC and Form One under a bilateral agreement,” he continues. “And a specific one-off modification for a client has meant working with our Part 146 design partner to get CASA approval, much in the same way as in NZ. We consider that process to be fairly straight forward, thanks to our strong partnership.”
“In terms of helicopter operations, it’s really quite simple and effective with that bilateral agreement, so Australian operators who come here know that our equipment will automatically be accepted back home,” Pattinson says. “So, that’s been a booster for us, but we haven’t actively pursued growth in Australia yet. We’re just starting to build the same reputation that we have in New Zealand over there, especially with our spray systems. I think as Australian operators continue to see how well-built and how easy to maintain and customise our systems are, demand will continue to grow as it has already started to do.”
However, the company’s global expansion hardly ends at the other side of the Tasman Sea - Oceania's AS350 Cargo Pods have been FAA and Transpor Canada validated for a number of years already, and are popular with US and Canadian markets. “We’re also working on getting our AS350 spray system FAA validated shortly, which will mean we can send our most popular product to the USA and Canada,” van Tiel reveals. “This FAA validation is a bit of a timely process but we’re making good progress. Longer term, we will most definitely be expanding more and more into the international market.”
To find out more about the role equipment our team offer or to get in touch to request a tailored equipment solution, visit our Airborne Systems page.
]]>Under a new license agreement, Oceania Aviation will manufacture and market the products designed by Aero Design, which will allow innovative new composite developments to be brought to market with greater efficiency and commerciality. Aero Composites will concentrate on product development, prototyping and certification to support Aero Design in bringing new products to the aerospace industry as well as improving on existing composite products, all of which Oceania Aviation will manufacture from their new production facilities.
Oceania CEO Greg Edmonds said that this partnership is a significant opportunity for all three businesses involved, and will provide Oceania Aviation the means to significantly expand on their composite capabilities. The company is already well known for providing composite products via their Part 148 certified Airborne Systems division, which offers industry leading helicopter role equipment to rotary customers globally. Greg adds that the partnership will also complement the growth of Oceania’s Blade Repair & Overhaul division, which provides repair schemes for composite helicopter blades as well as other composite structure repairs. Aero Design’s Chief Design Engineer Dan Retief (also the father of Daniel, who has joined the Oceania team) added that the partnership is good news for customers, as Aero Design will be able to continue to provide the most cost effective design, certification and mod development services while leveraging Oceania Aviation’s manufacturing capabilities for efficient production.
]]>Role equipment, sometimes referred to as modifications or airborne systems, are any “specialist equipment that can expand the role and capability of a helicopter to suit the needs of its operator”, explains Airborne Systems manager Tony van Tiel. “It could be cargo pods, which allow the aircraft to carry hard-to-transport equipment, spray systems for aerial agriculture work, cargo hook systems to allow transport of loads external to the aircraft, or control systems that allow for the operation of these types of equipment.”
“Oceania's Airborne Systems division started off small,” adds design and manufacturing engineer Adam Pattinson. “It was almost like a side project at first. It was essentially an optional additional service for customers who purchased aircraft from us and wanted additional capabilities. So the team would provide modifications, largely cargo swings to start with, for existing customers who needed those additional capabilities.
“Since we were able to produce something that was personalised to their needs, and do it in-house, we were able to keep the costs down for that operator, and over time we just saw more and more customers making requests for this type of equipment.”
“From there, we grew pretty organically,” van Tiel adds. “The hangar got busier, it got bigger, we saw more and more aircraft sold to either tourist operators or agriculture operators, who asked us if we could help them acquire or build what they need, and we were able to design, build and install it all for them.”
Since then, the Airborne Systems division has continued to grow with no signs of slowing, and now boasts a bigger purpose-built workshop – where the team can provide specific and unique solutions for new and existing customers, right through from the design stage, to manufacturing, certification, and installation.
“These days, a lot of our role equipment products are built to order,” says van Tiel. “While we do try to keep stock in-shop, due to demand and our current capacity, it tends to go out the door faster than we can build it. We now have about 400 modifications that we own, as well as a dozen Supplemental Type Certificates (STCs), so it really feels like we’re forever expanding, and even though we recently upgraded our facilities, we already feel like we’re running out of room.”
Understandably, modifying the capability of a helicopter, and thus the weight or balance of the aircraft, requires a vigorous certification process. According to van Tiel, this process can look quite different depending on the nature of the required modification. “The process of certification is dependent on whether the equipment or modification is a ‘one-off’, specific to one customer’s needs, or if it’s a change that can easily be applied to other aircraft of the same type, and that other customers could potentially need and use,” he says.
For modifications developed for one aircraft to be used across any aircraft of the same type, an STC is required, which can take some time to seek and approve, according to van Tiel: “STCs require approval from the regulator, which means the approval process is a bit more stringent than a one-off. It’s because an STC means that the given modification can be fitted to any helicopter within that model range.
Pattinson adds that the STC process generally takes longer as it requires additional testing measures, including flight tests, for bigger equipment. “A spray system for agricultural work, for example, can impact weight and balance a lot more, so flight tests are required before approval. So, while a one-off modification for one customer can take anywhere between one and four weeks, depending on the size of the design change, the process to secure an STC really depends on the time schedule of the regulator, be that NZCAA or CASA,” he explains.
“However, the more information you can provide the regulator, the quicker the process becomes,” van Tiel says. “If they have to keep coming back to you with questions or concerns, it can really drag out the whole process, so it’s better to get it right straight off the bat, and that’s why we try and do as much in-house as we can.”
Meanwhile, one-off modifications require more work for the Airborne Systems team, but approval for operations is generally achieved fairly efficiently through Oceania’s collaboration with Melbourne-based Part 146 company Five Rings Aerospace.
“If it’s a one-off modification, then we will generally come up with a tailored concept for the customer, design it and then get it approved fairly efficiently,” van Tiel explains. “For example, if we were to get an order for a spray system we don’t already produce, that whole process from beginning to end could take about a month to build and install – and cargo pods are even less complicated.
“So, Adam would work with our design partner Five Rings Aerospace to tailor the design of the system to the exact needs of the client, and come up with an initial prototype. All the drawings and documents are finalised, noting all changes and customisations required for certification. On our side of the hangar, we’ll be building the system, and once certification is issued, we can install it. We’ll send those final specs through to the customer, then the aircraft comes in and our team will install it for the customer.”
It's a complex process to go from an idea, through to a design, prototype, approval, manufacture and finally installation - but one that the Airborne Systems team have perfected over the years. It's why Oceania Aviation's customers trust the Part 148-certified team so well, and why word-of-mouth has been such a strong precursor to growth both in New Zealand and across the Tasman!
To find out more about the role equipment our team offer or to get in touch to request a tailored equipment solution, visit our Airborne Systems page.
]]>Oceania Aviation, an approved distributor of Schweizer RSG aircraft, has confirmed the order of the factory-new Schweizer CBi model on behalf of Helifly. Helifly is an established client of Oceania Aviation based in NSW (Australia) and operates a significant flight training business alongside further flight operations. The client is a repeat customer for both Oceania Aviation and Schweizer, with Oceania’s aircraft sales team having sold Helifly a classic 1970 S-300C in April 2014 and organised the export to Australia. Their Components team has also been providing service for the 300C since the original sale. Helifly has been highly satisfied with the performance, design and safety record of the Schweizer and has subsequently chosen to replace its current 300C with the a new 2021 S-300CBi model. The helicopter on order is due for completion by the end of this year.
This deal cements Oceania Aviation’s strong relationship with Schweizer RSG as an approved maintenance facility and aircraft distributor. “Oceania is a valued provider for Schweizer. The relationships they forge and quality service they provide help ensure the fleet is serviced and continues to grow. We are very appreciative of their efforts in maintaining and growing the knowledge and interest of Schweizer amongst the rotor community throughout New Zealand. The purchase of the S-300CBi by Helifly is a testimonial of what an excellent alliance they have with their customers.” Said David Horton, President, Schweizer RSG.
Since 2018, Schweizer RSG has demonstrated a strong focus on supporting the global fleet with comprehensive parts and service. As of 2021 the company has moved into production of new helicopters. The manufacture of Helifly’s 300CBi comes shortly after Schweizer’s announcement of their first 300C model, which has been built and delivered to a customer in Senegal in August 2021.
]]>We will also have a unique Airborne Systems product display set up within the conference centre, which will demonstrate some of our specialised capabilities that can benefit the Australasian helicopter operator market.
This major sponsorship partnership serves as a great show of Oceania’s support of the exposition, conferences and manufacturers workshop, and will also provide valuable exposure for the Oceania Aviation brand in the lead up to the event as well as at the venue.
We look forward to our team meeting current, potential and new customers and partners in Brisbane!
]]>Says Greg Edmonds, CEO of Oceania’s parent company Salus Aviation: “Having supported MD Helicopters as an authorised Service Centre in New Zealand and Australia for so many years, we pride ourselves on offering the industry with quality aftermarket service and sales support. We are honoured to be offered the opportunity to further represent MD’s high performing helicopters which are very popular across both civil and military aviation sectors”.
With more than 2,500 aircraft currently in service around the world, MD Helicopters are known for their safety, versatility, responsiveness, speed and reliability. Fleet users include the Korean Armed Forces, US Special Operations, Japanese Self Defence Forces and many others around the world. “We very much look forward to assisting MD Helicopters in expanding their brand and presence in the Asia Pacific region, which has been identified as a territory with significant potential for the OEM” comments Edmonds.
]]>“This web-based system increases the flexibility of our operations personnel to be able to access and interact with real-time safety information whenever and wherever required, from their tablet or smartphone” says Salus’ Head of Safety and Compliance, Armin Sadafi. The IQSMS Risk Module proactively monitors risk trends for the organisation, which enables management to continually make informed decisions for safety improvements. The Management of Change (MOC) feature tracks all changes within the organisation to ensure and verify that proper risk management processes have been applied. The Quality Management module is an industry proven tool that supports the entire Quality Assurance and Compliance Monitoring processes - from managing the audit plan and conducting internal and external audits and inspections, through to corrective action tracking and closure of findings.
Salus Aviation has been working with the developers of IQSMS, Advanced Safety and Quality Solutions (ASQS), for over three months now to ensure optimal integration and customisation of the software within current operating requirements. The new software is being rolled out in a stepped process with Salus Aviation’s New Zealand-based MRO business Oceania Aviation currently going through training of the system for a Q2 2021 roll out. The group’s USA-based organisation Heli-Parts Nevada (HPN) will then undergo training and roll out later this year. Says Jonathan Frey, ASQS' Director of Business Development Asia-Pacific, “We are incredibly excited to have Salus Aviation on board as our first customer in New Zealand, moving IQSMS into a whole new time zone, and look forward to supporting the organization in the optimization and synchronization of the group’s safety and quality management processes”.
The adoption of IQSMS will allow Salus Aviation to continuously improve and optimise their management of safety and quality across all group businesses using a consistent approach. This underpins Salus Aviation’s commitment to improving safety and quality within the aviation industry and is just one example of their ongoing investment in systems and processes that will set the business up for future sustainability and growth.
The STC for the Bell 429 Bike Rack is currently valid for New Zealand rotorcraft as well as Australian rotorcraft under the bilateral agreement that the NZCAA has with Australia’s regulatory body CASA. The Airborne Systems team at Oceania Aviation may consider getting the Bell 429 Bike Rack FAA approved in the near future, depending on demand from within the US market. They already see a significant amount of demand for their cargo pods and spray systems within the Northern Hemisphere, and their AS350 Cargo Pods are already both FAA and Transport Canada approved. Due to ongoing requests, the team will shortly be working on achieving FAA certification for their AS350 Spray System.
]]>Three of the ten initial aircraft, including the EC130, will be parted out based on particular module requirements from Air Methods. The other seven AS350s are now for sale or being prepared to sell to the global market, with three immediately available for prospective buyers and the others currently being prepared for short turnaround. All aircraft are being made available with a range of configuration options, from “as-is” in their current EMS configuration, to “green” with paint stripped/primed and back wall and seats reinstated, or “fully reconfigured” to support the specific mission requirements of their potential new owners.
Salus Aviation’s New Zealand-based subsidiary Oceania Aviation is managing the aircraft sales on behalf of the group, having over 25 years of aircraft sales experience and with team members based in the USA, Australia and New Zealand. Oceania is also offering reconfiguration and customisation options on all aircraft for sale, with their Helicopter Customisation hangar in Ardmore Airport able to facilitate a range of options from mission reconfigurations, to interior refurbishments, avionics refits and custom paint jobs. HPN is managing the components and parts sales from the parted out aircraft, already being the single largest provider of overhauled and used Airbus components and Safran engines for the industry globally.
This first aircraft delivery and divestment process marks a significant milestone for the Salus Aviation group and their partnership with Air Methods Corporation. As well as managing costs for the EMS provider, the partnership will continue to provide a steady supply of high quality (and reconfigurable) EMS aircraft to the global aviation industry. The agreement is a great opportunity for Oceania Aviation’s aircraft sales team, who will have a number of Airbus aircraft to sell within the local and global market as well as providing significant project work for their Helicopter Customisation hangar.
]]>Salus Aviation, parent company of Oceania Aviation, is pleased to announce the appointment of Greg Edmonds as the group’s new Chief Executive Officer. Greg took on the role in August 2020. The board of directors is confident that Greg’s extensive leadership experience in both the public and private sectors will allow him to successfully steer Salus Aviation through the next phase of growth, building on the strong structure that the group’s departing CEO, Nick Mair has created.
James Sclater, Chairman of the board of Salus Aviation says of the appointment “Greg is a collaborative, highly skilled leader proven within the strictly regulated transport industry. We look forward to seeing Greg continue to drive sustainable sales growth in the next phase of our journey, as we navigate the impacts of COVID-19 on the general aviation industry.”
Greg comes from a strong leadership background spanning across construction, aviation and transport. He was most recently the Executive General Manager for New Zealand at SRG Global, overseeing large scale engineering and construction projects for one of Australasia’s most innovative asset maintenance companies. Prior to SRG Global, Greg led the delivery of Auckland Transport’s $100M AT Hop ticketing system as their Chief Operating Officer. He spent a number of years with New Zealand’s largest commercial airliner Air New Zealand, leading the development of a Trade Partnership programme for Air New Zealand China and prior to that as the International Airports Manager for the airline in New Zealand.
Greg’s wealth of executive experience in leading large, complex organisations is being welcomed as the Salus Aviation group strives to achieve new levels of growth while focusing on safe, compliant and reliable operations across its aviation businesses.
]]>Oceania Aviation has finalised a strategic partnership agreement with Aviation New Zealand, the industry association which represents the interests of the general aviation community. The agreement runs through to 30th June 2021 and allows both organisations to work towards their shared goal of growing the General Aviation (GA) industry in a safe and sustainable way.
This partnership provides Oceania Aviation access to communicate and work with Aviation New Zealand’s 300 strong member base spread across GA operators, manufacturers, MROs trainers, logistics and services providers. Several initiatives are being developed under the agreement which aim to provide value to members, in line with Aviation New Zealand’s five key competencies of safety, advocacy, expertise, communication and benefits. Examples of these initiatives include member offers for Oceania’s products and services, development of an ongoing webinar series designed to educate and inform members, and member events.
Liv Lewis-Long, Head of Marketing for the Salus group, sees a huge amount of value for both parties, saying “We are extremely excited to be partnering with Aviation New Zealand and we see it as a great way to provide increased value to its members. We are aware of Aviation New Zealand’s credibility and advocacy within the local GA industry, and aligning ourselves with an organisation so deeply engaged with the sector will allow us to further support both current and potential customers better.”Aviation New Zealand, who announced the partnership in their weekly member email on the 21st August, is also enthusiastic about the partnership, with Chief Executive John Nicholson commenting: “Aviation New Zealand values Oceania Aviation’s support and we look forward to championing the safety and interests of our member community together. We feel that through partnering with Oceania Aviation, we can provide even more value to our members who range from large commercial businesses through to small owner operators.”
Heli-Trading Network (HTN), a Salus Aviation company, has finalised an agreement with Air Methods Corporation (AMC) to provide Fleet Management for the air medical service provider. The agreement, which will be facilitated through HTN’s Boulder City facility, positions the company as AMC’s preferred provider of Fleet Management services which include assessment, refurbishment and divestment of AMC’s legacy aircraft and inventory. These will help reduce AMC’s Direct Maintenance Costs (DMCs), whilst also providing AMC with strategic sourcing and procurement support for aircraft and parts.
This agreement extends the Salus Group’s reach into the US market, providing HTN with quality EMS aircraft and parts to manage within the US market and beyond. As well as Fleet Management, other services which will be provided to AMC by the Salus Group include aircraft storage and aircraft maintenance on operational and non-operational fleets.
Nick Mair, Chief Executive of Salus Aviation, sees the agreement as highly beneficial for both parties, saying; This long term, strategic agreement provides HTN and the greater Salus group with the opportunity to further solidify our relationship with AMC as their preferred fleet management service provider that will ultimately enable AMC to reduce operating costs, manage fleet disposals and “partner” with an organisation which is well equipped to deliver value across its large, complex operations.
Leo Morrissette, Executive Vice President of Air Methods Corporation, says “Our partnership with HTN is a first for our organization, and we are looking forward to the experts in their core business, help us be more efficient and cost conscious with our fleet. We have been working over the past year to outline an activity that benefits both organizations, and we are proud of the outcome”
]]>Nick Mair, CEO of Oceania Aviation and its parent company Salus Aviation, says “the business is committed to ensuring a high level of safety and compliance throughout our operations. I am confident that with the new structure and processes that we have put in place we can continue to raise the bar in terms of delivering our valued customers the highest quality MRO solutions possible. ”
The highly skilled and experienced Turbines team have been working hard to review all their internal processes to ensure that work is conducted at a high quality level and that they exceed the expectations of the CAA in terms of compliance with rules and regulations. The Turbine shop will be opened in phases over the coming weeks for quality and compliance assurance purposes, with the Series II modules being the first reinstatement of capability. The business is well aware of the build up in demand from its highly valued customers, and are excited to be able to continue providing tailored technical solutions that they are so well-known for. The shop has a strong reputation for its long-term relationships with each customer, providing a level of trust and collaboration that sets it well apart from its competitors.
]]>
Nelson
Originally founded in 1998 as Helicare Maintenance Limited, the Nelson facility provided dedicated support to Helicopter operators within the upper South Island and Wellington region. From its inception, Helicare built up a loyal customer base and continued to deliver on its vision, leading to its acquisition by OAL in August 2017. OAL rebranded the hangar under the Oceania banner but continued to employ its legacy staff to allow the same support that its customers had enjoyed for almost 20 years.
Dunedin
From its origins as Rex Aviation in 1966, the Dunedin hangar spent a number of years under the Flightline Aviation banner before Oceania acquired Flightline in April 2013 and took over the facility and all its operations. The facility enjoyed an excellent reputation for high quality and second-to-none customer service, proven by a long-standing and loyal customer base. The hangar has housed a wide range of specialties and capabilities, including maintenance, fixed wing rebuilds, engine and propeller overhaul and aircraft/parts sales.
Queenstown
The Queenstown base, which operated out of the Heliworks-owned hangar, took over the maintenance function from Heliworks almost a decade ago. The small but focused Queenstown team exclusively serviced the fleets owned by Southern Lakes Helicopters and Heliworks who support tourism and essential service operations for the Central Otago region.
The closure of the South Island maintenance bases marks a significant time within Oceania Aviation’s history. The Salus Aviation group will continue to look at opportunities across and beyond all of its businesses to create efficiencies and facilitate sustainable growth as they recover from the effects of COVID-19, with the ultimate goal to meet and exceed current and future customer needs.
]]>Our team will be based at two booths this year, one shared with sister company Heli-Parts Nevada (booth #1404), and the other with Advanced Composite Structures (booth #1431) to promote our blade repair capability.
If you are attending the 2020 HAI Heli-Expo, our team would love to lock in some time with you. In attendance we have Nick Mair (Salus Aviation CEO), Peter Hatley (Overhaul Manager), Russell Goulden (Airborne Systems Manager), Gerard Bouman (Parts Sales), Stephen Green (Aircraft Sales), Stephen Boyce (Aircraft Sales), Sean Moraghan (Parts Sales), and Steve Reyna (Aircraft Sales).
if you are interested in booking out some time with any of our team please complete this form here or email Maggie at maggie.parlane@oal.co.nz and we will arrange a time that works best for all.
We look forward to seeing you and hope you have a great time.
]]>In addition to being the sole blade repair shop in New Zealand for the last 8 years, our Technical Manager Jeremy Davies brings over 20 years of blade repair experience to the shop floor.
It is this kind of experience that our customers rely on and makes all the difference. To get into your helicopter knowing the blades have been repaired to an almost better-than-new condition is exactly the result and peace of mind you can expect to see when you bring your blades through our shop.
We provide solutions for MD, Schweizer, Airbus, Kawasaki and more.
For more information please feel free to reach out.
Peter Hatley | Commercial Manager
peter.hatley@oal.nz | +64 27 673 0590
]]>If you have a 172 or two that were manufacturered from 1997 to 2003 now is the best time to get in touch. Any condition will be considered and we are in the position to make a deal happen quickly.
Let me know if you have a 172 that meet my client's requirements and let's see if we can make something happen.
Dale James | Aircraft Sales
dale.james@oal.co.nz | +64 27 567 0359
If you have any of the listed items, please reach out. I look forward to hearing from you.
Josh Camp | Aircraft Sales
josh.camp@oal.nz
EC135-P2+ Requirements
Any configuration is fine with a manufacture date of 2008 or newer. Only aircraft with a minimum of 1,000 hours remaining on all components/engines will be considered.
AS365-N3 Requirements
Must come with glass cockpit ie long nose. If you have an EC135-P2+ or AS365-N3 that would meet these requirements, please reach out. I look forward to hearing from you.
If you have any helicopters that may meet these criteria I would love to hear from you.
Stephen Green | Aircraft Sales
stephen.green@oal.co.nz | +64 21 280 3951
]]>The acquisition extends the service and parts offering to HPN customers in New Zealand and to Oceania Aviation customers in the USA, and provides Salus with access to the important USA market to meet its future growth aspirations.
HPN is the single largest provider of overhauled and used Airbus components and Safran Turbomeca engines globally. HPN also offers hourly engine leases to customers as part of its Engine Power on Demand (EPOD) program. The business is located in a 10,000 square foot warehouse in Boulder City, Nevada.
HPN founder David Lok has 25 years in the aviation industry and holds Canadian, European and American certificates in aircraft maintenance and technology. David will remain President of HPN USA to ensure the continuation of quality support and services and will join the Salus executive management team. David will also become a shareholder in Salus Aviation.
Airbus continues to hold the majority of the helicopter market making HPN an ideal fit for Salus Aviation as the Company builds a portfolio of companies to grow a profitable and sustainable future.
Salus Chief Executive Nick Mair said “David and the HPN team’s passion for providing quality service to their customers is a trait that fits well with the values of Salus. I am looking forward to working with David to further extend the reach of HPN into the Asia Pacific region.”
“With a quality acquisition such as HPN, Salus is well placed to benefit from the increase in service offerings that HPN brings to the Group. Salus also looks forward to extending our exceptional customer service to the important US market”.
]]>What is ADS-B?
The latest technological leap into airspace surveillance, Automatic Dependent Surveillance-Broadcast (ADS-B) is an electronic system allowing onboard equipment to automatically broadcast the accurate positional information of an aircraft to air traffic control and other aircraft.
Why Upgrade To ADS-B?
As part of the New Southern Sky (NSS) programme, Airways are moving from the current secondary radar service in lieu of ADS-B. This means that all aircraft flying into or through controlled air space will require the equipment needed to be ADS-B compliant.
Even if you don't regularly fly into controlled airspace, have you thought about where your maintenance facilities are located? Or about how your flight paths will change if you can't fly through controlled airspace? Not to mention the advantages ADS-B brings with regard to the increased visibility of other airborne aircraft reducing the likeliness of mid-flight collisions.
The Funnel Effect
As we approach this deadline, the time left to do these upgrades becomes more congested due to the time remaining over the number of installations that still need to be done. NZCAA have estimated a remaining 3400 aircraft in New Zealand currently aren't ADS-B compliant. As of July 18 2019, that would mean 27 aircraft each week would need to be upgraded in order to comply by the 2021 deadline.
There isn't going to be enough time for everyone to become compliant and the longer you wait, the more likely you won't be able to become compliant before the deadline and the increased risk of AOG. This is something we don't want to see happen.
The Solution
We want to ensure operators don't experience the negative effects of the funnel that we foresee. Therefore, we have a solution. Get in touch with one of our Avionics team, let us assess your cockpit and advise which ADS-B path is best for you and your operation.
It’s easy, just book in a time slot on our calendar that suits you between now and 31 December 2021 and we will get you sorted with a brand-new ADS-B transponder of your choice from one of the many options we have. We can accommodate you at one of our 5 facilities countrywide at Hamilton, Nelson, Dunedin and two at Ardmore, or make arrangements to complete the upgrade at your hangar (conditions apply). Once your spot has been secured, we'll manage the long leads times and ensure that the unit is ready to be installed prior to your arrival.
While you're at it and your aircraft is booked in, why not look into at any of the other services we offer?
Acquired in 2013, Flightline Aviation brought its extensive MRO capability suite and an experienced team to the Oceania Aviation group with its three branches located in Auckland and Dunedin.
"The group has been operating under one management structure for a number of years now. We see this as a very positive step in truly bringing our team and capabilities together as we continue to fulfill our commitment to our customers and partners alike. We will look to fully rebrand our Flightline facilities over the next couple of months to complete this process," says General Manager MRO, Doug Banks.
"We would like to emphasise that our customers will continue to receive quality support and services. Any and all internal changes we look to implement have our customers needs as a top priority."
Our Flightline Aviation certification has been canceled and as of the 9th of July, Flightline Aviation’s Part 145 scope and capability was transferred to Oceania Aviation Part 145 certificate (MO37477). This affects the Ardmore and Dunedin branches while our North Shore branch continues to operate as a Part 66 facility.
This step won't result in any changes in capability, senior management team, staff or any other operational requirements.
]]>The tension-torsion (TT) straps for the Bell 206 and 505 aircraft (part series 206-310-004) are now certified for 48 months or 1200 flight hours total, whichever comes first.
For operators who fly less than 300 hours per year, this change provides an additional 12 months resulting in a significant reduction in direct operating costs.
With over ninety 206 and 505 types in New Zealand and more than 270 in Australia, we expect operators and accountants alike will be happy about this announcement.
]]>A sad reality and not an encouraging start to this sales pitch [!] but after three decades flying helicopters, I can testify that every helicopter has room for improvement and as a light turbine helicopter, the EC120B is an excellent start to your aviation adventure. Everything is a compromise and spinning the corporate line about all the many wonderful features while ignoring stark realities, infers that I think you’re foolish enough to believe everything you read and dilutes my effectiveness as a professional.
Everyone agrees the EC120B is a ripper of a little helicopter. It’s so nice to fly with modern avionics, comfortable seating, buckets of room for golf clubs and a fully articulated rotor head. The composite blades make for a soft ride with good speed and the baggage compartment is bigger than most backpacker dorm’s. I’ve never heard of one having an Engine or Fenestron Fan failure and it sits with plenty of head clearance for safe operations. The interior is refined with a clear European aesthetic which ensures that if you’re currently single, you won’t be for long.
What it doesn’t do is snap your neck like a Tesla in ludicrous mode. If you grew up flying the Bell 206 then you will relate quickly to the EC120. Fly it with patience, work entirely within the Flight Manual Limitations Section under a loaded disc with options to go-around and you’ll be impressed with the performance. Alternatively; rush hot and fast into a confined area and an auditory “BING” in your ears (from the very cool VEMD First Limit Indicator system) notifies AIRBUS that your minor exceedance just improved their EBITDA. It’s a foolproof reporting system which highlights that for the sake of 50 Horse Power the EC120B would’ve been an AS350 killer...
2001 EC120B FOR SALE
This 2001 EC120B does everything that a 2009 model does (there’s no technology or performance difference) and of all the 120’s I’ve sold, it has the healthiest component run sheet with the 12 Year not due until 2026 and Turbine Modules not due until 2029. You have to like the colour blue but that’s nothing that $70,000 USD won’t fix.
Enjoy the EC120B, fly humbly and then when it’s time to tackle Everest, solo the Atlantic or take all the lads heli-fishing, I’ll be glad to sell you the next adventure.
Stephen Boyce | Aircraft Sales
stephen.boyce@oal.nz | +64 21 540 460
This wasn’t a new concept since the AS350 had been designed and marketed during the 1970s for the USA with a Honeywell LTS101 engine; a marketing plan to dilute the ‘all’ European design and help make America great again.
It was branded the ‘Astar’ which quickly became the Falling Star when early issues with the LTS101 manifested bad press in the 1980s. Eurocopter took a knee for an 8 count and came back hard in the late ’80s and ’90s with the Turbomeca Arriel 1 engine series which massively increased performance but exposed the support issues from Turbomeca. Frustration exploded and Honeywell sorted itself out to support STC’s promoting the reversion back to the LTS101-600 and -700 engines. The Soloy Corporation launched the SD1 and SD2 AS350 conversions installing the LTS101-600 to the AS350B/BA (SD1) and the LTS101-700 into the AS350B2 (AS350-SD2) Coupled with a 2400 hour TBO and 1800 hour TBI, vastly improved reliability, class-leading fuel burn and significantly cheaper repairs both models were well received but nothing else changed in the performance numbers. The Max All Up Weight (MAUW) remained at the donor AS350BA limitations but everyone rejoiced because the Astar was back and ready to set the world on fire…. if you could get your electrics to work consistently and your engineer had one of those new fandangle Blackberry’s attached to his person.
By Heli Expo 2002, Helilynk FX2 STC kits for the AS350 and AS355 were the next big thing. Electrical drama was one of the failures the Canadians helped solve all the while adding performance and reliability to legacy AS350BA’s.
By rewiring the airframe to shift the fuse box away from the moisture-laden cockpit, binning the OEM ‘push’ button equipment console [which was a convenient but tragic place to position your coffee cup] installing the AS355 Tail Rotor and the AS350B2 strake, they increased any AS350BA airframe to the same gross weights as the AS350B2 (minus 300 lbs external on the FX1 model). They also invested in flight testing and revisited the Performance Section of the Flight Manual where the LTS101-700 was shown to outperform the Arriel 1D1 at altitude. Last year I flew an FX2 in British Columbia moving a drill at 6000 – 6500ft AMSL. It was my first time operating the FX2 and I couldn’t tell the difference in performance. I do know that with no excess fuel and a little headwind, it readily lifted the 1300lbs engine and 1500 lb mudding tank on the hook as expected. Other pilots in PNG report that sometimes at altitude the NR management isn’t as tidy as the Arriel 1D1 system but that isn’t surprising because the accessories on the Arriel engines keep that NR glued at 390 RRPM. In any event, I didn’t notice an issue and found starting and managing the engine no challenge.
The AS350FX2 offers a sensible point of difference to the AS350 line-up. It was made with the intent to solve problems and I’ve never heard an operator regret the decision to invest in one.
Give Dan Egan or myself a call and get some real-world advice and experience around this aircraft to help make your purchasing decision.
Stephen Boyce | Aircraft Sales
stephen.boyce@oal.nz | +64 21 540 460
Dan Egan | Aircraft Sales
dan.egan@oal.nz | +61 408 697 778
]]>The guide has been created for pilots at all stages, from the student pilot to the rated pilot and includes a lesson-by-lesson syllabus for students and instructors with a written test for each level of instruction.
Robinson’s Chief Instructor, Tim Tucker, states:
“This is the most complete and innovative training document I have seen because it addresses all levels of pilot activity not just from a regulatory standpoint, but also from Robinson’s perspective as to the safest way to train and fly its helicopters.”
The syllabi is as follows:
Private Pilot Ground & Flight – zero time to a private pilot’s license, may be used for Parts 61 and 141
R22/R44 Pilot Qualification – flight and ground training, intended for rated helicopter pilots transitioning into an R22 or R44, meets all SFAR 73 requirements
R66 Pilot Qualification – flight and ground training, intended for rated helicopter pilots transitioning into an R66
Flight Review Guide – for CFIs conducting flight reviews in accordance with 61.56 and SFAR 73
R22/R44/R66 Maneuver Guides – detailed descriptions of how normal, advanced and emergency maneuvers should be performed
Endorsement templates - for all SFAR 73 and flight review instructor endorsements
The Flight Training Guide may be downloaded here or purchased with a protective binder and tabs from the company’s online store.
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We have been producing the H125/AS350 cargo pod since its first New Zealand Civil Aviation Authority (NZCAA) certification in 2011. It has since achieved STC approval by Transport Canada (TC) and the Federal Aviation Authority (FAA).
Russell Goulden, General Manager of Airborne Systems, Oceania Aviation states,
“We have complete confidence in our cargo pod and the commercial value it brings to an operation. Since our FAA STC, Airbus USA and NZ have purchased several of our cargo pods over the last year, resulting in our approval as an official supplier. Our next step was to make our cargo pod available for both sides of the H125 and we are actively working on this with flight tests set for the end of this month. A very skilled and accomplished CASA Approved Flight Test Delegate who has attended the Empire Test Pilot School in UK will be completing these. Our experience with cargo pods goes as far back as the 1990s for the AS350, AS355 and BK117, making us confident in the outcome.”
Specifically designed for optimum user experience, the cargo pod is produced from lightweight material, is “pilot-removable”, reduces drag due to its aerodynamic design and protects its contents from the elements. A single cargo pod offers 120 kgs/ 265 lbs extra capacity and the new STC amendment will allow operators to optimise their carrying capacity with functionality by choosing between three configurations; left-hand only, right-hand only and both sides.
Flight testing the right-hand cargo pod is set for the 27th of May and there are future plans to certify the pod for the EC130B4, Bell 205, Bell 212, Bell 412.
For more information feel free to get in touch.
Russell Goulden | Airborne Systems
russell.goulden@oal.nz | +64 21 979 009.
The Jet Ranger has always been a fan favourite in New Zealand, and the 505 is no different. The five-seater has been designed for improved safety, efficiency and reliability with advanced avionics technology, aerodynamic design, and a dual channel FADEC Turbomeca Arrius 2R engine.
In response to this growing market and as a Bell Customer Service Facility, Oceania Aviation is pleased to announce that we've expanded our capabilities to perform maintenance on this Aircraft type. Two of our engineers have recently completed their training at the Bell Training Facility in Fort Worth Texas for Integrated Avionics and Field Maintenance for the 505.
We look forward to further supporting our Bell customers and operators with these new capabilities.
If you have any questions, please don't hesitate to talk to our team. We are here to help.
Russell Keast | Maintenance
russell.keast@oal.nz | +64 21 860 68
Philip Hutchings | Avionics
philip.hutchings@oal.nz | +64 21 860 514
More information on the Bell 505 can be found here, or if you are interested in buying one, we just so happen to have one for sale.
]]>Fast forward forty years and possibly the biggest step in flight was taken in a small town in North Carolina by the now-immortalised Wright brothers.
Since then the aviation industry has grown from strength to strength, innovation to innovation and it doesn’t look to stop anytime soon.
It's now 2019 and there have been huge advances in the world of electric powered machines, and aviation isn’t sitting on the sidelines.
There are a number of companies across the globe looking to take aviation to the next level with hybrid or full-electric aircraft, and we for one are excited to see what the future holds and how we can facilitate introducing this new technology to the Pacific skies.
One company in particular are making huge strides with their all-electric, 9-seater aircraft called the Alice Commuter. Set to disrupt the regional travel market, Eviation is an Israeli-based company and have designed the Alice to travel up to 650 miles at a cruise speed of 240 knots, all for the cost of a train ticket. Now wouldn't that be something?
If you are interested to learn more please get in touch with Dale James at dale.james@oal.co.nz and he will be more than happy to provide you with further information.
]]>The 300 helicopter has a long and varied history, both with the industry manufacturers but also the many pilots who first took to the skies in a 300. As such, we are proud to be the sole Authorised Schweizer RSG Service Centre and Distributor for the Australasian region as announced in May of 2018. In addition to selling aircraft and parts, our Components shop are the only approved centre for Main & Tail gearbox repair and overhaul.
Both the 300CBi and 300C models are set to commence production in 2020 and applications are now open to those wanting to reserve their slot. Future buyers can expect delivery of both aircraft in the 3rd and 4th quarters of 2020.
Pricing indicators for the CBi start at USD 402,000.00 and USD 442,000.00 for the C model.
Talk to our Sales team to ensure you don't miss out on this opportunity.
Jonathan Bowen | New Zealand | jonathan.bowen@oal.nz | +64 27 481 4443
Dan Egan | Australia | dan.egan@oal.nz | +61 408 697 778
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