Helicopters

Published figures are 327 NM for the H130, 337 NM for the Bell 407, 340 NM for the AS350, 342 NM for the H135, about 350 NM for the R44 and R66, 383 NM for the H120 and 395 NM for the AS355. Several of those, including the AS355, H120, Bell 407 and both Robinsons, assume no fuel reserve. Real transfers are planned well inside them, with fuel stops if the routing needs one.

From three in the Robinson R44 to seven in the H130 and the A109C, each with one pilot. Private and corporate layouts carry fewer: four in the AS350 and AS355 against five standard, and five in the Bell 407's aft club seating plus one front seat. Give the desk real passenger and baggage weights, because weight decides more in a helicopter than seat count does.

It varies by type. The Bell 407 has club seating for five in an 85 cubic foot aft cabin, the AS355 has a wide cabin with all seats facing forward and wide doors with boarding steps, and the H135 mixes forward and rear-facing seats in its two-pilot, five-passenger layout. The H130 has a fully flat floor, and Airbus describes its cabin as the widest in its class.

Less than in any jet, and the limit is weight as well as volume. The H130's three holds total about 39 cubic feet with limits of 80 to 155 kg per hold, the AS350's about 35 cubic feet and the AS355's about 33, both with limits of 80 to 120 kg per hold. The R66 has an 18 cubic foot compartment rated to 136 kg, the Bell 407 a 16 cubic foot compartment rated to 113 kg, and the R44 takes under-seat bags only, up to 23 kg per compartment.

Because a twin keeps flying on one engine. Airbus cites the H135's one-engine-inoperative capability as a plus for over-water island transfers, the AS355 is certified for Category A-equivalent operations and offers 2 minutes 30 seconds of maximum emergency power after an engine failure, and the A109C has Category A engine isolation in its certification basis. On Greek island and Riviera sectors the desk weighs that against the passenger count and the landing sites.

It depends on the type and its equipment. The H120, H130, AS350, R44 and R66 are approved for visual flight only, day and night with the required equipment fitted. The H135 is certified for single-pilot IFR with Helionix avionics, the AS355 for IFR with one or two pilots, and the A109C and Bell 407GXi for IFR when the IFR installation is fitted. Even then the desk plans each transfer against the weather minima for the aircraft, the operator and the landing site.

At airports and heliports, and at other landing sites where the operation is approved, including private sites when the owner and the authority allow it. The desk confirms the landing site approval and the pilot's approvals for both ends of the transfer before a quote goes out, and says plainly when a site cannot be used.

Published cruise figures are 136 knots for the H135 and AS350, 133 knots for the Bell 407 at 5,000 lb, 128 knots for the H130, 120 knots for the H120 and the AS355, 110 knots for the R66 and 109 knots for the R44, the last two at maximum gross weight. Speed on the day depends on weight, wind and the routing.

The R44 Raven II is a piston helicopter with a fuel-injected Lycoming engine, carrying a pilot and three passengers, with baggage under the seats only. The R66 is a turbine helicopter carrying a pilot and four passengers, with a full-width 18 cubic foot baggage compartment rated to 136 kg and air conditioning standard on the current NxG. Both are approved for day and night visual flight only.

It starts with passengers and bag weights, then the sector, the landing sites at both ends and the forecast. Over-water routes or the chance of instrument conditions point to a twin such as the H135 or AS355, larger parties to the H130 or Bell 407, and photographic work to the R44, which is approved to fly at up to 100 knots with the cabin doors removed.