Above: The most obvious diff erence between the H145 and an earlier model, the EC145, is the Fenestron tail rotor, which reduces noise and improves safety.
T
he company formerly known as Petroleum Helicopters Incorporated has been involved in fossil-fuel discovery and production since 1949, starting with three Bell 47 helicopters. While it offi cially trimmed its name to simply PHI in 2006, over the years the company has expanded its fl eet and range of missions. PHI now operates 220
aircraft at bases around the world, supporting oil and gas production, wind farms, onshore mining, air medical, search-and-rescue operations, and maintenance, repair, and overhaul services. Despite its expansion into other missions, PHI’s core business remains off shore
support for energy production, and it is a leader in that competitive sector, expe- rienced in delivering safety and effi ciency to its customers. T e company’s strong safety culture has produced industry-leading performance in the areas of fl ight and occupational safety. So when PHI added the Airbus H145 to its Gulf of Mexico fl eet, industry observers saw the move as a big plus for the twin-engine light utility helicopter.
Why the H145? As oil and gas fi elds are discovered farther off shore, aircraft must be up to the challenge. Extended distances mean extended fl ight times and, if you’re familiar with Gulf of Mexico operations, you know visibility can be limited and, more critically, changeable. Together, these factors require fast aircraft that can operate in degraded visual
environments while carrying enough passengers, cargo, and fuel to not just make the trip—including to alternate landing sites if needed—but also to make the trip worthwhile for both client and operator. According to Scott Clancy, PHI H145 airframe project lead, “Airbus has captured
all of the great elements and lessons learned from the BK 117 family and brought them forward with numerous modern improvements to make the H145.”
2020 Q3 ROTOR 49
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