THE RETURN OF SINGLE-ENGINE IFR HELICOPTERS continued


a more rapid incorporation of advances in technology for systems and equipment by recognizing a balanced approach between the risk and safety benefits [of] installing such technology.” Trough the FAA’s Safety Continuum process,


helicopter manufacturers received relief in failure probabilities and can now request waivers from the AC 27-1B requirements by submitting issue papers. After close review, the FAA can decide whether to issue the waivers.


Two Paths to Certification Despite all the changes in certification brought about by the FAA’s policy revisions, the world’s first SE-IFR helicopter approved for production in 20 years, the Leonardo TH-119, was certif- icated using the 1999 AC 27-1B standards. Leonardo’s history gave it an advantage. Te TH-119 was designed to meet a customer’s request in the early 2000s for a skid-equipped, single-engine version of the twin-engine AW109. Te master plan for the TH-119 included a


second generator, dual hydraulics, a second pitot-static system, and a three-axis automatic flight control system with dual stage. Leonardo didn’t need to design an SE-IFR


helicopter from scratch; the company just needed a customer to justify the expense of taking an aircraft through the certification process. Enter the US Navy and its call for the TH-73, a new SE-IFR training helicopter and the catalyst for the US certification of the first two SE-IFR helicopters in 20 years. “When we submitted the TH-119 for IFR


certification, it met the original FAR 27 with no waivers,” says Andy Gappy, Leonardo TH-119 campaign manager. “We had actually been working on it for quite some time. When the US Navy canceled the TH-57 program in 2012, we started looking at our aircraft and identified the 119. We could have certified it years ago, but the holdback was technology and the customer. We were waiting on what specifically the navy required, pacing ourselves with the navy, and developing the project over four years to meet their requirements.” Leonardo described its certification process


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with the FAA as seamless, with the OEM working with the agency throughout design and certification. “Having the FAA involved every step of the way helped a lot. Tey’ll give you recommendations for tweaks, and that can be very helpful,” Gappy says. Leonardo’s resulting STC for SE-IFR makes


the TH-119 available to the civil industry, as well, as both a new helicopter and a retrofit. Leonardo has since seen considerable interest from customers seeking both versions. Bell took a slightly different tack in its bid


for the TH-73 contract. Building its SE-IFR helicopter off the design for the single-engine 407, the maker sought relief from the FAA in two areas: dual hydraulics and HIRF suscep- tibility. After considerable testing and docu- mentation, the OEM received waivers for both. “We’re overall very happy with the outcome


and pleased with the FAA’s involvement,” says Eric Sinusas, Bell’s program director for light aircraft. “Te Safety Continuum has potentially


strengthened safety,” adds John Bouma, Bell’s director of civil certification. “I hope that making safety technologies easier to certify, accessible,


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