Weight and balance
Inputs to the system are handled using a touchscreen interface in the centre console. Here, management of the panels as well as inputs for navigation, weight and balance and so on can be controlled.
Since our sortie was a local one, all that was required was to enter weight and balance data as well as confirming that the radio was set to the unicom frequency.
Next up is to confirm that the collective is fully down before starting.
The way the system is set up with the hydraulics and the aircraft idle, the rotors will progressively move to their “happy place” – which, if you happened to be very light, could result in some skittishness when the engine runs up to flight condition.
Should you forget, a “collective high” caution will appear on the PFD to remind you to correct the error.
Since the 09 benefits from a dual channel FADEC, things get very simple.
On the collective is a guarded engine condition switch with two positions – “ground” and “flight”. While the engine can be started with the switch in “flight”, it’s a less-than-optimal choice when the engine is cold.
In our case, the choice was guard up, confirm in “ground” position, switch the external and anti-collision lights and hydraulic systems on, confirm the rotor brake is fully disengaged, confirm Batteries are at 24V (below 24V external power or boost pack will be required) and then turn the engine master 90 degrees clockwise with a push to initiate start … and that’s it.
The system will monitor the progress of the start and abort should anything be amiss, but old habits die hard and so both Grant and I monitored the start action on the systems panel of the PFD.
Typically, ITT should peak at a tad under 600C before settling back, and so it was for us – with a peak temperature of 593C before the numbers fell back away from the yellow band.
As the five-blade main rotor ran up, it was very smooth – albeit with a certain amount of vibration at between 85% and 90% NR, before smoothing out entirely as the system moved into operating range.
Back to the collective to move the condition switch to “flight” and, guard closed, we were largely ready to go.
A test of the hydraulics, switching off first one and then the other, revealed zero change in feel.
Mountain highs
For a country renowned for its complicated rules and their strict enforcement – more than one person has had a visit from the police after they have been reported for the heinous crime of running a bath after the 10pm quiet curfew – Switzerland has not only a surprisingly large number of airports for a country that is both relatively small and undoubtedly mountainous, but most of them are operated on a non-towered basis.
Mollis is no exception. Besides Leonardo’s Kopter Division, Heli-Linth, a charter and aerial work operator, a fixed wing flying school, a Rega base and a model aircraft club all fly from the airport – and not to forget that the mountains that surround it are also popular with paragliders.
Equally, fixed-wing VFR traffic will unsurprisingly tend to follow the valleys, which can further complicate the sight picture. Yet they all seem to rub along together.
“It’s something we all understand,” said Grant. “There is a mutual respect for what people are trying to do and I think that’s why it works.”
For someone like me, who comes from a place where a 250-metre hill is considered big, the dramatic surroundings of Mollis can feel a little intimidating.
Airfield elevation is 1,315 feet, but to the west Rautispitz rises to 7,490 feet. On the east side, Fronalpstock climbs to 6,302 feet, while to the south Bächistock soars to 9,560 feet.
Just as well the AW09 has a ceiling of 20,000 and something feet was a thought that crossed my mind more than once.
As we hover-taxied to the runway, a glance at the panel revealed a density altitude of 2,245 feet – and although we were at light weight, three up acceleration and climb was sporty to say the least.
As I’ve just said, there was plenty of high ground around, so the synthetic terrain display was getting a good workout.
