Maresciallo pilota Palladino

L’esperienza professionale personale a bordo degli elicotteri della Guardia di Finanza ha avuto inizio a bordo del mitico NH 500 (che successivamente assunse la nomenclatura di OH 500), sia nella versione “C” che “D”: si trattava di un elicottero altamente versatile, sia per l’impiego di missioni in mare che in montagna. La sua “forza” risiedeva nell’elevata efficienza in termini di ore di volo garantite, data la semplicità dei sistemi e della strumentazione di bordo, oltre alla manovrabilità in volo; difatti, non essendo dotato di “automatismi” tali da rendere l’azione sui comandi più confortevole, il pilota era totalmente coinvolto nelle manovre di volo, così da incrementare in lui la voglia di perfezionare il raggiungimento dei parametri di velocità e quota nel corso della missione di volo. Pur essendo un monomotore, nella simulazione della procedura di emergenza per antonomasia di un elicottero, la c.d. “autorotazione”, l’elicottero era in grado di garantire un’ottima efficienza rotorica tale performare un atterraggio d’emergenza in sicurezza.
Successivamente, l’attività volativa ha continuato ad essere svolta a bordo di elicotteri bimotore di nuova generazione, l’AW 109 “Nexus”. Dalla forma affusolata e più idonea a garantirne l’aerodinamicità (la velocità in volo è una sua caratteristica), questo nuovo elicottero ha permesso di effettuare un notevole “passo in avanti” nella crescita professionale personale, in virtù dei sofisticati sistemi e strumentazione di bordo che hanno permesso un’attività di volo più confortevole, sicura e “diversa”; quest’ultima caratteristica è dovuta agli scenari d’impiego in cui poter utilizzare questo nuovo mezzo aereo, ossia l’ambiente notturno (anche mediante l’ausilio di visori notturni, i c.d. NVG - Night Vision Goggles), oltre alla possibilità di poter volare sia secondo le regole del volo a vista (VFR - Visual Flight Rules) che strumentale (IFR - Instrumental Flight Rules).
Se con l’AW 109Nexus è stato fatto un “notevole passo in avanti”, con l’arrivo del nuovissimo AW 169M l’attività di volo è stata proiettata verso l’ultima generazione di elicotteri, sia per strumentazione e sistemi di bordo sia per l’innovativa versione del cockpit completamente “full glasses”; difatti, nel cockpit qualsiasi riferimento alla strumentazione analogica è stato soppiantato da una completa configurazione digitale, che ne accresce la moltitudine di informazioni e ausili per il volo. Gli automatismi, la strumentazione e i sistemi di bordo già presenti nel precedente AW 109 Nexus sono stati migliorati e implementati con caratteristiche che accrescono il comfort e l’operatività nelle missioni di volo.

Negli anni di servizio ho totalizzato 1.538 ore di volo totali, di cui 1079 sull’NH 500, 315 sull’AW109 Nexus e, ad oggi, 144 sull’AW 169M.

Maresciallo pilota Cesarini

Il Breda-Nardi Hughes NH 500, nelle versioni MC e MD, è stata la macchina di punta del nostro Servizio Aereo; presente in ogni Reparto, essa ha dato a tutti i piloti del Servizio Aereo la possibilità di imparare a volare sull’elicottero. Era una macchina monomotore da ricognizione, leggera, semplice e veloce, oltre che molto maneggevole, utilizzata prevalentemente per pattugliamento diurno della costa e del territorio. Prevalentemente in configurazione anfibia (munita, cioè, di galleggianti), offriva la possibilità di ammarare in tutta sicurezza. Molte le sue peculiarità; la forma a guscio d’uovo che imprimeva grande visibilità, l’ottima autonomia oraria grazie all’ausilio di serbatoi supplementari, la capacità di atterrare in spazi ristretti viste le dimensioni ridotte.
Essendo dotata di comandi di volo caratterizzati da leve ed aste di rinvio con tempi di risposta molto immediati, la conseguente azione sugli stessi da parte del pilota necessitava di buona coordinazione e delicatezza. Come dice il detto “il primo amore non si scorda mai”, posso affermare che l’NH 500 è stata la macchina che ci ha insegnato a volare.
Nell’anno 2015 iniziai il corso sull’AW 109Nexus, un elicottero che, a primo acchito, non mi piacque tanto; difatti, le sue dimensioni, oltre al fatto di essere dotato di ruote come carrello di atterraggio anziché i pattini come ero precedentemente abituato, generavano in me il pensiero di sentirmi un pò limitato nell’operare. Memore dell’affermazione di un istruttore ditta che mi disse “un giorno ti piacerà così tanto che quando te lo toglieranno lo rimpiangerai”, nonché dei preziosi consigli di un collega istruttore di volo, ho potuto scoprire, studiando e volando, delle potenzialità che questa “Ferrari volante” aveva da offrirmi. Si tratta di un bimotore semi-glass cockpit (munito simultaneamente di schermi digitali e apparati analogici), molto stabile e veloce con delle performances che consentivano di volare anche in caso di avaria di un motore. L’autopilota installato a bordo, anche se complesso, è molto apprezzato poiché permette di togliere parecchio carico di lavoro ai piloti. Tra le dotazioni di bordo è bene menzionare il radar meteo con funzioni di ricerca natanti, una telecamera Forward Looking InfraRed (FLIR), sistemi Data Link e Telefono Satellitare. Questa “macchina” mi ha permesso di volare sia di giorno che di notte, spingendomi a distanze notevoli e garantendomi sempre una grande sicurezza. Non avendo più la Sezione Aerea di Venezia in dotazione questo elicottero, oggi mi sento di dire di rimpiangerlo, principalmente per le sue ottime performances di velocità e stabilità.
L’AW 169 è la terza “macchina” su cui sono stato abilitato al pilotaggio; il passaggio su questo elicottero non è stato molto difficoltoso dal punto di vista teorico, poiché i sistemi che compongono questa macchina sono molto simili a quelli del “Nexus”, anche se tecnologicamente più avanzati; si tratta di una macchina Full Glass Cockpit (quindi sono sparite del tutto le lancette), dotata di carrello di atterraggio con ruote e, nell’ultima versione AW 169M (detta anche Full Operative Capability - FOC) con carrello a pattini, configurazione quest’ultima che ci ha restituito la versatilità del tipico elicottero; inoltre funzioni ed automatismi avanzati garantiscono una notevole sicurezza in tutte le condizioni di volo. La prima sensazione che si prova ai comandi del nuovissimo AW 169M è quella di volare su una macchina stabile, sicura e performante. L’arrivo della nuova macchina ha previsto una nuova figura professionale all’interno degli equipaggi di volo, l’Operatore dei Sistemi di Bordo, la cui attività riveste un ruolo centrale nell’attività operativa.

Negli anni di servizio ho totalizzato 1.184,35 ore di volo totali, di cui 538,25 sull’NH 500, 508 sull’AW 109Nexus e ad ora 138,10 sull’AW 169M.

Luogotenente specialista Zanzottera

Dopo 24 anni come specialista su quattro linee diverse, quale è il pensiero che nasce dentro guardando il passato? Mi viene da dire, con un pizzico di nostalgia, quanto era bello sporcarsi le mani di olio e di grasso; il tempo, però, passa veloce e la tecnologia avanza, pertanto è obbligatorio stare al passo con essa.
La nostra generazione ha avuto la fortuna di vivere questi cambiamenti epocali. Nel giro di pochi anni questi cambiamenti hanno imposto una conseguente e costante evoluzione della figura professionale dello “specialista” o manutentore di elicottero…. come viene definito oggi.
Quello che è cambiato nel passaggio tra la linea NH 500 (quello era il suo vero nome) e le attuali linee AW 169 – AW 139, è sostanzialmente l’approccio mentale ad un tipo di attività manutentiva cha ha sostituito il “meccanico” al tecnico super specializzato.
Come i vecchi meccanici di auto che un tempo ascoltavano, parlavano con i motori, oggi basta attaccare un cavo di diagnosi ed un computer ti dice tutto quello che non va.(sperando non si sbagli!).
“E’ giusto” così dicono per la sicurezza, l’economicità e la certezza delle procedure di lavoro, ma le soddisfazioni che ti accompagnavano dentro quando la sera tornavi a casa dopo avere risolto un problema tecnico operando “a cuore aperto” purtroppo non esistono più.
La cosa che dispiace è che queste sensazioni non potranno più essere vissute dalle nuove leve che approcciano a questa “arte”. Ma va bene così, noi siamo stati sicuramente dei privilegiati forgiati nella mente ma specialmente nello spirito!

Luogotenente specialista Senatore

La tecnologia è come il tempo: corre e nessuno può fermarla, così anche in campo lavorativo/aeronautico. La mia esperienza quale specialista d’elicottero è iniziata con gli NH 500, elicottero monomotore, semplice nella meccanica, negli impianti, nella strumentazione ed estremamente versatile.
Con l’arrivo prima dell’A 109 ed in seguito dell’AW 169, ho assistito ad un’evoluzione progressiva: motori ed impianti moderni, più performanti e quindi più complessi, strumentazione in continua evoluzione.
L’aspetto manutentivo di conseguenza ha seguito questa evoluzione nei vari aspetti, dalla complessità delle lavorazioni, delle attrezzature alla digitalizzazione della manualistica e della gestione in genere.
Professionalmente tutto molto stimolante ed appassionante ma, come in tutte le cose, c’è un prezzo da pagare; questo va dalla frequenza di svariati corsi di formazione che comportano periodi di missione, allo studio pratico ed alle novità da affrontare, il tutto affiancato dall’evoluzione digitale/tecnologica della gestione.

Sottotenente pilota Beatrice

Una esperienza particolare con il nuovo AW 169M, che merita una menzione, è relativa all’esercitazione congiunta in materia di soccorso e addestramento delle Stazioni SAGF di Tolmezzo e Tarvisio.
L’attività ha tratto origine da un protocollo d’intesa tra il Comando Regionale della Guardia Di Finanza Friuli Venezia Giulia e il Corpo Nazionale Soccorso Alpino e Speleologico (CNSAS), che ha visto anche la partecipazione della Sezione Aerea di Venezia.
In tale contesto è stato assunto l’impegno a sviluppare iniziative di natura addestrativa congiunta con il personale impegnato nelle attività di soccorso, con lo scopo di tutelarne l’incolumità in scenari emergenziali.
Sulla base di tali impegni, è stata concordata l’attività congiunta con le Stazioni SAGF di Tolmezzo e Tarvisio per la data del 14 agosto 2023.
Tale attività ha rappresentato un’autentica novità per il nostro impiego, in quanto in precedenza mai era stata disposta un’attività congiunta con reparti del SAGF, in quanto la Sezione Aerea di Venezia sviluppava la propria attività sul mare.
L’attività aerea è stata preceduta da un accurato briefing, sulla base di linea guida precedentemente individuate, sulla piazzola di atterraggio di Eli Friulia di Tolmezzo, cui ha partecipato numeroso il personale della Sezione Aerea e dei reparti SAGF di Tolmezzo e Tarvisio.
Considerata la delicatezza delle operazioni, particolare enfasi è stata posta sull’osservanza delle norme di sicurezza previste dalle circolari del Corpo.
A seguire sono stati effettuati dei voli, con imbarco di personale SAGF, e sbarco degli stessi su un’area impervia, ove poi è avvenuto il recupero degli stessi.
Nello specifico sono state effettuate diverse operazioni di sbarco/imbarco, al fine di poter operare con tutto il personale SAGF intervenuto (complessivamente 13 militari).
In tale attività particolare impressione ha destato la vicinanza del personale SAGF accovacciato adiacentemente al pattino destro dell’elicottero, durante le manovre al suolo e durante il decollo e l’avvicinamento.
Sicuramente nelle prossime esercitazioni congiunte saranno individuate delle aree di impiego più impegnative, al fine di elevare, nel rispetto delle norme di sicurezza, la difficoltà delle operazioni. 

Il cuore del sistema di missione dell’AW 169M è l’RW-ATOS (Rotary Wing - Airborne Tactical Observation System).
Il sistema RW ATOS, praticamente identico al sistema di missione degli ATR 42/72 della stessa Guardia di Finanza e della Guardia Costiera, è un apparato all’avanguardia progettato da Leonardo che gestisce tutti gli apparati che sono installati a bordo dell’elicottero, consentendo di eseguire missioni di sorveglianza terrestre/marittima ad ampio spettro in ambienti sia diurni che notturni, riducendo così i tempi di analisi dello scenario tattico per fornire completa consapevolezza dello scenario agli operatori.
Il sistema si compone di:
• Radar “Gabbiano T20N”. È un radar multifunzione a impulso doppler, con portata da 0.5 NM a 160NM.
• Sistema Leoss MKII, che racchiude diverse telecamere: TVC, IR, SWIR, con zoom sia ottico che digitale.
• Laser: LRF (1M), LI (4), LM(3B)
• Faro di ricerca “TRAKKABEAM 800”
• Radio: SRT700-1, SRT700F, VHF/FM, TELEFONO SATELLITARE IRIDIUM (SAT+4G)
• IMSI Catcher: NESIE(2G/3G/4G), FFIII (SAT) 

Gli autori desiderano ringraziare il Magg. Enrico Gentile (Comandante della SA di Venezia), il Sottotenente Giancarlo Beatrice (Vice Comandante della SA di Venezia) e tutto il personale del ROAN e della Stazione Navale di Venezia,

Un ringraziamento speciale a tutti i componenti della Sezione Aerea di Venezia e all'Ufficio Stampa del Comando Generale di Roma.

Un altro ringraziamento speciale all'equipaggio della Vedetta Lagunare Ibrida VAI - M.llo Valentina Colucci - App. Scelto Ernesto Mirolla - Fin. Scelto Orazio Patti

Foto e testo di Giorgio Ciarini, Alessandro Maggia e Francesco Cavallin
Ottobre 2023 

English translation

Last October we returned to Venice to write a new article about the Sezione Aerea (Sezione Aerea) of the Guardia di Finanza (Italian Custom Police). Our previous experience with the Venetian “Volpi” dates back to November 2012. Click here to see the report. In these years, the situation has completely changed from what we had seen in 2012. There is a new base and brand-new helicopters.
Welcoming us and introducing us to the “new” reality is Maggiore Pilota Enrico Gentile, Commander of the Sezione Aerea since 2017. The Maggiore Gentile Enrico holds degrees in Economic-Financial Security Sciences and Law, with a Second-Level University Master’s in Tax Law. After attending the Guardia di Finanza Academy (Bergamo 2006-2011), he obtained the Brevetto di Pilota Militare di Elicottero (BPME or Helicopter Military Pilot License) in 2012 at the 72° Stormo (Wing) of the Aeronautica Militare (Italian Air Force) in Frosinone.
Maggiore Gentile is qualified on various helicopter models in service with the Servizio Aereo (Air Service) of the Guardia di Finanza (NH 500MD – AW 109Nexus – AW 169), accumulating around 1,600 flight hours on these models. Before taking command of the Sezione Aerea in Venice, he served at the Centro di Aviazione (Aviation Center) in Pratica di Mare and at the Sezione Aerea in Palermo, where he also held the position of Vice Commander. As Commander of the Sezione Aerea in Venice, he managed the entire transition of the Department from NH 500MD to the brand-new AW 169M, passing through the brief period with the Nexus.
The tasks and scope in which the Sezione Aerea of Venice operates have remained unchanged since my previous visit. The significant changes manifested precisely with the new base and the shift from NH 500 to Nexus and now to AW 169M.
The new base is still named after the Maresciallo Maggiore Specialista Ferdinando Zorzutti, who passed away on July 12, 1991, while in service. The transfer to the new facility took place in July/August 2016; the old base was completely demolished because its location was too close to the main connector linking the two parallel runways to Marco Polo Airport’s apron.
There are plans for an expansion of the facility to accommodate a third helicopter in the near future. Another innovative factor that involved the Department in a few years (2020-2023) was the fleet change from the timeless NH 500 to the Nexus and finally to the current AW 169M (MH 169A). Let’s delve into the chronology of events:
The last flight of an NH 500MD “Volpe 119” assigned to the Sezione Aerea of Venice occurred on August 5, 2020. The last flight of an AW 109N “Volpe 307”, a transfer flight to the Sezione Aerea of Palermo, happened on May 15, 2023. The delivery of the two AW 169Ms took place on April 21, 2023; the first helicopter “Volpe 510” (MM82061) was transferred from the Centro di Aviazione in Pratica di Mare, while the second helicopter, “Volpe 513” (MM82071), was delivered on July 11, 2023, directly from the Leonardo Helicopters Division site in Vergiate (Varese). The Sezione Aerea of Venice is set to receive a third AW 169M in the not-too-distant future, although the exact delivery time is currently unpredictable. Unlike in the past when helicopters were often “rotated” to other units after maintenance, now, with the new AW 139 and AW 169 models, the “machines” are expected to spend most of their service time at their respective Sezioni Aeree.
To conclude the transition part, it’s important to highlight that the operational/training activities of the Sezione Aerea haven’t undergone significant changes in terms of flight hours, despite the Department experiencing three different flight lines in the 2020-2023 quadrennium.
Specifically, in 2020, 460.05 flight hours were logged, 343.25 hours in 2021, 300.05 hours in 2022, and a partial count as of September 2023 stands at 358.55 flight hours.
It’s worth noting that in 2020, there was a notable increase in flight hours due to the checks carried out for the COVID-19 pandemic. Subsequently, the following years experienced a natural decline. The flight hours in 2021 and 2022 were also affected by the “fleet transition” first to Nexus and then to AW 169, as the crews mostly underwent transition training at the Centro di Aviazione, and therefore, the flight hours were counted towards that Department.
The Sezione Aerea of Venice falls under the Reparto Operativo AeroNavale (AeroNaval Operational Department) (ROAN) of Venice, which, in turn, reports to the Veneto Regional Command. The ROAN headquarters is located at the eastern end of the Giudecca Island, overlooking the San Giorgio Maggiore canal and facing St. Mark’s Square.

The Department’s task is to coordinate and direct the operational activities of the Stazione Navale (Naval Station) of Venice and the Sezione Aerea. The Stazione Navale of Venice is responsible for maritime surveillance of the navigable internal lagoon and river waters, the coast, and the territorial sea of Veneto. Both aero-naval departments carry out two types of activities: “autonomous” within their exclusive areas of competence and in collaboration with equivalent provincial commands, and “on-demand” where there are operational developments relevant to the “ground” branches."
The Stazione Navale of Venice, aiming for an effective operational projection along the coast, oversees three Sezioni Operative Navali (Naval Operating Sections): one located in Porto Levante, in the province of Rovigo; another in Chioggia; and the third in Caorle. These Sezioni, aside from their responsibility for coastal and inland water surveillance, assist the superior Department in territorial sea patrolling.
The naval units are diverse in their equipment. Specifically selected for operating in the unique context of Veneto, they cater to multiple service demands unparalleled in variety and quantity nationwide:
● Offshore patrol vessels for long-range maritime patrolling.
● Fast interceptors for intercepting illicit activities in territorial waters.
● Coastal patrol vessels for near shore and lagoon patrolling.
● Motorboats for suppressing illicit activities in the lagoon and river stretches.
● Logistics units for transporting people or cargo.
Beyond their primary tasks tied to safeguarding economic interests at sea and along the maritime border, the ROAN contributes to maritime rescue operations. It routinely collaborates with other law enforcement forces and public entities in maintaining public order and responding to emergencies.
Presently, the Sezione of Venice comprises a Squadra Comando (Command Team), an Nucleo Operativo (Operational Unit), and an Nucleo Efficienza (Engineering Unit).
The Squadra Comando, led by a Luogotenente, consists of seven ordinary ground personnel responsible for governing and managing the Department.

The Nucleo Operativo, led by a Sottotenente, also serves as the Sezione Aerea’s Vice Commander. It includes seven pilots and one On-Board Systems Operator (OSB). Among the seven pilots, five hold the rank of Crew Chief, and two are second pilot. OSB specialization is attainable through a specific competition announced by the Comando Generale (Headquarter). It begins with medical clearance from the Aeronautica Militare’s Istituto Medicina AeroSpaziale (IMAS or Institute of Aerospace Medicine) in Milan or Rome. After this initial step, candidates undergo a roughly seven-month course at the Centro di Aviazione of the Guardia di Finanza in Pratica di Mare (Pomezia). The course entails both theoretical and practical segments. To complete the competitive phases, participants must attend a course named “shipwreck and survival in forced ditching” at the Helo Dunker facility of the Marina Militare (Italian Navy) in Luni-Sarzana, as well as perform 12 flight missions aboard a Servizio Aereo helicopter. Successful completion grants the relevant specialization.
Once assigned to the Department, the OSB becomes an integral member of the flight crew aboard the AW 169M. They manage various on-board systems, conduct cinematic recordings of targeted subjects, provide guidance to pilots, devise search patterns, communicate with the Corps’ operations room, generate activity reports, and coordinate with pilots on missions undertaken by the Sezione Aerea. These missions include naval target searches, search and rescue operations, support for ground and sea patrols, environmental and maritime policing, public order and safety, enhancing mission agility and timeliness, minimizing crew workload, increasing safety levels, and reducing the risk associated with human error factors.
The Nucleo Efficienza, led by a Luogotenente, comprises 11 personnel, all certified on the new AW 169M helicopter. Among these, four are certified as avionics specialists. The specialists’ role encompasses both regular and extraordinary maintenance on the helicopter, pre-flight and post-flight operations, and integration as Fixed Flight Crew when specialist on-board intervention is necessary.
One distinctive activity carried out by the maintenance team of the Nucleo Efficienza involves downloading flight data from each helicopter at the end of an operational day. This process typically lasts a couple of hours and serves to extract parameters such as vibrations, propulsion operation, engine starts, and general performance. The data is then transmitted electronically to Leonardo Helicopters. A team from the company analyzes the parameters and, if necessary, may request further checks or maintenance interventions to resolve identified issues.
New helicopters follow a manufacturer’s three-year maintenance program. For interventions beyond routine maintenance, Leonardo technicians step in. For specific interventions where the Sezione Aerea maintenance personnel lack experience or necessary equipment, they may request support from colleagues at the Centro di Aviazione.
There are plans for the Nucleo Efficienza specialists to also acquire winch operator qualifications. However, this awaits installation of winches on the Sezione Aerea’s two AW 169M helicopters. This additional feature will enhance the flight crew’s capability in search and rescue services.
Regarding the transition from NH 500 to AW 169M, we asked two pilots and two maintenance technicians, all with significant experience, to describe their professional journey over the past four years, transitioning from a helicopter in service since 1977 (NH 500MC), completely analog, to a fully digital helicopter like the AW 169M.
Maresciallo pilota Palladino:
My professional experience aboard the Guardia di Finanza helicopters began with the legendary NH 500 (later designated OH 500), in both the “C” and “D” versions. It was a highly versatile helicopter, suitable for both maritime and mountain missions. Its strength lay in its high flight hours due to the simplicity of its systems and onboard instrumentation, alongside its maneuverability in flight. Lacking “automation” to make control actions more comfortable, the pilot was entirely engaged in flight maneuvers, encouraging the pursuit of speed and altitude parameters during missions. Despite being a single-engine helicopter, in the simulation of the helicopter’s foremost emergency procedure, the so-called “autorotation”, it could perform an emergency landing safely.
Later, I continued flying on new-generation twin-engine helicopters, the AW 109 “Nexus”. Its sleek shape optimized aerodynamics, and its flight speed became a notable improvement in personal and professional growth. This was due to sophisticated onboard systems and instrumentation that allowed more comfortable, safe, and “diverse” flight operations. The latter characteristic emerged from the operational scenarios where this new aircraft could be utilized, such as nighttime environments (aided by Night Vision Goggles, NVG) and the ability to fly according to both Visual Flight Rules (VFR) and Instrumental Flight Rules (IFR).
While the AW 109 Nexus represented a “notable step forward”, with the arrival of the brand-new AW 169M, flight operations transitioned to the latest generation of helicopters, both in terms of onboard systems and instrumentation and the innovative “full glasses” cockpit version. Indeed, the cockpit replaced any analog instrumentation with a complete digital configuration, providing a wealth of information and aids for flight. The automation, instrumentation, and onboard systems from the previous AW 109 Nexus were enhanced and implemented with features that increased comfort and operational efficiency during flight missions.
Throughout my service years, I accumulated a total of 1,544 flight hours, with 1,079 on the NH 500, 315 on the Nexus, and 150 on the AW 169M.
Maresciallo pilota Cesarini
The Breda-Nardi Hughes NH 500, in its MC and MD versions, was the flagship aircraft of our Servizio Aereo. Present in every Department, it provided all the Servizio Aereo pilots the opportunity to learn helicopter flying. It was a single-engine reconnaissance machine, light, simple, and fast, incredibly maneuverable, primarily used for daytime coastal and territory patrols. Mainly configured as an amphibious aircraft (fitted with floats), it offered the capability of safe water landings. It boasted several features: an eggshell-shaped design that offered excellent visibility, outstanding hourly autonomy with supplementary tanks, and the ability to land in tight spaces due to its small size.
Equipped with flight controls characterized by immediate response levers and rods, the pilot’s action required good coordination and finesse. As they say, “you never forget your first love”, and I can affirm that the NH 500 was the machine that taught us to fly.
In 2015, I began training on the AW 109Nexus, a helicopter that, initially, I didn’t favor much. Its size, coupled with the fact that it had wheels for landing gear instead of skids, made me feel somewhat limited in operations. I remember an instructor from the company saying, “One day you’ll like it so much that when they take it away, you’ll miss it”. Also, valuable advice from a fellow flight instructor helped me discover, through study and flying, the potential this “flying Ferrari” had to offer. It’s a twin-engine semi-glass cockpit machine (featuring both digital screens and analog systems), highly stable and fast, capable of flying even in the event of engine failure. The onboard autopilot, though complex, is highly appreciated for significantly reducing pilots’ workload. Notable onboard equipment includes a weather radar with vessel search functions, a Forward Looking InfraRed (FLIR) camera, Data Link, and Satellite Phone. This “machine” allowed me to fly both day and night, covering considerable distances and always ensuring high safety levels. Since the Sezione Aerea of Venice no longer has this helicopter, I now find myself missing it, primarily for its excellent speed and stability performances.
The AW 169 is the third aircraft I’ve been qualified to pilot. Transitioning to this helicopter wasn’t very challenging theoretically, as the systems composing this machine are much like those of the “Nexus”, albeit more technologically advanced. It’s a Full Glass Cockpit machine (so, the needles are completely gone), equipped with landing gear wheels, and in the latest version AW 169M (also known as Full Operative Capability - FOC) with skid landing gear. This latest configuration has restored the versatility of the typical helicopter. Additionally, advanced functions and automation ensure considerable safety in all flight conditions. The first sensation when handling the brand-new AW 169M is that of flying a stable, safe, and high-performing machine. The arrival of the new machine introduced a new professional figure within the flight crews, the On-Board Systems Operator, whose activity plays a central role in operational activities.
Over the years of service, I’ve accumulated a total of 1,184.35 flight hours, with 538.25 on the NH 500, 508 on the AW 109Nexus, and currently 138.10 on the AW 169M.
Luogotenente Specialista Zanzottera
After 24 years as a specialist in four different lines, what thoughts arise when looking back? I can’t help but feel a bit nostalgic for the days of getting my hands dirty with oil and grease. Time flies, and technology advances, so keeping up with it is mandatory. Our generation has been fortunate to experience these epochal changes. Within a few years, these changes have imposed a continuous evolution of the “specialist” or helicopter maintenance professional... as its defined today. What has changed in the transition from the NH 500 line (that was its real name) to the current AW 169 - AW 139 lines is essentially the mental approach to maintenance activities, which have replaced the “mechanic” with highly specialized technicians. Like the old car mechanics who once listened to and conversed with engines, today, all it takes is plugging in a diagnostic cable, and a computer tells you everything that”s wrong (hopefully without mistakes). “It’s right” they say, for safety, cost-effectiveness, and the certainty of work procedures, but the satisfaction that came from solving a technical problem while working “open-heartedly” unfortunately no longer exists. What’s regrettable is that these sensations won’t be experienced by the newcomers entering this “art”. But it’s okay, we’ve certainly been privileged, shaped in mind, and especially in spirit!
Luogotenente Specialista Senatore
Technology is like time: it runs, and no one can stop it, similarly in the workplace/aeronautical field. My experience as a helicopter specialist began with the NH 500, a single-engine helicopter, simple in mechanics, systems, instrumentation, and extremely versatile. With the arrival of the A 109 and subsequently the AW 169, I witnessed a gradual evolution: modern engines and systems, more performant and hence more complex, and constantly evolving instrumentation. Consequently, the maintenance aspect followed this evolution in various aspects, from the complexity of tasks, equipment, to the digitization of manuals and overall management. Professionally, it’s all very stimulating and exciting, but, as in all things, there’s a price to pay; from attending various training courses involving mission periods to practical study and coping with novelties, all alongside the digital/technological evolution of management.
Sottotenente Pilota Beatrice
A special experience with the new AW 169M, worth mentioning, is related to the joint exercise in rescue and training with the SAGF Stations of Tolmezzo and Tarvisio. The activity stemmed from a protocol between the Regional Command of the Guardia Di Finanza Friuli Venezia Giulia and the Corpo Nazionale Soccorso Alpino e Speleologigo (CNSAS or National Alpine and Speleological Rescue Corps), which also involved the participation of the Sezione Aerea of Venice. In this context, the commitment was made to develop joint training initiatives with personnel involved in rescue activities, aiming to protect their safety in emergency scenarios. Based on these commitments, joint activity was agreed upon with the SAGF Stations of Tolmezzo and Tarvisio from August 14, 2023. This activity represented a genuine novelty for our deployment, as we had never previously conducted a joint activity with SAGF units, given that the Sezione Aerea of Venice conducted its operations over the sea. The aerial activity was preceded by a thorough briefing, based on previously identified guidelines, on the Eli Friulia landing pad in Tolmezzo, attended by numerous personnel from the Sezione Aerea and SAGF units of Tolmezzo and Tarvisio. Considering the delicacy of the operations, particular emphasis was placed on adhering to safety regulations outlined in the Corps’ circulars. Subsequently, flights were conducted, involving SAGF personnel boarding and disembarking in rugged terrain, followed by their retrieval. Specifically, several boarding/disenbarking operations were carried out to involve all the intervening SAGF personnel (a total of 13 military personnel). The proximity of the SAGF personnel crouched adjacent to the helicopter’s right skid during ground maneuvers, takeoff, and approach left a particular impression. Undoubtedly, in future joint exercises, more challenging operating areas will be identified to elevate, while respecting safety standards, the difficulty of operations.
To conclude the report on the Sezione Aerea of Venice, let’s delve into detail about the new helicopter AW 169M (MH 169A) built by the Leonardo Helicopters Division.
The new AW 169M (MH 169A) helicopters assigned to the Sezione Aerea of Venice are part of an order for 24 helicopters, including six with fixed-wheel undercarriage and 18 with skids. The delivery of all 24 helicopters should be completed by 2024. The renewal of the fleets of the Servizio Aereo of the Guardia di Finanza, in addition to the 24 AW 169M helicopters, also involved the delivery of 20 AW 139s.
The AW169M is the military variant of the latest-generation twin-engine AW 169 helicopter, designed according to the most recent FAR/JAR/EASA requirements and the standards of military, public security, and government operators. The machine boasts exceptional levels of power, agility, and maneuverability, providing outstanding controllability across a wide range of operational conditions, even in high-temperature and high-altitude scenarios. The unique design of the propulsion system allows powering all major systems while the rotors are stationary (APU mode - Auxiliary Power Unit), optimizing response times and operational availability. The cabin is the most spacious in its class, ensuring quick reconfiguration and ease of entry and exit. Pilots benefit from state-of-the-art open-architecture avionics, including a fully digital cockpit and unprecedented external visibility, ensuring advanced tactical and operational awareness.
The initial AW 169s for the Guardia di Finanza were delivered starting in 2019, gradually replacing the "elderly" NH 500 and AW 109Nexus in the Sezioni Aeree of the central north, and also the AB 412s of the two Mountain Sezione Aereas of Varese and Bolzano. The AW 139s, on the other hand, are destined for Sezioni Aeree involved in long-range maritime patrol missions in the Mediterranean.
The Guardia di Finanza’s AW 169M helicopters are equipped with a special configuration including a rescue winch, floats, and life rafts, wire cutters, advanced proximity and anti-collision systems, a cockpit compatible with night vision use, ground proximity warning system, advanced communication systems, diagnostic systems, searchlight, ice detection, satellite communications, cell phone detector, hyperspectral system for remote sensing. Additionally, the helicopters are equipped with a wide range of systems and sensors provided by Leonardo, including the RW ATOS mission system with an advanced console, Gabbiano surveillance radar, LEOSS electro-optical system, M428 IFF friend/foe transponder, laser-based collision avoidance system OPLS, V/UHF communication systems, control panels, and lighting systems. Advanced autopilot functionalities have been introduced in the latest versions of the AW 169M to perform search and rescue tasks (SAR Mode - Search and Rescue) with a single pilot on board according to Instrument Flight Rules (IFR). The search and rescue functions allow the helicopter to be piloted automatically along a predefined route, thus reducing the pilot’s workload during this critical phase of the mission. Currently, the AW 169M is the only helicopter in its weight category to have such advanced SAR Mode functionality.
The core of the AW 169M’s mission system is the RW-ATOS (Rotary Wing - Airborne Tactical Observation System). The RW ATOS system, practically identical to the mission system of the ATR 42/72 of the same Guardia di Finanza and the Guardia Costiera (Italian Coast Guard), is an advanced apparatus designed by Leonardo that manages all the equipment installed on board the helicopter. This allows conducting a wide spectrum of land/maritime surveillance missions in both day and night environments, reducing tactical scenario analysis times to provide complete situational awareness to operators.
The system consists of:
● Radar "Gabbiano T20N": A multifunctional Doppler pulse radar with a range from 0.5 NM to 160NM.
● Leoss MKII system, encompassing various cameras: TVC, IR, SWIR, with both optical and digital zoom.
● Laser: LRF (1M), LI (4), LM(3B).
● Searchlight "TRAKKABEAM 800".
● Radios: SRT700-1, SRT700F, VHF/FM, IRIDIUM SATELLITE PHONE (SAT+4G).
● IMSI Catcher: NESIE(2G/3G/4G), FFIII (SAT).
Its functionalities include:
● Integrated control and management of radar and AIS transponder and electro-optical sensors, allowing display of information (video and data) from different sensors on displays with the ability to independently and progressively enable or disable layers by the operator.
● Correlation of information from different sensors (radar, electro-optical system, AIS) with land/sea cartography by generating a Tactical Situation defined by the operator, with target tracking and constant modification in flight.
● Digital recording and management of images and videos originating from different sensors (radar, electro-optical system).
● Creation and management of a mission database containing all acquired targets during the activity, including their cinematic and characteristic data (including images/videos), for the subsequent generation of a mission report.
● The IMSI Catcher system (CELL/SAT), by replacing an antenna, engages a cell phone network and identifies the exact position of the cell phone. It is mainly used for search and rescue missions.
● Display of system statuses.

The author would like to thanks the Maj. Enrico Gentile (SA Venezia Cmdr), the Second Lt. Giancarlo Beatrice (SA Venezia deputy Cmdr) and all the staff of the ROAN and the Stazione Navale of Venice,

Special thanks to all the staff of the Sezione Aerea di Venezia and the Press Office of the Comando Generale in Rome.

Another special thanks to the crew of the Vedetta Lagunare Ibrida VAI - M.llo Valentina Colucci - App. Scelto Ernesto Mirolla - Fin. Scelto Orazio Patti

Images and text by Giorgio Ciarini, Alessandro Maggia and Francesco Cavallin
October 2023