14 mai 2005 : un hélicoptère se pose sur l'Everest !

Le 14 mai 2005, un hélicoptère monoturbine Ecureuil AS350 B3 de série avec aux commandes le pilote d'essai Didier DELSALLE, s'est posé à 8.850 mètres sur le sommet de l'Everest, pulvérisant le record du monde de posé et de décollage en altitude

Expériences   Civiles



Hélicoptère Ecureuil AS350 B3
L'hélicoptère Ecureuil AS350 B3 du record


Le 14 mai 2005 à 7h08 (heure locale), un hélicoptère monoturbine Ecureuil AS350 B3 de série avec aux commandes le pilote d'essai Didier DELSALLE, s'est posé à 8.850 mètres sur le sommet de l'Everest (Népal), pulvérisant ainsi le record du monde de posé et de décollage en altitude. Un deuxième posé a été effectué le lendemain 15 mai. Ce record ne pourra jamais être battu, l'Everest étant le plus haut sommet du monde !


Hélicoptère Ecureuil AS350 B3

Hélicoptère Ecureuil AS350 B3




Comme l'exige la Fédération Aéronautique Internationale (FAI), l'appareil est resté posé plus de 2 minutes sur la cime avant de reprendre sa descente vers le camp de base. La température extérieure était de -36°C ! L'appareil était une machine de série, qui avait seulement été allégée des instruments inutiles et des aménagements de confort (soit un gain de 120 kg).

L'entrainement pour cet exploit a commencé un an avant, avec une série d'expérimentations parmi lesquelles :

Vols à 8.992 mètres puis à 10.211 mètres en avril 2004 à Istres (France) qui démontrent qu'il est possible d'atteindre le toit du monde avec l'Ecureuil AS350 B3

Records de vitesse de montée à 3.000, 6.000 et 9.000 mètres établis le 14 avril 2005 à Istres (France) respectivement en 2 minutes 21 secondes, 5 minutes 6 secondes et 9 minutes 26 secondes.

Posé au col sud de l'Everest à 7.925 mètres le 12 mai 2005, établissant un nouveau record du monde de posé et de décollage, battant celui détenu par un Cheetah (Lama, remotorisé pour l'occasion) à 7.670 mètres en date du 2 novembre 2004.


Préparatifs au camp de base de Lukla
Préparatifs au camp de base de Lukla, situé à 2.866 mètres


L'Ecureuil a été vendu à ce jour à 3670 exemplaires. L'Ecureuil AS350 B3 est la version la plus performante. Ce record prouve que la machine est parfaitement adaptée aux opérations de secours en montagne. L'Inde, avec ses hauts reliefs, pourrait être intéressée par la version militaire du B3, Eurocopter y est actuellement en compétition avec BELL pour renouveler la flotte de l'Armée de l'Air.


Didier DELSALLE et l'Ecureuil AS350 B3
(Photo André BOUR)
Didier DELSALLE et l'Ecureuil AS350 B3 au Salon aéronautique du Bourget le 13 juin 2005, un mois après son exploit


Come on Didier ! An interview with Didier DELSALLE, by Rebecca STOKES


Nous publions ci-dessous, une interview de Didier DELSALLE réalisée par Rebecca STOKES du journal CLIMBING, parue sur www.climbing.com.
Nous remercions Jeff ACHEY, Directeur de publication de CLIMBING
pour son autorisation

On the 14 of May, 2005, Eurocopter test pilot Didier Delsalle braved the atmospheric conditions of 30,000 feet and landed his Ecureuil/Astar B3 helicopter on the summit of Mount Everest. Then repeated the feat, the following day. Delsalle a resident of Aix-en-Provence, France has been flying for 25 years and participating in mountain sports for even longer. His helicopter landing was purely experimental, but it does raise questions about the future of high-altitude rescue for climbers and potential tourism. Climbing Magazine was able to snag an interview with the busy pilot at the Paris Airshow.

Didier, you joined Eurocopter in 1997, how did you end up at their company ?

I entered the French Air Force in 1979 as a fighter pilot and two years later I was converted to helicopter. I’ve been a helicopter pilot since 1981, and I flew search-and-rescue missions nearly 10 years. After that I entered the test pilot’s school, where I spent five years at the flight test center in France, Eurocopter asked me to join the company, where, since the beginning I have been an experimental pilot.  I am responsible for the small helicopters, which are the single engine family. As an experimental test pilot I fly on all different types of helicopters, from the small to the big.

Were you part of the “Time to Climb” records, the 10,211 meter (33,500 Feet) climb and landing on the South Pass of Everest ?

Yes, when we prepared for the Everest adventure, we had to check to see if the helicopter could even do it. We checked with a production helicopter, because we wanted to show our costumers that a normal helicopter could do it. Then we had to prepare for the physical limits we would encounter, like very high altitudes. In France we tested if the rotor and engine would be able to climb. So I climbed to 10,000 meters as a test. During this period we broke the time to climb record for 3000 meters (9843 feet), 6000 meters (19,685 feet), and 9000 meters (29,528 feet). It was a good way for us to measure the margin of error and the power that we had.

When we got to Nepal, we didn’t know our flight zone. The first part of my flights were spent discovering the area, finding the good ways to approach the different summits. At these altitudes you can find winds up to 300 kilometers per hour (about 190 miles per hour). We had to find the location of the updrafts and the downdrafts. We had some surprises; for example, I found an updraft so powerful that I could climb nearly without power. On the flipside, I had to descend with the full power of the engine and I was barely moving down. I had to make a chart of the areas to avoid, and test the measurements by gradually climbing.

As for the South Col, we were pretty sure we could take off and land on the South Col, but the summit we didn’t know. We weren’t hoping for much beyond the South Col, then little by little, I realized I would be able to land.

So you landed on the morning of May 14 and then you did it again the next day. What made you decide to land twice ?

You do it one time and think, “I am very lucky, perhaps it’s a miracle.” To prove that it wasn’t, I did it a second time, but the weather conditions were worse the second day. We didn’t want to wait too much for better weather, because we knew that climbers were down there. One of the points of this mission was to not endanger  the climbers, so I decided to try to land in marginal conditions. Better weather would of meant many climbers, and I didn’t want to harm anybody with an avalanche. It is so incredible to climb there on Everest.

What is special about this helicopter model the Ecureuil/Astar B3 ? Have you done special modifications on it for altitude ?

It was important for us was to test a production helicopter; it will be put to work at the end of this month, in the military. The only change was the weight. We removed all the comforts, like the unoccupied seats, we reduced the weight by 120 kilo (about 265 lbs). I also had only one hour of fuel.

What modifications must a pilot do, such as oxygen mask, pressurized cab of the chopper ?

I was equipped with an oxygen mask because I am not accustomed to high altitude. I took off from 2900 meters (9514 feet).

What’s your favorite helicopter ?

I like my single engine, the B3 is a very capable aircraft; you can take it upside down. Don’t forget I was a fighter pilot in the beginning and I like to do maneuvers.

You had a month long permit to land on Everest, was it hard to get permission from the Government of Nepal ?

It was a little confusing, we were in Nepal in the 2 of May to the 24. We had to start working with the Government in January to get permission. We gave the Nepalese the flight-test program we had planned: the flying, landings, and approaches.

While you were in Nepal you flew a rescue mission for the Nepalese Government, you rescued two Japanese trekkers, correct ?

Yes, the trekkers who were around 5000 meters (16,400 feet); one was tired and one had high-altitude sickness. I had to wait two days because of the weather. When it cleared it took me only 15 minutes to go there and 15 to get back. It saved them nearly four days of walking.

What motivated you to land a helicopter on Everest? Did something intrigue you about the mountain ?

The motivation, well, the first part is the humanity, people want to go faster, farther, and higher. The second part is that I have read lots of books on Everest, because it is a mythical mountain. I have read stories about tragedies, especially the main one in 1996, and I hope that someday we can rescue people that high. I flew search-and-rescue for ten years and I am still a search-and-rescue pilot. When you have someone in your helicopter that you have just rescued, you can see something very deep in their eyes, they are saying thank you, and it’s the kind of thing you never forget.

What was the hardest part of landing on Everest ?

The hardest part was to find the good way to get up there, because of the fantastic updrafts and downdrafts. The wind at that altitude is so powerful, you can feel the hand of nature, and that nature is above all the power of humans. You have to understand how nature is working there. To find the good way to land, you have to be accepted by the mountain, if you want to force the mountain it will reject you. You have to go slowly and carefully.

Do you think a tourist business will come out of this, meaning people wanting to land on the top of high peaks ? And how many years in the future do you think it could be before helicopters are relatively safe at high altitude ?

I read in some newspapers that they were saying that you could go to the summit for tourism. It is fluff. In the near future it is completely impossible, this was an experimental flight, not commercial or tourist.

To guarantee the summit of Everest,  five, six, seven years, I don’t think so. It is much too difficult, even if you build a very powerful helicopter, the forces you can encounter there are more powerful than the helicopter, and it’s no use to risk the life of a pilot and co-pilot. Even for rescue, I don’t think so. You can save people up to 7000 meters (23,000 feet) on a quite regular basis. More then that, it would be very difficult.

Do you plan to land on other mountains ?

Not for the moment. This is one part of my job; we have a lot of other tests, especially tests that the public doesn’t know about, like demonstrating engine failure mid-flight. I am not searching for another record or fame. I’m trying to just live my life, but we’ll see what happens in the future, though it will difficult to match this record.

Do you climb ?

I am Sunday climber. I fool around in the mountains, but for me to climb at Everest makes me realize how strong the human being is. I am very humble and respectful in the mountains. I cannot compare to the real climbers on Everest. I really respect original climbers, the people who climb without support, many Sherpas, and big teams. I wouldn’t like to go with commercial expeditions were all is prepared for you. I like to be by myself and I stick to very small mountains, like the Mont Blanc.

What other sports do you do ?

Skiing, some rock climbing, but only on Sundays. I don’t say I am very experienced, I like it, but I have no time. You have to have a lot of time to learn these sports and I am six months out of my home each year. When I come back it’s for my wife and my kids.

Have you heard of the Didier Berthod ? He’s known for crack climbing, he has does a number of 5.13 cracks like Air Sweden, and From Switzerland with Love at Indian Creek, Utah, and Greenspit (5.14a) in Italy. There aren’t too many big-name Didier’s in the climbing world.

Can you say the name again ?

Didier Berthod.

Ehhh … No. In the ‘60s, a lot of Didiers were made in France and Switzerland.


Cette interview de Didier DELSALLE a été réalisée par Rebecca STOKES du journal CLIMBING, elle est parue initialement sur www.climbing.com.
Nous remercions Jeff ACHEY, Directeur de publication de CLIMBING
pour son autorisation



Expériences   Civiles   #Ecureuil   #Pilotes

Page publiée le 22 septembre 2005


Voir aussi :

Didier DELSALLE et l'Ecureuil AS350 B3
Le Bourget 2005 - L'Ecureuil AS350 du record du monde
Didier Delsalle et l'Ecureuil AS350 B3 qui ont effectué le premier posé sur l'Everest le 14 mai 2005 à 8850 mètres d'altitude

HELIVENTURE, premier raid transatlantique par hélicoptère

D'un côté l'Europe, de l'autre l'Amérique. Entre les deux, 7000 km de mer glaciale et de montagnes polaires. Le samedi 14 juillet 2007, les hélicoptères du raid HELIVENTURE décollent de l’héliport de Paris (France)

  Jennifer MURRAY et Colin BODILL
POLAR FIRST, du pôle Sud au pôle Nord en hélicoptère : 1ère partie - 2ème partie
Jennifer MURRAY et Colin BODILL ont rejoint les 2 pôles en hélicoptère Bell 407
Jean Boulet sur le SE3101-01
Jean BOULET, pilote d'essai hélicoptère
La vie de Jean Boulet, pilote d'essai hélicoptère aux multiples record d'altitude, décédé le 13 février 2011

  Hélicoptère AS350 B3 Ecureuil F-HESB de Chamonix Mont-Blanc Hélicoptères (CMBH)
Chamonix Mont-Blanc Hélicoptères à Argentière
Sur la base hélicoptère CMBH (Chamonix Mont-Blanc Hélicoptères) d'Argentière, à Chamonix, le 19 février 2018

  Hélicoptère AS350 Ecureuil de CMBH
Chamonix 2018 - Hélicoptère AS350 Ecureuil de CMBH
Démonstration de lutte contre un incendie en montagne (dépose de pompiers à flanc de montagne, bambi-bucket) par un hélicoptère AS350B3 Ecureuil de Chamonix Mont-Blanc Hélicoptères



Ajoutez votre commentaire :










Haut de page

HELICOPASSION // André BOUR 1998-2019
A proposAutorisations de publicationContact