Delivering relief when it counts

In early 2026, Mozambique experienced record-breaking floods that left hundreds of thousands without food and basic supplies. BAC Helicopters’ H130 was there to deliver relief to communities unapproachable by land. 

Impassable scrub and dug-out channels lay beyond the base camp at Xai-xai, where the World Food Program was delivering food and supplies to Mozambican communities stranded after weeks of rain and flooding that destroyed bridges and roads.

While relief efforts had mobilised heavy aircraft, nobody expected the H130 helicopter to end up on the toughest job of all, carrying out hundreds of deliveries from a water-logged regional airport for two weeks straight.

It started on 4 February 2026, when BAC Helicopters received a call from the Airbus Foundation, whose humanitarian mission coordinates with programmes such as the World Food Program (WFP) on relief missions. Pilot Frasier Cilliers flew the H130 to Gaza province and coordinated with the WFP, staying on site for the duration and flying over 50 hours.

Designed for a challenge

The flight challenges dictated an adaptable, durable helicopter. The H130 was well-equipped to handle the challenge. BAC Helicopters had reconfigured the helicopter for cargo transport, taking the rear seats out to use the wide cabin to its fullest.

The Airbus H130 removable seats allow for the largest cabin space in its class — an attribute that has made it an industry leader for tourism and passenger transport. In Cillier's case, that and the 2,500 kg (5,512 lbs) maximum takeoff weight meant he was able to keep up continuous supply drops throughout the mission. 

Working at max

In Xai-xai, where the food was distributed, the team followed a rigorous plan. Everything was bundled and waiting in piles, ready for loading the next morning, when the pressure would kick in. Each day saw Cilliers doing quick turnarounds at remote landing zones while ground crews prepared the second load. 

Conditions were fair, but it was the rainy season and they had to monitor afternoon thunderstorms. Weight and balance calculations had to be spot on. Evaluating the cargo to the pound determined how much fuel the H130 could take, maximising the capability of the machine to get in as many loads as possible.

See and be seen

For a first landing, the pilot would do an aerial reconnaissance and determine if there was a better landing option. The H130‘s wrap-around bubble windows give it unparalleled visibility, so pilots like Cilliers have no trouble identifying patches of dry ground from above.

"There were a couple times where Frasier decided to land slightly away from where they'd discussed with the WFP, because it was flatter or the grass was shorter or it had less dust," says Greg Strydom, Flight Safety Security Manager at BAC Helicopters.

Everyone at the drop site had been trained by Cilliers and his WFP counterpart not to approach the aircraft until the engines had shut down. The pilot would give a briefing of aircraft safety and how to approach the machine to unload it.

"One of the dangers in these kinds of missions is that because there's always a large number of people waiting, they tend to rush to the helicopter. The tail rotor can be quite a danger, but luckily the H130 has got a Fenestron, so that mitigates the risk," says Strydom.

The H130’s wide cabin, enclosed tail rotor and compact size were crucial elements to everyone's success. "If the next drop was close enough, they would do everything while the blades were turning," says Strydom. "They'd just load and get as much delivered as possible."