Established over five decades ago, the San Antonio Police Department (SAPD) Helicopter Unit has transitioned through multiple platforms, gradually expanding its role beyond patrol into rescue, firefighting, and tactical support — a progression that ultimately led to the adoption of the Airbus H125.
“The H125 has opened up considerable horizons,” said Michael McFarland, one of the unit’s three certified flight instructors (CFIs). “It’s a large, capable platform, and it allows us to do many things we didn’t have the opportunity to do in the past.”
Operating from Stinson Airfield, the helicopter unit currently flies three H125s and a single Eurocopter EC120, which is now limited to training flights. The EC120 will be sold in 2027 and replaced by a fourth H125.
“Switching from the EC120 to the H125 is very straightforward,” said Adam Garcia, the unit’s helicopter maintenance supervisor. “The flight line interface is identical, and most of the emergency procedures aren’t that different.”
What is different is the available power. Garcia said the H125 allows the unit to handle a much wider range of situations. The aircraft is so versatile it’s often compared to a Jeep, Garcia said, adding that it brings significant value to the city.
Around-the-clock operations
The H125s operate day and night, 24 hours a day, seven days a week. When not responding to calls — approximately 3,500 per year, or nearly 10 per day — crews conduct proactive patrol and surveillance flights, which also help pilots remain current.
The city of San Antonio covers roughly 400 square miles (1,036 square kilometers), with Bexar County adding another 800 sq. mi. (2,072 sq. km). The unit also provides aviation support to surrounding counties that do not operate their own police air units.
The primary mission is supporting ground patrols through surveillance, high-speed pursuits, and searches for missing persons. These missions are flown with a two-person crew consisting of a pilot and a tactical flight officer (TFO). For rescue missions, the pilot is assisted by a crew chief and a paramedic.
The H125 is equipped with an Onboard Systems hoist that’s capable of lifting 450 pounds (204 kilograms), and can accommodate a cabin stretcher by removing non-essential seating. SAPD strives to keep at least one aircraft available for police missions at all times, with another held in reserve for rescue operations.
A fleet shaped by mission
Since its beginnings in 1971, the unit’s evolution has mirrored the expanding role of airborne policing in South Texas. Established with two Hughes 300 helicopters through a drug interdiction grant in partnership with the Bexar County Sheriff’s Office, SAPD continued the program independently after the sheriff’s office withdrew funding.
The unit acquired its first turbine aircraft — a Hughes 500C — in 1977, marking a major step forward in performance and capability. Beginning in 1996, SAPD transitioned to a fleet of five Schweizer 333 helicopters, which would serve the department for nearly two decades.
In 2006, a government grant enabled the acquisition of an AS350B3 equipped with a hoist and Bambi Bucket, expanding the unit’s role into rescue and aerial firefighting. As the Schweizer fleet aged, SAPD introduced the Eurocopter EC120, purchasing two aircraft in 2014 and a third in 2016.
That progression ultimately led to the current transition to the Airbus H125 (formerly AS350B3e), with three aircraft delivered to date and a fourth scheduled to enter service in 2027.
SWAT, firefighting, and flexibility
Another mission profile — and another cabin configuration — involves SWAT operations.
“We can install Tyler mounts externally and set up fast-roping on both sides of the helicopter,” McFarland said. “We can put 500 lb. [227 kg] on each Tyler mount, meaning two fully equipped SWAT operators on each side, plus the pilot and crew chief inside the helicopter. The fast-rope bars are mounted around the engine deck, using 40 feet [12 meters] of rope. Insertions can be made almost anywhere — on the ground, in confined areas, or onto rooftops. And we can do it without worrying about power. The H125 makes the job easier for us.”
When required, the Tyler mounts and fast-roping equipment can be removed quickly, allowing the aircraft to be reconfigured as a water-bombing platform. Using a sling-mounted Bambi Bucket, the H125 can carry up to 1,500 lb. (680 kg) of water.
“We work and train with the San Antonio Fire Department,” McFarland added. “Firefighting missions come around every year, with two or three fires during the summer. Some are small enough that we can handle them alone, but for others that are much larger, we work in cooperation with the aerial resources of other units and agencies, both local and federal.”
Integrated mission systems
Supporting this operational versatility is a modern, fully integrated mission system. The aircraft are equipped with multi-band radios, a searchlight slaved to an L3Harris Wescam MX-10 electro-optical/infrared camera turret, video downlink capability, Shotover augmented reality mapping system, and a fully digital cockpit featuring Macro-Blue 17-inch displays.
The integrated mission package is provided by CNC Technologies, based in Fort Worth, Texas. The base aircraft is supplied by Airbus Helicopters in the U.S., with final completion — including radios, mapping systems, camera downlink, hoist, and other mission equipment — carried out by Metro Aviation in Shreveport, Louisiana.
“The VHF, UHF, and FM radios allow us to communicate with virtually every outside agency in Texas,” Garcia said. The unit’s CNC support package provides immediate equipment replacement when issues arise, while standardized aircraft configurations allow pilots to move easily between platforms.
Performance where it matters
Performance is another area where the H125 has earned widespread praise.
“This is a very important point because of our location,” McFarland explained. “We’re based at an airport but not directly on the runway, which means all our takeoffs are at maximum performance.”
Despite operating from an airport at just 578 ft. (176 m) above sea level, summer conditions often forced weight restrictions when flying the EC120. Fuel loads were limited to about 50 US gallons (189 liters), reducing endurance to roughly two hours and, in some cases, even restricting crew options.
That said, the H125 is not the solution for every mission profile.
“For rescue operations, a twin-engine aircraft would be ideal, given the amount of time we spend operating at low altitude,” McFarland said. While twin-engine aircraft offer added redundancy, their higher cost remains a significant consideration. By contrast, McFarland said the Arriel 2D has demonstrated strong performance and high reliability, and the H125 has never been power-limited during hoist rescue operations.
“With the H125, we have a workhorse — a highly mission-capable aircraft,” he said. “I think it’s one of the best single-engine platforms available.”
That assessment is shared across the unit’s 19 pilots.
Building pilots from the ground up
All pilots begin their aviation careers within SAPD as TFOs.
“We’ve found that beneficial,” McFarland said. “Flying as TFOs, they also learn the job of the pilot seated next to them. This way, when they transition to the pilot position, they can fly with the TFO’s needs in mind because they already know the job.”
Historically, SAPD recruited candidates from within the department who already held private pilot licenses. However, the candidate pool gradually narrowed. Five years ago, the unit began recruiting officers with no aviation experience.
“We started training them as TFOs to give them an idea of what we do in flight,” McFarland said. “Today, many of our guys have limited aviation experience, if any at all.”
Requirements to join the unit include five years of service within SAPD. Candidates undergo an interview process and attend an annual TFO orientation course. Those who continue are assigned to a one-month special duty assignment before formally qualifying as TFOs.
Once qualified, they begin private pilot training. Until 2023, this instruction was conducted internally. Due to workload and staffing constraints, initial flight training has since been outsourced to a civilian operator.
With only three CFIs on staff, McFarland said the unit is already focused on advancing its current pilots and preparing them for commercial licenses, making in-house ab initio training increasingly difficult — particularly given the constant turnover from retirements and promotions within the department.
The goal is to train pilots in under two years, though timelines vary. Most require between 60 and 80 flight hours to obtain a private pilot license. After completing commercial training and reaching 250 flight hours, pilots are cleared to fly solo without an instructor.
Collectively, the unit logs between 2,500 and 3,000 flight hours annually — an impressive figure, though still surpassed by agencies such as the Texas Department of Public Safety and the Houston Police Department. Together, those hours reflect a unit defined not by scale, but by readiness — and by the pilots trusted to watch over San Antonio from above.