SERVING MANY INDUSTRIES—SAVING MORE THAN TIME www.nehc.org
November 2015
A MESSAGE FROM THE PRESIDENT Dear NEHC Members, The New England Helicopter Council membership is a diverse group, from helicopter enthusiasts (people who are fascinated by helicopters but have not yet chosen to own, fly or maintain such an aircraft), recreational users (pilots who enjoy flying helicopters as a leisure activity), private business users (pilots who fly their own personal helicopter to support their business activities) and helicopter professionals (pilots and technicians who use helicopters to earn their livelihood). NEHC members have at least two things in common, they love helicopters (enthusiasm) and they’re willing to make a personal investment to become part of the rotorcraft community (preparation). According to the Merriam-Webster dictionary, preparation is defined as, “things that are done to become ready for something.” When it comes to being part of the rotorcraft community, are you ready? Two articles in this edition of the newsletter prompted me to think about preparation. The article on page 2 , written by Rick Kenin (director of flight operations for Boston MedFlight) describes flying helicopters in instrument flying conditions and about the preparation necessary to do so. Boston MedFlight provides a great example of organizational preparation. They’re nationally recognized as a preeminent helicopter hospital emergency medical evacuation service (HEMES) organization and continue to invest in the people, technology and processes required to expand their IFR capability in eastern Massachusetts Northern New England is home to two other highly regarded HEMES organizations, DHART (Lebanon, NH) and Life Flight of Maine (Portland, ME); both of which fly helicopters under instrument flight rules. These facts got me thinking about individual preparation–what personal preparation is required for you to become a helicopter professional? According to a report published by the U.S. Department of Commerce the largest markets for civil helicopters are North America and Europe; however, both are saturated and not expecting significant growth between 2015–2023. Key markets segments include off-shore oil and gas exploration (currently contracting), military defense & surveillance, civic management & public safety, firefighting, agricultural application, HEMES and law enforcement. HEMES and law enforcement represent 29% of civil helicopter usage. These operations require exceptional skills, and preparation is critical if you want a job in this highly competitive market. An instrument rating is required, but an unrestricted Airline Transport Pilot Certificate (ATP-H) is better. Don’t have experience flying with night vision goggles (NVGs)? Take time to know how NVGs work and be ready to discuss the benefits and limitations associated with aided night flight. During a job interview, are you familiar with the Federal Aviation Regulations that pertain to HEMES flight operations? Are you ready? On page 5, you’ll find an article that describes survival preparation. Take a look at the emergency procedures section in your Rotorcraft Flight Manual. How many emergency procedures require that you, “Land as soon as possible?” By definition, “land as soon as possible” means, “land without delay at the nearest suitable area, such as an open field, at which a safe approach and landing is assured.” It’s not hard to imagine any number of situations in which a routine cross-country flight could turn into a survival situation following an uneventful precautionary landing. Are you ready? Speaking of being ready, our fall membership meeting is rapidly approaching. Weather permitting, Boston MedFlight will bring their Sikorsky S-76 air ambulance for static display starting at 5:00 PM. The evening will start with a short business meeting, followed immediately by our featured presentation. Guest speakers include, from Boston MedFlight, Charlie Blathras, Chief Operations Manager and Rick Kenin, Director of Aviation Operations. They will be joined by Brian Brunelle, Boston Logan International Airport Air Traffic Control. Please join us to hear a firsthand account of Boston MedFlight’s history and learn about the project they’ve undertaken, with the Federal Aviation Administration, to further improve helicopter air ambulance service in eastern Massachusetts by creating helicopter-specific IFR procedures. We hope you’ll join us at the Tewksbury Country Club on Wednesday, November 18. It promises to be a great evening, and you won’t want to miss it!
W. Gregory Harville President
Shocker! Helicopters Can Fly in the Clouds
By Rick Kenin ATP
There are many myths in aviation: birds don’t fly at night; airspeed is faster on downwind; and, wings don’t create as much lift in the rain; among others. But the grand daddy of them all is: Helicopters cannot fly in the clouds. And just to prove the point, every helicopter pilot is programmed to believe from a young age that instrument flight calls for an emergency procedure. OK, maybe the EP is for “inadvertent” instrument flight, but nonetheless, the die is cast early and we all think flying into a cloud is a big No-No. The purpose of this article is to dispel that rumor, give the current state of affairs for singleengine IFR certification for helicopters, and encourage qualified pilots to take that leap of faith into the clouds. By design and by physics, helicopters excel in certain types of operations, predominantly those that are close to the ground. Visibility with the ground, and a horizon, are key elements of what the helicopter was developed to do. Whether it is vertical landing and takeoff, hovering, or low, slow observation flight, the helicopter is tethered to visibility with the ground. So why fly IFR in a helicopter?
Boston Helicopters is commiƩed to providing superior helicopter flight training to our students. Our North Andover, MA helicopter school has a great environment to conƟnue challenging your skills as a developing helicopter pilot. Since we work individually with each student, we are able to tailor the pace of the flight training specifically to each persons needs.
Contact us today to schedule an introductory flight or to conƟnue your helicopter flight training. Boston Helicopters can accommodate your training needs and schedule at our facility located at:
Lawrence Municipal Airport (KLWM)
Boston Helicopters provides: All levels of Helicopter Pilot Training; Private, Commercial, Instrument and Flight Instructor
Flexible Scheduling 7 Days a Week AircraŌ Rental Helicopter Tours On-Site Maintenance Authorized Robinson Service Center
Call, Email or Visit Us or our Website Telephone: 978‐689‐7600 info@NorthAndoverFlightAcademy.com www.bostonhelicopters.com www.naflight.com 492 Su on Street North Andover, MA 01845
Far and away the greatest hazard to helicopter aviation is controlled flight into terrain or CFIT– basically flying into the ground. Flying in the Instrument Flight Rules environment virtually eliminates the potential of running unexpectedly into something hard, ground or otherwise. The scheduled airlines and air taxi operators have clearly proven that qualified, instrument-rated pilots, flying on instrument flight plans are safer than VFR-only operations. Similarly, fixed-wing general aviation accidents, per flight-hour flown, are far lower for IFR operations than VFR operations. So why has this message not translated into IFR rotary-wing operations? I will offer a few reasons why I believe IFR operations are uncommon in rotary wing aviation. The cause centers on Training, Equipment, Airspace, and Mission. Training: helicopter flight training is expensive, and instrument training in an IFR-certified helicopter is even more expensive (more on that later). The typical general aviation helicopter pilot does not see the value in making the significant investment for an IFR ticket. And commercial helicopter pilots are instrument-rated, but typically earned their rating in a simulator or a helicopter that is not IFRcertified; they’ve actually never flown in the clouds and thus their IFR comfort level is decidedly low. As for Equipment, the FAA’s current airworthiness requirements for an IFR-certified helicopter drive the OEMs to(Continued on page 3)
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ward twin-engine platforms. Prior to 1999, several IFR-certified, single-engine rotorcraft were brought to market. However, a 1999 revision of the Part 29 Airworthiness Directives, as well as a 2001 Advisory Circular imposed stricter reliability requirements and stopped all single-engine IFR development. While there still is no explicit requirement for a second engine, the flight stabilization equipment and systems redundancy required by Part 29 are currently not economically feasible for a light, single-engine helicopter, turbine or otherwise. Similarly, our National Airspace System (NAS) is designed for mid and high-level IFR operations. From radar service areas to minimum enroute altitudes on airways, from the signal reception range of radio navigational aids, to initial approach fix altitudes everything involves altitudes that helicopters don’t frequent. Furthermore, typical helicopter cruise and approach speeds simply don’t integrate well with the majority of the other IFR traffic. And finally, a helicopter’s skill set is maximized at low altitude. If the Mission is long range transport, the fixed wing is simply a more efficient machine. Speed, capacity, range, fuel burn, and (dare I say it) comfort make a fixed wing aircraft the more effective option if airports are available at both ends of the trip. That is a big “if” and exactly the place where helicopter IFR operations can capitalize with the right equipment and pilot qualifications. But what if these key detractors were no longer roadblocks to helicopter IFR operations? What if IFR(Continued on page 4)
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certified helicopters became cost effective? What if the National Airspace System was redesigned to account for rotary wing traffic limitations? Would more helicopter pilots readily opt for IFR clearances, resulting in overall safer operations? That future is coming very quickly! As noted earlier, the linchpin has to be the cost-effective, IFR-certified, singleengine helicopter. The FAA is currently considering a proposal co-authored by the Helicopter Association International (HAI), AHS International, the Aircraft Electronics Association, and the General Aviation Manufacturers Association (GAMA). This white paper proposal (available at http://www.rotor.org/rotornews/july15/se-ifr.pdf) would allow production of cost effective, IFRcertified training and operational helicopters again. No, this will not be ‘cost-effective’ like a Cessna 172 is a cost-effective IFR training aircraft, but it will be relatively less expensive than the current IFR-certified helicopter options. As for the NAS, the FAA has been given clear direction from Congress and the NTSB to better integrate helicopter traffic into the IFR infrastructure. Both the NTSB and Congress recognize the safety enhancement IFR will provide to helicopter operations, and they have told the FAA to get on board. Technological improvements like GPS instrument approach procedures and ADS-B will allow helicopters to operate within the air traffic control system, but separated from the heavy, higher and much faster, fixed-wing IFR traffic. If these enhancements become reality, what would you decide? Continue to fly VFR, or, if the operation supports it, will you file and fly IFR? There will always be detractors to flying IFR: the (Continued on page 7)
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Survival–Are You Ready for the Unexpected? By Douglas “Mac” MacIver No one departs on a flight thinking it won't be completed as planned. But unfortunately things don't always go as planned: running low on fuel, weather, and maintenance problems. … There are a lot of things that can happen to foil your well thought-out plans and you could end up making an off-field landing! How well prepared were you on your last flight to spend a night in the woods? My guess… not as well as you would like if it really did happen. Our company aircraft are outfitted with state of the art satellite tracking, reporting our position every 30 seconds. If someone has to make an emergency landing, we will know when and where they are. However, that doesn’t mean we are going to be able to get to them immediately. They may have to spend a night in the woods… in the winter… in the mountains. I spent 20 years flying, wearing a survival vest, and never really needed it. Now I tailor what I carry to my flying. When I go to remote parts of northern Vermont, New Hampshire and Maine, I carry a substantial survival bag including: a 9mm with 100 rounds of ammo, several types of fire starters (flint and steel, butane lighters, matches), a survival blanket, a compass, food that won't spoil, and water. Dryer lint from your lint screen in a Ziploc bag makes for a great lightweight fire starter. Depending on what you fly, you might not be able to carry a lot, but things like a butane lighter and some dryer lint don’t weigh much and could turn a miserable night into a more comfortable one. You can fit a lot of survival gear in a bag the size of a shaving kit. Put a survival kit together and get in the habit of taking it with you on every flight. I hope you never have to use it, but if you do need it and have it, it may very well save your life. About the author: Douglas “Mac” MacIver is a retired Army Master Aviator; CFII, ASEL, MEL. He has been a Designated Pilot Examiner for 10 years, and Chief Pilot/Check Airman for JBI Helicopters for 14 years.
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Rotor News–Highlights from the Rotorcraft Industry HAI—HAI is thrilled to welcome the Champions of Vertical Aviation at HAI HELI-EXPO 2016 to the City of Champions—Louisville, Kentucky. Louisville has been the home of international events for over 140 years, from the annual Kentucky Derby, drawing over 160,000 attendees from around the world, to major international conventions and trade shows. With experience handling events of such magnitudes, HAI HELI-EXPO is in great hands. In addition to 20,000 attendees from 80 countries, exhibitors will enjoy a new market of customers from the Northeast, Midwest, and South, as well as over 1.2 million square feet of exhibit space to showcase their products with ease. Airbus—Airbus Helicopters H160 program in full swing. The H160 mock-up is making its British debut today at Helitech, as the program steadily pursues its flight test campaign. The first prototype flights are progressing according to plan and the aircraft has already reached a maximum speed of 175 kts and an altitude of 10,000 feet. As the validation of technical parameters is followed closely, the flight tests also provide a perfect opportunity for the fully integrated ground support teams to optimize maintenance activities. The second prototype (PT2) is progressing as planned since it was 1st powered on in June. As one of the key priorities of the H160’s development program is maturity at entry into service, the Turbomeca Arrano engines will be installed and tested on the dedicated integration installation device , known as Dynamic Helicopter Zero, before the PT2 performs its first flight by the end of this year. A new generation 5.5 to 6tonne twin-engine helicopter, the H160 will be tailored for a wide range of applications, including oil & gas operations, emergency medical services, public service, and private and business aviation. Placing customer satisfaction at the heart of its design, the program is continually working with customers on mission-specific aspects, whether (Continued on page 11)
Open Invitation to All Helicopter Flight Schools and Flight Instructors Join the New England Helicopter Council and help grow our helicopter community. Join us at the membership meeting on November 18. Identify yourself as a CFI-H and be our complimentary guest. 6
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Attention—Military Aviators A number of NEHC members are current, or former, military helicopter pilots. We want YOU to be a member, too. Please join us at the membership meeting on November 18. Identify yourself as a military aviator and be our complimentary guest.
enroute time is too short; I need to carry extra fuel to allow for an IFR alternate destination; the instrument approach takes extra flight time; I have to file a flight plan; etc. But how much of an inconvenience is proven safety worth to you?
The future is quickly coming to rotary wing aviation. Instrument flight operations have proven to be safer than pure VFR flying (and I won’t even talk about scudrunning!); and instrument-qualified pilots have fewer accidents. It is just a matter of time before IFR-certified single-engine helicopters will be readily available for training and operational use. Will we, the helicopter community, embrace and take advantage of these enhancements, or continue to work along the margins to improve flight safety? From my perspective, there are new realities for rotary wing aviation: IFR is safer than VFR; IFR training will make you a better pilot; and yes, helicopters can fly in the clouds! About the author: Rick Kenin is an experienced helicopter and multi-engine fixed wing pilot having flown U.S. Coast Guard and civilian aircraft for nearly 30 years. He is currently the General Manager for Aviation Operations at Boston MedFlight.
Got an idea for an article? Want to see something added to the Newsletter? Want to write article that you think might benefit the membership? Drop us a note: editor@nehc.org.
The New England Air Museum is owned and operated by the Connecticut Aeronautical Historical Association, a private, nonprofit educational institution organized in 1959. Located at Bradley International Airport in Windsor Locks, the Museum is the largest aviation museum in New England. This educational organization is dedicated to preserving and presenting historically significant aircraft and related artifacts, engaging visitors through high-quality exhibits helping them to understand aviation technology and history, and inspiring students through innovative and hands-on educational programs.
www.neam.org 7
Coming to the Next Edition! The NEHC President and Board of Directors is happy to report that coming in the Spring Edition of the Newsletter will be a new Want Ad!!! Our membership will now have an outlet to announce Employment Opportunities, Services, Parts and Aircraft for Sale, and Upcoming Events. Space is limited so please get your ads in early and don’t forget to provide the all important contact information. Submit your ads to editor@nehc.org 8
NEHC Fall Membership Meeting Hors d’oeuvres will be served. Free admission for members and $10 fee for non-members; waived if you join NEHC on the night of the meeting.
Wednesday November 18, 2015 Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033 Static Display—5:00 PM Meeting Starts—6:30 PM
Complimentary beverage provided by AgustaWestland Philadelphia Corporation.
Anyone interested in flying into this meeting should contact Marc Ginsburg at 978.640.0033 to make arrangements. Happy Flying!
Boston MedFlight Past, Present, and Future of Helicopter Air Ambulance Services in Eastern Massachusetts Also discussing helicopter IFR operations in the Boston area
About our Guest Speakers Charles Blathras has a 32 year career in EMS including a healthcare provider and manager in several environments. He has a Computer Information Systems degree from Bentley College. He’s been with Boston MedFlight for the last 21 years and Chief Operations Manager for the last 14 years.
Rick Kenin
MPA, ATP Mr. Kenin assumed his current position as General Manager of Aviation Operations for Boston MedFlight in July 2014 following a distinguished career in the United States Coast Guard. Rick is responsible for the management oversight of New England’s largest helicopter air ambulance operation, transporting nearly 2,000 critically ill patients throughout the region each year. During his career as a Coast Guard officer, Captain Kenin served as a fixed and rotary-wing aviator accumulating over 5,000 combined flight hours and commanding two Coast Guard Air Stations, including Coast Guard Air Station Miami, FL “The Busiest Air-Sea Rescue Unit in the World.” His Coast Guard staff tours included Coast Guard Headquarters, Coast Guard Fellow to the US Senate Commerce Committee, and completing his military career as Chief of Staff of the Seventh Coast Guard District in Miami, FL. Mr. Kenin holds degrees from the U.S Coast Guard Academy, Harvard University, and the National Defense University. He lives with his wife and two sons in Acton, MA.
Brian Brunelle Started his career as an air traffic controller in 1982 at the control tower in Lawrence, MA. In 1984 he moved to the control tower in Boston. Brian has worked as an air traffic controller and supervisor in both Boston ATCT & BOS TRACON and served as the Operations Manager & Support Manager in Boston TRACON. His current assignment is the Support Manager at BOS ATCT.
We’re Looking Forward to Meeting and Talking with Charlie, Rick and Brian. In addition, Bill Carroll will host, “Back-To-Our-Roots.” This is an interactive discussion to identify and propose solutions to solve local hazards, safety issues, ATC concerns, or other such problems that may affect NEHC members. We look forward to your participation in this discussion. 9
Helicopter Puzzles Mystery Helicopter Can you identify this aircraft? The first person to correctly identify this aircraft will win a coveted NEHC ball cap, as well as important bragging rights. Please tell us who built the aircraft and something about its history. Answers can be submitted online at info@nehc.org or drop us a note addressed to: New England Helicopter Council 70 E. Falmouth Hwy, Suite 3 East Falmouth, MA 02536
Mystery Object No luck with the helicopter? How about the item pictured below? Please send your ‘best guess’ to the NEHC at one of the addresses above.
I-F-R-F-L-I-G-H-T Sudoku Fill the grid so that every row, every column, and every 2 x 3 box contains the letters ROUTES
Fill the grid so that every row, every column, and every 3 x 3 box contains the letters IFRFLIGHT I
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it is on the oil & gas segment or the VIP segment which just saw the launch of the H160 VIP interior design contest. Customers and opinion leaders will be at the heart of this innovative selection process. Bell Helicopter—Bell Helicopter, a Textron Inc. company, this week celebrates the 50th anniversary of the first flight of the Bell AH-1 Cobra. The trailblazing AH-1 is the original attack helicopter whose revolutionary design and configuration defined attack helicopters to follow in the decades after the historic flight at Amon Carter Field on September 7, 1965. “During the last fifty years, the AH-1 Cobra has undergone multiple modifications and upgrades, continuing to build its notable track record of preserving our freedom and becoming one of the most prominent helicopters in the world,” said Michael Miller, Director of Military Business Development for Bell Helicopter and former Cobra pilot with the U.S. Army. “The longevity of this lethal-armed helicopter can be largely attributed to its versatile design, originally conceived and produced in less than 18 months in the 60s in response to urgent wartime needs. Every tandem attack helicopter you see today is born out of what the Bell Helicopter engineers were doing half a century ago. We are proud to recognize the Cobra as one of Bell Helicopter’s greatest achievements and honor the line’s five decades of faithful service.” Agusta-Westland—The AW169 successfully completed extreme cold weather trials in the framework of civil certification. Excellent performance and system reliability were demonstrated at temperatures down to 40 C°. This latest testing followed a series of hot & high trials in Arizona last year which confirmed the aircraft’s excellent performance in the most demanding environmental conditions. The AW169 will soon be certified to fly a wide range of missions and in extreme temperatures and altitudes around the globe. Lockheed/Sikorsky—Lockheed completes Sikorsky Acquisition. Lockheed Martin completed its $9 billion acquisition of Sikorsky Aircraft on Friday, replacing United Technologies as the American helicopter maker’s parent company. Lockheed Martin named Dan Schultz, former vice president of Lockheed’s Ship & Aviation Systems segment, as president of Sikorsky. Si(Continued on page 14)
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FAA Updates Knowledge and PTS Exams The FAA has updated the airman testing portion of its website to highlight improvements to the airman testing and certification process that have emerged from a collaborative effort with the aviation industry, in which AOPA played a leading role. Instructors, pilots, and students visiting the site can learn about the draft airman certification standards, developed by the aviation industry and designed to become the foundation of the FAA’s transition to a more integrated and systematic approach to pilot certification. “Also, the training and testing page’s section titled What’s new and upcoming in airman testing contains information about changes to the Private Pilot Airplane Airman Knowledge Test that are to go into effect Feb. 9”, said David Oord, AOPA director of regulatory affairs. The page contains a briefing on the proposed draft airman certification standard for private pilot, commercial pilot, authorized instructor certificates, and the instrument rating that were developed by the FAA’s Aviation Rulemaking Advisory Committee’s Airman Certification System working group, chaired by AOPA. In addition to the briefing on the certification standards, answers to frequently asked questions are available on the page. The site’s section on new and upcoming testing changes is also reporting on the deletion of questions in several topic areas and of several types from the Private Pilot Airplane Airman Knowledge Test be(Continued on page 13)
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ginning Feb. 9, and the addition of a new set of test-question codes, as explained below. Questions being deleted covered outdated topics including automatic direction finder/ nondirectional beacon (ADF/NDB); radar summary charts; the En Route Flight Advisory Service (EFAS); medevac; and transcribed weather broadcasts (TWEB). The FAA will also delete from the knowledge test "questions involving scalability (i.e., those questions requiring the use of nonstandard scales for measurement or calculation),” and aircraft performance and weather questions “that involve multiple interpolations across multiple charts." In another refinement, sample Private Pilot Airplane Airman Knowledge Test questions available on the FAA website will show two types of associated codes: the learning statement code(s) associated with the question topic area, and the new airman certification standards code for the question topic area. Learning statement codes currently appear on a knowledge test-taker’s Airman Knowledge Test Report for any missed test questions. The FAA said it expects airman certification standards codes to replace the learning statement codes on the knowledge test within 12 to 18 months. The new coding system will eventually apply to both knowledge test questions and practical test tasks, linking the two tests through the new system. "The multi-year overhaul in which the industry and the FAA have been engaged continues to make positive improvements to airman testing and certification," Oord said. "Test questions will now be based on standards that are relevant to today’s flight training and provide the airman with useful knowledge, skills, and risk management tools."
Note to the reader: This article was taken from the Official AOPA website and was written by Dan Namowitz on January 29th 2015. For more information regarding the changes cited in the article please refer to www.faa.gov/training_testing/testing/media/ acs_briefing.pdf
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korsky will be assigned to Lockheed Martin’s Mission Systems and Training business unit. Robinson Helicopters—The same Genesys Aerosystems
HeliSAS (Helicopter Stability Augmentation System) and autopilot that was FAA approved on the R66 earlier this year is now available on Robinson’s top selling R44. The R44 autopilot option has all of the same modes and functionality as the R66 including basic stability augmentation, heading hold, altitude hold, navigation signal tracking, and approach guidance. A flight test and FAA certification program ensured the comfortable flying qualities and workload-reducing features found on the R66 autopilot installation were carried over to the R44. The autopilot is now available as an option on R44 and R66 helicopters equipped with Aspen’s EFD 1000H Primary Flight Display (PFD). Aspen’s PFD is a lighter, less expensive display than Garmin’s G500H already approved on the R66. The Aspen PFD fits in a standard R44/R66 8-hole instrument panel with the autopilot controls located in the avionics stack. Additional trim and off buttons are located on the cyclic. The price for an autopilot installation with Aspen PFD is $60,200. One of several available models of Garmin GTN navigator is also required and is not included in the above price (pricing for GTNs varies by model). Contributed by: Chris Thresher Newsletter Editor editor@nehc.org
Football and TFRs! The FAA would like to remind pilots to check for Temporary Flight Restrictions (TFRs) now that the Football Season is in full swing.
Airspace.nifc.gov Provides TFR locations on a map and other important information for pilots. - CHECK NOTAMS BEFORE EACH FLIGHT 14
Port City Air/NH Helicopters Steve Fox, DOM
Airline Transport Pilot Certificate Written Exam—A Quiz Do you aspire to earn an Airline Transport Pilot Helicopter (ATPH) certificate? If earning this rating is on your bucket list, or if you’ve long held this certificate, how would you score if you took the ATPH written exam today? Following are a few random questions taken directly from the current written test study guide. Have fun! 1. Which type rotor system is more susceptible to ground resonance?
A. B. C.
Rigid rotor system. Fully articulated rotor system. Semi-rigid rotor system.
2. What action should a pilot take if asked by ARTCC to "VERIFY 9,000" and the flight is actually maintaining 8,000?
A. B. C.
Immediately climb to 9,000. Report maintaining 8,000. Report climbing to 9,000
3. Error management evaluation,
A. B. C.
should recognize not all errors can be prevented. may include error evaluation that should have been prevented. must mark errors as disqualifying.
4. Convective clouds which penetrate a stratus layer can produce which threat to instrument flight?
A. B. C.
Freezing rain. Embedded thunderstorms. Clear air turbulence.
5. If the missed approach is not activated, the GPS receiver will display
A. B. C.
Answers and 5 more ATP questions can be found on the NEHC website. www.nehc.org
an extension of the inbound final approach course. an extension of the outbound final approach course.
an extension of the outbound final approach course, and the ATD will increase from the MAWP.
Help Wanted
NEHC is LinkedIN We’re pleased to announce that NEHC now has a LinkedIn Group. You can find our group by clicking:
NEHC LinkedIn Group When it comes to connecting with professional people who mean business no matter what the industry or profession is, few can compare to the power of LinkedIn.
www.linkedin.com/groups/NewEngland-Helicopter-Council
NEHC is seeking a selfmotivated, well-organized and creative person to head up the organization’s efforts to be better connected through social media. Energy, enthusiasm and a passion for helicopters are a must. Please consider making a 2-year commitment to help our organization. Email your interest to:
info@nehc.org 15
What do YOU want to see in the Newsletter? Please send any comments and/or submissions to info@nehc.org. We look forward to hearing from you and continuing to improve and expand our newsletter!
70 E Falmouth Hwy Ste. 3 East Falmouth, MA 02536 THE NEHC ORGANIZATION Board of Directors
Officers
Industry Members Director Designees
Affiliate & Operator Member Director Designees
Paul M. Montrone Chairman
Greg Harville President
AgustaWestland Philip Coghlan
Aero Club of New England Deirdre O’Connor
Bill Carroll Vice President
Airbus Helicopters Scott Dodge
Boston MedFlight Suzanne Wedel
Fred Bedard Vice President
Bell Helicopter Textron Ron Orndoff
Friends of Flying Santa Brian Tague
Christian Valle Treasurer
Bose Corporation
Fred Bedard Chris Donovan Greg Harville Bob Jesurum Rob Smith Christian Valle Wes Verkaart Kurt West
Deirdre O’Connor Secretary Operator Members
Aerial Productions, LLC Avlite Systems Boston Executive Helicopters, LLC Boston Helicopters Cannon Aviation Group, Inc. Conklin & de Decker Heliops LLC JBI Helicopter Services
Mass Mutual Financial Group Massachusetts State Police Air Wing NationAir Aviation Insurance Port City Air, Inc./NH Helicopters Seacoast Helicopters Sharkey’s Helicopters, Inc. Survival Systems USA, Inc. United Technologies Corporation
Affiliate Members EAA-106 Helicopter Association International Jimmy Jacobs New England Air Museum Tewksbury Country Club