Heliweb Magazine - February 2017

FEBRUARY 2017 VOL 37

BRINGING HELP &HOPE CAREFLITE TEXAS

51 PROTECTING

SUPER BOWL

ROMANIAN NAVY BLACK SEA KNIGHTS

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44

INSIDE

THE FEBRUARY ISSUE BLACK SEA KNIGHTS

ROMANIAN NAVAL AVIATION

By Paul Kevit & Carlo Kuit

COVER STORY:

BRINGING HELP AND HOPE CAREFLITE DALLAS

By Tim Pruitt

34

56

PROTECTING SUPER BOWL 51 CUSTOMS AND BORDER PROTECTION AIR AND MARINE

By Ryan Mason & Tim Pruitt

66

FROM THE COCKPIT TO THE BOARD ROOM NICK MAYHEW - PILOT, SAFETY CHAMPION & WINNER

By Mike Rocks Macqueen

COLUMNS & FEATURES

Helipix From the Desk of Straight & Level

USHST Whirly Girls Helinews

Heliart Rotorheads Behind the Lens

6 16 18 20 22 24 54 66 74

PUBLISHER EDITOR Ryan Mason ryan@heliweb.com

DEPUTY EDITOR Ali Mason ali@heliweb.com

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CONTRIBUTING PHOTOGRAPHERS: TIm Pruitt

Colt Roy

Seth Lasko

Jason Jorgensen

Dan Foster

Jeroen Vanveenendaal

Ralf Block

Roelof Jan Gort

Scott Dworkin

Ed Simmons

COPY EDITOR: Duncan Brown duncan@heliweb.com

CONTRIBUTING WRITERS: Ben Fouts

Jessica Kanellos

Brian Parsons

Lauren Brown

Jason Jorgensen

Matt Johnson

Dan Foster

Michael Rocks-Macqueen

Scott Dworkin

Tim Pruitt

DIRECTOR OF SALES Ross Ansell ross@heliweb.com

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Careflite is a North Texas located Helicopter Air Medical service provider that covers over one hundred counties in their response area.

Photo by Tim Pruitt

All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors. Unsolicited editorial manuscripts and photos are welcomed and encouraged. heliweb cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Photos submitted by mail or electronically become property of heliweb unless otherwise specified. Copyrighted photographs must be clearly marked, otherwise they become property of heliweb. Deadline for all advertising is the first day of each month for the following months edition. Information about rates, requirements, etc. is available upon request.

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W W W . A V P R O J E T S . C O MFebruary 2017 | 5

Flying a Robinson R44 in South Africa in Port Elizabeth headed for Jeffries Bay. Photographer: Marius van Wyk

#helipix

| heliweb 666| |heliweb heliwebmagazine magazine

magazine

A California Highway Patrol H125 awaits a call to respond to the Oroville Dam from Chico, CA Airport. Photographer Michael Piper

A Snohomish County Sheriff’s Office OH-6P, also the last OH-6 to fight in Vietnam. Photographer: Ray Duran

February February2017 2017|| |77 February 2017

A capture of the Leonardo Helicopters AW189 demo ship. Photographer: Marco Bianchi A HeliTransAS H125 prepares to depart for a damn inspection in Norway. Photographer: Ole Wetterstad

Kuki Helicopters MD500E flying over the English countryside Photographer:Kuki Helicopters

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#helipix A heavylift S-61 and Siller Sky Crane both filling up to fight fires in California. Photographer: Jason Jorgensen

February 2017 2017 || 99 February

AH-1Z Super Cobra from the United States Marine Corps during training in California. Photographer: Tommy Anderson

This Paradise Helicopters Bell 407 takes off to the backdrop of an amazing Hawaiian sunset. Photographer: Samantha Hansen

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A Sydney Helicopters BK117 flies over Northern New South Wales. Photographer: James Williams

Afghan Police conduct training missions in this pair of AS350s. Photographer: Gabriel Fest

February February 2017 2017| |1111

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This shot taken during a test flight for the Leonardo Helicopters AW189. Photographer: Simon Pryor

| heliweb heliwebmagazine magazine 121212| heliweb magazine

German Bund

despolizei (Police) H155, H225 and two H145’s fuelling up in preparation for a training mission. Photographer: Sarah Pfannkuch

February | 13 February January2017 2017| 13

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www.maunaloahelicopters.com | 808-334-0234

February 2017 | 15

䄀甀最甀猀琀 ㈀ ㄀㔀 ㌀

C O L U M N | PUBLISHER

From the Desk Of...

The Price of Exhaustion In our industry, there are experts in just about everything - From pilots with 15,000 flight hours that have flown almost every helicopter ever made, to experts in training pilots, experts in safety, experts in CRM; the list goes on.

The one thing this industry doesn’t have, is an expert on exhaustion. While your definition of exhaustion can vary from person to person depending on a million different things that qualify to each individual as feeling “exhausted.”

My personal definition of being exhausted is an ever changing line in the sand. When I was a police officer, the money is terrible, but I don’t know any cops who do what they do and say the money is fantastic - it never is.

So what most cops do to make extra money on the side is work in a security role in their off duty hours. Those details vary from state to state and city to city as to what you make per hour, but for me, it was not only a way to get to a living wage, but also to get ahead financially, which many of us did.

Like anything that sounds great in theory, this practice had its trade off - for me as well as many of my workmates.

You sacrificed time at home with the family, time with your wife or significant other, kids, or pursuing a passion.

Mine at the time was flying helicopters, those working hours went to paying

for flight training. Problem was - Flying a helicopter is expensive. So the temptation is there to work more when it is offered. The trade off - all that was mentioned previously, plus the one thing that you can’t buy with all the money in the world, nor can you hold it.

What I sacrificed was sleep. Your body needs sleep, without it, you can’t function. That is a fact. Trust me, I have tried. Everyone remembers being in their 20s and staying out all night or even seeing the sunrise after a big night out.

Fact of the matter is, I am not in my 20s anymore, unfortunately I am not even in my 30s anymore and although I am perfectly healthy according to my doctor, I don’t feel healthy often. This is a self inflicted problem, sure. I get that. I am driven to succeed in everything I do.

The last few months, I have survived on coffee and determination as we prepare for the biggest show of the year. But the massive workload has a cost. I consider myself fortunate to get 3-4 hours of sleep. That is not because I “can’t” sleep, I could sleep the second I close my eyes.

When I do get to sleep longer than that. I sleep like the dead.

My wife likens it to a temporary coma as nothing short of a tornado siren will wake me, because - I am exhausted. This is not a new thing, I remember the exhaustion of when I would pull too many additional shifts of extra work as a cop, I often

thought about the ramifications of a slowed reaction time and the real possibility that if it slowed me down even a fraction of a second, that could be enough for a criminal to get the upper hand in a situation and ultimately end my life. So I took my own advice and slowed my role back then.

But here I am again, toothpicks in my eyes as I write this editorial and it got me thinking about the ramifications of exhaustion on pilots. I know that when I was flight training, I would pick up or retain far less if I was taking a lesson during a week that I had worked more hours extra than I should have, who knows how much was spent on innefective training hours where what was taught didn’t sink in, but what I am getting at, is that even though I am exhausted constantly now, I don’t have the responsibility of flying a helicopter full of passengers.

Worst case scenario for me, is there are not enough hours in the day to get the magazine out on time or missing the print deadline by a few days. No big deal right?

I don’t think anyone is standing at their mailbox awaiting a helicopter magazine right? My point to the pilots reading this is; Don’t risk it. Don’t let exhaustion cause an accident, we have all lost enough friends.

Ryan Mason

Ryan has worked in the aviation media field for the last nine years. Providing video, photographic and written content for U.S and international aviation publications. Also a former police officer, Ryan has written for numerous law enforcement publications, specializing in technology, tactics, police equipment and airborne law enforcement. Ryan purchased heliweb with a goal of providing real stories on real issues in the industry and giving back to the industry through efforts to promote safety in helicopter operations.

16 | heliweb magazine

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February 2017 | 17

C O L U M N | FLIGHT TRAINING

Straight & Level

Professional Flight Instruction When a pilot finally crosses the threshold and earns their flight instructor certificate, they are often unprepared for the task ahead. There has been endless preparation for the checkride, but that doesn’t mean the person is prepared for their first student.

The Practical Test Standards requires a pilot to have instructional knowledge of the fundamentals of instruction. applying the laws and principles with each student is not focused upon and because of that a student can be left to feel stranded and uninformed during their training.

is significant damage done. The student pays not only financially but far worse, mentally. They will begin to question their own ability to become a pilot, and this can snowball into eventually quitting the dream.

We have all had different flight instructors and everyone has their pro’s and con’s. No person is perfect in flying and teaching others to fly.

Students often blindly trust in an instructor to guide them through the process and just show up for flight lesson after flight lesson. They may have 30 to 40 hrs of flight time and only 5 hrs of ground school. Here is a huge warning to students out there.

A flight instructor can prepare and apply a few basic principles to their handling of a training course for a student and really improve results.

If your flight time exceeds your ground school hours, there is a problem. Aeronautical knowledge must always be on par or ahead of your flight acumen.

So much of the process is psychological with a student. They pay for flight lessons because they have a goal and a desire to learn and achieve that goal.

In order to make good decisions and fly safely, you need the knowledge foundation. The flight instructor wants to fly, the student wants to fly, and often neither are too enthusiastic about sitting down and covering weight and balance, or aviation weather. Just know that anytime your flight time exceeds your aeronautical knowledge, you are being taken for a ride.

The flight instructor is the pathway, and it can be one that is clear and concise or full of obstacles. If the instructor is really interested in teaching, he or she can make some mistakes and still have the full commitment from their student.

The first meeting between a student and an instructor should involve a calendar and a plan. Take the time to sit down and set some goals based on the availability of the student.

There needs to be a goal for when the student will solo and when they will take their checkride.

You lay out the map and now the student can focus on the journey and preparation.

Without a schedule, and lacking a plan, will make the student feel lost pretty quickly. Once they don’t see a light at the end of the tunnel, they quite marching forward and will doubt themselves and the process.

The meeting should also include the list of resources and materials the student will need to complete their goal.

The PTS has a list of FAA resources that are all available online and free at www.faa.gov. The front of the ASA FAR/AIM has a list of appropriate regulations and AIM chapters pertinent to the certificate or rating the pilot is studying for.

You set the stage for the student and lay out the expectations on the front end.

The student will respect that and having a plan will be a constant motivator.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an

When the instructor is only there to build flight time at the expense of the students, there 18 | heliweb magazine

FAA Designated Pilot Examiner — a position he’s held for fifteen years, since he was just twenty-four years old — he is the owner of Mauna Loa Helicopters, operating three bases in Hawaii and one in Alabama.

February 2017 | 19

C O L U M N | SAFETY

United States Helicopter Safety Team

A re Yo u Do lly L a n di n g T r a i n e d?

In 1983, I began operating a new Bell 206LII LongRanger. After completing the Bell factory initial pilot transition course, I was to pick up the aircraft from the completion center and returning it to the airport where it would be based. I was newly hired, and my employer was replacing a Jet Ranger with the larger LongRanger.

I completed the short flight from the completion center to home base where the dolly for the Jet Ranger was on the ramp. It was a small 10’ x 10’ dolly. I had taken a few friends with me for the return flight as someone always wants to go for a helicopter ride.

Now it gets interesting and extremely dangerous. I completed a traditional approach and hovered to the dolly where I positioned the helicopter over the dolly and began a vertical descent. As the rear of the longer skid gear touched the extreme rear of the dolly, I was lowering the collective, and the front of the dolly began to pitch up and down under the front of the helicopter. One of my passengers started screaming, “Set it down, set it down” which I did not do but rather smoothly returned to a hover and moved to the side of the dolly. I set the helicopter down, had all of the passenger’s exit after designating one of them to take a position in front of the dolly and guide me into a safe position forward and aft and left and right on the dolly.

20 | heliweb magazine

Had I continued to set the aircraft onto the dolly, it would have pitched back with the tail striking the ground, to include the tail rotor and possibly set up a rollover. A few months ago this same situation led to two fatalities.

After this scary experience, I did a quick self-assessment and realized no one had ever trained me in Dolly operations and safe procedures.

Since that day I have established safe procedures and trained many pilots in Dolly operations. These pilots have completed many thousands of safe take-offs and landings on dollies.

Every pilot that I offered the opportunity to land on a dolly for the first time made the same mistake. That error is hovering over the dolly and then attempting to make a vertical descent landing to the dolly. This procedure gives up any reference points to the dolly below us in most cases.

My self-assessment created a better way. It begins before leaving the dolly when possible. Pre-flighting the dolly to ensure serviceability. Ground worthiness to include proper sizing is important, along with establishing the desired position of the helicopter on the dolly. Once these steps are complete, sitting in the helicopter - set some reference points to that will give

you a mental picture and references points to focus on as you return to the dolly. This sets the stage for a safe return and landing repeatedly.

Now for the easy part, the safe return of the helicopter to the dolly.

Approaching the dolly, visually check the chocks are in the correct position to stop any Dolly rotation due to skid friction or torque changes.

Stabilize the helicopter at 3 to 5’ above and behind the dolly, then fly forward and down to the reference points. You will know if the helicopter is in the correct position when you reach a skids light position at first contact between the helicopter and dolly. If you are not in the right position, slowly take off and return to the stabilized position above and behind the dolly and try again.

So who trained us for Dolly operations as entry level pilots in training? Well, in most cases no one. It is not in training or testing protocols and should be.

Fortunately, there are now some resources to guide flight instructors and pilots in training to practice and establish safe dolly operations.

The US Helicopter Safety Team has created both a Safety Bulletin and a Reel Safety video for pilots to use to gain an understanding of safe dolly operating procedures that can be found at www.ushst.org.

Mike Franz has been a helicopter pilot since 1967. Serving in the U.S. Army as an Infrantry Officer and Pilot. He worked as a commercial helicopter pilot and held positions of Chief Flight Instructor, Chief Pilot, DOM and as a corporate pilot . Franz has over 22,000 landings with over 15,000 safe dolly operations.

Franz has a passion for reducing aviation accidents has assisted in the development of Safety Cultures and Safety Management Systems with the FAASTeam, USHST & his company HelicopterSBT.

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C O L U M N | WOMEN IN AVIATION

Whirly Girls

Pilot Profile: Sherri Spagnola I had the pleasure of meeting Sherri Spagnola at a recent Crew Resource Management Instructor course in Victoria, BC several months ago. What I saw in her was not just a remarkable woman, but a remarkable pilot.

One of Spagnola’s biggest supporters is her partner, Scott, whom some would say is partly to blame for her love of all things rotary.

as the year started and seemed to bring one calamity after another. In January, she was involved two car accidents in the same week, being rear-ended, not once - but twice, in the span of two days.

During a trip to New York City, Scott asking a seemingly innocuous question “Want to fly in a helicopter?” Then in February, after Spagnola was already performing the role of a That flight in the summer of 2004, Spagnola arrived at the CRM single mother to her three children, was the beginning of Spagnola’s course a little flustered from an the children’s father passed away addiction that we all share.

Her airline ordeal that caused quite a suddenly. Which left Spagnola with delayed schedule, yet she bounced addiction to flying helicopters a lot more financial responsibility becoming a passion for succeeding back quickly to delve straight into our course. For anyone wondering, where others have failed and become than previously, and a lot less time to accomplish her goals. the CRMI course hosted by Randy a helicopter pilot.

Mains is not for the faint of heart or Spagnola, I suspect, has employed a the typical “I am here, so I will take Spagnola was laid off from her job can-do attitude her whole life. As a in early 2005, for Spagnola, this was my certificate” type of person. mother of three children that worked the open door she needed, without a full-time job, she had little extra When you take the CRMI class, it is having to show up for a job every time to pursue her new-found dream a commitment; Randy warns you of morning, it was time to put up or of learning how to fly helicopters. shut up, so she put up and began this beforehand via email. During taking flight lessons. Finally, after five the course, you are expected When I asked if Spagnola had months training, Spagnola obtained to contribute, the discussions looked at starting her flying career her first rating, that of a private frequent and lively. When you are with airplanes instead of going the not part of a discussion, there are helicopter license. more challenging helicopters as the presentations to prepare for and first option, the look on her face was Upon the wise recommendation of present in front of your peers in one that appeared to be somewhere her CFI John Campos, Spagnola class. between disgust and disbelief. “Oh, looked at obtaining her instrument that was not an option,” she said. “It Spagnola, when confronted by this rating next, which she accomplished was helicopters or nothing.” in short order, followed by her dynamic in a classroom only has one speed – one hundred percent commercial rating in June of 2016.

Spagnola possessed the drive and “on.” She dove right into our desire but lacked time to achieve it But as with many pilot’s stories, course with a mixture of friendly Spagnola’s train derailed for a period. at the time. Like her early flying, life banter and laser focus. Coming had a way of becoming a constant As far as years go, 2006 is one into every conversation with obstacle, but she never once gave up that Spagnola would rather forget focus, and useful input. I jokingly commented to Spagnola while we were discussing our final Sarah Dorina Smith-Dufton, named after her WWII Veteran Granny Dorina, is an Airplane and Rotorcraft Commercial Pilot from presentations by remarking Connecticut. She admits that she has too many projects going on “Type A much?” to her. At only in her life between her two young children, two horses, two dogs, 5’2” her look could have cut two cats, two aircraft, two boats, two houses, two jobs and one glass, but I was asking for it. very busy husband.

22 | heliweb magazine

As Spagnola’s children got older, she found herself now having the once surrendered time with which she could now rededicate herself to continuing her lost ambition.

Her schedule no longer filled with afternoons of sporting events, pick-ups, drop-offs and all of the other tasks that come with being a single mother, Spagnola now had the time and energy required to leap back into her studies to further her aviation career goals. She jumped in head first and has not looked back since.

Thanks, in part, to a professional partnership with John Ryan from Ryan Rotors in Plymouth MA, she was able to benefit from his sage advice on everything R44 related and receive career guidance to avoid many of the wrong moves that those without guidance can be susceptible to. She also received advice from her original instructor John Campos that included the recommendation that she finish her College Degree.

Many years prior, Spagnola had attempted to complete an associates degree while in the midst of life that just would not cooperate with her ambitions.

Campos wisely suggested that to secure a more promising career in the Rotorcraft Industry, it would benefit her to go all the way to a Bachelors Degree.

With that advice, Spagnola went for it, and like the many other tasks she had to put aside as life interrupted, she came

back with the same determination she started with and achieved her goal, receiving her bachelor’s degree.

Spagnola’s most recent accomplishment was adding her SFAR73 endorsement to her collection of achievements. Learning from Ryan, Blue Hill Helicopters and the Whirly Girls, has afforded Spagnola an incredible amount of experience and opportunities that have included ferry flights that others can only dream of flying.

Several hundred hours and some years delayed in her goal, this shining example of a “never quit and never surrender your goals” Where helicopters will take her next, only time will tell.

However, one thing you can guarantee as a certainty when it pertains to Sherri Spagnola is that her drive will certainly get her wherever she sets her next goal.

February 2017 | 23

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H E L I N E W S|OEM

BRIEF

MD HELICOPTERS CELEBRATES HUNTINGTON BEACH AIR SUPPORT FOR 70,000 ACCIDENT FREE HOURS Huntington Beach Police Department’s Air Support Bureau was celebrated by MD Helicopters this month with a special commendation for its outstanding record of over 70,000 accident free flight hours.

“We are proud to celebrate this achievement with the Huntington Beach Air Support Bureau,” said Craig Kitchen, Chief Commercial Officer for MD Helicopters.

The Huntington Beach Air Support Bureau began flying MDHI-model helicopters in 1984 with the iconic MD 500E. The department acquired its current all-NOTAR fleet of three (3) MD 520N helicopters between 1992 and 2002.

“The Huntington Beach Police department has been part of the MDHI family for more than 30 years; and one of our most dedicated advocates of the MD 520N and our exclusive NOTAR, no tail rotor technology.”

Designed to reduce noise by an average of 50% versus helicopters with tail rotors, NOTAR-equipped helicopters are among    the quietest helicopters available worldwide.

“The MD 520N has proven to be a very good platform for our Air Support Bureau,” commented Huntington Beach Police    Department Aero Bureau Sergeant Chris Nesmith. “Noise is the number

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one citizen complaint regarding Air Unit operations nationally. The noise abatement offered by the NOTAR no-tail rotor technology, and the performance characteristics of these aircraft – speed, payload, reliability – have allowed them to play an integral role in more than 5,500 calls for service annually.”

Since its inception in 1968, the Huntington Beach Police Department’s Air Support Bureau, known by residents as “HB-1”, has patrolled the skies keeping an eye on the community. Four pilots and two mechanics support the fleet to ensure 7-day-a-week availability. Decades of experience, and thousands of hours of flight time, combined with meticulous maintenance on the helicopters, has helped maintain the Air Support Bureau’s reputation of being accident free.

LEFT: Huntington Beach Police receive their

f

safety award.

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MD DELIVERS FIVE 902 EXPLORERS TO HUNGARIAN NATIONAL POLICE

MD Helicopters announced in a press release this moth that the Hungarian National Police had received delivery of five (5) MD 902 Explorer helicopters to add to their fleet of MD helicopters based at Liszt Ferenc Airport in Budapest.

The five MD 902s join a historically robust air support unit that also includes three (3) MD 500E helicopters.

The MD902s have been acquired to replace an aging Mi-2 fleet.

With this acquisition, the Hungarian National Police become one of the largest fleet operators of MD-brand aircraft in Eastern Europe.

The Hungarian National Police began flying the MD 500E in 1986.

The National Police air support unit plays an integral role in the effective execution of Hungary’s national security needs; helping police to secure borders and providing ground and air support whenever and wherever necessary.

General Karoly Papp, head of the National Police, as well as a number of senior National Police officials along with representation from the Hungarian government were on hand to witness the January 26 arrival of the aircraft.

the standard for affordability, dependability The fleet was transferred over from the and safety for light and medium-twin engine German Baden-Wurrtemberg. “We are helicopters. We congratulate the Hungary proud to celebrate the addition of not National Police on their newest additions, just one, but five MD 902 helicopters and are excited to know our aircraft will play to the Hungarian National Police an ongoing role in the Country’s security. fleet” said Randall Schaffer, Director, Aftermarket Business Development & 25-85% Customer Engagement de lista! for MD Helicopters. no preço to n o c s e de d “The Hungarian National Police have been part of the MDHI family for Escolhido pelo valor e serviço more than 30 years. We could not have been more excited when we were informed they had e outros. decided to add the MD 902 to their fleet.”

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“Like the MD 500E, the MD 902 is deeply rooted in a commitment to safety, reliability, and superior performance,” Schaffer concludes. “The MD 902 truly does set

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February 2017 | 27

H E L I N E W S|OEM

BRIEF

BELL MAKES EXECUTIVE CHANGES WEEKS OUT FROM HELI EXPO 2017 will be responsible for leading the company’s core engineering team and providing strategic direction for designing, developing and integrating technologies for use in Bell Helicopter’s OUT: Matt Hasik, Former EVP, IN: Former Texron EVP, Michael current and next Technology & Innovation Thacker generation products.

In a strange move, Bell Helicopter moved Thacker’s previous role at Textron quietly recently to make a major executive Aviation detailed his responsibilities change that remains unannounced by to include managing the engineering the company in an official capacity, other efforts of Beechcraft, Cessna and Hawker than telltale signs that appeared on the product lines, including new aircraft company website later the day it occurred. development, certification, compliance, experimental fabrication, technical During Heliweb’s checking of Bell’s publications and product safety, as well company website after receiving an as engineering product support for all unconfirmed news tip off, researchers aircraft in production and legacy models. found the link to Executive Vice President of Technology and Innovation, Matt Hasik’s page on the company website returning a Thacker, according to the bio listed on the company site as having joined Textron “404” or “page not found error.”

By later the next day, the executive leadership page had been updated to reflect a new face filling the role previously occupied by Hasik, the news of Hasik’s departure later confirmed by confidential sources.

Michael Thacker, formerly an Executive Vice President of Engineering with Bell Helicopter parent company Textron based in Kansas, now listed as filling Hasik’s role on the company website executive committee bio page. Further investigation revealed Thacker in his new role at Bell

28 | heliweb magazine

subsidiary Cessna in 1993 as an engineer in propulsion integration.

Since then, holding various positions and moving up the corporate ladder in engineering and program management.

Thacker holds a Bachelor of Science in Aerospace Engineering and a Master of Science from Kansas University and an MBA from the Fuqua School of Business at Duke University, NC. Hasik was a rising star at Bell, joining in 2011 as the Chief Engineer responsible for the design and implementation of the V-22 Osprey, a resounding success for Bell’s Military divisions as the VTOL aircraft was adopted into various mission profiles across U.S and Foreign Military branches. From his role in the development of the aircraft, Hasik moved rapidly through the ranks, progressing into becoming the program manager for the V-22 in 2013 which lasted less than a year before being promoted to the role of Senior Vice President of Commercial Programs in the same year.

LEFT: The Bell

website page for Matt Hasik was shut down by lunchtime on the day news was learned of his exit from the company.

AIRBUS HELICOPTERS BO-105 TURNS 50 This month marks fifty years since the BO-105 embarked on its maiden flight, on 16 February 1967, in Ottobrunn near Munich. Conceived as a two- tonclass light multi-purpose helicopter, it’s cutting-edge technology and materials led to the BO-105 being the first helicopter to feature a rigid, hingeless rotor head made of titanium and glassfibre-reinforced rotor blades.

passenger and cargo transportation.

The largest customer was the German Armed Forces with more than 200 orders. Some of these aircraft remained in service until December 2016.

“The BO-105 has made a name for itself above all for its versatility, robustness and reliability. The fact that it is still being used fifty years after its maiden flight speaks volumes for the high quality of this helicopter.

The longest-serving BO-105 carries out aerial work on the Falkland Islands. In total, the BO-105 fleet has clocked up more than 8 million flight hours around the world. Airbus Helicopters continues to offer comprehensive service for the light helicopter and guarantees the delivery of spare parts in the long term.

As a pioneer of modern helicopter technology, the BO105 continues to influence our product range today,” said Wolfgang Schoder, CEO of Airbus Helicopters in Germany.

Some 400 aircraft – around a third of the total number of helicopters manufactured – are still in service today.

In particular the H135 and H145 light helicopters went on to profit from the

BO-105’s technological achievements.

The current successor model to Airbus’ BO-105 is the H135. With its hingeless and bearingless rotor head, it has an advanced rotor system with a high carbon-fibre content to extend its service life.

In addition, the H135 boasts further innovative features, such as a glass cockpit, an autopilot system and the shrouded Fenestron tail rotor system to further improve the safety and sound levels of the helicopter. In its role as a pioneer of technological progress, Airbus is working on future-focused program also today: among them are the X6 helicopter for the heavy segment, which is set to enter service during the next decade, or the City Airbus project, an air taxi for major urban areas.

What became known as the Bölkow rotor significantly reduced maintenance costs when compared to traditional rotor heads with flapping and lead-lag hinges, as fewer moving parts were required. Furthermore, the BO-105’s special rotor system enabled it to perform with a higher degree of agility and maneuverability – capabilities for which it is still renowned today.

Since the helicopter’s first delivery in 1970, more than 300 customers around the world have purchased a total of some 1,400 aircraft which have been operated in air rescue, as a police and military helicopter, as well as for VIP,

February 2017 | 29

H E L I N E W S | OPERATOR

BRIEF

M E T R O W E L C O M E S M O U N TA I N A R E A MEDICAL AIRLIFT TO THE FAMILY Metro recently welcomed MAMA as its newest operations customer in February.

Mountain Area Medical Airlift (MAMA) was the first civilian EMS helicopter service in the U.S. to use Night Vision Goggles (NVG) and Metro Aviation was the first air medical operator to equip its entire fleet with NVG’s.

Innovation attracts innovation and it only makes sense that the two companies would eventually work together.

“Safety, commitment to customer service and Metro Aviation’s philosophy are just a few of the reasons why MAMA chose Metro Aviation as our aviation provider,” said MAMA Supervisor John Grindstaff.

30 | heliweb magazine

“The strong, collaborative partnership between MAMA and Metro is evident in the recent completion of an EC135 T2+ aircraft for the MAMA program. Metro incorporated several ideas from the MAMA team into their existing product line, producing an EMS aircraft that will suit our needs for years to come.”

number of modifications and updates.

Metro is providing a spare aircraft while the work is completed at PAC International, a Metro Aviation company.

“MAMA has a long history of serving their community with high quality, innovative care,” said Metro President and CEO Mike Stanberry.

Metro completed the program’s aircraft at its completion center in Shreveport, Louisiana. The aircraft is equipped with the Outerlink IRIS system for flight data, voice and video monitoring, flight following and push-to-talk communications. Medical equipment on board includes an isolette, ventilator, IV warmer and air pump.

“They have been around nearly as long as we have, and we are glad to finally have the opportunity to serve them in an operations capacity.”

After many years of service, the program’s original EC135 is receiving a

MAMA covers 10,000 square miles in just two to three flights a day, and performs about 90 flights each month.

Based in Asheville, North Carolina at Mission Health System, the air program serves areas of North Carolina, South Carolina, Tennessee and Georgia.

HELIGROUP OPENS GUIMBAL CABRI G2 CENTER OF EXCELLENCE IN U.K. The UK distributor of the French-built composite two-seat Guimbal Cabri G2 helicopter is expanding into new facilities it announced today. HeliGroup is establishing a Centre of Excellence at Oxford Airport, to include a new sales office and training center at their UK facility located in the United Kingdom.

The company is launching a new sales office, as well as a dedicated Guimbal Cabri G2 pilot training center as part of the company’s expansion to support their Center of Excellence.

The move will also see Ed Sale of HeliGroup take over responsibilities for sales and leasing of Guimbal Cabri G2s in the UK and Ireland. Andy Moorhouse, one of the few pilots in the world with over 1800 hours flying the Guimbal G2, making him one of the foremost experts in flying the helicopter, will become Head of Training.

ranges through Private, Commercial, Flight Instructor and Instrument Ratings at their U.K. base of operations.

The company fleet includes a new AW109SP, Airbus AS355s and multiple Cabri G2 helicopters as well as a range of additional types.

Fairoaks airports in the U.K. continue unaffected by this development.

Training in the Cabri G2 remaining their primary activity, alongside other work with their Robinson R44, Airbus AS350B2 Squirrel and Airbus AS355

Cotswold Helicopter Centre is the other key shareholder of European Helicopter Importers, and their existing training and charter operations at Kemble and

HeliGroup hold a UK distributorship for Helicoptères Guimbal made possible through their investment in European Helicopter Importers Ltd, a company that has a long standing relationship and financial commitment to the success of the G2. HeliGroup is a UK based operator that provides helicopter training, charter services, management, and sales. The company provides solutions for all helicopter requirements and accommodates training that

February 2017 | 31

H E L I N E W S|OEM

BRIEF

AMBULANCE VICTORIA TRANSPORTS WOMAN FROM CRUISE SHIP TO RECEIVE KIDNEY Most people stepping on board a cruise ship would naturally assume they’d arrive at the destination of the ocean liner. But for Kathie, 40, her recent holiday took an unexpected but very welcome turn when Ambulance Victoria’s Air Ambulance Service was called in to pluck her off the ship and fly her to a hospital in time to receive an urgent kidney transplant.

The New South Wales resident, who had waited seven years for a suitable kidney to be available, was somewhere in the Bass Strait enjoying day one of a Tasmaniabound cruise when she received a message on Facebook from her sister which changed her life.

Thankful that she had purchased on-board phone credit to receive the message, she was overwhelmed as she read the message which informed her that a kidney had become available – but she needed to act fast. She rushed to the medical center where she had planned to maintain her usual 18 hours of dialysis each week. Discussions with medical staff soon involved the captain and coast guard and immediate arrangements were made to help Air Ambulance perform a special winch to help make the transplant a reality.

‘Once we found out from the doctor that it was going ahead, he explained how it was going to happen…It was essentially getting winched off the ship, flown to land and then flown in

32 | heliweb magazine

a plane to Sydney,’ Kathie recalled. ‘It was so awesome. I was excited about it, I wasn’t scared. It was exciting to know that I was getting a kidney and to see all the work behind it to make this happen for me. ‘I was just waiting, you know… I’ve been waiting for seven years. I couldn’t believe that the time had actually come.’

Arriving at the ship and hovering over the top deck, the Air Ambulance helicopter dropped MICA flight paramedic Toby St Clair down on to the ship.

He met Kathie and prepared her for the winch into the helicopter and on to her life-changing journey. ‘We were quite excited to be involved. The crew was very happy to be involved and it was a huge effort from the Air Ambulance coordination team,’ Toby said. ‘We hoped that we could reach her in a viable timeframe and we know that the cruise ship even turned around towards us to help us get to Kathie as quickly as possible. hospital by road. ‘It was exciting that it was a very successful job and ended up having a wonderful outcome. The crew felt very privileged to be involved.’ Kathie arrived at the New South Wales hospital and underwent a successful transplant within hours.

While she is recovering well from the transplant, she admits she looks back on the events which took place to get her a new kidney as ‘gobsmacking’.

‘It has completely changed my life

because I can now live a normal life,’ Kathie said. ‘The whole thing was just amazing. Toby (MICA flight paramedic) was lovely and very calm.

I felt like I was on a TV episode of a special operation.

‘I’d like to thank everyone who helped make my kidney transplant possible because really so many people were involved in making it happen and I also hope that it raises awareness on how important organ donation is.’

Ambulance Victoria, who recently acquired five Leonardo Helicopters AW139 aircraft that are run under contract by Babcock, who flies and maintains the helicopters and supplies a rescue crew member in the rear of the helicopter.

Ambulance Victoria Air Ambulance rotary transport was previously provided in conjunction with Victoria Police, who operated two Victoria Police Airbus AS365N3 Dauphin helicopters that were also capable of conducting air ambulance missions in addition to three regionally based Bell 412ep’s serving regional Victoria.

One of the Victoria Police helicopters was a dual purpose aircraft, sharing police and air ambulance duties as a backup aircraft, the other, VH-PVG was a dedicated air ambulance that could be used as a police aircraft if needed.

The three regional Bell helicopters were operated under contract

with service provider Australian Helicopters. That service coming to an end as the final AW139’s came online for Ambulance Victoria just a few weeks ago.

Air Ambulance Victoria operates its emergency response helicopters and fixed-wing aircraft from four base locations in Victoria, Australia’s – Essendon, LaTrobe Valley, Bendigo and Warrnambool. This ensures effective state coverage and for rural communities to have rapid access to the highest level of care and transport to major specialist care in the Melbourne metropolitan region.

Most helicopter work is pre-hospital time critical emergencies, which are often trauma and pediatric cases, with the balance mainly inter-hospital transfers (with a small amount of search and rescue, and transporting remote patients).

provided by Babcock and a MICA Flight Paramedic.

Air Ambulance Victoria helicopters are operated by a crew of three, consisting of a pilot, an air crewman

Since 2016, Babcock has supplied new state-of-the-art Leonardo Helicopters AW-139 twin engine

ABOVE: One of the five new Leonardo Helicopters

AW139 Helicopter Air Ambulances now in service for Ambulance Victoria that assisted in the

Babcock’s crew play a vital role in supporting the paramedics in their life-saving operations and are an instrumental part of the service to the community. MICA Flight Paramedics are highly educated and experienced Intensive Care Paramedics who have advanced clinical knowledge, skills and a high level of physical fitness to ensure they are capable of undertaking this demanding role. Babcock ensures that its pilots and crewmen maintain similar levels of skill and fitness to be able to assist the paramedics. The crew have a one-team approach to supporting each other and rely on the highest level of trust and crew resource management to deliver a safe and effective service.

winching of a patient from a moving ship so she could be rushed for a kidney transplant.

helicopters, including a dedicated back-up aircraft to support the AAV operations. All helicopters are equipped with a rescue winch allowing the MICA flight Paramedic to be lowered into very remote places to rescue patients including bushland, boats and the ocean.

The new fleet provides a centralized model for all aircraft, standard fit-out and equipment to assist in streamlining training and operational processes for MICA flight paramedics, flight paramedics and crews. Babcock flies 10,000 hours per year across its fleet of 20 twin and single-engine turbine helicopters, from nine locations in South Australia, New South Wales, Queensland and Victoria.

February 2017 | 33

BKNIG LACK heliwebmagazine magazine 3434| |heliweb

K S E A GHTS Story and Images by

Paul Kievit & Carlo Kuit

February2017 2017| |3535 February

heliwebmagazine magazine 3636| |heliweb

ROMANIAN NAVY

The ‘Black Sea Knights’ helicopter squadron, housed at Tuzla Airport, located southwest of Constanta, Romania.

The squadron operates three IAR.330s locally built and designated ‘Puma Naval’ (Navy) helicopters.

Romanian Naval Aviation celebrates only its tenth year in operation in 2017.

However, the history of Romanian Naval Aviation dates back to June 1920, when the first aircraft, a Heinkel He-114 arrived to be placed into service.

By the end of World War II, twenty-four Heinkel He-114s were in service with Romania. The continuation of Naval aviation in Romania was, however, not thought out. So when the time came to withdraw the He-114 seaplanes from service, the Romanian Navy appeared content to leave their military branch with no aviation support, leading to the disbandment of Naval Aviation operations in May of 1960 as the last eight He-114s were scrapped.

SHIPBOARD AVIATION Romania’s Navy is a small one when compared to other Naval Forces in other NATO countries. The country’s Naval ships consisting of a number of frigates, corvettes, and minesweepers.

The size of the Naval Aviation

component is also limited to just three IAR.330 ‘Puma Naval’ helicopters. The helicopters, a Romanian derivative of the Airbus Helicopters H225 that are built locally under license by stateowned company IAR. In the late 1980’s, the Romanian Navy employed a number of IAR.316B Alouette helicopters (also a derivative of the Aerospatiale AS316B LAMA that was licensed and produced by IAR) that had been outfitted with pop-out floats and a winch.

The helicopters also featured foldable main rotor blades for shipboard use. Two Tetal II class ships in the Navy had decks capable of handling just one IAR.316B while the deck on a ‘Marasesti’ class destroyer had a deck and hangar capable of accommodating two IAR.316Bs. The initial 316B’s that made up the fledgling helicopter group were originally sourced from the Romanian Air Force inventory.

NOT HEEDING HISTORY The Romanian Navy, again not learning the lessons of history, disbanded the 59th Helicopter Group in 2001, as the Navy fleet of IAR.316s began reaching retirement age. The Romanian Navy again found itself with

| BLACK SEA KNIGHTS

no helicopter support operations.

“With the acquisition by the Navy of two Type 22 frigates in 2004,(the Regele Ferdinand, and Regina Maria, both acquired by Romania from the Royal Navy in the U.K, both ships previously serving under the names HMS Coventry and HMS London.) It was apparent there was a renewed need for a dedicated naval helicopter force again,” said Captain Ioan, a commander with the Romanian Navy.

The Navy’s shortsighted management in 2001, meaning that new procedures had to be adopted, new pilots trained and a steep learning curve for the new crews. “Without helicopters, we were not able to perform all of the missions asked of us effectively,” he added.

THE NEW BREED As Naval administration granted the request to purchase the three new helicopters, Elbit Systems & IAR Brasov were contracted to supply the helicopters, complete with mission systems. In July of 2005, both companies began cooperation to engage subcontractor businesses that would assist in providing all of the mission equipment required for the helicopters.

February 2017 | 37

The two primary companies, engaging FHL Claverham, Aerazur, Rockwell Collins, Breeze-Eastern and the Rafael Company, to achieve all of the functionality that the Navy had requested for the multi-mission capability of the new helicopters. The first IAR.330 Puma Naval (#140) successfully completing its first flight at Ghimbav, Brasov on the 30th of January 2007. The helicopter then continuing testing that included shipboard, air and ground testing lasting the next several months.

STARTING OVER On July 13th, 2007, the ‘Black Sea Knights’ squadron was formally reestablished after forty-seven years inactive, reentering service with the first IAR.330 Puma Naval helicopter, assigned shipboard duties attached to the Frigate Regele Ferdinand. The second IAR.330 Puma Naval was delivered in January of 2008 and the third at the end of 2009.

Having no qualified aviators to fly the helicopters after shelving Naval aviation for many years, the Navy in December of the same year, appointed ten Navy officers to start initial flight training at the Romanian Air Force Academy, located in the city of Boboc. The Romanian Navy Officers, gaining their initial certifications on the IAR.316B helicopter type. All candidates qualifying as Navy pilots in July 2006.

“At the start, the trainers at Boboc were a bit hesitant to have naval aviators with no experience trained, luckily this changed as we showed our capabilities and dealt successfully with the fast pace of training” according to one of the FAR Naval pilots.

The new naval aviators continued with an accelerated training syllabus on the 38 | heliweb magazine

IAR.330 SOCAT at Bucharest-Otopeni Airport for an additional 75 hours that focused on, basic maneuvering and emergency procedures explained Commander Ciobotaru, one of the current naval pilots.

Simultaneously with the pilot training, eighteen ground crew technicians were trained at Boboc Air Force Academy.

With two of the eight pilots from the initial class now trained as flight instructors on the IAR.330 Puma.

“As we did not have any relevant experience in naval operations we had to start building our expertise again. In a way we are a self-learning squadron now” said Lt. Cmdr. Bogdan Curca “To build up our expertise in Anti-Submarine Warfare (ASW) operations we have been working closely together with ASW operators on our Frigates since 2014.

After extensive practice, we have gained operational ASW capabilities that we have been using operationally since 2015. Currently, we conduct real-world exercises with Turkish submarines to test our procedures deploying the new TMS2000 sonobuoys. We also now maintain the support of two technicians from Thales”.

To enhance IAR-330 Puma Naval helicopter’s ASW role, Brasov awarded a contract in 2013 to Thales to develop and deliver TMS 2000 sonobuoy processors.

The sonobuoys send acoustic data to a processor through a VHF link which is received and processed by the aircraft in real-time.

The TMS 2000 provides capabilities for detection, tracking, localization and classification of targets both above and below the surface in all environments

by processing active or passive acoustic data gathered from sonobuoys.

“Initial tasks were mainly day training operations to learn how to operate the Puma and get used to seaborne operations” according to Lt. Cmdr.

Bogdan Curca.

“The next phase we started to train and explore the capabilities of the tactical consoles onboard, before moving on to night operations that would allow us the capacity of operating 24/7 when required”. Although currently, not all Romanian Navy pilots have yet been qualified for night operations.

EQUIPMENT The main modifications made to the Romanian Navy Puma variant, when compared to the standard IAR.330L, center around the multi-mission capabilities of the helicopter and equipment fitted for anti-submarine warfare duties.

These include the cockpit layout, a Rafael Toplite electro-optical ball sensor in the nose (EOP), laser and radar warning receivers, blade antennas fitted under the tail boom and on top of the main rotor fairing, and defensive capabilities such as chaff and flare dispensers that were mounted under the main gear.

For naval operations, some changes were required from the basic IAR.330L airframe to adapt the helicopter for shipboard operations. These included modifications such as foldable main rotor blades, inflatable floats, a doormounted winch, crash rated seats, and a “harpoon” for deck landing in rough weather conditions. Two searchlights under the fuselage were also added along with a bubble observation window on the sliding doors.

ROMANIAN NAVY

| BLACK SEA KNIGHTS

February 2017 | 39

experience landing on ships other than those operated by the Romanian Navy.

Crew staffing during operational missions in the Puma Naval typically consists of a pilot, copilot and a flight mechanic, who is responsible for winching operations during Search and Rescue missions.

The last stage of the modernization was finalized by late 2015 after being in progress for over two years. The helicopters last modification; being fitted with torpedo launchers, this change, extending their operability to antisubmarine warfare.

operate” said Commander Marius Mitric.

A final decision will be made before the end of 2016 on which torpedo the Navy will select to arm the helicopters permanently, but speculation is that it will most likely be the BAE Systems Stingray torpedo that will be chosen.

The Puma Naval had previously been outfitted in 2012 with two 7.62mm machine guns for anti-piracy operations but had not selected or procured the vendor for torpedo functionality at the time.

When we visited the crews of the Black Sea Knights, the squadron was in the middle of a training exercise with the visiting U.S Naval vessel, USS Porter.

The aim of the exercise, to share the experience of operating in a multi-national environment.

“The Puma Naval can carry various types The operations we witnessed on location of weapons, we decide what equipment included the Romanian IAR.330 practicing we need for each mission and put it on the helicopter. It is an easy way to for us to deck landings on the USS Porter to gain Carlo Kuit & Paul Kievit, are both seasoned Aviation Journalists and Photographers having egun working together in 1999 when they formed Bronco Aviation to market their written and photographic work.

The pair concentra a majority of their aviation work around helicopter aviation, but also contribute work hat focuses on fixed wing military aviation related features, giving their work diversity across multiple disciplines.

Both journalists have together in their almost twenty years of collaboration contributed almost 400 articles in dozens of aviation magazines worldwide that include Airforces Monthly, Combat Aircraft, Air International, Heliweb Magazine and many more.

40 | heliweb magazine

“For ASuW missions two additional operators are added to the crew who are responsible for operating sonar buoys and datalink, which is used to exchange large packets of data between the helicopter and the ASuW operators onboard Frigates.

The tactical consoles can be added rapidly and can deliver a valuable Recognized Maritime Picture (RMP) to our fleet” explains Black Sea Knight Commander Mitric.

To further sustain the future of Romanian Naval Aviation there are plans to acquire a fourth IAR.330 Puma Naval specifically to support the 307th Marine Battalion, an elite squadron of the Romanian Marines.

The Marines are trained in a similar fashion to that of the Green Berets and Army Rangers; the 307th are primarily used for shore and beach-head establishing missions, as well as fighting in Delta regions such as the Danube Delta.

In efforts to continue the future expansion of the Black Sea Knights. a new group of young pilots is now scheduled to begin flight training in hopes of continuing the legacy started so many years ago.

One can only guess if the lessons learned in the past will be heeded – and Romania’s Naval Helicopter program will continue to grow.

ROMANIAN NAVY

| BLACK SEA KNIGHTS

The Romanian Navy Black Sea Knights Helicopter Squadron operate just three IAR 330L helicopters to conduct many different mission types, such as anti mine detection, radar interception and will soon be fitted with torpedo launchers on each helicopter.

February 2017 | 41

A rare night capture of Marine One departing the White House in Washington D.C. Photographer: John Sonderman

4242| | heliweb heliwebmagazine magazine

#helipix

2017| |4343 February 2017

Bringing

&H

Help

With a recently updated Bell fleet, CareFlite has continued to enhance their medical flight response ability in all weather conditions. With a service area that spans over one hundred counties containing more than 6 million people in the North Texas Area, CareFlite continues to innovate at every opportunity.

44 | heliweb magazine

ope

Story & Images by

Tim Pruitt February 2017 2017| |4545 February

C

areFlite in North Texas, operating around the greater Dallas area, was founded as a nonprofit corporation to provide air medical services in 1979. The nonprofit, supported by a board consisting of members from entities within the Texas health care system that strive to keep air medical services in the area “for the people.”

The CareFlite board that runs the organization created intending to represent and provide a voice for each hospital it provided service. Hospitals that include Texas Health Resources, Methodist Health System, Baylor Health Care System, Parkland Health and Hospital System, and the JPS Health Network that all have representation on the CareFlite board.

CareFlite and its member facilities are all nonprofit organizations that aim to provide a higher level of care for every patient, putting the need for quality care above the need to generate profit from their combined helicopter air ambulance service.

bases around the North Texas area, with helicopters based at Methodist Dallas Medical Center, Harris Methodist Hospital Fort Worth, McKinney Regional Airport, Denton Regional Airport.

Careflite also operates from two airport locations, the City of Whitney and Granbury Regional Airports.

HISTORY CareFlite was established in 1979, making the company the eighth oldest air medical transport service in the nation and the second oldest in Texas.

The operation began as two hospitals, Methodist Dallas Medical Center and Harris Methodist Hospital in Fort Worth identified the need for an air medical service. The two hospital’s forming a partnership that pooled finances and resources to create what was to become the Careflite organization.

The operation commencing operations shortly after the purchase of a Bell 206L Long Ranger fitted with a rudimentary medical interior.

The CareFlite board over the years brought in place a management strategy that offered the only fully integrated air medical transport company that gives each hospital network it serves a say in how the company operates.

The helicopter was then shared between the two hospitals, rotating every two weeks where the helicopter would be based. In the company’s first year of operations, Careflite averaged transporting and treating twenty patients a month.

For eleven years, Jim Swartz has served as the President & CEO of CareFlite and will quickly remind you that the operation exists primarily to “bring help and hope” to all emergency situations to which CareFlite responds. “My goal is to have all of my people do what is right for all patients, at all times,” Swartz said.

CareFlite operates six helicopter

As the knowledge of CareFlight air medical operations spread over the next year, so too did the calls for service, rapidly increasing in volume to the point that the need began to exceed the capabilities of the current program, ultimately leading to Careflite purchasing a second Bell 206L to cope with the demand.

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AIRCRAFT As CareFlite continued their rapid growth, their strategy evolved to incorporate a larger helicopter to accommodate the needs of patient treatment.

The organization then deciding to switch their primary helicopter to the larger Bell 222UT helicopter. The Bell 222 fleet, eventually becoming the backbone of the Careflite operation until 2002 when the company replaced the “Triple Deuce” with a fleet of AgustaWestland made A109 helicopters.

“CareFlite is the only nonprofit service in the area which allows the company to invest its money into equipment and training. We have the latest equipment and newest fleet of state of the art aircraft,” said Swartz.

All options were put on the table when the management team and board of directors began looking to update their fleet.

The team started to evaluate the need to add twin-engine redundancy, and evaluate performance and lifting

CAREFLITE | BRINGING HELP & HOPE limitations of the current fleet to see which aircraft offered the most “bang for the buck” across all of the needs the organization had.

CareFlite crews are carefully selected from the best of the best in their field to serve on the helicopter as pilots and medical staff

At the forefront of their decisionmaking process was the priority to maintain current safety margins, with the hope to increase margins with newer equipment that featured the most practical and functional technology that would hopefully add to the company’s value proposition for those they served.

The A109s served the organization until late 2015, as CareFlite then began taking delivery of the first of the next aircraft the company had decided would become part of the ongoing efforts to increase the company’s safety and service levels, choosing the Bell 407GX. The replacement process, including procurement of the new helicopters, including switching back to the American-made Bell, manufactured right in Careflite’s backyard at the Bell facility in Fort Worth, a complex one from a maintenance standpoint when transitioning from the Italian made A109s.

RIGHT: The fleet of aircraft flown by CareFlite not only covers rotary, but also includes fixed wing support that is used for long distance transportation when needed BELOW: Careflite’s approach is to help everyone they can, including turning their dispatch center into a full 911 center for two counties.

CareFlite cmaintains all of its own fleet, supplying a maintenance crew member for each base. Their main maintenance facility is capable of almost all tasks.

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CAREFLITE | BRINGING HELP & HOPE MODERNIZING THE FLEET The Bell 407GX selected by CareFlite for its power, speed and quiet ride in air ambulance configuration.

The 407GX’s selected by CareFlite are configured to carry two critical care medical personnel that provide care for one patient onboard the helicopter.

CareFlite chose the 407 based not only on the speed and agility of the airframe but the ease of use for their critical care staff in treating patients in the large 85 ft³ cabin. The 407GX features the Garmin G1000H™ flight deck, providing critical flight information at a glance for greater situational awareness and increased safety, including Helicopter Terrain Avoidance Warning System, Helicopter Synthetic Vision Technology™ and a Traffic Information System.

The 407GX also features a tail rotor camera, allowing the pilot a clear view of the tail during take-offs. In December of 2016, they will take delivery of a fifth 407GX, and this will be used as a spare or for training, so they do not have to take a base out of service during training operations.

In early 2016 CareFlite took delivery of two Bell 429s, one of the most advanced light twin helicopters now on the market. The CareFlite 429s delivered were IFR capable aircraft fitted with a fully integrated glass cockpit and WAAS weather system. The Bell twin offering more main and aft cabin space for the organization’s crews. It’s the only light twinengine helicopter on the market that offers two-litter capability with enough room for two medical crew members plus pilots or, three medical crew and a pilot.

One of the factors in the selection of the 429 by CareFlite was Bell’s effort in certifying the 429 in the MSG-3 process, which resulted in reduced maintenance costs for operators. The 429s operated

by CareFlite are now able to use any of the seventeen area hospitals featuring FAA-approved instrument approach equipped helipads. This increasing CareFlite’s ability to transport critical patients to area trauma centers and other hospitals that offer specialized care during poor weather conditions

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that may limit response from VFR only operations. CareFlite is the first nongovernmental entity able to provide that ability in Texas.

CareFlite also operates a King Air fixed wing aircraft for long haul patient transfer throughout the United States for emergent and non-emergent transport.

The fixed wing platform is ideal for organ transplant teams to facilitate rapid organ delivery, time often a crucial factor in the success of transplant cases.

CareFlite’s King Air also features a pressurized cabin, allowing the aircraft the ability to fly at higher altitudes and faster speeds while also being IFR capable for all weather response.

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QUALITY OF CARE CareFlite responds to calls for service from hospitals, fire departments, EMS and law enforcement agencies within a 150-mile radius of the greater Dallas/ Fort Worth area that includes more than 100 counties serving more than 6 million people.

CareFlite can also provide specialist in-flight services for medical cases like neonatal emergency care. Specialty care given during these types of missions, turning the back of a Careflite helicopter into an airborne NICU unit if needed.

CareFlite helicopters are also equipped with other state-of-the-art equipment for in-flight trauma care such as an

Extracorporeal Membrane Oxygenation (ECMO) machine that can take over the function of the lungs or heart of a patient in flight if required.

Careflite aircraft are also fitted with an Intra-Aortic Balloon Pump and Impeller that can be used in the treatment of patients with life-threatening heart conditions.

“We are blessed to be able to help so many people and enjoy the challenge that comes with a job like this. It is a very rewarding line of work helping others and making a difference in someone’s life.

Being a multi-mode operation means that we have different experiences each and every day. You may start your shift

CAREFLITE | BRINGING HELP & HOPE

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CAREFLITE | BRINGING HELP & HOPE on the helicopter, but if weather falls below IFR minimums, we may finish out a shift in a ground ambulance.”

Said Teresa Campbell, a Senior Flight Nurse that has been with CareFlite for over twenty years. “Retrieving stroke patients from outlying areas and being able to transport them to comprehensive stroke centers are time sensitive missions, getting the patient to specialized care is a life saver. The helicopter is the most efficient method of getting patients to the right facility, and doing it quickly” she added.

MAINTENANCE James Lindsley, one of CareFlite’s inhouse mechanics, has a daily routine that focuses entirely on the single task of keeping CareFlight aircraft flight ready and safe.

Each CareFlight base is assigned a mechanic that handles day to day issues, in addition to the company’s maintenance facility located at the CareFlite Grand Prairie base where more complex scheduled maintenance tasks are carried out as needed.

CareFlight can perform all levels of maintenance in-house, with the exception of avionics and engine overhauls. The facility even features its in-house paint and sheet metal shop.

“We are fortunate at CareFlite to have full support from the board. That allows us all to provide a safe program that delivers the highest quality care available as well as exceeding all of the national standards for safety.”

TRAINING Each pilot is required to have an Airline Transport Pilot (ATP) rating

and several thousand flight hours before being considered for a pilot position at Careflite, and the training and certification requirements are equally as stringent for medical teams that also undergo rigorous training to obtain their initial certification and maintain their flight status annually.

Each flight nurse is required to be a Certified Flight Registered Nurse (CFRN) and have a minimum of five years critical care or emergency nursing experience before being considered for a flying role.

Additionally, flight paramedics must be a Flight Paramedic-Certified (FP-C) with at least four years of progressive experience.

All medical crewmembers also hold advanced certifications in trauma, cardiac, neonatal, obstetrics, pediatrics, and burn care.

CareFlite also operates a Clinical Quality and Education Department within their organization that provides high-quality educational opportunities for its employees, first responders, and other healthcare professionals.

Their Education Outreach program offers monthly courses to meet continuing education requirements that are also certified by the Texas Department of Health and Commission on the Accreditation of Medical Transport Systems (CAMTS).

THINKING OUTSIDE THE BOX While most critical care providers in the air medical business often have their own control rooms that dispatch and track their aircraft, such is CareFlite’s commitment to the communities that they serve; the organization went a step further in providing a service that provides more than just a standard helicopter dispatch center.

CareFlite decided to offer full 911 call center capability, which has since grown to include being the primary 911 dispatch center that provides service for Johnson, Hill, and Kauffman counties that provide service for almost three hundred thousand residents in the southern and eastern outskirts of the greater Dallas area.

CONCLUSION It is evident that Careflite places its reputation squarely behind the belief that the organization’s people are its greatest asset, and the goal is to provide a safe, rapid transport with the highest quality of care delivered to each patient. CareFlite has proven over their years of safe operation, that they possess a continued desire to drive their positive safety culture.

Careflite’s purchase of their all new fleet will ensure the organization will continue to bring “help and hope” to the citizens of North Texas for years to come.

Tim Pruitt is a staff writer and photographer for Heliweb Magazine based in the Austin, Texas area. Pruitt has been a contributing journalist in the aviation industry for over fifteen years and has had writing and photography published in multiple national and international aviation publications.

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To see more of Marc’s amazing helicopter artwork You can find him on Instagram @marc_mpv 54 | heliweb magazine

#HELIART

A rare full color artists rendering from Marc of an orange MD500D helicopter using pencil and markers.

Although not a classically trained artist, Marc Veenendaal uses art to convey his vision as an industrial designer daily. Marc holds a bachelor of industrial design degree and draws aircraft art as a creative outlet from the daily grind as one of the most in demand industrial designers in Australia. Marc developed his love for sketching in university and now uses his illustrations of helicopters to express his love of aviation, which he shares through his instagram account that has over fifteen thousand followers. Marc uses the work of many photographers as inspiration for his art, in adition to using his imagination to create fictional aircraft, and artists impressions of aircraft not yet announced.

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Story & Photos by

Ryan Mason & Tim Pruitt

SECURING

A mammoth effort on the part of forty federal, state, county and

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local law enforcement agencies protect the Super Bowl game every year. Customs and Border Protection form part of the airborne protection layer as they police the TFR over Houston.

SUPER B Mesa Police Aviation have been fortunate that as the city has grown, so too has the aviation assets in their agency to cater to the population growth.

BOWL

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n February 5th, 2016, the eyes of the sporting world turned to Houston, Texas for the biggest event on the football calendar, the Super Bowl.

Houston was selected to host the 51st Super Bowl - Super Bowl LI, by the NFL on October 16th, 2012. From that point on, preparations began at full speed to accomplish a successful event in every way.

What happens in a city that pulls off a successful Super Bowl bid once the announcement is made, is nothing short of moving mountains.

Teams are immediately engaged to accomplish every minute detail that will make the city shine as a world-class destination to the tens of thousands of visitors that will flood the city during the game.

Some Super Bowl games, awarded before a location that is selected even has a venue capable of handling an event on such a large scale.

Cities like Indianapolis, Indiana, building an entirely new stadium for Super Bowl XLIV. The city said goodbye to the decades old RCA Dome, for decades, the home of the Indianapolis Colts, where the team’s AFC South championship was won, on the way to their first and so far only, Super Bowl victory.

Luckily, for a city like Houston, much of the infrastructure needed to host an event the size of a Super Bowl was already in place in the city of three million residents. The Super Bowl game, to be played at NRG Stadium, a few miles to the southeast of downtown Houston.

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NATIONAL SECURITY ON A GLOBAL SCALE Providing security for a game with as much national and international attention as the Super Bowl is an equally daunting task.

One involving multiple state, federal and local law enforcement agencies that bring together thousands of law enforcement professionals in roles such as intelligence gathering, counterterrorism, and even anti-counterfeiting operations.

One of the key components in antiterrorism efforts protecting the Super Bowl from any airborne attack was the joint security effort that was spearheaded

by Houston Police.

The agency was the primary law enforcement agency engaged to prepare for the event, who then partnered with federal and other local agencies to provide air support that would protect the Temporary Flight Restriction (TFR) zone for the game.

The TFR put in place, like that for other sporting events, extended thirty miles out from NRG Stadium on the day of the game.

Protecting the TFR area was not just a one-day operation for those involved.

The Houston Police Department Air Support Unit was engaged from the beginning to discuss the requirements and head up the local response and planning aspects of achieving a well policed no-fly zone during the game.

INTERAGENCY COOPERATION Other agencies to provide assistance included the United States Coast Guard,

from Air Station Houston/ Galveston, located at Ellington Field where field operations were based on the lead-up and during the game.

Also involved in providing assistance, was U.S Customs and Border Protection, Office of Air and Marine.

The agency supplied eight helicopters to assist during the lead up to and during the game.

Each helicopter providing interdiction teams and aerial surveillance operations with the department’s UH-60A Blackhawks, in addition to AS-350B2 helicopters and a Cessna C-550 fixed wing jet to assist with surveillance duties to provide live footage via downlink to operational command on the ground assisting with crowd movement and homeland security related responses.

The CBP’s camera surveillance equipment, the L3 Wescam MX-15 can provide clear stabilized imagery from several miles away, lessening the impact of helicopter noise as a disruption to the game to virtually zero from inside the stadium.

The distance, also providing the ability to remain unseen from the ground, unlike lesser systems that require an aircraft to be in direct line of sight and some cases, firing range of any potentially armed suspects.

The remainder of the aerial support for the event provided on a federal level from F-16s from nearby Ellington that will fly high above the game and other fixed-wing surveillance aircraft used by the CBP for high-level surveillance operations.

SECURING SUPER BOWL 51 | CBP AIR AND MARINE

BACKGROUND: CBP Air and Marine Pilot Dave Grantham awaits the crew of an arriving CBP UH-60A Blackhawk. Both the BlackHawk and AS350 completed different tasks for the event. CBP’s Emergency Response Team officers board a CBP UH-60A to assist in monitoring the no fly zone.

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SECURING SUPER BOWL 51 | CBP AIR AND MARINE

A FIRST HAND LOOK As we arrived in Houston several days ahead of the big game, security measures put in place were evident even at the airport where increased security levels meant more presence of uniformed officers at the airport, which was immediately noticeable to anyone that had previously visited either of the cities two major airports.

We were extended an invitation by the agency to see exactly what Customs and Border Protection (CBP) does to enforce the TFR area around the stadium during the game.

This included participating in a tour by air of the exclusion zone and a briefing to explain what the agencies response is if anyone breeched the 30-mile exclusion zone.

While TFR’s are nothing new, and most pilots are aware that breaching the airspace around one will quickly find you with a fighter or helicopter escort to the nearest airfield and a lengthy interviewed by waiting FBI agents that could lead to possible charges and prosecution.

Those consequences not including any punishment that could also be issued to a pilot by the FAA. “Any time you have large crowds, there’s a potential there for criminal activity. We have a multitude of law enforcement agencies, so we will work together to improve our mutual capabilities,” said Dave Grantham, a pilot, and supervisor with CBP’s Air and Marine Operations Division The wider response to monitoring the FAA’s thirty-mile TFR included

involvement by NORAD. Responsible for supervision of any military related responses by F-15s if needed, along with workers at an air traffic control center in California that were tasked specifically with monitoring the traffic around Houston and the TFR area to provide any live tracking information as needed.

Grantham, when asked about potential incursions to the TFR explained, “the majority of pilots that have ever busted through a TFR exclusion zone have not been of the nefarious type. Some were just plain ignorant and didn’t check NOTAM’s before flying, and others thought they could either beat the time the TFR went into place or accidentally strayed into the TFR area by poor navigation or other innocuous reasons that were explained once they were escorted down.”

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A typical interception, which the agency’s pilots drill on regularly when being carried out by CBP helicopters, is typically done in a UH-60A which can keep up with the majority of smaller GA type aircraft that typically are involved in an incident.

Grantham stated that the average pilot breaching a TFR exclusion zone often has his radio tuned to the wrong frequency, leading to his inability to hear air traffic control trying to advise them of their mistake in time to rectify the situation and navigate out of the exclusion zone.

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“We do still get a kick out of the look on pilots faces as they are flying along in their own world, only to scan out the window and discover a black UH-60 off the left wing signaling them to make contact. The look varies between a double take and immediate sheer terror” mused Grantham.

More than forty law enforcement agencies worked together to provide the needed security for Super Bowl 51 that ensured the safety of the 73,000 who attend the big game in Houston this year.

“We have a sign that we hold up that gives them a frequency to tune into so we can direct them where we need them to land. Most are incredibly remorseful of their mistake, and it is accidental in nature, but as an agency, we can’t afford to assume that” he said.

You can expect that Customs and Border Protection’s Office of Air and Marine will continue to provide their valuable services to ensure each game is as trouble free in the air as possible year after year as long as they are asked to help.

SECURING SUPER BOWL 51 | CBP AIR AND MARINE

LEFT: Interdiction agents ready for a flight with Air and Marine pilot Daniel Flores.

RIGHT: One of the CBP’s UH-60A patrols the air above NRG Stadium before the big game as CBP Tactical Teams suit up readt to act if the situation requires.

BELOW: Air Interdiction Agent and Pilot Daniel Flores Prepares to take off for a night mission in one of the agency’s AS-350s from Ellington

Field, Near Houston, TX.

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3

ZERO

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ALERT

L O C A T I O N

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Rotorheads

Fuller launching on a flight. Photo credit: John Kwiatkowski

Nick Mayhew

Fo r m e r R o y a l N a v y P i l o t Senior Program Manager L 3 L i n k S i m u l a t i o n & Tr a i n i n g Story by Michael Rocks Macqueen

K MAYHEW

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PILOT PROFILE | NICK MAYHEW

ick Mayhew earned his first rating at the age of 17, in 1976 when he obtained his fixed wing private pilot rating.

Earning his wings before even being allowed to drive a car in the UK. He followed this shortly after by his enrollment into the ranks of the British Royal Navy. He achieved both fixed-wing and rotorcraft ratings by 1980, flying his first missions in the S-61 Sea King, serving from RNAS Culdrose and then from HMS Gannet in Scotland.

Mayhew’s unit fulfilled an anti-submarine mission that also performed in a search and rescue capacity. Although, his career took a short detour when he “jumped ship” so to speak for a period. Taking a brief break from aviation, Mayhew moved into the marine side of the Navy, taking his first training role where his talents were requested to serve in the Fishery Protection Agency then as a Training Officer for the Dartmouth Training Squadron.

This position, leading to eventually progressing into his command of a patrol vessel and commanding the University Royal Navy Unit at Glasgow University in Scotland.

Mayhew as a young Royal Navy officer (Right) and today as a seasoned pilot (Left) Mayhew’s management and leadership skills brought him off the water eventually, and back into aviation. Although his next role was still not in a flying capacity, driving a desk in a managerial position before finally returning to the air.

Mayhew’s chance to return to the air came at the time of the first Gulf war in the early 1990’s as the need for seasoned pilots had increased.

Mayhew’s office role, however, was still a significant one to aviation. His desk-bound job was to help frame the requirements for the procurement of the EH101 Merlin for the Royal Navy and Royal Air Force.

This was Mayhew’s ticket back to flight operations, where he would serve out the remainder of his career in the Royal Navy, serving in both Gulf Wars attached to HMS Ark Royal, flying both operational

and training missions centered around performing Search and Rescue missions.

A twist of fate, and through lack of a more suitable airframe being available, Mayhew finished his distinguished 28-year career in her Majesty’s Royal Navy in the same aircraft he started in, the S-61 Sea King, again flying from HMS Ark Royal and 771 Naval Air Squadron at RNAS Culdrose.

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PILOT PROFILE | N I C K M A Y H E W

Starting and finishing his career in the Royal Navy S-61 Sea King was something Mayhew felt was returning full circle as he retired from the Navy. heliwebmagazine magazine 6868| |heliweb

PILOT PROFILE | NICK MAYHEW

After leaving the Navy, Mayhew decided that training was something he enjoyed and where he wanted to continue his career and make a difference, taking a role that would see himself and his family relocate to the United States in 2005.

THE NEW FRONTIER Along the Florida Atlantic coastline of Florida, aptly named the “Space Coast,” sits the emblematic Kennedy Space Center, where many times, the world has sat glued to their television screens, watching as man and machine were launched into space.

called home for eleven years, until recently moving to a new role with L3 in late 2016.

TARGET ZERO “A safety culture starts with everyone believing in it, then they must implement it to continue a safe work and training environment. Safety needs to be taken one day at a time,” Mayhew said as he references the approach he has taken for many years that has become somewhat of his own personal safety mantra.

safety record tracks back to the culture in place. It is quite remarkable when looking at any flight school, nonetheless a flight school that utilizes nearly 60 training helicopters while training people from all over the world, and one where the student base comprises of many who speak English as a second language that we were able to shape that culture and maintain it consistently. Diversity brings a different and unique challenge in the maintenance of a proper safety program, but it was something we did well” said Mayhew.

Kennedy Space Center once hosted the best of the best in military aviation. The chosen few taking a ride into space, after years of training qualified them to be part of an elite club, that of an Astronaut.

Down the road from Kennedy Space Center, is a different type of aeronautic training, one that also qualifies students as part of an elite club, that of a helicopter pilot.

Their training, taking place at Space Coast Airport in Titusville, FL. Home to Bristow Academy, and for many years, where over 2000 pilots were trained and until recently, where Nick Mayhew called home.

Bristow Academy is the world’s largest non-military helicopter training school, since the purchase of Helicopter Adventures Inc. in 2007. The school Mayhew headed up as Titusville General Manager for many years featured students enrolled from all walks of life, from everyday individual student enrollments, to foreign military forces.

Tucked away down a long hallway nestled behind a desk full of plaques and prestigious awards is the office Mayhew

He explains that the work he did on a daily basis in his time at Bristow Academy revolved around its safety culture and the company’s Zero Accident program. “Frankly, it should be important to every single person.”

Said Mayhew. “The ‘Academy’ had a marvelous safety record and the

EASA AND THE FAA The more remarkable achievement of Mayhew’s time at ‘The Academy’ is what the founder Patrick Corr, of Helicopter Adventures, did before the acquisition from Bristow Group.

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# r o t oNickr hMayhew eads Obtaining the coveted EASA certification within the United States. Still, to this day, Bristow Academy is the only helicopter aviation school in the United States able to provide EASA certification at the integrated level.

The Bristow Academy is truly a school owned by a world organization, which can accommodate global pilots and graduates that secure placement in over 30 countries thanks in part to the leadership and vision that Mayhew will leave as a legacy of his time there.

MAYHEW’S MISSION Nick Mayhew is a man that has become known for his efforts in implementing safety culture throughout the entire helicopter community. He chaired the International Helicopter Safety Team (IHST) and the United States Helicopter Safety Team 70 | heliweb magazine

(USHST) Training Working Group and is a recognized advocate for all things safety in the industry. Now he is the USHST Industry Outreach Chair.

Both organizations are strongly supported and recognized by both the Helicopter Association International (HAI) and the Federal Aviation Administration (FAA) for their contributions to the education and continued focus on pilot safety programs that are recognized internationally.

Mayhew oversaw operations in Titusville from 2005 as the JAA Chief Flying Instructor, General Manager and latterly as the Commercial Programs Manager and EASA Head of Training until 2016 when he took on the new role with L3.

THE FUTURE When asked about what he plans on focusing on in the future, Mayhew answered in a way that

PILOT PROFILE | NICK MAYHEW

reflected what has become his lifelong goal and passion. “safety, safety, and safety” he stated “A goal of the International Safety Helicopter Safety Team was to reduce preventable helicopter accidents by 80%, with of course an ultimate goal of ZERO” Mayhew explained. “This has been recently modified to reducing fatal helicopter accidents by 20% by 2020 with a vision of zero accidents”.

Mayhew’s move to a new position in a new city, after in his words “11 and a half glorious, enjoyable and rewarding years with Bristow Academy in Florida” was a big step for Mayhew. “I held positions of JAA Chief Flight Instructor, Titusville Campus General Manager, Commercial Programs Manager and EASA Head of Training over my years there, but it was time to move on

within the industry and take my skill set and passion for promoting helicopter safety to a new arena.” He explained.

In September of 2016, Mayhew and family moved from the Space Coast of Florida to the DFW area of Texas to join L3 Link Simulation and Training.

Where Mayhew now serves as a Senior Program Manager, based in Arlington TX. Mayhew will remain a fixture of the helicopter safety field, maintaining his leadership roles and involvement within the USHST.

annual Salute to Excellence Awards committee. He will continue his work with USHST to aim for a 20% reduction in US fatal accidents by 2020 and drive helicopter accidents to zero.

Mayhew still believes that through a commitment to safety by all pilots, the industry can live the motto he often preaches “Zero Accidents; Believe it to Achieve it.”

Left Top: Nick Mayhew with Sergei Sikorsky at Bristow Left Bottom: Mayhew always had a passion for teaching

others at Bristow Academy and would regularly fly the aircraft to stay sharp

A role which contributed to his recent award of 2017 Helicopter Flight Instructor of the Year, by HAI’s

Below: Mayhew shows his lighter side, playing Santa

during an event as he was dropped off in a Bristow Helicopter to the event.

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#rotorheads Nick Mayhew

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“Diversity brings a different and unique challenge in the maintenance of a proper safety program, but it was something we did well�

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LENS BEHIND THE

Story by Ryan Mason

PHOTOGRAPHER PROFILE

Brian 74 | heliweb magazine

Papke

Papke has been asked multiple times to return and shoot with the Austin Police Department Air Unit, including this photo from a 2014 shoot that involved cap

Brian Papke was a late bloomer as a photographer, starting as an amateur photographer in 2008. His career as an aviation photographer, starting by pure accident on vacation by pure luck, on one vacation in Florida, Papke had the opportunity to shoot the Blue Angels, a Lockheed F-104 Starfighter, several Blackhawks from the 924th Rescue Squadron, and a Space Shuttle night launch that all passed through his lens.

The vacation standard “beach, bug, and bird” photos paled in insignificance to Papke from what he was fortunate enough to capture in a single vacation from an aviation standpoint.

Papke had been given a “baptism of fire” into the aviation world and was completely hooked. The next several years, proving pivotal in his photography growth and ongoing development as more experiences

arose that allowed his skills to grow into a more professional focus.

“I could think of nothing more than photography and continuing to amass multiple skill sets during that period,” said Papke. “If there was something I saw in a photograph online or in a magazine, I would not stop until I could replicate it myself, spending endless hours researching, shooting, editing and starting over if necessary to get it right” he added.

His skills refined, Papke again returned to Florida, this time as accredited media during multiple Space Shuttle events that included two launches of the Space Shuttle as the program neared completion.

In addition to his work on NASArelated projects, Papke’s work had also started to be noticed in earth based aviation pursuits, leading to his invitation to shoot for the Cocoa

Beach Air Show that included a Disney flyover and the USAF Thunderbirds.

That work then progressed to being invited to gain special access inside Patrick Air Force Base to shoot the aircraft on base during training flights.

Papke, a native and current resident of Texas also regularly participates in photography work in aviation in his home state as a member and photographer for the Commemorative Air Force’s “Devil Dog Squadron” located in Georgetown, Texas.

During his time as a member of the Commemorative Air Force, Papke has been invited to participate multiple Air to Air formation photo flights that have included the famed P-51 Mustang and several T-6A Texans.

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Media and ramp access permissions have now become a staple for Papke as he continues to attend various Air Shows each year as well as commissioned work.

However, in Papke’s words “I still never let opportunities pass me b y, the shoot that you choose not to go on could be the one that yields a shot you never expected, but it could be the one that you become known for.”

Papke in addition to a multitude of fixed wing aviation work has collaborated with multiple helicopter operations, mostly at this stage within his home state of Texas, havi ng completed photo shoots that encompass Military, Air Medical, and Police Air Support units, some of which has already featured in previous issues of Heliweb.

Having worked over the years in Texas with helicopter operations

PHI Stat 2, Star Flight, and most notably with the Austin Police Department’s Air Support Unit that flies an Airbus Helicopters H120 and AS-350B2. Papke notes that one such photo shoot, with the Austin Police. The shoot resulted in him getting more than he bargained for. He was asked to take some in cockpit shots while in flight on this particular shoot, when the helicopter was dispatched to an active pursuit call, giving Papke an authentic taste of the world of Airborne Law Enforcement not seen by those who on ly shoot from the ground.

in aviation has also featured in the digital arena, especially his space-related work that has featured on popular space themed websites including NASA’s NASASpaceflight.com and Astro95media.com.

Papke does not only specialize in aviation photography, having a plethora of work featured across many disciplines of photography.

Papke continues to shoot “almost anything that move s” as often as possible, be it fixed wing, rotary or on wheels.

His work as been featured in multiple publications spanning from aviation, through to artistic imagery that has featured in photography magazines. His work

Papke and fellow aviation photographer Tim Pruitt, have also recently opened photography studio “Triple P Photography” in the Austin area. The pair’s studio work is catering to customers wanting corporate headshots, modeling photography and product photography.

Papke’s aviation and journalism photography shots have seen his work published in CAF publication Dispatch, local tourism and event publication Austin Monthly, photography magazine Sure Shots, Texas Parks and Wildlife magazine, and of course, Heliweb over the last nine years.

When the duo is not busy in the studio, the rest of their busy schedule is booked well in advance to shoot weddings and corporate events throughout the year – that is when there is not an airshow or air to air shoot on the books…

Papke has shot multiple law enforcement aircraft during his avation photography career, including the Texas Department of Public Safety (Above) and the MH-65’s of the United States Coast Guard (Right) 76 | heliweb magazine

Papke been fortunate over the years to form a strong relationship with many operations, including the Texas Army National Guard, shot during arrival at Historic Camp Mabry in Austin, Texas during the annual American Heroes Air Show.

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Behind t he Lens Bria n Pap ke

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Beh ind t he Lens Brian Papke

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In this photo from 2015, Brian Papke shot Texas rescue operation Travis County Star Flight, who also operate two H145s in addition to the UH-1H Huey seen here at the American Heroes Air Show in Austin, Texas where the team demonstrated their fire fighting abilities with the unit’s Bambi Bucket.

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B e hind t he Lens Brian Papke

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Photo credit: Dan Megna, Mesa Police Aviation Unit. Mesa, AZ

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