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cast your web •

april 2014

We cut to the chase with an exclusive interview

events April 15-17, 2014 ABACE/NBAA

July 16-19, 2014 ALEA Expo 2014

Shanghai Hawker Pacific Business Aviation Service Center Shanghai, China

Phoenix Convention Center Phoenix, AZ

April 22-24, 2014 Maintenance Management Conference Tampa, FL May 12-15, 2014 2014 NHA Symposium Norfolk Waterside Marriott May 13-15, 2014 EBACE Geneva, Switzerland May 20-22, 2014 AHS 70th Annual Meeting Palais de Congres de Montreal Montreal Quebec, Canada Holly Cafferelli - 703-684-6777 May 22-24, 2014 HeliRussia 2014 IEC “Crocus Expo� Krasnogorsk, Russia

Napier, New Zealand July 28-Aug 3, 2014 EAA Airventure Oshkosh 2014 Oshkosh, WI 920-426-4800 October 14-16, 2014 Helitech International Conference

July 15-18, 2015 ALEA Expo 2015

Amsterdam, RAI

Houston, TX

October 21-23, 2014 67th Annual NBAA Convention

July 20-26, 2015 EAA Airventure Oshkosh 2015

Orlando Convention Center Orlando, FL

Oshkosh, WI 920-426-4800

November 4-6, 2014 Dubai Helishow 2014

May 19-21, 2016 HeliRussia 2016

Dubai UAE

November 7-9, 2014 HAC Convention

May 24-25, 2014 Rotortech AHIA

Le Centre Sheraton Montreal Hotel Montreal, Quebec Canada

Twin Waters Resort Brisbane, Australia

May 19-21, 2015 EBACE

July 14-20, 2014 Farnborough International, Farnborough Airport Farnborough Hampshire, UK


July 21-25, 2014 AIA Conference

July 18-24, 2016 Farnborough International UK, July 25-31, 2016 EAA Airventure Oshkosh 2016

Geneva, Switzerland,

Oshkosh, WI 920-426-4800

May 21-23, 2015 HeliRussia 2015

July 20-23, 2016 ALEA Expo 2016

cast your web


april 2014


contents features The advantages of satellite tracking technology during an aviation emergency...................................................8 Transitional maintenance ........................................................10 Tradewind International, LLC, accepts two Aerospatiale SA365N Dauphin helicopters .......................12

is published by heliweb, inc. P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 855.heliweb (435.4932) FAX: 478-987-1836 EMAIL: WEB: EDITOR / PUBLISHER: Graham Lavender DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner ADMINISTRATION: Casey Armstrong AUDIENCE DEVELOPMENT: Brittni White PRODUCTION: Deborah Freeman heliweb is published monthly for $39 USD for a one (1) year subscription and $70 USD for a two (2) year subscription (international rates will vary). 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.

columns company spotlight — Universal Turbine Parts...................14 the anatomy of aviation insurance........................................16 the business end..........................................................................20 training facts.................................................................................22 NTSB reports.................................................................................24

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on the cover

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april 2014

Chase Aviation Company ............................6

Brian Chase, founder of Chase Aviation Company in front of an EC130. We cut to the chase with an exclusive interview


We cut to the chase with

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april 2014


on the cover

We cut to the chase with an exclusive heliweb interview This month, heliweb had the opportunity to sit down with Brian T. Chase, from Chase Aviation Company. Based in Charleston, South Carolina, Chase Aviation Company, LLC was formed in 2006 and is a leading aircraft acquisition firm with no boundaries on finding or selling all types of aircraft. hw: What is your background? Chase: After graduating from Embry-Riddle Aeronautical University, I began my career in aviation as a contract pilot flying mainly Cessna Citations and Beech King Airs. Corporate flying, at that time, was highly competitive, and the flying jobs were infrequent. The uncertainty wore on me quickly. The owner of the Citation I was flying decided to sell the aircraft and, during the test flight, I got bumped to the back seat. I realized while sitting in the back of that jet that I was never going to make the money I wanted from inside the cockpit. So, I found a job as an Aircraft Researcher, and that launched my aircraft sales career. hw: Chase Aircraft Company was founded in 2006. How did that transpire? Chase: We first opened the doors on May 19th, 2006 as a Pilot Service company that I just used to bill my contract pilot services through. As my career evolved, Chase Aviation Company evolved with it. The company has moved from North Carolina to Texas, then back to South Carolina, where we are today. hw: After the initial launch, what was early business like? Chase: We had a decent start with some early successes. Right about the time we started gaining a reputation as being a legitimate aircraft sales company (which took a lot longer than anticipated by the way!), the recession of 2008 came along. We were representing a buyer from India in the purchase of a like-new Bell 407. The Rupee exchange rate took a hit and subsequently


killed the deal. That was a major loss for us; just before some really tough times. hw: How has your business progressed? How has your business grown? Chase: It’s funny. I started out with a focus on Cessna Citations, and now I seem to sell everything but. We happened across an EC120 listing and that really launched our helicopter sales. To this day, I’m selling or buying helicopters for people that I met through that first listing, a lot of which is attributed to the alliance we’ve formed with Nelson AeroDynamiX and the AeroAlliance Division. The aviation community as a whole is small, and word travels fast. The helicopter world is even smaller and even tighter. For better or worse! hw: What do you currently do now? Specialization? Chase: I’ve always wanted our business model to be one that casts a wider net and does buying and selling of a lot of different types of aircraft. I do this because I want our team to be really well-rounded. When it comes to aircraft acquisitions, which is our major focus, we’re able to recommend the best aircraft for the customer’s mission, not just the ones that we specialize in. In other words, if you go to a company that specializes in helicopters and you want to buy a fixed-wing aircraft, they really can’t help. The same goes for a lot of the big aircraft sales companies that refuse to touch piston aircraft. A client may start out in a Cirrus SR-22, but eventually they buy a Hawker and need a helicopter for the yacht. All that, under one roof, right here. hw: Where do you see Chase Aviation going? Five years? 10 years? Chase: I’d love to see us expand, bring on more good, quality people and be able to capture more business. We’re steadily

cast your web growing our sales numbers each year. As a company that was forged in a recession, we had a tight budget and watched a lot of competitors with big budgets go under. With that in mind, we’re trying to grow at a “throttled” pace so that we don’t outrun our cover. We do have a couple really exciting irons in the fire at the moment, so stay tuned. hw: What are the biggest challenges you see that face the industry? Chase: Specific to the aircraft sales industry, a major problem we have is that it is 100% unregulated. I’m certainly not a proponent of regulation, but right now, it is quite literally the wild west. There is absolutely no assurance of quality or a set of standards that companies in this business have to adhere to. The Internet has made it so that anyone can post a “for sale” advertisement and claim to be acting on behalf of the seller. I’ve seen people get scammed out of $50,000 deposits on helicopters that didn’t even exist. We used to live in the information age… we now live in the disinformation age. Just because an aircraft is for sale on the internet doesn’t mean the person who placed the ad has any idea what they’re talking about. Even if it’s not us, hire a professional to help you navigate these waters. hw: What are the best attributes of the industry? Chase: Fantastic people. I’ve had the honor of working with people all over the world, and despite our differences when it comes to politics and religion, we are all united when it comes to our love of aviation. hw: Tell us about key personnel that make Chase Aviation Company what it is. Chase: I don’t have anyone in my company that works FOR me. They’re all people that work with me, and with one another. I have two piston aircraft sales guys that actually have other full time jobs - one as a Line Captain for an airline and the other as an Air Traffic Controller. I have never been unable get a hold of one of them when I need them. They work seamlessly with one another and their communication is incredible. Late last year, I was finally able to bring on a good friend and long time supporter of Chase Aviation, David Charles. He has hit the ground running and is probably one of the most charismatic people I’ve ever met. Of course, there is also my lovely wife Kim, who is the creative brain behind our marketing and is constantly helping me make decisions. hw: Tell us about your partnership with AeroAlliance. Chase: In 2011, we solidified a relationship with AeroAlliance, a division of Nelson AeroDynamiX Corporation that specializes in

custom helicopter completions and all manners of VVIP helicopter operations (more info on them at and The one sector they did not work in was helicopter resales and the “business end” of helicopter acquisitions. So, Kevin Nelson reached out to us as a premier provider of those services and we immediately saw the synergy generated and being able to double the value for each other’s clients. The relationship has certainly been beneficial, and there have been some really exciting developments lately that we’re very pleased to be a part of.



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The advantages of satellite tracking technology during an aviation emergency By Patrick Ryan, Blue Sky Network The events associated with the long search for Malaysia Airlines Flight MH370 have rightfully generated a lot of publicity about current satellite tracking technologies available to aviation fleet managers and why many companies have chosen not to utilize those technologies. Unfortunately, today most aviation companies still rely on pilot-initiated position reporting when over remote areas, instead of more automated tracking systems. Satellite technology solutions are currently available that provide AFF (Automated Flight Following) by automatically sending position reports directly to airline operations centers through robust satellite networks orbiting the earth. AFF systems range from $2,000 to $100,000+ per aircraft for the required hardware; cost is dependent on how much capability the system is intended to provide to ground monitoring stations and how complex the installation process is. Some solutions attempt to gather and send data from multiple systems throughout the aircraft, which is more expensive and slower due to the large bandwidth required. Other smaller solutions focus on fast, inexpensive position reporting. Such a system would have been extremely valuable during the search for Malaysian Airline Flight MH370. The core technology that is most important when a plane or helicopter goes missing is the position report. Position reports are the exact longitude and latitude coordinates of the aircraft at the time of reporting and contain additional information


including speed, direction of flight and altitude. Position reports can be set to transmit from an aircraft every few minutes down to every 15 seconds. In the event of an aviation disaster where an aircraft disappears from radar and other tracking systems, the last satellite position report transmitted could provide the most accurate and fastest method of identifying an aircraft’s last known position. If this position report is sent automatically, the more valuable it may be. Commercial aviation transportation of passengers, especially in remote global areas such as over large bodies of water, would benefit the most from even the most basic position reporting, as time is so important in the rescue and preservation of human life from aviation disasters; literally every minute counts. With transmission costs of less than $10 per flying hour, there really is no significant financial reason why aviation companies should not be using this technology every day, every flight. Like many other industries, commercial aviation fleet managers have been slow to adopt technologies that provide additional safety benefits – especially when they increase capital expenditure and operational costs. In the highly competitive and volatile airline business, it is hard to fault low-cost carriers (LCC) for managing costs aggressively. However, in the case of satellite position reports from commercial passenger aircraft (both helicopters and airplanes) flying over remote areas of the globe, it may be time that we consider mandatory AFF reporting to ensure we all have the best chance of survival when things go horribly wrong.

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Transitional maintenance By now you have read a bit about getting back in the game; transitioning from the harsher winter weather and emerging to the spring ready for flight. There are so many things to consider — from regaining currency to brushing up on resource management and wildlife avoidance techniques. From an aviation maintenance point of view, this can be a two-part process.

inspection, spring transition is the right time for you to take a closer look at every aspect of the aircraft and get reacquainted. To learn more about basic inspection techniques, check out FAA’s Inspection Fundamentals handbook ( ZZ9Y). It’s also a good idea to give your aircraft a good wash down, vacuum, and polish. If you are anything like most of my buddies, you did none of this before winter bed down.

Man and Machine: Two Halves of the Same Coin

If the aircraft has been flying during the icier times of the year, springtime once-overs should include a check for frozen precipitation-inflicted structural damage. In addition, a thorough cleaning will get rid of deicing residues, salt build-up, mud, and those personal effects (i.e., the pile of empty coffee cups) you have “stored” in the back. In both cases, you should always confirm that any existing or recent safety bulletins, airworthiness directives, and/or advisory circulars pertaining to your aircraft have been addressed prior to partaking in the new flying season.

First up is focusing on “the man”. In previous editions of FAA Safety Briefing, we have discussed the importance of ensuring maintenance integrity by never taking on more than you can handle or jobs that are beyond your understanding. There is no shame in admitting that something is new to you. In fact, the springtime transition provides the perfect opportunity to brush up on your proficiencies, and the FAA Safety Team (FAAST) has some great courses to help you on your way. Found here,, the website lists core and refresher courses hosted by different agencies. Need to brush up on lubrication points for specific engines? The site has that. Feeling a bit shaky on modern borescope tactics? There is a course for that, too. A highlight course that is now being offered is titled “Maintenance Error Avoidance”, and it can be found here: This is also a great time to reaffirm your own personal minimums and to create checklists reflecting your choices. Some things to consider adding to your list include inspecting yourself (any new ailments?), your shop (are supplies adequate/ calibrated/clean?), and publications (are they up to date?). The other half of the coin is “the machine.” Whether the aircraft has been moth-balled during the winter or if it routinely flew will make a difference in what kind of inspections should occur during “spring cleaning”. If the aircraft has been stored, a good once-over will ensure items are properly lubricated, critters are evicted, corrosion issues are addressed, and routine battery maintenance is done. It is a great time to accomplish an annual so you can be reassured the aircraft is able to meet the demands of logging long summertime hours. Even if you don’t schedule a formal


Snakes on a Plane Although mentioned with humor earlier, in seriousness, wildlife damage isn’t just relegated to bird or mammal strikes. Rodents, birds, reptiles, and insects are resourceful and can be prolific. When you button your aircraft up for the winter, these opportunistic animals can move in and wreak havoc on your sensitive wiring, create fire hazards, and destroy insulation. I have personal experience of what happens when a very large swarm of bees develops a “taste” for hydraulic fluid and decides to move the colony in. In addition, the droppings of these pests are often highly corrosive and that can damage the structural integrity of your aircraft, as well as ruin a great paint job. They are also a hazard to your personal health, so keep ‘em out! Warmer temps mean more flying opportunities. With a little bit of attention to “transitional maintenance,” both the man and the machine will be ready to take to the skies.

Sabrina Woods is an assistant editor for FAA Safety Briefing. She spent 12 years in the active duty Air Force where she served as an aircraft maintenance officer and an aviation mishap investigator

cast your web

april 2014


Tradewind International, LLC, accepts two Aerospatiale SA365N Dauphin helicopters Janesville, WI — Tradewind International, LLC, a world-wide buyer and supplier of helicopter parts, announced two SA365N Dauphin helicopters arrived from Norway where they last saw service with CHC Helicopter. EI-MIP C/N 6119, built in 1984, and G-BLUM C/N 6101, built in 1985 will be parted out and will supply parts to keep others in the SA365N fleet flying. Although the helicopters arrived minus main rotors and engines, the airframes, interiors and instrument panels are very complete, including avionics. Soon after arrival of the two SA365N Dauphin helicopters, Tradewind International accepted a wide variety new and high-quality as-removed AS332 Super Puma parts from Bristow Helicopters in United Kingdom, and Bell 206 parts from Bristow’s facility in Louisiana, USA.

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Trade wind I nter national, LLC announced that Tom Huismann, of Madison, Wisconsin, has joined the company as Director of Business Development. Tom is an ATP-rated FAA-Certified Gold Seal Instructor Pilot; former VP of an FAA-PMA approved aircraft parts manufacturing company, and has worked as a freelance aviation writer and editor of two general aviation magazines. Tom is also a military veteran with over 25 years of service in the United States Air Force, including a tour of duty at Balad Air Base in Iraq. Tom is a recent graduate of the Wisconsin School of Business Executive MBA program, at the University of Wisconsin—Madison. Peter Bales, owner of Tradewind International, LLC commented, “We are pleased to have Tom on board, leading our management team. Tom brings to us a wealth of professional aviation experience. We have an outstanding, experienced team in place, supporting helicopter maintenance efforts world-wide with a sizeable inventory of quality helicopter parts with traceability. Tom’s

cast your web education, and extensive industry knowledge is a terrific asset to us, and I believe we are perfectly positioned for growth.” “After I completed my MBA degree at Wisconsin, I was searching for an opportunity like this,” Huismann said. “I’ve always had a passion for all aspects of the aviation industry, and it’s great to be here! Tradewind International has an excellent reputation, and in aviation, reputation is everything. I get to work with an excellent management team, and outstanding employees who are very responsive to our clients. We have a tremendous inventory here, and we are adding quality parts all the time. I see a bright future for us. We are positioned for growth! I am so happy to be a part of it.” Tradewind International, LLC, purchases, and sells quality new, overhauled, serviceable, and as-removed traceable helicopter parts to customers world-wide.



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Universal Turbine Parts

company spotlight

20 years of everything PT6 For a turbine powered helicopter, the most important component, and usually the most costly, is the engine. Often times, 50% of the value of the aircraft can be attributed to the engine. Without that ever-so-vital component, the helicopter is useless in the capacity of an airworthy tool. Without a reliable source of parts and serviceable engines, it would be difficult, if not impossible, to maintain a turbine powered helicopter. The world’s largest inventory of serviceable turbine engine parts is located in a small, quaint Alabama town on a small, nondescript general aviation airport. Universal Turbine Parts (UTP) recently celebrated its 20th year in business in Prattville, Alabama. Prattville is located just outside of Montgomery, somewhat in the center of the state. With over 300,000 parts, representing more than 20,000 part numbers, UTP stocks virtually every part found in the complete PT6 series and PW100 series of turbine engines. The company also keeps more than 20 turbine engines in inventory tagged with either a fresh overhaul or a hot section inspection. UTP is ASA-100 certified, meeting the stringent requirements of FAA Advisory Circular 00-56. It provides its customers with high quality turbine

engine parts, components and replacement parts with full documentation, including FAA 8130-3 and TC or EASA Form 1 to support installations. UTP was founded in 1993 and today has four engine salespeople, Bill Mershon, Joel Plake, Jeff Raines, and Greg Miller. Sometimes after an engine is purchased, it is found to be more valuable as a complete engine. When this happens, the engine is either overhauled, or a hot section inspection is performed before being placed into inventory. The engines bought by UTP are given a summary inspection, then sent to an FAA-certified repair station for teardown. The outsource overhaul shop provides a report of serviceable parts, then packages and returns them to UTP in Prattville. Upon receipt of the parts, UTP’s 40-plus employees catalogue, tag and store the parts in the appropriate bin using integrated computer inventory management systems. UTP buys many engines every year, some of which are parted out, and others overhauled or hot section inspected to be sold as airworthy engines. “We sell a large number of engines each year. Approximately half of those are with a fresh overhaul, while the rest have passed a repair or hot

Each month heliweb will spotlight a company that provides a product or service to the helicopter industry. To have your company profiled, call Michael Conner at 855-heliweb or email 14

cast your web

Universal Turbine Parts facility located at the Grouby Airport in Prattville, Alabama.

(Clockwise) Rows and rows of floor to ceiling shelving house a complete selection of PT6 and PW100 turbine engine parts in a climate controlled, 50,000-square foot facility; More than a dozen turbine engines on the shelf ready for delivery; At the overhaul shop, engines are disassembled, inspected, boxed and returned to Universal Turbine Parts to be placed into inventory. section inspection. Engine sales for UTP have increased significantly over the last few years. We feel this is an important additional service that we provide to the industry and is a growing part of our business,� explains Plake. Rows and rows of ceiling-high shelving exclusively for turbine engine parts are housed in a 50,000-square foot climate controlled warehouse at UTP. Many of the parts are too expensive or rarely needed for an engine overhaul shop to justify keeping in its inventory. These overhaul shops depend on UTP to always have any turbine part or component they may need. When someone orders an engine part, component or complete engine, whether it be an overhaul shop or an individual aircraft owner, there are five well-trained customer service representatives to handle their requests. Because UTP is a worldwide supplier, one of the customer service representatives can speak Spanish and Portuguese for the growing Latin American customer market. Recently, UTP expanded and remodeled its facility to better accommodate the increasing demand for turbine parts. Along with the remodeling, the administrative offices were doubled in size. Nowhere else in the world can virtually every PT6 and PW100 engine part be found in one facility. This makes Universal Turbine Parts unique. It supports the turbine engine operator to the fullest extent, either directly or through engine overhaul shops. It is a profound statement when Joel Plake says, “UTP has everything when it comes to PT6A and PW100 parts.�

We get you flying faster. UTP is the premier independent supplier of PT6 turbine engines and components worldwide. Our inventory is in stock in our warehouse and ready for fast delivery! We provide exchanges and sales on a wide variety of engine models and aftermarket turbine parts.

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april 2014


jim gardner

the anatomy of aviation insurance

Good Risk, Bad Risk? - The Underwriter’s Dilemma While the aviation community is relatively small compared to other industries, I have found on various aviation trade organization forums a rich source of talented and knowledgeable aviation professionals who are willing share what they have learned. They are just as interested in learning from those whose experiences are different from theirs. These forums are dedicated to providing a free-flowing information exchange to help improve safety, experience, and knowledge concerning the full spectrum of aviation operations. Recently I ran across an interesting thread on one of these forums. Even though this was a fixed wing forum, the conversation applies equally to rotorcraft since insurance rates for helicopters are generally higher, our experienced rotorcraft pilot force is aging, and there are fewer training facilities and opportunities for young pilots relative to the fixed wing community.

While the conversation began along the topic of training, spiraling training costs, and getting experience for low-time pilots, the subject of insurance quickly was broached. For the sake of brevity and discussion, below is a condensed summary of some of major points made on this thread. 1. The insurance underwriters were driving the training requirements and using a “cookie-cutter” template for their rating decisions with little regard to identifying or rewarding the safest and best operators. 2. It was suggested by one that, instead of being part of the solution, the insurance companies current methods of rating a risk (or not) were part of the problem. The suggestion was made that if you were big, you must be good because the biggest operators always got the best rates. 3. In addition, by failing to reward the

Jim Gardner has spent 37 years in the aviation business. He started his aviation insurance career in 2003 after a distinguished 30 year military and commercial aviation career serving as pilot and aviation operational manager. • • 678-983-4482 16

cast your web “good/safe” companies and punish the “bad/unsafe” companies the aviation insurance companies were somehow abdicating their responsibility and not being held accountable. Rather than classifying operators in terms of “good” and “bad” or “safe and unsafe”, I tend to view operations on a sliding scale from “minimum standard” to “excellent”. Certainly, there are some “bad/unsafe/ substandard” operators. I have found very few operators who didn’t believe they were conducting a safe operationat least in accordance with minimum FAA standards. Personally, I try to avoid representing minimum standard operators unless I can help them move into the standard to excellent spectrum of the scale. That is part of the “value added” service an aviation risk manager/ broker can bring to a client. Brokers get

rated by underwriters for the quality of risks they bring to the table. In addition, we have a moral and ethical obligation to accurately represent a client or risk to the underwriters So that an informed decision can be made on how to rate the risk. While I don’t always think it is fair, I agree that size matters. Every underwriting company has their own methods and rating scales, but most employ fleet and multi-aircraft discounts or rate reductions in relation to total premium on an account in a similar manner hull rate reductions are given to higher value aircraft. Not all underwriters are the same, just as not all flight operations are the same. There are horses for courses. Right or wrong, once the deal is negotiated, an underwriter will usually put the file

away until something happens. For the “minimum-standard operator”, that can be a good thing until something happens. For the “above-standard to excellent” operators, that doesn’t have to be. Working with your broker to continue building the relationship with your underwriter throughout the year can go a long way to separating you from the rest. All the underwriters prefer to insure clients who are perceived as the lowest risk. Some underwriters like to visit their customers or potential customers, but it isn’t possible to visit them all. However, they still can be a good resource in helping you find a way to do it better and safer without a personal visit. A proactive broker will look for an underwriter and underwriting company who fits your operational style and work to help find a mutual solution to your operational needs. Everyone should be interested in

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Underwriters use standard rating procedures for many seeming like risks. It is a little more complicated than it may appear to the casual observer. It is a manual process and very subjective according to the underwriter’s best judgment, based on the underwriting criteria they have been given by the insurance company and the information they have available about the risk. All they have to go on are their internal resources, what the broker gives them and in turn, what you give the broker. If your broker submits only the standard information, then you are probably going to get a standard result. Cultivating the confidence and understanding of the underwriter can and does make a difference, not only in premium, but in flexibility such as giving experience to a lower-time pilot. All of that impacts the “total cost” equation of a flight operation. While it may not be apparent, they are held accountable by their insurance company and re-insurers. When there is a loss, that underwriter gets the opportunity to “explain the risk”, especially when there is what appears to be an avoidable loss. If there is some impropriety, like the use of a pilot that doesn’t fit the open pilot warranty or an illegal charter, you can bet the broker is going to get a call to query whether the underwriter was given a complete description of the operation to the best of the broker’s knowledge. If a broker breaches the trust of an underwriter, they could lose their appointment with that company as well as get involved in an Errors and Omissions law suit. If the underwriter continues to show a loss on his underwriting activities, they won’t be around long. Bottom line, if the insurance company does not make a profit, they will not be able to get the re-insurance necessary to stay in business. The market place is changing. Rates have leveled at historic lows and are starting to creep up in certain segments of the market. Underwriters have already become more selective in what new business they want to pursue and what they are willing to bid for them. Their biggest dilemma continues to be how to tell the different between a “standard” risk, an “excellent” risk, and the one they feel falls outside their underwriting guidelines. When in doubt, the number they put on the page will naturally tend to get bigger, their training requirements more “cookie-cutter,” or they will simply stamp the submission “declined.”

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AgustA A109e Power seriAl number 11129

AgustA A109e Power seriAl number 11145

AgustA A109e Power seriAl number 11831

AgustA A109s grAnd seriAl number 22077

Bell 429 seriAl number 57056

Bell 407 seriAl number 53127

Bell 430 seriAl number 49028

Bell 222ut seriAl number 47567

eurocoPter As365 n3 seriAl number 6650

eurocoPter ec135P2+ seriAl number 0691

w w w . A v p r oapril J e t2014 s . c o19 m

Michael Conner

the business end

Consistency in marketing When business owners/operators are deliberating marketing, two questions are prominent. “How much money do I have to devote?” and “How do I use that money to ensure the best return on my investment?” The first question is often times the easiest to answer. Simply take a look at the financial statements to determine available funds. Regardless of how much funding is available, the strategy chosen to begin implementing those funds is critical. The plan needs to be formulated to make sure that the money finds its way back into the business, and more importantly, generates new business, as well. The end game of almost all marketing is to be remembered, to drive consumers to the business when the time comes to buy. The key to that recollection is consistency. Many of the products and services offered in the helicopter industry are relatively large and expensive, and are not purchased by any one person on a daily basis in the same manner that, say, office supplies are. For example, an operator is considering upgrading the avionics in the company fleet. Various options and

different packages that best suit the needs of the fleet and, of course the costs, must be taken into account. This is a decision that often is not made spur-of-the-moment, but rather over a period of time. Only seeing the mention of your company once, three months earlier, may not trigger the memory. However, if the branding is done appropriately and consistently, the customer will more likely remember, and at least contact, your company to further empower their buying decision. The strategy of marketing should include a happy medium where available money crosses paths with a particular message type that allows for continuous exposure. What’s more effective - a large, expensive yearly gathering or monthly customer appreciations? What conjures the easiest memory recollection - a big splash advertisement or a smaller, consistent message that is read monthly? A large marketing budget is a nice luxury to have, but is simply not available to every company. For the purpose of growing your business, the need to be noticed and the critical need to be remembered, however, is rooted in a consistent marketing approach.

Michael Conner is the Director of Business Development for heliweb and can be reached at or 855-heliweb. 20

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TracMap Aviation Systems Flight LITE

TracMap Lite provides entry level guidance at a great price. The system is ideal for fixed wing operators treating local fields and occasionally needing to provide a coverage map. Can be upgraded to the Flight PRO. The Lite is widely acclaimed as the easiest to use system on the market.

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The TracMap flight systems are design by pilots for pilots. They provide accurate guidance, with features configured to match your needs at the touch of a button. Ask any of our customers!

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The award winning TracMap Pro is unique in the world. The Pro links seamlessly with the cloud based product ordering, task allocation and reporting systems. Simple. Reliable. Comprehensive.



For prices and your nearest dealer, contact:

Mark Hornback at 888 656 6135 email or visit our website april 2014


International Helicopter Safety Team


training facts


What happens when you lose a critical system? You are sitting safely in an out of ground effect hover at 1000 ft while the camera operator focuses in on the traffic accident below in the hope of getting a good story for tonight’s news…….when out of the blue the hydraulics give a kick and you feel a big jolt through the controls, the attitude of the aircraft changes and you quickly start to descend. What actions should you take? What is most important? What does the Rotorcraft Flight Manual (RFM) say? What should you do first? This fact sheet will try to address these questions and offer some guidance and tips on how to safely deal with loss of a critical system or even the loss of a non critical system that can distract and create a situation where you lose another critical system. The first tip is don’t rush into making a poor decision where there may be a better one (even with an engine failure you may have more time than you think. Let’s look at an acronym that may help slow you down so you don’t make a wrong choice and make the situation worse…. something that follows a logical order:

• R - Recognize • C - Control • D – Diagnose • I - Initiate Some will have used RCDI to describe the Rate of Climb and Descent Indicator – also known as a VSI.

Let’s break this down a little. Recognize – what has happened? – do I know? – maybe… but don’t guess or make a quick assumption. Flying with passengers or other crew? – warn them verbally with the symptom NOT the diagnosis! “Control malfunction” or “torque split” or “caution light” for example. Control – contain the situation. Move the controls to keep the aircraft out of danger – achieve a safe flight configuration (best IAS for SE flight or fly below max hydraulic out IAS for example). Diagnose – OK now that we have the aircraft under control let’s see what went wrong? If you have time and your aircraft has Flight Reference Cards (FRCs) with an Emergencies section, now is the time to get them out. If not, run through the situation and determine what happened

International Helicopter Safety Team — Training Fact Sheet. IHSTs goal is to reduce the Cival Helicopter Accident Rate by 80% by 2016

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and which systems failed and why. What are the implications? Use your crew and keep your passengers up to date. Initiate – what are we going to do about this? Look for somewhere to land or start a diversion to another location. Make a radio call – do I need to make a distress call – Mayday or Pan? Have I followed my instructor’s advice to Aviate, Navigate and then Communicate (ANC)? Initiate or continue the descent and pick a good place to land. Let’s get this aircraft and its contents safe.

Summary • • • • • • •

What does the RFM say about landing? What does Land Immediately mean? Each manufacturer will define these actions in different ways. You are best to follow their advice for the aircraft that you fly, but let’s look at some generic definitions: Land Immediately – continued flight may be more hazardous than ditching or landing in terrain normally considered unsuitable. Land As Soon As Possible – Land at the nearest site at which a safe landing can be made. Land As Soon As Practical – Extended flight is not recommended. The landing site and duration of flight are at the discretion of the aircraft commander. Remember that if you ever need to move critical controls, especially in an emergency situation, you should always take your time making sure you are holding the right one! If you are part of a crew make sure you use them to confirm the switch or lever using this memory aid: • D – Diagnose • D – Double-Check • D – Do There have been many occasions where the pilot has shut down the good engine or switched out the working system. Stop, think, check and make sure.

Don’t rush. Think RCDI. Recognize the symptoms and warn the crew and passengers. Control and contain the aircraft and get into a safe flight configuration if possible. Diagnose. Use FRCs. Aviate, Navigate and then Communicate. DDD. Identify and confirm all critical controls and switches before taking action. Initiate. Tell somebody. Land safely and appropriately as guided by the RFM.

References Further reading on this subject can be found in Ch 17 of the Helicopter Instructor Handbook manuals/aviation/medi a/FAA-H-8083-4.pdf and at the Heliprops site he liprops_22_2_en.pdf and in the Risk Management Handbook y/manuals/aviation/media/ FAA-H-8083-2.pdf. More information about the IHST, its reports, its safety tools, and presentations can also be obtained at its web site

No matter how urgent you think the emergency situation is ,you should always be able to follow this simple RCDI sequence. Obviously, some situations will need you to process through the sequence quicker than others, but if you stick to this routine, you are far more likely to make the better choices and keep the helicopter, its crew and passengers safe. Remember that it is important to always follow the advice and procedures laid down in your aircraft OEM Manual or Handbook. Pilots will improve their chances of making the right decision if you regularly rehearse your actions to unique situations from within the cockpit.

april 2014


ntsb reports NTSB Identification: *ERA14TA096* Date: January 17, 2014 Location: Houlton, ME Aircraft: EUROCOPTER AS 350 B3 Injuries: 2 Uninjured. On January 17, 2014, about 2040 eastern standard time, a Eurocopter AS350B3 was substantially damaged following an engine anomaly at Houlton International Airport (HUL), Houlton, Maine. The two commercial pilots were not injured. Night visual meteorological conditions prevailed. The helicopter was operating on a company flight plan for the local public use flight. According to the copilot, the helicopter had just returned to HUL after a search and rescue mission, with the copilot flying. The crew then commenced takeoff and landing practice for night flight and night vision goggle recurrency. The copilot stated that he had completed three landings to runway 23, with one landing at the beginning, one near the middle, and one toward the end. He then took off again, hovered, and began a transition to forward flight with forward cyclic and a slight amount of increased collective. As he was beginning to apply cyclic, he heard and felt a loud explosion from the rear of the helicopter, followed by a severe vertical vibration, and the engine noise became very loud. The helicopter began to experience cyclic controllability problems along with some yaw instability as well. The pilot in command (PIC) called out the rotor rpm warning horn, but the copilot was unsure whether it was constant or intermittent due to the engine noise. Helicopter control continued to rapidly decay for the next 5 to 10 seconds, at which time the PIC took control. The copilot subsequently made two mayday calls over the radio, and almost immediately, the helicopter began “severe” pitch and roll oscillations. During some of the oscillations, the left side door came open, but the copilot was able to get it closed again. About that time, he also noticed the red GOV light was illuminated. After 10 to 20 seconds, the PIC was able to regain some control of the helicopter, there was a decrease in engine and rotor noise, and the PIC was able to land the helicopter beyond snow banks at the end of the runway. After performing an emergency shutdown, the PIC said he thought the helicopter was on fire, and although the FIRE light was not illuminated, there was an orange glow reflected in the snow. Upon exiting the helicopter, the copilot


saw flames coming from the engine compartment; he tried to extinguish the fire with a portable fire extinguisher, but without effect. The local fire company arrived about 10 minutes later and subsequently extinguished the flames. According to the PIC, after the explosion, the Nr overspeed warning sounded and a vertical vibration developed. At that point, the helicopter had not yet begun yaw oscillations, so the PIC felt they still had tail rotor thrust. He could not quite hear if the Nr warning was intermittent or continuous (low Nr) and told the copilot they could have low rotor rpm. He believed that the copilot then lowered the collective slightly in response to his statement, but the noise increased and the oscillation began. The PIC then took control of the helicopter. As he did, he observed two amber caution lights and what he believed were two red warning lights. Severe vertical vibrations and almost uncontrollable yaw oscillations continued, as did a high Nr warning. The PIC then focused on trying to keep the helicopter’s skids level, not hitting the ground, and not flying out of ground effect. He could not ascertain airspeed, and there were three instances when he estimated that the helicopter entered 30- to 40-degree banks. Throughout the event, the PIC could not adjust collective without inducing “extreme” attitude excursions. He could also not maintain the helicopter in a position where he could roll off the throttle. Then, after about 30 seconds, the attitude excursions began to “calm down,”and the pilot was able to land the helicopter beyond the snow bank. As the helicopter touched down, the PIC noted that the red FIRE light was not illuminated, and that the original two red lights he saw were actually an amber ENG CHIP light and the red GOV light. After the event, and reviewing training materials, the PIC was able to estimate that the amber lights he saw were the FUEL P and DOOR lights. Federal Aviation Administration and NTSB personnel did not respond to the scene, while CBP investigators did, along with investigators from Airbus Helicopters (formerly American Eurocopter) and Turbomeca, who were serving as advisors to the state of manufacturer and design, France. The Arriel 2B engine and some additional components were removed from the helicopter and shipped to Turbomeca, where additional examinations occurred with NTSB oversight. Results are pending.

NTSB Identification: *ERA14TA113* Date: February 03, 2014 Location: Naples, FL Aircraft: HUGHES 369D Injuries: 2 Uninjured. On February 3, 2014, about 1350 eastern standard time, a Hughes 369D was substantially damaged during a practice 180 degree autorotation to touchdown at Naples Municipal Airport (APF), Naples, Florida. The airline transport pilot and flight instructor were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local public use training flight. According to the flight instructor, prior to the last practice “fulldown” autorotation, they had performed two running landings, two stuck left pedal maneuvers, three stuck right pedal maneuvers, and eight successful autorotations. Just like the previous eight, the helicopter responded the same during the flare but this time it suddenly lost altitude and contacted the ground. The instructor “quickly grabbed” the controls and landed the helicopter which had yawed 90 degrees to the right. The airline transport pilot then asked him what happened. According to the airplane transport pilot (ATP), he was undergoing annual proficiency training, and after completing the simulated stuck pedal maneuvers, and run on landings, four straight in touchdown autorotations were performed, followed by 180 degree autorotations to touchdown. Two were performed successfully but, on the third one, the tail of the helicopter contacted the ground. The ATP believed that the entry to the maneuver was normal and that during the turn to achieve the rollout prior to touchdown that the helicopter was level and was “essentially” into the wind, at most 10 to 15 degrees left of the nose and landing direction. He was at the target speed of approximately 60 knots indicated airspeed, and the rotor rpm was in the “midgreen arc.”The flare was initiated about 50 feet above ground level (agl) to arrest the forward motion as he had done on the previous autorotations but, at some point during the flare he felt a “bump.”The procedure was continued per the profile with the forward motion having been arrested, the helicopter was leveled off and a “pitch pull” was initiated, resulting in a“normal”touchdown with little forward motion, coming to rest turned to the right from its flight path by approximately 60 degrees.

ntsb reports

cast your web According to a witness, who was watching the helicopter doing autorotations, he “took interest” in this particular approach as the helicopter seemed to be “falling a little more rapidly and aggressively”then before. At approximately 100 feet agl, he then observed the helicopter “nose up aggressively,” the tail strike the ground, dirt being thrown upwards on to the top of the helicopter, and then it coming to rest with the main rotor still turning. A cursory examination of the helicopter revealed that the tail rotor blades exhibited impact damage and were twisted and bent. The tail rotor driveshaft was also twisted and bent, the horizontal stabilizer was bent, the forward and aft tail rotor drive shaft couplings were damaged, the tail rotor driveshaft dampener was distorted, and the tail rotor output shaft on the transmission was bent. NTSB Identification: *WPR14LA113* Date: February 05, 2014 Location: Bountiful, UT Aircraft: BELL 206 - B Injuries: 2 Uninjured.

there was a soft layer of snow about 5 to 6 inches thick, that this overlaid a base of about 12 to 18 inches of more soft snow, and that the two layers were separated by a crust of firmer snow. Federal Aviation Administration (FAA) information indicated that the helicopter was manufactured in 1984, and was equipped with a Rolls-Royce (Allison) 250-C20 series turboshaft engine. The helicopter was recovered from the LZ the day after the accident, and was examined by FAA inspectors. The pilots did not report, and the FAA inspectors did not observe, any indications of any preexisting mechanical deficiencies or failures. Damage to the main rotor blades and the tail boom was consistent with one or both blades striking the tail boom at some point during the rollover. NTSB Identification: *ERA14FA115* Date: February 08, 2014 Location: Panacea, FL Aircraft: Robinson Helicopter Company R44 II Injuries: 2 Fatal,1 Serious.

On February 5, 2014, about 1430 mountain standard time, a Bell 206B helicopter was substantially damaged when it rolled onto its right side during the initial phase of an attempted liftoff from a remote, snow-covered landing zone (LZ) in the mountains near Bountiful, Utah. Neither the flight instructor nor the pilot under instruction was injured. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no FAA flight plan was filed for the flight.

On February 8, 2014, about 1945 eastern standard time, a Robinson R-44 II was substantially damaged when it impacted trees and terrain after takeoff from Wakulla County Airport (2J0), Panacea, Florida. The private pilot and one passenger were fatally injured, and another passenger sustained serious injuries. Night visual meteorological conditions prevailed and no flight plan was filed for the flight, which was destined for Tallahassee Regional Airport (TLH), Tallahassee, Florida. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to both pilots, a portion of the flight was being used to practice landings on, and liftoffs from, snow at a remote LZ, and they had already completed one landing and liftoff at the same LZ. After the second landing, which was uneventful, the helicopter sat on the snow-covered ground for a few minutes before the pilots initiated the next liftoff. Just after engine power application, the right forward skid sank into the snow, and the pilots were unable to arrest the ensuing rollover.

The helicopter had landed at 2J0 earlier in the day with the pilot and two passengers onboard. After eating at a local restaurant the pilot and passengers were transported back to the airport, where they arrived at approximately 1930 for their return flight to TLH. According to the surviving passenger, the pilot stated they would have to “back up” the helicopter prior to takeoff. The helicopter then departed the airport and, moments later, the passenger called out the pilot’s name as they impacted trees.

Winds at the LZ were light, and the helicopter nose was pointed approximately into the wind for the landing and liftoff attempt. The helicopter was equipped with “tundra pads”mounted near the rear downtubes of the landing skids. Initial site examination by company personnel indicated that

A witness at the airp ort reported seeing the helicopter parked “facing south” prior to its departure. He did not observe the helicopter take off, but after hearing a loud “snap,” he drove to the end of his driveway, where he heard the passenger calling for help.

The wreckage was located in a marsh bordered by trees, about 353 feet northwest of the departure end of runway 36. The tree tops located next to the main wreckage exhibited impact markings approximately 50 feet above ground level. The main wreckage was oriented about 24 degrees magnetic, and came to rest inverted in several feet of water. The main rotor blades both exhibited coning in the negative direction, but remained attached to the main rotor mast with the exception of the trailing edge of one of the blades, which had been impact separated. The tailboom was separated from the fuselage and was co-located with the main wreckage. NTSB Identification: *ERA14WA131* Date: February 15, 2014 Location: Braganca, Brazil Aircraft: ROBINSON R44 Injuries: 2 Fatal. On February 15, 2014, about 2200 coordinated universal time (UTC), a Robinson, R 44 helicopter was destroyed when it impacted the ground in a dense forest in the Bragança Municipality, in the State of Pará, Brazil. The Brazilian pilot and sole passenger were fatally injured. According to reports, rain was in the vicinity at the time of the accident. The night flight was conducted under Brazilian flight regulations. It had departed Paragominas Airport (SNEB), Pará, Brazil earlier in the evening and was destined for Belém/Val-De-Cans - Júlio Cezar Riberio Airport (SBBE), Belém, Brazil. This investigation is under the jurisdiction of the Aeronautical Accident Prevention and Investigation Center (CENIPA) of Brazil.

april 2014



Eurocopter AS 332L1 Super Puma • Total Production (all variants) 648 • First flight 1976 (Puma); 1984 (AS332 L1) • Comments

• Engine(s) (2) Makila 1A1 HP (takeoff) 1,819 shp/1,357 kW ea • Dimensions main rotor 51.18 ft/15.60 m Tail rotor 10.33 ft/3.15 m • Height 16.14 ft/4.92 m Length 61.35 ft/18.70 m Width 11.09 ft/3.38 m • Empty weight 9,943 lbs/4,510 kg Gross weight 18,960 lbs/8,600 kg • Useful internal load 9,017 lbs/4,090 kg External 9,920 lbs/4,500 kg • Vne 150 kts/278 kmh Max cruise 141 kts/262 kmh • Max rate of climb 1,618 fpm/8.2 ms

Schweizer Aircraft Corporation 300CB/CBi • Total production (all variants) 270 First flight 1993/2001 • Comments The 300CB was developed for the flight

• • • •

• HIGE 10,663 ft/3,250 m HOGE 7,546 ft/2,300 m • Service ceiling >9,500 ft/2,895 m S/E service ceiling 5,906 ft/1,800 m • Std fuel 535 gal/2,020 lit Max fuel 950 gal/3,59 3 lit • Max range std fuel (no reserve) 454 nm/841 km • Range with opt fuel 806 nm/1,493 km • IFR Crew 1/2 Passengers 19

training market. The 300CBi, a fuel injected version of the 300CB, was first delivered in 2002. The 300CB/300CBi have the same flight characteristics as the 300C, but with the lowest life-cycle cost of any current production helicopter. Engine(s) (1) Lycoming HO-360-C1A/HIO-360G1A HP (takeoff) 180 shp Dimensions main rotor 26.83 ft/8.18 m Tail rotor 4.25 ft/1.30 m Height 8.72 ft/2.66 m Length 30.83 ft/9.4 m Width 6.54 ft/1.99 m Empty weight 1,088 lbs/493.5 kg Gross weight

• • •

1,750 lbs/794 kg Useful load 662 lbs/300.3 kg Vne 108 mph/94 kts/174 kmh Max cruise 98 mph/85 kts/157 kmh Max rate of climb 1,250 fpm/6.35 mps HIGE 7,000 ft/2,133 m HOGE 4,800 ft/1,463 m (@ 1600 lbs) Service ceiling 10,000 S/E service ceiling N/A Std fuel 32.5 gal/147 lit Max fuel 64 gal/290 lit Max range std fuel (no reserve) 3.1 hr. Endurance Range with opt fuel N/A VFR Crew 1 Passengers 1-2

Bell Helicopter 427 • Total Production (all variants): 55+ • Comments: Features electronic engine controls, flat-pack transmission, and integrated instrument

• • • • • • • • • •


displays (IIDS). Engines: Pratt & Whitney Canada PW207D HP: (Takeoff) 1,420 SHP/1,059 kw Dimensions: Main Rotor 37 ft/11.3 m, Tail Rotor 5.7 ft/1.7 m Height: 10.5 ft/3.2 m Length: 42.6 ft/13 m Width: 8.8 ft/2.7 m Empty Weight: 3,881 lb/1,760 kg Max Gross Weight Std: 6,350 lb/2,880 kg Max Gross Weight Alt: 6,550 lb/2,971 kg Useful Load Std: L 2,469 lb/1,120 kg

• • • • • • •

Useful Load Alt: 2,669 lb/1,211 kg External: 3,000 lb/1,361 kg Vne: 140 kn/ 259 km/h Max Cruise: 138 kn/ 256 km/h Max Rate of Climb 1,600 fpm 8.1 mps HIGE 9,000 ft/2,743 m HOGE 6,000 ft/1,829 m Service Ceiling 10,000 ft/3,048 m S/E Service Ceiling 8,000 ft/2,438 m • Std Fuel 203.5 gal/770 L Max Fuel n/a • IFR Crew n/a VFR Crew 1 Passengers 7


cast your web agusta 1986 AGUSTA A109A MK II, SN: 7358, REG: N332JP, 2875 TTSN, Located in New Jersey,USA, ASK: MAKE OFFER. : (04-14) 1987 Agusta A109AII SN:7384 - Reg:IAGSH - AFTT:3657,37 FH VIP interior, EMS, air conditioning, Kit “Utility” 6 pax. For Full Details Contact: sales@ (04-14)

2001 Agusta 109E POWER, SN11129: For more info visit us at avprojets. com or call 410.573.1515 (04-14)

2006 Agusta A109S Grand SN: 22077 for more information visit our website or call 410.573.1515 (04-14)

2013 Agusta A109 E Power SN: 11831 for more information visit our website or call 410.573.1515 (04-14) 2004 Agusta A109E 4470 TT, NVGEquipped, EMS, Garmin 530/430, WX Radar, Outerlink Tracking. Please contact or call 512-615-3334. (04-14)

1989 Agusta A109 A II Plus SN: 7436 for more information visit our website or call 410.573.1515 (04-14) 1990 Agusta A109C SN 7625 I-LLBB, Six Pax Exec, Only 3240 TT, Collins Avionics, EFD-74 EHSI, RDR-2000, FD, Pop-Out Floats, Aux Fuel, Trunk Ext, Soundproofing, Hangared. All Logs, NDH, Located Milan, Italy. Contact: (04-14)

bell 1980 Bell 206 L-1 C30P, 10,350 TTAF. Dual controls, rotor brake, high skid gear, Concorde battery, Garmin GNS430 Nav/ComKT 76A Transponder, KY196A VHF Comm, we also have aerial application systems available! For More information visit our website: or call 817-266-8788 (05-14)

2011 Bell 407GX, 450TT Garmin 1000 Glass Cockpit, Aux Fuel Tank Kit, Dual Controls, Wire Strike Protection System, High Vis Windows Front and Back, Corporate Interior, Bose A20 Headsets, High Skids, Tail Rotor Camera, Automatic Door Openers, Snow Baffles, Dual Evaporator Air Conditioner, More. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales. com For more information please call 512-868-0007 or email info@ 05-14

1979 Bell 20 6L1, 7395T T D ual Garmin 420/430 Stack with XM Weather and Terrain, 2 Axis Collins Coupled Autopilot, Dual Controls, Wire Strike, Rotor Brake, Tan Leather Interior. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales. com For more information please call 512-868-0007 or email info@ 05-14 1990 Bell 206 Log Ranger III with popout floats. Part 135 helicopter with lots of upgrades. New blades, T T straps Call Paul at 239- 400 1380 (04-14) 2007 Bell 407 1065 TT, 60-month inspection completed Oct 2012, AFS Inlet Filter, Cargo Hook. Please contact or call 512-615-3334. (04-14) 1999 Bell 430 - Price Reduced! S/N 49056 - 6651 TT, Air Methods Dual Patient EMS Interior, Standard Skids, Dual Controls, Rotor Brake, ECU, Heated Birdproof Windshields, Litter Door, WSPS, Hi-Visibility. For more information and pricing visit www. (04-14)

FOR SALE OR LEASE: 1991 Bell 206L3, 7170TT Garmin GNS 430 GPS, High Skids with Flite Steps, Dual Controls, Snow Baffles, Rotor Brake Dual Caliper, Auto Door Opener Kit, Facet Oil Filter, Air Comm Heater Sys, Nightscanner Search Light, Baggage Spacemaker, Wire Strike, Fresh Paint February 2014. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales. com For more information please call 512-868-0007 or email info@ (05-14

96EC Bell UH-1H—Fresh Annual— 775,000. 100 hours of civilian use. Call Gary Blain @ 406-671-2789 or 406-252-6937 for more information. (04-14)

2002 Bell 430 S/N 49092 - 3230 TT, Single Pilot IFR, Standard Skids, Dual Controls, Rotor Brake, ECS Air/ Heat, Heated Birdproof Windshields, Aux Fuel, WSPS, Soundproofing, Float Provisions. For more information and pricing visit w w w. (04-14)

1977 Bell 212 13 Seats, Wire Strike Protection, Cargo Hook, 20 Gal Aux Fuel, VFR. Please contact or call 512-615-3334 (04-14)

1998 Bell 412EP - Fresh 3000 Hour / 5 Year Inspection! S/N 36201 6726 TT, IFR, Dual Controls, Rotor Brake, High Skids, Heater, High Visibility Rotor Blades, Increased Continuous Power Rating. For more information and pricing visit www. (04-14) 1997 Bell 407. s/n: 53196 Reg: D-HPR) AFTT: 3340H. Avionics: King KLN 90B GPS/ GSM/ High Skid Landing Gear With Flitesteps & Bear Paws/ Cargo Hook/ Night Sun/ Full Studio And FLIR System HD Camera Contact: (04-14) 1980 Bell 206B-3, SN: 3158, TI-BDC, 10,258 TT, No Damage History, Make Offer, Located in Costa Rica. Contact: (04-14) 1996 Bell 430 S/N 49007 - 3193 TT, Dual Pilot IFR, Retractable Wheels, 8-Place VIP Leather Interior, Dual Controls, Rotor Brake, WSPS, Inlet Barrier Filters, Air Conditioner, Heater, Aux Fuel, Heated Birdproof Windshield. For more information and pricing visit www.austinjet. com (04-14)

1997 Bell 430 SN: 49028 for more information visit our website or call 410.573.1515 (04-14)

2012 Bell 407GX - New to the Market! S/N 54353 - 220 T T, Corporate Leather Interior, Dual Controls, High Skids, FlightSteps, Inlet Barrier Filter, Rotor Brake, Air Conditioner, Artic Heater, Aux Fuel Tank. For more information and pricing visit www. (04-14)

1997 Bell 407 SN: 53127 for more information visit our website or call 410.573.1515 (03-14)

3199P—206L1 -- Fresh Annual— $550,000. Photos and time sheet attached. Call Gary Blain @ 406671-2789 or 406-252-6937 for more information. (04-14) cast your web with free listings


1982 Enstrom , F-28F, N8622E, serial # 716, Annual Due: August 2014, Total Hours: 2060. 490 Hours TSMO engine. Collins Com/Nav, Dual Control .$149,900. (04-14)

april 2014


classifieds eurocopter

1991 Eurocopter AS365N2, 5250TT, SFIM 3-Axis Autopilot Coupled with Flight Director, Garmin GNS 480 GPS, Air Conditioning, Dual Controls, Refreshment Cabinet, Cocoon Interior, Windshield Wipers. New Paint and Interior in 2006. FAA Part 135 maintained and operated. 12 year Inspection March 2012. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www. For more information please call 512-868-0007 or email 05-14 2001 Eurocopter AS350 B3 - Fresh 12 Year Inspection! S/N 3508 - 3796 T T, Dual Controls, Rotor Brake, High Skids, Inlet Barrier Filter, Wire Strike Protection System. For more information and pricing visit www. (04-14)

1980 Eurocopter AS350FX2, 9520TT, N619LH - SN 1263, Garmin GTX 328 Transponder, Garmin 496 GPS, FDC Inlet Filter Kit, OEM Oil Filter, Dual Controls, High Skids, LH Sliding Door, Cargo Hook and Mirror, Wire Strike Kit, Latitude Tracker System, Pulse Light, AS350 B3 Tail Rotor, New Keeper-less Onboard Hook and Onboard Load Cell, New Cargo Rack (Available at Cost). Better than AS350B2 performance at high density altitude. Currently on 135 Certificate, Forest Service Carded, Immaculate Log Books. Available from Cannon Aviation Group, Inc. Spec Sheet Online at For more information please call 512-868-0007 or email 05-14 1979 Eurocopter SA-315B LAMA, TI-BAU, S/N 2558. Exterior: 2011 Red & white. Interior: 2011 Executive/2 seats/ black & red leather. Extra’s: Ground handling wheels, cargo mirror, heater, LOME blades, cargo hook , spray equipment. For more information email (04-14) cast your web


MD helicopters

2003 Eurocopter EC155B, 1020TT, Single Pilot IFR, 4 Axis Autopilot, Garmin GPS 500 Color Moving Map, TCAS System, Dual Controls, Air Conditioning, Right and Left Electric Cabin Steps, Satellite Phone, Inflight Entertainment System, Custom VIP Interior, Blue Leather Seating. Available from Cannon Aviation Group, Inc. Spec Sheet Online at For more information please call 512868-0007 or email info@rotorsales. com 05-14 2003 EC130B4 1775 TT, Air Cruiser Floats, IFS Air Conditioner, Garmin 530, Skywatch. Please contact joel@ or call 512-6153334. (04-14)

1988 McDonnell Douglas MD 500E, S/N 0253E - 7615 TT, Dual Controls, High Skids with Steps, Heater, Particle Separator, Engine Auto Relight, Nightscanner Search Light, KAflex Driveshaft, Facet Oil Filter, Lead Acid Battery, For more information and pricing visit www.austinjet. com (04-14)

2010 AS350B3 800 TT, Onboard Cargo Ho ok , Utilit y/Standard Config, LH Sliding Door, Garmin 430. Please contact or call 512-615-3334. (04-14

2008 MD530F, 440HrTT. Like New, Fresh Annual. Ready to go work or play. Asking $1.99M Make Offer. Save $400K over new order. Personal use flying only. One Owner. Awesome Blue with Chromalusion Stripe. Email mpcampolong@gmail. com (04-14)

20 07 R4 4 Raven II S/N 11959, 680 TT, red and black astro paint scheme. A/C, instrument trainer capable. Call 800-391-2397 (04-14) R O B I N S O N R 2 2 B E TA I I w i t h G a r m i n G 4 0 0 G P S AVA I L A B L E FOR LEASE TO FLIGHT SCHOOL. P l e a s e C a l l : 32 3 - 376 -19 6 9 o r info@touchstonehelicopters. com. Please visit our website for more details! (04-14) 2013 R44 Raven I, Red/Pearl metallic, sand trim, tan interior, bubble windows, 406 ELT. Call 800-3912397 (04-14)

schweizer hummingbird

Hummingbird Helicopter-Order positions available in our next production run. Contact Vertical Aviation Technologies, Inc., 407-3229488,, 04-14

2009 Sikorsk y S-92 SN: 920094 for more information visit our website avprojet or call 410.573.1515 (04-14)

helicopters wanted


2003 Eurocopter EC130B4, 1560TT, Above Average Garmin Avionics Package. Corporate owned EC130 which includes rarely used cargo swing (uninstalled) and load meter. New starflex installed at 1,278 AFTT. Available from Cannon Aviation Group, Inc. Spec Sheet Online at For more information please call 512-8680007 or email info@rotorsales. com 05-14


Schweizer S333 Fuselage with life limited components. TT5088.8 New Imron Paint; High Skids; Worldwide shipping with Export C of A available. Please call Ken Thrasher 850763-9000 or email: ken@helitechinc. com for more info. tfn

Need an IRS Tax Deduction? Donate Your Helicopter to Charity, email us: (tfn)

ag related Everything for the Ag Operator. Satloc Level III Sales & Service, Spray Systems, CP Nozzles, Dry Breaks, AgTex, Avtex Airforce/Navy Flight Suits Helmets. Light Weight, Noise Attenuated. Mid-Continent Aircraft, Hayti, MO, 573-359-0500, email to: t fn

engines Lycoming VO/TVO-435 & 540, many new parts, 50% off! Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. tfn UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Engines & Accessories. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL:sales@ tfn Allison/RR250-C20J, This engine has a fresh mini with new number o n e an d t wo tur b in e w h e e ls . Specs and photos are available at or contact us at tfn PT-6, Allison and Turbomeca parts. We have a small inventory of new parts, including consumables. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at tfn


cast your web 250C20B/C28/ C30 Engines Modules and Accessories for Sale, Exchange or Lease. Ex tensive stock of New, Overhauled and Serviceable parts. Contact John Peacocke, Sunrise Helicopter Tel: 281 251 4005 Fax: 281 251 8848 email (10-14) Action Aircraft is a full-service overhaul/repair facility for Rolls -Royce 250 series engines located in Dallas, Texas. We offer superior service and pricing in addition to free technical assistance. Engines, modules and parts available on outright and exchange basis. When you need RR250 engine overhaul and repair - “Take Action”. Please call phone 214-351-1284 or 1-800-909-7616, fax: 214-351-1286, email: mary@, website: www. tfn cast your web with free listings

equipment Hydra Super Mile with very little use. This item has a very competitive price and is ready to ship. It may be viewed at, click on the specials or contact us at tfn Helicopter Dolly, manufactured by Mohawk Northwest Inc. This dolly is set up to fit Multiple aircraft and can be viewed at, just click on specials or contact us at tfn Get your Free Classified Listing by casting your web

insurance Falcon Insurance is spreading the wings of insurance protection to helicopter owners and operators with the largest independently owned insurance specialists in the country. We are dedicated to serving you. t fn Mid-Continent Aircraft Insurance Brokers - Over 61 years Risk Management Experience for Professional Operators. 800-325-0885, e-mail: Sharon/ Laura tfn



Auto Flagger that came off of a Hiller $300. For More information Email or call 530682-9770 (04-14)

Bracket Helicopter wheels f its several models. Part #’s WU-140-1 & –2 $600 and buyer pays for the freight from Calif. 95932 For More information Email mdusters1@ f r o nt i e r. co m o r c a l l 53 0 - 6 829770 (04-14) LOT FOR SALE: One-acre-square house lot, Plane Living Sky Park, 2,000 s.f., all-brick , covenants, 5 miles west of I -75, E xit 142, Public water, septic sewer. paved streets, curb and gutter, street lights. Lot is one of 13 directly on new sod runway, Google It! (Google photo before development). South side of Hwy 96 at 50 Lane Rd., Fort Valley, Georgia 31030, Save thousands and buy from owner. 478.987.2250 T F N

operations Mid West Ag Operation for sale, well established with 36 years in the business. Parts 137 & 133. 2 aircraft’s and ground support equipment. For more information email blindads@ subject Part 137 operation fax 478-987-1836 subject Part 137 operation or send to Part 137 operation C/O Heliweb PO Box 850 Perry Ga 31069 04 -14

• Composite • Metal • Main & Tail Rotor Blades • Bell • McDonald Douglas • Sikorsky • Distributor & Service Center for Van Horn Aviation, LLC for STC 204 UH-1, 206 Series Tail Rotors • Service Center for HTC Helicopter Technology Corporation

Pablo Martinez Ejarque 19797 Riverside Ave. • Anderson, CA 96007 Tel: 530-365-1278 • Fax: 530-365-3056


RR-250 overhaul and repair Parts • Sales FAA CRS #A9UR626J EASA Certificate #EASA.145.5481 Specializing in Rolls Royce 250 Series Engines AOG Technical Services Available 24/7

Hablamos Español parts Bell parts. We have a nice stock of new parts for Bell 47, 206 and others. It’s worth the effort to check with us, or search our web site for your part numbers. Preferred Airparts, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. t fn

Dallas Shop: 10570 Olympic Dr. • Dallas, TX 75220 Toll Free: 800-909-7616 • Ph: 214-351-1284 Fax: 214-351-1286 • email: Mexico City: Ph: 52-55-2235-1516 • Fax: 52-55-2235-1515 email:

april 2014


classifieds Fuel cell repair or replacement for all makes & models–FAA approved commercial crash resistant construction, flexible bladder nitrile rubber construction, all construction TSOC80 cer tified, 2-year warrant y. Contact Floats & Fuel Cells at 901842-7110, tfn ENSTROM PARTS, SALES & SERVICE Huge parts inventory, 20 yrs exp., loaner tools. AOG same day shipping a specialty, full time factory trained A&P parts man on staff. Get service advice with your parts. A.O.G. and Exports Sales New Garden Aviation, Ask for Tom 610268-2048 Fax 610-268-0342 (04-14) MD Helicopter parts. We have a few new MD Helicopter parts. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at t f n NEW Tail Rotor Blades for UH-1H– FAA STC/PMA SR02051LA, Carbon Fiber construction, 2400 hr service life, competitive pricing. Van Horn Aviation LLC, 480-483-4202, www. tfn Enstrom parts. We have a small stock of new Enstrom parts. Check with us often. Preferred Airparts, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. tfn New STC Tail Rotor Blades, Part No. 204-2200-101 for 204 UH-1 helicopters from Van Horn Aviation LLC. Contact HeliBlade Inc. Distributor & Service Center for these new and improved composite tail rotors 530365-1278 T FN

Accessories & Parts! 100’s of new and OHC accessories, accessory parts for just about everything. Big discounts! 800-433-0814 US/ Canada; 330-698-0280. Check stock at tfn The only FAA-PMA certified T T Straps for all JetRanger; Lon gRanger, & OH-58. $ave thousands over factory prices. In stock. Call today for overnight shipping. www. 440-6321687 (04-14)

Eurocopter parts. We have purchased several inventories of new parts and are ready to serve you. Contact us, or search our web site for the parts you need. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. tfn Parting out a 1995 Schweizer 300CB, drive train/power train & many more parts. Pls. contact Ken 850-763-9000 Fax 850-763-8712 or email sales@ tfn

Hiller parts. We have a small stock of new Hiller parts. Check with us often. Preferred Airparts, 800-4330814 US/Canada; 330-698-0280. Check stock at tfn

Hughes parts. We have some new Hughes parts at big discounts. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www.preferredairparts. com tfn

UH-1 Overhauled Components available exchange or outright; 204-012-101-141 M/R hub, 204040-016-5 Transmission, 204-011400-11 Swashplate & Support assy., 204-011-401-11 Scissors & Sleeve assy, 205-040-263-111 Input Quill, 205-040-200-1 gen. Offset Quill, (4) 204-040-600-11 Hanger assy., 204-040-003-37 gear box 42, 204040-012-13 gear box 90. Pac West Helicopters CRS PW6R1161J Tel/530241-2402, pwheli@awwwsome. com 04-14

UH-1H Composite main rotor blades for sale P/N 205-015-150-101 and Tail rotor blades Van Horn Aviation P/N 2042200-101 for the H and B models. Call Pablo at HeliBlade, Inc. 530-365-1278 TFN

UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Parts, Engines & Accessories. Overhauled & Serviceable. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL: tfn

Sikorsky parts. We have a growing stock of new Sikorsky parts. We can often save you time and money. Contact us or check stock on our web site. Preferred Airparts, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. tfn

services Rotor blade repairs by HeliBlade, Inc. a FAA Repair Station. Contact Pablo Martinez at 530-365-1278 TFN

Floats & Fuel Cells–your N. American Eurocopter authorized repair facility with comprehensive repair capabilities for all makes & models, available for 24/7 shipping. FAA repair staion no. TH4R544M. 901842-7110, tfn Support the helicopter industry... Become a member of HAI! Call 800435-4976 or 703-683-4646, Email, or visit www.rotor. com tfn UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Parts, Accessories. Overhauled & Ser viceable. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL: t fn

school / training Helicopter Training in Hawaii. Excellence in Flight Training at Mauna Loa Helicopters on Oahu, Kauai, and the Big Island. Come fly with us in the best weather in the US. MLH offers: PVT, COM, IFR, CFI, CFII, ATP, FAA certified FLY-IT simulator, mountain course, external load training, and now offering fixed wing training. MLH is 141 certified, and VA approved. Student financing / student housing / college degree programs / International flight training / accelerated programs available. Call 808-334-0234 or email info@ T F N

heliweb training directory “Excellence in Flight Training” MLH is 141 certified, Accredited by the ACCSCT, and VA approved.

73-310 U’u st Kailua-Kona, HI, 96740 Tel: 808-334-0234


• Part 141 approved Flight Training • Photo Flights • Helicopter Sales/Services • Helicopter Tours • 781-688-0263 Experience the Best!


cast your web BLUE HILL HELICOPTERS, Norwood MA. Part 141 approved Flight Training, Photo Flights, Helicopter Sales/ Services, Helicopter Tours. For more details, please visit our website:, Contact us at info@bluehillhelicopters. com, (800)-670-4162 Come Fly With Us! TFN

help wanted OH-58 Pilot Needed. Turbine and herbicide experience preferred. Would consider ag training for experienced turbine pilot. Primarily pasture and row crop 5-6 month season. Please email responses to subject OH-58 or fax to 478-987-1836 subject OH-58 or mail to OH-58 C/O heliweb inc. PO Box 850 Perry Ga 31069 (04-14)

PARTS WANTED Bell 206 B&L, 204, 205, 212, 214 , MD, Eurocopter, & Allison. Looking for R/B, W/S, Duals etc. kits and parts. WE BUY INVENTORIES or By The Piece. Call Tradewind Int’l. 800-585-7004, 608-756-3632. info@ T F N Wanted to buy, spray system to fit MD500 helicopter for the 2014 Spray system. Call 307-347-6138 04 -14 Get your helicopter sold Advertise in heliweb Today Free Listings

For 25 years, ISOLAIR has been manufacturing quality helicopter systems for the fire fighting, forestry and aerial application industries with an extensive line of certified and custom built helicopter equipment. ISOLAIR has the right system to fit your company’s needs and helicopter alike. From agricultural spray systems and bucket spreaders to fire fighting systems, forestry grapples and torches, ISOLAIR has the product for you! With competitive pricing, quality assurance, easy to install products and an ongoing commitment to customer service, we invite you to contact us. Our knowledgeable sales staff is ready to answer your questions and advise you on the ISOLAIR system that will best meet your company’s requirements.

wanted to buy UNIVERSAL TURBINE PARTS We buy Turbine Aircraft Engines & Inventory. All conditions. Call or Fax for a Quote 334-361-7853; fax 334-361-0290 tfn


advertisers Action Aircraft Parts AgNav Inc Avpro Inc. Blue Hill Helicopters Blue Sky Network DynaNav Enstrom Helicopter Corp Falcon Insurance Floats & Fuel Cells Heli-Mart, Inc Heli-Tech HeliBlade HW Farren Isolair James Gardner Ins. Mauna Loa Helicopters Preferred Airparts TracMap Tradewind Int’l Universal Turbine Parts Van Horn Aviation Vertical Aviation

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april 2014


heliweb - April 2014  

The April 2014 interactive edition of heliweb.

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