heliweb - April 2015

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Charlotte County, Florida -

april 2015

Making it work

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features Med-Trans’ Wings Air Rescue program celebrates 20 years........................................................................4 Pall Aerospace announces FAA certification of the PB100F PUREair Dry Barrier Filter for the Airbus Helicopter AS350......................................................................... 18 FAA streamlines UAS COAs for Section 333...................... 19 Big names in multiple industries invest in video borescopes......................................................................... 27

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columns events.............................................................................................. 10 Q&A.................................................................................................. 12 the anatomy of aviation insurance........................................ 14 training facts................................................................................. 20 NTSB reports................................................................................. 24 training directory......................................................................... 24 heli-specs....................................................................................... 26

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Med-Trans’ Wings Air Rescue program celebrates 20 years Deep in the heart of Tennessee, surrounded by the majestic Smoky Mountains, is the birthplace of Wings Air Rescue air medical transport services. For the past 20 years and more than 23,000 safe transports, the citizens of the surrounding communities have counted on Wings Air Rescue to bring state of the art medicine to them in their hour of need.

Wings Air Rescue opened its doors in Johnson City, Tennessee on March 30th, 1995, utilizing a Bell L-3 Long Ranger. Today, the program flies Bell 407’s with bases in Greeneville and Elizabethton TN, Jenkins KY and Marion VA.

Fred Buttrell, President & Chief Executive Officer of Med-Trans stated, “We congratulate our Wings Air Rescue flight programs on a significant and impressive milestone, celebrating 20 years of continued success and service in their communities. We could not be more proud as Wings Air Rescue is the epitome of an air medical flight program, leading the way and making a difference in the lives of so many.“ Wing Air Rescue staffs its helicopters with the very best pilots in the industry. The pilots must have a minimum of 2000 hours of flight time and undergo rigorous quarterly training that includes NVG, VFR, AVFR, Night VFR and mountain flying. Every flight is staffed with a Paramedic and Registered Nurse with advanced certification and years of experience. The Wings Air Rescue family consists of 5 mechanics, 16 pilots, 21 paramedics and 22 registered nurses.

Wings Air Rescue has established tremendous relationships and support with many EMS, Fire and Law Enforcement agencies as well as hospitals in their respective service areas. The flight teams are committed to providing continuing education, training and outreach in the communities they serve.

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Wings Air Rescue provides 24/7 emergency services 365 days a year. The teams transport patients from either scene or smaller hospitals to tertiary care facilities; trauma, medical, and pediatrics being just a few examples.

The Wings programs will continue to offer compassionate and professional air medical services that they are recognized for, well into the future. They are a part of the communities they serve, passionate for what they do, experienced and very proud. Happy 20th Anniversary Wings Air Rescue!

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Charlotte County, Florida -

Making it work

By Ryan Mason Punta Gorda is the county seat of Charlotte County, a county in southern Florida covering 860 square miles, of which 180 square miles is water.

Charlotte County is also home to the largest marine estuary in Florida. Law enforcement in is provided by the Charlotte County Sheriff’s Office, headed

by Sheriff Bill Prummell. The agency consists of 280 sworn deputies and 150 corrections officers who serve the community and its jails.

acquisition of aircraft made possible by the United States Government’s 1033 program. The helicopters were provided through the reutilization of military surplus equipment, allowing the agency to acquire several surplus OH58’s over the years and also acquire a UH-1H Huey helicopter in 1998 to service the 860 square mile coverage area. The agency also utilizes a Cessna 172 aircraft, purchased in 2013 by the county to complete surveillance and transportation missions.

With such a large county to serve, the Sheriff ‘s Office realized the need for aviation support, instituting a full time aviation unit operation in 1996. The

The aviation unit manages these assets with a small staff of 3 full time sworn pilots and the assistance of 4 part time tactical flight officers that augment the

(L-R) Line Pilot Shane Engelauf and Chief Pilot Rob Steht

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staffing of the unit when required. The unit is kept in full operational readiness by director of maintenance Frank Mackall and A&P mechanic Dave Hasler.

The unit provides law enforcement support, SWAT observation roles, surveillance missions, homeland security missions around the coastal areas, and firefighting missions carried out by the UH-1H Huey which is fitted with a Bambi Bucket.

To make the aviation unit a reality, despite the substantial cost involved in starting an aviation unit, Charlotte County, like many state, county, and city agencies nationwide looked to the Federal Government’s 1033

cast your web program that seeks to redistribute military equipment that can have a civilian “second life”. Examples of such equipment are helicopters for law enforcement use and military water tankers used on the battlefields of Iraq and Afghanistan that are now being sought after by fire departments nationally to use as civilian fire department water tankers. The long running 1033 program saves agencies like Charlotte County potentially millions of dollars in taxpayer funds when it comes to purchasing items like helicopters, that may otherwise be impossible to obtain by counties that can ill afford many of the assets that are reallocated domestically for a very small cost each year versus heading for the scrap heap.

Over many years, the Charlotte County Sheriff’s Office has been able to maximize the effectiveness of the benefit of the Federal Government program, considered invaluable by many statebased agencies. Charlotte County, like many others nationally, has found a way that affords it the ability to better serve and protect the community, without having to spend public funds to do it.

Despite the benefits offered to many agencies nationwide, the program is still not without its detractors. Some lawmakers still actively campaign to seek its discontinuation, referencing the reasoning for their opposition being the apparent “militarization of law enforcement” through the utilization of assets that once had a military purpose, despite the obvious advantages gained by agencies such as Charlotte County and others like it.

When asked about the benefits of having an aviation unit within Charlotte County, Sheriff Bill Prummell said, “In

a county of our size, particularly with as much rural land and water area to cover, having an aviation unit that can assist with patrol and rescue functions is absolutely vital. They are able to get to places faster and see things that can’t be seen from the ground. Depending on the circumstances, that can mean the difference between life and death.”

While still operating some Vietnam-era aircraft such as the UH-1H Huey, the need for up-to- date equipment for safety has been realized by Charlotte County. In 2014, the county replaced one of the unit’s OH58C’s that was no longer cost effective to continue to maintain due to airframe issues with a newer model OH58A. The county also invested in NVG- compatible lighting upgrades in the cockpits of both OH58’s, enabling pilots to utilize ANVIS 9 night vision goggles while flying at night. The OH58’s in service are also fitted with FLIR 8000 units, optioned with IR laser, and Nitesun SX5’s. The agency’s newest OH58A was also recently fitted with a Garmin G3X panel.

Chief Pilot of the Charlotte County Sheriffs Aviation Unit, Rob Steht, stated

Sheriff Bill Prummell that the addition of the Garmin G3X cockpit will not only modernize the cockpit, but allow for terrain awareness.

Steht said that although terrain awareness may not seem like an issue to some when they think of Florida, due to its traditionally featureless nonmountainous terrain, the Charlotte County area is dotted with towers that exceed 1000 feet AGL. With the addition of the new cockpit enhancement, both TCAS and FAA charts are now available to pilots via the touch screen technology made available in the new Garmin unit.

The addition of this unit now makes their mission a safer one, thanks to the investment made by Charlotte County in the new equipment.

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The aviation unit flies approximately 600 hours per calendar year and responds to roughly 1000 calls each year. This is no small feat considering the small amount of staff that keep the unit operational compared to other counties of a similar size.

With the varied mission types offered in this coastal community, interdepartmental cooperation is essential. The aviation unit works in partnership with several other county agencies to ensure the needs of the county are met, none more so than

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the Charlotte County Fire Department, with whom the aviation unit both works and trains with on a regular basis. The aviation unit has been called upon numerous times to assist the fire department in searches for lost kayakers in inaccessible wildlife areas, as well as being regularly dispatched to assist boaters in distress.

The Charlotte County Sheriff’s Office Aviation Unit also acts as the fire department’s airborne asset when needed in both rural and metropolitan firefighting operations, using the agency’s Bambi Bucket to assist fire department efforts on the ground.

When we think of aerial firefighting, we often think of large out of control forest fires, which do happen in Florida’s south, especially in areas popular with campers. With Florida’s always warm climate, unattended campsite fires can often erupt into a large scale fire rapidly, leading to an increased fire risk in the area for more months of the year than other locations.

A recent situation occurring on March 26th of this year, saw the Charlotte County Sheriff’s Huey called into action to assist the fire department in a location traditionally reserved for ground crews. The aviation unit was dispatched to assist on what started out as a small scrub fire, but due to high winds in the area, quickly spread to an area covering the size of a football field before fire fighters arrived. Firefighters were called in from surrounding areas. Due to the size and ferocity of the fire, being fanned by winds quickly towards the El Jobean community in Punta Gorda, the fire department requested the assistance of the Sheriff’s Office’s Huey to help protect houses that were rapidly being threatened by the fast moving fire. By this time, the fire had now grown to almost 6 acres in size and began threatening houses and residents in the area, causing several sections of the neighborhood to be evacuated.

cast your web Chief Pilot Rob Steht and Line Pilot Shane Engelauf were quickly dispatched to the fire and flew the Bambi Bucket-equipped UH-1H to assist ground crews in fighting the fire from above.

They used a nearby river as a water source to fill the bucket, allowing a quick turnaround time to push back the flames from the affected neighborhood and homes that were threatened.

One home in particular was, at one stage, threatened on all sides by the approaching fire, but with precision drops of water from the helicopter, assisted by a coordinated effort from crews on the ground, the house was saved with only damage to the surrounding trees.

The combined efforts of the Charlotte County Fire Department and the Charlotte County Sheriff’s Office protected many homes and potentially lives during the fire. Totaling almost four hours of airborne operations, the helicopter crew fought the fire from above and assisted with aerial coordination of ground firefighting efforts.

When asked about his role as the Chief Pilot of Charlotte County’s aviation unit and the challenges faced by aviation units around the country from budgets to equipment shortages, Steht stated, “I approach law enforcement aviation

from a view of providing customer service. If your customers aren’t buying your product you will go out of business. In law enforcement, the street cops are the customers. We need to continue to improve our service based on their needs. Every law enforcement agency is different. In the near future I see us continuing to become more proactive in our patrol mission as well as meeting with the other specialty units to really understand their needs and develop ways we can support their unit missions.

Identifying methods to make our response time faster and more efficient without sacrificing safety is one of the priorities this year for the unit. Airborne law enforcement is foreign to most law enforcement managers. Every agency has their go-to people for specialty units. As the Chief Pilot, I am the subject matter expert for air support. We bring in experienced pilots, mechanics, and deputy sheriff TFO’s for a reason. When you are selected, you are selected because you have a skill set and the experience we need. You were not hired to sit quietly in the corner for five years before you were allowed to have an idea. In aviation, someone remaining quiet and not speaking up when it concerns things that may not be visible to a pilot from his vantage point, can often mean the difference between life and death.”

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Courtney Scott

Q&A

question: I am a CFI/CFII ASE. I currently have a special issuance third-class medical for controlled blood pressure and diabetes with meds.

What is needed to move up to a second-class medical? I would like to use my commercial privileges.

answer: The only concern would be if the diabetes management requires insulin. At this time, we may only grant special issuance for third-class for airmen on insulin. All other medications for blood pressure and diabetes mellitus management that are acceptable for thirdclass would also be acceptable for secondclass. All you need to do is to send a letter to the Aerospace Medicine Certification Division requesting a second-class medical certificate.

to develop more disqualifying medical conditions, but there are no age limits, per se.

question: In September 2012 I let my third class medical lapse while I sorted out the reasons for elevated blood pressure, which was identified simply during a couple workups for routine exams with my PCP and gastroenterologist.

I found a cardiologist and went through an entire battery of diagnostic tests, and was deemed safe to fly with no foreseeable problems of a cardiac nature for 10 years into the future. I now take a single 40 mg tablet of Benicar daily. This controls my blood pressure.

I also run 2.5 miles regularly and do not smoke or drink alcohol. I’ve decided to go back and get my third class medical, and would like to know what to expect from my medical examiner.

question:.

Is there an age limit on private pilot’s licenses?

What should be the limit, provided third-class reform is approved?

answer: There is no specific age limit on general aviation medical certificates. The third-class medical reform initiative will not change this. It is fair to say that, as we age, we tend

answer: Well-controlled hypertension is now considered a condition that your AME can certify. You should take with you evidence that your hypertension is well controlled, such as a series of three daily blood pressure checks, and a note from your treating physician that discusses your treatment regimen and whether or not you have any side effects.

Courtney Scott, D.O., M.P.H., is the Manager of Aerospace Medical Certification Division in Oklahoma City, Okla. He is board certified in aerospace medicine and has extensive practice experience in civilian and both military and non-military government settings.

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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.

Jim.Gardner@jagardner.com • www.jagardner.com • 678-983-4482 14

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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

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in the same thing-a safe and efficient flight operation that “sees and avoids” accidents.

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

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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 reinsurance 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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Pall Aerospace announces FAA certification of the PB100F PUREair Dry Barrier Filter for the Airbus Helicopter AS350 Pall Corporation (NYSE:PLL) today announced the FAA certification of the PB100F PUREair Dry Barrier Filter as an FAA-PMA direct fit replacement for oil-wetted filters. This PUREair Dry Barrier Filter adds a third certified dry barrier filter to the PUREair portfolio of products available from Pall Aerospace and DART Aerospace. This certification is the second applicable to the AS350.

The PB100F PUREair Dry Barrier Filter is designed as a direct fit replacement for oil-wetted filters and has been specifically designed using advanced synthetic dry media technology that virtually eliminates the maintenance associated with conventional oil-wetted barrier filters. The Pall Aerospace PUREair Dry Barrier Filter is cleaned with water only and is ready for re-use within minutes.

“Pall and DART can now offer improved inlet protection for nearly every type of AS350 barrier filter installation covering both competitor’s oil-wetted filter installations,” said Gabriel Popa, Vice President of Sales for Europe, Middle East & Africa for Pall Aerospace. “This will allow operators to end their dependence on oil-based filtration, greatly helping them reduce direct maintenance costs.”

Pall PUREair Dry Barrier Filters also exhibit superior durability and resistance to corrosion that many oil-wetted filters are susceptible to. By using the inherent strength of the synthetic media to eliminate heavy wire mesh support structure from the filter, the PUREair Dry Barrier Filter will not experience corrosion that could compromise the safety and longevity of the filter.

The PB100F joins the PB100D for the AS350 and the PB110D

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FAA streamlines UAS COAs for Section 333 The Federal Aviation Administration has established an interim policy to speed up airspace authorizations for certain commercial unmanned aircraft (UAS) operators who obtain Section 333 exemptions. The new policy helps bridge the gap between the past process, which evaluated every UAS operation individually, and future operations after we publish a final version of the proposed small UAS rule.

Under the new policy, the FAA will grant a Certificate of Waiver or Authorization (COA) for flights at or below 200 feet to any UAS operator with a Section 333 exemption for aircraft that weigh less than 55 pounds, operate during daytime Visual Flight Rules (VFR) conditions, operate within visual line of sight (VLOS) of the pilots, and stay certain distances away from airports or heliports: • 5 nautical miles (NM) from an airport having an operational control tower; or • 3 NM from an airport with a published instrument flight procedure, but not an operational tower; or • 2 NM from an airport without a published instrument flight procedure or an operational tower; or • 2 NM from a heliport with a published instrument flight procedure

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Section 333 exemption holders will automatically receive a “blanket” 200 foot COA. For new exemption holders, the FAA will issue a COA at the time the exemption is approved. Anyone who wants to fly outside the blanket parameters must obtain a separate COA specific to the airspace required for that operation.

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The “blanket” 200-foot COA allows flights anywhere in the country except restricted airspace and other areas, such as major cities, where the FAA prohibits UAS operations. Previously, an operator had to apply for and receive a COA for a particular block of airspace, a process that can take 60 days. The agency expects the new policy will allow companies and individuals who want to use UAS within these limitations to start flying much more quickly than before.

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“In Your Defense”: A Defensive Strategy for Helicopter Pilots Much like defensive driving, defensive flying involves using specific strategies for keeping one step ahead of the curve when it comes to helicopter safety. As we drive to the airport in preparation for our upcoming flight, we are bombarded with opportunities to exercise our defensive driving skills to elude potential danger. Most of us have experienced situations involving drivers who exceed speed limits, text while driving, ignore traffic signals, and fail to pay attention — period. It’s a true jungle out there!

The principle behind using a defensive strategy when flying is to never assume other pilots, air traffic controllers, ground personnel, or even Mother Nature is looking out for your safety. Helicopter pilots often get trapped in difficult situations, because they lose situational awareness about their environment. Unfortunately, complacency and the loss of situational awareness can lead even the most experienced aviators down the wrong path.

plays a key role in determining overall success. Whether a particular mission involves training, a cross-country, or a practical test, the amount of preparation is usually reflected in the overall results. It’s always better to over prepare for a flight than to be caught offguard and surprised by the unexpected.

A great defensive technique to implement before any flight is to mentally rehearse the mission from start to finish. Think through the mission as planned, but develop contingency plans should the flight have to change because of weather, mechanical problems, or other unforeseen conditions. It’s much easier to execute a well-thought-out contingency plan than it is to make radical decisions during flight. Another advantage of a pre-constructed alternative flight plan is that it allows helicopter pilots to make small adjustments as opposed to reacting to circumstances that could have been mitigated from the very start. Pilots who approach flying using a defensive mentality often experience greater satisfaction in

Proper Pre-Flight Preparation When flying helicopters, mental preparation

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

cast your web knowing they have thought through various safety options beforehand and haven’t left much to chance. Contingency plans well thought out on the ground often yield positively when decisively executed in flight.

Checklists, Discipline, and SOPs Disciplined use of checklists, standard operating procedures (SOPs) and logical Aeronautical Decision Making (ADM) has a profound influence on helicopter safety. As required under Title 14 Code of Federal Regulations (14 CFR) section 91.103, pilots must be aware of all available information pertaining each and every flight. This level of awareness will increase safety and improve overall enjoyment of the flight.

type of operation being conducted. SOPs add structure and an enhanced level of safety by helping pilots implement best practices and techniques applicable to all situations.

Appropriate checklist usage is another resource pilots can use to deal with abnormal and emergency situations in the cockpit. Unfortunately, many pilots allow the habit of using a checklist to fade over time. Remember, appropriate checklist usage is required on all checkrides with the intentions of improving pilot performance and safety. Even for pilots flying the same helicopter over and over, disciplined checklist usage is a must, because complacency kills.

UP, UP and AWAY!!!!

Many pilots believe SOPs exist only for crew members flying large helicopters involved in Part 135 operations……………… WRONG! SOPs can help prevent unfortunate circumstances from occurring by preparing pilots to handle both normal and abnormal events in the most effective ways.

Part of our defensive flying strategy should emphasize the importance of maximizing altitude and distance from the ground and obstructions. Just because helicopters are capable of flying in close proximity to “things”, does not mean pilots should linger around “things” beyond a reasonable amount of time for completing the mission.

Helicopter pilots should be encouraged to develop and implement SOPs for all flight operations, regardless of the      

Human Factor studies reveal most pilots react slowly and incorrectly to abnormal and/or emergency situations. Research

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reveals that it can take as much as seven to eight seconds for pilots to properly respond to a startling/unexpected event in the cockpit. Simply put, performing “what if” scenarios during all phases of flight from start to finish can help train the mind to respond correctly in less time.

In regards to transition altitudes, many pilots believe helicopters will not fly above 500 feet AGL….WRONG!

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When transitioning from point A to point B, if conditions allow, why not transition at 1,000 or even 2,000 feet AGL? For those pilots who add additional safety margin to their final transition altitude will be afforded extra valuable seconds compared to pilots who do not. For instance, by increasing a transition altitude by 1,000 or 1,500 feet can give pilots another 30-45 seconds of added time to fly the helicopter, select a suitable landing area and touch down safely! As for routing, conservative flight planning can also pay huge dividends in terms of time and safety. Why fly over the forest, lake, or city when you can go around them at a minimal cost and inconvenience. It’s much better to plan and fly conservatively than to be caught in dangerous situations that may be fatal.

A Good Offense Is Still Your Best Defense Preparation is a key ingredient for successfully flying helicopters. Proper pre-flight planning and good mental preparation pays huge dividends for pilots who take into consideration the known and unknown. From beginning to end, safety starts before we get into the helicopter and ends only when we’ve secured it after landing.

Acknowledgement Thanks to Dr. Steve Sparks for authoring this Fact Sheet and the helicopter Rotor Rooter educational training series in sponsorship by the FAA Safety Team (FAASTeam).

This document is a peer reviewed publication by an expert panel of the IHST Implementation Team. More information about the IHST, its reports, its safety tools, and presentations can be obtained at its web site:

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ntsb reports NTSB Identification: WPR15LA096 Date: February 01, 2015 Location: Calexico, CA Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: 1 Uninjured.

On February 1, 2015, about 0030 Pacific standard time, a Robinson R44 sustained substantial damage following a partial loss of engine power and subsequent forced landing approximately 5 miles east of Calexico, California.

The certificated commercial pilot, the sole occupant of the helicopter, was not injured. The helicopter was operated as an agricultural aerial application flight under the provisions of 14 Code of Federal Aviation Regulations Part 137. Night visual meteorological conditions prevailed and no flight plan was filed. The local flight originated at Calexico International Airport, Calexico, California, about 0025.

In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge, the pilot reported that after reaching the field and during the first turn he experienced a loss of engine power. He further reported that his attempt to autorotate was unsuccessful because of his low altitude. The helicopter landed hard and rolled onto its right side, resulting in substantial damage to the forward fuselage and tailboom.

The wreckage was relocated to a secure facility for further examination.

NTSB Identification: CEN15WA162 Date: February 06, 2015 Location: Oresten, Sweden Aircraft: HUGHES 269A Injuries: 1 Uninjured.

NTSB Identification: WPR15WA124 Date: February 15, 2015 Location: Wabo, Papua New Guinea Aircraft: BELL 206 - L4 Injuries: 1 Uninjured.

The foreign authority was the source of this information.

The foreign authority was the source of this information.

On February 6, 2015, about 1420 hours universal coordinated time, a Hughes 269A helicopter was substantially damaged when the tail rotor contacted the ground while hovering at the Oresten Airport (ESGM), Oresten, Sweden. The pilot was not injured. The local flight departed from ESGM at an undetermined time.

On February 15, 2015, at 1020 local time, a Bell 206 L4, P2HFZ, experienced a loss of engine power while maneuvering with an external load and subsequently landed hard near Wabo, Papua New Guinea. The helicopter was under the pertinent civil regulations of the government of Papua New Guinea. The pilot, the sole occupant, received minor injuries and the helicopter was substantially damaged.

NTSB Identification: CEN15WA143 Date: February 12, 2015 Location: Bohusovice nad Ohri, FN Aircraft: JUDR ZDENEK PRAZDNY ROTORWAY Injuries: 1 Fatal.

The foreign authority was the source of this information.

NTSB Identification: ENG15RA011 Date: February 12, 2015 Location: Remote Location, South Africa Aircraft: BELL 206 - L4 Injuries: 1 Uninjured.

The foreign authority was the source of this information.

The accident investigation is under the jurisdiction and control of the Czech Republic. This report is for information purposes only and contains only information released by or obtained from the Czech Republic. Further information pertaining to this accident may be obtained from: Air Accidents Investigation Institute, Beranov√Ωch 130, 19900 Prague, Czech Republic.

On February 12, 2015, a Bell 206L-4 powered by a Rolls-Royce 250-C30P turboshaft engine experienced an uncontained engine failure followed by a successful force landing. This incident is being investigated by the South Africa Civil Aviation Authority (CAA) and the NTSB is participating as the United States Accredited Representative to the South

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For additional information, contact the South African CAA NTSB Identification: ERA15LA138 Date: February 15, 2015 Location: Sevierville, TN Aircraft: BELL HELICOPTER TEXTRON 206 L-1 Injuries: 5 Uninjured.

On February 15, 2015, about 1500 eastern standard time, a Bell 206 L-1 was substantially damaged following an uncontained engine failure and fire during takeoff from the Sixty Six Heliport (6TN3), Sevierville, Tennessee. The commercial pilot and four passengers were not injured.

Visual meteorological conditions prevailed and no flight plan was filed. The helicopter was was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, the helicopter was operating since about 0830, and the engine had been operating during the boarding of the four passengers. After the passengers were seated and seat belted he increased the engine power to 100 percent, pulled the collective and felt a “shutter” through the airframe. He immediately lowered the collective, verified the passengers were in their seat, did not observe any abnormalities, and again pulled up on the collective.

Immediately he felt a “shutter”through the airframe, lowered the collective, subsequently heard “a loud bang,” and the airframe “shook.”He attempted to “roll throttle;”however, he was unable to do so, and he subsequently turned off the fuel to shutdown the engine. Ground personnel helped evacuate the passengers and extinguish the fire.

According to photographs provided by a Federal Aviation Administration inspector that examined the helicopter, the upper deck and engine were substantially and thermally damaged. The main rotor blades exhibited dents, score marks, and punctures along the bottom of the blade span. Further examination revealed parts of the 3rd stage turbine blades and fuel nozzles had separated, penetrated the compressor blade case, and were located throughout the upper deck of the helicopter as well as in the rotor blades.

The engine was retained for further examination.

NTSB Identification: WPR15WA108 Date: February 19, 2015 Location: Queenstown, New Zealand, New Zealand Aircraft: ROBINSON R44 II Injuries: 2 Fatal.

The foreign authority was the source of this information.

On February 19, 2015, at 0244 universal coordinated time, a Robinson R44 II collided with terrain under unknown circumstances near Queenstown, New Zealand. The two occupants on board were fatally injured and the helicopter was substantially damaged. The training flight was being operated under the pertinent civil regulations of the government of New Zealand.

NTSB Identification: WPR15LA109 Date: February 19, 2015 Location: Shelton, WA Aircraft: BELL/GARLICK UH 1H, Injuries: 1 Uninjured.

On February 19, 2015, about 1330 Pacific standard time (PST), a Bell/Garlick UH 1H Helicopter made an emergency landing and rolled over following a loss of power while in a hover near Shelton, Washington. The helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 137. The commercial pilot was not injured; the helicopter sustained substantial damage to the rotor system and tailboom. Visual meteorological conditions prevailed, and no flight plan had been filed.

The operator reported that while the pilot was in a hover and beginning to lift a 3,000-pound agricultural application container, the helicopter lost driveline power. The pilot executed an autorotation to the ground, but the ground was uneven, resulting in the helicopter rolling over.

The helicopter was recovered from the accident site for further examination. Investigators examined and recovered the engine to transmission driveshaft adapter (Part Number 204-040-812-3), which was broken in multiple pieces. The driveshaft adapter is the component between the engine output and the driveshaft.

The driveshaft adapter was recovered and sent to the National Transportation Safety Board laboratory for further analysis.

NTSB Identification: CEN15LA156 Date: February 20, 2015 Location: Gulf of Mexico, GM Aircraft: AGUSTA AW119 MKII Injuries: 4 Uninjured.

On February 20, 2015, about 0750 central standard time, an AgustaWestland AW119 MK II helicopter experienced an abrupt, uncommanded left yaw during cruise flight over the Gulf of Mexico. The pilot and three passengers were not injured. The helicopter sustained substantial damage. The helicopter was under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand air taxi flight. Visual meteorological conditions prevailed for the flight which operated on a company visual flight rules flight plan. The flight departed the Houma-Terrebonne Airport (HUM), Houma, Louisiana.

After the uncommanded left yaw, the pilot returned to HUM and performed a run-on landing. A post-flight inspection of the helicopter revealed one of the tail rotor pitch change links was fractured. No additional damage to the helicopter was discovered. The pitch change link was retained for further examination.

NTSB Identification: WPR15LA116 Date: February 27, 2015 Location: Ivanhoe, CA Aircraft: BELL 47G 2A, Injuries: 1 Serious.

On February 27, 2015, at 1030 Pacific standard time, a Bell 47G 2A collided with a suspended power line 15 miles northeast of Ivanhoe, California. The helicopter was under the provision of 14 Code of Federal Aviation, Part 137. The commercial pilot was seriously injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.

A Federal Aviation Administration (FAA) inspector who spoke to the pilot, stated that the pilot knew about the power line and attempted to avoid it at the last second by flying under it. The wire caught the main rotor mast and the helicopter came to rest on its right side in an orange tree orchard. The pilot was able to self extract, and sustained numerous broken bones.

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heli-specs

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

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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

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Big names in multiple industries invest in video borescopes RF System Lab, a world-wide leader in remote visual inspection and manufacturer of the VJAdvance (VJ-ADV) video borescope, is proud to announce big names in multiple industries that recently invested in the VJ-ADV. New customers include companies from industries such as aviation, power generation, railway, and chemical manufacturing.

The first of RF System Lab’s newest customers comes from the aviation industry. Critical Care Medflight, a certified air ambulance service provider, was sold on the VJ-ADV after an unpleasant experience with a competitor’s scope. Critical Care Medflight required a repair on their previous borescope, but when they found out that the service would cost them almost as much money as the tool itself, they decided to purchase a VJ- ADV instead. Our low-cost of ownership is just one of the reasons that Critical Care Medflight invested in the articulating VJ-ADV. Another new VJ-Advance video borescope user is Sempra, a leader in power generation.

Sempra, named one of the “World’s Most Admired Companies” by Fortune for 2015, purchased two VJ-Advance articulating video borescopes for two very different applications.

The purchase included a 5m VJ-ADV, its long length made it perfect for piping inspections, and a 1.5m VJ-ADV, which will be used for inspecting cylinders on compressors. RF System Lab is grateful to be able to call this industry leader one of their new clients.

Representing the Railway industry is GBW Railcar Services. This joint-venture between Greenbrier and Watco created one of the largest independent railcar repair shop networks on the continent. RF System Lab is proud to know

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that they are utilizing the VJ-ADV for their rail needs; specifically for inspecting the integrity of welds in tank car jackets. Without a high-quality inspection tool, confirming weld integrity on tank cars would require a full-removal of the jacket, leading to much more work and additional expenses. Additionally, RF System Lab is looking forward to connecting with GBW Railcar services at Railway Interchange, taking place in Minneapolis, MN on October 4-6 of this year.

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RF System Lab is proud to have DOW Union Carbide as a continued VJ-ADV customer.

DOW had already purchased units for multiple locations, but the VJ-ADVs were used so frequently that they required additional units. DOW relies on the VJ-ADV to confidently complete quality inspections of their chemical manufacturing equipment.

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RF System Lab would like to thank these clients, as well as all other new clients not listed here.

If you would like to demo the VJ-Advance video borescope, you can sign up for a nocost, no-obligation demo program. For more information on RF System Lab, please visit their website or call 855-787-6966 to speak with one of their borescope experts about your specific internal inspection needs.

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