heliweb - December 2014

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december 2014

From one to 70 in 50 Years:

Papillon Grand Canyon Helicopters

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features RF System Lab acquires impressive new clients.................4 Unmanned team of K-MAX helicopter and Indago quad rotor demonstrate firefighting capability ..........................10 Savings in the VIP helicopter market: mission possible?.12 Russian Helicopters start delivering new batch of Mi-171Sh to Peru........................................................................22 Successful first flight of Airbus Helicopters’ EC645 T2.. 27

columns events.................................................................................................6 the anatomy of aviation insurance........................................14 training facts.................................................................................18 aeromedical advisory.................................................................20 NTSB reports.................................................................................24

EDITOR / PUBLISHER: Graham Lavender graham@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner michael@heliweb.com heliweb BRAZIL Gina Hickmann - Brazilian Representative gina@heliweb.com ADMINISTRATION: Casey Armstrong casey@heliweb.com PRODUCTION: Deborah Freeman info@heliweb.com CONTRIBUTING WRITERS: Ryan Mason— ryan@airborneproductions.net Kim Rosenlof — kim@aeroink.com 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).

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on the cover

cast your web • heliweb.com

december 2014

From one to 70 in 50 Years:.......................8 Papillon Grand Canyon Helicopters

From one to 70 in 50 Years:

Papillon Grand Canyon Helicopters

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RF System Lab acquires impressive new clients The maker of the revolutionary VJ-Advance articulating video borescope, RF System Lab, is proud to announce new borescope inspection camera customers. RF System Lab’s latest clients include companies in a wide variety of industries, including aerospace, casting, manufacturing, and aviation.

RF System Lab is proud to add the companies listed below, as well as many other impressive industry leaders, to its roster of satisfied customers in October.

One of RF System Lab’s customers, representing the manufacturing industry, is Bath Iron Works. Bath Iron Works is a full service shipyard specializing in the design, building and support of complex surface combatants for the U.S. Navy. They had been using a competitor’s scope, but after it recently broke and required over $10,000 in repair costs, they decided to purchase the affordable VJ- Advance video borescope for their weld integrity inspections. RF System Lab’s low repair costs and loaner program – they ship a borescope out

to you, free of charge, to use while your scope is being repaired – made the purchasing decision easy.

From the casting industry, Skilled Manufacturing is another company among RF System Lab’s newest customers. Skilled Manufacturing, a company that is founded on the principles of hard work and ingenuity, is dedicated to continuous process improvement. That is why when they needed a precise and highquality video borescope to check that their metal castings were free of burrs and had a smooth surface, they chose RF System Lab’s VJ-Advance video borescope. With high- resolution on-board camera and video functionality, the VJ-Advance was the ideal choice for Skilled Manufacturing’s toolkit.

Another new VJ-Advance customer is Provincial Aerospace, who uses the high-quality VJ-Advance video borescope for inspections of small turbine and turbo-prop engines. Provincial Aerospace is a global leader in Airborne Maritime Surveillance and a company that offers unparalleled experience and service to their clients, which is why they needed a video borescope that could ensure their reputation was upheld. The 3.9mm VJ-Advance is the perfect solution for turbine engine inspection needs.

RF System Lab is excited to have one of the premier aircraft repair and maintenance facilities in Southwest Florida, Switlik Aviation, as a new customer. Switlik Aviation’s owner, Ed Switlik, is one of the most experienced professionals in the aviation industry and RF System Lab is grateful that after extensive research, he selected the VJ-Advance video borescope for his aviation inspections.

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.

If you would like to demo the VJ-Advance video borescope, you can sign up for a no- cost, no-obligation demo program.

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!

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events

January 28-30, 2015 Int’l Military Helicopter 2015

July 15-18, 2015 ALEA Expo 2015

London, UK militaryhelicopterevent.com

Houston, TX alea.org

March 2-5, 2015 HAI Heli-Expo

July 20-26, 2015 EAA Airventure Oshkosh 2015

Orlando, FL heliexpo.rotor.org/

Oshkosh, WI 920-426-4800 airventure.org

March 29-31, 2015 2015 Army Aviation Mission Solution Summit Nashville, TN quad-a.org/2015summit/

March 23-25, 2015 CHC Safety & Quality Summit Vancouver, BC Canada chcsafetyqualitysummit.com April 28-30, 2015 Aerial Fire Fighting Europe 2015 Zadar, Croatia tangentlink.com

September 16-19, 2015 China Helicopter Exposition Tianjin, China helicopter-china-expo.com September 22-24, 2015 Sustainability 2015 Montreal, QB Canada vtol.org November 17-19, 2015 NBAA Las Vegas, NV NBAA.org May 19-21, 2016 HeliRussia 2016

May 5-7, 2014 Forum 71 - Transforming Vertical Flight Technology

helirussia.ru

Virginia Beach, VA vtol.org

July 18-24, 2016 Farnborough International

May 19-21, 2015 EBACE

UK, www.farnborough.com

Geneva, Switzerland, www.ebace.aero

July 25-31, 2016 EAA Airventure Oshkosh 2016

May 21-23, 2015 HeliRussia 2015

Oshkosh, WI 920-426-4800 airventure.org

helirussia.ru

July 20-23, 2016 ALEA Expo 2016 Savannah, GA alea.org

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November 1-3, 2016 NBAA Orlando, FL NBAA.org July 23-28, 2017 ALEA Expo 2017 Reno, NV alea.org October 10-12, 2017 NBAA Las Vegas, NV NBAA.org July 9-14, 2018 ALEA Expo 2018 Louisville, KY alea.org October 30-Nov. 1, 2018 NBAA Orlando, FL NBAA.org

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on the cover

From one to 70 in 50 Years: Papillon Grand Canyon Helicopters

by Kim Rosenlof In the mid 1960’s, construction company owner Elling Halvorson began using helicopters to help build a water pipeline in Arizona’s Grand Canyon.

After project workers and visitors began requesting use of the helicopters for sightseeing flights into the Canyon, Halvorson realized there could be demand for an aerial sightseeing business, and in 1965 Papillon Grand Canyon Helicopters was born.

Today, Papillon (officially Papillon Airways) has grown to become the largest aerial sightseeing company in the world offering 40 different types

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of tours ranging from aerial flights only to mixed transportation tours utilizing motorized vehicles, airplanes, helicopters, and even rafts. While some Papillon tours use the helicopter essentially as a transportation vehicle to get passengers to another phase of the tour, others highlight the helicopter’s special capabilities, such as landing in the bottom of the Grand Canyon for a champagne picnic or on the top of a butte. With a fleet of 70 aircraft—including approximately 50 helicopters—based at locations across Arizona and Nevada, Papillon provides tours to 600,000 passengers annually.

“On my last calculation, we did more than 360 takeoffs and landings a day across our locations. So in terms of passengers, we’re placing above some of the airlines at McCarran (International Airport in Las Vegas),” said Robert Graff, Papillon Executive VP of Marketing. “The biggest difference is that they’re doing it in Boeing 737’s and we’re doing it in six-passenger helicopters.”

Papillon operates from five bases: its headquarters at Boulder City, Nev.; Grand Canyon South Rim; Grand Canyon West, Ariz.; Las Vegas, Nev.; and Page, Ariz. Of the five bases, its original South

cast your web Rim station at Grand Canyon National Park Airport (KGCN) is still the busiest when considering sheer numbers of operations, although the Las Vegas/ Boulder City operation continues to grow. The South Rim fleet of Bell 206L LongRangers and Airbus EC130 EcoStars work hard to provide aerial sightseeing services to a percentage of the four million annual visitors to the Grand Canyon National Park (GCNP), typically flying short aerial tours of approximately 25-30 minutes in length over the Grand Canyon with little to no downtime between sorties.

“There’s amazing orchestration between the arrival of the aircraft, coordination by the [Papillon] control tower, and down to the ticket counter people to make sure the passengers are there in time, especially at Grand Canyon South Rim where those helicopters are constantly turning,” said Graff. “Unlike at Las Vegas and Boulder City where the helicopters shut down [between flights], at South Rim we’re bringing the passengers to the pilots who are already in the helicopters with the rotor blades turning.”

For example, Papillon offers tours from McCarran or Boulder City to the Hualapai Tribe-operated Grand Canyon West SkyWalk about 120 miles southeast of Las Vegas. The Tower Butte tour begins in Page, Ariz., and lands on a butte the size of a football field on the Navajo Nation for 360-degree views of Lake Powell and the surrounding area.

Working with Native American tribes to deliver tourists to sightseeing locations requires a balance between respecting the tribe’s heritage in protecting natural resources and helping the tribe develop tourism.

“The tribes we work do not rely on gaming revenue, so tourism is their mainstay component,” said Graff. “We bring in new visitors who otherwise would not have the opportunity to experience the land, while leaving the land essentially untouched…

Our challenge is: How do you bring in economic development, how do you educate future generations of the benefits of tourism, and how do you balance the protection of natural resources with the ability to provide new experiences?”

Another challenge is operating in the noise-sensitive national parks. Papillon works with the National Park Service (NPS) to maintain a balance between providing aerial views of the Grand Canyon and protecting the natural quiet of the park. To help reduce its noise imprint, Papillon has begun replacing its two-bladed LongRangers with quieter three-bladed EcoStars and has outfitted the LongRanger fleet still in operation with quieter Van Horn Aviation tail rotor blades.

“We want to ensure the Grand Canyon National Park is protected for future generations from both aerial sightseeing and ground perspectives,” said Graff.

“There have been a lot of discussions jointly the FAA and the NPS regarding quiet technology and I would say we are about 60% there with our investment in the aircraft.”

Papillon will be celebrating its 50th anniversary in 2015 with private and public special events. In Part 2 of this article to run in the January 2015 issue of heliweb, we’ll look at Papillon’s 50-year history.

By contrast, flights out of Las Vegas and Boulder City last up to 75 minutes, since the AS350s and EC130s based there are mainly used as transportation to the next phase of the air/ground experience. At these locations, the pilots pick up the passengers inside the terminals, walk them out to the aircraft and load them into the aircraft. The passengers and their belongings have already been physically weighed during check-in, and the seats assigned during the weight and balance calculations.

Some air/ground experiences travel to remote parts of the Grand Canyon that are otherwise difficult to reach.

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Unmanned team of K-MAX helicopter and Indago quad rotor demonstrate firefighting capability OWEGO, NY—A team of Lockheed Martin and Kaman unmanned aircraft successfully demonstrated its ability to aid in firefighting operations. During the demonstration, the Indago quad rotor effectively identified hot spots, and provided data to an operator who directed the unmanned K-MAX helicopter to autonomously extinguish the flames. In one hour, the unmanned K-MAX helicopter lifted and dropped more than 24,000 pounds of water onto the fire.

“The unmanned K-MAX and Indago aircraft can work to fight fires day and night, in all weather, reaching dangerous areas without risking a life,” said Dan Spoor, vice president of Aviation and Unmanned Systems at Lockheed Martin’s Mission Systems and Training business.

“This demonstration signifies the potential for adapting proven unmanned systems and their advanced sensors and mission suites to augment manned firefighting operations, more than doubling the amount of time on station,” said Kaman Chairman, President and Chief Executive Officer Neal Keating.

The industry leader in lift efficiency, unmanned K-MAX provided heavy lift services by autonomously dipping water from a pond and delivering it precisely to the fire location. Manufactured by Kaman and outfitted with an advanced mission suite by Lockheed Martin, unmanned K-MAX has a twin-rotor design that maximizes lift capability in the most challenging environments. The heavy lift capability delivers effective firefighting and resupply operations to firefighters on the ground. Using its electro-optic/infrared (EO/IR) camera, K-MAX can locate hot spots and designate the location to its operator for water drops at that location. K-MAX has proven the ability to autonomously conduct resupply operations with the capability to deliver to four different locations. Its flexible multihook carousel is suited for attachments such as water buckets, litters and medical supplies in a highly stable system, allowing it to accomplish a wide range of missions.

The Indago’s industry-leading flight time and EO/IR gimbaled imager provides high quality data and enhanced situational awareness for operators to make real-time decisions. Indago is capable of providing tactical situational awareness and geolocation to aid in a variety of missions, from firefighting to precision agriculture to search and rescue.

From the depths of the ocean to the rarified air of the stratosphere, Lockheed Martin’s unmanned systems help our military, civil and commercial customers accomplish their most difficult challenges.

Headquartered in Bethesda, Maryland, Lockheed Martin is a global security and aerospace company that employs about 113,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services.

Kaman Corporation, founded in 1945 by aviation pioneer Charles H. Kaman, and headquartered in Bloomfield, Connecticut conducts business in the aerospace and industrial distribution markets.

In addition to supporting its SH-2G Super Seasprite maritime helicopters and K-MAX medium-toa-heavy lift helicopters; the Company produces a number of aerospace products including widely used proprietary aircraft bearings.

Watch the video: Source: PRNewswire/Lockheed Martin

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Savings in the VIP helicopter market: mission possible?

The global helicopter market has been growing for quite a while now with the demand for VIP choppers further accelerated by the recovering business environment and the expanding circle of the rich worldwide. However, even the rich are cost-conscious thus forcing operators and MROs to seek cheaper solutions without compromising high service quality.

Air travelling in style has been on the rise since business people began relaxing after the global financial crisis started showing signs of retreat. The supplier of light helicopters Airbus Helicopter has noted that it is particularly reliant on the VIP market segment in Russia which accounted for 60% of all company sales last year.

Needless to say, the prices of new sky-limos are sky-scraping, and even billionaires are not always ready to splash out their hard-earned cash.

Luckily, according to MRO experts, now there’s a way to save money and still enjoy the benefits of luxury helicopter flights. This can be

done by converting certain models of choppers in the existing fleet. But can a converted machine match the capabilities of a brand new VIP unit?

Expanding businesses, newest developments in the emerging markets and other favorable trends are bringing the VIP helicopter market back on its track. VIP choppers are in demand amongst private entities, governmental institutions and operators across the globe. For instance, last year alone the Russian Ministry of Defence ordered 7 AW139s for the transportation of VIP persons.

The machines cost a whopping sum of RUB 630 million. At the same time, the Polish military welcomed the delivery of its first two W-3WA Sokol eight-seaters. In total, based on the contract signed back in 2011, the manufacturer of helicopters PZL-Świdnik has to produce 5 VIP class W-3WAs. Several years ago (in 2012), the Russian carrier Utair, currently in ownership of a 350 choppers’ fleet, acquired 15 EC-175 helicopters and is planning to purchase the same amount of machines in the near future. The company

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cast your web already carries its VIP passengers on seven Eurocopter AS 355Ns and four BO-105s. These light-type helicopters allow to transport an increasing number of VIP passengers, patrol oil and gas networks as well as perform medical emergency flights.

“The VIP helicopters segment has always had its place in the overall helicopter market. For instance, in Europe alone corporate, private and VIP choppers account for slightly over 55% of the helicopter market. With the constantly growing demand in the region, such helicopters spend around 1.7 million hours up in the sky annually (i.e. around 250 hours per single helicopter per year). However, Europe is not even the continent boasting the highest demand, as the same numbers in the US are two and a half times higher,” comments Anatolij Legenzov, the CEO of Helisota.

As mentioned before, the price of a brand new helicopter is really high, especially when it comes to VIP types. For example, a Robinson R22 will break your wallet by $250,000 whilst if you wish to acquire a brand new R44, be ready to part with around $410,000-520,000. Some clients go as far as ordering the Canadianmade Bell 407 – a machine priced at $2 mln. However, investing in a brand new helicopter is not the only way to enjoy VIP-style comfort. Some clients nowadays opt for the strategy of refurbishing second-hand choppers. For instance, back in 2008 the Government of India placed a large order for Mi-17V-5 helicopters. While it is still being processed, the representatives have already announced that 12 of the machines will be converted into VIP class units.

Of course, there is always an option to introduce additional features under specific client request, but these are usually minor.

Meanwhile, when converting an existing helicopter from scratch, a client may approach the selected MRO provider with way more specific instructions as concerns the final characteristics of the end product. This way the client can not only decide upon the desired equipment, but also calculate/plan the entire production budget,” shares Anatolij Legenzov, the CEO of Helisota.

Currently there are 8500 Russian-made choppers operated worldwide and the majority of them are, in fact, Mi helicopters.

According to the CEO, they are particularly suitable when it comes to VIP conversion. Due to a great availability of parts and components, their MRO support is cheaper whilst their salon can be relatively easily refurbished in accordance with the Italian-style design. Moreover, there is no shortage of pilots qualified to fly this type of helicopters. Upon installing modern avionics with air forecast radios, integrating top-of-the-range audio systems and introducing additional sound isolation, MRO specialists can ensure that the refurbished machine will be in no way inferior to a brand new VIP class helicopter.

“MRO specialists can offer a wide range of works granting viable cost-saving alternatives in the VIP helicopter market.

Safety, comfort and great technical characteristics are the key requirements listed by clients and these requirements can indeed be met by reputable MRO providers.

When purchasing new machines, clients are normally offered to choose from the already assembled units with a set of manufacturerdetermined characteristics.

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jim gardner

the anatomy of aviation insurance

Why we train As a professional pilot for over 30 years and retired US Airways pilot, I have a great deal of admiration for the professionalism demonstrated by the entire crew of US Airways Flight 1549. In the three minute flight following the bird strikes, subsequent wet ditching and rescue, the crew performed the duties for which they were trained but hoped they would never have to use. They were both lucky and unlucky. They were unlucky in that it happened to them instead of any other flight that departed La Guardia that day.

They were lucky in that they were departing a familiar airfield that had a wide, relatively calm river as an alternative landing site. However, the most important aspect of that day had little to do with luck. They were prepared prepared to properly evaluate their dilemma, make the necessary decisions, and confidently execute those decisions as a coordinated crew to save the lives of all 155 souls on board, including their own.

Risk Management is an Integral Part of Aviation There are three elements of risk management.

1. Eliminate Risk-don’t own it, don’t use it, don’t do it.

2. Retain Risk-if you are going to own it, use it, or do it, there is a certain element of risk involved that must be accepted.

Either accept the risk “as is” or temper that risk through good risk reduction practices or: 3. Transfer Risk-transferring the risk to someone else through contract or insurance.

The development and implementation of standard practices and training has historically been a proven formula for risk reduction.

Three Tiers of Training Mandates Training Mandated by Federal Aviation Regulations.

The FAA sets the minimum standards for training. To act as a private pilot only requires a

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 flight review every twenty-four months.

However, commercial pilot training requirements can be annual or even semi-annual, and can vary in complexity depending on the flight operation and approved operational specifications of the commercial operator.

Training Mandated by the Insuring Agreement Insurance underwriters are in the business of risk transfer-buying your risk in hopes of making a profit. But, they are also very interested in reducing their risk.

As an aviation insurance specialty broker, one of my most involved responsibilities is negotiating the pilot experience and training requirements for my general aviation clients. They all differ according to the aircraft, type operation, experience and loss history of the flight crew and operator.

For the underwriters, it is a matter of reducing the risk as much as possible.

Their comfort level is subjective and varies from one underwriter to another.

In the current “soft market”, many underwriters have felt it a competitive necessity to loosen mandated experience levels and training requirements in order to preserve premium levels and retain business.

As the market hardens training and operational excellence will become an increasing focus as underwriters attempt to stem losses rather than return to profitability through rate increases alone.

From the clients’ view, it is a balancing act of meeting training needs and standards at a reasonable overall cost.

For the most part, the operator who is dedicated to operational excellence gets the best rates, but the reduction in

insurance premiums does not cover the cost of additional training.

Training Mandated by Professional Standards Many companies and individual operators choose to train to higher standards than mandated either by the FARs or their insuring agreements. They have the need to fly, but the downside of an accident is simply unacceptable.

They implement additional safety and training programs driven by a desire to reduce risk to an acceptable level.

The military and NASA have always led the way in innovative training. After all, they have been on the leading edge of aviation technology, pushing the limits of human capability in a very “challenging and dynamic” environment.

These lessons and methods migrated to civilian aviation. The use of standard

Jim Gardner The EXPERIENCE to negotiate the best terms and rates possible.

Phone: 678-383-6092 Cell: 678-983-4482 jim.gardner@jagardner.com www.jagardner.com

The KNOWLEDGE to provide the best aviation insurance and risk management services available.

The COMMITMENT to personal service that you deserve.

“I work for YOU, earning your trust everyday.”

The right aviation insurance broker can make all the difference in the world!

december 2014

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practices, simulator training, and Crew Resource Management (CRM) has made the airlines and corporate aviation one of the safest modes of travel in the world.

Even then, it has been the dedication of the individual airman to learn, apply, and teach others what they have learned, which has made the difference. Fortunately, aviation has always been blessed with dedicated professionals.

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The Consummate Professionals Captain Sullenberger’s dedication to aviation started early. He was a private pilot in high school. He graduated from the Air Force Academy, and for five years, flew as an F-4 Phantom pilot, flight leader, and training officer, including participating as Blue Force Mission Commander in Red Flag Exercises, the Air Force’s equivalent of the Navy’s Top Gun School. He holds an ATP in both single and multi-engine aircraft as well as a fixed wing and glider CFI rating. He has been a turbojet flight engineer and a certified ground instructor. He has also worked as an accident investigation member for the National Transportation Safety Board, a NASA Aviation Research Consultant, and has trained hundreds of US Airways crew members in CRM.

“The Miracle on the Hudson” In public statements and interviews, Captain Sullenberger has been quick to give full credit to his entire crew. He knew his crew was equally experienced. The first officer, at 48, was the youngest of the crew, and had amassed over 15,000 hours of flight time. The flight attendants all had 25 plus years experience each. Those few minutes-from bird impact, to wet ditching, to rescue-may have been the most dynamic in their professional lives. They didn’t have time to create a plan.

Their training took over. They did it instinctively. They were confident that they knew what to do, and it showed. The passengers followed the crew’s direction and helped save their own lives and the lives of their fellow passengers. Without that preparedness by all the crew members, this accident could have easily gone in a different direction. For the insurance company, the cost could have easily risen from tens of millions to hundreds of millions of dollars.

Regardless of whether we fly fixed or rotor wing, we all have one thing in common-we never want to be confronted with a situation we are not prepared to handle. Sometimes that requires us to exercise our superior judgment to avoid the situation, requiring our superior airmanship. Sometimes, like the crew on Flight 1549, we are unlucky. Either way, the cheapest insurance we can buy is our knowledge and training.

If in doubt, ask the US Airways management, their insurance providers, and the 155 people on board US Airways Flight 1549 whether they thought the crew training was worth the time, effort, and expense.

In other words, we train to save time, money, assets, and more importantly, lives.

cast your web

december 2014

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International Helicopter Safety Team

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training facts

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“Are you current and proficient?”

Why is recurrent training both important and necessary?

As pilots in training, we are provided the opportunity to learn new things. We build knowledge and experiences to help us operate more efficiently and safely. As time progresses, we forget some of the things we previously learned and our skill in performing certain maneuvers can often diminish. Unfortunately, this is a human factor that can negatively influence all of us pilots.

Maybe we changed pilot positions and now fly a different make and model of aircraft? Perhaps we’ve been assigned to serve as a company instructor or check airman and are now expected to train and evaluate other pilots?

The lack of timely recurrent training diminishes our ability to perform adequately in response to normal and emergency situations. Adequate and timely recurrent training improves pilot proficiency, increases situational awareness and increases passenger and crewmember safety.

That Unexpected Noise….

Let us look at pilot actions when something unfamiliar happens like an unexpected noise. …………Boom! You heard it!

The decision making timeline begins, and the first thing you experience is Fear. That is momentary as you are Confused, while trying to figure out what just happened. You think you have it figured out and so you now move into the Verification process. After verifying the status of the situation, you as the PIC decide on an appropriate Response. So the decision making timeline might look something like this: F--C--------V----Response What recurrent training does for us is shorten the decision making timeline between the state of Fear, Confusion, Verification and an appropriate Response. With recently trained pilots, the decision making timeline looks like this: F--C-V--Response We can see the need for recurrent training by understanding the shortening of a pilot’s correct response time when it comes to dealing with the unexpected.

How to Stay Current Recurrent training can be expensive and very time consuming. Let us look at some inexpensive, but effective ways to remain current.

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 Flight Simulators or FTDs are one of the best tools for recurrent training and can be very cost effective. You can even train on emergencies in a FTD that you would never do in an aircraft.

Pilots can use an actual helicopter in the hangar for helping remain proficient.

By getting some cockpit time with a POH available, a pilot can complete a familiarization of instrument locations, switch locations and positions, etc. From the POH, an emergency procedures review can be simulated and completed hands-on in a safe environment.

What if all the above was completed with another pilot or flight instructor that is current in the aircraft? This would be even better.

If no helicopter is available for hangar flying, perform a review of the POH and/   

or Flight Manuals. Go through all sections and review all aircraft limitations and emergency procedures in detail. Look over the weight and balance section and work a few scenarios involving various loading configurations.

Quarterly seasonal weather patterns and changes should be reviewed and considered as well. A pilot can recognize the importance of staying current, getting recurrent training and note the various ways available to accomplish these goals.

Never underestimate the power of sitting down with a group of your pilot friends and having a round table discussion.

The group can openly discuss various operating scenarios and/or review recent helicopter accidents for determining causal factors. Of course a Flight Review (FAR 61.56), which includes the minimum one hour of ground training and minimum one hour of flight training, can be accomplished with a flight instructor.

Summary In conclusion, decide on some positive actions to shorten the timeline from initial perception to making the appropriate response by maintaining currency and proficiency. It’s just one more way that you can enhance safety.

References More information and additional Fact Sheets can be found at www.IHST.org.

There are also many training courses that are available online from aviation educational providers such as IHST, FAA “Wings” programs, HAI & AOPA.   

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James Williams

aeromedical advisory

The most wonderful time of the year (or maybe not) As the days get shorter and the holiday season approaches, not every person is filled with joy.

The holiday season can be one of the most stressful times of the year for many people, and that, in turn, can lead to the abuse of drugs and alcohol.

As the Federal Air Surgeon, one of my lesser known responsibilities is running the FAA’s drug testing program for FAA employees and industry aviation professionals. Since Congress mandated drug and alcohol testing of many aviation professionals in 14 Code of Federal Regulations (14 CFR) part 121 and 135 operators, roughly 2,000 individuals per year have failed a DOT drug test. That number has been stubbornly stable through the years. While we don’t have the statutory authority to randomly test GA pilots, forensic toxicology tests after accidents show a similar use pattern. As pilots are a microcosm of society, this is not entirely surprising.

What the Data Says Recently, our Civil Aerospace Medical Institute (CAMI) conducted a review of all fatal GA accidents between 2000 and 2013. Of the total 3,756 fatal accidents during the period, CAMI found that 976, or nearly 26 percent of the total, were positive for disqualifying medications, drugs of abuse, alcohol, or some combination of the above. While I discussed some of the disqualifying medications in a previous column, in this issue I’d like to focus on the other categories. Drug abuse was detected in 202 accidents and alcohol was present in 115 accidents. There is some overlap, as some people tested positive for multiple substances. CAMI also provided data to the National Transportation Safety Board (NTSB) for a longer term study that focused on over-the-counter (OTC), prescription, and illicit drugs for the period between 1990 and 2012. This study found that of the 6,677 pilots who died in aircraft accidents during the study

James Fraser received a B.A., M.D., and M.P.H. from the University of Oklahoma. He completed a thirty year Navy career and retired as a Captain (O6) in January 2004. He is certified in the specialties of Preventive Medicine (Aerospace Medicine) and Family Practice. He is a Fellow of the Aerospace Medical Association and the American Academy of Family Practice.

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cast your web period, the percentage of pilots testing positive for potentially impairing drugs more than doubled — from 11 percent to 23 percent.

What Can We Do? The first step is to give potentially impairing substances plenty of time to clear your system before you consider flying. In the case of alcohol, that means that you should stop drinking sometime between 12 and 24 hours before your flight. While the regulation may only require eight hours, that might not be enough time for it to completely clear your system. Remember that being “hungover” can still be impaired.

In terms of drugs, there’s no concern that a poppy seed bagel or sesame seed roll will get you flagged in a drug test. The test thresholds are specifically designed to avoid such false positives.

Remember that drugs can often impair your higher order thinking while leaving you feeling as if you’re fine. This is especially dangerous, because you don’t necessarily perceive how impaired you actually are.

Just because you have or have had a prescription for a drug doesn’t mean it’s okay to use that medication before or during a flight. If you have questions, please contact your AME. If you find yourself feeling that you need drugs or alcohol to complete a flight or get through a stressful situation, you might need help.

What if I Need Help?

Our culture of self-reliance in aviation can sometimes be an impediment to healthy flying. If you feel like you need help, please talk to your doctor or another health care professional. If you’re having trouble finding help, please visit the Substance Abuse and Mental Health Services Administration or call 1-800-662-HELP (4357). Asking for help when you need it is an important part of safe flying. Just like we train our airline pilots in crew resource management to use all available resources, we should do the same in dealing with our health. The life you end up saving might not just be your own, but those of your family members as well.

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Russian Helicopters start delivering new batch of Mi-171Sh to Peru Russian Helicopters (part of State Corporation Rostec) has delivered the first batch of four Mi-171Sh military transport helicopters, made by Ulan-Ude Aviation Plant, to the Ministry of Defence of Peru. The Mi-171Sh are being delivered to Peru a month ahead of schedule. The customer also received aviation equipment required for its operation in addition to the helicopters.

The helicopters were supplied under a contract concluded with Rosoboronexport, Russian Helicopters’ partner in the export of military products. This contract was the largest to be concluded in the recent history of military and technical cooperation with Peru and was one of the largest in the global market for military transport helicopters.

Under the contract concluded in December 2013, 24 helicopters will be supplied to Peru: eight in 2014, with the rest to follow in 2015. A maintenance centre for Russian Helicopters will also be established in Peru, which will make it possible to keep the country’s helicopter fleet in a constant state of operational readiness, and to use them effectively in counter-narcotics and counter-terrorism operations.

The Mi-171Sh helicopters and aviation equipment were delivered to Peru by an An-124 ‘Ruslan’ transport plane, and were handed over to the Armed Forces’ Army Aviation brigade. On 9 December they are due to take part in celebrations to mark Army Day in Peru. It is anticipated that by then, all four helicopters will have undergone final acceptance testing, on the basis of which the Ministry of

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ntsb reports NTSB Identification: *CEN15LA002* Date: October 02, 2014 Location: Woodsboro, TX Aircraft: BELL 206B, registration: N49746 Injuries: 3 Serious.

A Bell 206B helicopter made a hard forced landing near Woodsboro, Texas, following a loss of engine power. The airline transport rated pilot and two passengers received serious injuries. The helicopter sustained substantial damage during a subsequent roll over. Day visual flight rules conditions prevailed for the flight, which did not operate on a flight plan. The flight originated from the Alfred C ‘Bubba’Thomas Airport (T69), near Sinton, Texas, about 1200. A copy of a fuel receipt indicated the helicopter was serviced on October 2, 2014, with 60.1 gallons of Jet A fuel at T69.

According to an initial interview with the accident pilot, he indicated that he was flying the helicopter between 75 and 100 feet above ground level. The purpose of the flight was a laser examination of and over a pipeline. He recalled getting a low rotor RPM horn. He said that there were wires to his right side and building structures on his left. The helicopter yawed and he applied a pressure to a pedal. The helicopter yawed about a half circle prior to him setting it down in the closest clearing. The helicopter subsequently rolled on its right side. The pilot indicated that he did not have an intended destination and was flying where the observer advised him to fly.

NTSB Identification: *CEN15FA003* Date: October 04, 2014 Location: Wichita Falls, TX Aircraft: BELL HELICOPTER TEXTRON 206L 1 Injuries: 3 Fatal,1 Serious.

A Bell 206L1+, was destroyed by post-impact fire after it impacted terrain while on approach to the Hospital helipad, in Wichita Falls, Texas. The commercial pilot was seriously injured and the patient, flight nurse, and paramedic sustained fatal injuries. A company visual flight rules flight plan was filed for the patient transfer flight that departed Jackson County Hospital, near Waurika, Oklahoma, about 0133. Visual meteorological conditions prevailed for the air medical flight conducted under the provisions of 14 Code of Federal Regulations Part 135.

According to the pilot, he stated that he and his Duncan,

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Oklahoma, based medical crew had just returned from a flight to Oklahoma City, Oklahoma, when he received a call from company dispatch to pick-up a patient in Waurika and transport him to Hospital in Wichita Falls. The pilot accepted the flight, but told dispatch that they needed 15 minutes on the ground to prepare for the flight since they had just landed.

The pilot said that he, along with the paramedic and flight nurse, re-boarded the helicopter, performed the necessary checklists, called dispatch and filed a flight plan. The flight to Waurika was uneventful. After landing, the pilot stayed in the helicopter for about 20 minutes with the engine running while the patient was prepped and loaded. The pilot and medical crew then departed for Wichita Falls.

The weather was clear and the wind was three knots or less. Upon arriving in Wichita Falls, the pilot said he performed a “high recon” of Hospital’s helipad and called out his intentions to land. He performed the pre-landing checklists, and started the approach to the helipad from the northwest at an altitude of 700 feet above ground level (agl). Both of the hospital’s lighted windsocks were “limp” but were positioned so they were pointing toward the northwest. The pilot, who had landed at this helipad on numerous occasions, said the approach was normal until he got closer to the helipad. He said he felt fast “about 12-15 knots” and a “little high,” so he decided to abort the approach. At this point, with about ¼ to ½ -inch of left anti-torque pedal applied, he added power, “tipped the nose over to get airspeed,” and “pulled collective.”The pilot said that as soon as he brought the collective up, the helicopter entered a rapid right turn. He described the turn as “violent” and that it was the fastest he had ever “spun” in a helicopter. The pilot told the crew to hold on and that he was “going to try and fly out of it.”The pilot said he tried hard to get control of the helicopter by applying cyclic and initially “some” left anti-torque pedal “but nothing happened.”The pilot said he added more, but not full left anti-torque pedal as the helicopter continued to spin and he was still unable to regain control. He also said the engine had plenty of power and was operating fine. The pilot recalled the helicopter spinning at least five times before impacting the ground. The pilot said the helicopter landed inverted and quickly filled up with smoke. He unbuckled his seatbelt assembly, took off his helmet, punched out the windshield and exited the burning helicopter.

The pilot also said that he did not hear any unusual noises prior to the “tail coming out from underneath them” and did not recall hearing any warning horns or seeing any warning/caution lights. When asked what he thought caused the helicopter to spin to the right so quickly, he replied, “I don’t know.”

A portion of the accident flight and impact were captured on one of the hospital’s surveillance cameras. A preliminary review of the surveillance tape revealed the helicopter approached the helipad from the north with the spotlight turned on (The pilot did state in his interview that he was using the spotlight during the approach). The helicopter then climbed and went out of frame before it reappeared in a descending right hand turn before it impacted the ground. The time of impact was recorded at 0154:56.

About 6 seconds later, a large explosion occurred where the helicopter impacted the ground.

An on-scene examination of the helicopter was conducted on October 4-5, 2014, under the supervision of the National Transportation Safety Board Investigator-in-Charge (NTSB IIC). The helicopter collided with power lines and came to rest inverted between two trees that lined a public sidewalk about one block northeast of the helipad. All major components of the helicopter were located at the main impact site. A post-impact fire consumed the main fuselage and portion of the tail boom. The tail rotor assembly and vertical fin exhibited minor fire and impact damage.

NTSB Identification: *WPR15WA019* Date: October 07, 2014 Location: Mount Arthur, New Zealand, New Zealand Aircraft: ROBINSON R44 II Injuries: 1 Fatal.

A Robinson R44 collided with terrain near Mount Arthur, New Zealand. The pilot was fatally injured and the helicopter was destroyed by impact forces and postcrash fire. The flight originated from Karamea and was destined for Nelson.

The investigation is under the jurisdiction of the Government of New Zealand. This report is for information purposes only and contains only information released by the Government of New Zealand. Further information pertaining to this accident may be obtained from:

cast your web

Deputy Chief Investigator of Accidents Transport Accident Investigation Commission P.O. Box 10-323 Wellington 6143 New Zealand NTSB Identification: *ERA15FA025B* Date: October 23, 2014 Location: Frederick, MD Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: 3 Fatal,1 Minor,1 Uninjured.

A Cirrus SR22 airplane and a Robinson R44 II helicopter, N7518Q collided in midair approximately 1 mile southwest of the Frederick Municipal Airport (FDK), Frederick, Maryland. The helicopter departed controlled flight after the collision, descended vertically, and was destroyed by impact forces at ground contact. The airplane also departed controlled flight, the ballistic parachute system was deployed, and the airplane landed nose-down in a thicket of low trees and brush. The flight instructor, commercial pilot receiving instruction, and a passenger in the helicopter were fatally injured. The private pilot on board the airplane was not injured, and his passenger sustained a minor injury.

Preliminary radar and voice communication information from the Federal Aviation Administration (FAA) revealed that the accident airplane first contacted the FDK local controller at 1534:10 approximately 10 miles west of the field at an altitude of 3,000 feet. The local controller acknowledged the pilot’s transmission and instructed him to report three miles west of the airport for a left downwind to runway 30. The pilot acknowledged and read back the controller’s instructions.

he was three miles from the airport on a 45-degree entry for the downwind for landing on runway 30.

flight experience, of which 116 hours were in the accident helicopter make and model.

At 1537:22, the local controller instructed the airplane to report midfield left downwind for runway 30 and said, “I have three helicopters below ya in the uh traffic pattern”.

At 1537:30, the pilot of the airplane acknowledged the request to report midfield downwind and stated he had two of the helicopters in sight. Immediately after that transmission, at 1537:34, the local controller said, “Alright uh two echo sierra, I have ya in sight runway three zero, maintain your altitude to…until turning base, cleared to land.”

The pilot receiving instruction held commercial pilot and flight instructor certificates with ratings for airplane single engine land, multiengine land, rotorcraft-helicopter and instrument helicopter.

At 1537:49, the pilot of another helicopter in the traffic pattern reported that an airplane and helicopter were both “down.”

Witnesses on the ground observed the aircraft converge at the same altitude. One witness said the helicopter appeared to be in a stationary hover as the airplane approached it and the two subsequently collided. She said neither aircraft changed altitude as they approached each other.

A flight instructor for the operator in another company helicopter followed the accident helicopter in the traffic pattern for landing abeam runway 30. He said his helicopter had just completed the turn onto the crosswind leg of the traffic pattern, when the accident helicopter came into his view. At the same time, the airplane appeared in his field of view as it “flew through the rotor system” of the helicopter.

The pilot of the accident airplane was not immediately available for interview.

At the time the accident airplane contacted the local controller, traffic handled by the tower included two helicopters in the traffic pattern, one airplane conducting practice instrument approaches to runway 23, another airplane inbound from the southeast, and also a business jet with its IFR clearance on request.

The airplane pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane.

His most recent FAA second-class medical certificate was issued April 31, 2014. He reported 1,080 total hours of flight experience, of which 1,000 hours were in the accident airplane make and model.

At 1535:02, the controller cleared the accident helicopter for take-off from taxiway alpha, issued the current winds, and the call was acknowledged.

The flight instructor held commercial pilot and flight instructor certificates with ratings for rotorcraft-helicopter and instrument helicopter. His most recent FAA secondclass medical certificate was issued April 31, 2014.

Examination of his logbook revealed 832 total hours of

At 1536:49, the pilot of the accident airplane reported that

FDK was located at an elevation of 306 feet and the air traffic control tower was operating at the time of the accident. The published traffic pattern altitude for singleengine and light-twin airplanes was 1,300 feet mean sea level (msl), and 1,800 feet msl for heavy multiengine and jet airplanes. The traffic pattern was a standard left-hand pattern, and there was no published traffic pattern or altitude for helicopters.

The helicopter wreckage and its associated debris came to rest in a self-storage complex between two buildings, with parts and debris scattered in and around the complex. All major components were accounted for at the scene. The main wreckage came to rest largely upright, and included the cockpit, cabin area, fuselage, tailboom, engine, transmission, and main and tail rotors.

All components were significantly damaged and deformed by impact forces. The “blue” main rotor blade was fractured near its root, and the outboard 11 feet of main rotor spar was located 50 feet from the main wreckage with no honeycomb or blade skin afterbody material attached.

Control continuity could not be established due to numerous fractures in the system, but all fractures exhibited features consistent with overload.

The airplane came to rest nose down, in a dense thicket of brush and low trees, wedged between tree trunks, and held in that position. All major components were accounted for at the scene, except for the right wing flap, aileron, and right landing gear wheel and tire assembly, which were located between the helicopter and airplane sites. Examination of the airplane revealed that the trailing edge of the right wing was impact-damaged. The flap and aileron hinges were significantly damaged and twisted, and the surrounding sheet metal displayed “saw-tooth” fractures, consistent with overload.

december 2014

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• • • • • • • • • • •

External: 2,646 lb/1,200 kg, Vne: 140 kn/ 259 km/h Max Cruise: 133 kn/ 246 km/h Max Rate of Climb: 1,940 fpm 6.5 mps HIGE: 12,200 ft/3,718 m HOGE: 10,400 ft/3,170 m Service Ceiling: 17,600 ft/5,364 m S/E Service Ceiling n/a Std Fuel: 127.8 gal/484 L Max Fuel: 146.8 gal/556 L IFR Crew: n/a VFR Crew: 1 Passengers 6

Robinson R-66 • Engine(s): 1× Rolls-Royce RR300 turboshaft, 225 HP • Dimensions: Length: 459 in (11.66m), Height: 137

• Engines: Rolls Royce 250-C47B HP (Takeoff) 813 SHP/606 kw • Dimensions: Main Rotor 35 ft/10.7 m, Tail Rotor 5.4 ft/1.7 m • Height: 10.2 ft/3.1 m • Length: 41.4 ft/12.6 m • Width: 8.1 ft/2.5 m • Empty Weight: 2,681 lb/1,216 kg • Max Gross Weight Std: 5,000 lb/2,268 kg • Max Gross Weight Alt: 5,250 lb/2,381 kg • Useful Load Std: 2,319 lb/1,052 kg • Useful Load Alt: 2,569 lb/1,165 kg

• • • • • •

in (3.48m), Rotor diameter: 396 in (10.06m) Gross Weight: 2,700 lbs Empty Weight (incl oil & avionics): 1,280 lbs Loaded weight: 2,700 lbs (1224.7kg) Max Fuel: (73.6 gal) - 493 lbs Cruise Speed: approx 120 kts Max Range (no reserve): approx 325 nm / 375 statute miles

• Hover Ceiling: IGE - over 10,000 ft, OGE - over 10,000 ft • Rate of Climb: over 1,000 fpm • Service ceiling: 14,000 ft • VFR: Crew: 1, Capacity: 5

Sikorsky Aircraft Corporation S-92 • Total production (all variants) 60 • First flight December 23, 1998 • Engine(s) GE CT7-8 A HP (takeoff) 2,520

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shp/1,879 kw • Dimensions main rotor 56.33 ft/17.17 m Tail rotor 11.0 ft/3.35 m • Height 17.95 ft/5.47 m Length 68.50 ft/20.88 m Width 17.26 ft/5.26 m (includes horizontal stabilizer) • Empty weight *16,752 lbs/7,597 kg Gross weight 26,500 lbs/12,018 kg • Useful load *9,748 lbs/4,421 kg External max.

8,000 lbs/3,628 kg • Vne 165 kts Max cruise 151 kts /280 kph • Max rate of climb 1,600 fpm @ max GW

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cast your web

Successful first flight of Airbus Helicopters’ EC645 T2 Airbus Helicopters’ newest lightweight military multi-role helicopter, the EC645 T2 (LUH SOF), has successfully completed its first flight. In the presence of representatives of the German Armed Forces (Bundeswehr), which has ordered the first of this new helicopter type, the EC645 T2 demonstrated its capacities at the company’s Donauwörth location in Bavaria.

“This first flight is a milestone in the EC645 T2 program and we’re thrilled to be able to celebrate this event with our customer,” said Ralf Barnscheidt, Head of the German Military Support Center. “We’re right on schedule to deliver the first EC645 T2 helicopters in the coming year. This is also a product of the close-knit collaboration between the Airbus Helicopters and Bundeswehr project teams.”

The EC645 T2 is the military version of the civil EC145 T2 that entered into service this past summer. With a maximum takeoff weight of 3.7 tons, the EC645 T2 can be used for a wide range of military operations including transportation, reconnaissance, search and rescue, fire support, and evacuations of wounded personnel. The Bundeswehr has ordered 15 of these helicopters for the German Air Force. The EC645 T2 represents a significant addition to the German Air Force’s capabilities and offers a host of features that make it particularly well suited to missions carried out by the Special Forces Command (KSK).

Building on the robustness, low operating costs and the especially high operational availability of the EC145 family, the new EC645 T2 is equipped with the Helionix®

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digital avionics suite, including the 4-axis autopilot developed by Airbus Helicopters.

This aircraft has been optimized for day and night missions as well as for those carried out in treacherous weather conditions. Its mission equipment range also includes a fast roping system for troops, cargo hooks, hoists, various weapons and electro-optical sensors. Ballistic protective equipment and an electronic countermeasures system that detects threats help protect the helicopter and crew. Powered by two Turbomeca Arriel 2E engines, the EC645 T2 is equipped with full authority digital engine control (FADEC).

What’s more, noise emissions significantly below international limits make the EC645 T2 the quietest helicopter in its class.

The military version of the EC145 has proven its worth to customers around the world. For instance, the US Armed Forces operates more than 300 of this helicopter type, which Airbus Helicopters delivered on time and on budget. These aircraft achieve an operational availability of over 90 percent on average. The Royal Thai Armed Forces recently also ordered five EC645 T2 helicopters.

Falcon Insurance

19

Floats & Fuel Cells

28

Gov’t Sales

4

Heli-Tech 10 HeliBlade 21 HW Farren

13

Isolair 4 James Gardner Ins.

15

Machida Borescope

23

Mauna Loa Helicopters 22 Preferred Airparts

16

TracMap 11 Tradewind Int’l

21

Universal Turbine Parts 19 Van Horn Aviation

12

To view images and videos of the first flight, visit events.airbushelicopters.com

december 2014

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