Heliweb Magazine - December 2016

DECEMBER 2016 VOL 35

FLYING TUNA NAILING THE L ANDING, NOT THE DECK

A I R B U S H135

20 YEARS OF MAKING A DIFFERENCE DISPELLING AVIATION INSURANCE MYTHS

PILOT HOUR MINIMUMS

UNDERSTANDING AIRWORTHINESS: PART III

SQUADRON 849: SEA KING Mk7 THE LAST BASTION OF AN OLD WARRIOR

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INSIDE

THE DECEMBER ISSUE DISPELLING HELICOPTER INSURANCE MYTHS PILOT HOUR MINIMUMS

By Matt Drummelsmith

AIRBUS HELICOPTERS H135 20 YEARS OF MAKING A DIFFERENCE

By Ryan Mason

44

COVER STORY:

FLYING TUNA

NAILING THE LANDING, NOT THE DECK

By Michael Rocks MacQueen

36 54

UNDERSTANDING AIRWORTHINESS PART 3 OF 3 DO YOU REALLY UNDERSTAND EVERYTHING YOU NEED TO KNOW?

By Matt Johnson

SQUADRON 849

THE LAST BASTION OF THE SEA KING

By Dan “Foggy” Foster

COLUMNS & FEATURES

50 60

Helipix From the Desk of The Toolbox

Whirly Girls Straight & Level Helinews

Heliart Rotorheads Behind the Lens

6 16 18 20 22 24 60 68 76

PUBLISHER EDITOR Ryan Mason ryan@heliweb.com

DEPUTY EDITOR Ali Mason ali@heliweb.com

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CONTRIBUTING PHOTOGRAPHERS: TIm Pruitt

Colt Roy

Seth Lasko

Jason Jorgensen

Dan Foster

Jeroen Vanveenendaal

Ralf Block

Roelof Jan Gort

Scott Dworkin

Ed Simmons

COPY EDITOR: Duncan Brown duncan@heliweb.com

CONTRIBUTING WRITERS: Ben Fouts

Jessica Kanellos

Brian Parsons

Lauren Brown

Jason Jorgensen

Matt Johnson

Dan Foster

Michael Rocks-Macqueen

Scott Dworkin

Tim Pruitt

DIRECTOR OF SALES Ross Ansell ross@heliweb.com

Want your images in the magazine? Tag us on social media or email your shots to info@heliweb.com:

HELICOPTER ART Marc Veenendaal marc@mpvdesign.com.au

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December Issue Cover:

Michael Rocks MacQueen flying an MD500C in the South Pacific from a Tuna boat.

Photo by Darvin “Pato� Edgardo Menez DeLa Cruz

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

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W W W . A V P R O J E T S . C O MDecember 2016 | 5

#helipix A Hillsborough County Sheriffs Office AS350B2 conducts winch training in Tampa, Florida. Photographer: Brian Parsons

Virginia Beach Police Bell 407 on the ramp after a training flight. Photographer: Scott “Smoke� Moak | heliweb 666| heliweb magazine heliwebmagazine magazine

An AB 412EP of the Corpo Nazionale Vigili del Fuoco, Italy on a scene call . Photographer: Sergio Collodoro

An RLC Helicopters Bell 206-L4 on an oil rig awaiting passengers in the Gulf of Mexico Photographer: Zack Sida

December December2016 2016| | |7 7 December 2016

Two Airbus Helicopters MH-65 Dolphins prepare to depart from Coast Guard Station Borinquen, Puerto Rico. Photographer: Matt Udkow

8 | heliweb magazine

#helipix

December 2016 | 9

An Albanian Air Force BO-105 prepares to take off during mission trainng. Photographer: Andos DeAngelis

The BHI2 “C-Hawk over Pensacola, Florida enroute to Heli Expo. Photographer: Antonio Gemma Moore |heliweb 10 1010|| heliweb magazine heliwebmagazine magazine

HH-60 from the 160RQW New York ANG during the Southern Strike excercise in Mississippi . Photographer: Nick Buttgereit

December2016 2016| |1111 December

#helipix | heliwebmagazine magazine 1212| heliweb

A Siller Helicopters S-64 SkyCrane places air conditioning units via long line in California. Photographer: Michael Piper

December | 13 December2016 2016| 13

14 | heliweb magazine

www.maunaloahelicopters.com | 808-334-0234

December 2016 | 15

C O L U M N | PUBLISHER

From the Desk Of...

The Blue Falcon One thing I have learned in my years in law enforcement and within the helicopter industry is that there are several types of personalities.

It takes a real talent to be able to negotiate the complex personalities that exist in any environment.

Something that you learn over time through experience. Identifying the “Blue Falcon” is not a science, it is a personality trait some people have (although most call it a flaw.)

You can identify this personality type if you pay close attention to how people act in certain environments. In large groups, one on one interactions and how they act when praise is due to someone other than themselves. Be it a fellow pilot, competing for business or subordinate employee.

Let’s face it, if you have worked for any business in your life, you have had a boss and coworkers.

We all know what a great boss or colleague is. The kind of person you look forward to seeing.

On the flip side of the coin, we also know the damage a toxic boss or coworker can cause.

This industry is no different.

The helicopter industry has an added layer, however. The fierce competition between pilots who compete for jobs and meeting hour requirements towards that all important next step up (we also talk about insurance and pilot hour minimums in this issue.)

There are a couple of different types of personalities that you see often, and as you mature in the workplace, you learn to spot those you want to give a wide berth and those you want to stick by. The positive personality types that make your life less complicated.

The “Blue Falcon” is a term 16 | heliweb magazine

often used in law enforcement that defines a person that you are just a means of them getting what they need. The type of person willing to stand on the shoulders of others to get where they want to be, take credit for others success as their own and make every effort possible to be “Johnny on the spot” the moment management was around.

These personality types may seem to succeed outwardly, but ultimately their character flaws eventually put them on the outside of success due to their harmful methods and manipulative behavior until discovered. When left unchecked by oblivious management, the Blue Falcon has already alienated real achievers and the brightest minds to the point that they have already gone to seek other employment just to get away from the toxic “Blue Falcon.”

I have seen it time and time again in policing, and in the helicopter industry. A Blue Falcon can cost you a lot more than people. It can cost you brand reputation when those bright minds that have been forced out speak about their experience, which by default, although attributed to one bad apple, then becomes the public reputation of that business being less than desirable to work for.

“I KNOW A GUY” The best part of our industry is the “six degrees of separation” factor - which is more likely two degrees in most cases.

What I mean by this, is that when you do good things, are known as a competent pilot and fun to be around, word gets around. With one or two phone calls, most people can

form a general opinion of you based on trusted friends and business connections opinions if they don’t know you in person. Right or wrong, this is how many companies work.

Referrals are often how people get hired. As a business owner and a pilot, if you look hard enough, you can surround yourself with some amazing and talented people that know just about everyone in the industry, and are only too happy to connect the dots for you when needed based on mutual respect personalities.

These are the “give you the shirt off their back to help” type of people that thankfully outnumber the “Blue Falcon” types ten to one in our industry.

Now that you know what a Blue Falcon is, and you have heard about the power of positive influence and personalities, which one are you? And which would you rather work for or with? I know what my answer is.

The sad reality is that there is no way to avoid Blue Falcons, you will always have to deal with sharks if you swim in the ocean. In this business or any other. It’s how you manage them and prevent yourself from being dragged down to their level that will be noticed by those around you. People value positivity as much as they do professionalism. Stay the course, learn how to work around the Blue Falcons, and above all…surround yourself with “people who can” more on that in next month’s column.

Ryan Mason Publisher & Editor

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

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December 2016 | 17

C O L U M N |MAINTENANCE

T h e To o l b o x

Vibrati on An al y si s Whether it is an engine vibration, the main rotor vertical, or tail rotor buzz, I think we can all agree that any excessive vibration in the helicopter translates to excessive wear and tear on the dynamic systems within the aircraft.

node is the point of the highest frequency. I once had a helicopter customer that owned an airplane, and he would complain to me about how many times he had changed out the anti-collision light bulb on top of his vertical stabilizer.

Technological advances in how we address these issues have come a long way since the days of the flag tracker and “let’s see how that feels now.” Vibration analysis equipment such as Chadwick-Helmuth, have been around for years.

I suggested he have his propeller back plate balanced, and of course, he asked what does my propeller have to do with the vertical stabilizer?

I learned on the 177M-6A with its phasor ring of lights and the 135M-11 Strobex. Having to plot the balance weight locations on a paper chart was the cutting edge back then and the thickness of your pencil lead was the difference between smooth and sweet smooth. Spectrum analysis required a completely different set of equipment.

Nowadays it’s a computer that tells us how much weight to add or remove and where to put it. Or which blade to adjust up or down and sweep. With the flip of a switch or the push of a button, one can complete a spectrum analysis at the location of the installed accelerometers to determine the vibration levels through the entire operating frequencies from zero to 100% rpm.

Much of the guesswork has been removed; I should say much of the “art” work has been removed, and individuals are allowed to rely solely on the computer to determine if the adjustment you just made was the correct move.

The key is to make sure that the information you input is accurate because the computer only knows what it is told.

Vibrations travel in waves through a structure; these waves have peaks called nodes, where the 18 | heliweb magazine

I told him to picture a sign-wave traveling from his propeller to the vertical stabilizer with the node peaking at his anti-collision light.

Long story short, we balanced the propeller back plate and his anticollision light issue disappeared.

Tail rotor drive shaft couplings that require balancing possess the same characteristics as well as many other rotating components.

We know that vibrational forces or displacement of the mass of an object are equal to that mass multiplied by is acceleration as explained by Newtons 2nd Law of Motion (F=ma) where the frequency or rate at which the vibration occurs is measured in millimeters or inches per second.

As the object accelerates, the vibration level will increase as a sum product of the mass. Even to the point of frequency resonance, where if no corrective action is taken; the vibration level will resonate with the natural frequency of the rotating component.

Which causes the vibration levels to increase to the point of a catastrophic failure of the part, followed by the helicopter. Although resonance is typically associated with three bladed rotor systems.

Manufacturers have built in different safety measures to counteract resonating frequencies. These countermeasures range from landing gear springs and shocks to counterweights located within the airframe at various locations where the node peaks.

This “detunes” the structure, changing the normal operational frequency to a frequency that is far from the resonating frequency.

Worn parts such as bearings, gears, linkages and mounts all fit into the mix when it comes to determining where a rogue vibe may be coming from, and it could be something as simple as cleaning the dirt from a tail rotor blade.

Performing a detailed inspection of each dynamic component and determining its condition is paramount when it comes to successfully troubleshooting vibrations.

Even with today’s modern day computers used for vibration analysis, we still need to apply some old school knowledge regarding conditional inspections before diagnosing any excessive vibration.

Ensuring the safe and continued operation of your machine, and the longevity of its dynamic components.

Like the maintenance column?

Have an issue you would like to see covered in a future column? Send me a note to Brian@heliweb.com

Brian Parsons is the Director of Maintenance for the Hillsborough County Sheriff ’s Office (FL) Aviation Section, where he also serves as a ReserveDeputy. Brian is a US Marine Corps veteran,and holds a commercial helicopter pilot certificate. Parsons’maintenance experience includes factory training on Bell, Airbus, and MD Helicopters, in addition to several engine types.

December 2016 | 19

C O L U M N | WOMEN IN AVIATION

Whirly Girls

2017 Awards Banquet

This year, the Whirly-Girls Scholarship Fund, Inc. has, thanks to generous donations, swelled to a grand total of $125,000 in scholarship funds available to support advanced training for women in helicopter aviation.

Scholarships will be announced at our Annual Awards Banquet in Dallas, TX, just ahead of Heli-Expo 2017. This years banquet will be followed by a BRAND NEW event, The “Skies NOT the Limit Casino Party.”

begin the evening of casino entertainment.

The entertainment event will start at 8 pm, or immediately following the banquet, located at the Magnolia Hotel at 1401 Congress Street in Dallas, TX. Come place your bets on the craps table or try your luck at blackjack.

We hope that if you are reading this, you’ll make plans to come by newest “game” in town. Mark your calendar and make your reservations for Sunday, March 5, 2017. It’s

The Awards Banquet begins at 6 pm, with a plated dinner followed by the awards ceremony, where our scholarship winners will be announced . Banquet ticket cost is $75.00 and includes $20 in funny money to

just one day prior to the Heli-Expo 2017 kick off and it will be the event to attend .

Together with our friends from Eastern Region Helicopter Council, who generously sponsored the event for us this year.

Visit the website to learn more: www. whirlygirls.org. Reservations are not required but are preferred. Please Contact Colleen Chen, VP of Operations, at operations@ whirlygirls.org for additional information

Jessica Kannelos is a certified helicopter flight instructor and the Vice President of Whirly Girls International, a 501(c) organization with the purpose of providing scholarships, mentoring and other programs to aid women in the helicopter aviation field. Jessica also heads up the organization of the Give it a Whirl event each year.

A Whirly-Girls International event committed to educating and introducing kids to helicopter aviation.

Sunday, March 5, 2017 from 10am - 2pm Dallas Executive Airport Be a part of this amazing event. Contact Jessica Kanellos at wg1771@gmail.com or 724-255-3688 to learn how.

Give It A Whirl is a subsidiary of Whirly-Girls International 20 | heliweb magazine

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C O L U M N | FLIGHT TRAINING

Straight & Level

Steep Approaches Learning to fly a helicopter has its challenges, and all of us can remember the struggle to master the basic flight maneuvers as a student. Learning to hover is one of the most difficult and often takes 10 flight hours or more for a student to truly master the controls and maintain a stable hovering flight condition.

My challenges were many during my initial training and one maneuver I remember specifically struggling to learn, was the steep approach. How hard could it be, right? Maintain an angle of approach approximately 15 degrees or by gun-sighting through the top of the instrument console.

Manage the rate of closure with the cyclic, then transition to a hover as you approach the spot you picked out. It seemed so simple in my head- yet I found myself continually missing the place I wanted to set the helicopter down.

I was always concerned with getting into settling with power on an approach and this caused me to misunderstand how to fly the approach. I thought I had to keep thirty knots and watch my descent rate carefully.

I had it so ingrained in my head from the Robinson Safety Video that there was a potential to get into a settling with power situation when my airspeed was below knots indicated airspeed, and my descent rate exceeded three hundred feet per minute.

The video goes in-depth about the dangers of settling with power and that it was important to avoid the conditions that are conducive to it.

This focus on instrumentation causes problems. Once a student turns final, the focus should not be on internal 22 | heliweb magazine

instrumentation, but external reference points. You don’t drive your car towards a stop sign by watching your speedometer and ignoring the world around you. The same lesson applies to flying the helicopter.

The whole point of the pre-landing checks is to confirm not only that you have oil pressure, proper temperatures, and fuel, but to verify that the wind conditions and landing spot you have picked out are appropriate for an approach.

You will not get into settling with power if you are making an approach with a headwind component. The thirty knot and three hundred feet per minute guidelines given by the Robinson Helicopter Company in its video are instructions that will cause your student to focus inside the cockpit, not keep their head outside looking for those subtle cues that things may not be optimal for landing and you may need an alternative plan.

If you are a flight instructor, teach your students to learn by visual cues. Don’t entirely disregard what you have seen and heard and certainly don’t ignore your instruments, that is not what I am saying.

The rate of closure of the helicopter and its approach angle are natural elements that a student can understand and develop quickly into an understanding of if one plus one exists, then the answer is two.

Allowing for a smooth and safe approach profile and equips your students with the ability to know

that they need to keep their head outside the cockpit on approach while still scanning their instruments.

Had I been given these instructions and understood this initially, I think the steep approach would have been a much simpler maneuver to perform.

The concentration of a student on an instrument panel which is giving you information on what you just did (delayed response) rather than what you should be doing, causes a pilot to follow the aircraft rather than lead the helicopter in its approach.

This method of instruction is standard for all visual maneuvers taught. What does a student learn from chasing needles of an instrument? It typically causes overcorrection and pendular movements, with the student forever chasing the aircraft and being reactive versus proactive.

The aircraft is an extension of you just like when you are driving your car. You know not to make abrupt inputs on the steering wheel and that stomping your foot on the brakes causes a reduction in tire and brake pad life. You learned this through visual cues and absorbing all the information around you and understanding what each control movement does.

The helicopter is certainly more challenging than learning to drive a car, but the lessons are the same.

Teaching your student to depend on external references and making inputs that lead the helicopter to its point of intended landing rather than following numbers on an instrument will undoubtedly improve their performance and safe operation of the aircraft.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an FAA Designated Pilot Examiner — a position he’s held for fifteen years, since he was just twenty-four years old — he is the owner of Mauna Loa Helicopters, operating three bases in Hawaii and one in Alabama.

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C O L U M N | SAFETY

United States Helicopter Safety Team

The C o ld W i n d Bl ow s As winter arrives, safety experts from the United States Helicopter Safety Team (www.USHST.org) aim to put a “freeze” on fatal helicopter accidents.

The USHST continues its focus on a vision of zero accidents, and so far over the past couple of years, total accidents have decreased significantly. Overall accident rates also are trending down and creating much-needed traction heading into the winter season.

As a result, the USHST wants to ensure that the helicopter industry doesn’t “slip” in the wrong direction and reverse these positive trends.

To “break the ice,” the USHST offers several tips to mitigate certain risks associated with winter flying. As temperatures fall, crews should remember that safety does not end just because temperatures are heading south. Everyone plays an important role as we crank up the thermostat on safety.

DRESS FOR SUCCESS Personal comfort is a major factor when it comes to safety. When was the last time you “rushed” through a winter activity seeking shelter as quickly as possible to warm your hands and feet?

Or maybe you scraped the frost from your car windows, realized you missed a passenger window and decided that it was too cold to go back outside to finish the job right. Does this sound familiar?

Urgency is a powerful force influencing human behavior. This powerful force can tempt even the most professional of flight crews into taking shortcuts.

It’s amazing what humans will assume from a safety standpoint when their bodies are uncomfortably cold. Assumptions 24 | heliweb magazine

can be dangerous, so make sure “urgency” doesn’t turn into an “emergency” for you this winter flying season.

We can all do a better job preparing our bodies to handle the cold by paying attention to what we wear.

Ironically, even “summertime” batting gloves can offer great thermal protection while providing finger flexibility for completing hands-on tasks around helicopters.

Remember, cold soaked parts on the helicopter will cause shivering discomfort to uncovered hands and fingers.

No one is suggesting you dress up like the “Michelin Man” for your next flight. However, comfort and functionality trump fashion.

Insulating the body from harsh temperatures can help maintain focus and fend off distractions caused by “Old Man Winter.”

PREFLIGHT AND ICE Helicopters left in freezing temperatures can cause major transformations in your equipment causing unintended consequences.

Never assume anything when you mix freezing temperatures with your helicopter’s metal, rubber tubing, fluids, and control surfaces.

As always, make sure ice, snow, and frost are completely removed from your helicopter before engine start.

WHITE OUT LEADS TO WIPE OUT Pilot induced white-outs are dangerous situations. These

conditions can develop any time helicopters are taking off or landing in snow-covered areas.

The rotor downwash picks up snow particles and re-circulates them through the rotor systems like a large mixing bowl.

And you must be aware; this can happen even on bright, sunny, and clear days. The situation creates a feeling like you are flying inside a snow globe. Visibility goes to zero sending shivers up your spine.

To help prevent self-induced helicopter white-outs, pilots should minimize time spent hovering over unpacked snowy areas. If landing on unprepared landing zones (LZs), be ready to abort anytime conditions become suspect.

No one is forcing you to land in milk jug-like conditions. If this occurs, abort the mission and land somewhere else. It’s ok to get cold feet in these dangerous situations close to the ground.

“SHIVER” ME TIMBERS Adequate preparation for fending off the cold is crucial and shortcutting safety for gains in personal comfort will certainly chill your day.

Remember, the most important safety device in a helicopter is YOU. Like Santa, check your list twice this winter season. Don’t get cold feet on this one.

One final piece of advice, make sure you scrape ALL your windows off for your drive home tonight.

Dr. Steve Sparks is an Aviation Safety Inspector with the General Aviation and Commercial Division (AFS-820) specializing in Human Factors and helicopter operations. He is a certified flight instructor and is the Coordinator for the US Helicopter Safety Team (USHST).

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December 2016 | 25

H E L I N E W S | INDUSTRY HEADLINES

SIKORSKY RETAINS PRESIDENTIAL HELICOPTER MAINTENANCE IN CONNECTICUT AFTER DOD REVERSAL ON MOVING TO JACKSONVILLE

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SIKORSKY w i l l t a ke t h e c o n t r a c t i n t o maintenance of the replacement t o t h e V H - 3 D. S i ko r s k y a l s o w o n the heavily contested contract f o r t h e n ex t p r e s i d e n t i a l h e l i c o p t e r, b a s e d o n t h e m o s t popular helicopter in the oil and g a s m a r ke t , S i ko r s k y ’s S - 9 2 .

The $1.4 Billion contract for the replacement to the VH-3D i s ex p e c t e d t o e n t e r s e r v i c e i n 2 0 2 0.

A f t e r t h e Au g u s t 2 0 1 6 announcement from the DOD of S i ko r s k y n o l o n g e r m a i n t a i n i n g t h e c o n t r a c t , U. S . S e n a t o r Richard Blumenthal (D-Conn.) b e c a m e a n o u t s p o ke n c r i t i c o f t h e d e c i s i o n t h a t S i ko r s k y s a i d would jeopardize eighty five j o b s a t S i ko r s k y ’s St r a t f o r d , C T p l a n t t h a t w o r ke d s p e c i f i c a l l y on the VH-3D maintenance program.

Blumenthal, a member of the powerful Senate Armed Services Committee was joined by fellow Connecticut Democratic Senator Chris Murphy and Democratic C o n g r e s s r e p r e s e n t a t i v e s Ro s a D e La u r o a n d C h r i s H i m e s i n writing a letter to Secretary o f t h e N a v y Ra y M a b u s , ex p r e s s i n g t h e i r d i s s a p o i n t m e n t i n t h e N a v y ’s p l a n s t o m o v e the Presidential helicopter maintenance out of their home state, urging him to ask the Navy to reconsider its plan and consider the economic impact such a decision would have on their state.

Senator Murphy released a statement after the announcement that read: “ To d a y i s a g r e a t d a y f o r C o n n e c t i c u t ’s w o r ke r s . I strongly fought the Department o f D e f e n s e ’s p l a n t o m o v e t h i s critical work on Marine One out of Connecticut, and I am ex t r e m e l y p l e a s e d t h a t t h e u n i t e d e f f o r t o f S i ko r s k y, i t s w o r ke r s , a n d o u r C o n n e c t i c u t delegation prevailed” said M u r p h y.

PA

negotiations with Sikorsky, due to the Navy not being originally satisfied with the quoted price on maintenance services for the Presidential fleet of VH-3D’s as Burdick confirmed that the proposal to move the work to Jacksonville, Florida had been developed as a “parallel plan” that would be used if no agreement with Sikorsky could be reached.

referred

“The Department of Defense has come to rely o n S i ko r s k y ’s unparalleled reliability and performance, and I’m thrilled that the men and women a t S i ko r s k y w i l l c o n t i n u e t o ke e p our President s a f e .”

Navy Public Affairs O f f i c e r Ke l l y Burdick said the company and the Navy reached an agreement on Oct. 28 that would ke e p t h e w o r k i n Connecticut.

Although t h e Au g u s t announcement from the DOD seems to have been designed to continue further

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December 2016 | 27

HELINEWS | OEM BRIEF

CAA COLUMBIA ISSUES TYPE CERTIFICATE FOR S-76C, S-76D, AND S-92A On November 29th, 2016, Colombia’s Civil Aviation Authority Unidad Administrativa Especial de Aeronáutica Civil (UAEAC) has approved the Offshore and Utility Type Certificate for Sikorsky’s S-76C™ series (C, C+, C++), S-76D™ and S-92A® helicopters. The certificate enables Colombia’s commercial aviation operators to add the multi-role helicopters for transportation of workers or cargo to offshore oil and gas rigs, as well as regional airline passenger service, and VIP transportation.

UAEAC signed the certificate Nov. 9, capping an intensive flight test program to introduce the commercial aircraft manufactured

by Sikorsky, a Lockheed Martin Company (NYSE: LMT), to Colombia.

28 | heliweb magazine

“The approval by UAEAC authorizing transportation companies across Colombia to operate the S-76D and S-76C medium helicopters and heavy lift S-92 in Colombia is an exciting development,” said Dana Fiatarone, vice president, Sikorsky Commercial Systems & Services. “These multi-role aircraft will provide profitable, high reliability flight operations to local operators.”

with infrastructure development and oil exploration as priorities, it is a natural progression to have Sikorsky commercial products introduced to the country.”

“Colombians know the robustness, reliability and industry leading safety record of Sikorsky products thanks to the history of Black Hawks in Colombia, where more than 100 have operated for over 20 years,” said Adam Schierholz, Sikorsky Regional Executive for Latin America. “As Colombia moves to a peacetime footing,

Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979. More than four million of the fleet’s nearly seven million total flight hours have been flown in support of offshore oil transportation, and the aircraft boasts low operating costs and an accident rate that is half that of the industry’s average.

In Colombia, Sikorsky maintains training and support facilities in Melgar that employ more than 40 Colombian national employees.

These facilities operate as Sikorsky’s regional hub for support in Latin America.

SIKORSKY

SIKORSKY ESTABLISHES SCHOLARSHIP THROUGH MEDEVAC INTERNATIONAL ASSOCIATION

On December 14th at the AMTC conference in Charlotte, North Carolina, Sikorsky presented a $5,000 donation for the first annual Dr. Suzanne Wedel Scholarship award by the MedEvac International Foundation.

“Dr. Wedel was a recognized expert and true leader, pioneering flight solutions for the air medical community for nearly 30 years with patient care, always her priority,” said Jeanette Eaton, Sikorsky sales executive for North America & Canada. “This STEM (Science, Technology, Engineering & Math) scholarship will allow the foundation

to give back to the community in the name and legacy of Dr. Wedel to support the advancement of air medical transportation through professional education and research.”

“Suzanne was a beloved friend, skilled physician, and tremendous leader who will be missed by many,” added Eaton.

“Her legacy, vision and commitment will have an ever-lasting effect on this world.”

On March 30, 2016, Dr. Suzanne Wedel, CEO of Boston MedFlight, passed away following a long battle with cancer. The late Dr. Wedel was a pioneer in the

industry, accredited with expanding the scope of air medical transportation as Chief Executive Officer for Boston MedFlight for nearly three decades.

She also founded the North East Air Alliance, which fosters coordinated efforts among the region’s air ambulance organizations. Recently, the Helicopter Association International awarded Boston MedFlight with The Salute to Excellence Award to champion a solution using a Sikorsky S-76® helicopter for the Point-In-Space (PINs) GPS approach to enhance safety and improve the lives in the Boston community.

December 2016 | 29

HELINEWS | OEM BRIEF

REGA ORDERS SIX NEW H145s FROM AIRBUS FOR LOW L AND RESCUE OPERATIONS Swiss Air-Rescue company Rega announced on December 9th that they had signed a contract to purchase six new H145 rescue helicopters from Airbus Helicopters. The new helicopters will replace the current EC 145 lowland fleet with an expected delivery in 2018.

“With this decision in favour of the H145, we are continuing to renew the Rega fleet with the next generation of aircraft,” said Rega CEO, Ernst Kohler. The reliability of Airbus Helicopters aircraft is a decisive factor. For this reason, the current EC 145s in our fleet, which were first purchased in 2003, have more than proven themselves in practice and will be replaced by the more powerful successor model in the early summer of 2018. The new rescue helicopters will reduce the volume of maintenance work and maintain the already excellent levels of availability.”

With its decision to purchase the H145, Rega continues with its two-type fleet strategy: the mountain bases will continue to employ the Da Vinci rescue

30 | heliweb magazine

helicopters from Italian manufacturer Leonardo Helicopters (formerly AgustaWestland), while the helicopters from Airbus will be stationed at the company’s lowland bases.

The H145 purchase will allow Rega to replace its current fleet of EC 145 helicopters that are used in lowland bases in Zurich, Basel, Berne and Lausanne. The H145 offering Rega more power than their existing fleet of 145s.

Each will be equipped with a four-axis autopilot, and feature updated avionics and navigation technology.

The H145 cabin will allow for special

intensive care patient transports and enable use of a heart-lung machine onboard or the use of a mobile incubator for neonatal care. Rega will invest roughly 52 million CHF (51.133 million USD) for the six helicopters, which includes medical interior fit out of the helicopters.

This sum has already been earmarked in Rega’s long-term financial planning, which, due to the organization’s healthy financial position, means the acquisition of the new helicopters can be funded without any use of outside capital.

SI N G A P O RE M I NI S T R Y O F D E F E NS E O RDE RS H 2 2 5 M HE L I C O P T E R S Helicopter” said Guillaume Faury, CEO of Airbus Helicopters.

Airbus Helicopters has signed a contract with the Singapore Ministry of Defence for the acquisition of H225M Medium Lift Helicopters.

“We are greatly honored that Singapore has selected the H225M as its next-generation Medium Lift

“The Super Puma has served Singapore well for the last 30 years.

The addition of the H225M to the RSAF fleet will bring a step change in capabilities thanks to a proven, versatile and extremely modern platform, that is able to cope with the most challenging missions”, he added.

Singapore’s fleet of H225M will be used for a wide spectrum of operations

including Search and Rescue (SAR), Aeromedical Evacuation (AME), and Humanitarian Assistance and Disaster Relief (HADR) operations. A proven platform with exceptional payload, a world-class automatic flight control system and long endurance, the H225M has demonstrated its versatility and performance even in the harshest operational environments.

The H225M is the latest evolution of the successful Super Puma/ Cougar family of military helicopters, with more than 500 units delivered worldwide.

Singapore is the latest nation to order the H225M, after France, Brazil, Mexico, Malaysia, Indonesia, Thailand, and Kuwait.

CHINA RECEIVES 100th EUCUREUIL HELICOPTER CMIG Leasing received a new H125 helicopter from the Airbus Helicopters factory in Marignane, France December 9th, making it the 100th Ecureuil family helicopter to operate in China.

This helicopter will be operated by the Shanghai Skyway General Aviation Company (Skyway GAC), one of the pioneers in China general aviation, with a fleet of seven H125. Skyway GAC will deploy this new helicopter for power line surveillance, geographic surveys and aerial videography missions in the country.

“We have been utilizing Airbus

Helicopters’ aircraft for many years, and we are confident that we can immediately benefit from the Ecureuil helicopter family for its outstanding performance, reliability, safety, and multimission capabilities, coupled with CMIG Leasing’s strong financial solution”, said Wang Bei, Chairman of Skyway GAC.

Helicopters, and a solid leasing portfolio from CMIG, that enhances value for our customers”, said Wang Rong, CMIG Leasing Chairman.

CMIG signed an agreement with Airbus Helicopters in 2015, to acquire 100 H125 and H130 Ecureuil aircraft over five years, with first deliveries starting in 2016.

“CMIG Leasing is committed to providing robust helicopters leasing solutions to meet the dynamic general aviation market growth in China. Partnering Airbus Helicopters, today’s delivery testifies to the marriage of an advanced and innovative product range from Airbus

December 2016 | 31

HELINEWS | OEM BRIEF

ORNGE SIGNS NEW MAINTENANCE DEAL ON FLEET OF AW139s WITH LEONARDO Leonardo-Finmeccanica announced on December 14th from its headquarters in Rome that it has signed a contract with Canadian emergency medical services (EMS) operator Ornge for an additional six years of logistics support and component repair and overhaul services for its AgustaWestland AW139 helicopter fleet through its performance-based Full Component Plan.

The contract, part of Leonardo’s Service Excellence new support offering, solidifies the support partnership between the company and Ornge, following operational success in 2015 where the air medical transport provider flew in excess of 6,000 flight hours in 24/7

operations across seven rotary-wing bases and reached a 95 percent dispatch availability rate.

Landing Light, SATCOM Latitude Telephone, V/UHF Radio and a new intercom system in the cabin.

The Full Component Plan is in place to further support critical care transportation across Ontario by improving spares planning and forecasting and implementing guaranteed logistics performance.

The demanding timeline highlights the ability of the Philadelphia’s completion center to quickly meet new customer requirements. The aircraft now features a full medical interior and has been deployed to a base in Moosonee, Ontario, Canada.

An 11th AW139 helicopter was recently added to Ornge’s fleet, following the full reconfiguration of an existing utility aircraft to air ambulance role.

The aircraft was modified in less than three months at the company’s Philadelphia facility by adding a range of mission equipment including Wire Strike Protection System, Second

LIFELINK III SIGNS FOR TWO NEW LEONARDO AW119Kx AT AMTC Leonardo-Finmeccanica announced December 14th, 2016 at the Air Medical Transport Conference in Charlotte, North Carolina, that Life Link III of the upper- midwest United States has purchased an additional two AgustaWestland AW119Kx EMSequipped helicopters as they expand their operations to establish a new base located in Brainerd, Minnesota.

The two AW119Kx helicopters, featuring advanced glass cockpit and night vision goggle (NVG) capabilities, will be added to an

32 | heliweb magazine

existing fleet of seven AW119Kx aircraft delivering in-flight critical care and transporting patients in Minnesota and Wisconsin. The AW119Kx has met high standards of operational requirements and availability since the first aircraft was delivered to Life Link III in early 2014.

Life Link III operates six helicopter bases that include Alexandria, Blaine, Cloquet, Hibbing, and Willmar, Minnesota, and Rice Lake, Wisconsin.

Life Link III is a non-profit consortium and is the air medical transport program

for 44 hospitals for the following member-owner organizations: Allina Health, CentraCare Health, Children’s Minnesota, Essentia Health, Fairview Health Services, Regions Hospital/ HealthPartners®, Hennepin County Medical Center, St. Luke’s, and Sacred Heart Hospital.

SINO-US SIGNS FOR THIRTY AW139 & AW169 HELICOPTERS FOR CHINA EMS MARKET Leonardo Helicopters and Chinese company Sino-US Intercontinental Helicopter Investment announced December 14th, 2016, that the two companies had signed a contract for 30 helicopters in EMS (Emergency Medical Service) configuration comprising the AgustaWestland AW139 intermediate and AW169 light intermediate twin engine models.

The aircraft are expected to be delivered in 2017 and will be operated by Kingwing General Aviation, the parent company of Sino-US. With this contract, the presence of Leonardo in China grows stronger with more than 180 helicopters sold to Chinese customers to date, and with

2016 setting a new record with more than 20 helicopters delivered to China this year. The order follows a contract signed by Sino-US earlier this year for 25 AW119Kx helicopters which paved the path for the establishment of the largest EMS helicopter program nationwide in China.

Sino-US Intercontinental has so far placed orders for over 80 helicopters comprising AW119Kx, GrandNew, AW169, AW139 and AW189 models.

The growing fleet is reinforced by a similarly growing customer support presence, recently confirmed by the opening of a major warehouse facility in Shanghai.

Shanghai Kingwing General Aviation Co., Ltd (SKGA) is a CAAC (Civil Aviation Administration of China) Certified Class-A General Aviation company. Established in 2006, SKGA has now become one of leading general aviation companies in China with the largest helicopter fleet, strongest operating capabilities, and highest operating experience.

SKGA has signed collaboration agreements with many hospitals and emergency centers in China, starting to offer air ambulance services in eight provinces and is gradually expanding EMS operations across the nation.

So far, SKGA has fielded eleven EMS helicopters including nine EMS configured AW119Kx, one GrandNew, and one AW139.

December 2016 | 33

HELINEWS|OEM BRIEF

HELISERVICIO SIGNS 20 HELICOPTERS ON FOR BELL CAP PLAN Bell Helicopter announced December 8th that Heliservicio was the launch customer in Latin America for its Customer Advantage Plan – signing its large fleet of 20 Bell 412EPs for the company’s support solution.

Heliservicio is an oil and gas company in the Gulf of Mexico, based at Ciudad Del Carmen. Since its founding in 1977, it has accumulated close to a million flight hours.

The company is a long-time operator of Bell helicopters.

Heliservicio’s fleet transports

more than 1.1 million passengers each year.

“Since the beginning, Bell Helicopter has provided us with world-class customer support,” said Alfredo Miguel Bejos, president of Heliservicio. “With no buy-in for our fleet, Bell Helicopter’s Customer Advantage Plan is a game-changer in the way our helicopters are supported. It provides us with peace-of-mind, knowing we are covered for our maintenance events now and well into the future.”

Heliservicio is supported locally by its sister company, Servicio Técnico Aéreo de México (STAM), a Bell Helicopter Authorized Customer Service Facility (CSF) and its parent company, Compañía Inversora Corporativa S.A de C.V. (CIC), a Bell Helicopter Authorized Independent Representative.

GERMAN NAVY NH90 SEA LION PERFORMS MAIDEN FLIGHT On December 8th, 2016, the NH90 Sea Lion naval multi-role helicopter took off on its on-schedule maiden flight at Airbus Helicopters in Donauwörth in the presence of Vice Admiral Andreas Krause, Chief of the German Navy and Ralph Herzog, Director in the Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw).

“We are proud to perform the first flight of this state-of-the-art naval helicopter to the German Armed Forces on time,” said Wolfgang Schoder. “This new generation of NH90 naval helicopters, the Sea Lion, has benefited from experience

34 | heliweb magazine

gathered by other countries who have been using it.”

“This first flight is a further signal of the maturity of the European Cooperation between Dutch, French, German and Italian industries around the NH90 Program”, said Vincent Dubrule.

Deliveries of NH90 Sea

Lions to the Navy will start at the end of 2019. The German Armed Forces (Bundeswehr) have ordered 18 of these helicopters altogether, with the last due to go into service in 2022.

CHC HELICOPTERS ANNOUNCES NEW CONTRACT WITH WINTERSHALL NORGE CHC Group announced December 14th, that it has signed a new contract with Wintershall Norge AS (“Wintershall”), to provide helicopter services in support of their drilling program at the Maria Field in the Norwegian Sea on the Halten Terrace in blocks 6407/1 and 6406/3.

“We are excited to work with Wintershall as their aviation partner in this project,” said Arne Roland, CHC Regional Director for Nordic Countries, Eastern Europe, Caspian and Canada (NECC).

“This project allows us continue to build on our decades of experience supporting oil and gas customers in

the Norwegian Continental Shelf as we continue to evolve our services and technology to best meet their needs.”

The operation will begin in March 2017, flying from CHC’s base in Kristiansund using a Sikorsky S-92, which has a proven safety and availability record, reaching more than one million fleet hours of service earlier in 2016.

reliable transportation offering to customers in and around the North Sea,” said Karl Fessenden, President and CEO of CHC Helicopter. “We look forward to helping Wintershall meet their transportation needs throughout this project and are eager to start flying on their behalf upon project commencement next year.”

Wintershall’s drilling program is expected to last for an initial period of approximately 550 days and the contract includes an option to extend CHC’s services beyond this initial period.

“CHC is proud to continue a safe and

AVICOPTER AC532 COMPLETES FIRST TEST FLIGHT WITH SAFRAN ENGINE IN CHINA Helicopters. The WZ16 met all the performance targets set for this maiden flight. Known in the west as the Ardiden 3C, the engine has been jointly developed by Safran Helicopter Engines, CAPI and Dongan, and parts of the new Aero Engine Corporation of China (AECC) consortium, in a partnership for both development and production.

The first flight of the Avicopter AC352, powered by the Safran WZ16 engine, took place on the 20th of December, 2016 in Harbin, China.

The AC352 is a new seven-ton, twinengine, multi-purpose rotorcraft jointly developed by Avicopter and Airbus

“Such milestone achieved is the result of closer cooperation between both sides. Building on this, in the future, we will continue our cooperation toward the goal of engine certification at an early date” said Mr Qin Yuchun, President of AECC Dongan.”

Safran Helicopter Engines EVP Programs, Cyrille Poetsch, commented “this flight both secures the AC352 development schedule and marks a major milestone in our partnership with China’s aerospace industry.

Through this program Safran demonstrates its ability to successfully conduct new-generation engine design as part of an international partnership.

This is also a significant step for Avicopter. Since its establishment in 1956, it has grown to become a major rotorcraft manufacturer. We are proud to be aboard their new-generation AC352 and wish them a happy 60th anniversary”.

December 2016 | 35

PILOT HOUR MINIMUMS Breaking it down

By Matt Drummelsmith Welcome back to our multi-part series exploring and debunking the potential myths that exist about helicopter insurance. We kicked the series off by busting the three biggest aviation insurance myths with the help of Matt Drummelsmith, president of Aviation Specialty Insurance, one of the aviation industry’s leading aviation insurance brokers. Matt is back to help set the record straight on pilot hour requirements.

Throughout all my years in aviation insurance, nothing has proven to be more ambiguous, generic, misleading, and confusing to pilots, operators (and brokers!) than pilot hour guidelines. The age-old question, “Can you get this pilot covered?” from an operator is met with “Let me run it by the underwriter and get back to you.” You’d think after adding thousands of pilots over the years; it’d be a reasonably quick “yes” or “no.” However, to this day, it’s still hazardous to make any pilot approval assumptions. The same goes for pilots; I have noticed the topic popping up on aviation forums and Facebook pages alike, so I wanted to try and give a little insight.

A virtual avalanche of variables exists in if we can or can’t cover a pilot. Variables that include: airframe type, mission type, IFR or VFR, multi-engine or single-engine, turbine or piston, dual pilot or single pilot, a line of business, and much more. This can leave operators and pilots alike frustrated and confused. Why is one pilot insurable when another one isn’t? Shouldn’t it just be a matter of total hours flown and time on type?

To answer those questions, let’s dive a bit deeper into some of the logic behind certain minimums as well as some of the things to look for in addition to time requirements.

First and foremost, it’s important to see the process as a whole before looking at any particular segment or line of business.

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Dispelling INSURANCE

Myths

| 37 December2016 2016| 37 December

Understanding the general logic behind some of the standard requirements will help make it easier to understand more specific items relating to niche industries.

At a bare minimum, these three things will tell an underwriter 95% of what they need to know about you as a pilot.

Naturally, for larger or more complex aircraft, they’ll want to know more.

We’ll start with the three most important criteria every underwriter looks for no matter the type of aircraft, line of business, or use of the helicopter. Those three main criteria are (in no particular order):

You’ll need to provide flight hours for things like multi-engine, retractable gear, turbine/turboprop, similar make/ model, and more.

1) Total flight time 2) Total flight time in the make/model to be insured 3) Relevant training as it relates to the insured make/model

3838| |heliweb heliwebmagazine magazine

“Wait a minute,” you’re probably saying about now, “What about ratings?”

Great question. Honestly, other than instrument ratings, ratings are more important regarding general industry designations than they are in the insurance underwriting process.

That doesn’t mean ratings aren’t important – obviously, you need certain ratings to fly certain aircraft or certain types of missions – but from an insurance perspective, they aren’t given as much weight as actual flying experience.

Why? Because ratings can be misleading. For example, you can have a private rated pilot, and an ATP rated pilot sitting side by side, and there’s no guarantee that the ATP pilot has more flight hours than the private pilot.

In fact, as I sit here, I can think of at least two pilots we insure who have

A S K T H E E X P E R T | AVIATION INSURANCE over 3,000 total flight hours and are only private pilots that also hold an instrument rating. What’s my point?

Hours/experience/training matter as a combination.

Granted, it’s assumed that if a pilot is CML/MEL/IFR, CFII, or ATP rated, then he/she has the flight hours to go with it based on the minimums associated with gaining those ratings. However, that is not always the case.

The flipside of the pilots in our first example are the cases when pilots have a lot of ratings but low flight hours. An example of this would be a commercial-rated pilot with only a few hundred hours. The conclusion you can draw here is that an underwriter is much more comfortable knowing your total flight time and your make/ model hours than just knowing you’re a commercial-rated pilot for example.

Now that you have a general sense of what underwriters look for and what carries weight let’s talk about a particular application as it relates to missions, job placement, and line of business.

One of the myths that we’ll dispel right out of the gate is the notion that the rigidity of hour minimums hinders pilots from upward mobility or readily seeking other employment. While that may appear to be true in certain exceptional instances, cases are just that – exceptions.

As we mentioned in the previous article, hour minimums are imposed based on historical loss data. It stands to reason that more sophisticated aircraft or missions with high-risk factors will certainly disqualify less

experienced pilots. As is the case with any profession, the more experience you get, the more likely you are to be considered for that next level.

To be fair, these requirements are not always just insurance minimums.

Requirements set as minimums can also be a case of the operator of the company or mission also requiring much more than the minimum needed to insure a pilot.

Why? Because they can. The jobs that seem to have an endless list of ratings, time on type, specific turbine hours, night requirements, etc. can be set out based on the companies experience with insuring pilots to fly for them. Just as much as a more complex set of requirements established by the operator, so as to only get the top echelon of pilots applying for the roles. These are usually companies that do not often have vacancies so they can afford to be meticulous in their selection. They are also the type of job that pays well for the increased experience or complexity of the flying mission.

This brings us to the next critical point: training. Aviation training takes on a variety of definitions depending on who you’re talking to. Training can mean anything from a CFI checkout, all the way up to an initial type rating from a factory.

The key thing to remember about training is that it will ALWAYS be a part of the discussion. If you think you can get by on experience alone, you can’t.

If you think your recurrent training will eventually go away, it won’t.

The classic example is the career pilot who’s flown one aircraft for a long time, then tries to jump over to another flight department and hop right into a different aircraft. They assume their thousands of hours in model one will be sufficient to transition into model two seamlessly.

If you haven’t heard this before, let me be the first to tell you: the carrierimposed training is not there to make sure you know how to fly; it is there to make sure you know everything about the exact aircraft you’re flying, December 2016 | 39

most utilized class of aircraft is a natural progression from time building as a flight school CFI. Helicopter pilots learn to fly in a 2-4-seat single-engine piston aircraft, so a 4-7-seat single-engine turbine is a perfect stepping stone. For the most part, the missions are preplanned, the routes never vary, conditions are always VFR, and it’s Point A to Point B flying.

including emergency procedures. Often we judge pilots not by their total flight time, but rather by how they perform in emergency situations. Annual recurrent training is there to make sure those procedures stay front of mind, not to make sure you still know how to fly.

We’ve delved into the underwriting thought process behind flight hours, ratings, and now training. Its time to put all these together and see how they apply in real-life practices. Here are a few mission-specific examples, along with common scenarios of how pilots get underwritten and what matters more when it comes to addressing minimums.

THE OWNER/OPERATOR The widest variance of experience is found in this space. Owner/operators are often individuals who learn to fly, then subsequently buy their aircraft with the intent of operating it themselves.

Therefore, you’ll see everything from 40 | heliweb magazine

a student-rated owner learning to fly in an aircraft they just bought, all the way up to a retired airline captain who buys a little four-seater to fly in his or her twilight years.

Aircraft can range from an R22 to an S76 and everything in between. Criteria will change from one to the next, but for the most part, these rules apply:

W H AT C A N A N OWN ER / OPER AT OR DO T O H ELP? If the total time is an issue, boost your make and model time.

An underwriter would rather see experience in the insured aircraft than anything else.

THE TOUR OPERATOR OR UTILITY PILOT Often we see professional pilots getting their first break in this space. Whether you operate an R44 or an H130, the

WH AT CAN A PI LOT DO TO HELP? This is usually where pilots make their first transition from piston to turbine, so underwriters are more receptive to experience variations.

If you don’t have a lot of total time, try to get some stick time as a SIC in a turbine (easier said than done, I know).

That turbine time will make up for lack of overall time. If you’re high on total piston time, you should expect the lowest transition requirement. Also, in some cases approved in-aircraft training can get you time building, training, and make/ model experience all at once.

THE EMS OPERATOR/PART 135 PILOT As you might expect, this is traditionally where we find the most experienced pilots, and consequently, the strictest pilot requirements.

The nature of this line of work calls for ondemand flights, a fast-paced environment,

A S K T H E E X P E R T | AVIATION INSURANCE unknown destinations, passenger transportation, IFR capability, multiengine aircraft, and much more.

Further, the aircraft used in this space are some of the most complex on the market. Put all that together, and only the most seasoned pilots will be given consideration.

WHAT CAN A PILOT DO? Above all else, maintain consistent flight times year in and year out for at least 5-10 years. Your safety and loss record, reputation as a pilot, and overall experience gained will do the most for you here. In the vast majority of cases, you will need to show a good amount

of make/model time, so it’s best to first go the path of utility or tour pilot to get that turbine or complex aircraft experience. Showing consistent flight times of 200-300 hours per year will demonstrate to the operator that not only can you handle a schedule that demands that much time, but also that you can do it safely.

If I could sum up this entire article in one sentence, this would be it: insurance folks are trying to make an inexact science of pilot requirements/ minimums as exact a science as possible. Often that means pooling together as much data, thought, and statistics as we can get our hands

Matt Drummelsmith has been involved in aviation his entire life, starting with being raised in a family of aviators and having flown aircraft ranging from a Cessna 152 to a Sikorsky S76, Aviation runs in Drummesmith’s blood. Leading him to eventually found Aviation Specialty Insurance. Matt understands the risks facing pilots and spends time traveling the country to know how to best to address issues faced by his clients, aiming to stay consistently on the forefront of industry developments and trends.

on to walk the line between insuring quality pilots while allowing for lesserexperienced pilots to move up. There’s always going to be an inherent risk, no matter what pilot is in the seat. This is why it is critical to provide as much information as possible when trying to get a pilot approved. On the one hand, you have the general hour/training requirements, but on the other hand, if you have a logical plan of progression for a lesser-experienced pilot, that makes sense too.

The key thing to remember is that there are actual humans reviewing pilot insurability. It’s not something you input numbers, and you’re given a “yes” or “no.” Logic does play a roll. I can speak from experience in saying that regardless of industry or aircraft, if the pilot’s experience, combined with the plan of progression, makes sense and is feasible, in almost every case he or she will be on the way to getting approved – and hired.

INSURANCE MINIMUMS BY THE NUMBERS OWNER/OPERATOR What an underwriter wants to see: (For single engine piston) -

Private rating or better 100 total hours 25 make/model hours Initial training

TOUR OPERATOR/ UTILITY PILOT

EMS OPERATOR/ PART 135 PILOT

What an underwriter wants to see:

What an underwriter wants to see:

- Commercial or better, - 500-1,000 total hours, - 50-100 turbine hours, - 25-50 make/model, - Initial factory training

- Commercial or ATP, IFR (if IFR capable) - 2,000 total hours in type (rotor wing or fixed wing) - 1,000 total turbine hours - 100 make/model - Annual recurrent training in make/model.

December 2016 | 41

#helipix A contracted Afghan Police AS-350 “Valentine 6� perches on a rock formation during a training flight. Photographer: Gabriel Fest

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FLYING TUNA NAILING THE LANDING, NOT THE DECK!

Story by

Michael Rocks-Macqueen Images by Darvin “Pato” Edgardo Mendez De La Cruz

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In the complex flying environment that is the South Pacific Tuna boat industry, many can be daunted by their first experiences landing on a moving boat. Add in some heaving seas and the complexity doubles. Mike Rocks-Macqueen, a current pilot in the South Pacific writes about the best ways to keep it safe during these demanding approaches.

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“Flying off the front of a Tuna Boat in the South Pacific is a lot of fun and certainly brings some unique challenges in flying.”

I

n aviation, there are many experts.

On everything. There are also different ways for every pilot to adapt to his or her style, skill, and comfort level of flying and how they fly for each job they do.

While I am not an expert, this is my personal effort at instructing via paper on how to make a smooth landing on a moving rust bucket that can be bobbing up and down, sometimes as much as twelve feet or more.

As I write this, sitting on the deck of this heaving tuna boat somewhere in the South Pacific, I know you may be thinking “there is more than one way to land on a Tuna Boat.”

But in the interest of hopefully giving someone who may be contemplating making the trek out here gain some 46 | heliweb magazine

unique insight, this is my take on the subject.

portion of the available space on the already small helideck.

Let me first say, flying off the front of a Tuna Boat in the South Pacific is a lot of fun and certainly brings some unique challenges in flying. For this very reason, it is why I chose to come to the South Pacific, to fly in an environment that few will experience in their careers.

In my case, I fly a 500D on this ship.

With the size of the helicopter, it leaves about seven feet of tail rotor clearance.

When the boat is moving at fourteen knots and is sailing into a headwind of sixteen knots, this gives an aerodynamic force of up to thirty knots of crosswind that wants to slide you directly into the exhaust stacks. Much care must be taken in all takeoff and landing maneuvers.

THE BOAT There are a few different boats you can end up on. Some with large helidecks that you could “possibly” land two helicopters on if needed. But then there are boats like mine: A mid-engine design that has a fish capacity of only 950 tons, while some boats have up to 2000 ton capacity. The mid-engine design means the massive diesel exhaust stacks occupy a significant

THE APPROACH For anyone thinking, they want to give flying tuna a try, one of the best “go-to” pieces of reference material is “Moggy’s Tuna Manual,” which I will reference briefly. There are many ways one can approach a boat, but for a textbook

FLYING TUNA | Nailing the Landing, Not the deck answer regarding safety, the chosen approach should minimize the power requirement and any sudden changes while approaching the HeliDeck.

As referenced in Moggy’s manual, “enough distance should be given for a nice slow approach with a shallow and stable decent.” The approach is from the starboard side of the boat, with a landing in the front section of the vessel.

The set down leaves the right side of the helicopter facing the front moving direction of the boat and provides a natural right crosswind component.

The need for power if a go around is required in the configuration of a slight shallow decent will provide the most reserve power available. Additionally, no dramatic changes in attitude will be necessary. A slow and steady approach will minimize the ‘quick stop’ effect and reduce the risk of a tail rotor strike as well.

The last part of the approach is to come in from slightly behind the boat, less than 90 degrees perpendicular to the helideck. If you come in at a 90 degree or forward of the perpendicular, the need for a correction near the Helideck will be required, which increases the pilot workload and skill required.

TRANSITIONING TO THE HELIDECK Assuming the helicopter is on a slow decent and just coming out of effective translational lift, right before the Helideck, you will feel a shudder, and the need for increased power as the helicopter comes into the presence of its own downwash. This is the fivesecond area of the dead man’s curve.

The one single place you do not want an engine failure or to run out of power,

As demonstated in the writing of the story, the f00C in this image shows an almost perfect approach and set down on the lines. or in some cases, run out of pedal to turn your tail rotor. In the 500D, power or loss of tail rotor effectiveness is rarely an issue, so this issue is less of a focus on my particular ship.

Making a smooth transition over the helideck at three to five feet, you may have a slight ballooning effect due to ground effect dispersing the rotor tip vortices of your aircraft. This may happen right after you increase power significantly and is highly dependent on the wind. So a feel for this transition is something that will develop over time.

It will certainly aid any pilot as they gain experience.

During the approach, an increasing side pressure will be added to a sideward slide to maintain the vectored speed with the rate the boat is moving. Usually, I would not trim in a sideward motion, but if there is a direct wind from the front of the vessel and an added right crosswind component, I may add trim to relieve some cyclic pressure.

The Hughes 500 is a US made aircraft, so the left skid will naturally hang lower.

Which is convenient being that the helideck I am landing on has a slightly positive grade forward, towards the front of the boat; or a negative grade towards the back of the boat –however, you prefer to reference it.

After matching the forward speed of the boat and concurrently encroaching onto the helideck, the transition of visual reference points moves from the boat and end of the helideck to the painted lines where you should be able to set the helicopter’s skids directly down.

This is more important on this particular boat because of the limited space on the helideck. Making visual reference through the lower left panel window, the next task is to try and gently set the aircraft down while staying on the lines.

THE SWELL FACTOR Matching the speed in a side step and managing the descent and rate of closure to the boat are the first steps to a basic landing. However, when factoring in landing on the boat in heavy seas, the process becomes infinitely more complicated. The first time you land on a moving boat is exciting.

However, the first time you land, with the deck heaving up and down in rough seas with a thirty knot wind component is completely exhilarating…providing you get it right. We all know what happens if you get it wrong, but with the mortality issue aside, slamming onto a helideck even if you do no damage to your helicopter, can still be incredibly embarrassing.

December 2016 | 47

On most boats right below the helideck, is the bridge. Your Asian boss could be sleeping or eating his meal as you land. So a hard landing will create an enormous thud that is plainly obvious to the officers on the ship beneath where you just landed. So if you make a hard landing, prepare yourself for the fact that everyone knows, and trust me when I say, language barrier aside, you will still be mocked, even if you only understand half of it.

KEEPING IT SMOOTH IN BIG SEAS So how do you nail the landing? And do it softly? “Peripherals” is the answer, for me at least. When the boat is heaving up and down in a vertical motion, if the timing is off as you lower the collective and the boat rises, this could result in a hard contact, that in some cases, can cause the helicopter to bounce violently back into the air.

So approaching above the helideck higher than normal is the preferred option during rough sea conditions. How high?

Depends on you as a pilot and your comfort level. I prefer to stay well above the peak of the swell, at least four to five feet above.

Before you approach the boat, there is a level of prediction of the boat’s vertical movement and timing that you begin to be able to estimate well as your experience grows. The sea, however, is unpredictable, so this is not something you can time from memory as swells are different each time. This is something you have to do based on what you see each time you have to make this approach individually. I have heard experienced tuna pilots say that waves come in sets of threes and others say that sets come in fours, reality is, it is a dynamic 48 | heliweb magazine

environment just like the flying piece and needs to be assessed individually.

Regardless, a method to help avoid the largest swells is to come to the final approach in ETL, 50ft from the Helideck– give or take a few feet. A sideward movement keeping the helicopter stationary with the forward flow of the ship but that has enough distance that if something were to happen, you have an escape route, just like in flight training when your CFI drilled it into you to always be constantly looking for a place to land.

Same here, have an escape route.

Typically, in a large swell and rough sea conditions, there will be significant wind just to add to your complications.

To consistently keep yourself stationary away from the boat and above effective transitional lift, may mean that power may not be an issue unless a tailwind is prevalent. An unlikely case during rough conditions because the boat captain knows this and will not (hopefully) put you in such a situation.

Being that you are in an aerial platform, you are in the fortunate position that you can see the swell coming. As you make your approach, you can see the boat rolling up and then down, up then down.

Your time to land is like the boat levels.

But time is limited between the next set of swell.

You have maybe ten seconds of calm(er) sea, but this changes all the time. Timing that ten-second gap when the helideck is at its most stable is imperative. That is your gap to plant the helicopter on the deck. Use as many attempts as you need to make it safe. But as I mentioned earlier, mistakes on the up or downside can result in a worst case scenario of balling up a helicopter, so do it carefully.

Even when out of the big swells, the boat

will still have a small up and down motion, so if you hesitate too long, you end up chasing this movement with the collective, which is a recipe for disaster.

There is a way to predict this and float gently onto the helideck. This is why I mentioned peripherals earlier. Now on many boat this can be dangerous, so a constant awareness is needed to maintain the small amount of clearance to maintain the proper tail rotor clearance from the exhaust stacks. Keep in mind that during a landing, the clearance is about seven feet from the tail rotor to the exhaust stacks…not a lot of room for error.

A skill you will learn is that coming to a higher than normal hover and using peripheral vision to see the right side of the boat is paramount. In the right side of my visible path is the windsock, which is affixed to the nose of the vessel. It is about fifty feet away, giving a far enough reference to see the boat moving up or down. This allows me a much better ability to predict the boat movement.

You will need to do this while maintaining peripheral vision to the left for clearance avoidance. If this awareness is lost, you go around. Losing visibility, be it a peripheral vision or direct, as many of you know, is dangerous and can quickly turn into a disaster.

In the hover, if you usually reference below your feet, it is most likely you will chase the boat with the collective Using the peripheral reference, come to a steady hover. This is where experience in the exact aircraft you are flying comes into play.

The slight movement of the collective needs to be ‘felt,’ the margin is plus or minus seven feet and as a pilot you need to know roughly how much application is necessary to move the aircraft in that

FLYING TUNA | Nailing the Landing, Not the deck margin without having a direct visual reference. This feeling can vary because of the appropriate power required which is a direct correlation between the wind direction and speed.

More wind from the front of the aircraft and above ETL, less power. A tail wind provides wind veining, increased antitorque pedal requirement, and increased power demand. Fuel will make a difference as well, landing with 350lbs or 50lbs makes a difference, which again, as you gain more experience you will get to the point where collective judgment happens naturally.

With proper peripheral visual references, spatial awareness, a steady hover above a moving helideck, combined with a correct interpretation of movement you can make that perfect landing in rough seas.

When I am approaching the Heli-Deck, from the corner of my right eye, I can see the boat rising towards the top of a wave,

the boat will slow and look like the top of a roller coaster, right before it takes a drop. Right before it slows to the peak, you need to make a slight movement in lowering the collective to meet the estimated peak of the helideck.

This movement is more like a “feeling” the way you would visualize landing when you were hovering, but it just “happens” when you visualize it. What your body is doing, is trying to make those small movements that are almost imperceptible, but enough to get you on the ground usually. If you time it right, you can bring the aircraft down four to five feet and down to between six and twelve inches below the peak of the rising helideck.

As we noted earlier, This is a U.S manufactured helicopter, so be prepared for the right skid to contact the deck first, then the left will follow. If the spacing is timed right, a gentle one-two landing occurs as the boat slows towards the peak of the vertical movement. If you were able to keep the aircraft directly over the reference lines, congratulations! You may have nailed your first soft landing on a moving boat!

The importance of knowing your aircraft, timing, and maintaining proper visual reference without getting disorientated from the moving surface directly beneath the helicopter is key to the success of a smooth landing in rough seas.

Michael Rocks-Macqueen is an instrument rated CFII currently flying an MD500C in the tuna boat industry in the South Pacific. RocksMacqueen’s writing and photography work has been featured in multiple international aviation publications, showcasing helicopter aviation operations in many locations he has visited in his time in as a commercial pilot and flight instructor in the helicopter industry.

Nailing the landing is more complex than it appears, as soon in these photos depicting the helipad on the boat, and the line of approach.

December 2016 | 49

UNDERSTANDING

AIRWORT

Last month, in part II of “Understanding Airworthiness,� Helicopter DPE Matt Johnson took us further in our understanding of airworthiness by describing the Type Certificate, Type Certificate Data Sheet and finally the Standard Airworthiness Certificate. In this final part of our series, he takes us through the last step of Understanding Airworthiness.

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THINESS PART III As we closed last month’s article,

we discussed FAR 91.7 – Civil Aircraft Airworthiness and the premise of one statement within that regulation laying the burden on us as Pilot-in-Command to determine that the aircraft is in fact in an airworthy condition. How exactly do we go about this? Is there a process for “making that call?” There is, and it doesn’t have to be a complicated process.

Before you get your hands dirty The preflight of your helicopter can be looked at as a 3-phase process. Phase I starts in the office where a thorough review of the maintenance records is undertaken.

In Part II of this series, we discussed the “Terms and Conditions” for the Standard Airworthiness Certificate to be effective (valid). Essentially, the maintenance records examination that you conduct is for the purpose of ensuring that

the aircraft has been inspected and maintenance has been performed in accordance with the regulations.

Including annual inspections, 100-hour inspections, etc. The maintenance required in the “instructions for continued airworthiness” will need to be met.

After finding that Phase I of your preflight is complete, and the records check phase has been found satisfactory it’s time to move on to the aircraft for Phase II. At the helicopter, we continue with our documents check; those documents that are required to be onboard the aircraft. Many people remember the necessary documentation by memorizing the “AROW” acronym. (a second “R” is added for Radio License for those traveling outside the US).

The “A” is our infamous Airworthiness Certificate, “R” is registration, “O” is

operating limitations and the “W” is for weight and balance. It should be noted that the registration is another often overlooked item as it must be renewed every three years by the owner.

The weight balance cited here is not the W&B that you and your instructor worked before a particular flight lesson but instead refers to that specific aircraft’s unique weight and balance information including empty weights, moments, etc.

Now it’s time for the dirty hands! The exception is for those that wear a good pair of preflight gloves (good on you!)

The importance of a proper preflight is for another article, but it goes without saying a quality check of your helicopter is paramount.

We must ensure that our helicopter and its components and systems are working properly. | 51 December2016 2016| 51 December

This includes an assortment of items that must be working, and the list varies if it is a daytime flight or one conducted at night hours. This specifically includes those items found in 91.205 of the regulations.

Also, one thing that must not be overlooked when conducting a preflight is that of additional equipment that must be in operable condition according to the flight manual of a particular helicopter. A good example is the Robinson R44, an extremely popular and reliable training aircraft.

In addition to the required operable items listed in FAR 91.205 the R44 manual additionally requires that the Hydraulics, Governor, OAT, Alternator and Low Rotor RPM system must be working. (H-GOAL for those of you acronym lovers)

Here is a simple 4-pronged test you can use to determine if your helicopter is still airworthy after you found an inoperative item(s): 1.

Is the item required under 91.205?

2.

Is the item required by the Flight Manual under limitation and Kinds of Operation?

3.

Is the item required by an Airworthiness Directive?

4.

Is the item one that creates a “safety of flight” concern?

Simply stated, if the answer to any of the above is “YES” then it’s time to call the mechanic.

If the inoperative item doesn’t fall under one of the four items listed above you will find instructions on how to handle this deep into the 91.213 regulation.

An example would be a power outlet that you use to charge your iPad in flight; is an item like this required under the four previously mentioned conditions? Not likely, however, is it inoperative because of a bigger underlying electrical issue? This is where judgment comes into play.

SUMMARY In this three-part series of articles on Understanding Airworthiness I have attempted to explain a relatively easy subject but one that is very often misunderstood.

At the end of the day, you must remember that as a professional pilot (in-command,) you have a great deal of power (and weight on your shoulders) to make calls on airworthiness. Apply your knowledge, seek the assistance of other professionals and never be afraid to stop a flight before the skids leave the ground for an airworthiness issue.

WHAT ABOUT DEFECTIVE ITEMS? The focus of this series has been on airworthiness, and we have spent considerable time and explanation on the subject. We want to ensure that things are working correctly, the correct maintenance is being performed and that our aircraft is safe to operate. For this discussion, we are considering a basic helicopter operating under Part 91 regulations and not under Part 135 operating with an approved Minimum Equipment List (MEL) So how do we handle broken or busted items we find on our helicopter? Is our aircraft grounded? Is it “unairworthy”?

The answer is – “it depends.” FAR 91.213 is an entire regulation dedicated to “Inoperative instruments and equipment.”

It can become somewhat complicated for those unfamiliar with this section or how to handle defective items.

52 | heliweb magazine

Matt Johnson is a Helicopter FAA Designated Pilot Examiner, conducting Private through ATP level exams in numerous makes and models. His experience spans Air Medical, Law Enforcement, Flight Instruction, and ENG flying. Johnson is a three-time Master Instructor recipient, FAA Gold Seal Flight Instructor, USHST representative in the human factors group, and FAASTeam Representative for the Greater Cincinnati Ohio Region. Additionally, Matt is an Air-Medical Pilot flying a single-pilot IFR Helicopter in SW Ohio.

#HELIART Marc’s latest work is a cutaway rendition of the AS-321 Aerospatiale Gazelle.

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

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

December 2016 | 53

AIRBUS HELICOPTERS

H135

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5

20 YEARS OF MAKING A Difference

December 2016 | 55

T

he H135 opened a new chapter in the light twin-engine helicopter class with its introduction to the helicopter world, launched at HAI Heli-Expo, held in Las Vegas in 1995.

The helicopters first certification was granted by the JAA on June 16, 1996, quickly followed by FAA approval on July 31st of the same year.

The H135 started in development before the formation of Eurocopter (now Airbus Helicopters.) The helicopters original designation was the Bo-108, as part of a project began in 1970 in a development partnership between then Messerschmitt-BĂślkow-Blohm (MBB) and AĂŠrospatiale who would both later become a part of Eurocopter, now Airbus Helicopters.

The Bo-108 was initially slated as a technology demonstrator that would

showcase technological advances such as the first Full Authority Digital Engine Control (FADEC), a hingeless main rotor system, and later in development, the addition of the now iconic to Airbus Products, the first Fenestron tail rotor.

One of the most important factors noted by many, in addition to the new Fenestron design, was the low noise signature of the H135 (then the EC135.) the H135 was the quietest helicopter in the world, a record it held for over fifteen years. The low noise signature, coupled with the spacious interior that the H135 offered, made the helicopter an immediate success,

initially in the helicopter emergency services arena, then later in para-

The H135 started its life as an MBB prototype that was destined to be used as a technology tester. The helicopter was dubbed the the BO-108. Phot credit: Wikicommons

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AIRBUS H135 | 20 YEARS OF MAKING A DIFFERENCE

public, commercial and military service.

By 2013, the H135 numbered over one thousand aircraft in service around the world.

Continued developments over the past two decades and regular upgrades to the most modern technological standards have helped the H135 become and remain the reference model of its product category.

Recent orders show that the H135 is still going strong. In

May 2016, Airbus Helicopters was selected as Aircraft Service Provider to deliver 28,000 flight hours per year from a fleet of twenty-nine H135s and three H145s for the UK Military Flight Training System to provide a rotary-wing solution.

A month later, on June 13, 2016, a consortium of Chinese companies purchased one hundred H135s at a value of over $1.1 Billion USD, underlining the

growing demand for this helicopter model in Asia. This investment will lead to the establishment of an H135 final assembly line in

Qingdao in Shandong province.

In addition to growth in the Chinese market, Airbus has continued development in many other markets.

In January of 2016, the Ural Works of Civil Aviation (UWCA), a division of stateowned Rostec Corp, announced it had signed an agreement with Airbus Helicopters to

build the H135 under license at the firm’s facility in Yekaterinburg, Russia.

Russian production of the H135 is anticipated beginning in 2017, following the receipt of Russian type certification.

The success of this light-twin aircraft goes back to the 1980s. It was in that decade that a new multi-purpose helicopter was planned to

follow-up on the immense success of the Messerschmitt-BölkowBlohm BO105, of which more than 1,600 aircraft had been constructed over several decades.

From the very beginning, the new helicopter aspired to become a globally unique product. The earliest version featured a glass cockpit for optimized viewing conditions. Which at the time was the most modern avionics available in the 1990’s.

The H135 (at the time the EC135) featuring an autopilot system and dual-engines with the option for customers to choose from two different engine manufacturers: Turbomeca (today Safran Helicopter Engines) providing the Arrius 2B or Pratt & Whitney Canada PW206B engines.

The exterior design of the aircraft also represented its international background: While the airframe and the main rotor system came from the German side of the company, the tail boom including the proven Fenestron® shrouded tail rotor and the electrical system was the result of French engineering.

December2016 2016| 57 | 57 December

AIRBUS H135 | 20 YEARS OF MAKING A DIFFERENCE CHANGING TO REMAIN IN FRONT The H135 has undergone constant change during its 20 years to meet the changing needs of operators.

Its latest version, which entered into service in December of 2014 under the name EC135 T3/P3, offers more than 200 kilograms (440lbs) of additional payload with a greater maximum range in “hot and high” conditions – a distinct advantage over several other rotorcraft in the s a m e c a t e g o r y.

Previous versions of the

helicopter can also be retrofitted and brought up to current standards through one of Airbus’ many program upgrade options.

The most recent development, the Helionix® avionics suite made by the manufacturer that features a 4-axis autopilot will be available from the autumn of 2016.

The Helionix® avionics suite made to reduce pilots’ workload and further increase f l i g h t s a f e t y.

Re m a r k a b l y, w h i l e t h e H 1 3 5 gained performance and

HELIONIX 58 | heliweb magazine

payload upgrades over the years, the cost of the aircraft r e m a i n e d s t a b l e . To d a y , t h e H135 has the lowest direct maintenance costs of its class when compared to aircraft from other manufacturers.

Around one-quarter of the worldwide fleet (around 500 aircraft as of 2013 available numbers) are operated in emergency medical service configuration, with other missions for the H135 spanning law enforcement, o f f s h o r e , u t i l i t y, t r a n s p o r t , and military roles (as the H135M, previously the EC635) in both training and operational purposes.

THE H135 THROUGH THE YEARS EC135P1 EC135T1 EC135P2 Power: 463kW/621shp (Twin Engine) Engine: Pratt & Whitney Canada 206B Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,835kg/6,250lbs

Power: 435kW/583shp (Twin Engine) Engine: Turbomeca Arrius 2B1/2B1A/2B1A1 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,835kg/6,250lbs

Power: 463kW/621shp (Twin Engine) Engine: Pratt & Whitney Canada 206B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,835kg/6,250lbs

EC135T2 EC135P2i EC135T2i

Power: 452kW/606shp (Twin Engine) Engine: Turbomeca Arrius 2B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,835kg/6,250lbs

Power: 498kW/667shp (Twin Engine) Engine: Pratt & Whitney Canada 206B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,910kg/6,415lbs

Power: 473kW/634shp (Twin Engine) Engine: Turbomeca Arrius 2B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,910kg/6,415lbs

EC135P2e EC135T2e EC135P3

Power: 463kW/621shp (Twin Engine) Engine: Pratt & Whitney Canada 206B Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,950kg/6,504lbs

Power: 435kW/583shp (Twin Engine) Engine: Turbomeca Arrius 2B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,950kg/6,504lbs

Power: 528kW/708shp (Twin Engine) Engine: Pratt & Whitney Canada 206B3 Initial M.T.O.W: 2,950kg/6,504lbs Final M.T.O.W: 2,980kg/6,570lbs

EC135T3/H145 TH135 EC635/H135M

Power: 492kW/660shp (Twin Engine) Engine: urbomeca Arrius 2B2B+ Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,980kg/6,570lbs

Power: 528kW/708shp (Twin Engine) Engine: Turbomeca Arrius 2B2 Option: Pratt & Whitney Canada 206B2 Initial M.T.O.W: 2,630kg/5,798lbs Final M.T.O.W: 2,980kg/6,570lbs

Power: 528kW/708shp (Twin Engine) Engine: Pratt & Whitney Canada 206B2 Option: Turbomeca Arrius 2B2 Initial M.T.O.W: 2,630kg/5,789lbs Final M.T.O.W: 2,980kg/6,570lbs December December2016 2016| 59 | 59

ROYAL NAVY SEA KINGS

Story and Images by Dan “Foggy” Foster

SQU

Despite the common misconception that the mighty Sea King’s have all been stood down from Military service, the last bastion of the much loved Westland Sea King Mk7 is with the men and women of 849NAS. The workhorse of Naval helicopter aviation in the U.K still remains in service for one final role both at home and abroad until a replacement can be found.

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During the latter part of 2015 and into early 2016, most people were saying their goodbye’s and some shedding a tear as the United Kingdom’s Armed Forces wound down Search and Rescue operations of its Sea King fleet. The beloved Westllland helicopters destined for replacement by contract operators using Sikorsky’s S-92. The Royal Air Force and Royal Navy Search & Rescue helicopters were stood down first, followed by the Royal Navy’s famous red and gray helicopters being the last bastion to serve their final mission on January 1st, 2016.

That day marking the end of military search and rescue operations that had spanned over 60 years.

In March of 2016, the Royal Navy also retired their fleet of Mk4 variant Sea Kings, given the affectionate nickname of the ‘JUNGLIE.’ The Royal Navy Sea Kings were predominantly painted traditional military OD green with the exception several helicopters painted in a winter camo scheme also retired after decades supporting the Royal Marines Commando Regiment in their deployments around the world where they served operational roles in several conflicts. With what seemed like a mass wind down of all | heliwebmagazine magazine 6262| heliweb

Sea King operations across multiple branches of the UK armed forces, the perception was that the Sea King had left us completely. Royal Navy Squadron 849 (849NAS), based at RNAS Culdrose are the only unit still flying and maintaining a small fleet of specially modified Sea King helicopters, that remain deployed on operations around the world.

The Sea King helicopter had been the backbone of Royal Navy helicopter operations in the United Kingdom since the original purchase of 60 Westland Sea King Mk1 helicopters by the U.K Ministry of Defence (MOD) in 1966, with deliveries beginning shortly after.

The purchase began the replacement of Wessex and Whirlwind helicopters.

The Sea King began its military service as an anti-submarine warfare (ASW) helicopter, also functioning as a troop transport helicopter during its early days of service.

The Sea King was not utilized in a search and rescue capacity until many years into its military service life. The Sea King was also utilised as an Airborne Early Warning (AEW) at the height of the cold war, beginning that role in 1982. The AEW mission, originally performed by 849NAS,

who flew a Fairey Gannet fixed-wing aircraft to complete the mission initially until retired from service in the late 70’s. During the Falkland’s campaign in 1982, it became clear to the MOD that the loss of such capability within the armed forces needed to be remedied, following the sinking of Royal Navy vessel’s lacking an AEW platform.

It was decided to modify some HAS2 Sea Kings by applying a Search

Water Radar to the side of the aircraft’s fuselage which could be lowered and retracted for in-flight and ground use encased in a big inflatable bag, given the nickname ‘Bagger.’ The original modified aircraft fitted with AEW systems were upgraded in the 1990’s, consisting of a new mission system, avionics, communications, videography and an upgraded search water 2000 radar.

The name given to the upgraded aircraft was ASaC7.

SKASaC - SEA KING AIRBORNE SURVEILLANCE AND CONTROL Squadron 849 is the sole operator of this last line of Sea King’s which predominantly fulfill the ISR (Intelligence Surveillance and Reconnaissance) role.

Tactically these aircraft can effect AntiSurface Warfare (Counter shipping) AntiAir Warfare (aircraft detection) and also wide land area surveillance. The crew consists of 3 members – One pilot and

two observers. The two observers hold NATO fighter control qualifications and are split down into a role designated as a tactical air controller (TACO) and tactical mission commander (TMC.) The TMC is in charge of running the mission and is usually the senior operator of the two. Regularly, especially on operational sorties, the TMC will also be the aircraft commander as he/she will have the most awareness of what is involved in the sortie and the safety aspects involved.

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The crews of squadron 849 use various techniques to control air intercepts by friendly fighters – either by providing situational awareness to the pilot’s allowing them to select the correct heading, height, and speed or by mentally calculating the intercept geometry themselves and vectoring the jets under their control.

An operational sortie lasts approximately three hours. If the aircraft stationed on a ship, deployment restrictions in what weight the aircraft can launch come into effect. The Mk7 Sea King can be refueled while airborne, but not in the traditional sense that comes to mind when you think about airborne refueling.

The method the Sea King uses is quite a bit more antiquated. Refueling is performed once the helicopter has launched, then coming to a hover alongside the ship. After crossing the deck, the winch is lowered, and a deck hand attaches a fuel hose to the Mk7.

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The hose is then winched up to the crew, who maneuver back over water and commence fuelling over water, should there be any mishap.

Although antiquated by modern standards, this capability gives Squadron 849 a great amount of flexibility to ‘’lily pad’’ off other coalition assets in the area. One example of this would be pushing further ahead of a task force by repeatedly refueling in transit to gain a larger radar picture of the path ahead.

STAFFING Squadron 849 Consists of four sections. Divided into a headquarters that lead training and force generation requirements, and also conduct qualification and requalification courses for new unit members or members that may have had a protracted absence. The rest of the squadron consists of three flight squads, named after squadron battle honors, named ‘Okinawa, Palembang and Normandy.

Deployments for each squad on this in demand unit rotate between the three. The flight squads are always in a permanent rotation with one crew on deployment, one working up to deploy, and a third having just returned home and usually taking much-needed downtime.

Each deployment for Squadron 849 members lasts three and a half months at a time, rotating on a ninemonth cycle. That said, Squadron 849 is not one for members who do not enjoy life on deployments.

A normal deployment for 849, consists of two aircraft, leaving the remaining fleet at RNAS Culdrose, who are kept busy with the constant maintenance requirements of aircraft that are used on a constant basis while deployed. The flight group preparing for the next deployment also participate in military exercises as part of their readiness with NATO partners while on home soil.

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Above: Crews fly one of squadron 849’s Mk7 Sea Kings during a mission from their U.K base.

Right: Crews are trained in use of NVG’s, however pilots state tha during training, they become less useful due to light polution in the areas they conduct training that can cause flares in the NVG’s.

Left: One of the Culdrose based Sea King Mk7 readies for takeoff from the helipad in cloudy weather during the Joint Warrior exercise.

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Squadron 849’s Westland Sea King Mk7 helicopters fly with this large radar node in operation during its duties that allows the helicopter to relay various information and track friendly and enemy forces more accurately.

JOINT WARRIOR EXERCISE For crewmembers responsible for systems support, fighter control training occurs in France and Holland for 849 crews annually; squadron members also participate in the Joint Warrior Exercise that takes place in April and October of every year.

Exercise Joint Warrior is a bi-annual NATO military exercise which takes place in the United Kingdom. It involves the movements of Air, Naval and Army troops all over the country and can often involve participation by up to ten NATO nations joining in to train alongside U.K forces.

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operational tactics between coalition countries, so when deployed in active conflicts around the world, there is a common understanding of tactics between coalition nations involved.

The squadron’s participation each year involves transitioning active members to RAF Lossiemouth, the base of operations for the exercise and the home of the Royal Air Force Typhoon and Tornado aircraft squadrons in Scotland.

RAF Lossiemouth also serves as the launchpad for the UK’s Quick Reaction Alert (QRA) Typhoons. For the two week duration of the Joint Warrior Exercise, Squadron 849 are responsible for controlling Royal Air Force Typhoon fighter aircraft. The Typhoons perform air defense drills and provide force

protection for allied vessels in the North Sea transiting through choke points under mock threat from Fast Attack Craft (RIBs.) The Typhoon Squadrons also perform land surveillance during the exercise.

Night flying training is a key part of the exercise, with observers given the opportunity to perform drills that will likely occur in combat deployments, showing the complexities and differences that both night and day operations pose for their duties.

Pilots from 849 however, will launch conventionally, and use night vision goggles (NVG) as required.

Once on task, pilots work without NVG assistance due to limited

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A crew member from squadron 849 tracks information on one of the many screens relaying information during a mission flight.

Conducting the same operation in North Scotland in October each year also gives aircrews a different set of challenges to those encountered in when training at their home base or on deployment. Crews are challenges to consider how micro-climates in the mountains can challenge the aircraft from a flight and systems functionality perspective.

THE FUTURE OF THE SEA KING effectiveness caused by high levels of moonlight or .environment light pollution that can cause goggles to bloom and become a hindrance to flight performance.

849 squadron puts a high value on participation in exercises such as Joint Warrior. The 849 Sea King “SKASaC” helicopters are a very flexible asset to airborne operations, as not all aircraft are as capable.

The squadron places high important on the practice that exercises like this offer for real world application and the demands that it can place on their members, demonstrating the wide range of skills that will be required to handle an operational scenario.

For the immediate future, Naval Air Squadron 849 will continue to fly and maintain the Sea King Mk7 variant until their projected retirement, planned for 2018. At which time the EH-101, slated as the replacement for the Sea King is scheduled to be fully operational. Currently, work continues on the install and functional testing of the “Crowsnest” unit, which is the large appendage seen dangling from the right side of the current fleet that provides monitoring capabilities while

in flight. The revised EH101 successor to the Sea King that will continue to provide AEW ability for the United Kingdoms carrier enabled power projection capability, along with the addition of the carrier and the new Lockheed Martin F-35B Lightning II. The modernized EH101 will be a substantial upgrade for the crews when it comes online, offering substantial capability improvements in electronic warfare capability, while also providing greater speed, endurance, and flexibility. The EH101 will also provide a greater detection capability and offer an integrated secure data link for task groups on deployment.

Until then, the majestic SeaKings that have served the Royal Navy over decades of faithful service will continue at the forefront of providing a vital national defense role both home and abroad.

Dan Foster is an accomplished photojournalist that has had photography and articles published worldwide in several publications. His lifelong passion for aviation that centers on military aviation led Foster to open his business Aviation Pictures U.K several years ago. The company now provides media services for publications specializing in military aviation.

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Rotorheads

Mark Kono

Pilot/Reporter Welk Aviation Story by Ryan Mason

Mark Kono is a high time ENG pilot working the complex airspace of the LA basin every day for Welk Aviation as KTLA’s eye in the sky each morning flying an AS-350B2 68| ||heliweb heliwebmagazine magazine 68 68 heliweb magazine

PILOT PROFILE | M A R K K O N O Working in television news in Southern California isn’t all about brush fires and car chases, but being able to cover them from the air takes a special skill set.

When you arrive at Welk Aviation, one of the LA basin’s two primary ENG helicopter providers, one thing is clear immediately; they know what they are doing. From their aircraft to their pilots, I would use the term extremely squared away to describe their operation.

Becoming even more evident the first time I met Mark Kono. We had spoken a few times on the phone before my trip to LA and before meeting in person at Pacoima’s Whiteman Airport, where I was riding along for a morning traffic flight in KTLA’s Sky 5 (an AS350 B2).

It becomes abundantly clear once you get light on the skids that in addition to the permanent smile and charismatic personality of Kono, he knows how to fly in a complex environment.

Los Angeles airspace is some of the most sophisticated in the country if not the world, with multiple classes of airspace, various airports and every kind of air traffic you can imagine.

On this day, Kono flips through radio channels as he is switching from airspace to airspace, tower to tower as we fly from one side of the LA basin in Century City covering a typical but dramatic traffic accident, to a car engulfed in flames on the 405 in Long Beach.

Day in and day out, this is the requirement of an ENG pilot in the LA Basin. Constant airspace changes, moving to a different heading or altitude at the request of air traffic controllers as we fly the shoreline transition in front of LAX that has Airbus A380 jets screaming

to life above you as they leave the runway at LAX, headed out over the Pacific Ocean. I am left wondering if the average pilot could even handle this much workload, in addition to reporting the news live on television from the helicopter as a Pilot/Reporter.

I quickly decide that this is a job not everyone can do. For Kono, managing six separate radios is no big deal he says. It is his normal.

Kono is married to KTLA morning news traffic anchor, Ginger Chan. Together, they have three children, a son, and twin daughters. Even though it is an early start, the couple has an ideal schedule, both working early in the morning and finishing by early afternoon.

But it has not always been smooth sailing for this veteran pilot that is now pushing over 11,000 hours in helicopters after over 25 years in the business.

Starting out like so many before him, Kono began his flight training in a Robinson R22, learning to fly at Hiser Helicopters in Corona, California starting in 1988.

Hiser was a company that was in its heyday in the 80’s and 90’s. Primarily training local and overseas pilots that were sent to the USA to obtain initial ratings in the R22 and then depending on the student, they would often complete a turbine transition course in either a Bell 206 or MD500 before heading back to Asia.

However, after obtaining his private helicopter rating, Kono ran out of money. He was forced to put his flying on hold while he went back to non-flying roles to build up some more money to complete his ratings.

His return to flight training to complete his commercial, CFI and instrument ratings came in 1992 when he was able to resume with a now defunct company based out of Long Beach Airport named “Everything Flyable.”

The company was started by a wealthy businessman who did his flight training at the same airport and saw several gaps in the training given and once complete, decided that he was going to open up a company that had the newest aircraft, an incredible team of instructors and the best facilities.

According to Kono, this strategy was right on the money. However, with a lot riding on the aircraft investments, facilities, payroll and a slight downturn in student enrollment, the company only lasted five years in operation.

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PILOT PROFILE | M A R K K O N O

By the time Everything Flyable closed, Kono had obtained the remaining ratings he needed and being hired soon after graduating as a CFI. While acquiring more flight hours, an opportunity presented itself at Helinet Aviation in the early 90s for a “loader” position.

The job required flights on bank runs that performed by helicopter from airports and off-site locations in Van Nuys, Fullerton, John Wayne, El Monte and others.

The helicopter would then circle back to Downtown LA, landing on the rooftops of banks delivering the 70 | heliweb magazine

days’ checks for processing. Kono’s job was to load the bags in and out of the helicopter at each location.

duty became the next PIC candidates, selected from the pool of pilots based on their skill and experience.

The way it worked with Helinet in those days before the current ownership took over at Helinet, explains Kono “all the loaders were pilots, and we were all working mainly in a ground crew role, but the benefit was, that you were getting turbine time.”

Kono explains, at that time, it was a difficult time to secure full-time pilot positions. Vietnam-era helicopter pilots still occupied many flying positions.

During the runs where the helicopter was empty, Kono and others like him were able to log turbine hours slowly, sometimes in increments as small as .2 or .3 at a time. The process seemed tedious, but eventually, all added up, and pilots for the bank run

For example, back then, pilots with 2000 Robinson hours were still having difficulty walking into a turbine positions they would quite easily be able to obtain in today’s world in the Grand Canyon or Alaska where employer’s put you through a turbine transition.

Kono took his second hiatus from a flying role to pursue ground-based

“Stay the course. Be ready to do whatever you have to do to make it work and get the hours and experience you need and above all - be positive.�

Photo by Alex Calder

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employment that paid more.

It would not be until shortly after 9/11 that Kono would return to flying full time.

His eventual return to flying required a move to Louisiana, taking him into oil and gas work, flying for Tex-Air Helicopters.

(before being run primarily by the two major oil and gas players in the area today, PHI and Era). Era would eventually buy out Tex-Air and take over their fleet after Kono’s departure.

During his time flying in the Gulf, Kono flew many different airframes that The company was a family included the EC120, AS30, owned business that serviced AS355 and even the first the oil and gas industry Agusta Westland A119 in the

Gulf of Mexico, of which, TexAir was the first recipient.

The company also operated the first generation of the EC225 for larger transports into the oil fields.

Kono stayed in the Gulf for a year and a half, amassing a significant amount of hours and experience before finally returning to Los Angeles for good.

It was upon his return that he again found himself working for Helinet Aviation, now under new management by Alan and Kathryn Purwin, previously of West Coast Helicopters. (Alan Purwin died in a plane crash in Colombia, South America on September 11, 2015, while shooting a film starring Tom Cruise.)

The company that Kono left had made a total 180-degree turn since his last stint, he recalled. It was a

different time, the pay was better, as were the aircraft and morale with the new ownership.

Kono spent the next five years as the pilot of various AS350s for stations that included KTLA and KNBC in Los Angeles, ABC affiliates in both Los Angeles (KABC) & San Francisco (KGO) markets, as well as Fox affiliates in both Los Angeles (KTTV) & Phoenix, Arizona (KSAZ.) Where, a short time later, one of the worst

news helicopter crashes in history occurred when two pilots covering the same event lost spatial awareness of each other, coming into contact and crashing to the ground in downtown Phoenix.

The accident occurred in full view of a third pilot still on the way to the story location in another news helicopter capturing the event as it happened while trying to remain composed and report on the crash.

Photo by Michael Sandoval

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# r o t oMark r h Kono eads

This crash, although not a direct causal factor, began to spike conversations about combining helicopter news operations.

The country going into recession in 2008, further compounded the discussion. Belts were tightening in the television news world as they were in many businesses around the country.

Rumors of merging helicopter newsgathering efforts between stations nationwide, including Los Angeles. One

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of the stations mentioned being the helicopter he was flying at the time.

At the time this occurred, Angel City Air (ACA), owned by Larry Welk and now under the Welk Aviation banner, was in negotiations to take over the KTLA ENG contract from Helinet.

Kono reached out to ACA, and the rest, as they say, is “history.” Kono has been with Welk Aviation ever since and still flies the morning traffic run Monday through Friday,

getting up at 2:30 am to be on site around 4 am to start work. The early shift start time is not for the ill prepared, but something that Kono is accustomed to in a job that he clearly loves.

When asked about his company, Kono infectiously talks about the relationship between management and pilots and how the company’s focus on safe operation and listening to pilots concerns, along with continual innovation within the ENG

Above inset: Kono flies the KTLA AS350 over the Hollywood Hills. Photo credit : Kevin Takumi Full page: Kono flies the KTLA AS350 over the LA Coliseum covering the LA Lakers victory parade and celebration. Photo credit: Carston Bell

business, means that there is always something new and exciting developing at Welk.

For the best advice, he could give to any pilot looking to get into the same field he works in is “Things have changed a lot in almost thirty years flying, and flight training has become almost prohibitively expensive when compared to the costs I incurred as a student thirty years ago. But it is that investment alone in yourself that means

you have to WANT to be in this industry and have a passion for it.”

As for the job and the hour he has to get up and be at work, he says, “Some jobs just aren’t for everyone in the industry.

One of the things I had to do and I think if you are preparing to enter into this industry, you need to realize that you will have to make sacrifices. Things like being required to travel. To be successful and hit the hours requirements needed, I had to relocate to

Louisiana for a period. You can’t enter into this business thinking that you will stay wherever you are now and that the jobs you want will mysteriously appear one day.

If the job you want doesn’t exist where you are, you have to be prepared to relocate to where it is to make it work. But overall, stay the course. Be ready to do whatever you have to do to make it work and get the hours and experience you need and above all, be positive.” added Kono.

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LENS BEHIND THE

Story by Ryan Mason

PHOTOGRAPHER PROFILE

Jason

Jorgensen

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t’s the wee hours of a Wednesday morning in Beverly Hills on Rodeo Drive.

A photographer is positioning his camera for yet another long exposure shot with a tripod that weighs more than a small child and stands almost 9 feet in the air.

Camera pointed down Rodeo Drive, towards stores like Tiffany, Dolce and Gabbana, Louis Vuitton, and every other high priced retailer that can afford to rent space or build a store on of the most expensive streets for retail sales in the United States.

A place to be seen, and to market high-priced merchandise that few can afford, this quarter-mile long stretch of road intersecting with Wilshire Drive is where on a sunny day you’ll find Hollywood elites shopping.

Rodeo Drive, if you take a right on Santa Monica Boulevard and keep driving, will take you towards “Old Hollywood” and the hills overlooking the LA basin. Where the likes of James Dean, Marlon Brando and many other 1950s era Hollywood stars owned homes,

until a gradual shift in the early 1970s and 1980s that found actors, musicians and other Hollywood elites moving to areas closer to Hollywood Boulevard and Beverly Hills.

Buying homes hidden by twentyfoot tall hedges, giving them the privacy they craved. If you think Rodeo Drive seems an odd place to find an aviation photographer, you’d be right. However, architectural photography is where Jason Jorgensen initially made his name in the photography world.

Jorgensen describes his entry into the aviation photography world as “a bumpy road” that started like so many others, as a child, where he could be found taking temporary ownership of his mother’s film camera when his family attended air shows in Northern California & Nevada, such as the Reno Air Races.

He recalls his early childhood photo efforts with a shudder and a chuckle, detailing how admittedly terrible his images of “dots in the sky” and lackluster side on and nose-on profile shots of static

planes were. Many shots were taken in those days, all of which were the same, just showing different aircraft.

As a child who loved taking pictures, Jorgensen didn’t know at the time that it would be decades until he would again lift a camera towards a moving aircraft to show its speed and beauty in his own unique style.

A military veteran, Jorgensen served in the United States Navy as a Corpsman (medic) from 1995 until 1998, where, for most of his service, he was stationed in Southern California.

During some of his free time he could be found on or around the various local airfields and Naval Air Stations like Miramar and North Island admiring the abundance of aircraft in flight and on occasion still managing to take a few terrible photos and videos of them.

After leaving the Navy in 1998, while waiting for his vocational rehabilitation from the VA to kick in; Jorgensen re-entered the world of photography “as a result of boredom, looking for something to December 2016 | 77

do,” while his wife at the time, was attending the Navy’s Biomedical Photography School in Bethesda Maryland.

This allowed Jorgensen the opportunity to occasionally have access to high end film camera equipment and a darkroom environment in which to experiment and hone his skills with black and white film photography.

During this period Jorgensen says that he would “shoot any and every thing” he could, “moving or still, from landscapes to people and buildings.”

It was architecture though, that would eventually capture

Jorgensen’s photographic imagination and passion.

Jorgensen entered the photography world as the industry was transitioning from the film world into the early days of digital photography.

The film world was nothing like the world of today’s photographer with a digital camera says Jorgensen, who shot his first digital images with a Kodak DCS 600 series camera (a Nikon F5 body featuring a Kodak digital back) that was capable of images that had a maximum resolution of a whopping 1.2 megapixel sensor.

Jorgensen’s favorite aspect of switching to all digital many years

ago was the ability to see the image immediately and go from twenty-four or thirty-six photos to hundreds in a single shoot, with relatively little effort and no lost time switching film canisters.

The first DSLRs, laughable by today’s standards, but revolutionary at the time, allowed Jorgensen to shoot hundreds of images instead of dozens before pausing to swap out film rolls.

This new ability to shoot more and immediately “develop” the photos in early versions of Photoshop sped up his learning curve and granted him the ability to refine new skills at a greatly accelerated rate when compared to film.

Jorgensen says that luck often plays a part in capturing many shots, like this shot of a CHP AS350B3 conducting a rescue in South Lake Tahoe in Northern California.

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A few years later, while living in Washington State, Jorgensen worked as a licensed assistant to a high-end real estate broker where he spent countless hours honing his skills photographing architecture. During this time, word of mouth, and having photos published in various magazines and newspapers, quickly led Jorgensen to start up a busy side business as a real estate photographer. After moving to Colorado in mid-2008, Jorgensen again combined his skills in real estate and photography where he continued to make a name for himself in the industry, shooting for a growing base of clients in Colorado as well as regularly being flown back to Washington State by his long time clients to photograph

Above: Pictured is Flight in Focus photographers Nick Ozimek, Doug Carter, Jorgensen, Christina Davey and Mike Carter (far right) Below: Jorgensen shoots a lot of his work at Long Beach Airport, CA (LGB) where he captured this MV-22 Osprey, but will jump at a moments notice to photograph breaking events like the recent wilfires in California, resulting in many unique captures of working helicopters like this USFS Cobra used for fire spotting duties.

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their high-end listings. Later, after making the decision to move back to Southern California in 2000’s, Jorgensen decided that he would make photography the focus of his full time efforts.

Soon, he found himself serving as an in-demand photographer in the architecture and interior design industries. He is well-known for his ability to shoot anything from luxury mansions to large office spaces, providing high-quality shots for his luxury interior design clientele around

the LA area. Jorgensen is still flown to locations all over the United States to do work for his longstanding, and newly acquired, clients.

One day, after spotting an Air Force T-38

In moving back to Long Beach, California, Jorgensen inadvertantly settled in a location that offered a one block walk to the beach but was also close to Long Beach airport. The constant air traffic overhead, Boeing’s C-17 production plant at the airport, multiple air shows in the area and discovering that locally, there were frequent visits by military aircraft, Long

Behind t he Lens Jason Jorgensen 8080| heliweb | heliwebmagazine magazine

Beach quickly served as the catalyst that reignited his passion for aviation, and aviation photography.

trainer approaching the runway at Long Beach and being happy with the resulting photos of it, Jorgensen began to wonder what it would take to develop his skills up to a professional level in the aviation photography business. Not knowing where to start, Jorgensen started blindly taking shots around Long Beach of approaching and departing commercial and military aircraft for fun and practice.

Ironically, it was during a real estate shoot in Colorado that Jorgensen had been flown back by a former client to do, where he stumbled into one of the most legendary photographers in the aviation industry.

Jorgensen recalls being in the middle of the real estate photo shoot and noticing memorabilia and photos on the wall of the residence he was shooting that hinted towards the homeowner being part of a flight crew that flew the legendary and recently decommissioned SR-71 Blackbird.

The other served as a rear seat Reconnaissance Systems Officer (RSO) in the SR-71. After a long conversation about the SR-71, Jorgensen showed the gentleman some of his early aviation work and expressed his interest in learning more about the craft. It was then that the homeowner insisted on reaching out to an “old friend” on Jorgensen’s behalf, putting the two in contact.

that still exist today at Lockheed Martin, where Schulzinger ran Lockheed’s media department.

That homeowner’s old friend was none other than, Eric Schulzinger, an aviation photographer widely regarded as the father of the photography standards

Along with shooting the top secret SR-71 from its inception as the classified A-12 project, Schulzinger was also responsible for the airborne and ground photography of

Schulzinger was primarily responsible for almost every iconic shot of the legendary SR-71 Blackbird that you can find in books, magazines and now online, both on the ground and in the air.

A Sikorsky S-76C++ owned by Helinet Aviation, tasked with flying pediatric HEMS sits on the ramp at Van Nuys Airport (VNY) in California. Jorgensen is an accomplished long exposure photographer thanks to his work in the commercial architecture sector before becomming an aviation photographer.

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Le ns th eJorgensen Be hin dJason

every aircraft Lockheed produced during his tenure, including the U-2 and F-22.

Following Schulzinger’s advice, and the encouragement of family and friends, Being that Jorgensen shared a keen Jorgensen continued to refine his craft. interest in military aviation, Schulzinger He joined the ISAP, made several aviation provided some much needed insights, connections, visited airports and bases in advice and ideas with him, and also the area, attended photocalls at NAF El pointed Jorgensen in the direction of Centro, California, and made regular visits the International Society of Aviation to Long Beach Airport.

Photographers (ISAP.) During his hours around the ramps, Providing some tongue in cheek words runways and approaches, those visits of wisdom that the industry is full of would regularly yield everything from photographers that have talent, but some civilian jet traffic, to C-17 Globemaster III have “their own obstacles” which prevent test flights punctuated by occasional F-18s them from being as successful as maybe and Blackhawks stopping by for fuel. All of which, offered Jorgensen a broad range of they could be.

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aircraft to continue to build his portfolio of aviation photography.

Jorgensen’s first published aviation article was featured in ISAP’s quarterly magazine, which, along with his efforts on the social media platform Instagram, where he showcased his aviation work, Jorgensen’s profile and exposure began to gain traction in aviation circles.

Although he only has around 1600 followers on Instagram, he soon realized the type of fans he had were not just your average photography fan.

One of those followers was a member of

the marketing team for the Southwestern distributors of the Honda Jet. The newly FAA-certified Honda Jet was to be in Long Beach for a demonstration shortly, and after a few messages back and forth Jorgensen was invited to photograph the new jet during the event, which, unbeknownst to Jorgensen, were some of the first flights of the Honda Jet as a certified aircraft.

The broad international exposure that his photography received from that single event led to multiple commercial aviation offers, now taking him to various states to complete work for clients ranging from flight schools,

regional airlines, aircraft brokers and corporate jet owners and operators around the country, even recently taking photos involving NASA’s SOFIA Project.

want to learn, the group also includes another young man they jokingly refer to as “junior.” Nick Ozimek, who is new to photography but quickly developing skills.

Having now been featured in numerous national and international publications and websites focusing on aviation across multiple genres, Jorgensen is upbeat about the future, stating that he has also started a company named Flight In Focus with fellow experienced photographers; Christina Davey, Mike Carter, and Doug Kerr. Always interested in furthering the craft, and in teaching those that

Despite his Nikon roots, and recent dabblings with drones, Jorgensen is an avid Canon shooter, and, like many others, values his 70-200mm lens as his “go-to” lens for aviation work. His cockpit shots are also impressive. A skill he attributes to the thousands of homes and businesses he has photographed over the years and not a challenge for the highly skilled Jorgensen.

To see more of Jason’s work, visit his Instagram profile: @stuffandthingsphotography

Pictured is the presidential transport unit HMX-1 MV-22 Osprey’s and two C-5 Starlifter transport planes used to transport Marine One, a Sikorsky VH-3D helicopter and other assets such as the Presidential limo dubbed “The Beast.” Jorgensen took this shot on the tarmac at Bob Hope international Airport in Burbank, California.

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

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