heliweb - February 2014

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february 2014

Vertical Aviation continues the climb Enstrom Helicopter announces change in leadership p. 12 Bell Helicopter and Air Medical Group Holdings reach agreement p. 19 Brushing back the dark p. 26 Van Horn Aviation obtains FAA repair station certificate p. 29

HAI HELI-EXPO is the annual event where we can meet with our industry friends and suppliers in a single location.

— Paul Spring President, Phoenix Heli-Flight

EngagE in thE FuturE oF VErtical Flight February 24–27 • Anaheim, CA Exhibits open February 25–27

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Plan Now to Attend. Register at rotor.org/heliexpo

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february 2014

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graham lavender

from the publisher

It’s February It’s February, and this month has brought unusual cold to the South (snow for us in Georgia!) and Heli-Expo to the helicopter industry. Set for the end of February in Anaheim, CA, this gathering of helicopter professionals from around the world promises to be a spectacular event. Everyone in the industry should make plans to attend HeliExpo, as you are sure to learn something.

Make plans to stop by the heliweb booth, #2615, while you are browsing the exhibit hall.

February also marks the second month of publication for heliweb. We have been extremely busy getting this issue together, with an unprecedented amount of interest in our newly- launched publication. We appreciate all the positive feedback, and will continue to bring you the latest information about the helicopter industry, in print, online at heliweb.com and through our weekly emails.

The February issue features an incredible helicopter service center in Arizona, Vertical Aviation, on the cover. I have enjoyed working with John and learning about his company.

The story starts on page 10, and proves that with a vision, success is very possible.

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New features have been added to the pages of heliweb. Each month, our Director of Business Development, Michael Conner, will feature a company’s product or service in the “Company Spotlight”. He will also give tidbits of practical marketing and business advice for the aviation businessman in another column that he authors,“ The Business End”.

Good things are spooling up for heliweb in the months to come. Our main focus continues to be providing you with the latest, relevant news on the helicopter industry. We also aim to offer an affordable medium for those that provide a product or service to the industry to broadcast their message.

Be sure to follow the latest heliweb information on our Twitter and Facebook pages, @heliweb1 and facebook.com/ heliweb1.

As always, we are actively looking for writers and photographers. If you, or someone you know is interested in having their work published, please give me a call.

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events February 17-19, 2014 Rotorcraft handling qualities specialists meeting

May 20-22, 2014 AHS 70th Annual Meeting

October 21-23, 2014 67th Annual NBAA Convention

Marty Moulton - 256-313-9024 Les Wiggins - 256-313-9034

Palais de Congres de Montreal Montreal Quebec, Canada Holly Cafferelli - 703-684-6777

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February 24-27, 2014 Heli-Expo 2014

May 22-24, 2014 HeliRussia 2014

Anaheim Convention Center Anaheim, CA rotor.org

IEC “Crocus Expo�

Krasnogorsk, Russia helirussia.ru

March 4-5, 2014 Air Charter Safety Symposium

July 14-20, 2014 Farnborough International,

NTSB Training Center Ashburn, WA acsf.aero/symposium

UK, www.farnborough.com

March 19-20, 2014 Aerial Fire Fighting Conference & Exhibition Sacramento, CA tangentlink.com

April 22-24, 2014 Maintenance Management Conference Tampa, FL nbaa.org/events/mmc/2014/

May 12-15, 2014 2014 NHA Symposium Norfolk Waterside Marriott navalhelicopterassn.org

May 13-15, 2014 EBACE Geneva, Switzerland www.ebace.aero

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July 16-19, 2014 ALEA Expo 2014 Phoenix, AZ alea.org

July 21-25, 2014 AIA Conference Napier, New Zealand aia.org.nz

July 28-Aug 3, 2014 EAA Airventure Oshkosh 2014 Oshkosh, WI 920-426-4800 airventure.org

October 14-16, 2014 Helitech International Conference Amsterdam, RAI www.helitechevents.com/en/

November 4-6, 2014 Dubai Helishow 2014 Dubai UAE www.dubaihelicoptershow.com

May 19-21, 2015 EBACE Geneva, Switzerland, www.ebace.aero

May 21-23, 2015 HeliRussia 2015 helirussia.ru

July 15-18, 2015 ALEA Expo 2015 Houston, TX alea.org

July 20-26, 2015 EAA Airventure Oshkosh 2015 Oshkosh, WI 920-426-4800 airventure.org

May 19-21, 2016 HeliRussia 2016 helirussia.ru

July 18-24, 2016 Farnborough International UK, www.farnborough.com

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contents

is published by heliweb, inc.

P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 855.heliweb (435.4932) FAX: 478-987-1836 EMAIL: info@heliweb.com WEB: heliweb.com

Isolair continues to grow..........................................................25

EDITOR / PUBLISHER: Graham Lavender graham@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner michael@heliweb.com ADMINISTRATION: Casey Armstrong casey@heliweb.com AUDIENCE DEVELOPMENT: Brittni White classifieds@heliweb.com PRODUCTION: Deborah Freeman info@heliweb.com

Vertical Aviation LLC appointed dealer for Scott’s

Bell 47GT6.....................................................................................27

heliweb is published monthly for $39 USD for a one (1) year subscription and $70 USD for a two (2) year subscription (international rates will vary).

features Irish Coast Guard upgrades to S92 ......................................12 Enstrom Helicopter announces leadership change.........14 Bell Helicopter and Air Medical Group Holdings reach agreement for 20 helicopters.....................................21

Brushing back the dark..............................................................28 Van Horn Aviation obtains FAA repair station certificate.......................................................................................31

columns from the publisher......................................................................04 company spotlight 135 Air Carrier Management.............16 the anatomy of aviation insurance........................................18

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 month’s edition. Information about rates, mechanical requirements, etc. is available upon request. heliweb is a proud member of:

vertically speaking......................................................................22 NTSB reports.................................................................................24 the business end..........................................................................26

© Copyright 2014 Postmaster: If undeliverable, return mailing label only.

Printed in the United States

training facts.................................................................................32 heli-specs.......................................................................................34

on the cover Vertical Aviation continues the climb .................................10

february 2014

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great info to share Tony, I wanted to share with our readers your media fact book that was sent out in different parts the other day. I took the liberty of compiling the documents and digitizing so I could have an easy share with readership.

You are welcome to use the link to share with whomever. I have also attached the pdf version for you.

Thanks, Graham Graham, This is wonderful. Thank you. We’re always happy to share this safety information.

Tony Molinaro AGL/FAA@FAA

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on the cover

Vertical Aviation continues the climb

by Graham Lavender In 1998, when John Castrogiovanni landed a new client for his company, Phoenix Jet Services, he didn’t realize that in doing so, the groundwork would be laid for what is now one of the leading helicopter service centers in the United States, Vertical Aviation, LLC. John began buying, selling and brokering aircraft in the early 1970s. He was heavily involved with warbirds, owning both a Harvard and a North American P51 Mustang. The cold weather of the Midwest continued to take its toll, prompting him to move south to Phoenix in the mid 1980s.

He sold his warbirds and started a corporate brokerage, sales and charter business, Southwest Jet Aviation. This new company grew under John’s leadership for the next 10 years until its sale. At the pinnacle of Southwest Jet Aviation’s operation, it had 12 charter jet aircraft and 25 full time pilots.

After the sale, John emerged with a new company, Phoenix Jet Services, and a new client, Westcor Aviation.

By 2009, through trials, tragedy and tribulations, Westcor Aviation had seemingly seen its better day. John, who was intimately familiar with the company and had maintained a relationship with its owner, was able to negotiate a purchase agreement with Westcor. By initially coming onboard as the general manager, he was in a position to propel the company into the future or onto the chopping block.

John saw a gem in Westcor, and in March of 2010, purchased the company. After the associated paperwork, which took 8 months, Vertical Aviation, LLC was born.

John Castrogiovanni didn’t let the ink dry on his purchase agreement before he began pulling from his decades of aviation experience to remake, refine and rebrand his new company. John and his team updated computer systems, improved accounting processes and most importantly, worked to establish a new business culture.

Branding of the new company, Vertical Aviation, was important to John, as well. Westcor already had established a

reputation for excellent maintenance in the helicopter industry. With this solid foundation in place, the new company sought to add to an even stronger focus on customer service. As John says, “we put ourselves in the customers shoes; treat them the way we would want to be treated.”

The full service helicopter company that Vertical Aviation has evolved into has brought with it the motto, “if it has a rotor, we can service it”. Vertical Aviation is an FAA certificated Repair Station and an Approved American Eurocopter (now Airbus Helicopters), Turbomeca, RollsRoyce and Robinson R66 Service Center.

They offer factory trained technicians for American Eurocopter, MD, Bell and Robinson. They are the US authorized dealer for Guardian Mobility Automated Flight Following (AFF) systems and Flight Data Monitoring (FDM) systems. Under John’s leadership and vision, and along with his team of excellent maintenance technicians, the new Vertical Aviation has received the prestigious Diamond Service Award from American Eurocopter for the third year in a row.

2014 has already begun with a flurry of activity for Vertical Aviation. Their most recent development is being appointed a dealer for Scott’s Bell 47GT6. Read their full press release about the accomplishment on page 27 of this month’s issue. By placing emphasis on sales, acquisitions, parts, operations, maintenance and most important, customer service, Vertical Aviation and John Castrogiovanni are continuing their climb to the top.

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february 2014

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Irish Coast Guard upgrades to S92, recognizes air crew

by Michael Kelly Minister for Transport, Tourism & Sport Leo Varadkar officially launched the Coast Guard’s new state-of-the-art S92 search & rescue helicopter for the Dublin region in Weston Airport today, Monday 13th January 2014.

In launching the new helicopter at Weston, the Minister said “This is a good occasion to pay tribute to the dedicated helicopter crews who work tirelessly to rescue lives all year round, and also the hundreds of volunteers on Coast Guard and RNLI vessels, mountain and cave

rescue teams. It wouldn’t be possible to provide the same level of emergency response without these volunteers.

That’s also why we have the highest ever allocation of €67.9 million for the Coast Guard in 2014 to finance the provision of critical search & rescue services.”

This is the fourth and final Sikorsky S92 helicopter to come into operation for the Coast Guard and means the entire fleet has now been upgraded. It replaces the Sikorsky S61 which was in use until recently at Coast Guard bases in Dublin, Shannon, Sligo and Waterford.

Speaking at the launch, Minister Varadkar said: “this new helicopter means the Irish Coast Guard now has one of the most modern and effective helicopter fleets in the world. The S92 is tailored specially for search & rescue operations.

It has an extended range of 270 nautical miles, is faster and safer, can carry more casualties, and can fly at higher altitude and in much worse weather.

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(L-R) Chris Reynolds, Director Irish Coast Guard; Paul Ormsby, winch-op; Ed Shivnen, co-pilot; Minister Varadkar; Dara Fitzpatrick, pilot; Dermot Molloy winchman; Eugene Clonan Assistant Director Irish Coast Guard; Declan Geoghegan Operations Manager Irish Coast Guard.

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Avpro

february 2014

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Enstrom Helicopter announces change in leadership Menominee, MI—Jerry Mullins, current President and CEO of Enstrom Helicopters, announced his retirement effective January 31st, 2014. A veteran in the aviation industry for 40 years, Mullins says, “It’s been a great run. Part of me will always be connected to the helicopter industry.” Mullins and his wife Nancy will be moving to Texas to be closer to family, which include twin grandchildren. “I look forward to being known as Papa rather than President,” he says, referring to his enjoyable role as grandfather. “I have thoroughly enjoyed working in this industry with a wonderful group of highly dedicated people. I made friendships for life and appreciate all the support and opportunities the industry has offered.” Mullins will continue to work as a consultant to Enstrom through 2014.

Enstrom Helicopter Corporation is pleased to announce that Tracy Biegler will be promoted to company President & CEO, effective

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Tracy Biegler and Jerry Mullins.

February 1, 2014. Biegler is currently serving as Vice President. A 26 year veteran of the aviation industry and 10 year employee with Enstrom, Biegler says this change in leadership will support the continued growth at Enstrom initiated by Mullins. “We’ve had a change of ownership in the last 15 months, and we’re currently in the process of populating our expanded facility.” The company has increased its workforce and production capacity.

“Look for Enstrom to take a bigger role on the global helicopter stage,” Biegler says.

The change in leadership will be formally announced at the Helicopter Association International (HAI) Heli-Expo in Anaheim, California, in late February.

Founded in 1959, Enstrom Helicopter Corporation designs, fabricates, assembles, and tests a full line of light single helicopters for sale and delivery to customers in the global market. They are used for training, executive transport, and commercial operations.

Enstrom is a wholly owned subsidiary of Chongqing Helicopter Investment Group (CQHIC) and is located in Menominee, Michigan.

For more information on Enstrom, www.enstromhelicopter.com.

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february 2014

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135 Air Carrier Management

company spotlight

Software with a mission

by Michael Conner The desire to make one’s life more simple and efficient oftentimes results in the birth of successful companies. 135 Air Carrier Management is no different. The Wichita, Kansas based corporation has introduced a revolutionary new program that will make tracking a fleet of aircraft and pilots more effective and accessible. 135 Air Carrier Management is the brainchild of Wolf Zon, who has spent many years working in the FAA Part 135 environment. Design and creation of the system actually began over a decade ago while Wolf was working for a freight company with over 20 aircraft and 30 pilots. As acting chief pilot, he witnessed the multitude of simple human errors that can occur when trying to keep up with continuous reports and evaluations, both internal and external.

The true scope and starkness of the challenges facing the FAA Part 135 recordkeeping environment became even more apparent when Wolf took a position as the director of operations for an air ambulance service. Being held directly accountable for arising issues with pilots, aircraft, training, etc., Wolf saw that regardless of the time and resources that were dedicated to tracking

regulatory compliance, simple human errors resulting in inaccurate information abounded. One of the more troubling aspects was the existence of innocent, yet incorrect information on the parts of many in the operation, thus impacting overall organizational true awareness and its resultant effects. It was clearly evident that there was a vital need for a common-sense set of tools that easily set parameters and tracked all of these data points and none existed at the time. The system not only needed to be able to track the metrics of regulatory compliance and verification in real time, but it also needed to be very user-friendly and fluidly operated resulting is ease of deployment and utilization. Having these qualities would make it possible for managers of operations of any scope to take more proactive stances to avoid problems, instead of taking the often more costly reactive position.

With almost a decade and a half of work and practical experience, the development of the 135 Air Carrier Management system has now reached its initial apogee with a no-limits evolution in its future. With the advent of effective mobile technology, an exceptionally simple, highly capable and

Each month heliweb will spotlight a company that provides a product or service to the helicopter industry.

To have your company profiled, call Michael Conner at 855-heliweb or email michael@heliweb.com.

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cast your web evolutionary model has now been produced. Operating similarly to an aircraft instrument cluster, the user can rapidly assess alerts with a minimal amount of clicks via the user interface. Use of the product is very streamlined, clear and uncluttered compared to traditional interfaces. The system is capable of being linked to a satellite tracking system for flight metrics, real-time data push and pull with any external system manufactured, and real-time alerting and deployment via any local or mobile device. The 135 Air Carrier Management System, of course, also monitors ongoing regulatory evaluation and pilot recurrencies. The extensive capabilities of the 135 Air Carrier Management System coupled with the auto generating report function result in a complete FAA Part 135 air carrier management and oversight system. The program also includes the capabilities to calculate weight and balance for every flight and has complete maintenance technician tracking ability that includes duty time, a specific NTSB recommendation.

Included with the acquisition of the software is the completed request document, for the FAA, to receive OpSpec A025 authorization for the use of an electronic recordkeeping system.

Another key feature of the 135 Air Carrier Management System is its evolutionary foundation. The code design directly results in a foundational undercarriage strong enough to support extensive further growth and updates in response to changing customer/ user needs and, of course, continued regulatory compliance tasking. 135ACM will also interconnect seamlessly with Safety Management Systems [SMS] and metric-capturing support of Flight Operations Quality Assurance [FOQA] programs.

An interesting and unexpected offshoot of the 135ACM system that is now being unveiled is the 911MCM - Med Carrier Management system. As a result of requests from air ambulance providers, a complete individual and organizational compliance and licensure oversight system is now being offered. Not unlike the general aviation world, the medical aviation world has innumerable data points. The system is designed to respond to fulfilling a critical need, interfacing with other core solutions.

To learn more about 135ACM, contact Wolf Zon at contact@135acm.com or call 316-461-8360. Also, stop by to see the team at Heli-Expo 2014 in Anaheim, CA, booth #3309, in the new exhibitors section.

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jim gardner

the anatomy of aviation insurance

Shopping for aviation insurance the broker system There is a persistent misconception that all aviation insurance agents work for the insurance companies. First, there are two kinds of agents: captive agents and independent agents or brokers. In the auto insurance industry, companies like State Farm or Allstate have a large network of captive agents who sell insurance policies exclusively for that insurance company and no one else. Sometimes they are employees of that company. Often times they are independent contractors with an exclusive agreement to sell only that company’s products. The term “direct write” is often used to describe this system. Either way, when a buyer talks with one of these agents, he is going to get a quote from only one insurance company and must, therefore, shop elsewhere for other quotes. While captive agents are knowledgeable, capable, and bound by the same ethical standards as all insurance

agents, they are under no obligation to act as an advisor to the buyer or to find alternative insurance options outside the product line of their company.

Independent agents or brokers work for the client. They have contracts with several insurance companies that sell the same products. They develop their business by cultivating clients who use their services to find several options from which the client can choose, according to the client’s priorities; whether that be price, coverage, quality of company, or a combination of several factors.

One big difference between the aviation insurance market and the auto insurance market is size. While there are more than 2000 auto insurance companies in the United States, there are only 15 companies who offer aviation insurance. Like the larger auto

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

Jim.Gardner@jagardner.com • www.jagardner.com • 678-983-4482 18

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cast your web insurance market, aviation insurance companies have their preference of what type of risk they choose to insure.

For instance, there are only three companies that will insure an agricultural applications risk. There may be as many as five and as few as one who will insure rotorcraft operations. A standalone air ambulance service that uses piston aircraft based in West Virginia will discover that there is a single company willing to insure their risk.

Because of the small and unique slope of the market, the aviation insurance companies have found that using the broker system gives them the ability to economically create a wide network of agents. Only one company sells aviation insurance directly to the public and only for non commercial light piston aircraft.

For the underwriters, there are a couple

of downsides to the “broker system.” First, the broker’s loyalty lies with the client, not the underwriter. They understand this and are perfectly comfortable knowing that the broker is going to get other quotes from competing companies to offer the client. They are more concerned that the broker is honest, appropriately licensed, competent and knowledgeable in aviation insurance, and can properly advise the client on the provisions and value of the coverage offered. That is why they have a qualification process to approve each agent or agency before they offer them a contract to sell their product.

Second, unless some sort of priority system is established, the underwriters could be inundated with multiple quote requests from different agents for the same risk, creating a huge workload.

Since they can’t assign territories to

independent brokers, the industry has adopted a first-come, first-served priority system. The underwriters will assign a new customer to the first agent who brings them a valid quote request.

To every agent that follows, they will inform them that they are “involved” with another agent and can’t disclose the quote. Since the customer did not specify who he preferred to get the quote, this is a very logical and fair way to sort it out. The potential customer gets a fair quote through a qualified agent, based on the information given to the underwriter. If the customer prefers a different agent, they have the option of providing that agent with a “broker of record” letter which the underwriter will honor.

While a buyer could easily get a dozen quotes from several different auto agents (without a duplication

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

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

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

The COMMITMENT to personal service that you deserve.

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

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

february 2014

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to provide a quote. Most brokers find this approach aggravating. While they aren’t afraid of competing for the business, nobody likes to be treated like a number. Underwriters don’t like this approach because it puts them in a nowin position of having to sort out who got there first and of breaking the “bad news” to several brokers. (This is usually when the broker finds out the potential client has been looking elsewhere. It is not the highlight of their day.)

of insurance companies), the aircraft owner or operator may only find two or three quotes, depending on the nature and history of his aircraft operation or business. Once a new aircraft owner discovers that a full-service aviation broker that can provide all these quotes, the big question becomes “which one?”

Airplane owners and aviation operators employ three basic approaches to finding a broker or agent: The “Shotgun” Approach, Assign Markets, and Hire an Exclusive Broker.

“I need a quote” is the mantra of the shopper who is looking for insurance and doesn’t particularly care who he gets it from or what insurance company provides it. He usually assumes that all insurance policies are the same and is shopping for price. He has asked several, maybe even a dozen,5:13 agents Final UTP-1301-Ad 1 1/7/13 PM Page

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“captive agents” who are now trying to sell them something. This is a perfectly acceptable practice to the underwriters.

Depending on the size of the account, many successful brokers prefer not to participate in this process because they could put in a great deal of effort with nothing to show for it in the end.

Interviewing and hiring an exclusive broker is the preferred method employed by the vast majority of aviation insurance buyers. Many large operations consider it “outsourcing” their aviation risk management needs. They look at their broker as a trusted adviser and a good broker will work hard to earn that trust.

Some customers haven’t established a satisfying relationship with one broker or just prefer to deal with several different brokers. They also understand the limited markets available to provide There isn’t a single aircraft owner or insurance for their particular operation. operator in the world who doesn’t want They will assign each aviation insurance to reduce the cost of insurance. A good company to a different broker through broker can make a big difference. The way a broker of record letter. The net effect is that you choose is up that they have turned those brokers into   that  broker    to you.

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Bell Helicopter and Air Medical Group Holdings reach agreement for 20 helicopters FORT WORTH, TEXAS—Bell Helicopter, a Textron Inc. company, announced a signed agreement for the sale of 20 Bell 206L-4s to Air Medical Group Holdings (AMGH), one of the largest independent providers of helicopter air ambulance services (HAA) in the world. Deliveries are scheduled to begin this year and continue through 2017.

“These new aircraft will serve as replacements for older aircraft in service as well as provide for growth of the service area,” said Seth Myers, President, Air Evac EMS, Inc., a subsidiary of AMGH. “We appreciate the quality aircraft, service and support Bell Helicopter has provided us over the years and look forward to continuing to offer a variety of Bell products to our customers.”

Air Evac EMS, Inc., which operates Air Evac Lifeteam, is the largest

independently owned and operated membership-supported air medical service in the United States, conducting its operations through 115 mutuallysupporting air medical bases across 15 states. The company has established itself as one of the preeminent providers of air ambulance services to communities in need of advanced emergency health care and rapid medical transport and operates the world’s largest fleet of more than 130 medically-equipped Bell 206 Long Ranger helicopters, along with additional Bell 407 helicopters.

“We have a long, proud history supporting AMGH and are proud to have announced two significant orders with them in the past year” said Danny Maldonado, Bell Helicopter’s executive vice president of Sales and Marketing.

“We put the goals of our customers first

in everything we do and are proud to play a role as they continue to provide critical, timely care within every market where they operate.”

The dependable and reliable Bell 206L-4 provides operators a multi-mission capable helicopter with low operating costs. With seven place seating and more than 2,000 lbs of useful load, the Bell 206L-4 delivers mission flexibility. It also offers superb visibility for difficult scene landings with large cabin windows and wrap-around windows for pilots. It is also supported by a global support network with a variety of product and service offerings including maintenance, repair and overhaul, blade repair, and customization –all backed

by Bell Helicopter’s #1 ranked Customer Support and Services.

february 2014

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gene trainor

vertically speaking

Culture shock Helicopter industry and government leaders knew something had to be done to reduce the alarming number of helicopter accidents worldwide.

In the United States, the numbers looked particularly promising. Helicopter accidents had been gradually decreasing from a high of 222 crashes reported in 1990.

So, those leading the charge to reduce accident rates called for a “culture of safety” that encouraged training, outreach, research, analysis, and an environment where people could report safety violations without fear of repercussions.

Sadly, that trend ended last year. Helicopter accidents were up 19 percent between 2011 and 2012 nationwide, increasing from 129 to 154. Of the 154 accidents, 23 involved fatalities, up from 18 in 2011.

There has been some success since 2005, when more than 250 people from 13 countries attended the first International Helicopter Safety Symposium in Montreal.

There, they developed a plan to reduce helicopter accidents worldwide, and they created the International Helicopter Safety Team (IHST) to oversee this plan.

From 2001 through 2005, the worldwide accident rate was 9.4 accidents per 100,000 flight hours. The attendees’ goal for 2016 was 1.9 accidents worldwide per 100,000 flight hours. As of December 31, 2012, the rate was estimated to be 5.2 accidents worldwide per 100,000 flight hours.

Most accidents — 87 percent — occur during the day. And most of the accidents — 84 percent — can be attributed to pilot judgment and actions, according to the U.S. Joint Helicopter Safety Analysis Team, which studied 523 accidents in 2000, 2001, and 2006.

The major premise for the FAA and IHST is that pilots, companies, and organizations must create a culture of safety. This effort will not only save lives, but also save millions of dollars from destroyed or damaged helicopters and equipment. But what do the FAA and the Virginia-based IHST mean when they call for a culture of safety? Here are some recommendations that pilots and helicopter companies can follow to ensure safer skies: 1. Establish a system where anyone can

Gene Trainor is a technical writer and editor for the Rotorcraft Directorate in Fort Worth. He previously worked as a newspaper reporter and editor.

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cast your web HeliNwspaper_ad_110718.ai

report an unsafe condition without fear of reprisal. People should believe they will receive support, including feedback on how the problem has been addressed.

2. Make every employee a champion of safety, but designate someone in the company to be the principal safety representative — an individual who serves as a catalyst for advancing the culture of safety. If a pilot works alone, he or she can take this role.

3. Seek out, establish, or provide training programs for employees and pilots that promote safety. Ensure that the employees and pilots understand what is being taught, perhaps through exams or through discussions.

4. Post lists of rules and potential hazards in public places.

Let the public, employees, and managers know that there are serious consequences for flagrant violation of the rules — consequences that can include loss of job or more importantly, lives.

5. Establish a policy of risk analysis. Ask yourself: Does the task being proposed present safety risks? What is the probability for a mishap? Are the risks worth taking?

6. Review data. Is there a pattern of safety violations and risks? How can these violations and risks be reduced or eliminated? Accidents, near-accidents, and reports of safety risks should be collected and maintained in a secure location.

7. Create programs and checklists to ensure helicopters are properly maintained and flown.

8. Participate in ongoing monitoring programs and audits.

How do you know if your safety program works unless you introduce some accountability?

9. Create an emergency response plan. Who does what and when, should an emergency arise? Duties might include who contacts medical emergency personnel, families, coworkers, the media, and administrators. What can be done immediately? Practice drills should be conducted.

Although the FAA and IHST remain committed to achieving the original goal of 1.9 accidents worldwide per 100,000 flight hours by 2016, the recently developed greater goals — to reverse any negative trend and improve safety culture in the helicopter industry worldwide — can lead to the ultimate goal of zero accidents. The recommendations listed here are not limited to a large commercial operator. Any and every pilot can seek additional safety training, establish individual risk analysis, use checklists, and create a personal emergency response plan.

Reducing the helicopter accident rate begins with promoting a culture of safety we can live with.

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ntsb reports NTSB Identification: *CEN14CA017* Date: October 02, 2013 Location: Chicago, IL Aircraft: ROBINSON R22 - BETA Injuries: 2 Uninjured.

The student pilot stated they had been practicing hovering for about 30 minutes, and were about two feet above the ground. He recalled that he was “controlling the cyclic and maybe the collective, but not the pedals.” The flight instructor thought they were three to five feet above the ground. The helicopter experienced a pendular motion and began traveling backwards and to the right. The right skid made contact with the ground, which resulted in the tail impacting the ground and the helicopter rolling onto its side.

The helicopter sustained substantial damage to the tail rotor.

NTSB Identification: *CEN14WA001* Date: October 04, 2013 Location: Upper Edgebold, United Kingdom Aircraft: BELL 206 - B Injuries: 1 Minor.

A Bell 206B was substantially damaged when it impacted terrain and rolled over following a loss of engine power near Upper Edgebold near Shrewsbury, Shopshire, England.

The pilot, the sole person on board received minor injuries.

Visual meteorological conditions prevailed at the time of the accident.

This investigation is under the jurisdiction and control of the British government. Any further information may be obtained from: Air Accidents Investigations Branch Farnborough House NTSB Identification: *WPR14CA041* Date: November 02, 2013 Location: Superior, MT Aircraft: BELL 206B Injuries: 1 Uninjured.

The pilot reported that during the last long-line load of the day moving bags of cedar mulch, while on approach to the drop zone, he looked outside at the trees, and did not see any indication of wind; however, he felt a little shudder as the helicopter came out of translational lift. He again looked outside at the trees, and did not see any indication of wind, and continued his approach to the drop zone. Once over the drop zone, as he went to release the bag, he noticed that the remote hook plug had come unplugged. He decided to pick

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the load back up and move the bag over to the pile of mulch so he could land and manually unhook the bag. When he picked the bag off the ground, the helicopter started to spin to the right, which he was unable to stop. He noticed that the collective was in the full up position so he lowered it to stop the spinning; however, before he could arrest the spinning, the helicopter struck a pile of mulch, and rolled onto its right side, which resulted in substantial damage to the fuselage.

The pilot reported no preimpact mechanical malfunctions or failures that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain aircraft control while maneuvering during a long-line operation.

NTSB Identification: *CEN14LA048* Date: November 09, 2013 Location: Shreveport, LA Aircraft: Eurocopter Deutschland GMBH EC135P1 Injuries: 3 Minor.

An Eurocopter Deutschland GMBH EC135P1 helicopter impacted terrain near Shreveport, Louisiana. The commercial pilot and two company mechanics sustained minor injuries and the helicopter was substantially damaged. The helicopter was registered to and operated by Metro Aviation Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance test flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan.

The local flight was originating from the company’s facility in Shreveport, Louisiana.

According to preliminary information, the helicopter lifted off to a hover before starting a climbing left turn. Shortly after, a “pop” was heard by the pilot and one of the mechanics, and the helicopter began to yaw and spin. The helicopter descended and impacted an open field.

The helicopter was retained for further examination.

NTSB Identification: *ANC14WA006* Date: November 16, 2013 Location: Seoul, Korea, Republic Of Aircraft: SIKORSKY S76-C++ Injuries: 2 Fatal.

A Sikorsky S76 C++ helicopter sustained substantial damage after colliding with a 26-story apartment building in Seoul,

Korea. Both crew members received fatal injuries.

The REPUBLIC OF KOREA Aviation and Railway Accident Investigation Board is investigating the accident. As the state of manufacture of the helicopter, the NTSB has designated a U.S. Accredited Representative under the provisions of Annex 13 to the Convention on Civil Aviation to assist ARAIB in their investigation.

All inquiries concerning this accident should be directed to ARAIB at: REPUBLIC OF KOREA Aviation and Railway Accident Investigation Board Ministry of Construction and Transportation NTSB Identification: *ERA14WA047* Date: November 20, 2013 Location: Rio de Janeiro, Brazil Aircraft: ROBINSON R66 Injuries: 1 Fatal.

A Robinson R66 helicopter while on approach to the Hotel Portobello Heliport (SIWS), Mangaratiba Municipality – State of Rio de Janeiro, Brazil, began to rotate around its vertical axis, lost altitude, and then impacted the waters of Mangaratiba Bay, and sank. The pilot was fatally injured.

This investigation is under the jurisdiction of the Government of Brazil. Any further information can be obtained from: Aeronautical Accident Prevention and Investigation Center Investigation Division NTSB Identification: *WPR14LA062* Date: December 09, 2013 Location: Chowchilla, CA Aircraft: HILLER UH 12E Injuries: 1 Minor.

A Hiller UH-12E landed hard near Chowchilla, California. The helicopter was under the provisions of 14 Code of Federal Regulations Part 91, as a frost control flight. The commercial pilot sustained minor injuries, and the helicopter sustained substantial damage during the accident sequence, separating the tailboom from the fuselage. The local flight departed from Madera Municipal Airport, Madera, California at an unknown time. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot/owner stated that he was performing frost control over a citrus grove at low altitude when the helicopter’s

ntsb reports

cast your web engine began to overspeed, with an accompanying decrease in rotor speed. He initiated an autorotation and the helicopter stuck trees in an adjoining almond orchard. The owner removed the helicopter immediately following the accident, and disassembled it prior to the arrival of an FAA inspector the following morning. Subsequent examination revealed that the elastomeric portion of the helicopters torsional coupling had sheared.

NTSB Identification: *WPR14WA072* Date: December 15, 2013 Location: Lake Ross, New Zealand, Aircraft: HUGHES 369E Injuries: 1 Fatal.

AHughes 369E collided with terrain under unknown circumstances near Lake Ross, South Island, New Zealand.

The flight was operated by Milford Helicopters under the

pertinent civil regulations of the government of New Zealand.

The helicopter was destroyed and the pilot, the sole occupant, was fatally injured.

The investigation is under the jurisdiction of the Government of New Zealand. This report is for information purposes only and contains only information released by the Government of New Zealand. Further information pertaining to this accident may be obtained from: Civil Aviation Authority Safety Investigations Unit NTSB Identification: *CEN14WA093* Date: December 20, 2013 Location: Bordeaux, France Aircraft: Robinson Helicopter Company R 44 Injuries: 4 Fatal.

accident pilot, was destroyed when it impacted the Dordogne River under unknown circumstances near Bordeaux, France.

Visual meteorological conditions prevailed at the time of the accident. The pilot and 3 passengers were fatally injured.

The flight originated from the Chteau de la Rivière near Bordeaux, France.

The accident investigation is under the jurisdiction and control of the French government. This report is for informational purposes only and contains only information released by or obtained from the French Aircraft Accident Investigation Bureau. Further information pertaining to this accident may be obtained from: Aircraft Accident Investigation Bureau Bureau d’Enquêtes et d’Analyses

A Robinson R44 helicopter, owned and piloted by the

Isolair continues to grow Boring, Or – Isolair is marking its oneyear anniversary at their new production facility in Boring, Oregon with four acres, two buildings more than 10,000 square feet and room to grow. Isolair’s future plans call for a heli pad and in-house facility for fiber glassing, and a larger paint booth.

Also in the process of achieving FAA and EASA certifications is the Isolair 3900-206LR Innovator II for Bell model 206LR helicopters, as well as the 3900R44 Innovator II for Robinson R44 helicopters.

Isolair is working in conjunction with General Dynamics Global Imaging

Technologies to develop a unique camera mounting system for aerial broadcasting and film. Isolair’s unique capabilities coupled with General Dynamics award winning Cineflex camera system will produce the first of its kind Camera pod system for easy install, removal and keeping cabin free of all electrical equipment.

Sales have continued to grow significantly in 2014 for the Boring, Oregon based Isolair Incorporated.

While fire-fighting systems made up the majority of these sales, Isolair continues to manufacture an extensive and innovative line of custom equipment for commercial helicopters.

The agricultural application industry continues to grow rapidly, with the new additions to Isolair’s Enstrom model 3900-480 & 3900-280 agricultural application line. They have sent more than a dozen systems overseas.

february 2014

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Michael Conner

the business end

Branding The heliweb readership consists of many people from multiple demographics: owners, operators, pilots, maintenance technicians, members of a corporate team, etc.. One common thread among this group of people is the desire to do business with reputable establishments, and the desire to know that the person on the other side of the transaction will do what they promise; and do it well.

Whether the company is large or small, established or a startup, many of you operate a business in some capacity. Branding is a necessary tool used by companies to attract and retain customers. Branding is a reputation builder. It’s not just a logo, slogan, product or service. A company’s brand is a complex combination of all these things and can lead to a distinct advantage in increasingly competitive markets. A great brand is what allows a business to demand top dollar for its product or service because it is known and trusted in the marketplace.

So, why should you worry about your brand?

What goes through potential customers’ minds when they see your logo or slogan?

Do they subconsciously associate that image with your company, with a quality product or service? If you have done a proficient job building and promoting a solid brand, day after day, month after month, when the time arrives for a potential client to buy, you are the company they will go to - the company that has branded itself.

Repeat customers are also a great testament to the brand. Clients that continually return are not only satisfied, but are also becoming a flagship for your product or service. Building and promoting a strong brand is a great way to ensure that those customers will not only patronize your company once, but many times over. In next month’s column, I will dissect the importance of customer service, and its relationship to your brand.

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

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cast your web

Vertical Aviation LLC appointed dealer for Scotts Bell 47GT6 Vertical Aviation LLC, based in Scottsdale, Arizona, is now the Scott’s Bell 47GT6 dealer for the US Southwest and will manage the states of California, Nevada, Utah, Arizona, Colorado and New Mexico. Vertical Aviation has also recently signed a Customer Support Facility agreement for SB47GT6 and will be well-placed to provide full sales and support packages for operators in their region. Vertical is already the Rolls-Royce RR300 Service Center and now can cover all of the SB47GT6 owner’s and operator’s needs, including warranty work for both airframe and engine with factory trained technicians. This will be a great working utility helicopter.

Vertical Aviation is a full-service helicopter company based in Scottsdale Arizona, providing services and support to “A Higher Standard”. New and pre-owned helicopter sales, acquisitions, parts, management, maintenance and flight operations.

FAA approved 133-135-136-137 and145 Certifications. Vertical

Aviation is Factory-145MRO approved sales and service center for Eurocopter-Airbus Helicopters, Robinson R66 Turbomeca, MD500, Rolls-Royce RR300, SB47GT6 and the US-authorized dealer for Guardian Mobility Automated Flight Following (AFF) systems and Flight Data Monitoring (FDM) systems.

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february 2014

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Brushing back the dark A look at the latest in night vision technology

by James Williams

The ability to adapt is a wonderful thing. In the animal kingdom, adaptation is typically accomplished by biological means. Sometimes this means an animal develops bigger teeth or stronger muscles. Sometimes it means lighter bones and co-opted structures like feathers for flight. Humans, however, have largely adapted by developing technologies. We use technology to bridge the gap between what we would like to achieve (i.e., flight), and what our bodies will allow.

One area in which humans have always been the weaker species in is vision and, specifically, night vision. While many other animals developed better night vision or evolved their other senses to compensate, for the last 100,000 years or so, our only technological recourse was to carry light (e.g., fire) with us. This all changed in World

Many night vision systems are helmet mounted which can add strain and fatigue to operations. U.S. Air Force photo

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War II. Since then, we’ve been rapidly closing the gap between us and other animals.

Lighting the Way There are two basic kinds of technology that comprise our night vision arsenal: light amplification and alternate wavelength.

These two technologies have very different operating principles and implementations.

With these differences come varying advantages and disadvantages.

The most prominent example of light amplification technology is the night vision goggle system (NVG). They work by doing exactly what the name says: they amplify the ambient light by as much as 50,000 times, according to some reports. That’s quite an improvement from the Vietnamera Generation I systems that required at least some moonlight to function, and even early Generation 0 systems that required a separate infrared lighting source. The current Generation III requires virtually no light to function and can make an apparently pitch black environment light up like a sunny day.

Alternate wavelength technology works by using sensors that can “see” in other wavelengths of energy. The most common example would be infrared (IR). IR allows you to see heat energy, or more specifically, differences in heat energy. IR technology tends to be aircraft-mounted due to the size and power demands of the sensor.

Earlier sensors had to be cooled to very low temperatures in order to work. This meant larger, more complicated installations on the aircraft and also tended to require wait times to cool the sensor to operating temperature. Not only do these IR sensors help shed light on the darkness, but they also can improve visibility through some common visual obstructions such as fog, snow, or rain.

cast your web

Another example of alternate wavelength technology is millimeter wavelength radar. Millimeter wave radar is one of the technologies specifically allowed by rule, but it is largely out of reach for the GA world. For the purposes of this article, therefore, our use of the term “IR technology” is intended to represent the group of alternate wavelength technologies.

At Home in the Dark Night vision imaging systems (NVIS) falls into the category of light amplification technology. The advantages with this technology are significant, but it is not without its limitations. One issue is depth perception as some designs only use single tubes in order to save on costs. This practice essentially turns the user into a bit of a Cyclops, thereby eliminating depth perception completely. Another issue is dramatically reduced peripheral vision.

Most people are accustomed to about 190° of peripheral vision, but many NVGs offer only around 40°. The Department of Defense is working with advanced NVG designs that feature four tubes, instead of the more conventional one or two, to improve peripheral vision. Still, that change only boosts peripheral vision to a reported 95°. Lastly, there are concerns that the extra weight of the systems — which are head mounted — can cause increased fatigue and eye strain. NVGs also require significant modifications to be made to the aircraft, like the addition of filters to lights and switches to prevent the illumination from upsetting the NVGs.

Photo by Master Sargent Ben Blocker USAF

For these reasons, the FAA places restrictions on the use of NVGs by pilots.

In addition, there are also hardware certification requirements. Many of the prerequisite requirements for NVG use are found in 14 CFR part 61, specifically 61.1 (b) (12) and (13), 61.31(k), 61.51(k),61.57(f ) and (g), and 61.195(k). There are also instrument and equipment requirements listed in part 91.205(h). Part 61.31(k) is critical as it states that you cannot use NVGs without proper training or experience. It further states the user must have received and logged both ground and flight training unless you meet very specific requirements. Additionally 61.195(k) requires that the instructor be specifically approved by the FAA. So to make a long story short, using NVGs isn’t as simple as just putting a clip on your helmet.

Heat Vision While IR systems can be powerful tools to improve safety at night and during the day in periods of reduced visibility, they aren’t a cure-all. Many IR systems can improve visibility through things like fog, rain, and snow, but they can’t see through clouds.

Also, IR sensors can’t detect newer lighting systems such as LEDs since they don’t emit heat. As mentioned above, the systems are generally required to be permanently installed in the aircraft. They include a pod or protuberance to house the sensor, in

addition to a display in the cockpit.

Even with the technological advances that have paved the way for “uncooled” sensors in newer products, they can be very expensive and require installation work. This makes the installation work to accompany NVGs seem very minimal.

EFVS vs. EVS One issue with IR systems is that there is a regulatory distinction between Enhanced Flight Vision Systems (EFVS) and Enhanced Vision Systems (EVS). This may seem a bit redundant but, as with most complicated systems, the devil is in the details. Both systems provide the pilot with information — mainly IR information at the moment — in an effort to improve his or her situation awareness. But EFVS equipment offers the pilot the chance to go 100 feet below decision altitude (DA) or minimum descent altitude (MDA) to 100 feet above the touchdown zone elevation (TDZE) based on information from an approved EFVS. An EVS doesn’t offer the same benefit. In fact EVS equipment does not allow any change to DA/MDA protocol. EVS does offer similar benefits in terms of situation awareness and in many cases very similar hardware. So what’s the difference?

While EFVS is required to meet specific requirements that an EVS might not meet, the main difference is that an EFVS

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is required to display its information on a head up display (HUD).

While there are other technical requirements to meet EFVS status, a major stumbling block can be the HUD. Most EVSs use either a primary or multi-function flight display (PFD or MFD) to display sensor information. Sometimes this information is even overlaid on to the other PFD information making it very close to what an EFVS provides through its HUD. This does not mean that EVSs won’t have a greater standing in the future. In fact, some avionics companies have done research and development on systems that would overlay sensor data and synthetic vision system (SVS) information on a PFD. Initial testing has looked promising showing results that are consistent with EFVS. There is still significant work to be done before such a system could be approved, and an approval could open the door for more benefits for the more accessible EVS systems.

Our ability to adapt technologically has enabled us to do what we couldn’t 100 years ago — see clearly or, for that matter, fly in the dark. But like most of our tools, these advances aren’t without limitations. To mitigate risks associated with these limitations, the FAA has established regulations and guidance for users of these

A HUD display of information from a Rockwell Collins EVS3000 Enhanced Vision system. Photo Courtesy of Rockwell Collins. technologies. Only with a proper understanding of the technology and its constraints, can we truly own the night.

James Williams is FAA Safety Briefing’s assistant editor and photo editor. He is also a pilot and ground instructor.

For 25 years, ISOLAIR has been manufacturing quality helicopter systems for the fire fighting, forestry and aerial application industries with an extensive line of certified and custom built helicopter equipment.

ISOLAIR has the right system to fit your company’s needs and helicopter alike. From agricultural spray systems and bucket spreaders to fire fighting systems, forestry grapples and torches, ISOLAIR has the product for you!

With competitive pricing, quality assurance, easy to install products and an ongoing commitment to customer service, we invite you to contact us. Our knowledgeable sales staff is ready to answer your questions and advise you on the ISOLAIR system that will best meet your company’s requirements.

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cast your web

Van Horn Aviation obtains FAA Repair Station Certificate Announces opening of Van Horn Repair, LLC TEMPE, AZ—After recently obtaining Repair Station Certificate V7JR502Y from the FAA, rotor blade manufacturer Van Horn Aviation (VHA) established its own repair station. Named Van Horn Repair (VHR), the new repair station is co-located with VHA’s Tempe, Arizona, manufacturing facilities and will specialize in repairing VHA composite rotor blades.

“The repair station certificate allows us to better service our customers by providing in-house repair and replacement of both warrantied and non-warrantied parts,” said VHA president James Van Horn.

“Customers now have a choice when it

comes to repairing their VHA composite blades.”

Services provided through VHR include: • Replacing bearings/bushings • Repairing limited damage to composite skin • Replacing abrasion strips • Rebalancing blades • Repairing voids in blades • Other structural repairs as approved by an FAA authorized Designated Engineering Representative (DER) VHA Quality Manager and FAA-authorized Designated Manufacturing Inspection Representative (DMIR) Marie Dwyer will oversee operations at the VHR repair

station. “Having an in-house repair station allows the manufacturing side and repair station side to share information, resulting in improved processes and enhanced customer support,” said Dwyer.

Customers can contact Van Horn Repair through its website, vanhornrepair.com, or by calling 480-404-6001.

About Van Horn Aviation Van Horn Aviation specializes in the design, certification and manufacturing of aftermarket dynamic components including composite tail rotor blades for various models of the UH-1 Huey and Bell 206B3/206L series/OH-58. For more information, www.vanhornaviation.com.

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february 2014

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International Helicopter Safety Team

.

training facts

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CFIT - How does it happen Controlled Flight into Terrain, or CFIT, occurs when an airworthy aircraft under the control of a pilot is flown unintentionally and without prior awareness into terrain, water, or an obstacle.

CFIT ranks as the 13th most common of helicopter accident types and according to NTSB statistics, 60% of all CFIT accidents are fatal. Despite its frequency, helicopter pilots may find it difficult to relate to the concept of unknowingly flying their aircraft into the ground. Many in-flight emergencies can be detected and require a specific course of corrective action. However, when CFIT occurs, the pilot usually learns of the emergency the same instant the helicopter impacts terrain. Therefore it is important for pilots to understand what conditions and actions lead to CFIT, so that they can recognize and avoid these hazards to prevent the accident.

Helicopter Operations The nature of many helicopter operations

exposes helicopter pilots to greater risk of CFIT. It is common for helicopters to fly at low altitudes or adjacent to terrain, increasing the likelihood of CFIT should a loss of situational awareness occur. The FAR’s allow helicopters to operate at lower altitudes and weather minimums than airplanes. This puts greater responsibility on the helicopter pilot to ask him or herself “I am allowed to do this, but should I?” With a good analysis of risk factors including aircraft capabilities, operation type, pilot abilities, and environmental conditions, the correct answer is often “no”. Setting personal minimums for weather and cruising altitudes can help pilots to eliminate external pressures that can skew their decision making process, and create a margin for error in case of a lapse in situational awareness. The act of establishing minimums, however, does not prevent accidents by itself. The true test arises when marginal conditions threaten an important flight. The pilot must hold strictly to those personal minimums. It will take a great deal of discipline to maintain a safety margin,

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

cast your web but the decision to do so may save the pilot’s life.

Visibility and Weather CFIT is often associated with low visibility or night flights in mountainous terrain. These conditions do create an extreme hazard of CFIT because pilots often rely on their eyes to identify danger. Pilots should approach low visibility or dark night operations with extreme caution. Flying over unlit areas at night should be avoided when possible. Otherwise, maintain a higher altitude than normal when flying at night to ensure clearance over terrain and obstacles. Thorough planning and weather briefings before flights can prevent encountering hazardous low visibility conditions, day or night.

If flight in low visibility is necessary due to operational requirements, good situational awareness is critical.

A frequent scan of flight instruments used in combination with VFR charts is necessary to ensure clearance of nearby terrain. Additionally, it is crucial that pilots constantly reassess the current flight conditions as well as their decisions. Just because the “Go” decision was made does not mean the flight must be completed as planned. Early recognition of potential CFIT conditions can allow a pilot to stop the error chain and prevent an accident. Land as soon as possible when visibility or conditions deteriorate.

Situational Awareness It is a fact that CFIT accidents often take place in low visibility scenarios and in mountainous terrain. However, CFIT accidents are not limited to those conditions, and many take place on flat or rising terrain as well. Furthermore, studies show that half of CFIT helicopter accidents took place in VMC conditions.

These statistics demonstrate that CFIT is caused by more than just weather phenomena. Ultimately, loss of situational awareness causes these crashes. Distractions, high workload, or fixation on certain flight elements can lead to a potential CFIT scenario.

Pilots must maintain a clear mental picture of their helicopter’s location relative to the terrain and objects around it. Understanding that CFIT can take place in any phase of flight, in all weather conditions, and during both day and night is one step towards preventing its occurrence. Good pilot judgment and flying within aircraft and pilot capabilities will further reduce its likelihood.

Eliminating CFIT New technology makes maintaining situational awareness easier for helicopter pilots. The Enhanced Ground Proximity Warning System (EGPWS) presents pilots with positional awareness relative to terrain that is easy to see and understand. This type of instrument is slowly being introduced to new aircraft, but it may never be standardized for smaller or GA aircraft, which statistically are most prone to CFIT accidents. Advances in avionics can prove helpful, but ultimately it is the PIC who prevents CFIT. Therefore, take CFIT seriously in your preflight planning and in your cockpit decision making. Be diligent in your instrument scans and always maintain situational awareness, especially when workload is high. Set personal minimums that will give you an extra margin of safety. Together we can eliminate CFIT from the list of common accidents.

•

• •

awareness throughout flight, and using the appropriate tools to do so.

Despite advances in cockpit technology and navigation, CFIT accidents continue to take place.

CFIT occurrences take place in all types of conditions and terrain.

It is crucial that pilots recognize the hazards of operating in low visibility at low altitudes.

References Further information can be found in: • Chapter 17 of the Helicopter Instructor’s Handbook at www. faa.gov/library/manuals/aviation/ media/FAA-H-8083-4.pdf • Chapter 14 of the Helicopter Flying Handbook at www.faa.gov/library/ manuals/aircraft/media /faa-h8083-21A.pdf • In the Reality of Aeronautical Knowledge at www.ihst.org/ portals/54/Reality_Aeronautic al_Knowledge_21MAY12.pdf • In AC 61-134 GA CFIT Awareness at www.rgl.faa.gov/Regulatory_ and_Guidance_Library/ rgAdvisoryCircular.nsf/list/AC%20 61- 134/$FILE/ac61-134.pdf • At www.IHST.org

Summary •

The key to avoiding CFIT is diligence in maintaining situational

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heli-specs

Eurocopter EC 130B4 • Total production (all variants) 183 • Engine(s) Arriel 2B1 (takeoff) 847 shp ea.

• Dimensions main rotor 35.07 ft/10.69 m Tail rotor 9.97 ft/3.04 m • Height 11.84 ft/3.61 m Length 41.47 ft/12.64 m Width 8.95 ft/2.73 m • Empty weight 3,034 lbs/1,376 kg Gross weight 5,351 lbs/2,427 kg • Useful internal load 2,316 lbs/1,051 kg External 2,557 lbs/1,160 kg • Vne 155 kts/287 kmh Max cruise 130 kts/240 kmh

Max rate of climb 1,770 fpm/9.0 ms HIGE 10,165 ft/3,100 m HOGE 8,325 ft/2,535 m Service ceiling 15,655 ft/4,770 m Std fuel 143 gal/540 lit Max fuel 193 gal/590 lit Max range std fuel (no reserve) 329 nm/610 km VFR Crew 1 Passengers 7

Kaman Aerospace Corporation K1200 • Total production (all variants) 35 first flight 1991 • Comments applications: power line construction, firefighting, oil industry support and Logging. A

cost efficient “Aerial Truck.” Excellent external lift capability in high altitude and hot environments.

Engine(s) Honeywell T5317A-1 HP (takeoff) 1,500 shp Dimensions main rotor 48.33 ft/14.7 m Tail rotor N/A Height 13.6 ft/4 m Length 41.75 ft/12.7 m Width 12.6 ft/3.8 m Empty weight 5,145 lbs/2,334 kg Gross weight 12,000 lbs/5,443 kg Useful load Internal Cargo 500 lbs/227 kg External 6,000 lbs/2,720 kg

• Vne 100 kts Max cruise 100 kts • Max rate of climb 2,500 fpm • HIGE 32,000 ft/9,756 m (Estimated) HOGE 27,000 ft/8,534 m (estimated) • Service ceiling 15,000 ft S/E service ceiling N/A • Std fuel 228 gal/865 lit Max fuel N/A • Max range std fuel (no reserve) 267 nm • Range with opt fuel 343 nm (estimated) Aux fuel tank option • IFR Crew 1 or VFR Crew 1 Passengers 2 External crew seats

• Comments Reliable, low-cost two-seater used for powerline patrol, flight training, herding, photography, fish spotting, and other light utility.

Holds every world performance record in its weight class. World’s 2nd bestselling civil helicopter — just behind Robinson’s R44 four-seater.

• Engine(s) (1) Lycoming O-360-J2A HP (takeoff) 180 shp derated to 131 • Dimensions main rotor 25.2 ft/7.7 m Tail rotor 3.5 ft/1.1 m • Height 8.9 ft/2.7 m Length 28.8 ft/8.8 m Width 6.3 ft/1.9 m

• Empty weight 855 lbs/388 kg Gross weight 1,370 lbs/621 kg • Useful load 515 lbs/233 kg External None • Vne 102 kts/189 kmh/118 mph Max cruise 96 kts/178 kmh @ 70% power • Max rate of climb 1,000 fpm/305 mpm • HIGE 9,400 ft/2,865 m HOGE 5,200 ft/1,585 m • Service ceiling 14,000 ft/4,267 m S/E service ceiling N/A • Std fuel 19.2 gal/72.7 lit Max fuel 29.7 gal/112.4 lit • Max range std fuel (no reserve) 180 nm/333 km • Range with opt fuel 278 nm/515 km VFR Crew 1 Passengers 1

• • • • •

• • • • • •

Robinson R22 • Total production (all variants) 4,236 first flight 1975

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agusta

2006 Agusta A109S Grand SN: 22077 for more information visit our website avprojets.com or call 410.573.1515 (02-14)

2013 Agusta A109 E Power SN: 11831 for more information visit our website avprojets.com or call 410.573.1515 (02-14) 2004 Agusta A109E 4470 TT, NVGEquipped, EMS, Garmin 530/430, WX Radar, Outerlink Tracking. Please contact joel@flinnzachary.com or call 512615-3334. ( 0 2 -14 )

2007 Bell 407 1065 T T, 60 -month inspection completed Oct 2012, AFS Inlet Filter, Cargo Hook. Please contact joel@flinnzachary.com or call 512-6153334. ( 0 2 -14 )

96EC Bell UH-1H—Fresh Annual— 775,000. 100 hours of civilian use. Call Gary Blain @ 406-671-2789 or 406-2526937 for more information. ( 0 2 -14 )

1997 Bell 407 SN: 53127 for more information visit our website avprojets.com or call 410.573.1515 ( 0 2 -14 )

2003 EC130B4 1775 TT, Air Cruiser Floats, IFS Air Conditioner, Garmin 530, Skywatch. Please contact joel@flinnzachary.com or call 512-615-3334. (02-14)

1990 Eurocopter EC-135T2 SN: 0454 for more information visit our website avprojets.com or call 410.573.1515 ( 0 2 -14 )

1998 Eurocopter EC135P1 SN: 0070 for more information visit our website avprojets.com or call 410.573.1515 (02-14)

hummingbird

1989 Agusta A109 A II Plus SN: 7436 for more information visit our website avprojets.com or call 410.573.1515 (02-14)

bell 1977 Bell 212 13 Seats, Wire Strike Protection, Cargo Hook, 20 Gal Aux Fuel, VFR. Please contact joel@flinnzachary. com or call 512-615-3334 (02-14)

3199P—206L1 - - Fresh Annual— $550,000. Photos and time sheet attached. Call Gary Blain @ 406-6712789 or 406-252-6937 for more information. ( 0 2 -14 )

eurocopter 2003 Eurocopter AS365N2 SN: 6364 for more information visit our website avprojets.com or call 410.573.1515 (02-14)

1997 Bell 430 SN: 49028 for more information visit our website avprojets.com or call 410.573.1515 ( 0 2 -14 )

2010 AS350B3 800 TT, Onboard Cargo Hook, Utility/Standard Config, LH Sliding Door, Garmin 430. Please contact joel@flinnzachary.com or call 512-6153334. ( 0 2 -14 )

Hummingbird Helicopter-Order positions available in our next production run. Contact Vertical Aviation Technologies, Inc., 407-322-9488, sales@vertical-aviation.com, www. vertical-aviation.com 02-14

robinson ROBINSON R22 BETA II with Garmin G400 GPS AVAILABLE FOR LEASE TO FLIGHT SCHOOL. Please Call: 323-376-1969 or info@touchstonehelicopters.com.

Please visit our website for more details! touchstonehelicopters.com (02-14)

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classifieds 2013 R44 Raven I, Red/Pearl metallic, sand trim, tan interior, bubble windows, 406 ELT. Call 800-391-2397 (02-14)

2004 Robinson R44 Raven II. SN 10142, 2,079 TT, 9 SMOH by Sevier County Choppers in January 2014 (new paint, new interior plus standard Robinson overhaul). 2191 hours and 12 years left on helicopter. Engine has 9 hours since factory reman. 9 hole panel, JPI engine monitor, Garmin 430. NDH, all ADs complied with. snoano@gmail.com, 318-439-0170 02-14 Get your Free Classified Listing by casting your web heliweb.com 2007 R44 Raven II S/N 11959, 680 TT, red and black astro paint scheme. A/C, instrument trainer capable. Call 800391-2397 (02-14)

schweizer

sikorsky

2009 Sikorsky S-92 SN: 920094 for more information visit our website avprojets. com or call 410.573.1515 (02-14)

helicopters wanted Need an IRS Tax Deduction? Donate Your Helicopter to Charity, email us: amberalert@juno.com ( t f n)

ag related Everything for the Ag Operator. Satloc Level III Sales & Service, Spray Systems, CP Nozzles, Dry Breaks, AgTex, Avtex Airforce/Navy Flight Suits Helmets. Light Weight, Noise Attenuated. Mid-Continent Aircraft, Hayti, MO, 573-359-0500, email to: sales@midcont.com 0 2 -14

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Schweizer S333 Fuselage with life limited components. TT5088.8 New Imron Paint; High Skids; Worldwide shipping with Export C of A available. Please call Ken Thrasher 850-763-9000 or email: ken@helitechinc.com for more info. tfn Get your Free Classified Listing by casting your web heliweb.com

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Lycoming VO/TVO-435 & 540, many new parts, 50% off! Preferred Airparts, 800-433-0814 US/Canada; 330-6980280. Check stock at preferredairparts. com t f n PT-6, Allison and Turbomeca parts. We have a small inventory of new parts, including consumables. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280.

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Engines, modules and parts available on outright and exchange basis. When you need RR250 engine overhaul and repair - “Take Action�. Please call phone 214-351-1284 or 1-800-9097616, fax: 214-351-1286, email: mary@ actionaircraft.com., website: www. actionaircraft.com t f n UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Engines & Accessories. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL:sales@UTPparts.com t f n 250C20B/C28/ C30 Engines Modules and Accessories for Sale, Exchange or Lease. Extensive stock of New, Overhauled and Serviceable parts. Contact John Peacocke, Sunrise Helicopter Tel: 281 251 4005 Fax: 281 251 8848 email peacockej@aol.com ( 1 0 -14 )

equipment New & Serviceable helicopter floats and fuel cells in stock includes all Bell models. We also repair and certify floats and fuel cells for most helicopters.

Call 337-839-0500 or email tjkling@ offshorehelicopter.net ( 0 2 -14 ) Hydra Super Mile with very little use.

This item has a very competive price and is ready to ship. It may be viewed at tradewindinternationl.com, click on the specials or contact us at info@ tradewindinternational.com t f n Helicopter Dolly, manufactured by Mohawk Northwest Inc. This dolly is set up to fit Multiple aircraft and can be viewed at tradewindinternational.com, just click on specials or contact us at info@tradewindinternational.com t f n

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insurance Falcon Insurance is spreading the wings of insurance protection to helicopter owners and operators with the largest independently owned insurance specialists in the country. We are dedicated to serving you. www.falconinsurance. com t f n Mid-Continent Aircraft Insurance Brokers - Over 61 years Risk Management Experience for Professional Operators.

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operations

Bracket Helicopter wheels fits several models. Part #’s WU-140-1 & –2 $600 and buyer pays for the freight from Calif. 95932 For More information Email mdusters1@frontier.com or call 530682-9770 (02-14) Get your Free Classified Listing by casting your web heliweb.com

miscellaneous

Auto Flagger that came off of a Hiller $300. For More information Email mdusters1@frontier.com or call 530682-9770 ( 0 2 -14 )

LOT FOR SALE: One-acre-square house lot, Plane Living Sky Park, 2,000 s.f., allbrick, covenants, 5 miles west of I-75, Exit 142, Public water, septic sewer. paved streets, curb and gutter, street lights. Lot is one of 13 directly on new sod runway, Google It! (Google photo before development). South side of Hwy 96 at 50 Lane Rd., Fort Valley, Georgia 31030, Save thousands and buy from owner. 478.987.2250 T F N

Mid West Ag Operation for sale, well established with 36 years in the business. Parts 137 & 133. 2 aircraft’s and ground support equipment. For more information email blindads@heliweb. com subject Part 137 operation fax 478987-1836 subject Part 137 operation or send to Part 137 operation C/O Heliweb PO Box 850 Perry Ga 31069 02-14

parts Bell parts. We have a nice stock of new parts for Bell 47, 206 and others. It’s worth the effort to check with us, or search our web site for your part numbers. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn NEW Tail Rotor Blades for UH-1H–FAA STC/PMA SR02051LA, Carbon Fiber construction, 2400 hr service life, competitive pricing. Van Horn Aviation LLC, 480-483-4202, www.vanhornaviation.com t f n

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www.bluehillhelicopters.com info@bluehillhelicopters.com • 781-688-0263 Experience the Best!

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classifieds Fuel cell repair or replacement for all makes & models–FAA approved commercial crash resistant construction, flexible bladder nitrile rubber construction, all construction TSO-C80 certified, 2-year warranty. Contact Floats & Fuel Cells at 901-842-7110, www. ffcfuelcells.com tfn ENSTROM PARTS, SALES & SERVICE Huge parts inventory, 20 yrs exp., loaner tools. AOG same day shipping a specialty, full time factory trained A&P parts man on staff. Get service advice with your parts. A.O.G. and Exports Sales New Garden Aviation, Ask for Tom 610-268-2048 Fax 610-268-0342 (02-14) Enstrom parts. We have a small stock of new Enstrom parts. Check with us often. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn New STC Tail Rotor Blades, Part No. 204-2200-101 for 204 UH-1 helicopters from Van Horn Aviation LLC. Contact HeliBlade Inc. Distributor & Service Center for these new and improved composite tail rotors 530-365-1278 TFN

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services Rotor blade repairs by HeliBlade, Inc. a FAA Repair Station. Contact Pablo Martinez at 530-365-1278 T F N Floats & Fuel Cells–your N. American Eurocopter authorized repair facility with comprehensive repair capabilities for all makes & models, available for 24/7 shipping. FAA repair staion no. TH4R544M. 901-842-7110, www. ffcfuelcells.com tfn Support the helicopter industry...

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index 135 Air Carrier..........................................17 Action Aircraft Parts............................. 31 AgNav Inc...................................................... 3 Avpro Inc..................................................... 13 Blue Hill Helicopters.............................37 DynaNav...................................................... 23 Enstrom Helicopter Corp................... 15 Falcon Insurance.................................... 20 Floats & Fuel Cells............................... 40 Heli-Mart, Inc............................................... 5 Heli-Tech......................................................27 HeliBlade.................................................... 14

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HAI.................................................................... 2 HW Farren.................................................. 38 Isolair, Inc.................................................... 30 James Gardner Ins.................................. 19 Mauna Loa Helicopters........................37 Oligrow........................................................... 8 Preferred Airparts...................................27 TracMap.......................................................... 9 Tradewind Int’l............................................ 8 Universal Turbine Parts...................... 20 Van Horn Aviation.................................. 31 Vertical Aviation..................................... 11 february 2014

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