heliweb - February 2015

cast your web • heliweb.com

february 2015

Flygirlpainter Meet the face behind military aviation’s flying art

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features Machida offers hands-on demonstrations with helicopter engines.........................................................................4 Going down to the wire - helicopters and low-level flight ............................................................................ 12 Author Robert F. Dorr celebrates 60 years of aviation writing............................................................................ 17 New rubber elastomer materials improve helicopter performance.................................................................................. 20 IHST Safety experts will offer 11 workshops and seminars at Heli-Expo 2015.................................................... 22 Demo flights at Heli-Expo........................................................ 27 Blue Sky Network’s SkyRouter web portal boasts new alerts features..................................................................... 29

columns events.................................................................................................6 the anatomy of aviation insurance........................................ 14 training facts................................................................................. 18 Q&A.................................................................................................. 24 NTSB reports................................................................................. 26 heli-specs....................................................................................... 28

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on the cover Flygirlpainter ..................................................8

cast your web • heliweb.com

february 2015

Meet the face behind military aviation’s flying art

Flygirlpainter Meet the face behind military aviation’s flying art

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Machida offers hands-on demonstrations with helicopter engines and the new DPU 7-7070 digital HD processor and 3mm videoscope at Heli-Expo 2015 On March 3-5, 2015 at Heli-Expo in Orlando, FL, Machida will showcase, for the first time, a hands-on display of the new portable DPU 7-7070 High Definition Digital Processing Unit (DPU) with our engine manufacturer approved VSC-3-140-NL, 3mm videoscope.

This scope and processor combo has over 12 standard and new desired features including stunning photos, video recording in highdefinition, easy to use software, picture-in-picture, new updated zoom features, and portable image archiving that can be saved and shared via an SD Card. This digital processing unit with a 10” monitor comes compact in a rugged portable pelican case

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and can be paired with any of the scopes from our extensive videoscope collection.

Also on display at Booth 4455, we will be showcasing our newest portable light source with our approved FBA-4B-100P, 4mm fiberscope. This new lightweight and compact light source option provides hours of inspection time, and its lightweight design helps eliminate user fatigue.

Don’t miss out on your opportunity to experience our equipment firsthand at Booth 4455 at HeliExpo. While there you can use the new DPU 7-7070 with our highly desired VSC-3-140-NL on the Pratt & Whitney PT6 engine, a Turbomeca Arriel engine, and a Rolls-Royce M250 engine. Maintenance personal and helicopter enthusiasts alike will have the opportunity to inspect all three engines and learn new tricks and tips from our experienced staff.

If you are unable to see us at the show, you can reach us via email, info@machidascope.com, or by telephone Monday-Friday 8:30AM5:00PM EST at 1-845-365-0600 and toll free at 1-800-431-5420.

Don’t forget to visit our website, WWW.MACHIDASCOPE.COM to keep up to date with Machida News, and product releases.

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events

March 2-5, 2015 HAI Heli-Expo

July 20-26, 2015 EAA Airventure Oshkosh 2015

Orlando, FL heliexpo.rotor.org/

Oshkosh, WI 920-426-4800 airventure.org

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

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

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

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

helirussia.ru

Virginia Beach, VA vtol.org

July 18-24, 2016 Farnborough International

May 19-21, 2015 EBACE

UK, www.farnborough.com

Geneva, Switzerland, www.ebace.aero

July 25-31, 2016 EAA Airventure Oshkosh 2016

May 21-23, 2015 HeliRussia 2015

Oshkosh, WI 920-426-4800 airventure.org

helirussia.ru

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

July 20-23, 2016 ALEA Expo 2016 Savannah, GA alea.org November 1-3, 2016 NBAA Orlando, FL NBAA.org

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July 23-28, 2017 ALEA Expo 2017 Reno, NV alea.org October 10-12, 2017 NBAA Las Vegas, NV NBAA.org July 9-14, 2018 ALEA Expo 2018 Louisville, KY alea.org October 30-Nov. 1, 2018 NBAA Orlando, FL NBAA.org July 14-19, 2019 ALEA Expo 2019 Houston, TX alea.org

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on the cover

Flygirlpainter Meet the face behind military aviation’s flying art

by Ryan Mason For anyone with an interest in military aviation, more specifically helicopters, the name Shayne Meder may not sound familiar. However, if you mention the name “Flygirlpainter” around Naval aviators, it can begin a debate between the “haves and have not’s in military helicopter aviation”. Meder is responsible for aviation artwork featured on hundreds of aircraft in museums and on aircraft still flying today in service to our armed forces.

Shayne Meder, a.k.a Flygirlpainter, is also a military veteran serving 20 years in the Air Force and retiring at the rank of Master Sergeant in the maintenance command. Her last posting, March Air Reserve Base in California’s inland empire is where Meder and husband Scott Donnell still reside on base land.

Scott also assists on completing the massive task of painting the military aircraft Meder is known for.

Her career in the armed forces was the start of what would soon become a passion, painting her first nose art on a B-52H at K.I. Sawyer AFB in 1987.

Meder was asked in 1997 to combine her lifelong passion for art with her day to day responsibilities in her military role when she accepted the position of restoration manager at Castle Air Force

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The crew of HSM-77 now based in Atsugi, Japan posing with Shayne Meder with their newly painted Saberhawk MH-60S. Base in central California. There she was tasked with supervising the restoration of several aircraft and painting nose art on some of the aircraft. After Castle AFB was closed down in 1997, Meder moved to the museum at March ARB. In 1999, after a Seahawk flight crew had seen her nose art on a B-17G, they made the first request to have her paint their UH-60 Seahawk Helicopter. This was to be the beginning of one of many future requests to paint the tail of an active military aircraft.

Meder completed the first of what is now over 50 aircraft flying today in the armed forces featuring her artwork. The bulk of her painting exists on UH-60 Seahawk aircraft, the first of which was requested by Squadron HSL-47. Meder and husband Scott spent Thanksgiving week 1999 in a hangar painting a blue metallic design, complete with a detailed painting of a hawk and American flag on the tail of her first UH60 Seahawk.

cast your web Word of Meder’s work spread fast among Naval aviation and command staff, and later Marine Corps aviators and commanders. At best estimate, Meder said that approximately 55 active flying military aircraft feature her work. Several aircraft have completed their active service, including a CH-46 from the Knightriders, who’s crew honored her work by flying by her on its final journey to the boneyard at AMARG, located at Davis Monthan Air Force Base in Arizona.

When asked if helicopters are the only aircraft Meder contributes artwork to, she stated that she has also painted 9 KC-135 tankers, a C17, a Cobra for the Marine Corps, and even the island on the flight deck of the USS America, featuring a one-of-a-kind 40’x50’ set of wings. Meder’s artwork is featured predominantly on the Navy’s fleet of helicopters, having completed 43 Navy Seahawk tails from 1999 until today.

One of the most startling facts about Meder’s work is that she completes the projects free of charge. Each helicopter averages between five to seven days to

complete, often involving a full day of cleaning the surfaces to be painted and taping off designs to be painted.

After retiring from the military, Meder’s talents led to her transition into the role that she still serves in today, as a maintenance technician and painter at Wings and Rotors Air Museum in Murietta, CA. Her current role entails everything from painting aircraft to full flying condition restoration of aircraft such as the UH1-B Huey and OH-58.

Both reside at the museum, are fully restored to flight condition, and are available for joy flights at many events that the museum attends. She is also currently in the middle restoring an F-4H-1 Phantom back to being a fully flyable aircraft.

When asked how she manages a full time job, while still completing the artwork on the tail of multiple aircraft each year by request, Meder stated that it would not be possible without the support of her boss, Pat Rogers. Pat started the Wings and Rotors Museum as a 501(c) non-profit organization after retiring from active service in two

branches of the military. He served in the Army and later retired from the Air National Guard before opening the Wings and Rotors Air museum, where he serves as the Director and Chief Pilot.

Meder said that her boss believes in what she does and fully supports her efforts to give back to the military. While she is not paid when not working at the museum, the understanding of her boss allows her the freedom to take unpaid time off when her responsibilities allow for her to complete one of the long list of requested paints she has from the military.

The military squadrons try to cover the cost of accommodation for Meder and her team, pay the cost of supplies needed to complete the task, and pay for flights if completing the paint task somewhere outside of California. Meder stated that while she paints for free, it would be impossible without their support to cover the entire cost of the projects. Forging multiple weeks a year without pay giving back to the armed services to which Meder dedicated her

Meder and the crew of the USS America featuring a 40’x50’ wing artwork.

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career is not a commitment that many could make year after year.

While the painting itself and seeing the reaction of the crews who fly them are often reward enough for Meder, she told us that she has a “girl cave” full of gifts from the units and squadrons that she has painted aircraft for. The gifts include everything from caps and challenge coins to shirts, and she even has model versions of the helicopters she has painted, complete with a miniature version of her painted tail art. She has three of such models. One model was presented to her by one of the squadrons who’s helicopter she’d painted. The others were provided by the manufacturer of the models, who upon discovering that she had never been given one, promptly shipped her two replicas of the Seahawks that his company produced showcasing her work.

When asked about some of the more challenging aspects of what she does, Meder said that there are always unexpected challenges that occur from time to time. Weather conditions, such as unusual cold causing last minute scrambles to find heat lamps on a base to ensure that paint would dry on schedule have happened more than once. One such complication occurred while Meder was in the middle of completing her biggest task to date, a 40’x50’ set of flight wings on the flight deck of the USS America, when the paint underneath her artwork began to crack and peel.

Some of the tasks, such as the wings painted on the flight deck of USS America, would be impossible to complete without help. Meder enlists the help of her husband Scott to handle the cleaning of the painting surface to

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ensure the paint will adhere and last on the subject aircraft for many years. Scott is also responsible for the taping off of areas that need to remain paint free as well as handling the safety markings of the helicopter that need to be repainted or protected from overspray.

Meder’s artistic assistance comes from accomplished airbrush artist and mother of one, Roxanne Bond. Bond is a talented artist in her own right and handles an airbrush like the extension of her own hand. This allows Meder to accomplish some of the more complex artwork designs requested that would otherwise take twice the amount of time to complete without assistance from Bond.

Meder’s work has lead to extensive travel in the United States painting aircraft at multiple California bases, Washington State, Florida, and Virginia.

She has also traveled to Guam and Japan to complete paints requested by units stationed overseas. One of Meder’s paints now permanently adorns a display on base, featuring the tail of a UH-60B Seahawk variant at Naval Air Station Atsugi, Japan.

Trying to pick what would be a favorite helicopter design she has completed is much like asking a mother to pick her favorite child to Meder. She said while each are special in their own way, one Seahawk stands out due to it’s sentimental meaning. Meder and Bond painted a MH-60S Seahawk belonging to HSC-6 Squadron, affectionately known to the Navy as the “Screaming Indians”. The tail design Meder created contained a detailed painting of an Indian Chief, complete with feathered headdress. A short time before the painting the squadron was involved in a crash during training operations that killed five crew members. Meder

Side panel of HSC-6 Screaming Indians MH-60S. Photo courtesy Shayne Meder

painted five feathers on the tail art to commemorate those lost. HSC-6 was to again suffer loss, when a few years later as the result of rough seas, another HSC6 Seahawk crashed at sea, killing the pilot and co-pilot. Meder later made the journey back to the helicopter to add a further two feathers to the helicopters tail art, which still stands out to her as a special paint that she completed due to the memorial on the tail.

Meder has no plans to slow down any time soon, mentioning that she still has a few aircraft on her painting bucket list, such as the Bell V-22 Osprey and UH-1Y, both belonging to the Marines.

While the Army gave up on nose and tail art shortly after the Vietnam war, the Navy and Marines still value the artwork provided by Meder and those like her that provide their time and resources to ensuring that several branches of our military are able to fly in helicopters with a personal touch that makes them stand out it the crowd.

cast your web

february 2015

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Going down to the wire helicopters and low-level flight If aircraft were measured from the ground up, helicopters would rank near the bottom. This isn’t a criticism; it’s just the nature of the beast. Helicopters spend a large portion of time flying close to the ground and, as a result, they are increasingly susceptible to wire strikes.

Analysis conducted by the United States Helicopter Safety Team (www.

USHST.org) reveals that approximately 16 percent of all helicopter accidents are attributed to wire or obstacle strikes. In addition, 17 percent of these accidents results in fatalities. This unfortunate reality has led the USHST to emphasize greater awareness among helicopter pilots about the dangers of low-level flight.

Airspace Needs More Space With the exception of Class A airspace, wires are strung throughout all classes of airspace from B to G. Whether in controlled or uncontrolled airspace, pilots must be vigilant because wires often go undetected by human eyes. You might even say they lurk in

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the shadows waiting to ensnare their victims. One wire “strike” and you’re out, and that could mean it’s “game over.”

Complying with FAA weather minimums does not exempt pilots from run-ins with wires. So, maximizing time and space for seeand-avoid duties is a great strategy for eluding these often nearinvisible hazards. Sometimes it’s only a matter of seconds that can make the difference between escaping from or safely avoiding being ensnared in a wire strike accident.

Cutting Your Loses Many safety devices installed on helicopters can aid situational awareness for avoiding wires. The Wire Strike Protection System, otherwise known as “wire cutters,” is one of the most trusted and proven of these devices. This wire chomping mechanism literally cuts through undetected wires coming in contact with the helicopter. Although this system does not prevent wire strikes, cutting through the intruding danger can be a life saver.

cast your web In the Weeds Agricultural pilots constantly operate in wire-infested environments.

The slightest distraction can get these pilots tangled up without warning. They must constantly keep their heads on a swivel to make sure their flight paths are clear.

During basic training, helicopter pilots learn the importance of conducting high and low reconnaissance prior to conducting low-level missions. Pilots should also identify clear areas that could be used as possible forced landing zones in case of an emergency. Sensory overload close to the ground is bad news, and it can overwhelm even the most experienced pilots. Remember, pushing aircraft and personnel limits is foolish and often deadly.

Have We MET? Meteorological Evaluation Towers (METs) are a major threat to helicopters. METs are used to gather wind data for developing new wind farm sites. These slender, hard-to-see structures are supported by nearly-invisible guy-wires and often stand slightly below 200 feet above ground level to avoid the need to comply with FAA obstruction marking requirements (See FAA Advisory).

FAA and NTSB personnel have investigated several accidents involving aircraft colliding with METs. Pilots often report problems seeing METs while flying until finding themselves uncomfortably close to one. As our nation aggressively pursues alternative energy sources, the outcrop of METs will only intensify. If you know of any unmarked METs lurking in your area, please contact an FAA Flight Service office and/or a local FAASTeam Representative to report the finding.

Prevention Helicopter pilots can follow several basic procedures to mitigate wire strike accidents. For example, maintain maximum altitude as long as possible and use conservative routes when transitioning from point A to point B. The extra minutes invested following these basic steps will prevent many surprises from happening.

Bottom line: high voltage lines, guy wires, and other low-level obstacles are lethal when mixed with the operational envelope of helicopters. When it comes to maintaining aviation safety, take the path of least resistance and leave the “shock factor” to the wires.

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 serves as Coordinator for the US Helicopter Safety Team (USHST).

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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

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

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

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cast your web States, there are only 15 companies who offer aviation insurance. Like the larger auto 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

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

february 2015

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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, agents

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.)

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 insurance for their particular operation.

They will assign each aviation insurance company to a different broker through a broker of record letter. The net effect is that they have turned those brokers into

“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.

There isn’t a single aircraft owner or operator in the world who doesn’t want to reduce the cost of insurance. A good broker can make a big difference. The way that you choose that broker is up to you.

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cast your web

Author Robert F. Dorr celebrates 60 years of aviation writing

by Kim Rosenlof “Everybody saw immediately that Air Commandos were upstarts who answered to no one but their own boss.

When the 1st Air Commando Group arrived in the China-Burma-India Theater, it was like a bunch of cowboys bursting into the parlor and smashing your Aunt Mae’s dainty little tea saucers.”

So begins a section in aviation historian Robert F. Dorr’s book, Chopper: A History of Amercian Military Helicopter Operations from WWII to the War on Terror, published in 2005.

Celebrating more than 60 years of aviation writing this year, Dorr has authored 70 nonfiction books, one novel, and thousands of articles about military and civilian aircraft and the pilots who flew them. His informal, laid-back writing style reads easily whether the subject matter concerns combat helicopter crews, histories of various combat units or engagements, or individual aircraft such as Air Force One. But though the words read easily on the page, they were not easily obtained. For example, Dorr conducted 77 interviews with helicopter pilots and crewmembers while researching the background for Chopper.

“There’s a widely held belief among aviation publishers that readers are not interested in helicopters; that they want to read about pointy-nosed jets,” said Door in an interview with heliweb. “I thought that helicopters were interesting,

and people did really interesting things with them, and I saw an opportunity to tell real life stories of the real world experiences of guys like Carter Harman (pilot of the first helicopter combat mission in 1944).”

In his writing, Dorr draws heavily on interviews and personal perspectives of pilots and crewmembers. As time marches on, it becomes more important for historians like Dorr to track down aviation pioneers. Some firsts, like Harman’s flight from India to Burma in April 1944 to complete a combat rescue mission in a Sikorsky YR-4A, were briefly recorded but scantly written about.

“Harman had been interviewed shortly after WWII, and then people forgot about him,” Dorr said. “No one had talked to him for 40 years or so, and it was very difficult to find him. Sadly, my interviews took place about the time that he was diagnosed with Alzheimer’s… he was able to recount his experiences with me, but I think if anyone would have come back a year or two later to talk to him, they would not have been able to.”

Dorr published his first article in Air Force magazine in 1955 as a 16-year-old Civil Air Patrol cadet. As a hearing impediment prevented him from entering either the U.S. Air Force Academy or the officer corps, Dorr enlisted in the U.S. Air Force (USAF) as soon as practical and spent time in Korea, ironically as a

Robert F. Dorr radioman in the back of Douglas C-47s.

“They didn’t have a hearing test for that position,” Dorr said.

He left USAF in 1960 and spent 24 years as a Foreign Service Officer with the U.S. State Department, serving tours in Madagascar, Korea, Japan, Sweden and England. Leaning on this background, Dorr continues to write about foreign and military affairs and has been interviewed on several television networks.

But his main passion is still aviation, and Dorr says that he’s “not stopping writing about aviation,” any time soon, even though the prolific non-fiction historian has published his first novel. It was the research required to write Dorr’s latest non-fiction book, Fighting Hitler’s Jets, published in 2013, that spawned the idea for his first fiction book, Hitler’s Time Machine, published late last year.

“When you’re writing history, you start wondering, ‘what if?’” Dorr said. “I had this idea for an adventure

Continued on page 19

february 2015

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International Helicopter Safety Team

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training facts

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Helicopter pilots in inadvertent IMC situations

Follow the Four “C’s”: Inadvertent entry into Instrument Meteorological Conditions (Inadvertent IMC) is a situation where deteriorating weather appears instead of the expected visual meteorological conditions.

Inadvertent IMC encounters are some of the most demanding, disorienting, and dangerous conditions a pilot can experience and they result in the highest percentage of fatal injuries from helicopter accidents. Recent data from the U.S. National Transportation Safety Board show that more than 80 percent of Inadvertent IMC accidents result in fatalities.

A pilot’s immediate actions after encountering inadvertent IMC usually will determine the outcome of the entire event. Pilots who possess a plan of action prior to encountering it are more likely to experience a successful outcome (staying alive) than those who are less trained and less proficient in the recognition and recovery procedures.

Immediate Actions If Inadvertent IMC occurs, helicopter pilots can follow the 4 “Cs”: Control, Climb, Course, and Communicate.

Control - Fly the aircraft. Refocus the scan inside the cockpit to the primary flight instruments – airspeed, altitude, and attitude.

Climb - As soon as the aircraft is under control by reference to the instruments, a controlled climb should be initiated. Inadvertent IMC encounters often occur at low altitudes where rising terrain poses a serious threat. The pilot should initiate a straight ahead controlled climb to an altitude that will provide obstruction clearance in the area of operation. Always review Maximum Elevation Figures (MEF) on VFR charts prior to departure.

Course - After the aircraft is in a controlled

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

cast your web climb, the pilot can elect to turn to a new heading if known obstacles are ahead and/or divert to a different location with forecasted weather conditions or better known weather conditions.

• • • •

Communicate - After the pilot has control of the aircraft, initiated a climb, and is on a course, he or she should communicate with Air Traffic Control regarding their intentions and need for assistance.

•

•

Avoiding Inadvertent IMC Careful preflight planning will allow pilots to focus their attention on maintaining control of the aircraft and reduce the distraction of having to formulate a complete plan in the midst of a dangerous situation. Pilots must be prepared to deal with (recognize & accept) such inadvertent IMC encounters whenever they occur in a reliably disciplined and practiced manner.

Additional preparations include:   

Get a good forecast for departure, en route, and arrival.

Avoid flight in Marginal VFR (MVFR).

Check weather ahead of you en route, use ATC & Flight Watch.

Use planned En Route Decision Points (EDPs).

Recognize signs of deteriorating weather, obscured hills, fog, visual precipitation, and descent below planned altitude.

Assess the situation and if the signs back up the warnings, decide to land or turn around before you get to inadvertent IMC.

Fly prepared. Fly safe.



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Dorr continued from page 17… story like The Dirty Dozen or The Guns of Navarone, where a small band of American heroes would mount a commando raid to destroy an important German target. I wondered what kind they should attack: a helicopter base, a radar station… and then I thought, “what if the Germans were developing a time machine?’”

Dorr is now working on a sequel to Hitler’s Time Machine while concurrently finishing a non-fiction book titled, 365 Aircraft You Must Fly, scheduled for release on July 1, 2015.

“There are quite a few helicopters that made the cut,” said Dorr, “Including an early German WWII helicopter.”

Dorr invites readers to contact him at robert.f.dorr@cox.net. -

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New rubber elastomer materials improve helicopter performance Manufacturers and owners alike are keenly aware of the expenses involved in the acquisition and operation of helicopters.

From fuel costs to maintenance events, successful operators search for reductions in direct operating costs (DOC) in order to strengthen their bottom line. One way to reduce DOC is with reasonably priced replacement part upgrades that extend life and simplify inspections. Recent advances in the rubber elastomer materials used in helicopter bearings and bearing assemblies are doing just that.

One manufacturer of bearings and bearing assemblies, LORD Corporation, is going right to the source – the rubber plantation – to ensure it is using the best possible materials. After purchasing the raw natural rubber, LORD formulates its own elastomeric materials to meet the specific requirements for products used not only in the aerospace industry, but also in the oil and gas, automotive and off-highway industries for both high and low temperature applications.

Bearing Approaching Replacement Criteria

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“By formulating our own elastomers, we can meet the stringent requirements of the helicopter industry for both new and replacement parts, rather than buying premanufactured elastomers where you have no control over the quality or formulation of the material,” said Rodolphe Leroy, Manager of Global Sales, Business Development & Marketing for the Aftermarket at LORD. Leroy explained that the rubber industry is a field of continuous innovation. As an example, vehicle tires today are superior to what was available 30 years ago. “Natural raw rubber is the same material as always, that has not changed,” Leroy noted, “but the engineering aspect of how we formulate the raw material to optimize performance is a key area of focus for LORD.” The Legacy Platform—Helicopters are designed to be operational for decades, but that doesn’t mean that legacy models have to miss out on modern technology improvements. While LORD is involved with helicopter manufacturers to design parts for new platforms, it is also in the business of supporting legacy platforms. In this way, LORD can use the latest generation of elastomer materials developed for new platforms, and integrate those advancements to improve replacement parts for the legacy platforms.

“By making bearings and bearing assemblies last longer, you are reducing the direct-operating costs. Improved elastomer materials will help increase the life of these parts and reduce their operating cost per hour,” commented Leroy.

Bell 412 Main Rotor Spindle with Elastomeric Bearing

An Innovative Elastomer—As an example, LORD Corporation’s new proprietary elastomer technology, SPE IIA, has demonstrated significant service life improvement in bearings. Comparative endurance tests have shown that bearings formulated with SPE IIA had 2,500-hours of flight time remaining while competitive parts failed service replacement criteria.

The FAA has approved LORD for the repair of the Bell 412 pivot bearings, which feature the LORD SPE IIA elastomer. By choosing the LORD repair version of the Bell 412 pivot bearing, operators can save $25,000 or more on their next hub overhaul and enjoy the benefit of an increased service life.

Through a cooperative development agreement between Bell and LORD, Bell 407 and 412 owners can purchase OEM-approved elastomeric bearings with extended service life. The products available with SPE IIA elastomer include the Bell 412 spindle bearing assembly, the Bell 407 lead lag bearings, and the soon to be available Bell 407 shear bearings. The SPE IIA elastomer technology in these products

cast your web enables service life improvements of 30-percent or more.

Spindle Bearing Repair—In addition to service life improvements, LORD has looked to provide shorter turn around times on critical parts.

“We now have Bell approval to re-bond the Bell 412 spindle elastomeric bearing as a repair in addition to our complete overhaul service,” said Haris Halilovic, Manager, Mechanical Technology Development at LORD. “The re-bond repair spindles incorporate the SPE IIA elastomer, allowing Bell 412 owners to reduce cost and lead time.”

All Bell 412 spindle bearing assemblies returned to LORD for overhaul are evaluated to determine if they are in suitable condition for this repair service.

Further, any spindle bearing deemed eligible for repair is inspected to ensure

it meets Bell component repair and overhaul (CR&O) requirements. For spindle bearings not eligible for the re-bond repair, a complete overhaul can be performed.

Complete overhaul spindles will also contain the SPE IIA elastomer.

“Eligible parts are repaired by re-bonding the elastomeric bearing without completely overhauling the metal spindle, thereby reducing turnaround time and cost,” explained Halilovic. “We can then pass those savings along to our customers.”

Innovative Solution for Elastomeric Bearing Inspection—Going beyond service life improvements and lead time reductions, LORD is also reducing inspection time and complexity associated with some elastomeric parts. During the manufacturing process, a colored marker layer is embedded within the elastomer to assess the bearing health throughout

the service life. Once the elastomer crack reaches a specific depth, the colored marker layer elastomer becomes visible on the external bearing surface.

“During normal bearing operation, the rubber elastomer moves constantly creating ‘crumbs’ of material,” Leroy explained. “If the crumbs are black, there is no cause for concern. If the bearing surface shows yellow crumbs, this indicates that the bearing is approaching replacement criteria.” The colored indicator remains on the bearing surface throughout operating conditions and environments.

Although owning a helicopter is an expensive proposition, advances in elastomeric material technology are helping lower direct operating costs for owners.

LORD continues to strive and develop the next generation of elastomeric components to increase reliability and performance.

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IHST Safety experts will offer 11 workshops and seminars at Heli-Expo 2015 Group also will host worldwide safety panel discussion on March 4th Members of the International Helicopter Safety Team (www.IHST.org) will be providing their safety advice for Heli-Expo participants in Orlando at 11 different workshops and seminars.

The IHST leads a government and industry cooperative effort to promote safety and reduce civil helicopter accidents. Since the IHST’s inception in 2005, the number of accidents worldwide has been decreasing by an annual rate of 2 percent, and the annual number of U.S. accidents has been reduced by 30 percent.

IHST-related workshops and seminars scheduled at Heli-Expo 2015 are the following:

Tue, Mar 3, 8:30 am Tues, Mar 3, 8:30 am Tues, Mar 3, 1:00 pm Tue, Mar 3, 3:30 pm Tue, Mar 3, 3:30 pm Tues, Mar 3, 3:30 pm Tues, Mar 3, 3:30 pm

IIMC: Real Threat, Lethal Consequences My Type A is Better Than Yours!

What the FRAT? Big Data: SMS + FDM = Safety Assurance The Hazardous Attitudes Lurking Within You Operation Cloud Bound: Heli Instrument Proficiency Training: The Safety Vaccination

Wed, Mar 4, 8:00 am Wed, Mar 4, 8:30 am Wed, Mar 4, 8:30 am Wed, Mar 4, 10:00 am Wed, Mar 4, 11:30 am Wed, Mar 4, 11:30 am Wed, Mar 4, 11:30 am Wed, Mar 4, 1:00 pm Wed, Mar 4, 1:00 pm Wed, Mar 4, 1:00 pm Wed, Mar 4, 2:30 pm Wed, Mar 4, 4:00 pm

IHST Worldwide Partner Panel and Briefing Training: The Safety Vaccination Aeronautical Knowledge vs. What Pilots Should Know What the FRAT? Aeronautical Knowledge vs. What Pilots Should Know Big Data: SMS + FDM = Safety Assurance SMS and Technology: Do They Fit Together?

Safety Through Flight Data Management Operation Cloud Bound: Heli Instrument Proficiency SMS for Small-Fleet or Private Operators The Hazardous Attitudes Lurking Within You IIMC: Real Threat, Lethal Consequences

In addition to the safety workshops, the IHST will gather its worldwide partners in a safety briefing and discussion on Wednesday, March 4, from 8:00 am to 12 noon. Participants will include safety experts from the United States, Canada,

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Brazil, Russia, France, Italy, the United Kingdom, Switzerland, Norway, Spain, and Mexico.

More information about the IHST, its reports, safety tools, and presentations from its 2014 safety symposium can be obtained at its web site (www.IHST.org) and on the IHST Facebook page.

cast your web

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Courtney Scott

Q&A

question: I am on Cladribine and Rituxan to treat my Non-Hodgkin’s lymphoma. I have had absolutely no issues or side effects at all.

After I was off treatment for three months, I received my special issuance second class medical. It is my understanding, though, that if I should have to go back on Rituxan, I would be allowed to fly again after being off for three days.

In addition, my oncologist said he has heard about new clinical trials, and he thinks I would be a great candidate. I asked what drugs would be involved and he didn’t know. I asked if it would have any side effects, and he said he doubted it. It would be a daily pill like aspirin. If I were to participate, how would it affect my special issuance? Could I continue to fly as long as I do not see that it is having any effect on my capability to act as PIC?

answer: Provided that the disease itself is stable, it would be permissible to resume treatment with Rituxan. There are some warnings that go with that medication. With regard to drugs used in clinical trials, I have to be pessimistic

regarding flying. The FAA requires an absolute minimum one year after the FDA approves a new medication before we will consider it. This would preclude the clinical trial. It is important to emphasize, however, that one’s health should always be the most important factor in making these kinds of decisions.

question: My friend is interested in flying and wants to start taking lessons. He asked me if he could earn a private pilot certificate and pass the medical with the pacemaker he has had for around ten years. Is it possible, or should I advise him to forget it?

answer: If all medical criteria are met, the FAA has been approving special issuance medical certificates for permanent pacemakers for more than 20 years. This includes all classes of medical certificates. There are two important caveats, however; current policy stipulates that pacemaker dependency is prohibited for first or second class medical certificates.

Also, many pacemakers today have an implantable cardiac defibrillator included.

These pacemakers are prohibited.

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

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ntsb reports NTSB Identification: CEN15LA042 Date: November 08, 2014 Location: Angleton, TX Aircraft: MOSIER ROBERT S MOSQUITO XET Injuries: 1 Minor.

NTSB Identification: ERA15FA085 Date: December 29, 2014 Location: Lake Worth, FL Aircraft: ROBINSON HELICOPTER R22 BETA Injuries: 1 Fatal, 1 Serious.

On November 8, 2014, about 1000 central standard time, a Composite FX Mosquito XET helicopter impacted terrain during approach for landing at the Bailes Airport (7R9), Angleton, Texas. The pilot sustained minor injuries and the helicopter was substantially damaged. The helicopter was under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the local flight, which departed without a flight plan.

On December 29, 2014, at 1025 eastern standard time, a Robinson R22 Beta was substantially damaged when it impacted terrain while maneuvering for landing at Palm Beach County Park Airport (LNA), Lake Worth, Florida. The certificated flight instructor (CFI) was fatally injured, and the student pilot sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, he noticed the helicopter abruptly shuddered during the crosswind turn at about 300 feet above ground level. The pilot lowered collective control, entered an autorotation, and turned back toward the airport. As he approached the runway area, the helicopter skids passed over a row of trees by about 5 or 10 feet. Immediately after the skids cleared these trees, the pilot began a cyclic flare, which resulted in the tail rotor striking a tree. The helicopter began to spin violently and impacted the ground several times, damaging the main rotor and tail boom.

In a statement to law enforcement, the student pilot recounted that he and the CFI were practicing emergency procedures following a simulated engine failure. The student pilot said that he entered an autorotation after the throttle was reduced to idle, and the helicopter was in an autorotational descent when the accident occurred. He could not completely recall the sequence of events leading up to the accident, but stated that as the helicopter descended through 100 feet, he remembered the CFI saying, “we’re going down.”

Another CFI, who was taxiing a helicopter with a student on the south side of LNA, reported hearing the accident helicopter transmit, “we’re going in the grass” over the airport’s common traffic advisory frequency. Shortly thereafter, an airplane in the airport traffic pattern reported that there was a helicopter down, and the CFI flew to the accident site to render assistance.

The helicopter came to rest on its left side in a grassy area about 700 feet northwest of the runway 15 threshold at LNA. The wreckage path was oriented approximately 140 degrees magnetic, and extended about 75 feet from the initial impact point to where the fuselage came to rest. The initial impact point was identified as a large metal stake, about 3 feet in height. The second point of impact was a small crater measuring about 4 feet long and 1 foot deep, located about 15 feet past the initial impact point. A portion of the forward skid crosstube was located in the crater. The vertical stabilizer, horizontal stabilizer, and portion of the tail rotor came to rest next to the crater. The tail boom was separated from the fuselage, and fractured into several pieces, some of which displayed signatures consistent with main rotor blade contact. The skids separated from the fuselage and were fractured into several sections, which were located along the wreckage path.

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cast your web The fuselage exhibited downward crushing, and the cabin was fractured aft of the seat structures. Both the auxiliary and main fuel tanks were intact and contained fuel, and both fuel caps were secure. The fuel vent tubes were separated from the auxiliary tank by impact, which allowed fuel to drain from the tanks following the accident.

During the maneuver, the tail boom stinger contacted the landing cart and the helicopter nosed over. The helicopter touched down and rolled on to its side, causing substantial damage to the tail boom, fuselage, and rotor system. The pilot reported a variable wind and a developing tailwind during the landing.

The main rotor remained attached to the fuselage. One blade was bent up and displayed several chordwise creases along its span. The second blade was bent up about 45 degrees near its root. Neither blade displayed significant leading edge damage. The tail rotor drive shaft separated from the helicopter during the accident sequence, and a 5-foot portion was located about 500 feet west of the main wreckage. The aft portion of the tail rotor drive shaft was not recovered.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The helicopter’s contact with the landing pad during a rejected landing.

The helicopter was removed from the accident site and transported to a salvage facility for further examination.

Flight control continuity was confirmed from the cockpit area to the main rotor system. Tail rotor control continuity was established from the cockpit to the intermediate flex coupling. The main rotor gearbox rotated smoothly by hand with no anomalies observed. Examination of the v-belts, sheaves, and overrunning clutch also revealed no anomalies.

On December 31, 2014, at 1710 mountain standard time, a Bell 206 L4 collided with terrain 7 miles west of Benson, Arizona. The commercial pilot and pilot rated mechanic were fatally injured, and the helicopter was destroyed. The helicopter was under the provisions of 14 Code of Federal Regulations Part 91 positioning flight. Visual meteorological conditions prevailed for the flight, which operated on a company visual flight rules flight plan. The flight originated form Glendale, Arizona, at 1550, and was destined for Sierra Vista, Arizona.

Tail rotor drive continuity was established from the upper drive sheave to the intermediate flex coupling. The tail rotor gearbox rotated smoothly, with no anomalies noted. Power was applied to the engine starter, and utilizing the fuel onboard, the engine started, accelerated smoothly, and ran continuously for several minutes with no anomalies noted.

NTSB Identification: CEN15CA093 Date: December 29, 2014 Location: Horseshoe Bay, TX Probable Cause Approval Date: 01/22/2015 Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: 1 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot attempted to land the helicopter on a landing cart.

As the helicopter’s skids contacted the cart, the helicopter began to slide forward and to the left. The pilot aborted the landing and brought the helicopter back to a hover.

NTSB Identification: WPR15FA072 Date: December 31, 2014 Location: Benson, AZ Aircraft: BELL 206 Injuries: 2 Fatal.

The operator reported that the helicopter had not arrived at its destination and that the Sky Connect Tracking System indicated that the helicopter was at a stationary location between Tucson and Benson. The Cochise County Sheriff located the helicopter wreckage about 2030 at the location

the Sky Connect system was reporting. The helicopter was fragmented into multiple pieces along a 174-foot-long debris path. Witnesses living in the local area reported hearing a low flying helicopter around the time of the accident, and that the visibility at ground level was very limited, with low clouds and fog.

NTSB Identification: WPR15TA071 Date: December 31, 2014 Location: Las Vegas, NV Aircraft: MD HELICOPTER INC 369FF Injuries: 2 Minor.

On December 31, 2014, about 1330 Pacific standard time, an MD Helicopter Inc. 369FF was substantially damaged during an emergency autorotation following a sudden loss of engine power in Las Vegas, Nevada. The two commercial pilots on board sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from North Las Vegas Airport, Las Vegas, at 1322.

The pilot reported that he was orbiting when he noticed a drop in engine and rotor revolutions per minute (rpm).

The pilot then rolled the helicopter out of the orbit, and the engine and rotor rpm stabilized momentarily at 97%. The pilot attempted to increase the engine and rotor rpm while turning west towards the North Las Vegas Airport. During the maneuver, the engine and rotor rpm rapidly degraded. The pilot entered an autorotation, and executed an emergency landing. The helicopter touched down hard, the tail impacted the ground, and separated from the airframe.

Demo flights at Heli-Expo Safe Flight is attending Heli-Expo and will be hosting flight demos of our safety and performance products for helicopters - Digital Powerline Detection System and our Exceedance Warning System. We will have our Bell 206 which in Orlando that week and would like to extend an invitation to you to join us for a flight.

We are available any time beginning March 1st through March 5th, so let me know when you’re available and I’ll set up a flight time for you.

The heliport we are using is FAA identifier 2FD7 on Google maps right across International Drive and just over 1 mile from the convention center. Once we have determined a date, I will forward a digitized information package for your review prior to the flight.

february 2015

27

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

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“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

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 • Reliable, low-cost two-seater used for powerline

• • • •

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heliweb.com

cast your web

Blue Sky Network’s SkyRouter web portal boasts new alerts features the email subject format to their preference and include properties from the event.

La Jolla, California—Blue Sky Network (BSN), a leading global provider of satellite tracking and fleet management solutions for land mobile, maritime, and aviation assets, is proud to announce significant upgrades to SkyRouter’s extensive Alert Notification system.

SkyRouter is Blue Sky Network’s cloud-based web portal and mapping solution, which communicates with remote devices over the Iridium Satellite Network. It provides a secure interface for tracking, managing and communicating with globally dispersed assets in real-time.

Alert Information: The body of the notification has been expanded to contain virtually all the information that the device sends to SkyRouter during an event. The users have the ability to change the Alert content forwarded on from SkyRouter. This allows recipients to instantly know appropriate details about the asset and the event.

Alert Preview: Users can now preview what the Alert will look like from within SkyRouter directly from the Add/Edit Alert menu.

In short, the new Alerting system empowers fleet managers by delivering customized, pertinent asset information directly to Smart phones and Tablets.

Customizable Email Subject Formatting: Email subjects are no longer hard-coded to a specific format. SkyRouter users may now customize

Action Aircraft Parts

14

AgNav Inc

3

Avpro Inc.

7

Blue Hill Helicopters

26

DynaNav 23 Enstrom Helicopter Corp 15 Falcon Insurance

17

Floats & Fuel Cells

30

Gov’t Sales

4

Heli-Tech 18 HeliBlade 18 HW Farren

10

Isolair 4 James Gardner Ins.

13

Machida Borescope

11

Mauna Loa Helicopters 26

In keeping with Blue Sky Network’s commitment to consistently improve its products and the customer experience, we are pleased to announce significant improvements to SkyRouter’s sophisticated Alert Notification system: SMS Support: Event notifications can now be sent directly and globally via SMS from SkyRouter to virtually any cellular phone on any network.

index

Preferred Airparts

11

TracMap 19 Tradewind Int’l

21

Universal Turbine Parts 17 Van Horn Aviation

14

For more information about Blue Sky Network’s products, services and SkyRouter web portal please visit our website at www. blueskynetwork.com or call our main office at (858) 551-3894.

february 2015

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