heliweb - June 2015

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Select Helicopters:

june 2015

Drive, passion, andperseverancepaysoff

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Marenco swiss helicopter announces new Chairman of the Board.............................................................. 10 Salmon River Helicopters become sponsor....................... 13 Columbia Helicopters prepared for busy 2015 fire season.......................................................................... 14 Thinking about a Safety Management System? iIS-BAO Software can help....................................................... 18 Pilot and maintenance training commences at Bell Helicopter Training Academy.................................................. 27

columns events.................................................................................................4 the anatomy of aviation insurance........................................ 20 training facts................................................................................. 22 NTSB reports................................................................................. 24 training directory......................................................................... 24 heli-specs....................................................................................... 26

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cover

Select Helicopters:

Drive, passion, and perseverance pays off

by Ryan Mason Chad Kaney is not your average chief pilot. From the first time speaking to him, you sense his passion for helicopter aviation that radiates through every aspect of the industry that he mentions in a conversation.

Kaney started with Select Helicopters in 2014, based at Lee Gilmore Airport (GVL) in Gainesville, Georgia located on the outskirts of suburban Atlanta. The business started by Kaney’s father, selecting the location based on the lack of helicopter aviation available in that area compared to the Atlanta metro area.

Originally starting as a tour operator, Select moved ahead leaps and bounds and due to demand, quickly expanding into the areas of VIP service, flight instruction, aerial photography and video flights, special events and power line patrol services.

S e l e c t helicopters is also the only

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operator in Georgia to offer advanced real world scenario based training instruction that includes full down autorotations.

Operations and Aircraft Select is currently operating a 2012 AS350B3, two Bell 206 Long Rangers and a Robinson R44 helicopter. The pride of their fleet, the AS350B3 also features dual fadec and dual hydraulic systems as well as a striking gun metal grey paint and VIP interior. Kaney as the chief pilot of Select, has a unique outlook on his company operations and wants to strive for excellence in service to customers and provide those who have never flown before an experience that is exhilarating but one that the customer realizes the amount of work that has gone into ensuring the safe operation of the aircraft. Kaney holds several FAA safety certificates and takes pride in the

companies operational safety record based on programs he created using his 3000+ hours of flight time to shape the way the company operates it’s safety program.

Kaney also spent over 1000+ hours of that time flying unaided at night which he likes to joke gives him superior night vision based on all the time he spent flying in the dark as well as 580 of those being turbine hours. When asked about Select’s growth in the short time it has been in operation, Kaney said “While we never expected the amount of work that has come in initially, our focus is to continue to grow to meet demand while also being recognized and known around the state for is excellent service and exceeding expectations every time. With some operators I have dealt with over the years, they expect the business to come to them, and even getting a call back is an adventure. We never want to be known like that”.

The benefit of experience Kaney’s vision of safe operation, which he says he has been very fortunate to be able to develop without any limitations, has always included Robinson aircraft Inset: Chief pilot of Select Helicopters, Chad Kaney, wife Jasmine and daughter Paris.

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cast your web due to the safety, Kaney having flown a wide range of helicopters in his career. He also enjoys the diversity of having several helicopter choices for customer comfort.

He credits the success of Select due largely to his many years in managing businesses, which he has done since he was a teenager, growing Select from a small operation to one that sees no signs of slowing down growth under his leadership.

Kaney is the kind of person that doesn’t know how not to work hard, watching him manage the day to day operations of Select is a dizzying feat as he coordinates and organizes the efforts of employees to accomplish the objectives he sets them by utilizing every resource he has available to effectively and efficiently get the job done. Aside from flying, Kaney spends a lot of his day planning and organizing for upcoming events to ensure there is adequate staffing on hand for anything large scale on the horizon. When he is not doing either of those things, he loves nothing more than providing leadership or directing the efforts of his staff, always being available to help organize resources, or just pitch in where needed. Kaney says its an academic discipline and literally a social science to be affective in management just

as much in the helicopter business as any other, perhaps more so.

He attributes his work ethic and will to succeed largely to the support and example set by his parents Pat and Sandra Kaney. Pat although the owner, leaves the day to day operation of Select to Chad as the chief pilot, knowing that he is always available to offer support and guidance to Chad whenever needed which Pat says is quite rare these days. Kaney attributes a lot of his success in the helicopter industry to his family support, including wife Jasmine and daughter Paris. In regard to his flight training, he credits his success largely to one of his first flight instructors, David Clark, who is now a pilot for Air Life Georgia.

Once Kaney gained his commercial license, he started working as a commercial pilot doing tours in the Atlanta metro area, having never continued through to CFI and taken the instructor route of building hours done by many pilots. He realized quickly that the hours were not building quickly enough for him, which led to the purchase of an R22 helicopter in 2010 for him to build hours more rapidly.

When not working flying tours or managing his other business interests, Kaney was out flying and building hours and skills towards being a better pilot and building time towards hitting the ‘magic

number’ of hours that would allow him to find the paying pilot role he wanted.

Kaney said that when he finished working during the day, he would drive straight to the airport and fly for as many hours as his budget would allow, flying at night, during the day and practicing maneuvers constantly that would make him more marketable to operators if he was ever given a check ride, such as practicing out of ground effect hovering and confined area landings, dreaming of the one big break that would allow him to fly for what he envisaged as his personal pilot nirvana of working EMS operations, which he says he still models Select’s safety program around all that he has learned about HEMS safe operational standards set for pilots and other staff.

Kaney’s logic centered around the hope that once his hour level grew to a point where he was marketable, he could start applying for positions that he knew the industry had unwritten but semi-official hours requirements for, such as larger tour operators and the ENG market, hoping he would finally get an interview for a job that would allow him to work full time in the helicopter industry.

The first ‘real’ job That break came in 2012, when, after

Select Helicopters custom branding includes a Cadillac Escalade and golf cart with custom decals mirroring their R44 paint design.

june 2015

7

Chief Pilot Chad Kaney on a tour over downtown Atlanta

Kaney had sent his email every 2 weeks for

verdict of the George Zimmerman murder trial.

included on the first aircraft in their fleet the

6 months applying for a position flying ENG

The wait for a verdict had dragged on several

black R44, but also mirrored on the company

in Orlando, Florida with Clear Channel’s Total

days and most news helicopters would arrive

golf cart and black Cadillac Escalade, showing

Traffic Network. He was granted an interview

in Sanford during the day waiting for a verdict,

the company branding and coordinating the

and check ride and the chance at flying an

hoping to be the first to break the news and

look of the brand across all of their fleet. The

R44 covering news, traffic and weather in the

have a helicopter in the area to report the scene

company continues to grow while continuing

greater Orlando area. Despite being in the final

from overhead. During the evening the verdict

to add services for clients as needed. Their VIP

stage against two 1500+ hour CFI candidates,

was announced, all other news helicopters

services and tour operations continue to grow

Kaney was selected with only 700 hours as the

had already returned to their base at Orlando,

rapidly, showing that the decision to base

successful applicant. A break he attributes to

while Kaney had a hunch and decided to land

themselves in Gainesville, Georgia was a smart

part divine intervention and partly to his passion

at Sanford for a short time. That hunch paying

one and one that has paid off for Chad Kaney.

for safety, along with his skill as a pilot showing

off as the verdict was announced shortly after

Tips for the new guys

through during his check ride and impressing

he refueled and his helicopter was the first

Training is something that Kaney is passionate

the man that would become his boss.

helicopter on scene overhead to record the

about and when asked what he could share

Mike Garfield, Director of Operations for Clear

unrest that followed the not guilty verdict.

with people that were either looking into

Channel’s Total Traffic Network is who Kaney

Although not a CFI, Kaney was relied on

commencing flight instruction or were

refers to as the man that gave him his big break.

due to his skill to take new pilot candidates

struggling to finish their helicopter ratings, he

When referencing Garfield, Kaney’s face lights

for friend Chris Bull’s company HQ aviation

said “If you are an aspiring pilot with nothing

up as he recalls what he describes as the most

in Orlando for a flight prior to being hired

more than a rating, don’t take NO for an answer.

amazing person he has ever had the pleasure

as Chris believed that if they could impress

Be safe and consistent and eventually you will

to work with, when referring to his old boss

him, then that was good enough an

attain your goal. Know everything about your

affording him the chance to fly for TTN. Flying

endorsement for him to hire the candidate.

aircraft, obtain as many safety certifications as

daily covering the news, traffic and weather,

Applying good sense to business

you can, both in person or online. Become

often in challenging weather conditions which

His keen sense of business acumen lead him

and encyclopedia for helicopters and know

has improved his skill level throughout the

into the role he now fills in the family business

how they work inside and out without ever

years. His persistent nature paid off during one

as chief pilot for Select Helicopters. With a view

compromising the safety of anyone in your

particular ENG shift while the world’s eyes were

to providing excellent service and a touch of

aircraft or on the ground, your life and the life

fixed on Sanford, Florida, eagerly awaiting the

class, Select Helicopters gold logo was not only

of those that fly with you depend on it.”

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Marenco swiss helicopterannounces new Chairman of the Board Marenco swiss helicopter announced June 9th that Ludwig Boogen would be retiring as Chairman of the Board, with Philippe Harache stepping into the role as new Chairman of the Board of Directors. Harache is an aerospace engineer with a long list of accomplishments including graduate degrees from Harvard Business School, the Institut Polytechnique des Sciences Avancees and the French National Defence College.

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Harache was one of the founding members of Eurocopter (now Airbus Helicopters) and served as their CEO in 1994, progressing to Senior Executive Vice President of the Eurocopter Group, where he remained until 2010 when he left Eurocopter to launch several startup companies.

Martin Stucki, founder of Marenco swiss helicopter said that “we chose an expert that has strategic vision and who can support the company with his know how and network, with the ongoing

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advancement and structure of the company, the arrival of Philippe is a great opportunity that will ensure our success and bring assurance to our strategic and commercial expansion”

Harache will no doubt bring a wealth of experience to Marenco swiss helicopter

C

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Harache will no doubt bring a wealth of experience to Marenco swiss helicopter and help drive the company’s growth as they progress through type certifications and the fulfillment of the many orders and expressions of interest in the innovative SKYe SH09 helicopter, a new and innovative aircraft featuring unparalleled visibility, being targeted to the EMS, ENG and tour markets. The SH09 has generated substantial buzz at many trade shows since it’s unveiling at the HAI Heli Expo in 2013 in Las Vegas.

Harache when asked about his new position said “I am delighted to join the team that has one of the most innovative helicopter projects in its hands, which I could say is no longer at the project stage, but well advanced in its development.”

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june 2015

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Courtney Scott

Q&A question: I was diagnosed with OCD with a single episode of anxiety/depression. I have been flying for the airlines now for 10 years and I am concerned I won’t be able to fly again. I have been taking Lexapro® for six months and I have recently put in a request for a special issuance with the FAA. I was wondering what my options may look like concerning a medical.

answer: The medication, escitalopram (Lexapro®), is now acceptable for special issuance if certain conditions are met. The Federal Air Surgeon’s staff would need to review all of your treatment records. You would also need to provide some neurocognitive testing and documentation from an Independent Medical Sponsor. The good news is that you have already been on the medication long enough for this process to begin. We already have a number of pilots on this special issuance program, and they are doing very well.

question: I have a special issuance first class medical certificate due to what has been diagnosed as asymptomatic leukopenia (NOT leukemia!).

My primary physician, my AME, and the folks at AMAS all think that my “condition” is absolutely normal for me and is nothing to worry about. I

wonder if it is possible to obtain a normal first class medical certificate without the special issuance, and what steps exactly I must follow to make this happen.

answer: Although we would need to see the specifics, there is a very good chance we would concur with your primary care physician and AME. Have your AME request that the Aerospace Medicine Certification Division evaluate your condition as a normal variant.

question: I have e-mailed you before at the middle of my Chemo treatment. I have been off treatment for a year and did in November receive a Special Issuance on my second class medical. Rituxan is approved by the FAA, but Cladribine is not. It was stated that I could request the FAA evaluate Cladribine for allowance. How do I go about that? Is that something you can do? I had NonHodgkin’s Group B slow growing Follicular Lymphoma.

answer: I will ask for the appropriate group to evaluate the safety profile for Cladribine in aeromedical use.

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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SalmonRiverHelicoptersbecomesponsor Altitude Aviation Service is pleased to announce that Salmon Rivers Helicopters has become a sponsor of the www.uh1ops. com website’s UH-1 Operators page.

Salmon River Helicopters (SRH) was established in 1993 by Guy and Cindy Carlson in Riggins, Idaho. Guy and Cindy Carlson have an outstanding safety record with no accidents since the company started 22 years ago. The company has developed into a true family operation with daughters Christy Frisby, Cassie Carlson and son Cody Carlson serving as company pilots while daughter Niki Schacher handles company operations.

Salmon River Helicopters conducts a variety of aerial operations nationwide including: power line construction, fire fighting, fire rehabilitation/stabilization, agricultural services, heavy lift construction, concrete transport, repeater placement, remote non-schedule freight delivery, logging, and much more.

SRH operates two UH-1F helicopters with Lycoming T53-L-703 engines installations. This upgrade, completed with Tamarack STC # SR01349LA, increases performance at high altitudes and in high temperatures.

The T53-L-13B engines that the aircraft had installed previously performed at 1400 horsepower which proved to be extremely reliable but were found to be underpowered at high elevations and hot temperatures. The upgraded T53-L-703 at 1800 horsepower solved this problem. This additional 400 horsepower provides the needed power at high altitudes yet still maintains the extraordinary reliability of the proven T53 engine installed on the Bell UH-1F. This boost to 1800SHP increases UH1F helicopter performance by 28% and allow it to outperform all other UH-1helicopters on the market due to footprint size and weight differences between the airframes. The UH-1F, with a shorter cabin and lower weight, can now outperform the UH-1H by hundreds of pounds from Sea Level to Hot Temperature & High Altitude projects.

Salmon River Helicopters works on projects nationwide. Salmon River Helicopters can be contacted at 208-628-3133, check out their webpage at www.srhelicopters.com where you can follow them on their Facebook page where they post amazing pictures and video of their most recent projects.

The www.UH1OPS.com website was created at the request of owners, operators, and maintenance personnel to keep the UH-1 industry informed of maintenance issues and provide support to the UH-1 community. Thank you Salmon River Helicopters and the Carlson family for supporting our goal of keeping the most successful aircraft in rotorcraft history flying safely!

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ColumbiaHelicoptersprepared for busy 2015 fire season Memorial Day and the unofficial start of summer has passed, leading the way into what forecasters are projecting as an exceptionally dangerous fire season.

As in the past, Oregon-based Columbia Helicopters is prepared to assist with fighting fires across the western United States.

Columbia owns and operates the largest, privately-held fleet of heavylift helicopters in the world, which are ideally suited to aerial assault on wild fires. The company operates the Columbia Model 234 Chinook, the Boeing CH-47D Chinook helicopter, and the Columbia Vertol 107-II helicopters.

“Fire season has officially begun, but it’s been mild up to this point,” said Keith Saylor, Director of Commercial Operations for Columbia Helicopters.

“However, all indications suggest above normal fire activity as we approach the heaviest part of the season.”

“Our aircraft and crews are getting ready to respond as soon as they are needed,” said Jim Rankin, company president.

“The aircraft have undergone routine winter maintenance, and the crews have completed the necessary annual training.”

“We will have four aircraft that are on Exclusive Use (EU) contracts with the

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U.S. Forest Service this summer,” added Rankin. “We also have several other helicopters that we will make available under Call When Needed (CWN) contracts with the Forest Service and other fire agencies.”

One of Columbia’s Chinooks has already begun its EU assignment, reporting to LaGrande, Oregon on May 1st. The aircraft remains in northeastern Oregon, on standby until the Forest Service needs it on a fire elsewhere. The other three EU aircraft will deploy in the coming weeks to John Day, Oregon; Pollock Pines, California; and Missoula, Montana.

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cast your web Columbia’s aircraft fight fire using SEI Torrentula Bambi Buckets equipped with the Powerfill System. Carried roughly 200-feet below the helicopters, the pilots are able to fill these buckets from limited-access water sources, such as tree-lined streams or ponds, and then deploy the water in variety of drop patterns. The company’s two models of Chinook helicopters will carry buckets designed to carry almost 2,600-gallons of water or retardant, while the Vertol 10-II will carry a 1,100-gallon bucket. Each bucket is equipped with four highvolume pumps that allow extra versatility.

“Our pilots can fill these buckets in under two minutes from water sources as shallow as 18-inches,” said Steve Bandy, Senior VicePresident of Operations.

“Combined with the longlines, we can access water sources not available to tanked helicopters. In the past we’ve been able to use water sources significantly closer to fires, allowing us to deploy massive amounts of water in support of the ground crews.”

Working in communication with an air coordinator and ground crews, Columbia’s pilots are able to deliver water or retardant with pinpoint accuracy. The pilots can drop an entire bucket in one massive spot drop, or split the load into a series of smaller drops, depending on the need. They can also

open the bucket while in forward flight, creating a substantial fire line.

Columbia’s aircraft deploy to fires with an adept crew of pilots, mechanics and support personnel, as well as a convoy of support vehicles including fuel trucks, support vehicles and trailers containing

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spare parts, maintenance manuals, generators, compressors and lighting.

Each crew typically includes three to four pilots and four to eight mechanics.

The company conducts routine maintenance on the helicopters at night, after the flight day has completed.

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june 2015

15

Gene Trainor

vertically speaking

Summer of safety The U.S. Air Force declares Memorial Day weekend through Labor Day weekend the “Critical Days of Summer” to reinforce the need for aviators to exercise extra caution when flying and participating in aviation related events during these warmer months.

Warmer temperatures not only can reduce aircraft performance substantially but they can also have a negative effect on human performance as well. With little warming, extreme temperatures can increase fatigue levels, elevate hydration needs, and place added stress to those working inside and outside the cockpit.

making it the month yielding the least number of accidents.

The FAA Rotorcraft Directorate likewise is calling for increased vigilance for the civil helicopter community from May 1 through September 30 in the United States.

Another suspected reason is that higher summer temperatures lead to higher density altitudes, which reduce the lift generated by rotor blades. The relation between the airspeed indicated on the instrument panel and the true airspeed also are subject to air density changes. Furthermore, the higher density altitudes decrease the power delivered by the aircraft’s engine, and when combined with the reduced aerodynamic effects, helicopters perform more sluggishly.

In looking at accident statistics covering the past decade, helicopters have traditionally spiked during the warmer months — with July being the worst in averaging 20 accidents. To put this in perspective, the average for December was seven accidents

Why more accidents occur in the warmer months is unclear. The Rotorcraft Directorate shows more flight hours are traditionally flown nationally in the months of June and July, whereas May and August fall in the same range of average flight hours flown as during cooler months. Data shows that most aerial application accidents occur in the warmer months, which coincides with the country’s growing season when weather is often less predictable.

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 Pilots can get themselves in trouble if they fail to plan a flight carefully. They may fly too fast, carry too much weight or conduct maneuvers that their helicopters were not designed for, especially in warmer weather.

The directorate’s safety campaign, however, may be taking hold in the helicopter community. The 128 accidents in the fiscal year that ended September 30 marked the lowest annual total in at least 32 years. Personal/private, instructional/ training, and aerial applications had the largest percentage of those accidents at 21 percent, 17 percent, and 16 percent, respectively. Of the 128 accidents, 20 resulted in fatalities with 32 people losing their lives.

Here are several safety tips. Readers of this column have seen these recommendations before but we repeat them with hopes that the downward helicopter accident trend will continue.

• Avoid flying into fog or stormy weather. This may seem like common sense, but every year the directorate investigates accidents — often fatal — caused by pilots who took risks in bad weather. Pressing on is never a good idea.

• Fly no lower than 1,000 feet above ground level (AGL) whenever possible after takeoffs and landings to avoid wires, trees, and other obstacles. For some pilots (such as aerial applicators), that rule may be impractical. In these cases, helicopters should have wire strike protection systems to prevent emergency situations from occurring.

• Conduct a risk analysis before each flight. Ask yourself: Does the proposed task present safety risks? What is the probability of a mishap? Are the risks worth taking?

Sometimes the wisest choice is to just turn around or land, even in a field or open parking lot. Questions and investigations by federal authorities will inevitably follow.

Being asked questions by the FAA and the NTSB is better

than having family members answer questions on your behalf.

• Use checklists to ensure helicopters are properly maintained and operated. The International Helicopter Safety Team recommends these pre-departure check lists available through this link: http://easa.europa.eu/essi/ ehest/2012/06/pre-departure-check-list/ • Use the IM SAFE checklist to ensure you are fit to fly. Ask yourself about: Illness - Medication - Stress - Alcohol – Fatigue – Eating (and proper hydration).

• Watch out for complacency. Dust off your emergency procedures manual and read it carefully — your full attention is needed. Follow the rotorcraft flight manual’s normal procedures and file a flight plan. Conduct a thorough preflight briefing among all flight participants and follow standard operating procedures and personal minimums.

For more information, pilots, mechanics and flight safety officers should visit the IHST website (www.IHST.org) to read up on the many free reports, safety bulletins, and toolkits available to them. They also should equip themselves with tips and best practices encouraged by the FAA Safety Team (FAAST), Helicopter Association International (HAI), and the Helicopter Association of Canada (HAC).

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Thinking about a Safety Management System? iIS-BAO Software can help

by Kim Rosenlof In many facets of aviation, Safety Management Systems (SMS) have become much more than just a good idea. On January 8, 2015, the FAA Aviation Safety Organization issued a final rule requiring Part 121 operators to develop and implement an SMS. While this rule is specifically directed to air carriers, the FAA is also actively encouraging non-Part 121 operators such as air tour operators and corporate flight departments, MRO providers, and training organizations to implement an SMS system on a voluntary basis in anticipation of more regulatory requirements in the near future.

The aviation insurance industry has recognized the benefits of a well-implemented SMS—including reduced risk of accidents and incidents—for many years. Operators who implement and maintain an SMS typically enjoy lower insurance premiums and often receive better coverage. While many sets of SMS standards and programs exist, one standard recognized by the FAA and most insurance companies is the International Standard for Business Aircraft Operations (IS-BAO). For example, in 2013, the United States Aviation Insurance Group (USAIG) announced that it would provide a 5 percent discount on insurance premiums for companies “achieving registration in the… ISBAO program.”

Developed by a team representing approximately 100 corporate flight departments and launched by the International Business Aviation Council (IBAC) in 2002, IS-BAO provides baseline requirements for structuring flight departments and conducting flight operations. These requirements are based on global standards established by ICAO and comprise “a code of best practices designed to assist flight departments to achieve a high level of safety and professionalism,” according to the ISBAO website . With the help of representatives from Helicopter Association International (HAI), the International Helicopter Safety Team (IHST) and the European Helicopter Safety Team (EHEST), IBAC updated IS-BAO to include helicopter operations in 2012.

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Conforming to the IS-BAO standards is voluntary, and the three stages of SMS audits determine the degree to which the operator is conforming to the standards. Stage One confirms all elements are in place and that the flight department understands the SMS process. Stage Two ensures that safety management activities are appropriately targeted and that safety risks are being effectively managed; this stage must be completed within two years. A Stage three audit verifies that safety management activities are fully integrated into the operator’s business and that a positive safety culture is being sustained. When a Stage 3 has been accomplished, the IS-BAO audit cycle is extended to three years.

Navigating through the 500-plus IS-BAO requirements—either when setting up an SMS or when auditing one—can be a daunting task. Fortunately, several tools are available to help operators, auditors and service providers streamline the audit process.

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cast your web One of these tools, iIS-BAO Audit Protocol software, was just released in April. In beta testing since July 2013, iIS-BAO Audit Protocol combines current IS-BAO 2015 standards with audit requirements, related regulations and advisory circulars, operatorsupplied cross-references, and findings to provide a comprehensive SMS documentation, audit and training tool.

“Operators can use iIS-BAO to set up their SMS, train employees on the SMS, and provide cross-references to auditors, who then use the same application to conduct audits,” said Fountain and Associates founder Phillip J. Fountain. “The iIS-BAO software puts operators, operator service providers and auditors on the same page, really streamlining the process.”

Fountain has been on both sides of the auditing process as a corporate pilot and trainer for a large corporate flight department and as an independent IS-BAO auditor. “We’ve been working on the iIS-BAO software for more than three years, but it really reflects more than 30 years of corporate aviation experience and ten years of IS-BAO auditing experience.”

Fountain’s iIS-BAO Audit Protocol software provides modularized access to the current IS-BAO requirements and related reference      

Spreading The Wings of Insurance Protection to Helicopter Owners and Operators.

and guidance documents through a series of search filters, including the ability to include or exclude helicopter-related requirements. A toggle enables the display of all relevant standards or only new/changed requirements since last IS-BAO protocol cycle. Operators can enter cross-references to their SMS documents in the iIS-BAO software, then export these cross-references for easy access by auditors. The software also features an optional in-flight inspection section, areas to enter comments on findings and analysis for each requirement, and automated PDF report generation.

The small “i” in iIS-BAO Audit Protocol is a reference to the ability to run the software on iPads, bringing a high level of mobility to the SMS audit process. Available for Windows 7 and above, Mac OS X and iOS (iPad) platforms, the iIS-BAO software saves each customer’s data on a secure cloud-based server, allowing access to the data from laptops, iPads and desktop computers. This means that chief pilots, directors of maintenance and other managers can use the iIS-BAO software planeside or in the hangar during the SMS development process or related audits, while other members of the safety team can access the same database from laptops or desktops in their offices.

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jim gardner

the anatomy of aviation insurance

Hold harmless agreements Thecurrentsoftmarkethasprovidedawindfallformostaircraft andhelicopterownersandoperators,aswellasFBO’sand maintenanceproviders.However,theeconomyhashitservice providersparticularlyhard.Sincereducingoperatingcostshave becomeasurvivalnecessity,moreandmoreaircraftowners arebeingaskedtosignholdharmlessagreements.Thisisa techniquebywhichanFBOcanreducetheirexposuretoloss,thus limitingtheirperaircraftandperoccurrenceHangarkeepersLegal Liability,andNonOwnedAircraftandHullLiabilityinsurance requirements.

companynamingthemanadditionalinsuredwithwaiverof subrogationontheowner’spolicyforanyflightoperation.

Dependingonthecomplexityoftheserviceprovided,ahold harmlessagreementcanvaryinformandlength.Oneagreement mightbeadetailedlegaldocumentdraftedbyanaviation attorney.Anothermightconsistofasimpleparagraphortwo statingtheownerandhisinsurancecompanywillholdtheFBO harmlessforanyphysicaldamagetotheaircraftbeyondthe limitsoftheirinsurancewhileinthecare,custody,andcontrol oftheFBO.Whiletherearesomeverydraconianholdharmless agreementsbeingofferedbysomeFBO’s,theseagreements usuallystipulatethattheholdharmlessagreementdoesnot applytoproductsorcompletedoperationsrelatedtothesaleof fuel,parts,oranyserviceprovidedormaintenanceperformed.

Theyalsomighthaveprovisionswhichexcludeexposureto liabilitiessuchasconsequentialloss,lossofvalue,orlossofuse.

AnothersolutiontolimittheFBO’sliabilitycouldcomeinthe formofrequestforacertificatefromtheaircraftowner’sinsurance

Additionally,aircraftownersneedtobeawarethattheycannot unilaterallywaivetheirinsurancecompany’srightofsubrogation.

Theinsurancecompanymustconsenttotheholdharmless agreementbeforeitappliestothem,especiallyasitpertainsto anywaiverofsubrogationtorecoverlossestheyfeelwerecaused bytheFBO.Remember,asalossreductionmeasurethatispartof anyinsuringagreement,theinsurancecompanyretainsthepolicy holder’srightanddecisiontorecoverlossesfromanyresponsible third party.

Itisnotthepurposeofthisarticletogivelegaladviceordetailed explanationsoftermsandconditionsthatshouldorshouldnotbe inaholdharmlessagreement.Whatisimportanttonotehereis thattheFBOismakinganattempttolimittheirexposure(andthe exposureoftheirinsurancecarrier)tolossesthroughcontractual languageaspartoftheiroverallsafetyandriskmanagement program.

Onefinalnote—eveniftheinsurancecompanyagreestoa waiverofsubrogation,itcouldexposetheinsuredtothefullforce ofthelanguageoftheholdharmlessagreement.Remember –nothingintheholdharmlessagreementcanaltertheterms, conditions,andlimitationsofthepolicyunlesstheinsurance companyaltersthepolicyandcontractualagreement.Ifthe

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 20

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insuredisnotcareful,theycouldbesigningawayprotectionsforissueslikelossofuseand lossofvalueusuallycoveredbytheFBO’sliabilitypolicybutnotnecessarilycontainedin the Insured aircraft policy.

TheFBO’spolicydoesnotinsuretheowner’saircraftagainstactsofGod.Ifatornado wipesoutthehangarandeverythinginit,theFBOisnotresponsibleforrepairingdamage to an owner’s aircraft.

Indiscussionswithaircraftownersconcerningholdharmlessagreementsandthe insurancecarriedbyanFBO,thereseemstobesomeconfusionregardinginsurance coverageandresponsibilitywhileanaircraftisbeingstored,repaired,servicedorflown by the FBO.

AnFBOthatferriesorconductsmaintenancetestflightsinanowner’saircraftshould carrya“NonOwnedAircraftandHullLiability”policyinadditiontotheir“AviationGeneral Liability”policy.ThispolicyinsuresanddefendstheFBOfromthirdpartyliabilityarising outoftheFBO’soperationofanaircrafttheydonotownplusanyliabilityforphysical damagetotheaircraftitself.Thisislikebuyinginsuranceforanaircraftwithoutowning anaircraft.Whileexecutingaholdharmlessagreementorbeingnamedasanaddition insuredwithwaiverofsubrogationontheaircraftowner’spolicymaylimittheFBO’s liability,itdoesn’tnecessarilyeliminatetheirexposuretolossorlawsuitsoverandabove theprotectionsprovidedbytheaircraftowner’sinsurance.Thebottomlinehereisthat havingareasonableandconsistentriskmanagementpolicyinplaceallowstheFBOto re-evaluatetheirriskexposureandtheamountofinsurancethatbalancesthecostof insurance and their tolerance for carrying the risk themselves.

First,theFBO’sgeneralliabilitypolicyinsuresanddefendstheFBOfortheFBO’smistakes.

It has three basic parts.

PremisesLiabilityinsuresanddefendstheFBOagainstliabilityarisingofafaultypremises whichcouldincludedamagetoanowner’saircraft.(Abi-foldhangardoorbrakefails, causing the door to fall on an aircraft).

ProductsandCompletedOperationsLiabilityinsuresanddefendstheFBOagainstliability arisingoutofthesaleoffuel,parts,andservicestheyprovide.(Anewlyinstalledauto pilotcausesaseverepitchdown,resultinginlossofcontrolatalowaltitude,contributing to a crash or hard landing).

HangarkeepersLegalLiabilityinsuranceinsurestheFBOagainsttheirliabilitytothe aircraftownerarisingoutofthecare,custodyandcontrolofthataircraft.(Aline technician tows the aircraft wing tip into a nearby fuel truck).

Theaircraftowner’sinsurancepolicyinsuresanddefendstheaircraftowneragainst liabilityarisingoutoftheownership,operationandmaintenanceofhisaircraft.Itis alsotheprimaryinsuranceagainstphysicaldamagetotheaircraft.Insimplisticterms, regardlessofwhoisresponsible,thepolicyholder’sinsurancewillrepairtheaircraft.A holdharmlessagreementdoesnotpreventtheaircraftownerfromgettinghisaircraft repaired.Itmerelydefinestheamounttheaircraftowner’sinsurancecompanymay recoverfromtheFBO(ortheFBO’sinsurancecompany)fordamagescausedbytheFBO.

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

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International Helicopter Safety Team

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training facts

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3 Checklists that every helicopter pilot needs to have Taking a few extra minutes to walk through a list and assess the risk of a pending flight can be a few minutes that save lives. Following are three unique checklists promoted by the International Helicopter Safety Team in cooperation with safety experts from throughout the civil helicopter industry. Brief assessments of current conditions, of personal health, and of personal attitude can help to enhance helicopter safety and reduce accidents.

Pre-Departure Risk Assessment Check List This tool has been developed to allow pilots and technicians to evaluate the actual risk of a helicopter flight or the maintenance of the aircraft. It is based on the PAVE (Pilot, Aircraft, enVironment, External pressure) check list and adapted for the type of flight (HEMS, leisure, training, passenger, etc.). The aim is to make pilots and technicians aware that small simple situations, when combined, can raise total risk significantly, eventually resulting in a situation so dangerous that the flight should not be taken unless some of the risky situations are mitigated.

Find the checklist here:

“IMSAFE” Checklist - Another important way for pilots to assess risk is to use the FAA’s IMSAFE checklist to determine physical and mental readiness for flying. Find the simple checklist here on the IHST web site: 12 Classic Pitfalls for Helicopter Pilots - Pilots, particularly those with considerable experience, try to complete a flight as planned, to please passengers, meet schedules and generally demonstrate the “right stuff.” This basic drive can have an adverse effect on safety and can impose an unrealistic assessment of piloting skills under stressful situations. Even worse, repetitive patterns of behavior based on unrealistic assessments can produce piloting practices that are dangerous, often illegal, and will ultimately lead to mishaps. Here is a list of these possibly dangerous tendencies or behavior patterns:

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

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ntsb reports NTSB Identification: GAA15CA032 Date: April 03, 2015 Location: Fort Davis, TX Aircraft: ROBINSON HELICOPTER R22 BETA Injuries: 2 Uninjured.

Thepilotstatedhewaspositioningthehelicoptertohave thesolepassengertakeaphotographofananimalanda settlingwithpowerconditionoccurred.Thepilotstatedthat agustofwindcamefromanearbyhillandbegantopush thehelicoptertowardthegroundsothepilotconducteda runninglandingtoanopenfield.Duringthelanding,the pilotreportedthatthehelicopterstruckananthillandrolled sideways.Thehelicoptersustainedsubstantialdamagetothe tailboom.Aftermultiplerequests,thepilotdidnotturnin theNationalTransportationSafetyBoardForm6120.1Pilot/ OperatorAircraftAccident/IncidentReportasrequested.

NTSB Identification: ERA15FA178 Date: April 06, 2015 Location: Cherokee, AL Aircraft: HUGHES 369D Injuries: 1 Fatal.

OnApril6,2015,about1300centraldaylighttime,aHughes 369Dwassubstantiallydamagedwhenitimpactedthe TennesseeRiveradjacenttheNatchezTraceBridge,near Cherokee,Alabama.Thecommercialpilotwasfatallyinjured.

Lowceilingsandfogprevailed.Thepositioningflightwas conductedundertheprovisionsof14CodeofFederal Regulations Part 91.

Accordingtoawitness,aformerprivatepilot,heheardthe helicopterlandinaNationalParkServicefieldcontiguous tohisproperty,about3,900feetfromthe1-mile-long, north-southNatchezTraceParkwayBridge.Hecouldn’tsee thebridgeatthetimeduetofogandlightmist.

Thehelicopterremainedonthegroundforabout45seconds, stillpoweredwithrotorsturning;thenpowerincreasedand ittookoffsmoothly,clearingtreesbyabout30feet.The helicoptersubsequentlyheadedtowardthebridge,andafter about10to15seconds,thewitnesslostsightofitinthefog.

Asthehelicopterflew,thewitnessheardnoanomalies,and theenginesounded“healthy.”Hesubsequentlyheardthe helicopterhitthewaterwithnochangeinsounduntilimpact.

Accordingtoanotherwitness,hewasfishingunderthesouth endofthebridgewhentheaccidentoccurred.Theweather was foggy with low visibility and rain.

Thewitnessheardthehelicopterforabout10to15minutes beforeseeingitcomingtowardhim,parallelingthewest sideofthebridge.Whenhefirstsawthehelicopterthrough thefog,itwaslevelwiththetopofthebridge.Itbegan

agradualdescent,thenabout10secondsbeforewater impact,dropped(nose-dived)toabout25feetabovethe water.Itsubsequentlydescendedata10-to15-degree angle,andimpactedthewaternearthecenteroftheriver, about50to100feeteastofagreenbuoy(about100yards west of the bridge.)

Therewasnochangeinsoundbeforethehelicopterhit thewater,withthesame“whining”noiseuntilimpact.At impact,thewitnesssawthehelicopter’stail“kickover”the topofthemainrotorbladesandsnapoff.Thehelicopter did not hit the bridge.

ThehelicopterwasrecoveredfromtheriveronApril9,2015.

Itwasmissingtheaftpartofthetailboom,includingthetail rotorandgearbox,fromabout33inches(fuselagestation 230)aftofthetailboommount,andonlyremnantsofone mainrotorbladeweresubsequentlyrecovered;theother bladesremainedmissing.Theleftskidwasalsomissing.

Damagebeganatthehelicopter’sfront,lowerleftside,and extendedupwards.Therewasnohydrauliccrushing(water impactdamage)tothebottomofthefuselage.

Controlcontinuitywasconfirmedfromthecockpittothe rotorhead,bothverticallythroughthecollective,andlaterally andlongitudinallythroughthecyclic.Yawcontrolthrough

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cast your web therudderpedalswasconfirmedfromthecockpittothe remnantsofthe“longtailrotorcontrolrod”inthesevered tail boom.

Rotorsystemdrivecontinuitywasconfirmedfromtheengine tothetransmission,thetransmissiontotherotorhub,and fromthetransmissionafttowherethetailrotordriveshaft was severed along with the tail boom.

Threeofthefiverotorbladeswereseparatedjustoutboard ofthedoubleratthemainrotorrootfitting,andtwoblades wereseparatedthroughthestrapassembliesandbladepitch housings,consistentwithfullpowerontherotorsystemat waterimpact.Extensivedamagewasalsofoundonthehub uppershoeinthevicinityofallfivepitchchangehousings, consistentwithamedium-to-highcollectivesettingatthe time of impact.

NTSB Identification: WPR15WA145 Date: April 13, 2015 Location: Ziyang City, China, China Aircraft: BELL 206 - B Injuries: 1 Fatal.

Theforeignauthoritywasthesourceofthisinformation.

OnApril13,2015,at0800localtime,aBell206BIIIcollided withawireduringanaerialapplicationflightnearZiyang City,SichuanProvince,China.Thehelicopterwasunderthe pertinentcivilregulationsofthegovernmentofChina.The helicopterwassubstantiallydamagedandthepilot,thesole occupant, was fatally injured.

NTSB Identification: CEN15LA198 Date: April 15, 2015 Location: Dunlap, IL Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: 2 Uninjured.

OnApril15,2015,at1630centraldaylighttime,a RobinsonR44IIhelicopterrolledoverduringanoffairport precautionarylandinginDunlap,Illinois.Thecommercial pilotandpassengerwerenotinjured.Thehelicopterwas substantiallydamaged.Thehelicopterwasunderthe provisionsof14CodeofFederalRegulationsPart91asan aerialobservationflight.Visualmeteorologicalconditions prevailedfortheflight,whichwasnotoperatedonaflight plan.TheflightoriginatedfromthePekinMunicipalAirport (C15), Pekin, Illinois.

Thepilotstatedtheyhadbeencountinggeeseatanaltitude of300feetabovethegroundatanairspeedof60knotsjust priortotheaccident.Hestatedheincreasedthecollective totransitiontoanotherareawhenhenoticedanincrease inenginerpmandadecreaseinrotorrpmalongwitha mainrotorwarninglight.Thepilotinitiatedadownwind autorotationtoaplowedfield.Thepilotstatedthatdue tothetailwindandforwardspeed,thehelicoptertipped forwardonitsskids,themainrotorcontactedtheground and the helicopter rolled over.

NTSB Identification: ERA15WA211 Date: April 26, 2015 Location: Aydin, Turkey Aircraft: BELL 430 Injuries: 2 Minor, 5 Uninjured.

OnApril26,2015,at1322coordinateduniversaltime,a Bell430,Turkish-registeredwassubstantiallydamaged followingahardlandingnearAydin,Turkey.Thepilotand co-pilotwerenotinjured.Twopassengerssustainedminor injuries,andthreepassengerswerenotinjured.

Thisinvestigationisunderthejurisdictionandcontrolof thegovernmentofTurkey.Thisreportisforinformational purposesonlyandcontainsonlyinformationreleasedby orobtainedfromtheDirectorateGeneralofCivilAviation, MinistryofTransport,MaritimeAffairsandCommunications (AIB), Turkey.

Furtherinformationpertainingtothisaccidentmaybe obtained from: MinistryofTransport,MaritimeAffairsandCommunications (AIB) Hanimeli Sok. No. 7 Sihhiye, Ankara, Turkey Tel 90-312-203-2173 Fax 90-312-229-7289 NTSB Identification: CEN15FA210 Date: April 27, 2015 Location: Austin, TX A/C: Eurocopter Deutschland GMBH MBB BK 117 C-2 Injuries: 1 Fatal, 2 Uninjured.

OnApril27,2015,about2150centraldaylighttime,aflight nursewasfatallyinjuredwhenshefellfromthehelicopter duringexternalhoistoperations.TheEurocopterMBBBK 117helicopterwasnotdamagedduringtheaccident.The pilot,flightparamedic(hoistoperator),andpatientwere

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notinjured.Thehelicopterwasoperatedasapublicuse operation.Nightvisualmeteorologicalconditionsprevailed during the local rescue flight.

StarFlightoperationswerecontactedinresponsetoapatient hurtonthegreenbeltofBartonCreek.Itwasassessedthat basedonthepatient’sconditionanddifficultyintransporting thepatientoutofthegreenbelt,thatahoistrescuewould be performed.

Thepilot,hoistoperator,andflightnurse,gatheredthe requiredequipmentandbeforedepartureandenroute, completedthenormalequipmentchecks.Shortlyafter arrivingatthepatient’slocation,theflightnurseand hermedicalequipmentwerehoistedtotheground.The helicopterlaterdeployedabackboardforthepatient.After theflightnursehadsecuredthepatientintherescuecarrier, sheradioedthehelicopterandreportedreadyforextraction; thehelicoptermovedintopositionandextendedthehook toher.Aftergivingthesignal,thehoistoperatorinitiated thelifttothehelicopter.Oncetheflightnurseandpatient clearedthetrees,theybeganasteadyspin.Toarrestthespin, thepilotstartedmovingthehelicopterforward.Thehoist operatorstatedthatthespinhadalmoststopped,andhe noticedthattheflightnursewasridinginapositionlower thannormal.Theflightnursethenfellfromtheline.

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heli-specs

Robinson R44 II • Totalproduction(allvariants)2,022Firstflight May 2002 • Comments:DerivativeofR44withincreasedgross • • • • •

• Vne 130 kts Max cruise 117 kts • Max rate of climb over 1,000 fpm • HIGE8,950ft@2,500lbsHOGE7,500ft@2,300 lbs • Serviceceiling14,000ft/4,267mS/EserviceN/A • Std fuel 30.6 gal Max fuel 48.9 gal • Maxrangestdfuel(noreserve)348nm/676km • Max fuel N/A Range with opt fuel N/A • VFR Crew 1 Passengers 3

Vertical Aviation Technologies, Inc. 260L Hummingbird • Totalproduction(allvariants)110Firstflight1988 • CommentsThe260LHummingbirdseatsfour peoplecomfortablyinitswide4’9”cabin.Plenty • • • •

weightandhorsepower.Alsoincreasedchordmain rotorbladesandaerodynamictipsonmainandtail rotor blades for reduced noise.

Engine(s)(1)IO-540-AE1A5HP(takeoff)245shp Dimensionsmainrotor33ft/10.1mTailrotor4.8 ft/1.5 m Height10.8ft/3.3mLength38.3ft/11.7mWidth 7.2 ft/2.2 m Emptyweight1,506lbsGrossweight2,500lbs Useful load 994 lbs External N/A

ofbaggagespace.Smooth3-bladerotorsystem.

The260Lisnewlymanufacturedwithnumerous modificationsincludingtheLycomingpowerplant.

Engine(s)(1)LycomingVO-435HP(takeoff)260 shp Dimensionsmainrotor33ft/10.06mTailrotor8 ft/2.44 m Height8.7ft/2.65mLength30.6ft/9.33mWidth 5 ft/1.52 m Emptyweight1,750lbsGrossweight2,700

• • • • • • • •

lbs/1,224 kg Useful load 950 lbs Vne 117 mph Max rate of climb 1,250 fpm HIGE 9,000 ft/2,865 m HOGE N/A Service ceiling 12,000 ft/3,657 m Std fuel 57 gal/259 lt Max range std fuel (no reserve) 375 mi VFR Crew 1 Passengers 3

AgustaWestland AW119Ke (Koala Enhanced) • Total production (all variants): >140 • Comments:Fastcruisespeedwithlargemultipurpose cabin.

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• Engine(s):(1)Pratt&WhitneyPT6B-37AHP (takeoff ) 1002 shp/747 kw • Dimensions:mainrotor–35.53ft/10.83m • Tail rotor: 6.36 ft/1.94 m • Height: 12.73 ft/3.77 m • Length:42.70ft/13.02m(rotorsturning) • Width:5.28ft/1.6m(M/Rbladeat45degrees) • Empty weight: 3,208 lbs/1,455 kg • Maxgrossweight(internal):6,283lb/2,850kg (external) 6,945 lb/3,150 kg • Usefulload:(internal)3,075lbs/1,395kg (external) 3,737 lbs/1,695 kg,

• • • • • • • • • • •

Vne: 152 kts/281 kmh Max cruise: 139 kts/257 kmh Max rate of climb: 1,789 fpm/9.1 ms HIGE: 11,400 ft/3,475 m HOGE: 7,600 ft/2,316 m Serviceceiling:15,000ft/4,572mS/Eservice ceiling N/A Std fuel: 160 gal/605 lit Max fuel: 230 gal/870 lit Maxrangestdfuel(noreserve):374nm/692km Maxrangeauxfuel(noreserve):547nm/1,013km VFR Crew: 1 Pilot Passengers 7

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Pilot and maintenance training commences at Bell Helicopter Training Academy Bell Helicopter, announced that the new stateof-the-art Bell Helicopter Training Academy in Fort Worth, Texas has officially opened at its new location and Bell Helicopter representatives hosted the first round of pilot and maintenance training students this month.

“We’re very excited to have our customers from around the world here to take part in our worldclass training offerings,” said Ray Lamas, general manager, Global Customer Training. “We will continue investing in global training solutions to meet our growing customer demand.”

The 85,950 sq. ft. facility features full flight simulators and new and updated flight technology demonstrators.The training academy

is also equipped with a maintenance hangar, training area and classroom, with a dedicated tower and flight line.

“We are proud to provide our customers with all the benefits this facility has to offer, along with the guidance of our expert instructors to support their missions,” continued Lamas.

Training has been an integral part of Bell Helicopter’s customer support program for more than 65 years. The company has trained more than 130,000 customers since 1946 from every market segment in more than 135 countries throughout the world.

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