heliweb - october 2014

cast your web • heliweb.com

October 2014

More DEGREES than you can shake a cyclic at…

Degree options for helicopter pilots

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features Blue Sky Network to unveil new SATCOM solutions at aviation industry events in October.........................................4 Airbus Helicopters Inc. honors leaders in air medical industry .............................................................................................7 Bell Helicopter makes first VIP Bell 429 delivery in France at Monaco Yacht Show...........................................10 NASA crashes helicopter to test safety improvements..12 4 documents that every helicopter pilot needs to read.14 Metro Aviation welcomes Survival Flight...........................16 Whirly-Girls celebrate with 2014 scholarships for women helicopter pilots and 60th anniversary logo contest......26 Complacency: The grim reaper of aviation.........................31

columns events.................................................................................................6 the anatomy of aviation insurance........................................18 training facts.................................................................................22 aeromedical advisory.................................................................24 NTSB reports.................................................................................28 heli-specs.......................................................................................30

EDITOR / PUBLISHER: Graham Lavender graham@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner michael@heliweb.com heliweb BRAZIL Gina Hickmann - Brazilian Representative gina@heliweb.com ADMINISTRATION: Casey Armstrong casey@heliweb.com PRODUCTION: Deborah Freeman info@heliweb.com CONTRIBUTING WRITERS: Ryan Mason— ryan@airborneproductions.net Kim Rosenlof — kim@aeroink.com heliweb is published monthly for $39 USD for a one (1) year subscription and $70 USD for a two (2) year subscription (international rates will vary).

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cast your web • heliweb.com

October 2014

More DEGREES than you can shake a cyclic at…

Degree options for helicopter pilots

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More degrees than you can shake a cyclic at… .........................................8 Degree options for helicopter pilots

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Blue Sky Network to unveil new SATCOM solutions at aviation industry events in October LA JOLLA, CA – Blue Sky Network (BSN), a leading global provider of satellite tracking and communication solutions for land mobile, maritime, and aviation assets, is excited to announce that it will be unveiling two new satellite communication technology solutions, at both Helitech International and the National Business Aviation Association (NBAA) - two key aviation industry events.

Production models of the Hawkeye (HE) 7200, a new portable satellite tracking device, will be offered at both events, after a successful Beta deployment, earlier this year. Development of the HE7200 has been extensive, incorporating valuable feedback from Beta users and resulting in a device with an impressive set of features and USFS approval. Engineered with a small form factor, the HE7200 comes with an extended life rechargeable battery, Bluetooth communications, the latest generation GNSS chipset (which includes GPS, GLONASS and Galileo technologies), and a

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highly sensitive internal Iridium and GNSS antenna. BSN will be unveiling the HE7200 at both events and is excited to demonstrate why, this device, working in concert with the company’s HELink App, is the perfect portable satellite tracking solution for aviation users, worldwide.

As is the case with all Blue Sky Network devices, the HE7200 is integrated into SkyRouter, Blue Sky Network’s unique, cloud-based web-portal management tool, designed and operated by Blue Sky Network to support dispersed mobile assets. SkyRouter seamlessly manages and reports device activity over the Iridium Satellite Network in virtual real time. Now, with a vision for incorporating Smart Device capability, Blue Sky Network will unveil its new iOS SkyRouter App at both events. Users will immediately see the advantage of this mobile platform.

Blue Sky Network will be exhibiting at both the Helitech International 2014 show in Amsterdam—Booth # L70, followed by the NBAA show in Orlando, Florida, —Booth # 3479 and presenting its entire line-up of impressive satellite communications technologies, including the latest HE7200 and SkyRouter solutions.

Both industry events represent important opportunities for BSN to exhibit its leadership in the helicopter and business aviation markets, with a new generation of satellite communication technologies that focus on safety, affordability and rich features.

Aviation professionals will be able to see, first-hand, how BSN satellite communication solutions are quickly becoming invaluable and essential components of an aircraft’s operation.

Please visit Blue Sky Network at Helitech 2014 and NBAA tradeshows to learn more about HE7200 and SkyRouter, in addition to all BSN’s products and offerings.

Blue Sky Network is a leading global provider of voice and data services via the Iridium satellite network. The company’s aviation, marine and vehicle products for GNSS real time tracking and fleet management provide reliable fleet tracking and communication services. Blue Sky Network’s solutions serve the Aviation, Oil and Gas, Government, Forestry, Mining, Supply Chain Management and Intermodal Transportation markets. Founded in 2001, Blue Sky Network is headquartered in La Jolla, California with customers and distributors worldwide. For more information about the company and solutions, visit the Blue Sky Network website at www.blueskynetwork.com.

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october 2014

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events October 14-16, 2014 Helitech International Conference

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

Amsterdam, RAI www.helitechevents.com/en/

London, UK militaryhelicopterevent.com

October 21-23, 2014 67th Annual NBAA Convention

March 2-5, 2015 HAI Heli-Expo

Orlando Convention Center Orlando, FL nbaa.org

Orlando, FL heliexpo.rotor.org/

October 26, 2014 Wings, Wheels, Rotors & Expo Los Alamitos Army Airfield Los Alamitos, CA WWRExpo.net November 4-6, 2014 Dubai Helishow 2014 Dubai UAE www.dubaihelicoptershow.com November 7-9, 2014 HAC Convention Le Centre Sheraton Montreal Hotel Montreal, Quebec Canada h-a-c.ca/convention.html November 5-8, 2014 Indo Helicopter 14 Expo and Forum Kemayoran, Jakarta, Indonesia indohelicopter.com November 17-19, 2014 Aerial Firefighting Safety Conference The Grove Hotel Boise, ID November 18-19, 2014 Australian Pacific Vertiflite Conf. on Helicopter Training Melbourne, Australia vtol.org/

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March 23-25, 2015 CHC Safety & Quality Summit Vancouver, BC Canada chcsafetyqualitysummit.com May 5-7, 2014 Forum 71 - Transforming Vertical Flight Technolog Virginia Beach, VA vtol.org/annual-forum/forum-71 May 19-21, 2015 EBACE Geneva, Switzerland, www.ebace.aero May 21-23, 2015 HeliRussia 2015 helirussia.ru July 15-18, 2015 ALEA Expo 2015 Houston, TX alea.org July 20-26, 2015 EAA Airventure Oshkosh 2015 Oshkosh, WI 920-426-4800 airventure.org September 16-19, 2015 China Helicopter Exposition Tianjin, China helicopter-china-expo.com

May 19-21, 2016 HeliRussia 2016 helirussia.ru July 18-24, 2016 Farnborough International UK, www.farnborough.com July 25-31, 2016 EAA Airventure Oshkosh 2016 Oshkosh, WI 920-426-4800 airventure.org July 20-23, 2016 ALEA Expo 2016 Savannah, GA alea.org

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Airbus Helicopters Inc. honors leaders in air medical industry Airbus Helicopters Inc. (AHI) honored leaders of the air medical transport industry for their efforts to improve safety and quality of service. The annual Jim Charlson Aviation Safety Award and the Program of the Year award, both sponsored by AHI, were presented to recipients at the Air Medical Transport Conference Annual Community Awards.

PHI Air Medical President David Motzkin was honored with the Jim Charlson Aviation Safety Award, given annually to an individual who has made significant contributions promoting aviation safety within the air medical transport community.

Under Motzkin’s direction, PHI has focused on its Destination Zero program, the goal of achieving zero accidents, incidents and injuries. He has helped change attitudes and behaviors of PHI personnel to believe that zero accidents is not only an attainable goal, but is the only acceptable number. Motzkin has given every employee authority to “Stand Up, Speak Out, and Take Action” to stop unsafe work practices.

“I am honored to have been nominated and selected for this prestigious award,” said Motzkin. “This award is really recognition for the professional men and women of PHI Air Medical, who believe that zero is possible and that their actions each and every day define what it is to work and be safe. I am extraordinarily proud of them and their commitment to safety in all that they do.”

“There is no higher priority than improving the safety record of the air medical transport industry and Airbus Helicopters Inc. is proud to honor David and PHI for providing innovation and leadership,” said President and CEO Marc Paganini.

Motzkin’s efforts have influenced others in the industry and led to increased use of flight data recording and monitoring. He is active in Air Medical Operators Association and Helicopter Association International safety initiatives, and established the industry’s first Air Medical Honor Guard.

“What makes this important is not that it is given to one person or company, rather, it represents the collective commitment of our industry to be safe – not one company, but all of us,” said Motzkin. “We recognize that when something happens to one

of us, it impacts all of us. At PHI, we remain committed to doing whatever we can to ensure the safety of our people, our patients and our colleagues in the industry.”

Tom Allenstein, Chief Operating Officer of MedFlight of Ohio, was presented with the prestigious Program of the Year award

by Jennifer Hardcastle, Air Medical Sales Manager for Airbus Helicopters Inc. The award is given annually to an emergency medical services (EMS) program that has demonstrated superior levels of safety consciousness, patient care, quality leadership and community and industry service.

“There may be many reasons for us to receive Program of the Year recognition, but the most important factor is the MedFlight crews who are exceptional at serving our clients with a servant’s heart,” said MedFlight CEO Rod Crane. “Our client satisfaction scores are consistently greater than 98 out of a possible 100 points, but we strive to serve a greater population than just our patients,” said Crane. “In addition to our many ongoing programs, we serve where needed, whether it’s sending a team and trucks to New Orleans following Hurricane Katrina, or helping lay the groundwork for medical helicopter installations in China.”

Recognized as one of the top air medical programs in the country, MedFlight of Ohio transports more than 6,000 patients each year.

MedFlight’s Education Department operates a Human Simulation motor coach that travels to rural Ohio hospitals to train nurses and EMS providers. MedFlight Radio provides clinical education and leadership podcasts to healthcare providers throughout the world. MedFlight also gives back to the industry through an annual work place giving campaign benefitting the MedEvac Foundation International.

“We are proud to receive this award, but we also recognize all flight programs, medical teams and aviation crews serving day and night across our country who work just as hard,” said Crane.

“MedFlight of Ohio goes above and beyond to serve not only their community, but the industry as well and richly deserves this award,” said Paganini.

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on the cover

More DEGREES than you can shake a cyclic at…

by Kim Rosenlof Unlike the fixed-wing sector, where many entry-level jobs required a degree even before the FAA’s August 2013 rule allowing a pilot with degrees from accredited aviation programs to work as second-in-command at 1,000 or 1,250 hours of flight time instead of 1,500 hours, the helicopter industry has not been as quick to jump on the college degree bandwagon. A quick search of rotary-wing pilot jobs revealed that only one of 45 jobs listed required a bachelor degree, and that was for a program manager position. Even helicopter training centers that have already partnered with colleges to offer degree programs shy away from saying that college degrees are necessary.

For example, Chandler, Arizona-based Quantum Helicopters’ website answers the question, “Do you offer college degree programs” with the statement, “We do… Note, however, that a college degree is not necessary for success as a commercial helicopter pilot.”

While college isn’t for everyone, earning a degree can provide a fallback in case of a medically disqualifying disease or injury, and allow upward mobility in a growing number of helicopter industry management positions that favor college graduates. Depending on

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Degree options for helicopter pilots the course of study, an aviation-related degree can also enhance a pilot’s understanding of the rotorcraft itself, air traffic control and airway system, government regulations, industry operations and safety management.

Accredited degree programs are also often eligible for financial aid or payment through the GI bill whereas pure flight training often is not. For example, even though Hawaii’s Mauna Loa Helicopters claims to be the “only helicopter school in the country independently approved for Federal Financial Aid, ” it still offers a degree program through Troy University in Alabama.

Fortunately, pilots seeking an aviationrelated degree can choose from an increasingly wide variety of rotarywing specific programs ranging from online associate degrees to resident campus bachelor degrees.

Literally dozens of helicopter training schools across the U.S. have partnered

with either community colleges or larger institutions to offer a blended learning curriculum culminating in an associate or bachelor degree. Like resident university programs, many of these partnered programs allow close coordination between the flight school and the college to ensure the student is concurrently enrolled in the college-provided ground school and the practical flight training for that certificate or rating.

One such arrangement is between the aforementioned Chandler, Arizonabased Quantum Helicopters and Chandler Gilbert Community College (CGCC). Students enrolled in CGCC’s Associate of Applied Science in Airway Science Technology – Helicopter must take the ground school courses at CGCC concurrently with the corresponding flight course at Quantum. But Quantum also provides additional higher education options, including classes towards bachelor and associate degrees

cast your web through Utah Valley University’s (UVU) online program, and up to 30 credits applied to bachelor or 15 credits applied to associate degrees at EmbryRiddle Aeronautical University’s (ERAU) Worldwide campus (through online study or at one of ERAU’s more than 150 learning centers).

The online option may be good for current professionals wanting to add a degree to their portfolio or for new helicopter students working in another industry. UVU’s Global Aviation program may be the most prolific in terms of partnerships with helicopter flight schools, followed by ERAU Worldwide.

Both offer bachelor and associate degrees online. Note that online coursework is often not synced with the flight training, resulting in a more disjointed learning experience.

For new helicopter students looking for a change of scenery, Texas State Technical College (TSTC) in Waco, Texas,

offers both a 40-hour Commercial Pilot – Helicopter certificate and Helicopter Pilot Training Technology Associate degree at its Connally Aerospace Center.

Built on the former James Connally Air Force Base, TSTC’s campus with its two parallel runways and an operating air traffic control tower claims to be the largest airport in the U.S. owned and operated by a public educational institution.

While dozens of four-year institutions offer aviation-related degrees, only a few offer rotary-wing specific degrees.

Both ERAU and University of North Dakota (UND) Aerospace offer bachelor degrees with helicopter options, with a couple of key differences. While UND Aerospace’s Grand Forks (KGRK) facility provides winter and severe weather training opportunities, ERAU’s Prescott, Arizona (KPRC) facility sits at 5,044 feet MSL for training in high and hot conditions and mountain flying. ERAU contracts its helicopter training out

to other flight schools at KPRC while UND maintains and operates its own helicopter fleet. Pilots seeking degrees at either institution should research policies concerning credit for certificates and ratings already achieved; ERAU is generally more open toward granting credit for previous flight experience (especially for military personnel), but at either institution a pilot could be required to retake the academic courses for certain certificates or ratings.

Southern Utah University (SUU) offers a Bachelor of Interdisciplinary Studies (BIS) Professional Pilot – Rotor-Wing degree.

One advantage of SUU over ERAU or UND is the diversity of SUU’s rotary-wing fleet: Robinson R22 and R44, Bell 206B JetRanger and 206L LongRanger, and Airbus (Eurocopter) AStar. SUU students also receive training in external load operations and mountain flying.

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The sale of the Bell 429 was made by Bell Helicopter’s newly appointed French Independent Representative (IR), HeliDeal. The company provides leading helicopter charter, fire fighting and aerial services, along with technical and maintenance services.

“Appointing HeliDeal as our new IR will expand our capabilities in France,” said Patrick Moulay, Bell Helicopter’s vice president of European sales. “In the past couple of years we’ve seen tremendous growth in Europe, and I know HeliDeal will play an important role in expanding our success in France even further.”

“We are eager to represent the globally known Bell Helicopter brand in France,” said Jean-Francois Giron, President of Helideal.

“We are especially excited about being able to offer a full lineup of modern helicopters featuring the latest in integrated glass cockpit technology.”

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NASA crashes helicopter to test safety improvements HAMPTON, VA— NASA researchers will drop a 45-foot-long helicopter fuselage from a height of about 30 feet for the second time in a year – all in the name of safety.

News media representatives were invited to observe the drop test at NASA’s Langley Research Center in Hampton, Va. NASA is collaborating with the U.S. Navy, U.S. Army, Federal Aviation Administration, the German Aerospace Center (DLR), and the Australian Cooperative Research Center for Advanced Composite Structures on the Transport Rotorcraft Airframe Crash Test Bed fullscale crash test at Langley’s Landing and Impact Research Facility.

“The big difference in this year’s experiment is that we are testing three energy absorbing composite subfloor concepts that should help some of the dummy occupants sustain fewer injuries than they did in the first test last August,” said lead test engineer Martin Annett. “We have also made other improvements based on things we learned.”

“The crash won’t look all that visually exciting,” said Annett. “Unlike in the movies there’s no huge fireball or spectacular special effects, but the occupants certainly get a jolt. According to the data, some of the dummies would have sustained serious if not fatal injuries in last year’s crash test.”

Both tests are part of the Rotary Wing Project in the Fundamental Aeronautics Program of NASA’s Aeronautics Research Mission Directorate.

“We are looking for ways to make helicopters safer,” said Rotary Wing Project Manager Susan Gorton. “The ultimate goal of NASA rotary wing research is to help make helicopters and other vertical take off and landing vehicles more serviceable — able to carry more passengers and cargo — quicker, quieter, safer and greener.

Improved designs might allow helicopters to be used more extensively in the airspace system.”

The team has instrumented a former Marine helicopter airframe with crash test dummies, cameras and accelerometers. Almost 40 cameras inside and outside the helicopter will record how 13 data-recording crash test dummies and two manikins react before, during and after impact.

For this test NASA supplied six crash test dummies, built two composite subfloor concepts and installed four emergency locator transmitters that researchers are evaluating. The Navy provided the CH-46 Sea Knight helicopter fuselage, seats, crash test dummies and other experiments. The US Army Aeromedical Research Lab (USAARL) contributed a litter experiment and the Army CH-47 program office (PEO CARGO) provided a crash resistant troop seat.

Some of those cameras will be trained on the side of the helicopter where technicians have painted black polka dots over a white background — a photographic technique called full field photogrammetry. “High-speed cameras filming at 500 images per second track each dot, so after the drop we can plot and see exactly how the fuselage buckled, bent, cracked or collapsed under crash loads,” said test engineer Justin Littell.

The FAA provided a side-facing specialized crash test dummy and part of the data acquisition system. Cobham Mission Systems also contributed an active restraint system for the cockpit. The German Aerospace Research Center (DLR) and the Australian Cooperative Research Center for Advanced Composite Structures supplied a third composite subfloor technology. Other industry participants have also contributed experiments.

During the test, onboard computers will record more than 350 channels of data as the helicopter is swung by cables, like a pendulum, into a bed of soil. Just before impact, pyrotechnic devices release the suspension cables from the helicopter to allow free flight. The helicopter will hit the ground at about 30 miles an hour.

The impact condition represents a severe but survivable condition under both civilian and military requirements.

NASA will use the results of both tests in efforts to improve rotorcraft performance and efficiency, in part by assessing the reliability of lightweight composite materials. Researchers also want to increase industry knowledge and create more complete computer models that can be used to design safer helicopters.

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4 documents that every helicopter pilot needs to read Most of the time, getting back to basics can be a helicopter pilot’s best course of action during any stage of a flight. These documents, according to the safety experts at the International Helicopter Safety Team (www.IHST.org), offer pilots and operators a basic and solid foundation in order to enhance helicopter safety and reduce accidents.

Helicopter Pilots Code of Conduct: Pilot conduct and professionalism affect the entire aviation community, including its safety culture. Correspondingly, organizational safety culture affects pilot conduct. A voluntary, aspirational code of conduct can promote pilot proficiency and operational safety. This Code of Conduct is just such a tool: a set of guidelines, or recommended practices adaptable to each pilot and organizational need. We encourage you to adopt it, and to commit to the highest principles of aviation safety.

FAA Advisory Circular on Autorotations: The Federal Aviation Administration has found a need to raise awareness of the risks inherent in performing autorotations in the training environment, and in particular, the 180 degree autorotation. The purpose of this advisory circular is to describe enhanced guidelines for autorotations during rotorcraft/helicopter flight training and to recommend procedures that will mitigate safety risk during autorotations.

FAA Helicopter Flying Handbook: This handbook is designed as a technical manual for applicants who are preparing for their private, commercial, or flight instructor pilot certificates with a helicopter class rating. Certificated flight instructors may find it a valuable training aid, since detailed coverage of aerodynamics, flight controls, systems, performance, flight maneuvers, emergencies, and aeronautical decision-making is included. This handbook adopts a selective method and concept to flying helicopters and the discussion and explanations reflect the most commonly used practices and principles.

FAA Helicopter Instructor’s Handbook: This handbook is designed as a technical manual for applicants who are preparing for their flight instructor pilot certificate with a helicopter class rating.

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It contains detailed coverage of aerodynamics, flight controls, systems, performance, flight maneuvers, emergencies, and aeronautical decision-making.

Five videos that every helicopter pilot needs to watch Movies can be heartwarming or funny or motivational, but only a few take aim to save lives. Following are five videos that the International Helicopter Safety Team (www.IHST.org) encourages helicopter pilots to watch and take to heart in order to enhance helicopter safety and reduce accidents.

That Others May Live – This video is a case study by Airbus Helicopters and offers a pilot’s account of an actual inadvertent IMC encounter that occurred at night in a VFR equipped AS350 helicopter.

No Greater Burden – Much research has been done on the negative effects of stress on our physical and psychological well-being. The more stress we experience, whether we know it or not, the more inclined we are to lose concentration, forget things, and perform poorly on tasks that should be familiar and easy for us. More often than not, those effects have little impact upon our day-to-day life, however, such effects while flying could lead to a disastrous outcome. This video was developed by the Aircraft Owners and Pilots Association (AOPA).

178 Seconds to Live – This brief but frightening AOPA video warns us, “Don’t get lured into the trap.”

Degraded Visual Environment and Loss of Control – Experience demonstrates that disorientation is the largest single cause of fatal and serious injury helicopter accidents. This video was produced by the European Helicopter Safety Team.

Autorotations: Reality Exposed – The Helicopter Association International gathered helicopter safety experts for this video to help pilots gain a better understanding of the autorotation process.

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Metro Aviation welcomes Survival Flight Metro Aviation began a great relationship with the University of Michigan Health System’s Survival Flight program during the completion of the program’s three Airbus EC155 twinengine helicopters, delivered in 2012. Now, Metro is pleased to announce Survival Flight is not only a completions customer, but an operations customer as well.

other major health systems. Of the nearly 1,400 transports completed in the last fiscal year, 62 percent were rotor-wing patient transports covering more than 135,000 miles within 350 miles of the Ann Arbor area. Fixed-wing service, using a Cessna Citation Encore jet, allows Survival Flight to reach throughout North America.

“Survival Flight is a mature program and we are proud to partner with Metro Aviation,” said Denise Landis, Survival Flight’s critical care and transport manager. “Metro understands the history of the air medical industry and the challenges we may face in the future. They also possess the forethought to proactively develop solutions to face those challenges.”

“Survival Flight was the first air medical program in the U.S. to utilize the EC155,” said Metro Aviation President Mike Stanberry.

“We are ecstatic to continue our partnership with such a forward thinking program. Survival Flight is a leader in our industry and we are proud to call them family.”

Survival Flight serves all of Michigan and surrounding states, transporting patients and organs for transplant not only for the nationally ranked hospitals of UMHS but also for two

The aircraft are outfitted with the latest medical technology, giving the crew the capability to transport patients requiring Extracorporeal Life Support (ECLS) and other advanced treatment.

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cast your web Metro Aviation welcomes MedLink AIR to the Metro family Metro Aviation is welcoming Gundersen Health System to the Metro Family this fall. MedLink AIR, the emergency medical helicopter for Gundersen Health System, will soon be operated

by Metro.

The program serves La Crosse, Wisconsin and surrounding areas within a 150-mile radius, including communities through the tri-state region of western Wisconsin, northeastern Iowa and southeastern Minnesota.

“MedLink AIR is a CAMTS accredited program and has a long history of outstanding service in their community,” said Metro Aviation President Mike Stanberry. “We are excited to have such a stellar program join the Metro family and look forward to a long partnership with MedLink AIR.” MedLink AIR utilizes an EC145 with a full complement of emergency equipment for advanced life support. The crew can also care for and transport infants and high-risk maternal patients by utilizing their special neonatal transport team.

“We are excited about the opportunity to work with Metro Aviation, who is already well known in the industry for their focus on providing outstanding customer service and safe operations for traditional air medical programs,” said Scott Sampey, MedLink AIR Program Director.

Type Certificates (STC) developed by the company for these and other aircraft. Metro is an FAA approved repair station, approved Airbus (Eurocopter) Service Center and FAR Part 135 air medical operations provider at several locations across the United States. The company is privately held and is one of the largest traditional air medical providers in the country. For additional information regarding Metro Aviation, Inc. and any of its products or services, please contact Kristen King Holmes at 318.698.5200 or kking@metroaviation.com.

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october 2014

17

jim gardner

the anatomy of aviation insurance Uninsured independent contractors and service providers Many corporate operators have a single Director of Maintenance (DOM), Crew Chief, or mechanic that oversees the maintenance of their aircraft. They perform most of the day-to-day maintenance requirements. When they have a large inspection or alteration, they typically have that work performed by a maintenance, repair and overhaul (MRO) station.

However, many times the small to medium sized jobs like troubleshooting and minor maintenance up to small inspections that are well within their scope of capabilities and facilities require more than one mechanic to get the job done efficiently. It is common practice to hire one or more local A&P’s as contractors to assist.

Typically they may be friends or acquaintances of the DOM/Crew Chief/mechanic who work for another corporation or repair station full time and moonlight on day’s off to earn some extra income or are simply doing a favor. For many operators this is a workable, cost effective solution that gets the job completed on time.

However, one particular operator correctly raised the concern that these contractors often did not have liability or worker’s compensation insurance.

This issue touches on three basic insurance questions.

1. How does the use of an independent contractor or professional ser vice organization affect the liability provisions of the aircraft policy as it relates to the owner?

2. What recourse does an injured party have against the contractor/ service organization for premises, products and/or completed operations?

3. Workers Compensation Liability: Is it required and who should carry it?

First, the Workers Comp Insurance issue is straight forward.

An aircraft owner or operator should carry workers comp on all its employees, full or part time. A smart owner will require every other service provider to be insured under the provisions of workers compensation. Regardless of whether state law requires it, if an independent contractor or professional service provider cannot produce a certificate of insurance as proof of workers comp insurance, then the aircraft owner should include him on his own workers comp policy. It is critical to understand that, in the case of the

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

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

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cast your web moonlighter, any workers compensation he may have through his primary employer is not applicable to the aircraft owner even if the work performed for both is identical.

This can’t be repeated enough: Everyone that works in, on, or around the owner’s aircraft should be insured for Workers Compensation for the work being performed, period. The downside to the aircraft owner for liability to an injured worker is too ugly to consider when such a simple and economical solution is so readily available. Except under rare cases of negligence or fraud, this provides the employee (or their estate) with the sole recourse for recovery from injury arising from the performance of his duties assigned by his employer (as defined by the workers compensation statutes of each state).

Does the use of an independent contractor or professional service organization affect the liability provisions of the aircraft policy?

The short answer is, no—as long as the maintenance performed falls within regulatory requirements of the FAA. Whether the aircraft owner uses mechanics that are employees, independent contractors, or a fixed base or mobile maintenance service organization, it should not affect the aircraft liability coverage.

Typical language found in the Insuring Agreement section of a policy will say something to the effect that the insurance company is obligated “…to pay on the behalf of the Insured all sums which the Insured shall become legally obligated to pay as damages … caused by an occurrence arising out of the ownership, use, or maintenance of the aircraft…” This insuring agreement section will define coverages and exclusions for bodily injury, property damage, and damage to the aircraft itself.

The concern of this particular operator has more to do with recourse against the independent service provider by the policyholder/ aircraft owner, the insurance company, and/or a third party to recoup losses in the event of an occurrence attributed to the parts provide by, or work done by the independent contractor or service organization.

That brings up the question, “how does an aircraft owner’s policy treat an Independent Contractor or Service Provider?”

First, it is important to understand the definition of an Insured.

To paraphrase additional policy language, an “Insured” means the owner of the policy (the Named Insured) or any person using the aircraft with the permission of the Named Insured.

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However, the policy does not apply to “…any person or organization, or agent or employee thereof, (other than the employee of the Named Insured) engaged in the manufacture, maintenance, repair, or sale of aircraft, aircraft engines, components, or accessories, or in the operation of any airport, hangar, flying school, flight service, or aircraft or piloting service with respect to any occurrence arising out of such activity….”

What this means is that the insurance company is obligated to indemnify and defend an “Insured” from third party claims. This includes all employees of the Named Insured. Any independent contractor, or aviation service provider/organization, whether maintenance services or pilot services, can be sued by the insurance company, an injured third party, and even the policyholder/aircraft owner, for damages caused by the contractor or service provider.

What recourse does an injured party have against the contractor/ service organization for premises, products and/or completed operations?

As stated before, an employee of the Named Insured whether part time or full time, is insured under the provision of the aircraft

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policy. The insurance company will indemnify and or defend them against the claims of a third party to the limits of the policy. It is important to note that the insurance company will NOT usually defend or indemnify one employee against another unless the policy is specifically endorsed.

An independent contractor or service provider is exposed to potential law suits from the insurance company through the subrogation clause in the policy, a third party independently, and in rare cases the aircraft owner themselves. Anyone in the business of providing professional aviation services should carry their own insurance which addresses the services they provide. For instance, a maintenance service provider should have an aviation general liability policy that insures his premises (whether mobile or fixed), products and completed operations, and hangarkeepers legal liability. As a prerequisite to hiring, it would be prudent for the aircraft owner to have the service provider furnish a certificate of insurance showing proper coverage and adequate limits.

As a practical matter, the small local mechanic or A&P who performs work as a hobby or on weekends to pick up some extra cash, at the direction of and under the supervision of the Named Insured’s mechanic or DOM, isn’t usually a target for law suits. It follows the old saying, “you can’t squeeze blood out of a turnip.”

However, an AI who is performing inspection duties and signing logbooks has a much larger exposure and could be in real danger of a judgment that could put him in a financial hole from which he could never recover.

Likewise the independent contractor who moonlights after hours from working for a major corporation as a mechanic or pilot may be exposing himself or even his employer to at least a lawsuit if not a judgment from a plaintiff looking for additional moneys or deeper pockets.

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These are all complicated and involved issues which cannot be fully addressed in a few paragraphs. Every case is different. Each aviation operator should involve their aviation insurance specialty broker into their normal aviation decision making process in order to develop solutions applicable to their specific situation and circumstances.

cast your web

october 2014

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International Helicopter Safety Team

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training facts

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Controlled flight into terrain prevention with HTAWS CFIT: An accident in which an otherwise serviceable aircraft under the control of the crew, is flown (unintentionally) into terrain, obstacles or water, with no prior awareness on the part of the crew of the impending collision.

• The IHST vision is to reduce global fatal helicopter accidents to zero.

• 60 percent of all CFIT accidents are fatal.

• While more than 80 percent of EMS helicopter CFIT accidents occurred at night, about 70 percent of non-EMS CFIT accidents occurred during the day.

• About 80 percent of CFIT accidents occurred during non-takeoff or nonlanding phase of flight (i.e., cruise).

• The worldwide fixed wing fleet CFIT accident rate fell by 80 percent following the fixed wing TAWS mandate.

• Regulatory agencies and industry leaders world-wide are advocating the use of HTAWS.

The FAA has stated, “TAWS (fixed wing) is considered by many in the airplane safety community to be the single most important safety device introduced to prevent commercial fatal accidents in the past 20 years…This technology has particular advantage for helicopter operations at low altitudes and outside of FAA-established routes…”

• 2013 US JHSIT Systems and Equipment Group Intervention Recommendations:

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 E2020: “Install HTAWS System.” E2030: “Train and equip with HTAWS, radar alt, EVS, SVS.” • Operators must willingly adopt HTAWS technology: The fixed wing success of TAWS has proven that training is not the end all solution to preventing CFIT. CFIT avoidance requires a multipronged approach: Training, Equipment, and SMS. • HTAWS with advanced alerting algorithms reduce the number of nuisance alerts – with lower performance systems the tendency is to turn off following repeated nuisance alerts.

• HTAWS with a transmission line database can help reduce the risk of wire strikes. Wire strike prevention devices (cutters) only help you when you hit a wire. EMF detection systems only work if there is power to the grid.

• Additional training to fly with HTAWS is generally very minimal. As with any new or unfamiliar avionics, the pilot should read and understand the information presented in the Pilot’s Guide for that equipment.      

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

Something to consider: There could be a liability in waiting for an HTAWS mandate. Don’t wait and risk the safety of your passengers, aircrew and equipment.

One moment of distraction or inattention could put your company on the front page of the newspaper or the next YouTube video.

references • •

•

• •

IHST Training Fact Sheet – Controlled Flight Into Terrain “Controlled Flight into Terrain (CFIT) Accidents in Helicopter EMS & Offshore Operations” presented by Yasuo Ishihara; International Helicopter Safety Symposium; Montreal, Canada; September 26 - 29, 2005 “Controlled Flight into Terrain (CFIT) Accidents in Helicopter EMS & Offshore Operations” presented by Yasuo Ishihara; International Helicopter Safety Symposium; Montreal, Canada; September 26 - 29, 2005 IHST “Calendar Year 2006 Report” prepared by USJHSAT; July 2010 US DOT FAA Status Report: Assessment of Compatibility of planned Lightsquared Ancillary Terrestrial Component Transmissions in the 1526-1536 MHZ Band with Certified Aviation GPS Receivers (Redacted Version Cleared for Public Release) January 25, 2012

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october 2014

23

James Fraser, M.D.

aeromedical advisory

Are you SAFE? That’s the biggest question you need to remember before each flight. As the Federal Air Surgeon, the one thing I want you to remember is that medical certification is an ongoing process that doesn’t end when you leave the Aviation Medical Examiner’s office.

Before every flight I recommend employing the IMSAFE check list.

Illness - Do I have any symptoms?

Medication - Have I been taking prescription or over the counter drugs?

Stress - Am I under any psychological pressure in any part of my life?

Alcohol - Have I been drinking within 8 hours? Within 24 hours?

Fatigue - Am I tired or not adequately rested?

Emotion - Am I emotionally upset?

The IMSAFE checklist should be a part of your effort to maintain continuous medical fitness, meaning that you continue to meet the standards in Title 14 Code of Federal

Regulations (14 CFR) part 67 at all times. While most airmen would never intentionally fly without being able to meet these medical standards, you might be surprised by what could disqualify you. All of the IMSAFE elements are important, but I’d like to focus on one that is particularly challenging for us in the Office of Aerospace Medicine.

Medication While it might seem self-evident that illnesses could be disqualifying, some airmen don’t realize that some medications are equally disqualifying. In the previous issue, we discussed the insidious threat represented by diphenhydramine (common trade name Benadryl®) which can, either by itself or in combination with other medications, contribute to a surprising number of GA accidents. But by no means is diphenhydramine the only threat. One way of checking the status of a medication would be to consult your AME. Since that may not always be practical, there’s another resource

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

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cast your web that even seasoned pilots may not know is available to them; The Guide for AMEs Do not Issue/Do not Fly list This guide includes two lists intended for use by AMEs, but available to the public. The first list (Do not Issue) is a list of medications that require clearance from the FAA before the AME can issue a medical certificate. The second list (Do not Fly) includes medications that require the AME to advise airmen not to fly, and to provide additional safety information. If a medication appears on either of these lists, it should be cause for precautionary grounding until a safe period after stopping use, or after it becomes authorized by your AME or the FAA.

How Long Before It’s Safe?

For most medications it is a good idea to multiply the dose interval by five. For example, if a medicine is taken every four to six hours, the waiting period would be 30 hours from the end of the last dose (5x6=30). This works for most cases because the dose interval aligns with the pharmacological half-life of the medication. In other cases, however, it does not. One of those cases is diphenhydramine, which has a waiting time of 60 hours. Another area where wait times can vary is with sleep

aids. The waiting periods can be as low as six hours and as high as 72 hours, depending on the particular drug and the specific formulation (for more information). For example, zolpidem (common trade names Ambien®, Zolpimist, Edluar, etc.) can vary between 24 to 48 hours for the same basic drug.

Looking to the Future In addition to the IMSAFE Checklist and continuous medical fitness, I’d like to stress the importance of finding a good AME and building a solid relationship as you start your medical certification process. Some pilots will tell you to find an “easygoing” AME, but in the long term this can be a bad strategy. A good AME will work with you but make sure you still meet the medical standards. He or she will be there should you ever have to go through the special issuance process, whereas as an “easygoing” AME might not be as available. Also, feel free to visit the FAA Safety centers at events like Sun’n Fun or AirVenture,® where members of the Office of Aerospace Medicine are available to discuss individual situations.

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Whirly-Girls celebrate with 2014 scholarships for women helicopter pilots and 60th anniversary logo contest LAKEWOOD, CO— Whirly-Girls International celebrates 60 years of supporting women in the rotorcraft industry with their 2014 round of scholarships and a call for a diamond anniversary commemorative logo design.

“We are also issuing a call for a special diamond anniversary commemorative logo design,” said Stanger. “The winning entry will receive a $450 prize and we will use the new logo to highlight our 60th anniversary next year.”

“We offer women pilots many scholarships that advance individual knowledge for rotorcraft pilots,” said Dianna Stanger, president of Whirly-Girls International. “Whirly-Girls International is also offering a Helicopter Add-On Flight Training Scholarship, for female pilots rated in aircraft other than helicopters.”

2014 Whirly-Girls Scholarships:

According to Stanger, many members become Whirly-Girls for the scholarships available and to take advantage of benefits including educational material and networking. The very specialized group and events such as Heli-Expo also offer opportunities to learn and grow. The organization is awarding the largest amount of scholarships in its history for female rotorcraft pilots. The 2014 scholarships are available to Whirly-Girl who joined before 31 March 2014, and must be submitted before 15 October 2014; however, similar scholarships are awarded yearly.

1. Agricultural Air Services, Inc., Flight Training Scholarship – In memory of WG#1520 Karen Johnson, who died on Jan. 2, 2013, while frost flying, the scholarship is designed to give a Whirly-Girl an introduction to the skills required for low-level flying and an understanding frost flying techniques.

2. Erickson Air Crane Vertical Reference/External Load Flight Training Scholarship – Foremost authority on vertical reference and external load training. Training will be at Western Helicopters in Rialto, California.

3. Airbus Flight Training Scholarship – This scholarship is for an AS350 turbine transition course at the Airbus Factory School in Grand Prairie, Texas.

4. The R22/R44 Safety Course Scholarship – Designed to provide a Whirly-Girl currently flying Robinson helicopters the opportunity to attend the safety course at the Robinson

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5. The R22/R44 Maintenance Course – Designed to support a Whirly-Girl with a maintenance background and an interest in pursuing a maintenance career with training at the Robinson helicopters facility in California.

6. Flight Safety Int’l Bell 206 Initial Pilot Scholarship – This program includes initial-type training, recurrent training, and inadvertent IMC training using the world’s first Bell 206 FAA level-7 qualified flight training device. Two scholarships awarded.

7. Western Helicopters Advanced Mountain Flight Training Scholarship – This scholarship is provided in memory of WG#1339 Keiko Minakata and is designed to teach skills related to flying in turbulence, rugged terrain, and landing zone selection.

8. Survival Systems USA Aircraft Ditching Course Scholarship – Located in Groton, Connecticut, Survival Systems provides twoscholarships to teach pilots the knowledge and skills necessary to react safely to an aircraft ditching emergency.

9. Whirly-Girls Memorial Flight Training Scholarship – This scholarship is given in memory of our founder, WG#13 Jean Ross Howard Phelan, her husband Jim Phelan, and WG#84 Doris Mullen, who lost her life in a fixed wing accident in 1968.

It offers up to $8,000 for any Whirly-Girl to upgrade her current rating at a school of her choice.

10. Whirly-Girls Helicopter Add-On Flight Training Scholarship – Designed for female pilots rated in aircraft other than helicopters, this scholarship provides assistance for a rated female pilot in earning her add-on helicopter rating.

11. Air Evac Lifeteam Bell 206 Initial Training Scholarship – Air Evac provides a scholarship for initial Bell 206 training at the Bell Helicopter training facility.

12. Aviation Specialties Unlimited Initial Night Vision Goggle Flight Training Scholarship – This scholarship provides a logbook endorsement, classroom and flight training in Boise, Idaho.

Download the scholarship application here , and submit applications to WG#1207 Charlotte Hildebrand, VP of Scholarships, at wgvpsch@ whirlygirls.org.

with selection made by October 31, 2014. You must register on the contest site to participate and can do so in the submission process at no charge.”

about Whirly-Girls International Jean Ross Howard Phelan, Whirly-Girl #13, founded Whirly-Girls in 1955. In hopes of developing an organization where female pilots could share information and camaraderie, she was one of 13 charter members representing women helicopter pilots from France, Germany and the United States. As of 2011, there are over 1900 registered members representing 44 countries.

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ntsb reports NTSB Identification: *CEN14LA412* Date: August 07, 2014 Location: Tomah, WI Aircraft: ENSTROM F 28F Injuries: 1 Serious.

On August 7, 2014, about 1030 central daylight time, an Enstrom F-28F helicopter was substantially damaged when the pilot executed a precautionary landing in a cornfield after experiencing difficulties near Tomah, Wisconsin. The pilot reportedly felt a vibration in the cyclic control and experienced an “irregular” running engine before electing to land immediately. He was seriously injured. The helicopter was under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the loading site about one-half mile from the accident site.

A postaccident examination did not reveal any preimpact anomalies with respect to the flight control system. An engine examination is pending.

NTSB Identification: *WPR14LA341* Date: August 11, 2014 Location: Idaho Falls, ID Aircraft: McDonnell Douglas Helicopter 500N Injuries: 3 Uninjured.

On August 11, 2014, about 2000 mountain daylight time, a McDonnell Douglas Helicopter 500N was substantially damaged when it impacted terrain during takeoff from a private residence near Idaho Falls, Idaho. The private pilot and his two passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the local flight which was originating at the time of the accident.

The pilot reported that during takeoff from a private residence, the helicopter was about 40 to 50 feet above ground level (agl) when he lost tail rotor control. The helicopter banked to the left and immediately began to rotate. The pilot stated that despite his control inputs, he lost control of the helicopter and it impacted the ground.

Examination of the helicopter by local law enforcement revealed that the helicopter came to rest on its right side. The main rotor blades, fuselage, and tailboom were damaged.

The helicopter was recovered to a secure location for further examination.

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NTSB Identification: *WPR14LA340* Date: August 11, 2014 Location: Darrington, WA Aircraft: HUGHES 269C Injuries: 1 Minor.

On August 11, 2014, about 1130 Pacific daylight time (PDT), a Hughes 269C helicopter impacted terrain following a partial loss of engine power near Darrington, Washington. The airline transport pilot sustained minor injuries; the helicopter sustained substantial damage by impact forces. The crosscountry personal flight departed Washington, about 0815, with a planned destination to return. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that during a flight in the rented helicopter he was descending out of 5,000 feet, and as he approached 4,000 feet, he increased collective. He noticed that the engine was slowing down and he was unable to recover the engine rpm to a normal range. The helicopter continued to descend until the pilot entered an autorotation.

The helicopter impacted a tree about 30 feet high and then came to rest in a small stream.

The pilot stated he did not believe the engine ever quit, but the engine would not produce enough power to continue flight.

The helicopter was recovered on August 12, 2014 and examined by FAA inspectors and assisted by SFS personnel who found that the throttle mount bracket was hanging by the throttle cable linkage and not secured to the servo mount studs as it should have been. This would cause the loss of throttle movement for acceleration.

The operator stated that the engine had recently been installed, about 10 flight hours prior to the accident.

NTSB Identification: *CEN14LA423* Date: August 12, 2014 Location: MANSFIELD, IL Aircraft: BELL 47G 5 Injuries: 1 Fatal.

On August 12, 2014, about 1045 central daylight time, a Bell 47G-5 helicopter impacted a powerline and terrain near Mansfield, Illinois. The pilot, who was the sole occupant, sustained fatal injuries. The helicopter’s main rotor and fuselage was substantially damaged. The helicopter was

under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight. Day visual flight rules conditions prevailed for the flight, which did not operate on a flight plan. The local flight originated from Mansfield, Illinois, at time unknown.

NTSB Identification: *ERA14FA396* Date: August 19, 2014 Location: Northport, AL Aircraft: McDonnell Douglas Helicopter 369E Injuries: 2 Fatal.

On August 19, 2014, about 1100 central daylight time, a McDonnell Douglas 369E was substantially damaged when it impacted a utility wire and terrain while maneuvering near Northport, Alabama. The commercial pilot and the passenger were fatally injured. Visual meteorological conditions prevailed, and a company flight plan was filed for the local flight, which originated from Tuscaloosa Regional Airport (TCL), Tuscaloosa, Alabama, about 1030. The aerial observation flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the operator, on the morning of the accident flight, the pilot was requested to relocate the helicopter from Mobile, Alabama, to Tuscaloosa. Once in Tuscaloosa, the pilot fueled the helicopter and picked up the passenger/ observer before departing on the accident flight. The purpose of the flight was to inspect a span of high-tension power lines for damage from a storm that had passed through the area the previous night.

About 1025, the pilot submitted a company flight plan via email, and according to satellite tracking data, departed TCL about 1030. The helicopter’s location, altitude, groundspeed, and direction of travel were subsequently reported to the operator every 5 minutes, as it initially flew east, intercepted the powerline span to be inspected, and then proceeded north along the span. The final reported position was recorded at 1100, at a GPS altitude of 457 feet, a groundspeed of 32 knots, and a track of 27 degrees true. At that time, the helicopter was positioned over the western edge of the easement through which the powerlines ran.

About 1130, the power company contacted the operator and reported an additional fault with the transmission lines the accident helicopter was tasked with inspecting, and believed that the fault may be associated with the helicopter. The

cast your web

operator subsequently began a search for the helicopter and provided its last known position to local law enforcement.

The accident site was located by air about 1/4-mile northeast of helicopter’s last reported position.

The accident site was located along the eastern edge of the powerline easement, which was oriented roughly northsouth and in a shallow valley between two transmission towers. A shield wire that spanned between the two towers on their eastern side was severed about mid-way between the two towers. The remaining fiber optic cable and three power transmission phase cables appeared undamaged.

The helicopter came to rest inverted, within a creek bed, just outside and east of the easement, in a forested area. The aft portion of the tailboom and the main rotor head separated from the fuselage, and came to rest about 80 and 90 feet from the fuselage, respectively.

NTSB Identification: *WPR14LA353* Date: August 24, 2014 Location: Pahrump, NV Aircraft: Robinson Helicopter Company R44 II, Injuries: 1 Minor.

On August 24, 2014, about 0650 PDT, a Robinson Helicopter Company, R-44 II sustained substantial damage while practicing an emergency autorotation, about 12 miles south of Pahrump, Nevada. The helicopter was under the provisions of Title 14 Code of Federal Regulations Part 91.

Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that departed North Las Vegas Airport (VGT), Las Vegas, Nevada, about 0605.

The pilot reported a total loss of engine power at about 3,500 feet, above ground level. The pilot made several unsuccessful attempts to restart the engine. Unable to restart the engine, the pilot performed an autorotation emergency landing. The pilot further reported that during landing, the helicopter slid forward about 20 feet; at that point, the skids dug into the dry lake bed and the helicopter nosed over. Subsequently, the main rotor blades impacted the ground, and the helicopter rolled onto its side.

Examination of the helicopter wreckage by a Federal Aviation Administration inspector revealed that the main rotor blades and tail boom were substantially damaged.

The helicopter was recovered to a secure storage facility for further examination.

NTSB Identification: *WPR14WA359* Date: August 25, 2014 Location: Halls Creek, Australia Aircraft: Robinson Helicopter CO R22 BETA Injuries: 1 Fatal.

On August 25, 2014, at 1743 local time, a Robinson R22 Beta collided with terrain during a ferry flight near Halls Creek, Australia. The helicopter was operated by a private individual under the pertinent civil regulations of Australia.

The helicopter was destroyed by a postcrash fire and the pilot, the sole occupant, was fatally injured.

The investigation is under the jurisdiction of the Government of Australia. This report is for information purposes only and contains only information released by the Government of Australia. Further information pertaining to this accident may be obtained from: Australian Transport Safety Bureau (ATSB) www.atsb.gov.au NTSB Identification: *ERA14LA405* Date: August 25, 2014 Location: Cape May Court House, NJ Aircraft: HILLER UH 12E Injuries: 1 Minor,1 Uninjured.

On August 25, 2014, about 1026 eastern daylight time, a Hiller UH-12E collided with trees and terrain during a forced landing at Cape May Court House, New Jersey. The commercial pilot was not injured, while one passenger had minor injuries. The helicopter was substantially damaged.

The local flight originated at a staging area at Cape May Court House about 0845.

According to the pilot, he was assigned to mosquito observation in the local area. While flying at 300 feet above the ground, a loud bang, followed by notable vibration occurred. A sudden loss of engine power was noted and the pilot attempted an autorotation. While maneuvering to land on a nearby baseball field, the helicopter collided with trees and then the ground. There was no fire.

An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage.

Structural damage to the fuselage and main rotor system was confirmed. Approximately 15 gallons of fuel was recovered from the fuel tank, which was not breached. Continuity was established from the main rotor and tail rotor systems to the engine and transmission. The wreckage was recovered to an

aircraft storage facility where the engine will be examined under the direction of the NTSB. NTSB Identification: *WPR14LA356* Date: August 27, 2014 Location: Gardnerville, NV Aircraft: ROBINSON HELICOPTER R22 BETA, Injuries: 1 Serious,1 Minor.

On August 27, 2014, about 1230 Pacific daylight time, a Robinson R22 landed hard in a ravine about 5 miles south of Gardnerville, Nevada. The pilot/owner was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained minor injuries; one passenger sustained serious injuries. The helicopter sustained substantial damage during the accident sequence. The local personal flight departed Gardnerville at an unknown time. Visual (VMC) meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported to a Federal Aviation Administration (FAA) aviation safety inspector that the helicopter was about 20 feet above ground level when he felt a vibration.

The helicopter then spun to the right and descended into the terrain. The FAA inspector reported that after he surveyed the accident site, it was revealed that the helicopter had struck 4 small cables attached to a pulley system that was strung across a river, which resulted in the pilot losing control of the helicopter, followed by the uncontrolled descent and impact with terrain.

The helicopter was recovered to a secured location for further examination.

NTSB Identification: *WPR14TA357* Date: August 28, 2014 Location: Hemet, CA Aircraft: AIRBUS HELICOPTERS AS 350 B3 Injuries: 2 Minor.

On August 28, 2014, about 1101 Pacific daylight time, an Airbus Helicopters AS350B3 landed hard and rolled onto its side at Hemet-Ryan Airport, Hemet, California. The deputy flight instructor (DFI) and the deputy student pilot sustained minor injuries. The helicopter sustained substantial damage.

The local instructional flight departed Hemet about 1040.

Visual meteorological conditions (VMC) prevailed, and no flight plan had been filed.

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heli-specs

AgustaWestland AW109 Power • Total production (all variants): >500 • Certified single-pilot IFR Category “A” single engine performance.

• • • • • • • •

Max rate of climb: 1,930 fpm/9.8 ms HIGE: 16,600 ft/5,059 m HOGE: 11,800 /3,596 m Service ceiling: 19,600 ft/5,974 m S/E service ceiling 13,100 ft/3,993 m Std fuel: 160 gal/605 lit Max fuel 221 gal/835 lit Max range: std fuel (no reserve) 378 nm/700 km Range with opt fuel: 512 nm/948 km IFR Crew: 1 Passengers 7

Schweizer Aircraft Corporation 300C • Total production (all variants) >3,800 First flight 1971 • The new Schweizer 300C is one of the most

• Engine: (2) Pratt & Whitney PW206C HP (takeoff) 640 shp ea.

• Dimensions: main rotor 11.0 ft/36.09 m Tail rotor 6.35 ft/1.94 m • Height: 11.5 ft/3.5m Length 37.6 ft/11.46 m Width 5.28 ft/1.6 m • Empty weight: 3,494 lbs/1,585 kg Gross weight 6,283 lbs/2,850 kg • Useful load: 2,789 lbs/1,265 kg • External: 3,120 lbs/1,415 kg • Vne: 168 kts/311 kmh • Max cruise: 154 kts/285 kmh

versatile light utility helicopters in the world.

• Engine(s) (1) Lycoming HIO-360-D1A HP (takeoff) 190 shp ea.

• Dimensions main rotor 26.83 ft/8.18 m Tail rotor 4.25 ft/1.30 m • Height 8.72 ft/2.66 m Length 30.83 ft/9.4 m Width 6.54 ft/1.99 m • Empty weight 1,100 lbs/499 kg Gross weight 2,050 lbs/930 kg • Useful load 950 lbs/431 kg External 1,050 lbs/476 kg • Vne 109 mph/94.7 kts/175.4 kmh Max cruise 95

mph/82.6 kts/152.9 kmh • Max rate of climb 750 fpm/3.8 mps • HIGE 5,800 ft/1,767 m HOGE 2,750 ft/838 m @ 2,050 lbs • Service ceiling 12,000 ft/3,658 m S/E service ceiling N/A • Std fuel 32.5 gal/147 lit Max fuel 64 gal/290 lit • Max range std fuel (no reserve) 209 mi/201 nm/373 km • Range with opt fuel 412 mi • VFR Crew 1 Passengers 2

MD Helicopters, Inc. MD 530F • Total production (all variants) 145 First flight 1982 • Hot day/high altitude version of Model 500 Series incorporates all features of 500E plus larger rotors,

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high gross weight.

• Engine(s) (1) Rolls-Royce 250-C30 HP (takeoff) 650 shp • Dimensions main rotor 27.4 ft/8.3 m Tail rotor 4.8 ft/1.5 m • Height 9.2 ft/2.8 m Length 32.6 ft/9.8 m Width 6.3 ft/1.9 m • Empty weight 1,591 lbs/722 kg Gross weight 3,100 lbs/1,406 kg • Useful load 1,509 lbs/684 kg External 2,159 lbs/979 kg • Vne 175 mph/282 kmh Max cruise 154 mph/248

• • • • • • •

kmh Max rate of climb 2,069 fpm/10.5 m/sec HIGE 16,000 ft/4,877 m HOGE 14,400 ft/4,389 m Service ceiling 18,700 ft/5,700 m Std fuel 64 gal/242 lit Max fuel 102 gal/386 lit Max range std fuel (no reserve) 232 mi/430 km Range with opt fuel 370 st mi/685 km VFR Crew 1 Passengers 4

cast your web

Complacency: The grim reaper of aviation

by Rory L. Rieger No treat here: Fiscal Year 2013 saw 37 fatal helicopter accidents in the United States — the worst year for fatal helicopter accidents since 2004. That grisly statistic is downright frightening because many accidents are preventable. As is typical of aviation mishaps, many of the helicopter crashes that happened this past year involved qualified, experienced pilots flying properly operating machines during daylight and in good weather. In cases such as these, pilot complacency becomes the prime suspect.

Complacency, built from a pilot’s own experience and skill, arises like a Frankenstein to attack the operator.

While rotorcraft operations often require a heightened sense of vigilance and caution, helicopter pilots still can become complacent.

It’s spooky, but the better a pilot is, the more likely he or she might fall victim to complacency. Complacency, built from a pilot’s own experience and skill, arises like a Frankenstein to attack the operator. And complacency is rarely as obvious as a black cat crossing your flight path. Rather, it lurks in the shadows not being unmasked until after a catastrophe occurs.

Pilots must recognize the false sense of security that is complacency and not fall under its spell. Current training, staying focused, and common sense are the silver bullets in this struggle. So dust the cobwebs off of your emergency procedures manual and read it

carefully. Don’t fly your helicopter when you know bad weather is approaching unless you have the proper equipment and training.

Follow the rotorcraft flight manual’s normal procedures and file a flight plan. Conduct a thorough preflight briefing among all flight participants and follow the agreed-upon flight details. In a nutshell, proper planning is akin to the torch and execution the pitchfork for defeating the complacency monster.

Keep in mind, complacency does not do its “haunting” alone. Among its ghoulish friends are weather, mechanical malfunctions, and, of course, those immortal laws of physics.

Weather might not always be biting you in the neck and proper maintenance can drive a wooden stake into the heart of mechanical failure, but Newton’s favorite law, gravity, never takes a holiday.

index Action Aircraft Parts

16

AgNav Inc

3

Avpro Inc.

13

Blue Hill Helicopters

26

Blue Sky Network

5

DynaNav 10 Enstrom Helicopter Corp 21 Falcon Insurance

23

Floats & Fuel Cells

32

Heli-Mart, Inc

11

Heli-Tech 16 HeliBlade 25 HW Farren

17

Isolair 4

Gravity doesn’t take into consideration if pilots have thousands of flight hours. Gravity doesn’t care if your helicopter is brand new and sparkles under a full moon. Gravity isn’t concerned with your need to get home before sunup or if your family will bemoan your untimely passing. Quite simply, gravity doesn’t play favorites. When that law of physics mixes with complacency, the result is a deadly witches’ brew.

James Gardner Ins.

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Machida Borescope

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No pilot wants to leave his or her last flight wrapped in a sheet like a mummy, so this Halloween season (and beyond) polish a coffin and chisel a tombstone for complacency and leave the gruesome events to the haunted houses. Your little pumpkins will appreciate your toil and trouble.

Universal Turbine Parts 23

Mauna Loa Helicopters 26 Preferred Airparts

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TracMap 15 Tradewind Int’l

Van Horn Aviation

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