heliweb - september 2014

cast your web • heliweb.com

September 2014

Air Life Georgia

Defenders of Tomorrow

by Ryan Mason

contents

is published by heliweb, inc.

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features Southeast Aerospace announced as a Blue Sky Network reseller...........................................................4 FAA announces Virginia Tech UAS test site now operational ..........................................................................12 Prescott’s fire engine red helicopters fly in support of Wildland Firefighters, help raise over $7,500....................14 Bell Helicopter prepares for 200th Bell 429 delivery....20 All Metal announces the AS350 canopy for aircraft maintenance..................................................................................25 Russian Helicopters gives green light to Brazilian service centre.............................................................26 Video borescope demos at 2014 TETS Symposium........28 Air Evac Lifeteam to equip fleet with Autopilot...............29

columns events.................................................................................................6 the anatomy of aviation insurance........................................16 training facts.................................................................................18 company spotlight - Enstrom...................................................22 NTSB reports.................................................................................30 heli-specs.......................................................................................32

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

September 2014

Air Life Georgia

Defenders of Tomorrow

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Air Life Georgia Defenders of Tomorrow ..............................8 “Defenders of Tomorrow” Air Methods new tag line, refers to the critical care provided by their specialist medical and helicopter operations teams

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Printed in the United States

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Southeast Aerospace announced as a Blue Sky Network reseller Southeast Aerospace has been selected as an authorized Blue Sky Network reseller.

Blue Sky Network is a main supplier of satellite tracking and communication solutions for the aviation, land mobile and marine industries. Their solutions leverage the power of the Iridium satellite network to deliver reliable GPS tracking, voice, two-way messaging, and asset monitoring for improved fleet management. With more than 10 years in satellite tracking and communication, the Blue Sky Network solutions range from fully installed to hand-held devices.

Blue Sky Aviation Products: SKY ROUTER A cloud-based web portal designed and operated by Blue Sky Network that provides tracking and managing of globally dispersed assets from the any internet-connected device without having to invest in additional hardware or software. Includes: Polygonal & Radial Geo-Fencing, Flight Plan & Mapping Tools, Direct Email & Messaging, and much more.

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Cockpit Control Panel with Audio/Voice/Messaging for D1000A or D1000C. Integrated Audio & Messaging – ACH1000 control head is easily panel installed and integrates with the on-board intercom system. Allows pilot or co-pilot to easily dial or receive calls directly through the headset, or receive and short code messages from the display.

D1000A FAA-Certified Iridium SATCOM tracking & voice communication – The D1000A enables optimized fleet utilization through extensive reporting capabilities and backend analysis tools. Same as the D1000C with the addition of a ½ ATI control head, quick position mayday alert button, and messaging.

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events September 17, 2014 Helicopter Finance Americas 2014

November 5-8, 2014 Indo Helicopter 14 Expo and Forum

Miami, FL

Kemayoran, Jakarta, Indonesia indohelicopter.com

September 22-24, 2014 AMTC Music City Center Nashville, TN September 25 2014 SNA - Projeto Aviação 2020

The Grove Hotel Boise, ID

Macaé, RJ Brazil www.seminarioaviacao.com.br

November 18-19, 2014 Australian Pacific Vertiflite Conf. on Helicopter Training

September 26-27, 2014 Ken Brock Freedom Fly-In

Melbourne, Australia vtol.org/

El Mirage, CA www.PRA-1.org October 14-16, 2014 Helitech International Conference Amsterdam, RAI www.helitechevents.com/en/

January 28-30, 2015 Int’l Military Helicopter 2015 London, UK militaryhelicopterevent.com March 2-5, 2015 HAI Heli-Expo

October 21-23, 2014 67th Annual NBAA Convention

Orlando, FL heliexpo.rotor.org/

Orlando Convention Center Orlando, FL nbaa.org

March 23-25, 2015 CHC Safety & Quality Summit

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

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November 17-19, 2014 Aerial Firefighting Safety Conference

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Vancouver, BC Canada chcsafetyqualitysummit.com May 5-7, 2014 Forum 71 - Transforming Vertical Flight Technolog

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

Virginia Beach, VA vtol.org/annual-forum/forum-71

helirussia.ru

May 19-21, 2015 EBACE

July 18-24, 2016 Farnborough International

Geneva, Switzerland, www.ebace.aero

UK, www.farnborough.com

May 21-23, 2015 HeliRussia 2015 helirussia.ru

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D1000C Like the D1000A, the D1000C offers FAA-certified Iridium global satellite tracking from a fixed installed device.

The D1000C offers the same overall tracking functionality, including the ability to add the optional ACH1000 control head for cockpit audio/voice and in-dash messaging functionality.

HawkEye Link Bluetooth connection to Iridium network via D1000 series, see Iridium messages on smartphones & tablets, 2 way communication, including email, and integrates into iPad or Android Electronic Flight Bag.

HawkEye PT Portable SATCOM Tracking – rugged handheld tracker with global coverage through the Iridium satellite network, the tracker delivers worldwide tracking, communications, and safety for assets and personnel. Data is transmitted to the SkyRouter web portable for online monitoring and management. Includes: 2-way messaging, high-res color LCD screen & on-screen keyboard.

HawkEye PT Plus Dual-Mode & Touchscreen – provides dualmode (GSM & Iridium Satellite) global tracking of any asset directly from the SkyRouter web portal as well as cost-effective data services.

Includes: 2-way messaging, quick response button, and free-form messaging. Touchscreen provides easier and faster control vs the standard HawkEye PT.

For more information, contact SEA : E: sales@seaerospace.com | 321-255-9877

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on the cover

Air Life Georgia

Defenders of Tomorrow

by Ryan Mason You may hear the term “Defenders of Tomorrow” and think it sounds like the tag line from the newest Marvel superhero movie. In reality, the term is a little more literal. Air Methods new tag line, refers to the critical care provided by their specialist medical and helicopter operations teams that combine to form the country’s largest HEMS operator, based in Englewood, Colorado. The defenders of tomorrow are the pilots, flight nurses, flight paramedics, mechanics, communications specialists and administrators that work towards the common goal of ensuring each patient reaches a higher level of specialist care within the “golden hour”, defending the patients right to have another tomorrow with their loved ones.

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Such is the dedication of the team at Air Life Georgia, an operation that spans 9 bases around the state, with bases Kennesaw, Newnan, Conyers, Jasper, Carrollton, Thomson, Griffin, Gainesville and Valdosta. Air Life Georgia crews service approximately 30 hospitals in the state, including all major hospitals in the City of Atlanta. Air Life Georgia and their parent company Air Methods prefer to think of the big picture in patient care, transporting patients not just to the closest hospital, but to the most appropriate hospital for specialized treatment of specific injuries or illnesses.

Flight operations for this program are not limited to the state of Georgia.

Flight crews from the Air Life Georgia Carrollton base will regularly transport patients as far away as the University

of Alabama Hospital in Birmingham, Alabama for level 1 trauma care.

While flight crews from the Jasper base in northern Georgia regularly transport patients to the level 1 trauma center located at Erlanger Hospital in Chattanooga, Tennessee.

history Air Life Georgia has been known by many names over the years.

Commencing operations as Georgia Baptist Life flight in 1982, with two Eurocopter (now Airbus Helicopters) AS355 Twinstar helicopters purchased from Transco Oil in Houston, Texas. The AS355 was a state-of-the-art helicopter for its time, and the purchase of these helicopters was made possible by a market downturn in the oil industry that

cast your web forced Transco to divest their entire fleet of 30 Twinstars used for utility purposes, making these previously unaffordable helicopters attainable due to the flooding of the market by the divestiture of Transco’s entire fleet at once.

The program initially located one helicopter at Georgia Baptist Hospital in downtown Atlanta (known today as Atlanta Medical Center owned by Tenet Healthcare), with a second helicopter based in Cumming, Georgia at a Forsyth County fire station. The operation gradually transitioned from the AS355 to the BO-105 helicopter platform offering the capability of transporting 2 patients if needed, finally transitioning to the AS350’s seen in today’s operations in 2003. In addition to changes in aircraft, the program has been through multiple program ownerships and name changes during their 32 years of operation. Once Georgia Baptist Hospital was sold to Tenet Healthcare in 2003, the helicopter program remained as a Critical Care Medflight operation and became a community-based program no longer affiliated with Atlanta Medical Center.

The helicopter’s bases of operations were relocated from the hospital and fire department locations to regional airport locations at Kennesaw and Peachtree City. The program was also renamed at this time Rescue Air One. In 2007, the Rescue Air One operation was sold by Critical Care Medflight to Omniflight Inc. (formerly of Addison, Texas).

Corp. The competition in the Georgia market for air medical transport became a hotly contested one for several years as Life Net Georgia grew to eight aircraft operating in the state, to Rescue Air One’s six. In 2011 however, competition between the two ceased when Air Methods Corp. completed a $200 Million dollar buyout of of Omniflight Inc., acquiring with it the Rescue Air One program that was then rebranded as Air Life Georgia, the name it still operates under today.

Air Methods Corp, after the acquisition, became the largest HEMS provider in North America with a combined total of 300 bases in 48 states, totaling 450 aircraft nationally and employing 4000 people.

The Air Life Georgia base staffing consists of 6 pilots, 6 registered nurses, 6 paramedics and one full time base mechanic at each location. The flight crews provide HEMS service with nine AS350B2 helicopters and one reserve

2003 however, brought the newly renamed Rescue Air One operation a new challenge with the arrival of the Life Net Georgia HEMS program, owned by Rocky Mountain Holdings to compete for the previously uncontested Georgia market. The Rocky Mountain Holdings name may sound familiar to some as it is the parent company of Air Methods

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B2, used as a maintenance replacement to maintain the high level of service throughout the state. All helicopters are powered by Turbomecca Arriel 1D1 turboshaft engines and fitted with the

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latest in medical technology, including an LTV 1200 and ReVel mechanical ventilator, Propaq MD Cardiac Monitor Defibrillator, 3 Maquet Cardiosave Intra Aortic Balloon Pumps (IABP), Alaris IV Infusion Pumps, C-MAC Visual intubation scope. The helicopters of AirLife Georgia are fitted with a combination of Lifeport medical interiors (from the previous Omniflight aircraft and Air Methods medical interior, which are outfitted in the company’s Englewood, Colorado completion center to company specifications. Air Methods and AirLife Georgia employ both a clinical approach to the treatment of patients enroute to care and a customer-focused approach to their medical and hospital clientele through the use of regional business managers. These managers are employed to not only look after the welfare of all Air Methods employees at bases, but to interact with the doctors, hospitals, emergency medical services and medical professionals involved in the HEMS environment. Jeff Wilson and Jeannine Brooks are two of Air Life Georgia’s regional business managers who take on this role for Air Methods, giving a human face to the Air Methods customers at the local level. Jeff stated

that “Air Methods through the Air Life Georgia brand has always strived to provide the best in community relationships, from the relationships between employees at bases and Air Methods management, to the relationships we foster with our medical partners. The role that we play in this position is to be both a conduit from Air Methods global headquarters in Denver to our employees at bases, as well as representation at the local level to make sure that we are meeting or exceeding the needs of our professional treatment partners in the field that we serve, providing a hands on approach for the customer, demonstrating Air Methods commitment to service excellence.”

mission profile Across the state, AirLife Georgia helicopters and flight crews respond to approximately 2100 calls per year for service across the nine bases, responding to scene call flights and patient transfers for causes such as road trauma and stroke and heart attack victims. They even have a specialist team located at Georgia Regents University Medical Center within the response area of the Thomson (Augusta, GA area) base that can be activated specifically for neonatal transfers. Public relations is also a key to the operational success of all Air Methods operations nationwide, providing exposure and knowledge of the HEMS industry. AirLife Georgia aircraft participate in many public relations events monthly for any hospital serviced by the program. The flight crews at AirLife Georgia provide not just public relations but will also provide helicopter safety and landing zone awareness classes for any police, fire or emergency medical service personnel within their coverage areas to ensure the safe operation of their helicopters and increase the knowledge of ground

cast your web crews who may have to assist in a scene call, often one of the most dangerous landings a HEMS pilot can make.

safety All AirLife Georgia helicopters are operated in VFR conditions only and are assisted in night operations by the use of night vision goggles. 100% of Air Methods’ aircraft cockpits are NVG compatible. Pilot Robert “Bobby” Horowitz, who has been a pilot for almost 45 years, spending the last eight years with AirLife Georgia, stated that “AirLife Georgia helicopters often respond to rural areas with no ambient or artificial lighting, where NVG operations can mean the difference between seeing or not seeing an obstacle that may be hidden to the naked eye on an approach. Watching and listening to Bobby perform a pre-flight briefing and completion of a checklist while taking photos for this story reminded me of my instructor years ago (who was also a HEMS pilot) repeating to me as we put on our seatbelts in the helicopter, “Don’t be afraid to say your checklist out loud and physically touch what you are referring to, it may just save your life”. Air Methods training focus was clearly evident as I listened to him say every item on the pre takeoff checklist, touch the gauge or switch to physically confirm its status in position or to force him to visually confirm the gauge reading and then verbally confirm with himself that it was checked once complete.

flight nurse in the rear of the aircraft who hear it every flight, every time, but it was not lost on me. Having had that very lesson drilled into me by my instructor until I thought I would hear it in my sleep, it demonstrated the safety culture that Air Methods is forging within its flight operations team to do what it can to try and minimize the risks associated with single pilot HEMS operations.

Safety is the number one priority of every flight crew for obvious reasons.

When asked about flying in marginal weather or the pressure to take a flight, both flight nurse Tim Champion and pilot Terry Terrell concurred that it is a group decision on taking a flight. If there is any kind of weather in their area, it is not solely a pilot decision as to if the aircraft is launched. The weather is evaluated by the pilot, but the opinion of everyone on the flight crew is sought

before launching. They operate on a “2 to go/1 to say no” principle. To clarify, if even one member of the flight crew is uneasy or not in agreement that the flight is not safe and the weather is not suitable for flying, the minority rules and the helicopter will not launch.

This is the kind of approach by HEMS operators that will hopefully, over time, coupled with further safety improvements to the industry, help assure the continued safe operation of HEMS programs like Air Life Georgia, that provide rapid access to specialist care for patients, ensuring that they are truly the “Defenders of Tomorrow”.

Something like this may be lost on a paramedic and

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FAA announces Virginia Tech UAS test site now operational The U.S. Department of Transportation’s Federal Aviation Administration today announced that the Virginia Polytechnic Institute and State University’s unmanned aircraft systems (UAS) test site program is ready to conduct research vital to integrating UAS into the nation’s airspace. The site is the last of six nationwide to be declared operational.

To mark the event, FAA Administrator Michael Huerta, Virginia governor Terry McAuliffe, along with other FAA and MAAP officials, viewed a demonstration of the Smart Road Flyer, a low cost, low risk multi-rotor UAS being developed to support research in vehicle and highway systems. During the flight, the Flyer filmed a simulated accident scene on the “smart road” full-scale test-bed highway managed by the Virginia Tech Transportation Institute.

“We have undertaken the challenge of safely integrating a new and exciting technology into the busiest, most complex airspace in the world,” said Transportation Secretary Anthony Foxx. “The six test sites are going to play a key role in helping us meet that challenge.

The FAA granted Virginia Tech seven Certificates of Waiver or Authorization (COAs) for two-years. Other UAS models in addition to the Smart Road Flyer include an eSPAARO, Aeryon Sky Ranger, MANTRA2, Sig Rascal, and two AVID EDF-8 micro UASs. UAS operations will occur at test areas in Virginia, New Jersey and Maryland. Research in the three states will eventually include agricultural spray equipment testing, development of aeronautical procedures for integration of UAS flights in a towered airspace and developing training and operational procedures for aeronautical surveys of agriculture “Having all six national test sites up and running will give us more and better data to help expand the safe use of unmanned aircraft into our airspace,” said FAA Administrator Michael Huerta.

The FAA selected six congressionally-mandated test sites on December 30, 2013. The agency is working with the test sites to guide their research programs to help the FAA safely integrate UAS into the national airspace over the next several years.

Virginia Tech is a member of the Mid-Atlantic Aviation Partnership (MAAP) consisting of academia, government, industry, economic development agencies, and non-profit organizations throughout Virginia, New Jersey, and Maryland.

For more information go to http://www.faa.gov/uas/

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cast your web

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Prescott’s fire engine red helicopters fly in support of Wildland Firefighters, help raise over $7,500 The release of Disney’s movie “Planes: Fire and Rescue” brought much needed support to our wildland firefighters nationally as private screenings of the firefighting movie were held across the country to raise funds for the Wildland Firefighters Foundation. Each private screening was organized by a local host.

In Northern Arizona, screenings were hosted by Diane Travis and Anessa Andrews with assistance from Annie Lane and Tiffanie Mabery. Travis contacted Guidance Aviation of Prescott, Arizona, quickly rounding up the helicopter flight training organization’s fire engine red helicopters for support. Their efforts raised in excess of $7,500.

“Including Guidance Aviation’s donation for the auditorium rentals, we were able to raise $4,732 from the Prescott Valley screening and $2965 from the Sedona screening for a total

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of $7,697 . After auditorium rentals and PayPal fees we were able to donate a total of $6,000.00 to the Wildland Firefighters Foundation. Thank you Guidance Aviation for your help and sponsorship,” stated Diane Travis.

This isn’t the first time Guidance Aviation has jumped in to join the fight. In June, 2013, Guidance Aviation coordinated a large, regional effort, setting up 15 collection sites for firefighter supplies in the cities of Prescott, Prescott Valley, Chino Valley, and Dewey. See original article HERE.

About Wildland Firefighters Foundation Wildland Firefighter Foundation’s main focus is to help families of firefighters killed in the line of duty and to assist injured firefighters and their families. We honor and acknowledge past, present, and future members of the wildland firefighting community, and partner with private and interagency organizations to bring recognition to wildland firefighters.

The Foundation came together as a group of volunteers in 1994, shortly after the Storm King tragedy. With dedication and lots of volunteer work, plans were developed for a national monument to honor firefighters, a dream that was realized in May 2000. The Wildland Firefighter Foundation was officially formed in the spring of 1999. Our board members realized that there was a great need to have emergency support services for the families of fallen firefighters.

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jim gardner

the anatomy of aviation insurance

Claims: The importance of keeping records Consider the following adaptation of an actual incident several years ago. The pilot of a turbine helicopter wasn’t paying close enough attention to his fuel management.

He ran out of fuel trying to make it back to the heliport on the return leg with his owner. While no one was hurt, there was considerable damage to the helicopter as well as third party property damage at the emergency landing site. The owner blamed the pilot for the accident and dismissed him almost immediately. Needless to say they departed company on less than good speaking terms. Now the owner is faced with the task of filing and processing the insurance claim, but he has a problem—incomplete records.

Every claims adjuster is obligated to collect information on the pilot, aircraft, and operation as part of the accident

investigation. He is required to ascertain that the operation was within the scope and provisions of the policy prior to authorizing payment for repairs or a third party claim.

Pilot records such as a copy of the pilot’s FAA license, medical certificate, certificate or record of last required proficiency check or recurrent training, a current and signed pilot history form, and even pertinent pages from the pilot’s logbook are part of the data collection. If there becomes a question as to whether the accident or incident was an insurable occurrence or some vital part of the insurance policy has not been complied with, the insurance company will issue a “reservations of rights” letter. This is not a claims denial, but merely gives notice to the claimant that there may be the potential that the claim could be partially or wholly denied based on the evidence once the investigation is complete.

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 16

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cast your web In the above situation the fired pilot refused to cooperate with the adjuster’s inquiry or complete any documentation needed for the claims processing. Now the owner faced an additional and avoidable delay in processing the claim while he reconstructed the necessary records and information.

Most owners and operators keep originals or duplicates of aircraft maintenance records such as maintenance and engine logbooks, aircraft registration, airworthiness certificates, and other documentation of onboard equipment and systems in a file or safe at their office. It is prudent that an owner/operator check pertinent pilot information at the hiring interview and at least once a year as proof the pilot meets the minimum standards set forth in his insuring agreement. How hard would it be to make copies and keep pilot records in the same place as the maintenance records? In addition, forwarding the pilot and training records to your insurance broker in a timely manner will provide an additional backup. If this owner had done that, he may have found the claims process to be far less painful and time consuming.

and a copy of the insurance policy to keep on the aircraft as well as at the office? Depending on the severity, an accident can create confusion and chaos. In addition it is not certain who may have to respond to the accident. Unless it is written down, they may not know what to do and who to call to report the incident.

Accidents happen far too often to even the best operators. It doesn’t matter whether you are a fixed or rotor wing operator, the principles are the same. Everyone involved in your flight operations should know what to do in the aftermath of an accident. Having good, complete records, documentation and an emergency checklist with contact numbers in a safe and accessible place as well as in the aircraft will sooth a lot of headaches as well as make the claims process go much smoother.

For more information about claims reporting, visit our website at www.jagardner.com/claims. For your convenience a common sense checklist is provided below.

Why not go a step further? Why not develop an emergency response checklist complete with a key personnel contact list

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september 2014

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International Helicopter Safety Team

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training facts

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Inadvertent entry into cloud….or fog What is IIMC? Inadvertent entry into IMC is a situation where deteriorating weather prevents you from flying under visual meteorological conditions when you were planning to fly under VFR. IIMC can also be stated as loss of horizon references and/or an accompanying loss of visual contact with the ground.

Inadvertent IMC encounters are some of the most demanding, disorienting, and dangerous conditions a pilot can experience. These encounters result in the highest percentage of fatal injuries from helicopter accidents.

NTSB 2011 figures show that 45 of the 52 IIMC accidents occurring that year were fatal ….that is 86% giving you a 14% survivability rate if you go IIMC! “Once you encounter IIMC, the ground is no longer your friend!” Comprehensive training on inadvertent flight into instrument meteorological

conditions (IIMC) is necessary for all rotorcraft helicopter training. This training should include, but not limited to: • Determination of enroute weather • Avoidance of inadvertent flight into instrument meteorological conditions.

• In-flight weather abort procedures.

• Recovery from inadvertent flight into instrument meteorological conditions.

Synthetic Training The use of simulators and ground instruction is highly recommended to improve instrument flying skills and proficiency. The training in instrument skills is a necessary component of all levels of rotorcraft helicopter training as these are considered to be perishable skills.

IIMC Immediate Actions A pilot’s immediate actions after encountering inadvertent IMC will determine the outcome of the entire event. Pilots who possess a plan of action prior to encountering it are more likely

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 to experience a successful outcome (live) than those who are less trained and proficient in the recognition and recovery procedures.

If you hold an IR and are in current instrument flying practice maybe you may use the 4 “Cs”: Control, Climb, Course, and Communicate.

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

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

Course: After the aircraft is in a controlled climb, the pilot can elect to turn to a new heading if known obstacles are ahead and/ or divert to a different location with better known or forecast weather conditions.

Communicate: After the pilot has control of the aircraft, initiated a climb, and on course, they should communicate with ATC regarding their intentions and need for assistance.

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

•

•

Recognize signs

—Deteriorating weather, obscured hills, fog,

visual precipitation.

—Descent below planned altitude.

Assess the situation and if signs back up the warnings, decide to land or turn around before you go IIMC.

Get over yourself (ego), it is not a COMPETITION!

IIMC Ground School A ground curriculum covers a full range of topics vital to avoiding and, when necessary, recovering from inadvertent IMC. • Air Medical Resource Management (AMRM).

• Human Factors.

• Situational Awareness.

• Effective Communications.

• Aeronautical Decision Making.

• Spatial Disorientation (Night & Day).

• Preflight Planning.

• Weather & Terrain Avoidance.

• Inadvertent IMC Procedures.

• IIMC CRM procedures for multi crew.

• Recovery from Inadvertent IMC. Make sure you cover all these aspects in any training.

Recommendations Simulator instruction reinforces ground school, providing an opportunity to apply policies and procedures and practice IIMC recovery.

But what do you do if you don’t hold an IR or have not flown for a while on instruments?

Stay instrument current; use your IR and fly the 4 “C”s (Control, Climb, Course and Communicate) if you go IIMC.

Firstly, go and get an IR or get current now or at the very least undergo some IIMC synthetic training!

Apply company or self-limitation weather policies.

Apply weather and terrain avoidance procedures.

But let’s take worst case…you are not current and don’t hold an IR…. …well don’t get anywhere near the clouds or fog… and don’t fly at night when you cannot see the clouds. If you do go IIMC avoid the 180 descent….it will probably kill you!

If you don’t hold an IR or are not in current instrument practice avoid flight in MVFR.

References More information about the IHST, its reports, its safety tools, and presentations can be obtained at its web site: (www.IHST.org).

How to Avoid IIMC • • • •

Get a good forecast for departure, enroute, and arrival.

Avoid flight in Marginal VFR (MVFR).

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

Use planned Enroute Decision Points (EDP)s.

september 2014

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Bell Helicopter, a Textron Inc. company (NYSE: TXT), will soon deliver its 200th Bell 429 to Miramar Empreendimentos Imobiliários, a hi-rise residential construction and real estate company serving the coastal area of Sao Paulo for more than 30 years. The aircraft will be used for corporate transportation and charter around Miramar’s projects and key areas in Santos, São Paulo, Brazil. The aircraft will officially be handed over to the customer in a special delivery ceremony at the end of the month.

“We really needed a twin-engine helicopter that was fully equipped for IFR Flights,” said Armenio Mendes, president of Miramar Empreendimentos Imobiliáros. “The Bell 429’s low operating cost, advanced technology and proven reliability led us to purchase this aircraft that will help us transport our customers and team safely, quickly and effectively.”

Miramar has been a customer with Bell Helicopter since first purchasing a Bell 206 Jet Ranger in 2000. They also later added a Bell 407 to their fleet.

“When we introduced the Bell 429 a few years ago, customers throughout the world responded, especially in Latin America,” said Jay Ortiz, Bell Helicopter’s vice president of commercial business in Latin America. “We now have more than 40 of these aircraft operating in the region and look forward to growing our global and regional Bell 429 fleet even more in the years to come.”

The Bell 429 is one of the most advanced light twin helicopters ever developed, delivering exceptional speed, range, hover performance and enhanced safety margins with a fullyintegrated glass cockpit, advanced drive system and bestin-class WAAS navigation and IFR capability. The Bell 429 has more cabin space than any other light twin helicopter with flat flooring and seating for seven passengers and one flight crew.

Wide 60” side doors and optional rear clam-shell doors provide quick and easy access for flight officers when every second counts. The aircraft has also been certified to operate at a 7,500 lb. gross weight in Brazil, giving it additional flexibility in every day operations.

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Enstorm Helicopter Corporation

company spotlight

Little helicopter company that could The residents of the Upper Peninsula of Michigan endure long winters, are passionate about every kind of hunting, and are proud of their distinct Yooper dialect (doncha know). Perhaps at first glance an unlikely place for a global helicopter manufacturer, the UP is a perfect fit for Enstrom Helicopter Corporation—an enduring company passionate about its product and proud of its heritage.

The Enstrom story began in the 1940s with Rudy Enstrom, a mining foreman and master mechanic, pursuing his dream of building a helicopter. “My father had an unexplainable passion for airplanes and helicopters from a very young age,” says his daughter Connie.

“Through the years, his passion never waned.”

He worked 15 years to develop his hobby into an airworthy craft.

Local businessmen saw a unique opportunity in Rudy’s creation, and the Enstrom Helicopter Corporation was founded in 1959 with

community support, settling in Menominee, Michigan. The company began developing the F28 piston model, moved into a new building, received FAA certification, and won a Michigan Product of the Year award. A new owner brought visions of a new turbine model, but technical difficulties prompted them to not only halt turbine development but also to shut down the company.

Enter another person with passion—noted trial attorney F. Lee Bailey. He breathed new energy into the struggling firm, expanding the facility, turbocharging the piston models, and developing the aerodynamic 280 Shark (which won a Fortune Magazine design award), making Enstrom the largest manufacturer of piston helicopters in the world. In the mid-70s, Mr. Bailey resolved to build a larger piston model, but technical and financial requirements exceeded his vision and he exited the business, leaving a skeleton crew to provide customer support to current owners.

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

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

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cast your web

september 2014

23

Enjoying our new expansion Early model

F. Lee Bailey and an Enstrom

Three models from left F28F TH180 480B Rudy and a prototype

First building in Menominee

For nearly a decade Enstrom experienced changing owners, conflicting leadership priorities, and lack of drive and focus.

For a time, airplane fuel cells were produced alongside helicopters. Eventually the company returned to its core mission, taking advantage of opportunities in foreign markets and selling helicopters to Chile, Peru, and Colombia. After the required helicopters were delivered per contract, production staff would be reduced until the next opportunity.

In the late 80s, a spark re-ignited—a proposal for a new trainer by the U.S. Army piqued the interest of company owners, and a turbine model was successfully certified (the TH-28). When the army contract did not materialize, the TH28 served as the platform for the development of the 480, a civilian version suitable for training, law enforcement, and commercial use. Despite offering both piston and turbine models, the feast or famine production cycle continued.

Ten years ago, under stable leadership, a renewed vision, and a sales and marketing department dedicated to building relationships, the orders began coming in more consistently. Contracts in Thailand, Indonesia, and Japan kept the production lines humming. Enstrom’s expanding global presence generated increased interest, most notably in China. The company was purchased in late 2012 by a Chinese

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company, CGAG (Chongqing General Aviation Industry Group). “We both recognized the opportunities present in a partnership,” says Tracy Biegler, Enstrom President and CEO. “We have aviation expertise; they have a market. We have a vision; they have the means.” Those means include investments in facility expansion, in people and training, and in development of a new trainer model.

Today Enstrom produces two piston models, the F28F and 280FX, and two turbine models, the 480B and 480B-G (certified with the Garmin G1000H glass cockpit). The new trainer, the TH180, is currently in development and slated for certification in 2015. All Enstrom aircraft are known for their safety, stability, performance, and customer support. The forecast calls for production to increase 33% next year and another 25% the year after. “We’re in an exciting stage of company development,” says Biegler. “We’re managing our growth spurt and we’re proud of our unique identity. Rudy’s spark continues to burn.”

Once again, the passion for helicopters is in evidence at Enstrom. “Helicopters are cool,” says Bill Taylor, Director of Engineering at Enstrom and a 33-year company veteran. “What we make doesn’t get loaded on a pallet and shipped to a warehouse; it flies away. How cool is that?”

cast your web

All Metal announces the AS350 canopy for aircraft maintenance All Metal MS, a global leader in the design, engineering and manufacturing of solution driven custom “safety first” aircraft maintenance stands, assembly /production line platforms, hangar equipment, portable field equipment and specialty tooling introduced today the Canopy for Aircraft Maintenance (CAM) for the AS350. The CAM is All Metal’s innovative approach to providing a solution for aircraft and mechanic protection in adverse weather.

The CAM is a multi-sectional cover that utilizes the main rotor system of a helicopter to secure protection from the elements providing a shaded environment for maintenance to be performed on the aircraft.

The CAM is easily installed and removed by one mechanic and provides protection from inclement weather conditions to allow for maintenance to be performed safely and efficiently in a field or flight line environment.

Antionne Bower, All Metal’s Sales Manager states, “Our CAM’s utility is consistent will All Metal’s family of “safety first” products.

We feel the versatility and portability of the CAM enhances the quality of life for the flight crew and mechanics when in a field environment.”

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About All Metal Maintenance Stands www.allmetalms.com All Metal MS has been providing high quality maintenance stands to the aviation industry for more than a decade. We specialize in the innovative design and manufacturing of safety first aircraft maintenance stands, maintenance support equipment and hangar equipment for all Helicopter applications, and focus on working with customers to design customized products that enhance and improve aircraft maintenance. All Metal MS is an innovator in the production of quality safety first aircraft maintenance stands, improving safety and enhancing maintenance effectiveness.

All Metal M.S. custom safety first aircraft maintenance stands; maintenance support equipment and hangar equipment are sought after and tested by aircraft mechanics worldwide. All Metal MS is a global leader in safety first maintenance technology.

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Russian Helicopters gives green light to Brazilian service centre Russian Helicopters, a subsidiary of Oboronprom, part of State Corporation Rostec, has granted certification to a service centre in Brazil run by Helipark Taxi Aéreo e Manutenção Aeronáutica.

Sergei Ostapenko, the company’s sales director for commercial helicopters, awarded the Certificate of Authorisation for the centre to Helipark’s President João Velloso at a ceremony on August 12 in São Paulo, where Russian Helicopters is exhibiting at the Latin American Business Aviation Conference and Exhibition (LABACE 2014).

Certification of the Brazilian service centre will help to further expand the geography of successful operations of Ka-32 type helicopters in South America.

“We are very happy and proud on becoming Russian Helicopters service centre and we hope to give support not only to our helicopter but to others in the near future. Our Kamov Ka-32 is a great tool for several uses and unrivalled on its performance”, said João Velloso, Helipark’s President.

Sergei Ostapenko, Russian Helicopters sales director for commercial helicopters (on the right), and Helipark’s President João Velloso.

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cast your web “Certification of the service centre is a natural continuation of our successful partnership with Helipark, and we believe it will have a positive effect on the promotion of Russian-built Kamov-brand commercial helicopters in South America,” said Sergei Ostapenko, Russian Helicopters sales director for commercial helicopters. “This is a key region for Russian Helicopters, and we are keen to offer high-quality service to helicopter operators throughout the whole product life-cycle.”

Helipark’s authorised service centre will be able to offer a full range of repair and maintenance services for components and fuselages of coaxial helicopters under operational and technical documentation for the Ka-32A11BC, which the company has successfully operated since 2012. The Ka32A11BC is used to carry industrial cargos on an external sling, as well as to support infrastructure construction works in remote regions of the Amazon basin.

Under agreements between Russian Helicopters and Helipark, the service centre will have access to technical materials.

Under agreements between Russian Helicopters and Helipark, the service centre will have access to technical materials, updated on an ongoing basis, for the Ka-32A11BC and its components. Russian Helicopters will provide technical support for maintenance work carried out by the Brazilian company on Russian-built helicopters and any structural changes needed to the helicopters, and also stands ready to organise professional training courses for Helipark staff.

The Ka-32A11BC currently operates in more than 30 countries around the world, including EU states, South Korea, China, Japan, Kazakhstan, Canada and Russia. It can fly missions ranging from search-and-rescue to supporting high-rise construction work, fire-fighting, cargo transportation inside the cabin or on an external sling, support for logging operations, evacuation of sick and wounded personnel, and routine patrolling and monitoring.

A key priority for Russian Helicopters is providing high-quality service and post-sales maintenance of helicopters. Today the company has service centres in South Korea, Canada and Spain, and is working with Rosoboronexport and Oboronprom on a number of further projects. Next year it is planned to open a service centre for Mi-8 and Mi-17-1V helicopters in Egypt, to

be followed in 2016 by an Mi-35M service centre in Brazil and one for Mi-171Sh helicopters in Peru. Also in 2016 fitting work is expected to complete at a repair plant in India to service Mi-17V-5 helicopters. Russian Helicopters intends to continue the global roll-out of its network to bring it into line with global leading standards.

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Video borescope demos at 2014 TETS Symposium A sold out exhibit hall, an audience of approximately 1000 engineers, managers, scientists, and operational personnel from the turbine engine community, and three days of technical presentations is what attendees can expect from the 2014 Turbine Engine Technology Symposium (TETS). The symposium is coming up September 8-11, 2014 at the Dayton Convention Center in Dayton, Ohio. RF System Lab is excited to be exhibiting at TETS for the first time and is looking forward to connecting with engine and aircraft manufacturers, military professionals, and industry leaders.

The event website provides an insight into what to expect from this year’s TETS Symposium. Some highlights include Maj Gen Thomas Masiello, AFRL Commander and Gen Janet Wolfenbarger, AFMC Commander. In addition, the TETS agenda promises segments with titles such as “Importance of Innovation in Adapting to Evolving Weapon System Needs,”“Lockheed Martin Perspective,” and “The Golden Age of Propulsion.”

RF System Lab’s Edward Thomas is one of the exhibitors who will be onsite in this year’s sold-out exhibit hall. He will be presenting the VJ-Advance (VJ-ADV) video borescope at booth #310. Make sure to stop by and try out the VJ-ADV’s joystick controlled 4-way articulation and say hello to Edward Thomas, who is looking forward to showing TETS attendees the best practices for remote visual inspection of turbine engines.

Demo the VJ-Advance at booth #310 in the Dayton Convention Center starting at 8:30am on Monday, September 8th, 2014. For more information, call us toll free at (888) 747-6526.

RF System Lab, developer of the VJ-Advance video borescope, is a worldwide leader in remote visual inspection and video borescope technology. The VJ-Advance is a perfect fit for a wide range of applications and inspections. RF System Lab is so confident in the VJ-Advance that they offer a no-cost, no-obligation demo program.

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Air Evac Lifeteam to equip fleet with Autopilot Air Evac Lifeteam officials recently announced the commitment to upgrade its entire fleet of Bell 206 Long Rangers and Bell 407 helicopters over the three years. The company, headquartered in O’Fallon, Mo., announced it will equip its entire fleet of more than 130 aircraft with Cobham HeliSAS/Autopilot and Garmin 500H glass cockpits.

Seth Myers, President of Air Evac Lifeteam, said this is the next step in Air Evac’s commitment to safety.

inadvertent IMC, the aircraft will fly itself. The system will keep the aircraft upright.”

Air Evac Lifeteam is the largest independently owned and operated air medical service in the United States. It is also the largest provider under one name to earn accreditation by the Commission on Accreditation of Medical Transport Services (CAMTS), which is the gold standard for patient care and safety across the operational spectrum of air medical transport services.

“Cobham’s HeliSAS Autopilot and Stability Augmentation System enhances flight safety by reducing pilot workload and increasing flight stability,” Myers said. “Since we adhere to Visual Flight Rules, this new system, together with the Garmin 650 and Garmin 500H (glass cockpit), will allow the pilot to focus on other things outside the aircraft.”

Air Evac Lifeteam’s experienced and proficient team of pilots undergo extensive hands-on training every four months.

Currently, more than 90 of our pilots have been trained on the Cobham HeliSAS/Autopilot system.

Tony Bonham, senior director of flight operations for Air Evac Lifeteam, said the newly upgraded systems are most valuable in an inadvertent IMC event (instrument meteorological conditions).

About Genesys Aerosystems Genesys Aerosystems is a leading provider of integrated avionics systems for military and civil customers. Genesys Aerosystems’ Helicopter Stability Augmentation System and Autopilot (HeliSAS) brings added safety within the reach of many more operators.

“It’s difficult to maintain control of the aircraft in the clouds or fog, snow or rain, or thick smoke,” he said. “In the case of an

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ntsb reports NTSB Identification: *WPR14GA281* Date: July 03, 2014 Location: Fallon, NV Aircraft: AMERICAN EUROCOPTER CORP AS350B3 Injuries: 1 Minor.

On July 3, 2014, at 1721 Pacific daylight time, an American Eurocopter AS350B3 landed hard and rolled over 54 miles east of Fallon, Nevada. The pilot received minor injuries, and the helicopter was substantially damaged. Visual meteorological conditions prevailed at the time of the accident, and a local flight plan had been filed.

The operator reported that the pilot was positioning the helicopter with an external load into a mountain supply drop zone located at an elevation of approximately 8,600 feet mean sea level (msl). As the helicopter approached the drop zone, and the load was about 10 feet above the ground, the helicopter’s nose yawed left and descended. The pilot set the load down, but the helicopter continued to rotate to the left. While rotating to the left, the helicopter descended, landed hard, and rolled over.

NTSB Identification: *CEN14WA394* Date: July 14, 2014 Location: Kungsangen, Sweden Aircraft: MD HELICOPTER 600N Injuries: 1 Uninjured.

On July 14, 2014, at 1333 coordinated universal time, an MD Helicopters MD600N was substantially damaged following an autorotation near Kungsängen, Stockholm, Sweden.

The pilot was not injured. Visual meteorological conditions prevailed for the flight.

NTSB Identification: CEN14FA369 Date: July 17, 2014 Location: Newkirk, NM Aircraft: AGUSTA SPA A109E Injuries: 3 Fatal.

On July 17, 2014, at 0142 mountain daylight time, an Agusta A109E helicopter collided with a mesa near Newkirk, New Mexico. The commercial pilot and 2 crew members were all fatally injured. A postimpact fire ensued and the helicopter was destroyed. Visual meteorological conditions existed for the helicopter’s departure and a company visual flight rules flight plan was filed. The flight originated from the Santa Fe Municipal Airport, Santa Fe, New Mexico, at 0051 and was en route to a hospital in Tucumcari, New Mexico.

The helicopter was the subject of an alert notice and was found by a local resident. The helicopter wreckage came to rest on the north side of a mesa about 150 feet above the surrounding terrain. A postimpact fire consumed a majority of the fuselage. All main airframe and engine components were accounted for at the accident site. The helicopter was retained for further examination.

At the time of the helicopter’s departure from KSAF, an automated weather reported a calm wind, 10 miles visibility, a clear sky, temperature 59 degrees Fahrenheit (F), dew point 52 F, and a barometric pressure of 30.13 inches of mercury.

NTSB Identification: *ERA14WA356* Date: July 23, 2014 Location: Ivashka Township, Russia Aircraft: ROBINSON R44 Injuries: 2 Fatal.

According to initial information collected by the investigators, the helicopter experienced an unknown engine issue and the pilot performed an autorotation. The helicopter was retained for further examination.

On July 23, 2014, at 0809 Coordinated Universal Time (UTC), a Robinson R44 impacted the waters of the Ivashka River, under unknown circumstances, near Ivashka Township, Russia. The pilot and one passenger were fatally injured.

The investigation is under the jurisdiction of the Government of Sweden. This report is for information purposes only and contains only information released by the Government of Sweden. Further information pertaining to this accident may be obtained from: Swedish Accident Investigation Authority (SHK) info@havkom.se

The investigation is under the jurisdiction of the Russian Federation Interstate Aviation Committee.

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Further information can be obtained from: Interstate Aviation Committee Website: www.mak.ru This report is for informational purposes and contains only information released by the Russian Federation

NTSB Identification: *WPR14FA310* Date: July 23, 2014 Location: Wenatchee, WA Aircraft: BELL 206A Injuries: 1 Fatal.

On July 23, 2014, about 1215 Pacific daylight time, a Bell 206A landed hard and rolled onto its right side near Wenatchee, Washington. The commercial pilot sustained fatal injuries.

No witnesses visually observed the accident. An ear witness heard the helicopter, and then a thud followed by silence.

This witness and her spouse responded to the site, and observed the helicopter on its side and smoking. Other personnel arrived; they applied several fire extinguishers to the smoking area at the back of the engine, and the smoking stopped.

The helicopter was on its right side. The back section of the skids was more damaged than the front. The back right cross member separated at the connection of the skid; the back left cross member partially separated at the connection with the skid. There was a ground scar several feet long that was parallel to the right skid.

The left horizontal stabilizer was touching the ground, exhibited crush damage, and was bent down; there was a ground scar about 15 inches long leading to it. The right horizontal stabilizer was pointing up, and was not damaged.

The vertical stabilizers were in a horizontal position. The bottom of the vertical stabilizer and stinger were not damaged. The top of the vertical stabilizer was damaged, and bent about 50 degrees to the left. All servos were damaged with multiple jagged and angular separations. Recovery personnel obtained about 25 gallons of clean clear fluid from the fuel tank that smelled like jet fuel.

NTSB Identification: *WPR14LA313A* Date: July 25, 2014 Location: Boulder City, NV Aircraft: EUROCOPTER EC 130 B4 Injuries: 9 Uninjured.

On July 25, 2014, about 1643 Pacific daylight time, a landing Eurocopter/Airbus EC-130 and a taxiing DeHavilland DHC-6 collided at Boulder City airport (BVU) Boulder City, Nevada.

Neither the two pilots on board the airplane, nor the pilot

cast your web and six passengers aboard the helicopter, were injured.

That flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 135. Day visual meteorological conditions prevailed.

According to the EC-130 pilot, he was inbound from the south, and planned to land on the airport location designated as “Spot 2,” which was a dedicated helicopter arrival and departure location. He followed the company-designated arrival procedure, in which the helicopter flew a descending pattern first north along the centerline of taxiway A, and then west along the centerline of taxiway D to Spot 2. Spot 2 was a 50-foot painted square situated on the airport ramp. Taxiway D was 40 feet wide, was oriented approximately east-west, and comprised the southern perimeter of the same ramp.

The center of Spot 2 was located about 50 feet north of the centerline of taxiway D. Since BVU was not equipped with an operating air traffic control tower, the pilot communicated his positions and intentions via radio transmissions on the BVU common traffic advisory frequency (CTAF).

The helicopter pilot first saw the airplane when the helicopter was making the left turn from north to west near the junction of taxiways A and D. At that time, the airplane was moving south, towards taxiway D, along a taxi line just east of Spot 1, on ramp about 600 feet east of Spot 2. The airplane crew announced their intentions on CTAF to taxi to runway 15 via taxiway D. The helicopter pilot reported that the last time he saw the airplane prior to the accident was as the helicopter overflew the intersection of taxiway D and the taxi line just east of Spot 1. At that time, the airplane was turning westbound onto taxiway D. The helicopter pilot realized the potential for conflict, since the two were now both traveling westbound along taxiway D. The helicopter pilot stated that he “immediately” queried on CTAF whether the airplane crew had him in sight. The pilot heard a “double click”on the CTAF frequency, which he interpreted as acknowledgement by the airplane crew that they had him in sight. Based on this information, the pilot was convinced that the airplane was behind him and that its flight crew had him in sight.

The helicopter pilot therefore continued his descent along the centerline of taxiway D towards Spot 2. About 8 to 10 seconds later, as the helicopter came almost abeam of Spot 2, the pilot began a right pedal turn to traverse to and set down on Spot 2. At the commencement of that pedal turn, the pilot simultaneously spotted the wings and nose of the airplane through his chin windows, and felt an” impact.”

He stopped the turn and descent, transitioned to Spot 2, descended, and landed on the ramp.

The flight crew of the airplane was unaware that there had been a collision, and they continued with their taxi-out and departure from BVU. The airplane was recalled to BVU by company personnel once they learned of the collision.

The airplane was equipped with a cockpit voice recorder (CVR). Subsequent to the company’s attempt to obtain a non-NTSB sanctioned readout of the CVR, the device was obtained by the NTSB. The accident occurred on his first day “flying the line” for the operator. The captain of the airplane began his duty day at 0507 that morning, and the collision occurred during his sixth flight of the day.

NTSB Identification: *ERA14LA361* Date: July 26, 2014 Location: Wadesboro, NC Aircraft: HILLER UH 12E Injuries: 1 Uninjured.

On July 26, 2014, about 1545 eastern daylight time, a Hiller UH-12E was substantially damaged when it impacted terrain near Wadesboro, North Carolina. The Airline Transport pilot was not injured. Day visual meteorological conditions prevailed and no flight had been filed. The flight originated at a temporary staging location about 1540 for the local aerial application flight.

According to pilot, while applying the agriculture product about 75 above ground level, a chip detector light illuminated.

He attempted to complete the application pass; however, he audibly observed three compressor stalls and subsequently a total loss of engine power occurred. During the forced landing to a nearby road the helicopter rolled over into a drainage ditch and came to rest on its right side, which resulted in substantial damage to the fuselage, tailboom, main rotor blades, and tail rotor blades.

NTSB Identification: *CEN14LA390* Date: July 26, 2014 Location: Lincoln, NE Aircraft: BELL 206B, Injuries: 1 Uninjured.

On July 26, 2014, at 1335 central daylight time a Bell 206B, sustained substantial damage during a forced landing to a soybean field after a total loss of engine power near

Lincoln, Nebraska. The commercial pilot was not injured.

The helicopter was registered to and operated by a private company. Visual meteorological conditions prevailed and no flight plan was filed for the local, aerial application flight that was conducted under 14 Code of Federal Regulations Part 137.

The pilot stated that before the accident occurred, he had placed 25 gallons of fuel on board the helicopter. He then departed and began to spray a cornfield. About 12-15 minutes into the flight, when the helicopter was about 16 feet above the ground, at an airspeed of 80 miles per hour (mph), the turbine-engine lost total power. The pilot immediately entered an autorotation to a soybean field that was directly in front of him. He said the helicopter landed and slid about 10-15 feet and struck a berm. The tail boom hit the ground and separated from the airframe.

NTSB Identification: *WPR14LA315* Date: July 27, 2014 Location: Susanville, CA Aircraft: ERCOUPE 415 C Injuries: 2 Uninjured.

On July 27, 2014, about 1300 Pacific daylight time, an Ercoupe, 415-C sustained substantial damage during a forced landing near Susanville, California, following a reported partial loss of engine power during cruise flight. The airplane departed Rogers Field Airport (O05) Chester, California, and was registered to, and operated by, the pilot under the provisions of Title 14 Code of Federal Regulations Part 91.

The commercial pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The local flight departed O05 at an undetermined time.

A family member of the pilot reported the airplane overdue to local law enforcement the afternoon of July 27, 2014, after becoming concerned when the pilot had not arrived at his planned destination. The FAA issued an Alert Notification (ALNOT) for the missing airplane. The wreckage was located by law enforcement personnel about 1922 on July 27, 2014, in rugged terrain near Susanville.

An FAA inspector examined the airplane at the accident site. The airplane’s fuselage and wings were substantially damaged. All major structural components of the airplane were present in the wreckage. The wreckage is being recovered to a secure location for further examination.

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heli-specs

Enstrom 280FX Shark • Total production (all variants): 352 First flight 1984 • Comments: Classic design, executive styling featuring fairings on landing gear and a covered tail rotor shaft, with high efficiency air inlet.

• • • • • • • •

• • • • • • • • • • • • •

External: 1,000 lbs/454 kg Vne: 102 kts/188 kmh Max cruise: 100 kts/185 kmh Max rate of climb: 1,450 fpm/442 mpm HIGE: 13,200 ft/4,023 m HOGE: 8,700 ft/2,652 m @ 2,350 lbs Service ceiling: 12,000 ft/3,658 m (max. alt.)

S/E service ceiling: N/A Std fuel: 40 gal/159 lit Max fuel: 53 gal/201 lit Max range std fuel: (no reserve) 229 nm/424 km Range with opt fuel: 348 nm/644 km VFR Crew: 1 Passengers 2

Schweizer Aircraft Corporation 333 • Total production (all variants) 62 First flight 1988 • Comments The Model 333 is a turbine derivative of the Model 269 Series helicopters. It provides • • • • •

Standard equipment includes throttle correlator, turbocharged engine, night lighting, and 24-volt electrical system.

Engine(s): Lycoming HIO-360-F1AD w/Turbo HP (takeoff) 225 shp ea.

Dimensions: main rotor 32.0 ft/9.75 m, Tail rotor 4.7 ft/1.43 m Height: 9 ft/2.74 m Length: 29.3 ft/8.9 m Width: 7.3 ft/2.23 m Empty weight: 1,640 lbs/744 kg Gross weight: 2,600 lbs/1,180 kg Useful load: 930 lbs/422 kg

a unique combination of operational flexibility, outstanding stability and maneuverability, superior comfort, and a crashworthy structure that’s second to none.

Engine(s) Rolls-Royce 250-C20W HP (takeoff) 280 shp Dimensions main rotor 27.51 ft/8.39 m Tail rotor 4.25 ft/1.3 m Height 11.14 ft/3.40 m Length 17 ft/5.18 m Width 6.29 ft/1.91 m Empty weight 1,250 lbs Gross weight 2,550 lbs Useful load 1,300 lbs External N/A

• Vne 120 kts/222 km/hr Max cruise 105 kts/194 km/hr • Max rate of climb 1,500 fpm • HIGE 12,300 ft/3,749 m HOGE 9,200 ft/2,804 m (@2,300 lbs/1,045 kg) • Service ceiling 13,000 ft/3,902 m S/E service ceiling N/A • Std fuel 73 gal/137 lit • Max range std fuel (no reserve) 310 nm/590 km • VFR Crew 1 Passengers 3

Forces., UK’s Royal Air Force, Royal Danish Air Force and the Portuguese Air Force Engine(s): (3) GE CT7-8E (civil version) or RollsRoyce Turbomeca RTM322 HP (takeoff) 2,527 (GE) shp ea.

Dimensions: main rotor 61.0 ft/18.6 m, Tail rotor 13.1 ft/4.0 m Height: 21.7 ft/6.6 m Length: 74.8 ft/22.8 m Width: 14.83 ft/4.5 m Empty weight: 20,282 lbs/9,200 kg Gross weight: 34,392 lbs/15,600 kg

• • • • • • • • • • • •

AgustaWestland AW101 • Total production (all variants): 152 + 23 US101 First flight 1987 • Comments: Production aircraft in service with Tokyo Metropolitan Police, Italian Navy, Canadian

•

• • • • • •

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heliweb.com

Useful load: 13,230 lbs/6,000 kg Vne: 167 kts Max cruise: 150 kts/227 kmh Max rate of climb: 2,788 fpm/14.2 m/s HIGE: 10,800 ft HOGE: 4,800 ft/1,460 m Service ceiling: 10,000 ft/3,050 m Std fuel: 1,136 gal/4,303 lit Max fuel: 1,421 gal/5,380 lit Max range std fuel: (no reserve) 610 nm/1,130 km Range with opt fuel: 750 nm/1,390 km VFR Crew: 2 + 1 attendant Passengers 30

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index

NTSB continued...

NTSB Identification: *CEN14LA398* Date: July 29, 2014 Location: West Liberty, OH Aircraft: HUGHES 369D Injuries: 1 Serious.

On July 29, 2014, at 1630 eastern daylight time, a Hughes 369D helicopter, collided with the terrain following a loss of engine

power while trimming trees in West Liberty, Ohio. The commercial pilot was seriously injured. The helicopter sustained substantial damage. The helicopter was registered as a 14 Code of Federal Regulations Part 133 external load flight. Visual meteorological conditions prevailed for the flight, which not operated on a flight plan. The local flight originated from nearby field at 1501.

Action Aircraft Parts

14

AgNav Inc

3

Avpro Inc.

13

Blue Hill Helicopters

26

Blue Sky Network

5

DynaNav 20 Enstrom Helicopter Corp 23 Falcon Insurance

25

Floats & Fuel Cells

34

Heli-Mart, Inc

21

Heli-Tech 12 HeliBlade 7 HW Farren

11

Isolair 4 James Gardner Ins.

17

Machida Borescope

14

Mauna Loa Helicopters 26 Preferred Airparts

27

SNA 33 TracMap 15 Tradewind Int’l

7

Universal Turbine Parts 28 Van Horn Aviation

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