NEHC Newsletter Fall 2016 Edition

Page 1


November 2016

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, I am very pleased to announce that your Board of Directors has awarded the NEHC Safety Award to Northeast Helicopter Flight Services LLC. The NEHC safety award recognizes individuals and groups for excellence in rotorcraft aviation safety and honors those who have displayed “outstanding service on behalf of safety, whether it be valor, professionalism or service above and beyond normal expectations.” The NEHC Safety Award was 1st awarded to Robert Girouard in 1985 when our organization was known as the New England Helicopter Pilots Association. Since then we have been pleased to recognize a number of well deserving recipients the most recent of which were DHART and Metro Aviation who were recognized for their innovative operating practices and impeccable safety record. Northeast Helicopters is a well-deserved recipient of this award. Owners John and Rhonda Boulette are adherents to a uniform training environment and require that their instructor cadre and students adhere to rigorous standards. The result is a company that produces aviation professionals who are highly regarded by their employers and an organization that has earned an enviable safety record. In summary, Northeast Helicopter Flight Services epitomizes aviation excellence and the NEHC is pleased to acknowledge this organization for its outstanding contribution to aviation safety. The project to re-establish a public use heliport in Boston continues to move forward. An article published in the Boston Globe at the end of October explained several heliport site options that are being considered by local officials. According to Boston economic chief John Barros, those officials “aren’t ready to discuss specific locations but both remain hopeful that a site can be established soon that could meet the needs of Greater Boston’s corporate and medical community.” The Boston City Council has scheduled a public hearing to gather testimony “regarding plans for a commercial helipad in Boston”. Separately, and related, a bill to create a special legislative commission has been introduced to the Massachusetts legislature. If empaneled, this commission will be charged to examine the feasibility and costs of building and operating a publicly owned and operated heliport in Boston. This remains a very active project and we’ll share more news as it becomes available. Speaking of heliports, please join us at our upcoming membership meeting. We plan to start the evening with a short business meeting followed immediately by our featured presentation, “Heliports– Critical Infrastructure”. Ray Syms, HeliExperts International LLC (formerly Raymond A. Syms & Associates), Drew Mihaley, MassDOT Aeronautics Inspector and Chris Donovan, Chief Pilot and President of Boston Executive Helicopters, will host a discussion about the policies, guidelines and regulations that pertain to heliport design. Heliports are critical to the continued growth of the helicopter industry–what you learn from our guest speakers may prove to be key information that will help you successfully register a heliport. Please join us at the Tewksbury Country Club on November 16. It promises to be a great night, and you won’t want to miss it! W. Gregory Harville President

The 2016 NEHC Safety Award Winner Is‌‌..

The New England Helicopter Council is pleased to announce that its 2016 Safety Award is being presented to Northeast Helicopters Flight Services, LLC. NEHC’s Safety Award recognizes individuals and groups for excellence in rotorcraft aviation safety and honors those who have displayed outstanding service on behalf of safety, whether for valor, professionalism or service above and beyond normal expectation. Northeast Helicopters is deserving of this award for their steadfast dedication to providing safe, professional pilots to the helicopter industry and their impeccable safety record. As one of the only Part 141 helicopter training academies in New England, Northeast Helicopters (NEH) adheres to stringent FAA regulations assuring that standardized training curriculum and procedures are followed by all instructors and students. This standardized approach to training follows through into their team approach to safety. Crew resource management expectations are set early and high that the student and instructor will work together as a team in the cockpit. Effective communication is stressed throughout the training curriculum. Teamwork is the hallmark of Northeast Helicopters. As owners of Northeast Helicopters, John and Rhonda Boulette believe in a hands-on approach to management. They are a constant presence at the school, personally recruiting and managing student progress, and directly contributing to the administration and maintenance of their seven helicopter fleet. As a certified Airframe and Powerplant technician, John oversees two other maintenance technicians to ensure their helicopters are ready for the rigors of a training environment. Averaging more than 5000 flight hours per year without a serious accident, these skilled technicians have set a high standard for maintaining a fleet of training helicopters.

Port City Air/NH Helicopters Steve Fox, DOM

However the quality of a flight training program can only truly be measured in the success of its graduates. Northeast Helicopters trains from private pilot through Airline Transport Pilot level qualification. The sixty-five pilots who complete their training at NEH each year begin their matriculation with in-depth instruction on helicopter systems and maintenance. NEH believes strongly that a pilot is much safer and better equipped to deal with emergencies if they have a sound knowledge of how their aircraft operates beyond just the fundamentals. From pre-flight inspection through post flight, NEH instructors emphasize understanding the importance of the task as much as knowledge of the requirement. (Continued on page 5)


Commercial sUAS (Drone) Part 107 Regulations Update -Submitted by Connor MacIver, President of Daedalus Drone Services

As of August 29, 2016, the FAA has implemented regulations for commercial small unmanned aircraft system (sUAS/drone) use. Codified in 14 CFR Part 107, the regulations are commonly referred to as ‘Part 107’. This article intends to briefly cover the new regulations, how to obtain a remote pilot certificate or sUAS rating, and a few items helicopter operators should know/pay attention to. The intended audience of this article is helicopter operators. Links to more information will be provided at the end of each section. My name is Conner MacIver, President of Daedalus Drone Services, an unmanned aircraft services company founded in 2014. Before Part 107, we obtained waivers and exemptions in order to provide commercial sUAS services. I have a Master’s in Public Administration and a passion for the UAS industry and, specifically, its rules and regulations. I personally believe the UAS industry is often overstated. It is new and exciting, but drones are not the be-all end-all. I advocate for realistic expectations and am committed to being transparent and honest about what sUAS can do and what to expect from the industry. There is and will be success in the industry — I am betting on and benefiting from that— but there are also many ‘experts’ with their heads in the clouds. I am available to discuss this article and the sUAS industry further at Part 107 allows for routine commercial sUAS operations in Class G airspace, below 400 feet, and within line of sight of the operator (who must yield to all other aircraft). Additionally, the aircraft must weigh less than 55 lbs., fly 100 mph or slower, and be operated under daylight VFR conditions. Operations must involve a Remote Pilot or Pilot with an sUAS rating (discussed further in the next section). Most conditions and limitations of Part 107 are waivable. If an operator can demonstrate an equivalent level of safety, the FAA will approve operations outside the limitations mentioned above. Additionally, operations outside of Class G airspace require specific approval from Air Traffic Control. These waivers and airspace authorizations come with additional, operation(Continued on page 8)


Pilots… Are You Still Flying To Standards? Standards, with regards to flying, is something we all have to adhere to during instruction and/or evaluation. If you’re a student now or have been a pilot for 20 years, you can hear your instructor’s voice in the back of your head… airspeed, altitude, trim, pitch, power, torque, RPM, manifold pressure, and the list goes on… It’s really kind of nice not having an instructor, FAA inspector, or DPE, watching you try to maintain all those standards, as the sweat runs down your neck and you choke the life out of the cyclic. Your passengers don't know you’re a little fast on an approach, or a bit out of trim, but you probably do, and for sure if you decided to take another pilot with you, he or she would notice! Not making yourself fly to the standards routinely tends to set a new norm, and as time goes on those standards you used to be able to “nail” start slipping. I see it, fixed wing and rotary wing. Fixed wing pilots who have been out of the training environment for a while will tend to fly fast approaches. Helicopter pilots who have had little or no critique since flight school lose the technique of feeding in or taking pedal out concurrently with power changes. There are many reasons for adhering to the standards we have been taught (airspeed, altitude, power, trim). Not the least of which is when it gets real quiet in the cockpit and you feel like your stomach (Continued on page 7)


(Continued from page 2)

The seven Certified Flight Instrument Instructors (CFII) focus on the skills, techniques and procedures necessary to become a safe and proficient pilot. Although they follow rigorous instructional standards, they are attuned to each student’s learning style and provide support to foster a conducive learning environment. If a student takes more time to master a particular concept or skill, the CFII’s work as a team to provide varied instructional techniques. The goal remains to produce a private or professional pilot who has mastered the skills to safely fly their aircraft. Northeast Helicopters has graduated more than 750 students (Continued on page 6)


(Continued from page 5)

in the last decade. Beyond flight instruction, NEH assists their professional pilot graduates with job placement skills that include crafting resumes that allow them to stand out and get that coveted first flying job. Their graduates have moved into all aspects of the helicopter industry. From heli-tours to utility operations, from oil and gas field transport to air ambulance, former NEH students can be found on the line and in management across the helicopter industry. New England is truly fortunate and greatful to have a quality flight training facility in Northeast Helicopters who has been producing safe, conscientious helicopter pilots for the past forty-two years.

Open Invitation to All Helicopter Flight Schools and Flight Instructors Join the New England Helicopter Council and help grow our helicopter community. Join us at the membership meeting on November 16th. Identify yourself as a CFI-H and be our complimentary guest. 6

(Continued from page 4)

is going to beat you to the ground, your ability to maintain airspeed, attitude, RPM and trim may make the difference between your being able to tell the story of “this happened to me” versus us wondering, in your absence, what did happen?

Boston Helicopters is commiƩed to providing superior helicopter flight training to our students. Our North Andover, MA helicopter school has a great environment to conƟnue challenging your skills as a developing helicopter pilot. Since we work individually with each student, we

are able to tailor the pace of the flight training Next time you're out, make yourself fly to specifically to each persons needs. some set standards. Use the practical test standards be critical of yourself and get Contact us today to schedule an introductory flight or to conƟnue your helicopter flight sharp. Nothing good will ever come from training. Boston Helicopters can accommodate sloppy flying. I gave one example above of your training needs and schedule at our facility located at: an engine failure, however statistics will Lawrence Municipal Airport (KLWM) tell you that the odds are greater of you going Inadvertent Instrument Meteorological Conditions (IIMC). That’s a pretty tough transition and, if you can't maintain an altitude, airspeed, power setting or trim in day VFR, then you're really going to be in trouble if you have an IIMC encounter. We are professionals, let's not accept “good enough” for a standard.

Boston Helicopters provides: All levels of Helicopter Pilot Training; Private, Commercial, Instrument and Flight Instructor

Flexible Scheduling 7 Days a Week AircraŌ Rental Helicopter Tours On-Site Maintenance Authorized Robinson Service Center

Call, Email or Visit Us or our Website Telephone: 978‐689‐7600 492 Su on Street North Andover, MA 01845

Tailwinds always–Mac About The Author; Douglas “Mac” MacIver is a retired Army Master Aviator; CFII, ASEL, MEL. He has been a Designated Pilot Examiner for 10 years, and Chief Pilot/ Check Airman for JBI Helicopters for 14 years.

Attention—Military Aviators A number of NEHC members are current, or former, military helicopter pilots. We want YOU to be a member, too. Please join us at the membership meeting on November 16th. Identify yourself as a military aviator and be our complimentary guest.

The New England Air Museum is owned and operated by the Connecticut Aeronautical Historical Association, a private, nonprofit educational institution organized in 1959. Located at Bradley International Airport in Windsor Locks, the Museum is the largest aviation museum in New England. This educational organization is dedicated to preserving and presenting historically significant aircraft and related artifacts, engaging visitors through high-quality exhibits helping them to understand aviation technology and history, and inspiring students through innovative and hands-on educational programs. 7

(Continued from page 3)

specific, conditions and limitations. For example, approved commercial activity in controlled airspace will require the filing of a NOTAM indicating the unmanned activity. Notably absent from Part 107 are insurance requirements, airworthiness certificates, or technological requirements. As the FAA develops rules for more complex operations (over 55 lbs., beyond visual line of sight, fully autonomous, etc.) they will likely mirror the standards set for commercial manned aviation. It is important to note that these regulations only apply to commercial operations; although growing in popularity, recreation or hobby use of sUAS is still largely unregulated (beyond registration and community-based guidelines).

(Part 107 Summary) (Part 107 Advisory Circular) (Part 107 Full Text) (Part 107 Waivers) A Remote Pilot Certificate or sUAS Rating is necessary to conduct commercial sUAS operations under Part 107. Part 61 pilots with a current flight review (within the previous 24 months) must complete an online course (2 hours) at (log in and search for ‘ALC-451’). Upon completion of the course, pilots must apply for the rating in (paper form 8710-13) and have a CFI, DPE or agent of the FAA verify their iden(Continued on page 12)


Fall 2016 Membership Meeting Wednesday

Hors d’oeuvres will be served. Free admission for members and $10 fee for non-members; waived if you join NEHC on the night of the meeting. Complimentary beverages provided by:

November 16, 2016 Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033 Fly-In ~ 5:00 PM Meeting Starts ~ 6:00 PM

Anyone interested in flying into this meeting should contact Marc Ginsburg at 978.640.0033 to make arrangements. Tew Mac Heliport (80MA)

Presentation Outline “Heliports - Critical Infrastructure"       

The variety of regulations and guidelines that heliports need to or should comply with and dispel a number of misconceptions respecting those criteria. Provide a simple and graphic explanation of heliport design elements to include the primary FAA ground, airspace definitions, terminology and proper application. Introduce the audience to the NFPA fire codes and some general information on proper compliance. Outline the normal heliport regulatory approval processes with the various government agencies. Examples of various types of heliports and some unique approaches to normal challenges. Do’s and don’ts dealing with the normal heliport development issues. Q & A related to the presented materials and general questions

About our Guest Speakers Ray Syms — Possesses more than 45 years of military, general and commercial aviation experience as a pilot, instructor pilot, aviation manager, heliport developer, and aviation expert. Ray has qualified as an unchallenged aviation expert in federal, state and local courts in addition to official hearings and other regulatory proceedings. Additionally, Ray is the designer and primary author of the HAI Heliport/Vertiport Development Guide and has spent more than 20 years serving on FAA and NFPA (National Fire Protection Association) committees that assist with authoring the FAA Heliport and Vertiport Design Advisory Circulars (the FAA’s design recommendations for all heliports) and develop the NFPA Standards for Heliports. Ray is the current chair of the NFPA 418 Committee Standard for Heliports. Drew Mihaley — As a MassDOT Aeronautics Inspector Drew conducts airport inspections, responds to aircraft accidents, and serves on the Air Operations Branch for the Mass. Emergency Management Agency during exercises and state emergencies. Drew has served 24 years in the United States Air Force six of these years as an Air Traffic Controller. He holds a multi-engine and helicopter instrument rating with over 4500 hours. Drew flew as a pilot of the HH-60G Pave-hawk helicopter and served as an aircraft accident investigator. Drew served as pilot and tactics officer of the C-5 Galaxy at Westover Air Reserve Base. Drew graduated with a BS degree in Aviation Science from Bridgewater State University and holds an Associates of Applied Science degree in Airway Science from the United States Air Force. He has completed FAA Inspection, NTSB and Military Aircraft Accident Investigation Training. Chris Donovan — is Chief Pilot and President of Boston Executive Helicopters. Chris started his Aviation career flying for the United States Military having flown in the United States, Europe and the Middle East. Chris has over 8000 hours of flight time in single engine and multi engine aircraft (Helicopters and Airplanes). He holds the following FAA certifications and ratings; (ATP) Airline Transport Pilot in Helicopters and Multi Engine Airplanes (Dual ATP), Certified Flight Instructor (CFI) in both Helicopters and Airplanes, (CFII) Certified Flight Instructor Instrument in both Helicopters and Airplanes, (MEI) Multi Engine Instructor in Airplanes, (AGI) Advanced Ground Instructor and (IGI) Instrument ground instructor.


Helicopter Puzzles

Mystery Object

Mystery Helicopter

On a heliport, what is the purpose of this marking, and what do these numbers equate to?

Submit your entries to, or let us know what this helicopter is at our Fall meeting. Good luck!!!!

SUDOKU Directions; Fill in each column, row, and 3x3 box with the letters of the clue word.




The Pontoon Helipad The Pontoon Helipad seen in the picture above was created by Dover, NH resident and pilot Karl Leinsing. Developed with the concept of mobility and safety in mind, Karl and his partner put a great deal of thought into this floating heliport. The original model was built to be 24’ x 24’ ensuring stability and preventing spray from down wash. Additionally, the Pontoon Helipad can be folded up and removed from the water during the winter months or moved from location to location easily after removing the sides. The original model seen above is capable of holding up to 5000 pounds, and Karl has the ability to build larger versions if needed. Currently in concept phase, Karl is keenly interested to see what the commercial market could be for the Pontoon Helipad. If you are interested in getting more information about the Pontoon Helipad, Karl can be contacted by emailing Also you can speak with him in person at our upcoming meeting on Wednesday, November 16th,2016.


(Continued from page 8)

tity, course completion, and currency. Soon after verification, a temporary certificate with sUAS rating is available in IACRA and within 120 days the ‘hard card’ will arrive. The FAA and DPE can issue temporary certificates with an sUAS rating on the spot. Firsttime pilots or pilots without a current flight review must pass the Remote Pilot Knowledge Test. The test is 60 questions and similar in format and content to the Recreational Pilot and Private Pilot Knowledge Test. The test covers, regulations, airspace, chart reading, loading, aviation weather, crew resource management, radio procedures, aeronautical decisionmaking, and airport operations. The FAA made a concerted effort to ensure first-time remote pilots learned much about the safety culture of operating in the NAS. It is important to note that there is no practical or ‘check ride’ component to becoming a remote pilot or receiving an sUAS rating. Unlike traditional pilot schools, the FAA has not approved any knowledge or skills-based sUAS training programs (though many exist). According to the FAA, as of 10/14/16 8,649 individuals have passed the Remote Pilot Knowledge Test (88% pass rate) and 19,619 existing pilots received the sUAS Rating. (Becoming an sUAS Pilot) (Remote Pilot Knowledge Test Study Guide) (Remote Pilot Knowledge Test Sample Questions) Aviation safety is of elevated importance to helicopter operators considering the popularity and expectations of unmanned aircraft in the airspace from SFC-400ft. (Continued on page 13)


(Continued from page 12)

An sUAS operator can fly in all Class G airspace up to 400’, including at or near airports in uncontrolled airspace. The operator is required to yield way and to not interfere with manned aviation but NOTAMs and radio communication are not required. Frankly, separation of sUAS and helicopters below 400’ relies largely on the remote pilot’s responsibility to see and avoid. As an added safety measure, when my company operates in airspace with known or expected air traffic, we use a twoway NAV/COM to self-declare locations and operations on local frequencies. Line of sight sUAS operations will not require ADS-B out. Routine beyond visual line of sight (BVLOS) operations are not expected for a few years. The FAA and NASA are testing an Unmanned Traffic Management System (UTM) in conjunction with ADS-B technology to develop safety standards for routine BVLOS sUAS operations. The safety and success of aviation (Continued on page 14)

(Picture Above) An AW-109SP (Grand New) demonstration model at a recent charitable event held by long time customer Life Flight of Maine and the Life Flight Foundation. 13

(Continued from page 13)

relies on members of the community helping the FAA identify bad actors. The airspace below 400’ is now shared with the rapidlygrowing ‘drone’ community. On the commercial side that not only means a real estate agent’s 16 year old kid flying a two pound quad-rotor, but also means Yamaha flying their 150 lb. single rotor with a 250cc engine. On the hobby/recreation side that means significantly more widespread activity than the local R/C flying field. Hopefully they are all responsible operators (the FAA is counting on it), but if you encounter an irresponsible operator it is important to notify the FAA. To do so, contact your local FSDO or reach the FAA online using the web form or the hotline email: Local law enforcement has limited authority and is also encouraged to contact the FAA in the event of an sUAS incident or accident. There is no question that unmanned aviation has and will continue to disrupt traditional aviation. While there is some bad, there is also plenty of good; if unmanned operators respect and adopt the current NAS safety culture and if manned operators offer a warm welcome, the disruption can be net-positive. Recreational drones are increasing access to and generating excitement in aviation; if cultivated, that interest could create more traditional pilots. Additionally, commercial sUAS operators are finding ways to solve problems in safer/faster/cheaper/more accurate ways. In short, report the bad and encourage the good. For helicopter operators the sUAS industry is worth paying attention to and, possibly, worth getting involved with. With Part 107, commercial unmanned aviation is here to stay and expected to grow...


—A Quiz— How much do you know about heliports? To take advantage of the helicopter’s unique ability to travel from point to point, and whether you’re flying recreationally or professionally, heliports are critical infrastructure. Most of the answers to this quiz can be found in Advisory Circular, AC 150/5390-2C - Heliport Design. You may also want to refer to pertinent Federal Aviation Regulations (FAR) and the Aeronautical Information Manual (AIM). Have fun! 1. Which of the following statements correctly defines a heliport? A. Any landing or takeoff area intended for use by helicopters or other rotary wing type aircraft capable of vertical takeoff and landing profiles. B. An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters. C. The area of land, water, or a structure used or intended to be used for the landing and takeoff of helicopters, together with appurtenant buildings and facilities. D. A term sometimes used to describe a minimally developed site for boarding and discharging passengers or cargo. 2. A basic heliport consists of a touchdown and liftoff area (TLOF) contained within a final approach and takeoff area (FATO). Which of the following is not part of the design criteria for the TLOF? A. Design the TLOF so the minimum dimension (length, width, or diameter) is at least equal to the rotor diameter of the design helicopter. B. A square or rectangular shape provides the pilot with better alignment cues than a circular shape. C. A circular TLOF may be more recognizable as a heliport in an urban environment. D. An asphalt surface is more desirable for heliports the Portland Cement Concrete Pavement. 3. Which statement correctly describes the standards described in the heliport design guide (AC 150/5390-2C)? A. The standards in the AC are applicable to all helicopter designs and must be followed for construction of all heliports constructed after April 24, 2102. B. Use of the AC is mandatory for all projects funded with federal grant monies through the Airport Improvement Program (AIP). C. The AC provides standards for the design of heliports serving helicopters with single rotors. Apply basic concepts to facilities serving helicopters with tandem (front and rear) or dual (side by side) rotors, however many standards will not apply. D. Federal agencies, states, or other authorities having jurisdiction over the construction of other heliports are exempt from standards described in the AC. Find Additional Questions and the Answers on

NEHC is LinkedIN


We’re pleased to announce that NEHC now has a LinkedIn Group.


You can find our group by clicking: NEHC LinkedIn Group

NEHC is seeking a selfmotivated, well-organized and creative person to head up the organization’s efforts to be better connected through social media. Energy, enthusiasm and a passion for helicopters are a must.

When it comes to connecting with professional people who mean business no matter what the industry or profession is, few can com- Please consider making a 2-year commitment to pare to the power of LinkedIn.

help our organization.

Email your interest to: 15

What do YOU want to see in the Newsletter? Please send any comments and/or submissions to We look forward to hearing from you and continuing to improve and expand our newsletter!

70 E Falmouth Hwy Ste. 3 East Falmouth, MA 02536 THE NEHC ORGANIZATION Board of Directors


Industry Members Director Designees

Affiliate & Operator Member Director Designees

Paul M. Montrone Chairman

Greg Harville President

Leonardo Helicopters Philip Coghlan

Aero Club of New England Deirdre O’Connor

Bill Carroll Vice President

Airbus Helicopters Scott Dodge

Boston MedFlight Rick Kenin

Fred Bedard Vice President

Bell Helicopter Textron Ron Orndoff

Friends of Flying Santa Brian Tague

Christian Valle Treasurer

Bose Corporation

Fred Bedard Chris Donovan Greg Harville Bob Jesurum Rob Smith Christian Valle Wes Verkaart Kurt West


General Electric Company Alex Dadurian

Operator Members Aerial Productions, LLC Avlite Systems Boston Executive Helicopters, LLC Boston Helicopters Brady Sullivan Properties Conklin & de Decker Helio Helicopter, LLC Heliops LLC

JBI Helicopter Services Mass Mutual Financial Group Massachusetts State Police Air Wing Maine Helicopters, Inc. Media Wing, LLC Port City Air, Inc./NH Helicopters Sharkey’s Helicopters, Inc. Survival Systems USA, Inc.

Textron Inc. Tuckamore Aviation United Technologies Corporation Affiliate Members EAA-106 Helicopter Association International New England Air Museum Tewksbury Country Club