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November 2010

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, A couple months ago, the NEHC cosponsored a Safety Management System seminar. Please take time to read about this seminar in the article starting on page 5. Let’s talk about aviation safety and your role in preventing helicopter accidents. Helicopter accidents continue to occur, the accident rate is fairly constant and pilot decision making is still the leading cause of these accidents. Considering how much emphasis has been placed on accident prevention some of our peers seem to have concluded that helicopter operations are as safe as they can be. How many times have you heard comments such as, “that accident was just ‘bad luck,’ ” or, “I always knew that guy would have an accident,” or, “What! Another safety program. That’ll never work!” Consider, for a moment, that “Everyone is affected by every helicopter accident.” When you are the accident, it’s easy to understand the direct and immediate effect of an accident on you and your business. Have you thought about how you are affected by someone else’s accident? Every time a helicopter crashes, the public as a whole loses a little more confidence in the industry. Everyone’s insurance rates are affected and the entire industry is subject to additional enforcement and legislation. For example, as a result of the number of accidents occurring during EMS helicopter flights, air ambulance operations have come under intense scrutiny and are now subject to additional rulemaking. These proposed new rules were published in the Federal Register on Oct. 12 and are available on the FAA’s website. If the new rules are adopted as written, helicopter air ambulance operators will be required to install additional equipment in their aircraft; change some of their operating rules and practices; hire instrument rated, and presumably instrument current pilots; establish operations control centers and institute preflight risk-analysis procedures. The proposed rules extend beyond air ambulance operators and require equipment and operating rule changes that will affect most all commercial helicopter operations. These new rules even affect operation of FAR Part 91 general aviation by revising helicopter VFR weather minimums. Another example of the unintended consequence of someone else’s accident is the pending legislation that will increase flight experience requirements for new entrants into the commuter airline industry. Refer to the “Best and Brightest” article on page 2. SMS promotes development of a culture of safety within an organization. It gives employees ownership of the organization’s processes and procedures, modifies the organization’s attitude and behavior about risk tolerance and lets managers identify hazards, assess risk and build a case to justify controls to reduce risk to acceptable levels. Here is what HAI’s President, Matt Zuccaro recently said about helicopter safety, “Bottom line; do we as an industry actually have the collective will to stop accidents? I believe we do. And I think we can — share the vision of No Accidents. Imagine what that would be like; let’s change the way we do business.” Whether you operate helicopters as an owner-operator or are part of a larger organization, you can apply safety risk management procedures to identify and mitigate hazards that may be encountered during every flight. We too can share Matt’s vision and, “change the way we do business.” Speaking of risk management, have you heard about the Grand Adventure? Adventurer Scott Kasprowicz and his co-pilot Steve Sheik set a magnificent new world record for circling the globe in a helicopter when their AgustaWestland Grand touched down at La Guardia airport in New York on August 18, 2008. It marked the end of an extraordinary round-the-world odyssey which saw the duo complete almost 21,000 nautical miles in 11 days, seven hours and two minutes. We plan to start the evening with a short business meeting followed immediately by the feature presentation. 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!

Important Notice Electronic Newsletter Delivery This edition is the 1st one that is being delivered to the email address associated with your member account. Printed copies will still be mailed to members who request such delivery service. As always, an electronic copy of the NEHC newsletter is available online at www.nehc.org.

W. Gregory Harville President

The “Best and Brightest” The regional airline accident near Buffalo, NY in early 2009 produced a great deal of public scrutiny and anxiety. Among other issues, the flight crew appeared to lack the training, qualifications and experience their duties required, and the pay levels did not reflect the responsibilities assumed. In view of this exposure, more stringent regulation and tighter oversight of this industry segment appear to be inevitable. One initiative is to greatly increase flight time requirements for new entrants. On its surface a policy that would require more flying experience may seem desirable, but there are potential drawbacks to consider. This forum has made extensive presentations on the professional pilot’s need to develop and hone cockpit leadership and management skills. These attributes have never been more important than in this digital display and communications era. But we must add the fact that the pilot’s responsibilities outside the cockpit are expanding, most notably in the business aircraft sector. Personal initiative, diplomacy and sound judgment are qualities in demand on an everyday basis. Services are sought, prices negotiated, security issues considered, passenger needs accommodated, and the list goes on. Ramp inspections, visa compliance, certification inquiries and any number unanticipated requests must be handled smoothly to forestall delays and inconveniences. Add possible flight department duties to the mix, and the scope of the pilot’s non-flying job requirements is even more demanding. It’s great to be considered a “good stick,” but the reputation as a knowledgeable and proficient problem solver advances careers. The “best and brightest” achieve well-rounded educations, and aviation colleges also provide the required airman training. The dilemma the fledgling pilot faces is: Do I invest my limited resources in education or building flight time? There are no easy solutions, but let’s hope those leaders in regulatory, political and industry positions consider the full consequences of their decisions. Cockpit Concepts: November 5, 2010 Contributed by: Bob Jenney (rmj@aviation.org) Aviation Safety Connection

For More Information Visit http://aviation.org


Bell Helicopter — ‘In the News’ Bell’s new 429 light twin helicopter has been approved to conduct LPV instrument approaches. LPV (Localizer Performance with Vertical Guidance) is a precision instrument approach, similar to the Instrument Landing System (ILS). The big difference is that LPV approaches are based on Global Positioning Satellite (GPS) navigation and can only be accomplished with a Wide Area Augmentation System (WAAS) certified GPS. The capability allows properly equipped 429’s to be flown to point-in-space approaches when the cloud ceiling is as low as 250 feet AGL. This certification allows the helicopter to conduct steep (9 degrees) approaches at low airspeed (Vmini is just 45 knots). “The 429 is the only helicopter in its class capable of performing fully coupled four-axis autopilot LPV approaches,” said Larry Roberts, Bell senior vice president for commercial business. “This is a significant development and capability.” Roberts said, “WAAS-enabled EMS 429s will be able to fly more missions “and save more lives.” The Bell-led team that worked on the project included the FAA Global Satellite Systems Program Office, FAA Flight Standards Organization, Hickok and Associates, Air Methods and Mercy Medical Center’s Mercy One in Des Moines, Iowa.

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LINE UP AND WAIT PHRASEOLOGY CHANGE Since September 30, 2010, the words "Position and Hold" are no longer be used to instruct a pilot to enter a runway and await takeoff clearance. The new phraseology is "Line Up and Wait". Why the change? Analysis by the National Transportation Safety Board (NTSB) revealed that differences between FAA and International Civil Aviation Organization (ICAO) air traffic control phraseology contribute to runway incursion risks. NTSB recommended that the FAA adopt the international standard terminology: "Line Up and Wait" to replace "Position and Hold". Exercise caution. Be aware the phrase "Traffic Holding in Position" will continue to be used to advise other aircraft that traffic has been authorized to "Line Up and Wait" on an active runway. REMEMBER: Never cross a hold line without explicit ATC instructions. You may not enter a runway unless you have been: Instructed to cross or taxi onto that specific runway, Cleared to take off from that runway, or Instructed to "Line Up and Wait" on that specific runway If in doubt ASK!

Robinson R66 — ‘In-the-News’ On October 25, 2010, nearly 4 years after Robinson Helicopter publicly announced plans to develop a five-place turbine helicopter, the Federal Aviation Administration (FAA) presented Frank Robinson with the Type Certificate for the much-anticipated R66. Preliminary design of the R66 began in 2001 but engineering began in earnest in 2005 when Robinson reached an agreement with Rolls-Royce to develop the RR300 turbine engine, a derivative of the Rolls-Royce model 250 series engine. The concept of the R66 is the same that launched the R22 in 1979 and the R44 in 1992: a helicopter designed to perform as well or better than its competitors but for less money. The first production ship has been delivered to Helistream Inc., Robinson’s longtime dealer in Costa Mesa, California. 4

SMS SEMINAR This past September, the New England Helicopter Council cosponsored a Safety Management System (SMS) seminar. Our partners in this project included the FAA, the IBAC, the U.S. Safety Implementation Team for IHST, HAI, Aviation Safety Connection, Inc., and JBI Helicopter Services. For those of you who may not yet have heard about SMS, here is a short background of SMS and what such a system is intended to produce. SMS is based on an international initiative to standardize safety management. The United States is a member of the International Civil Aviation Organization (ICAO). ICAO happens to be a specialized agency of the United Nations, created to develop international air transport standards thereby ensuring safe and orderly growth for worldwide aviation. ICAO’s Air Navigation Commission approved a revision to the ICAO standards that requires, in part, that a SMS be incorporated into national safety regulations for operators of various commercial and noncommercial aviation operations. Often times you will see the reference, “Annex 6 Part II of the ICAO Standard”, as the source document that generated the requirement to implement SMS. ICAO’s compliance date for member countries to implement these standards is November 2010. However, ICAO Annexes specify standards that member countries agree to adopt as their own aviation law but it is up to each individual country to develop specific regulations. Currently, the FAA and the European Aviation Safety Agency (EASA) are working on SMS regulations, but have not released a specific date for compliance. Other countries may move more quickly in developing SMS requirements which means that an SMS will likely be necessary to operate into many counties, in the near future. From a structural point of view, SMS is very similar to the tenets contained in a Quality Management System (QMS); if you are familiar with ISO-9000 you will be right at home with SMS. The FAA acknowledges that QMS is the foundation for SMS. QMS processes, such as management review, analysis of data, corrective action and internal audit, are foundational parts of SMS. Depending on the maturity of a company’s QMS, one approach to establishing a SMS is to add processes for identifying new hazards and establishing processes that measure the effectiveness of safety risk controls. To quote the FAA, “Safety management and quality management are highly complementary and work closely together to achieve the overall safety goals of AVS [aviation safety].” the purpose of a safety management system is to provide a systematic way to control risk and to provide assurance that those risk controls are effective and, SMS will give certificate holders a formal means of meeting statutory safety requirements and provide the FAA a means of evaluating management capability. For more information visit: www.faa.gov/about/initiatives/sms/explained/ Like most aviation subject matter, SMS, and the organizations that are involved in creating and promoting the standards, make frequent use of acronyms. Let’s take a few minutes to understand the organizations and concepts behind these acronyms and how each relates to SMS. (Continued on page 6)


(Continued from page 5)

IBAC is the International Business Aviation Council. It is a non-profit, non-governmental association which represents, promotes and protects the interests of business aviation in international policy and regulatory forums. IBAC, through its Members, researches the requirements of the business aviation community and develops policy position papers representing the needs and goals of that community. IBAC promulgated IS-BAO, which will be described next, and the IS-BAO Standards Board was established, and operates, by authority of IBAC’s Governing Board. IS-BAO stands for the International Standard for Business Aircraft Operations and is a code of best practices designed to help flight departments achieve a high level of safety and professionalism. To quote IBAC, IS-BAO is a safety standard that “was developed by the industry for the benefit of the industry.” IS-BAO is a voluntary standard but, being acknowledged as ‘IS-BAO Compliant’ is not simply a matter of creating a safety policy statement and writing a safety manual. In order to be awarded a ‘Certificate of Registration’, a company needs to demonstrate compliance through successful completion of a third party industry audit administered by an IBAC Accredited Auditor. Companies arrange for an audit directly with an accredited auditor and audits are conducted in accordance with the IBAC Audit Procedures Manual. Are IS-BAO and SMS synonymous? The short answer to that question is no. According to information published by IBAC, SMS is the core of IS-BAO and IS-BAO requires that organizations implement SMS as part of the accreditation process. For its part, the FAA does not acknowledge that ISBAO accreditation will be accepted as sole evidence that an operator is ‘SMS Compliant’. But, the situation is not quite that black and white. A number of ICAO member countries, have recognized IS-BAO as the preferred means of compliance for meeting the SMS standards contained in Annex 6, Part II. Furthermore, it is likely that new FAA regulations pertaining to SMS will be based on ICAO standards. Since ICAO was closely involved in the development of IS-BAO, and the SMS, which is at its core, it’s reasonable to assume that IS-BAO standards will be taken into consideration as FAA develops SMS guidance. For more information please visit www.ibac.org. IHST stands for International Helicopter Safety Team. The IHST is an all-volunteer effort lead by an Executive Committee which is co-chaired by a senior representative of the US FAA’s Rotorcraft Directorate and by the President of Helicopter Association International (HAI). Other members represent the American Helicopter Society International, the Helicopter Association of Canada, the European Helicopter Association, the European Helicopter Safety Team the National Aeronautical and Space Administration, helicopter manufacturers, and the International Association of Oil & Gas Producers, and a number of international partners. The IHST was created in 2005 to lead a government and industry cooperative effort to address the unacceptably high helicopter accident rates. Part of the impetus to create this team was recognition that helicopter accident rates had remained unacceptably high and had not shown significant improvement in the preceding 20 years. At its inception, the IHST’s stated goal was to reduce the worldwide civil and military helicopter accident rates 80% by 2016. The plan was to adopt methods that had been successfully used (Continued on page 7)


(Continued from page 6)

by the Commercial Aviation Safety Team (CAST) to substantially reduce the worldwide fatal accident rate in the commercial air carrier community. The process evaluated real accident data, used a broad spectrum of industry experts to analyze it and created objective success measurements to ensure that the actions taken were having the desired effect. As a result of the analysis, the IHST determined that safety management problems required intervention. The solution was to create a system to proactively improve safety through a continuous improvement program. Their recommended SMS required a change in management attitude toward how organizations assess and manage risk. The key concept is to create proactive behavior throughout an organization thus promoting a positive and systemic safety culture; a culture that employs safety-driven decision making. There is one final set of acronyms that requires some explanation; JHSAT (Joint Helicopter Safety Analysis Team) and JHSIT (Joint Helicopter Safety Implementation Team.). To reach the accident reduction goal described above, the IHST Executive Committee formed the JHSAT to analyze helicopter accidents and provide recommendations to reduce the accident rate and the JHSIT to develop strategies and action plans to reduce helicopter accidents. JHSAT recommended that the helicopter industry implement SMS. Based on this recommendation the JHSIT prepared a number of toolkits to help organizations understand the fundamentals of a safety management system. These toolkits are provided, free of charge, to all interested users and can be downloaded from the IHST website. For more information about the IHST and the JHSIT Toolkits please visit, www.ihst.org In summary, safety management systems are based on the combined efforts of Standards Regulation Research and Development - Aviation Safety Research and Development - Helicopter Safety Resources


When implemented, SMS is designed to create – •

A structured means of safety risk management decision making,

A means of demonstrating safety management capability before system failures occur,

Increased confidence in risk controls though structured safety assurance processes,

An effective interface for knowledge sharing between regulator and certificate holder,

A safety promotion framework to support a sound safety culture.

As a member of the aviation community, you will be afforded the opportunity to work in an SMS environment in the not too distant future. Air carriers, air taxis, air tour operators, flight schools and flight simulator facilities as well as FAA approved repair stations and airports are all required to implement SMS programs tailored to their individual requirements. During the seminar, our panel members described the evolution of safety management, how SMS addresses the organization's role in safety, the four SMS components or "pillars", each ma-

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New NTSB Requirements for Reporting Accidents & Incidents The National Transportation Safety Board (NTSB)’s has changed the rules that describe when a pilot must report an accident or incident to the NTSB in accordance with 49 CFR Part 830. This change was effective March 8, 2010, and specifies the sort of accidents and incidents that must be reported immediately. If you are not already familiar with these requirements the changes are summarized below. In addition to the incidents that were previously included in the regulation, the following incidents to be reported immediately: A complete loss of information, excluding flickering, from more than 50 percent of an aircraft's •

Electronic Flight Instrument System (EFIS) displays;

Engine Indication and Crew Alerting System (EICAS) displays;

Electronic Centralized Aircraft Monitor (ECAM) displays; or

Other displays of this type, which generally include a primary flight display (PFD), primary navigation display (PND), and other integrated displays;

Airborne Collision and Avoidance System (ACAS)

Failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path must also be reported to the NTSB immediately. In addition, release of all or a portion of a propeller blade from an aircraft, excluding release caused solely by ground contact; and damage to helicopter tail or main rotor blades (including ground damage) that requires major repair or replacement of the blade(s) must be reported immediately. (Continued on page 11)

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 April 21. Identify yourself as a military aviator and be our complimentary guest

Open Invitation to All Helicopter Flight Schools and Flight Instructors

Join the New England Helicopter Council and help grow the New England Helicopter community.

Join us at the membership meeting on November 16. Identify yourself as a CFI-H and be our complimentary guest. 8

NEHC Fall Membership Meeting Tuesday November 16, 2010 7:00 PM At the Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033

Heavy hors d’oeuvres and Non-alcoholic beverages will be served. Cash bar. Free admission for members and $10 fee for non members, which is waived if you join NEHC on the night of the meeting

Any members interested in flying into this meeting should contact Marc Ginsburg 978.640.0033 to make arrangements. Happy Flying!

The New England Helicopter Council presents The Grand Adventure Adventurer Scott Kasprowicz and his co-pilot Steve Sheik set a magnificent new world record for circling the globe in a helicopter when their AgustaWestland Grand touched down at La Guardia airport in New York on August 18, 2008. It marked the end of an extraordinary round-the-world odyssey which saw the duo complete almost 21,000 nautical miles in an eye-watering 11 days, seven hours and two minutes. Please join us to hear Scott and Steve tell their personal account of this adventure.

Special Guests: Scott Kasprowicz

Steve Sheik

Entrepreneur Scott Kasprowicz, founder and CEO of Texel, a communications services company. A pilot for more than 30 years with a lifelong passion for aviation, he was most recently deputy secretary of transportation for Virginia.

Director of flight operations and co-pilot Steve Sheik began his aviation career in 1992 and has flown in several regions of the US, including Alaska. He holds an airline transport pilot license and is a certified flight instructor.


Helicopter Puzzles Mystery Helicopter Can you identify this aircraft? The first person to correctly identify this aircraft will win a coveted NEHC ball cap, as well as important bragging rights. Please tell us who built the aircraft and something about its history. Answers can be submitted on line at info@nehc.org or drop us a note addressed to: New England Helicopter Council P.O. Box 80047 Stoneham, MA 02180-0001

An Army sergeant was asked by the base commander to go photograph post fire department during their monthly crash training exercise. The photographer put on his flight suit and rushed out to a waiting helicopter and told the pilot to take off and head for the smoke. About halfway to the training site the photographer starts telling the pilot about himself and describing their mission together. To which the young pilot replies, "So you are not my flight instructor?" Sikorsky S-92 pilot: "Do you know it costs us a thousand dollars to make a 360 in this helicopter?" Controller: "Roger, give me two thousand dollars worth."

H-E-L-I-C-O-P-T-R Sudoku P













Fill the grid so that every row, every column, and every 3 x 3 box contains the letters HELICOPTR





C—O—P—T—E—R Sudoku



Fill the grid so that every row, every column, and every 2 x 3 box contains the letters COPTER











American Eurocopter — ‘In the News’ American Eurocopter highlighted the multi-mission functionality of its AS350 B3 helicopter during the International Association of Chiefs of Police Annual Conference in Orlando. On display at the American Eurocopter booth was the AS350B3 currently in service with the Seminole County Sheriff’s Office (SCSO) in Sanford, Florida. “The Seminole County Sheriff’s Office AS350B3 demonstrates the true multi-role capabilities that Law Enforcement agencies are looking for in a helicopter,” says Ed Van Winkle, American Eurocopter’s Law Enforcement Market Manager. “The AS350 family of helicopters is one of the leading platforms in the Law Enforcement market because it is such a versatile and powerful aircraft.” The Seminole County AS350B3 displayed at IACP is equipped with a full complement of LE equipment including infrared imager with daytime color camera, searchlight, moving map system and tactical radios. In addition to the standard LE equipment package, the SCSO helicopter also has a rescue hoist, tactical platforms for SWAT personnel and a cargo swing for firefighting operations. The helicopter is also equipped with a dual channel FADEC, a vehicle and engine multifunction display (VEMD) that incorporates a first limit indicator (FLI), dual hydraulics, and powered by an ARRIEL 2B1 847 SHP turbine engine. The AS350 B3 is designed to maximize aircraft availability and ensure the safety of its crew. (Continued on page 13)

(Continued from page 8)

And for those of you operating as an Air Carrier Any event in which an aircraft operated by an air carrier: •

Lands or departs on a taxiway, incorrect runway, or other area not designated as a runway, or

Experiences a runway incursion that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision.

All aircraft accident/incident reporting to the NTSB should be completed using NTSB Form 6120.1 – Pilot/ Operator Aircraft Accident/Incident Report. To locate your closest NTSB office for filing the accident/ incident report, visit the NTSB website. www.ntsb.gov 11

The Never Ending Value of Training Whether a pilot is upgrading to a Cessna 206, a Piper Matrix, a Robinson R44, an Embraer Phenom or a Gulfstream G550, there is one thing that insurance underwriters are likely to require: training in the new make and model to be flown. This might be in the form of differences training if a similar make and model have been operated or initial training and dual operation if the new aircraft is a different type than the pilot has operated in the past. Training can range from a certified training program offered by an operators group (like Mooney or Baron) and which the underwriters recognize as a quality program to full motion simulator programs for high performance/high value aircraft. Regardless of the make and model, the fundamental reason behind this requirement is always the same: Safety of flight. We have all heard or read the stories about the weekend warrior who got caught in deteriorating conditions and ran out of time, altitude, situational awareness, power or any number of other critical factors resulting in an unfortunate incident. While product failure, poor maintenance or other equipment related issues may be a factor, far more aircraft incidents include, at least as a partial factor, pilot error somewhere in the fault tree that led to the incident. Obviously, insurance carriers have a vested interest in minimizing loss potential. After all, it is there money potentially at risk if an aircraft incident does occur. However, safety of flight is also in the best interest of the operator, his passengers and their respective families and the owners of the property over which he or she is flying. We would never think of handing the keys to a Porsche 911 GT3 to a sixteen year old that had just learned to drive the family Taurus and yet there are some pilots who seem to feel that moving from a Bonanza to a Citation Jet is a reasonable transition with minimal risk. If we agree that some form of initial training in type is a good idea, then we can move on to the matter of recurrent training. Some underwriters, particularly those who insure rotorcraft, will require annual recurrent training of their customers. Failure to comply with this requirement can result in voiding of the insurance on the aircraft or denial of coverage in the event of a claim. Some underwriters limit this requirement to specific makes and models of aircraft or for operators of fleets of multiple types of aircraft. Irrespective of what the underwriter does or does not require, recurrent training makes sense. That is not to say that every pilot needs to go to factory school each year. It might be a ground refresher course with a few hours of in-aircraft training to follow. The goal is to nudge the pilot’s memory and remind him/her of certain procedures which, hopefully, he or she has not had to use in the past year. It is also to get an independent and objective assessment of the pilot’s skills including what he or she does well and what needs work. Contributed by: Darryl A. Abbey Senior Vice President Salem Five Aviation Services

Safe flying is all about being prepared. You would not plan a VFR flight into known IFR conditions or take off without a pre-flight check. Add an annual training regimen to your routine. Your insurance underwriter will appreciate it and so will your family and friends. 12

Interested in experimental and homebuilt aircraft? For More Information Contact Penny Bowman EAA106.Penny@.gmail.com.

Enjoy (true) flying stories? NEHC member

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his memoir, now titled ALTERNATES: Short Hops, Revisited. Available from Amazon.com, on Amazon Kindle and from the author at http://dajarratt.com

(Continued from page 11)

The Seminole County Sheriff’s Office is now operating an all-Eurocopter fleet, which includes an EC120 and its AS350 B3. The department counts on American Eurocopter to keep their helicopters up-to-date and ready for action. “American Eurocopter provides the service and support needed to keep us in the air serving the citizens of Seminole County,” said Farris.

Did you Know? That, the venerable Bell Helicopter 206B3, JetRanger will soon be out of production.? The company is tremendous demand for its 412, 407 and new 429 commercial products, and is taking steps to transform itself into a stronger, more streamlined company. Bell is increasing its production capacity while terminating production of its 206B3, 427, 430 and 210 helicopter models. Like all Bell products, whether they are currently being manufactured or not, each of these models will continue to be supported by Bell's customer support network known around the world for its unparalleled service that keeps the industry's largest installed base flying everyday.


Sikorsky X2 Sets Unofficial Helicopter Speed Record On September 15, 2010, Sikorsky Aircraft Corp.’s X2 Technology TM demonstrator successfully achieved a speed of 250 knots true air speed in level flight accomplishing the program’s ultimate speed milestone. The speed is an unofficial speed record for a helicopter. The demonstrator also reached 260 knots in a very shallow dive during the flight. The X2 Technology demonstrator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating coaxial rotor helicopter. It is designed to demonstrate that a helicopter can cruise comfortably at 250 knots while retaining such desirable attributes as excellent low-speed handling, efficient hovering, and a seamless and simple transition to high speed. “The aerospace industry today has a new horizon,” said Sikorsky President Jeffrey P. Pino. “The X2 Technology demonstrator continues to prove its potential as a game-changer, and Sikorsky Aircraft is proud to be advancing this innovative technology and to continue our company’s pioneering legacy.” Many of us had the privilege of meeting Kevin Bredenbeck, Sikorsky’s Director of Flight Operations and Chief Pilot, at our November 2008 membership meeting. Kevin Bredenbeck manned the X2 for its milestone flight and said that the demonstrator has been performing well, meeting expectations of performance predictions and progressing with every test flight. “I’m proud of what the X2 Technology team has accomplished,” Bredenbeck said. “This was truly a collaborative effort that demanded a tremendous sacrifice from the full team. This dedication enabled the demonstrator to hit this historically high mark.” 14

SMS — A Quiz 1. The NEHC recently co-hosted a SMS Seminar. The acronym SMS stands for:

A. B.

Safety Management System. A concept of safety management more fully described in Advisory Circular, AC No. 120-92. Short Message Service. An integral part of the next generation air transportation system known as automatic dependent surveillance broadcast (ADS-B). C. Single Mobility System. A tool to identify problems faced by handicapped air travelers more fully described in Advisory Circular, AC No. 120-32. D. Safety Management System. A concept of safety management that must be implemented by all aircraft operators, beginning in November 2010. 2. The 2005 International Helicopter Safety Symposium marked the beginning of an international effort to reduce the helicopter accident rate by at least 80 percent by 2016. Regarding this effort -

A. B.

The International Helicopter Safety Team (IHST) was formed to lead efforts toward reaching this objective. IHST formed the Joint Helicopter Safety Analysis Team (JHSAT) to analyze accidents and provide recommendations to reduce the accident rate. C. JHSAT’s foremost recommendation was the need to implement a Safety Management System (SMS) for use by the helicopter industry. D. The Joint Helicopter Safety Implementation Team (JHSIT) prepared toolkit to help organizations unAnswers and 8 derstand the fundamentals of safety management system. The toolkits are available, free of charge, at more ‘SMS’ www.ijst.org. questions are posted on the E. All of the statements above accurately describe IHST’s efforts to reduce helicopter accidents.

NEHC Website. www.nehc.org (Continued from page 7)

jor SMS component and how they work together as a system, and how the industry expects SMS regulations to evolve. NEHC would specifically like to acknowledge the contributions of the following individuals and thank them for co-hosting this SMS seminar. Ms. Katherine Perfetti, IBAC’s Standards Manager. Ms. Sue Gardner, International Helicopter Safety Team (IHST) Program Director, FAA General Aviation and Commercial Division. Mr. Fred Brisbois, Co-Chair of the U.S. Safety Implementation Team for IHST. Mr. Stan Rose, Director of Safety, Helicopter Association International. Mr. Robert M. Jenney, Director, Aviation Safety Connection, Inc. Aviation Safety Connection, Inc. is a nonprofit educational organization, chartered to provide flight safety information with particular emphasis on Cockpit Leadership and Management and SMS implementation. Aviation Safety Connection authors a monthly eNewsletter, SMS Perspectives, to communicate ideas and issues related to safety management. This newsletter is emailed to interested subscribers. For more information about Aviation Safety Connection please visit www.aviation.org/about/flightline.asp. Lastly, we would like to extend special thanks to our host, Mr. Raymond G. Newcomb, President, JBI Helicopter Services. JBI Helicopter Services is a safety conscious company and has been providing reliable service for more than 27 years. They are a vibrant and growing business specializing in vertical lift solutions to complex projects and the transportation of people and property by helicopter. JBI has a long term working relationships with many people and companies from all over New England. You see JBI helicopters all over the country but, most often, you’ll find their distinctive aircraft in New Hampshire as well as in Maine, Vermont, New York or, down in Boston, out on Cape Cod, Nantucket, and Martha’s Vineyard. JBI’s professional and dedicated staff is always prepared to answer your questions and provide a vertical lift solution for your unique requirement. For more information about JBI Helicopter services please visit www.jbihelicopters.com 15

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

Stoneham, MA 02180-0001 P.O. Box 80047 THE NEHC ORGANIZATION Board of Directors


Affiliate Members/ Director Designees

Industry Members/ Director Designees

Paul M. Montrone Chairman

President Greg Harville

Aero Club of New England Deirdre O’Connor

Agusta Aerospace Chris Sirkis

Vice President Bill Carroll

Boston MedFlight Suzanne Wedel

American Eurocopter Scott Dodge

Vice President Wes Verkaart

Friends of Flying Santa Brian Tague

Bell Helicopter Textron Jeanette Eaton

Treasurer Christian Valle


Sikorsky Aircraft Corp. Vaughan Askue

Darryl Abbey Chris Harrington Greg Harville Bob Jesurum Joe Miara Doug Sherman Rob Smith Christian Valle

Helicopter Association International

Secretary Deirdre O’Conner Assistant Secretary Laurie Harville

NEHC Operating Members Aerial Productions, LLC Avtrak, LLC Cannon Aviation Group Inc. Granite State Aviation LLC JBI Helicopter Services Massachusetts State Police Air Wing

NationAir Aviation Insurance New York State Police Air Wing Port City Air Inc./New Hampshire Helicopters Salem Five Aviation Survival Systems USA, Inc. United Technologies

Profile for New England Helicopter Council

NEHC Fall 2010 Newsletter  

New England Helicopter Council Fall 2010 Newsletter

NEHC Fall 2010 Newsletter  

New England Helicopter Council Fall 2010 Newsletter

Profile for nehc