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SERVING MANY INDUSTRIES—SAVING MORE THAN TIME www.nehc.org

November 2011

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, There is a lot of good news in the helicopter world, and the good news can be found in many segments of the industry. Helicopter manufacturers are reporting increased deliveries of new aircraft. Advancement in avionics has created a number of products that contribute to unprecedented pilot situational awareness. Engine technology continues to improve, providing us with increases in airframe power-to-weight ratios and improved engine reliability. The FAA has undertaken a number of initiatives to improve productivity; for example, airspace is being redesigned to improve routing, reduce congestion and improve traffic flow. Operators are beginning to embrace safety management as a tool to control risk and improve their bottom line. A number of new helicopter designs are being tested. In past editions of our newsletter we’ve highlighted Sikorsky’s X2 Technology Demonstrator™ and the Eurocopter X3 Hybrid helicopter as two such examples. In combination with Bell Helicopter’s Tilt-Rotor technology, these innovative designs offer realistic solutions to create aircraft that combine high cruise speed and the ability to hover. The industry also has challenges. Helicopter noise is a real problem! Noise is not our only challenge but it is certainly at, or close to, the top of the list. Perhaps we should spend more time figuring out how to make helicopters quieter instead of faster. Until helicopter noise is reduced to a point where the public perceives it to be acceptable, we will continue to lose infrastructure needed to support our flying activities. This subject is complicated and will not be quickly solved. For all the outreach, communication, and education that responsible helicopter operators undertake, it only takes one inconsiderate flight to enrage an entire community. The old axiom that one bad apple spoils the bunch is certainly true. An article published in the New York Times this past summer reported that a helicopter pilot allegedly gloated: “…They really can’t do anything. I could buzz you as long as I keep my distance. We are legal. They don’t control the air space.” Personally, I find it difficult to believe that a professional helicopter pilot would behave in such a manner or made that statement. Assuming, however, that the New York Times report is accurate, we need to think hard about professionalism in the helicopter industry. Perhaps it’s time that the helicopter industry starts thinking in terms of ‘self-policing ethics’. During the past year I have been privileged to participate in an Army-wide dialogue about the Profession of Arms. There are certain key concepts that differentiate a profession from an occupation. These concepts include: a commitment to self-improvement of skills and knowledge, pride in the profession, conscience and trustworthiness, accountability, leadership and ethically sound decision-making. A self-policing ethic is an absolute necessity in every profession. Vertical magazine has been publishing a series of articles titled, Focus on Professionalism. In the October edition the column’s author, Mr. Tony Kern, described the six domains of a Level III professional, and near the end of his article made the following statement, “… It’s time for us to “go pro” in a big way and remove the stain of unprofessionalism that threatens the public’s confidence in our industry and the lives of those within it”. Speaking of professionals, please join us at our fall membership meeting to spend an evening with some of our colleagues that provide Air Traffic Control. Are you comfortable talking with ATC on the radio? Do you understand what services air traffic controllers can provide and what limitations are associated with these services? The meeting offers a great opportunity to learn more about ATC and how you fit into the system. We plan to start the evening with a short business meeting followed immediately by the featured presentation. Please join us at the Tewksbury Country Club on November 15. It promises to be a great night and you won’t want to miss it!

W. Gregory Harville President


Football and TFRs! FAA Notice Number: NOTC3215 The FAA would like to remind pilots to check for Temporary Flight Restrictions (TFRs) now that the Division I and Professional Football Seasons have gotten into full swing. Blanket NOTAM 9/5151 is in place; however, due to the ever changing times and locations of games it is impossible to publish anything more specific. Blanket NOTAM 9/5151 addresses the requirements for a TFR to be activated for sporting events, but it is incumbent upon the pilot to know if his/her flight route will be affected. Flight Service can only refer pilots to the NOTAM since they have no way of knowing if games were delayed, in overtime, or cancelled. Air Traffic will ensure IFR flights are clear of TFR airspace, but VFR pilots are only advised on a time permitting basis, unless they ask. This web site, Airspace.nifc.gov, gives the TFR locations on a map, among other neat information for pilots.

Updating On-board Navigation Databases NPRM Docket No. FAA–2011–0763; Notice No. 11–05 The FAA has issued a Notice of Proposed Rule Making (NPRM) proposing a rule change that will allow pilots to update onboard navigation databases. Under the current rules, Nav-System updating is classified as preventive maintenance. Pilots operating under FAR Part 91 are permitted to update navigation databases and perform other preventive maintenance permitted under FAR Part 43. Pilots flying under FAR Parts 121, 125, 133, 135, and 137 are considered to be conducting “certificated operations” and are not permitted to perform any such preventative maintenance. As proposed in the NPRM, FAA would allow pilots to update Nav-System databases in self-contained, front-instrument panelmounted and pedestal-mounted navigational systems. According to the FAA, “The effect of this revision would be to ensure that pilots using specified navigation equipment have the most current and accurate navigational data and thereby increase aviation safety.” This rule change actually improves safety. Currently, if the database expires when the aircraft is at a location where qualified personnel are not available to perform the update, it can be flown with an expired navigational database under Minimum Equipment List (MEL) procedures, but doing so imposes more duties on the flight crew and ATC. Alternatively, the aircraft can be re-routed to an authorized repair station, or the operator can transport an authorized mechanic to the aircraft’s location. Each of these options presents safety concerns and increases operational costs. The new rule would not remove the requirement that whoever updates the Nav-System database must make an entry in the aircraft’s documents, and requires that: (Continued on page 3)

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NOTAM Format Changes Several changes are being made in the formatting of notices to airmen to become compatible with systems already in use to originate and disseminate NOTAMs. New keywords ODP, SID, STAR, CHART, DATA, IAP, VFP, ROUTE, and SPECIAL are added. This change also specifies that NOTAMs relating to SIDs, graphic ODPs, and STARs are issued as Flight Data Center (FDC) NOTAMs. The keyword RAMP will no longer be used, and ramp NOTAMs will appear under the keyword APRON. Components of an Instrument Landing System (ILS) in a NOTAM are distinguished by preceding the component with “ILS” followed by “RWY” and the runway number. Friction Measuring Device NOTAMs for reporting the friction measuring device out of service must not contain the name or nomenclature of the device. Wind shear detection systems LLWAS, TDWR, and WSP are described in NOTAMs as a microburst/wind shear detection system. These changes are more fully described in FAA Order JO 7930.91. For complete details please visit: http://www.faa.gov/documentLibrary/media/ Notice/N7930.91.pdf (Continued from page 2)

 the navigation system does not need to be disassembled to access the navigation data;  the pilot has written procedures available to perform and evaluate the accomplishment of the task;  the database is contained in a field-loadable configuration and imaged on a medium, such as a compact disc readonly memory (CD–ROM), synchronous dynamic random-access memory (SDRAM) or other nonvolatile memory that contains database files that are noncorruptible upon loading and where integrity of the load can be assured and verified by the pilot upon completing the loading sequences;  records of when such database uploads have occurred, the revision number of the software and who performed the upload must be maintained; and  the data to be uploaded must not contain system operating software revisions. Comments on the NPRM are due by Dec. 19, 2011. For more information: www.gpo.gov/fdsys/pkg/FR-2011-10-19/pdf/2011-27036.pdf 3


Helicopter Noise—Our On Going Challenge Noise propagated by the helicopters we operate continues to be a significant irritant to the general public. Boston, and other areas where NEHC members operate helicopters, are not immune from noise complaints. Helicopters produce noise from various sources on the vehicle including its engines, gearboxes, drive systems and rotor systems. Typically, the most noticeable noise generated by a helicopter is the modulation of sound created by the aircraft’s main rotor. This modulation attracts attention, much as a flashing light is more conspicuous than a steady one. The resulting modulated sound wave, known as ‘blade-slap’, is generated out in front of the helicopter and produces a sound that is loud and annoying to people on the ground. The helicopter’s tail rotor also contributes to vehicle noise and varies from nearly quiet to a low pitched whine, or drone, and in certain designs, a high pitched fluctuating shrill. Here are a couple samples of the activities of the anti-helicopter noise groups around the country: Due to ongoing noise complaints, Sen. Charles E. Schumer (D-N.Y.) earlier this year won Senate approval for an amendment to an FAA bill requiring the agency to adopt rules to reduce helicopter noise above Long Island. This past July, Rep. Howard L. Berman (D-C.A.) introduced legislation targeting noise from low-flying helicopters above Los Angeles County's residential neighborhoods. Berman's Los Angeles Residential Helicopter Noise Relief Act would require the Federal Aviation Administration to establish rules on flight paths and minimum altitudes for helicopter operations in those areas within a year of the bill's being signed into law. Congress has proven that it will enact legislation to solve problems that it perceives necessary for the greater good. For example, as a result of an airline accident over Buffalo, New York, Congress responded with a wide-sweeping series of aviation safety laws. As you see in the two examples sited above, Congress is starting to react to increasing public pressure to ‘do-something’ to alleviate their concerns about noisy helicopters. The question is; are your flight activities part of the solution or part of the problem? The New England Helicopter Council encourages our members, and all helicopter operators, to voluntarily adopt the Helicopter Association International (HAI) Fly Neighborly Program, a program that addresses noise abatement and public acceptance objectives by dealing with concerns such as: 

Pilot and operator awareness of the public’s concerns about helicopter noise and safety issues,

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Training pilots Neighborly,

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Planning flight operations to minimize helicopter noise, and

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Addressing the communities concerns about helicopter operations.

to

Fly

Do you know how to minimize the noise created by the helicopter you fly? Do you seek out information about noise sensitive areas in your local flying area? Do you comply with published helicopter routes? Do you ‘Fly Neighborly’? For more information about how to Fly Neighborly please visit: www.nehc.org/FlyNeighborly.html 4


A NOTE FROM THE NBAA One of the issues facing the aviation industry today is recruiting qualified candidates to fill current and future personnel demands within the aviation industry. Flight crews, technicians and schedulers/dispatchers are becoming more and more difficult to find. The military, historically the primary source of trained personnel, isn’t “cranking” out trained individuals seeking work in the private sector, as they once were. Youngsters and oldsters alike no longer can go to the airport and “hang on the fence” watching aircraft come and go. Schools are not focusing on math and science as they once were. The bottom line is that one of America’s most productive economic industries is struggling and will struggle more in the future to fill well paying positions unless we make a conscious effort to inform students of the tremendous opportunities available to them in aviation. A few things have been and continue to be tried to encourage students. The Westchester Aviation Association (WAA) just held a very successful Career Fair in conjunction with the Aviation Education Corporation (AEC), which was founded by WAA. The primary audiences were middle and high school aged students with a focus on science technology through engineering and math. NBAA at its annual convention held a class for nearly 100 college students with an aviation interest, from colleges throughout the country. Interestingly most were more interested in being air traffic controllers than they were in flying or maintaining the aircraft. The Long Island Business Aviation Association also has an Aviation Education Council supporting aeronautical education. In Maine, an NBAA member company is sending its technicians to vocational schools to discuss the aviation industry. While these attempts at attracting potential candidates to aviation are commendable, more needs to be done. I am looking for thoughts and ideas that may be presented to all of the regional groups in the northeast during a future (date to be determined) teleconference. Please send me any and all of your ideas that I may log them for further discussion. Thank you for your participation.

Dean Saucier NBAA Eastern Region Representative 860-292-1994 ● www.nbaa.org

SAFETY ALERT Did you know that Restricted Area 4102 A and B are activated on a near daily basis? Unmanned Aerospace System (UAS) activity is on the rise and many local organizations are regularly conducting testing in that airspace. R-4102 can be found on the New York Sectional and Boston Terminal Area Chart. It’s located 15 nm to the west of the Hanscom/Bedford Airport and 5 nm southeast of Fitchburg Airport. R-4102 A includes the airspace from the surface through 1,999 MSL. R-4102 B runs from 2,000 to 3,995 MSL. The New York Sectional deceptively indicates the active hours are 0800 – 2200 Saturdays and 24 hours in advance. In all actuality, this airspace is active on nearly a daily basis and sometimes around the clock due to increased UAS Testing. Best practice is to consider R4102 A and B active at all times and simply avoid the small airspace. If transit is required, R-4102 A and B NOTAMS should be checked prior to flight to determine status. In flight, contact Boston TRACON on 124.4 for advisories. Please be aware of this hazard and know how to avoid it. 5


The iPad is now capable of displaying “in-flight weather”. XM data can be integrated with ForeFlight maps. The combined technologies and products provide very useful, near real time information in the cockpit including such products as current flight rules, XM Radar, AIRMET, SIGMET, and TFRs. Other features include adjustable transparency for overlays, a new world map, ForeFlight global winds and printable navigation logs. To make all this work, you need an iPad, ForeFlight Mobile software v4.2, Baron Mobile Link device and an XM receiver (from Baron or Heads Up Technologies), both of which communicate wirelessly with the iPad. Here are several links to help you research this capability: www.apple.com/ipad/ www.xmwxweather.com/ Do you have similar stories to share with our members about helicopter pilots and crew members who have demonstrated conduct “Above and Beyond the Call of Duty”?

www.foreflight.com/ipad www.baronservices.com/aviation/inflight/ mobilelink www.heads-up.com/

Please send information info@nehc.org.

New Hampshire Guardsmen —In-the-News On Sunday, October 23, 2011, an aircrew assigned to the 238th MEDEVAC Company, New Hampshire Army National Guard, was presented the NH Congressional Law Enforcement Award. Captain Peter Cartmell, Chief Warrant Officer (Ret.) Zachary Lane, Staff Sergeant Matthew Stoher and Sergeant 1st Class Alan Robinson were honored by New Hampshire's congressional delegation for their actions to rescue two hikers lost at Franconia Ridge on February 11, 2008. "With winds gusting up to 65 knots and freezing fog causing ice buildup on the blades, it was the most extreme mission for a NH Army Guard search and rescue crew in the last 20 years," said Col. Frank Leith, the state Army aviation officer at the time, in a story for the Spring 2008 edition of New Hampshire National Guard magazine. U.S. Senators Jeanne Shaheen and Kelly Ayotte along with U.S. Representatives Frank Guinta and Charles Bass were all present at the ceremony honoring these aviators along with select New Hampshire law enforcement personnel who were honored for their conduct, “above and beyond the call of duty”. Specialists in aerial application of dry and liquid materials, power line patrol, rooftop HVAC installation, concrete pouring and construction support, mountaintop radio antenna construction & maintenance, and forest fire fighting.

Speaking about Helicopter Noise

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Pennsylvania State University is developing an acoustic simulation program to predict the noise propagated by maneuvering helicopters. The project is aptly named:

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Helicopters in Vermont On August 28, 2011, Hurricane Irene made its third U.S. landfall close to New York City, NY. Even though Irene was downgraded to a tropical storm, it caused considerable damage along its path. Vermont was hit particularly hard and suffered its worst flooding in centuries. The storm washed out large parts of the roadway along U.S Route 4 and VT Route 100. Immediately after the storm, towns such as Killington, Pittsfield, and Stockbridge were completely isolated from travel. Individual homes were cut off and many Vermonters were left without electrical power and basic necessities such as water, food, and medicine. The damage costs are estimated to be in the $100’s of millions, but fortunately, only 4 fatalities were attributed to the storm. Considering the extent of damage and the isolation of individuals as well as entire communities, the stage was set to have a humanitarian disaster follow the natural disaster. No such calamity occurred. Credit for this achievement is due in no small part to the independence and tenacity of Vermont’s residents. Helicopters also played a huge role in providing relief to flood victims and in helping Vermont residents and businesses recover from the damage caused by Tropical Storm Irene. Within hours after the storm ended, members of the Vermont Army National Guard were airborne over the State using their UH-60 BlackHawk helicopters to search for people needing immediate assistance. These 1st search and rescue helicopter flights were quickly joined by a number of civil and military helicopters. In combination, these helicopters provided medical support, delivered water, food, medicine, fuel and other basic necessities to cut-off residents; conducted aerial surveys to assess the extent of the storm damage; and moved people in and out of the isolated communities and around the state to coordinate relief activities. In short, the helicopter proved that it truly ‘serves many industries and saves more than time’. I had the privilege of flying in Vermont for a couple days shortly after the storm ended. Our helicopter was used to move people in and out of areas isolated by flood water, and we landed in some of the most badly damaged communities including Pittsfield, Stockbridge and Rochester. At each landing site, people walked over to the helicopter to strike up a conversation about their individual experience in the storm. I heard stories about people saving each other, or being saved from the flood water; stories about damaged homes, cars being washed away, washed out driveways, bridges and roads, and concerns about electricity, mail service, food and water supplies. Interestingly, I did not hear a single person complain about their circumstance. The common attitude was, “I will help my neighbor and he will help me. Together, we will rebuild our community and our lives”. A gentleman pulled off the road next to our impromptu heliport. He hadn’t shaved in a couple days and looked tired. We started a conversation and I asked him how he’d fared in the storm. He told me there was no electrical service to the valley but his home was undamaged and his family was unscathed. As we continued our conversation, I learned that he had been up working since the night of the storm. He had become aware that the main highway was washed out and that his community was cut-off. A lifelong resident, he knew about an abandoned road, a path really, that crossed over the hill top east of town; a long forgotten alternate connection to the outside world. He suspected that the path might be impassible because of downed trees. With help, he cleared the path and opened his town up to the rest of the state. 7

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such dedication to neighbor and community was not isolated to this single individual.

(Continued from page 7)

The kitchen in a local elementary school was being used to provide hot meals to everyone in town. Residents of all ages were working in the kitchen. At one of the landing zones, a group of teenagers met a VT Army National Guard helicopter. They helped transport a truck load of food and water to the town’s residents. In stark contrast while putting the helicopter back in its hangar at the end of the night I happened to hear a radio news broadcast in which the residents of a neighboring state were expressing outrage that they had been without electricity for a couple of days. The utility was being criticized for failing to restore electrical service, regulators were being blamed for not making adequate rules penalizing the utility for interruption in electrical service and the state’s politicians were being criticized for lack of leadership. I suppose this sounds like a solicitation to encourage you to move to Vermont. More to the point, the values and principals demonstrated by these people are proof that the indomitable American spirit is alive and well. I’m convinced that these American values are not limited to the State of Vermont. Our challenge, as a country, is to remember that such values are found in communities throughout the country, and our individual challenge is to act like an American in both good and adverse situations. Contributed by: Crusader 26—A member of the NEHC

Granite State Aviation LLC

FAA Aircraft Re-Registration Rules

Agusta A109E Power Elite Luxury Helicopter Charter Service

An FAA final rule went into effect on Oct. 1, 2010, which replaced one-time aircraft registration with a system that requires the re-registration of all civil aircraft over a three year period, and renewal of those registrations every three years thereafter. Under the new rule, all new aircraft registrations issued on or after Oct. 1, 2010 will be valid for three years, and will include an expiration date. For all aircraft registered prior to October 1, the new re-registration requirement will be phased in over a three-year period, using an ’Aircraft ReRegistration Schedule,’ which starts with aircraft registration certificates issued in March of any year.

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Aircraft registration certificates issued in June of any year expire in December 2011. Owners had until October 31, 2011 to re-register. For more detailed information about the re-registration rules and to see the aircraft re-registration schedule: http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/reregistration/

FAA has launched a new “Laser Incident” website. In a continuing effort to combat the growing problem of lasers directed at aircraft, the FAA has created a new website to make it easier for pilots and the public to report laser incidents and obtain information on the subject. The website, which can be found at www.faa.gov/aircraft/safety/ report/laserinfo/, collects a wide array of laser information into one location. It includes links for reporting laser incidents, laser statistics, FAA press releases, and FAA research on the dangers lasers can pose to pilots, as well as downloadable videos.

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

Tuesday November 15, 2011 7:00 PM at the Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033

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

Air Traffic Control Special Guests: Coleman Hartigan Brian Brunelle Brendan Reilly Support Manager Special Projects Manager Operations Manager Boston TRACON Boston TRACON Boston Tower What service can you expect to receive from ATC? Where do you fit into ATC’s priority? How can ATC help you in an emergency? The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic. ATC’s ‘priority of duty’ is to 1) separate aircraft and issue safety alerts as required, 2) provide support to national security and homeland defense activities, and 3) to provide additional services to the extent possible, contingent only upon higher priority duties and other factors including limitations of radar, volume of traffic, frequency congestion, and workload. Sounds simple, right? But, do you really understand the ATC system? Please join us to learn more about air traffic control and how you fit into the ATC system. The evening offers the opportunity to discuss issues that pilots and ATC have to deal with but rarely discuss because communication is normally limited to radio transmissions. This forum will help us better understand each other’s motivations which will surely lead to safer, lower stress, flying. Pilots and ATC work together daily, yet are rarely afforded the opportunity to discuss their interaction. The two professions share a unique relationship requiring the collaboration of individuals with different training, experience and capability, during real time operation in a dynamic, rapidly changing environment. Everyone wants air traffic to flow smoothly and operate efficiently. The challenge is to keep the process, and the air traffic, flowing when things go awry. Air traffic controllers do not try to “catch” pilots violating TFRs, noise restrictions, or ATC procedures; they’d much rather help you keep a clean flying record. Learn how you can help ATC help you.

In addition, Bill Carroll will host, “Back-To-Our-Roots”. This is an interactive discussion to identify and propose solutions to solve local hazards, safety issues, ATC concerns, or other such problems that may affect NEHC members. We look forward to your participation in this discussion. 9


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 online at info@nehc.org or drop us a note addressed to: New England Helicopter Council P.O. Box 80047 Stoneham, MA 02180-0001 Overheard on the radio ATC: “AF1733, Eight mile final for 34. You have a helicopter 3 miles ahead, reduce speed to 130 knots." AF1733: "Roger. Slowing to 130, looking for the traffic." ATC: (a few moments later): "AF33, helicopter traffic at 90 knots now 1 1/2 miles ahead of you; reduce speed to 110 knots." AF1733: "AF33, slowing to 110 knots" ATC: "AF33, you are 3 miles from touchdown, helicopter traffic now 1 mile ahead of you; reduce speed to 90 knots" AF1733 (a little miffed): "Sir, do you know what the stall speed of the C-130 is?" ATC: "No, but if you ask your co-pilot, he can probably tell you." ATC: "N123YZ, say altitude." N123YZ: "ALTITUDE!" ATC: "N123YZ, say airspeed." N123YZ: "AIRSPEED!" ATC: "N123YZ, say cancel IFR." N123YZ: "Eight thousand feet, one hundred fifty knots indicated”

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Cars & Copters Announcement: John Ryan makes a Hole–In-One!!! The Fun Factor at Cars & Copters just keeps going up …. John really did make a hole –in-one this year while dropping hundreds of numbered golf balls. His accurate punch-off of his cargo net release allowed the happy winner to walk off with $1,000. Second closest scored $750, and the Mulligan (furthest) won $500. American Eurocopter gave a bunch of FREE helicopter rides away. What’s the catch you ask …… well, all you had to do was volunteer to sit on the seat of the DUNK TANK for 20 minutes while your buddies tried to bulls-eye the target with softballs to drop you in the murky water tank (filled by the Plymouth Airport fire truck). I know I flew at least one soggy (but happy) guy on one of our dozens of tour flights to the Plymouth waterfront. The EC120B and R44 were operated almost continuously from 9:30AM to 3:30PM and flew nearly 200 people this year. Building on the moderate success of the past 2 years, Cars and Copter 3 on September 18, 2011 was bigger and better than ever with nearly 1000 very special cars and 9 helicopters. Big thanks to all of the helicopter operators and pilots who flew in to support this event. This year we raised $7,000 for Dana Farber’s Jimmy Fund and your support really helped. Special thanks to Boston MedFlight and the Mass State Police Air Wing for taking time from their busy schedules to provide static displays. There was a lot of interest in both of these machines. It is not often people get to see them up close and have a chance to talk to the pilots and crew members. Also big thanks to the Plymouth Municipal Airport management and employees for their terrific cooperation and support of this great event. Daddy’s Concessions provided the masses with sausage & peppers, pulled pork, burgers & dogs, while Plane Jane’s provided sitdown dining ranging from “breakfast-allday” to homemade soups & specialty sandwiches. No one went away hungry from this selection. If you want to see lots of photos of cars &

copters, just Google Cars & Copters 2011 & enjoy. So now you are kicking yourself for missing the year’s most fun helicopter event with lots of cool cars, helicopters and …… hey John, back me up here ……yeah…… girls, girls, girls. Hey, I guess Cars & Copters really are “chick magnets”. If you’re lucky, we’ll do it again in September 2012.

Many Thanks to the Organizers of Cars & Copters: Chris Benvie, Bill Hoffman, Alex Jarvie, Peter Ladas, Sam Lurie, John Ryan, & Wes Verkaart (White Shirt—Big Smile) 11

Contributed by: Wes Verkaart


NEHC MEMBERSHIP EVENT—F1 Kart Racing This past May, the NEHC reserved the Country Road Course at F1 Boston. For one afternoon we parked our helicopters and went Kart racing. 40 miles per may not sound very fast, unless you consider sitting 4” off the ground, a straightaway that’s all of about 100 yards long, followed by hills, tight turns and off–camber corners. The NEHC gang warmed up with 3-practice runs. Tires squealing, bumpers bumping and feet pressing either full right pedal (go) or full left pedal (oops, STOP). The warm up laps gave each driver the chance to drive different cars and start at different spots in the line up. The grand finale was a 15-lap race. The racers all left pit row and after completing the pace lap the green flag dropped and we were OFF. A small fender bender during the 4th lap brought out the yellow ‘caution’ flag. As soon as all Karts were pointing in the right direction we sped off to complete the race. And the checkered flag went to …. everyone who attended! A good part of the rest of the afternoon was spent in the pits, giving the drivers and their crew time to ‘refuel’ and reminisce about the afternoon’s activities. Many thanks to Wes for putting this event together on behalf of the organization. We hope you’ll join us at the next such event.

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 15. Identify yourself as a CFI-H and be our complimentary guest. 12


American Eurocopter Introduces Inadvertent IMC Recovery Course American Eurocopter has introduced a new safety innovation for helicopter operators: an Inadvertent Instrument Meteorological Conditions (IIMC) Training Course in its AS350 Level B Flight & Mission Training Simulator. The course was designed to be non-airframe specific and is applicable to all mission environments, allowing pilots of any helicopter type to benefit from the advantages of this important training and the AS350 Level B simulator. According to Del Livingston, American Eurocopter’s Vice President of Flight Operations and Customer Training, “After attending the IIMC training course in the AS350 Flight & Mission Training Simulator, pilots will come away with a new perspective on the challenges of an IIMC recovery.” The AS350 simulator programming can be customized to accommodate various settings and scenarios, which makes it perfect for IIMC training. In the new IIMC course, the simulator can incorporate inadvertent IMC conditions into customer-specific missions and environments. The IIMC Recovery Course is a two-day program. The cost was just announced at $1990 and American Eurocopter’s Training Center is enrolling now. For more information on the new IIMC course, or on the variety of training programs available from American Eurocopter, visit: www.eurocopterusa.com/training or email training@eurocopterusa.com.

Why we need to re-establish a public use heliport in Boston. Economic - A heliport will help attract and keep businesses that use helicopters. A great majority of the largest U.S. and international corporations own, lease or charter helicopters for the safe, secure, reliable and dependable transportation of their top executives and clients. Emergency/Disaster Relief - A strategically placed facility can provide, in addition to the daily business and private sector benefits, a surveyed and properly equipped landing area for use by rescue helicopters. A public use heliport in Boston will provide a facility that is properly equipped to support helicopter operations responding to a local or regional disaster. Public Service - The State Police, Aeronautics Commission and the National Guard all credit their use of helicopters with the very ability to do their missions effectively. A public use heliport in Boston will provide a secure helicopter landing area for use by these public safety agencies for routine operations. News Gathering/Reporting, Traffic and Safety – TV and radio stations, and national networks, use helicopters to provide up-to-the second-news, traffic reports and, in some cases, lifesaving information to the public. A public use heliport in Boston will provide a central landing area for use by these organizations. Boston Heliport Survey Thanks to all who responded to our Boston Heliport Survey. Here is a snap shot of the collected information. Is a heliport important

Landings per Month

Operating Hours

Fuel Required

Passenger Amenities

YES — 97%

1 to 4—79%

6 AM to 10 PM—100%

Always — 54%

Gnd Transport—49%

NO — 3%

More that 5—21%

10 PM to 6 AM—0%

Sometimes—41%

Restrooms—39%

13


HAI Accreditation Program The Helicopter Association International (HAI) is in the process of developing an accreditation program for helicopter operators, and HAI would like to solicit the input of the rotorcraft community in putting together mission specific criteria for the program. The accreditation program will have many mission categories and HAI’s intent is to adopt the appropriate criteria, standards, and best practices that will allow an operator to “fly to a higher standard of safety.” During the second quarter of the year, an international working group modified the language of the International Standard for Business Aircraft Operations (IS-BAO) standard to include helicopter operations. The revised standard was presented to the IBAC Standards Committee at NBAA and is expected to become part of the change that will be effective in January 2012. In the meantime, HAI’s Technical and Safety Committee has been writing, collecting and reviewing primary background material for the accreditation program. The next phase of the project is to collect mission specific material for the different types of helicopter operations after which “working groups” will be formed to review and edit the criteria applicable to each specific mission. If you, your employer, or associates have any safety related material, safety audits, or best practices relevant to your area of helicopter operation or expertise that could be useful in the development of mission criteria, and would like to share it with HAI, please send it to: HAI’s Director of Safety, Stan Rose at Stan.Rose@rotor.com. For more detailed information about HAI’s accreditation program, how accreditation will help you “fly to a higher standard of safety” or how you can share your unique knowledge with HAI, please contact: Mr. Jose Orozco Operations and Safety Assistant Helicopter Association International 1635 Prince Street Alexandria, Virginia 22314 703.683.4646 Phone 703.683.4745 Fax www.rotor.com It’s that time of year! Are you ready to land in snow? Review Procedures!

HELI-EXPO 2012 Dallas, Texas, February 11—14, 2012 Dallas Convention Center HELI-EXPO® is your one-stop shop for everything helicopter-related, covering ½ million gross square feet of space, complete with helicopters on the show floor! Visit the dazzling displays of nearly 600 exhibiting companies. ● Premier Networking ● E enhanced Education ● Innovative Technologies ● New Business Opportunities ● Regulatory & Legislative Updates

www.rotor.com/heliexpo 14


— A Quiz Test your knowledge about air traffic control. The correct answer(s) for each question is based on how an air traffic controller will respond in each situation. Answers to the questions in this quiz can be found in FAA Order JO 7110.65T, Air Traffic Control, February 11, 2010, http://faa.gov/air_traffic/publications. 1. When it comes to radio communications between ATC and a helicopter, the controller should:

A. B. C.

avoid issuing a frequency change to helicopters known to be single-piloted during air-taxiing, hovering or low level flight. use the phraseology, REMAIN THIS FREQUENCY. know that most light helicopters are equipped with avionics that permit the pilot to change radio frequencies without taking their hands off the flight controls thus no special handling is required. D. know that helicopters fly at low altitude and consequently helicopter pilots seldom contact ATC for radar advisories. 2. ATC will use light signals to control aircraft when radio communications cannot be employed. To obtain acknowledgment from a helicopter that can only receive radio transmissions, ATC will ask the helicopter pilot to:

A. B. C. D.

While hovering, turn the helicopter either left or right 90-degrees. While in flight, turn left or right 90-degrees. Between sunset and sunrise: flash navigation or landing lights. Between sunset and sunrise: flash landing light or search light.

3. While providing radar traffic advisory service to a helicopter that will enter another facility’s airspace, ATC expects the pilot to obtain his/her own authorization through each surface area while remaining in contact with the radar facility.

A. B.

True. False.

Answers and 7 more ‘ATC’ questions are posted on the NEHC Website. www.nehc.org

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

Interested in experimental and homebuilt aircraft? For More Information Contact Penny Bowman EAA106.Penny@.gmail.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 Paul M. Montrone Chairman Darryl Abbey Fredric Boswell Rob Finlay Chris Harrington Greg Harville Bob Jesurum Joe Miara Doug Sherman Rob Smith Christian Valle

Officers

Affiliate Members/ Director Designees

Industry Members/ Director Designees

President Greg Harville

Aero Club of New England Deirdre O’Connor

AgustaWestland 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

AirSure Limited

Sikorsky Aircraft Corp. Vaughan Askue

Helicopter Association International

Secretary Deirdre O’Conner

Tewksbury Country Club

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 Sharkey’s Helicopters Survival Systems USA, Inc. United Technologies

NEHC Fall 2011 Newsletter  

New England Helicopter Council Fall 2011 Newsletter

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