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November 2013

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, There are two common themes in my letters to you; ‘flying-safely’ and ‘flying-neighborly’. An article was published in the Wall Street Journal in September under the headline, “Helicopter Safety Makes Few Gains”. The gist of the story is that in spite of advances in technology and improved pilot training, on a global basis, the helicopter industry’s safety record has failed to improve dramatically and still lags far behind standards for airliners. There’s clearly plenty of work that still needs to be done to improve both the actual and perceived risk associated with helicopter operations. That being said, it’s worth taking a few minutes to talk about the successes of our local helicopter operators. We all know that EMS helicopter flying is demanding. For decades, professionals within the industry have been seeking to make aeromedical flying safer. Nowhere are the results of these efforts more evident than here in New England. Boston MedFlight, Dartmouth Hitchcock’s Advanced Response Team (DHART), and LifeFlight of Maine have all earned enviable safety records. As you will read in the article on page 11, Boston MedFlight is the recipient of the 2013 Vision Zero Aviation Safety Award. DHART is the most recent recipient of the NEHC Safety Award and LifeFlight of Maine just celebrated their 15th year anniversary, a celebration that was highlighted by completing their 16,000th accident free patient transfer (article on page 14). Our colleagues that work for these organizations have safely transported tens of thousands of patients to hospitals by helicopter. Please join me in congratulating all three of these organizations on their outstanding accomplishment. I don’t mean to just single out the EMS community. Helicopter operators in New England have flown 100’s of thousands of accident-free flight hours; these operators include private owners, public use aircraft, corporate flight departments, law enforcement and military aviation, and others. On the whole, New England helicopter operators are doing a great job managing aviation risk, promoting aviation safety and creating a sound, regional ‘safety culture’. This achievement is the result of the professionalism and dedication of many of you, the members of the NEHC. I’d like to thank each of you for your individual contributions to ‘helicopter flight safety’. Notwithstanding the opinion expressed in the Wall Street Journal, collectively we can continue to improve our regional helicopter safety record. Our fall membership meeting will be held in a few days. The evening will start with a short business meeting. We’re pleased to tell you that one of our special guests for the evening is Chairman of the Helicopter Association (HAI) and Chief Pilot for United Technologies, Mr. Anthony Burson. Tony is planning to talk about the work HAI’s doing at the national level and how this activity benefits regional operations, such as the flying we do here in New England. Lindsay Cunningham, Senior Manager of Aviation Safety for American Eurocopter is our guest speaker. The featured presentation is about flight data monitoring. As you will learn, analyzing flight data allows safety managers to identify trends and fully investigate the circumstances behind minor incidents so that operational procedures and training can be improved; all of which can help you become a better pilot. We hope you’ll join us at the Tewksbury Country Club on Tuesday, November 12. It promises to be a great night, and you won’t want to miss it!

W. Gregory Harville President

AgustaWestland Announces the AW-119Kx The latest evolution of the proven and successful AgustaWestland AW119 single engine helicopter, the AW119Kx features the Garmin G1000H glass integrated flight deck system and the very latest avionics, including synthetic vision, moving map, highway in the sky and obstacle/terrain avoidance systems, to improve situational awareness and increase safety. The new aircraft, officially unveiled at the Air Medical Transport Conference in Seattle, WA, in late October 2012, is expected to obtain certification soon. The AW119Kx is provided with state-of-the-art integrated avionics bringing this model to a new digital era while keeping the outstanding performance, cabin space and payload characteristics of the rugged AW119Ke. The first customer for the AW119Kx is Life Flight Network, which is set to receive all of the 15 units ordered for its air medical helicopter transportation requirement during 2013. These helicopters, provided with a customized EMS interior with two stretchers, will be based in the states of Oregon, Washington and Idaho. The launch of the new AW119Kx highlights AgustaWestland’s commitment to the continued enhancement of its product range, both through the development of brand new models and installing the very latest technology into its existing products. With the AW119Kx the company is introducing greater capability into the single-engine market, thanks to an unequalled combination of advanced avionics and best-in-class performance and capacity. The AW119Kx’s new avionics features the Garmin G1000H glass integrated flight deck system with two large 10.4’’ LCD units to provide both primary flight display and multi function display information. With synthetic vision, moving map, highway in the sky and obstacle/terrain avoidance system technology embedded, the pilot is provided with new levels of situational awareness and flight information, thereby reducing workload and increasing safety. The new avionics are also optimized for diagnostics and data analysis for maintenance purposes. The AW119Kx EMS helicopter configuration will include Night Vision Imaging System (NVIS) lighting and operation of Night Vision Goggles (NVGs). The AW119Kx is the top-of-the-range helicopter in the single engine market. The helicopter, with a maximum gross weight of 2,850 kg (6,9283 lb), is powered by a Pratt & Whitney PT6B-37A engine that is rated at 1002 shp (747 kW) for take-off, delivering exceptional performance in hot and high conditions, as well as a class leading maximum speed of 152 knots (282 km/h). The AW119Kx has the most spacious cabin in its category, and with its separate cabin and cockpit areas, provides true cabin class comfort. Critical systems redundancies similar to twin-engine helicopters provide high levels of safety. Almost 220 AW119 helicopters have been ordered to date in nearly 40 countries by more than 100 customers. The new AW119Kx, like the AW119Ke, is perfectly suited to perform many roles including EMS, utility, fire-fighting, VIP/corporate transport, offshore transport, law enforcement and government duties. www.agustawestland.com 2

Aviation Safety Connection—Fire In-Flight It's hard to imagine a situation more terrifying than an in-flight fire. When encountered, there is only one rule — land without delay, without hesitation. Land as soon as possible. Immediately. This resolve must be ingrained. Very likely there is little time to act and save the flight. What forcefully brings this point home is the recently released report by General Civil Aviation Authority (GCAA) of the United Arab Emirates on the crash of the UPS operated 74744AF. The accident occurred on September 10, 2010, the airplane having departed Dubai destined for Bonn, Germany. Soon after reaching a cruising altitude of 32,000 feet, a fire in the forward main cargo deck was detected and the captain declared an emergency and landing clearance "ASAP." Advised that Doha was 100 miles at 10 o'clock, the captain elected to return to Dubai, 180 miles distant. The fire caused severe damage to the flight control system, and the cockpit filled with smoke due to the failure of pressurization PACK 1. The aircraft crashed out of control near the Dubai airport. Lithium battery thermal runaway was the cause ("with reasonable certainty") of the fire. The final GCAA report is over 300 pages long and can be found at the link provided in the first footnote. An online summary of this report from Captain Alan Carter's blog, footnote 2, gives the essential flight details. Before proceeding further, let me say it's impossible to know how any of us might have reacted in this or similar situations. We are not in a position to judge the decisions and actions by others but, instead, should honor their memories by learning what we can by their mistakes. In this case, the aircraft remained airborne for nearly 30 minutes after the fire was detected; proceeding to Doha may have, however slightly, increased the possibility of survival. Also, the captain lost his supply of oxygen due to the heat in the cockpit and left his seat in search of a supplemental bottle. He succumbed without returning. Doubts are raised whether he or his FO knew the exact location (behind the captain's seat) of this portable oxygen source. The FO had to deal with "cascading problems." The cockpit was filled with smoke and fumes-he was not able to clearly view the flight instruments and the fire severely compromised the flight controls. The airplane crashed despite his heroic efforts to land. (Continued on page 4)

NAFA is commi ed to providing superior helicopter flight training to our students. Our North  Andover, MA helicopter school has a great  environment to con nue 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  specifically to each persons needs.  

Contact us today to schedule an introductory  flight or to con nue your helicopter flight  training.  NAFA can accommodate your training  needs and schedule at either of our two facili es  located at: 

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(Continued from page 3)

Wikipedia provides a compilation of in-flight fire accidents, including this UPS flight, and can be found as reference 3. One that immediately comes to mind is Swissair Flight 111 (1998) that has been discussed previously in this forum. An additional concern is that many aircraft do not have a fuel dump feature that would allow a rapid weight reduction to facilitate landing. A review of this and other accidents supports the opening paragraph's rule (see also footnote 4) that all pilots flying all types of aircraft should embrace. Footnote 1—GCAA: www.gcaa.gov.ae/en/ePublication/admin/iradmin/Lists/Incidents%20Investigation%20Reports/Attachments/40/2010-2010%20%20Final%20Report%20-%20Boeing%20747-44AF%20-%20N571UP%20-%20Report%2013%202010.pdf Footnote 2—Captain Carter: pilotisnotafourletterword.blogspot.com/2013/08/ups-b744f-uae-final-report.html?m=1 Footnote 3—Wikipedia: en.wikipedia.org/wiki/Category:Airliner_accidents_and_incidents_caused_by_in-flight_fires Footnote 4—Skybrary: www.skybrary.aero/index.php/In-Flight_Fire:_Guidance_for_Flight_Crews

Aviation Safety Connection rmj@aviation.org http://aviation.org<http://aviation.org/

BELL HELICOPTER UNVEILS THE BELL 429WLG Bell Helicopter displayed the Bell 429WLG for the first time at the National Business Aviation Association (NBAA) 2013 conference. The aircraft is an upgrade to the Bell 429 and features wheeled landing gear in place of traditional skids. "Offering a wheeled landing gear option for the Bell 429 builds on our ongoing efforts to innovate our current products as we introduce new ones," said Danny Maldonado, Bell Helicopter's executive vice president of Sales and Marketing. The Bell 429WLG can land in a larger number of environments and conditions, providing operators of all mission profiles additional flexibility. Its taxiing capability is ideal for both repositioning in limited spaces and situations that require ground taxi, such as positioning closer to fixed-base operators. These benefits mean that both flight crews and passengers can save time and effort getting where they need to go. The Bell 429WLG also has reduced drag due to the loss of skids and an increased cruise speed.


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Need A Lift? Call JBI Helicopter Services 4

Contributed by:

Bob Jenney

FAA Rethinking Helicopter Certification Standards The General Aviation Manufacturers Association (GAMA) held a meeting at Heli-Expo 2013 to share its experience with the government/industry working group designed to rewrite the certification rules for Part 23 fixed-wing aircraft and encourage the helicopter industry to apply the model for possible revision of the helicopter certification standards under Parts 27 and 29. The 55-member Part 23 Reorganization Aviation Rulemaking Committee (ARC) is making recommendations to the FAA and is co-chaired by GAMA and the FAA. Members included representatives of most major OEMs, as well as aircraft regulators from Brazil, Canada, China, Europe and New Zealand. The initiative already has bipartisan political support. As part of the FAA Modernization and Reform Act of 2012, Congress directed the FAA to review the aircraft certification approval process, including Part 23. The FAA has begun the process that could lead to rewriting the certification regulations for normal- and transport-category helicopters certified under Parts 27 and 29. On February 22, 2013 the agency issued a request for public comment. Specifically, the FAA is seeking comments on whether it should revise the maximum weight and passenger seat capacity for helicopters in both categories and to make airworthiness standards “more efficient and adaptable to future technology.” Under current rules, helicopters with a maximum gross weight greater than 7,000 pounds or with 10 or more passenger seats must be certified under the more stringent rules that pertain to transport category helicopter described in FAR Part 29. Last year the FAA denied Bell Helicopter’s request for an exemption to FAR Part 27 that would allow its 429 light twin to operate at weights between 7,001 and 7,500 pounds.

Manufacturers Weigh-In Bell spokesman Robert Hastings said the current regulations penalize safety innovations. “If you come up with a great new safety device, but it weighs 12 pounds, under the [maximum weight] regulations, you have a penalty, not a benefit. We think moving away from [a maximum] weight is the right thing to do in terms of innovation and stimulating the industry to think about safety innovation. It benefits all stakeholders. Even the FAA knows that weight standards are arbitrary and they need to be looked at often.” (Note: In 1995 the FAA increased the maximum allowable weight under Part 27 from 6,000 to 7,000 pounds.) AgustaWestland and Eurocopter are united in their opposition to granting Bell an exemption under Part 27 for existing models, but said they are open to re-examining weight standards on future production helicopters. “I can understand where they [Bell] are coming from,” said Roberto Garavaglia, senior vice president of marketing for AgustaWestland. “But we are opposed [to the weight exemption]. You cannot change the rules after playing the game.” Garavaglia said any change in the Part 27 and 29 rules had to be “a fair exercise, a level playing field. Regulation cannot be used to alter the competition.” If you want to review the rules for future-production helicopters, that’s another thing, or improve safety by (Continued on page 7)

Interested in experimental and homebuilt aircraft? For More Information Contact Penny Bowman EAA106.Penny@.gmail.com. 5

ConstantContact To support our Social Media outreach NEHC now uses ConstantContact. This provides a safe, secure and reliable means to communicate with our members. Granite State Aviation LLC


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AIRBUS HELICOPTERS As of January 1, 2014, Eurocopter will become Airbus Helicopters. European aerospace EADS has aligned its brand with its aircraft manufacturing division to become simply Airbus Group, and is also applying the Airbus brand to its two other main divisions. Thus, Eurocopter will become Airbus Helicopters, and the defense and space divisions, Cassidian and Astrium, will be merged into one unit–Airbus Defence and Space– representing the third division. According to a company spokesperson, Eurocopter has grown to be the most international company in the EADS group. Eurocopter’s activities will be unchanged and will remain a fully fledged helicopter division continuing to draw on the synergies provided by the civil and military versions of the companies aircraft. 6

New Pilot Training Rules The FAA issued a final rule for pilot training on November 5 that the agency says will significantly advance the way commercial air carrier pilots are trained. The final rule requires ground and flight training that enables pilots to prevent and recover from aircraft stalls and upsets. The new training standards will also impact future simulator standards. The rule will require air carriers to use data to track remedial training for pilots with performance deficiencies, such as failing a proficiency check or unsatisfactory performance during flight training; training for more effective pilot monitoring; enhanced runway safety procedures; and expanded crosswind training, including training for wind gusts. Air carriers will have five years to comply with the rule's new pilot training provisions, which will allow time for the necessary software updates to be made in flight simulation technology. The cost of the rule to the aviation industry is estimated to be $274.1 to $353.7 million. FAA Administrator Michael Huerta has invited segments of the aviation industry to discuss "additional voluntary steps that can be taken to further boost safety during airline operations, including pilot training," at an event that will take place Nov. 21 in Washington, D.C. "While the rule marks a major step toward addressing the greatest known risk areas in pilot training, I'm also calling on the commercial aviation industry to continue to move forward with voluntary initiatives to make air carrier training programs as robust as possible," Huerta said. The final rule stems in part from the tragic crash of Colgan Air 3407 in February 2009, and addresses a congressional mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010 to ensure enhanced pilot training. This rule is one of several rulemakings required by the Act, including the requirements to prevent pilot fatigue that were finalized in December 2011, and the increased qualification requirements for first officers who fly U.S. passenger and cargo planes that were issued in July 2013.

(Continued from page 5)

putting lightweight recorders on existing helicopters, we would be in favor of that. There are a large number of subjects that could be addressed aside from the weight.” Eurocopter was no more sympathetic. “No sir,” said David Shepherd, senior director of FAA relations for American Eurocopter when asked whether the FAA should grant Bell an exemption for the 429. Shepherd said he supported reforms that brought regulations up-to-date with the latest digital cockpit technology, including instrument recalibration standards and other reforms that address items that “have improved over the years, where the regulation does not address those improvements. Some regulations really don’t apply today as design has improved greatly over the years. The [Part 27] regulation was last revised in 1995; that’s a long time ago.” He said Eurocopter planned on submitting formal comments to the FAA directly. Story Based on Report by: Aviation International News 7

Cold, Flu Season a Reminder for Drug-Impairment Awareness As cold and flu season progresses, an open letter to pilots, stressing the contribution of common medications to some fatal loss-of-control aviation accidents, is getting renewed attention. First distributed over the summer, the letter was signed by FAA Administrator Michael Huerta, HAI President Matt Zuccaro and the heads of 10 additional aviation industry groups. Among the conclusions of the Loss-Of-Control Working Group of the General Aviation Joint Steering Committee (GAJSC) was a finding that "medications currently prohibited by the FAA are found to be present as causal or contributory in approximately 12 percent of fatal general aviation accidents... we are concerned that pilots might not be aware of the ubiquitous presence of sedating antihistamines in many over-the-counter treatments for common allergies, coughs and colds and in sleep aids." The GAJSC studied 90 sample cases from the 1,259 fatal loss-of-control accidents recorded in the decade between 2001 and 2010. The cases studied all involved loss of control during approach to landing. Doug Carr, NBAA's vice president of safety, security, operations & regulation, said the biggest news for pilots may be the letter's recommendation to avoid flight for a period of five times a drug's maximum recommended dosage interval, in order to make sure the user's system is clear of its effects. Packaging recommendations for use of an antihistamine every four to six hours, for example, are based on regulating concentrations in the body, not on the time required to be free of the drug. Pilots should assume that their bodies won't be free of the effects of such a medication for 30 hours (six hours maximum dosing interval multiplied by five). "Nowhere on the packaging will you ever find the 'half-life' of the product. You have to go to medical journals to find that," said Carr. "It was important to provide a guideline to pilots based on what information is available on labels, and that's the maximum dosing interval. The consensus is that at five times the maximum dosing interval, most people will have completely passed the medication from their systems." Other specific recommendations in the letter include careful reading of labels to become an educated health care consumer, using the IM SAFE personal readiness checklist found in Chapter 8 of the Aeronautical Information Manual, and consulting doctors, both general practitioners and aviation medical examiners, about the potential effects of medications before use. To read the â&#x20AC;&#x2DC;letter to pilotsâ&#x20AC;&#x2122; please follow this link: www.nbaa.org/admin/personnel/medical/Letter%20to%20impairing_medications_20130715.pdf

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 12. Identify yourself as a CFI-H and be our complimentary guest. 8

NEHC Fall Membership Meeting Heavy hors d’oeuvres will be served. Complimentary beverages provided by American Eurocopter. Free admission for members and $10 fee for nonmembers, which is waived if you join NEHC on the night of the meeting.

Tuesday November 12, 2013 7:00 PM at the Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033

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

Flight Data Monitoring What is flight data monitoring? What type of flight data is monitored? Why monitor flight data? What does this mean for me as a pilot? How is the data used in the event of an accident? Listen to a case study on an inadvertent IMC incident and how the flight data was used to learn from the event. Please join us to learn about flight data monitoring and how the rotorcraft industry is benefiting from this technology.

About our Guest Speaker Lindsay Cunningham is the Senior Manager of Aviation Safety for American Eurocopter. Lindsay earned her pilot certificates at Spartan College of Aeronautics and then attended Embry Riddle Aeronautical University where she earned a bachelor’s degree in Professional Aeronautics and a master’s degree in Aviation Aerospace Safety and Operations. After interning as an Air Safety Investigator with the National Transportation Safety Board, Lindsay joined American Eurocopter as part of the company’s accident investigation team. She’s served as Senior Accident Investigator and then as Manager of Accident Investigation before being promoted to her current position as the corporation’s Senior Aviation Safety Manager. Lindsay also served as Co-Chair of the Global Helicopter Flight Data Monitoring Community.

Please Also Welcome Mr. Anthony Burson, Chief Pilot, United Technologies and Chairman, Helicopter Association International (HAI) This is a great opportunity to learn about HAI’s activities in the New England region as well as the great work they’re doing to support the helicopter industry around the globe. Please join us to meet and talk with Tony

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 70 E. Falmouth Hwy, Suite 3 East Falmouth, MA 02536 Notable Aviation Quotes: 

Prepare for the unknown, unexpected and inconceivable. After 50 years of flying I'm still learning every time I fly. — Gene Cernan


And let's get one thing straight. There's a big difference between a pilot and an aviator. One is a technician; the other is an artist in love with flight. — E. B. Jeppesen


Don't be a show-off. Never be too proud to turn back. There are old pilots and bold pilots, but no old, bold pilots. — E. Hamilton Lee


Great pilots are made not born. A man may possess good eyesight, sensitive hands, and perfect coordination, but the end result is only fashioned by steady coaching, much practice, and experience. — Air Vice-Marshal J. E. 'Johnnie' Johnson, RAF

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



























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 P

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
















Boston MedFlight wins American Eurocopter Vision Zero Aviation Safety Award October 22, 2013 Virginia Beach, Virginia American Eurocopter is pleased to announce that Boston MedFlight has been awarded the 2013 Vision Zero Aviation Safety Award, after being chosen from a record-tying list of 25 nominees. Boston MedFlight Chief Executive Officer Suzanne Wedel was presented the award and $10,000 check by Jennifer Hardcastle, American Eurocopter Sales Manager, Air Medical Specialist. American Eurocopter created the Vision Zero Award in 2007 to promote and increase safety in the air medical industry. It recognizes a program that has demonstrated a commitment to aviation safety, spotlights specific safety initiatives and encourages programs to share their ideas so others in the industry may learn from them. The competition is judged by an industry committee. "Boston MedFlight is committed to safety from top to bottom,” said Anthony DiNota, American Eurocopter Vice President of Commercial Sales, Marketing, Customer Support and Training. “In sharing its best practices, Boston MedFlight sets a great example for the industry.” Boston MedFlight is a not-for-profit organization providing critical care transport service to more than 2,700 patients a year using state-of-the-art air and ground vehicles and medical equipment, and has transported more than 52,000 critical patients since its founding in 1985. Boston MedFlight is financially supported in part by a consortium of Boston hospitals including Beth Israel Deaconess Medical Center, Boston Medical Center, Brigham and Women’s Hospital, Boston Children’s Hospital, Massachusetts General Hospital and Tufts Medical Center. “Boston MedFlight has a long commitment to sharing practices and collaborating to improve safety throughout the community,” said Charles Blathras, Chief Operations Manager and Critical Care Transport Specialist FUTURE HELI-EXPO DATES for Boston MedFlight. ”We have already devel(These are the dates the Expo is scheduled to be open) oped regional best practices in conjunction with the other rotary wing programs in the New EngFebruary 25 – 27, 2014 Anaheim, CA land area and any of our individual or regional March 3 – 5, 2015 Orlando, FL best practices can be adopted by other proMarch 1 – 3, 2016 Louisville, KY grams, or by the industry.” March 7 – 9, 2017 Dallas, TX (Continued on page 12) February 27 – March 1, 2018 Las Vegas, NV

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.

www.neam.org 11

(Continued from page 11)

“We have, in similar fashion, learned much

from the experiences of others,” Blathras said. “The $10,000 award will assist in further development of our adverse events reporting and tracking structure, supporting our belief that data can be the key to good decision-making, and that reporting, communication, and loop closure are the keys to a robust safety system.” Boston MedFlight utilizes a variety of innovative safety initiatives that are representative of the Vision Zero goal, including a GPS approach infrastructure under development within the hospital network. Boston MedFlight requires that its pilots attend IFR and emergency procedures training with Flight Safety, ensuring they have experience with IFR operations. It also requires all crewmembers to be trained using night vision goggles. Boston MedFlight aircraft are equipped with Traffic Alert Collision Avoidance Systems, Ground Proximity Warning Systems and flight data recording systems. Its pilots are ATP-rated, the highest certification level available. All air transport programs and operators that are members of the Association of Air Medical Service (AAMS) are eligible to apply for the Vision Zero Aviation Safety Award. The 2013 Blue Ribbon Committee members that judged the competition included: Chairman Bill Bryant President of Sierra Health Group; Denise Landis, Program Director for University of Michigan Survival Flight; Eileen Frazer, Executive Director of CAMTS; Ed MacDonald, Chairman of AMSAC; Chris Eastlee, President, Air Medical Operators Association; Gerry Pagano, Director of Operations, Health Care District of Palm Beach County's Trauma Hawk Aeromedical Program; Jason Schwebach, Assistant Vice President at Carolinas Healthcare System; and Lindsay Cunningham, Senior Manager of Aviation Safety, American Eurocopter. For more information about the Vision Zero program and the American Eurocopter Vision Zero Aviation Safety Award, visit the Association of Air Medical Services website at www.aams.org.

Football and TFRs! The FAA would like to remind pilots to check for Temporary Flight Restrictions (TFRs) now that the Division I and Professional Football Seasons are in 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.

Airspace.nifc.gov Provides TFR locations on a map and other important information for pilots. 12

New ADS-B Terminal Services Are Available Now FAA Notice Number: NOTC5008 New ADS-B Surface Services Are Available Pilots who use the surface airspace listed below can now receive free traffic and weather information in the cockpit. To receive these services, aircraft must be equipped with an Automatic Dependent Surveillance Broadcast (ADS-B) transmitter/receiver or transceiver and a cockpit display of traffic information (CDTI).

Service Name

Airport ID

Bangor Boston Burlington Manchester Providence


Local ADS-B transmitters—other sites are also available.

The new services include: Flight Information Service - Broadcast (FIS-B) which provides pilots and flight crews with a cockpit display of aviation weather and aeronautical information via Universal Access Transceiver (UAT) equipment on 978 MHz.

The following FIS-B weather products are for advisory use only: Aviation Routine Weather Reports (METARs). Special Aviation Reports (SPECIs). Winds and Temperatures Aloft. Pilot Reports (PIREPS). Status of Special Use Airspace (SUA). Temporary Flight Restrictions (TFRs). TIS-B service status. Airmen’s Meteorological Conditions (AIRMET). Terminal Area Forecasts (TAFs) and their amendments. NEXRAD (regional and CONUS) precipitation maps. Notice to Airmen (NOTAM) Distant and Flight Data Center. Significant Meteorological Conditions (SIGMET) and Convective SIGMET. Traffic Information Service - Broadcast (TIS-B) which enhances a pilot's visual acquisition of other traffic on 978 UAT and 1090 MHz Extended Squitter (1090 ES).

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


TIS-B is an advisory only service. Pilots must continue to exercise vigilance to “see and avoid” other aircraft in accordance with Title 14 of the Code of Federal Regulations Section 91.113b. The following table lists which type of data link is required to receive TIS-B and FIS-B services: If the aircraft is equipped with this data link…Then the pilot can receive these services 978 MHz Universal Access Transceiver (UAT) TIS-B and FIS-B 1090 MHz Extended Squitter (1090 ES) TIS-B (Continued on page 14)

(Continued from page 13)

The FAA encourages users of TIS-B and FIS-B to report any irregularities observed while using the services. Reports should contain the following information: 1. 2. 3. 4. 5.

Time of observation. Location. Type and identity of the aircraft. Description of the condition observed. Type of avionics system and software version used.

You can report issues by contacting the nearest Air Traffic Control (ATC) facility, Flight Service Station (FSS) facility, or by submitting FAA Form 8740-5, Safety Improvement Report, available from FSSs, Flight Standards District Offices, or general aviation fixed-based operators. When the service is not available, as result of a service volume network being out of service, the service condition will be NOTAMed as NOT AVBL. EXAMPLE—!PHL PHL SVC TRAFFIC INFORMATION SERVICE BROADCAST NOT AVBL Additional information about ADS-B services can be found in the Aeronautical Information Manual at the following link: www.faa.gov/air_traffic/publications/ATpubs/AIM/Index.htm For more information about the FAA’s ADS-B program, visit: www.faa.gov/nextgen/implementation/programs/adsb/

Questions? Contact the FAA Flight Standards ADS-B Office at 9-AWA-AVS-ADS-Programs-AFS@faa.gov Contact the FAA Aircraft Certification ADS-B Office at 9-AWA-AVS-ADS-Programs-AIR@faa.gov

CFI’s Corner

LifeFlight of Maine

It’s Time to Revisit Autorotation Training

15 Year Anniversary

During the investigation of a recent accident, the NTSB noted that the pilot did not successfully enter autorotation. What the pilot did not do, the Board explained, is move the cyclic control aft when the engine failed.

LifeFlight of Maine recently celebrated the occasion of its 15th year anniversary. As part of the celebration, AgustaWestland made a contribution in the amount of $15,000 to LifeFlight of Maine, in honor of 15 years and 16,000 patients served throughout the state.

In its investigation of the accident, the NTSB conducted simulator tests, which it said showed that when a loss of engine power occurs at cruise airspeeds, the pilot must simultaneously apply aft cyclic and down collective in order to maintain rotor rpm and execute a successful autorotation. However, pilot autorotation training is often conducted at airspeeds below cruise where less aft cyclic is needed to enter an autorotation.

“Our partnership with AgustaWestland allows patients in the most critical situations access to care that without a helicopter, simply would not be available,” said Thomas Judge, Executive Director of LifeFlight of Maine. “We are incredibly appreciative of their ongoing support and commitment to the air medical transport industry, and look forward to building our program with AgustaWestland by our side.”

Furthermore, FAA guidance on performing autorotations stresses lowering the collective as the initial step in entering an autorotation, does not emphasize the importance of other flight control inputs, and provides minimal information on the critical entry phase of autorotations.

LifeFlight of Maine operates two twin-engine AgustaWestland AW109 Power helicopters. One helicopter, based in Lewiston at Central Maine Medical Center, has been configured to accommodate 3 crew members and 2 patients. The other helicopter, based at Eastern Maine Medical Center, can carry 3 crew members and 1 patient, and has an additional fuel tank to accommodate longer trips.

As a result of this accident, the FAA is directing CFI’s to place renewed emphasis on autorotation training. For the most current information please refer to: Advisory Circular AC 61-40.

For more information please refer to: www.lifeflightmaine.org



Accident and Incident Reporting — A Quiz Test your knowledge about notification and reporting requirements of aircraft accidents or incidents and overdue aircraft. These rules are published in NTSB Part 830. Have fun! 1. Certain events that occur during the operation of an aircraft require ‘immediate’ notification to the nearest National Transportation Safety Board (NTSB) office. Which statement is correct?

A. B. C. D.

The nearest NTSB office is located in Boston, MA. Immediate notification can also be made to the nearest Federal Aviation Administration Flight Standards District Office (FDSO). Immediate notification is required for the failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path. Immediate notification is required for an aircraft accident or serious incident.

2. Which of the following statement(s) correctly describe an aircraft accident (with regard to the rules that pertain to aircraft accident reporting)?

A. B. C. D.

The occurrence takes place from the time the aircraft engines are started until the engines are shut down. An injury occurs that requires hospitalization for more than 24 hours, commencing within 7 days from the date of the injury was received. For purposes of reporting aircraft accidents, unmanned aircraft are excluding from accident reporting requirements. During flight you unexpectedly encounter turbulence. One of your passengers is thrown around the cabin resulting in a broken nose. This is not considered a serious injury so there is no requirement to submit an immediate report to the NTSB.

3. During preflight, you discover that one of the tail rotor blades on your helicopter is damaged.

A. B. C. D.

Report this event to the NTSB if the tail rotor blade requires major repair or if it needs to be replaced. Damage to tail rotor blades are excluded from NTSB reporting requirements. You are only required to report this damage to the NTSB if the tail rotor blade needs to be replaced. You only need to report damage to main or tail rotor blades if the damage occurs while the rotors are in motion.

4. The Control Tower instructs you to hover taxi to the active runway for takeoff. You mistakenly taxi onto the active runway without clearance and force an airplane on short final to execute an immediate go-around to avoid a collision.

A. B. C. D.

This event requires, among other things, an immediate report to the NTSB. This event does not require a report to the NTSB. All runway incursions that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision, requires immediate notification to the NTSB. The NTSB only requires immediate notification of a runway incursion when the incursion is caused by an airplane. The report is required to be made to the NTSB regardless of whether another vehicle or aircraft takes immediate action to avoid a collision.

Help Wanted NEHC Newsletter is seeking a self-motivated, well-organized and creative person to become the editor of the organization’s newsletter. Energy, enthusiasm and a passion for helicopters are a must. Please consider making a 2-year commitment to help our organization.

Answers and 6 more ‘NTSB 830’ questions are posted on the NEHC Website. www.nehc.org

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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

AgustaWestland Philip Coughlan

Aero Club of New England Deirdre O’Connor

Bill Carroll Vice President

American Eurocopter Scott Dodge

Boston MedFlight Suzanne Wedel

Wes Verkaart Vice President

Bell Helicopter Textron

Friends of Flying Santa Brian Tague

Fred Bedard Fredric Boswell Rob Finlay Greg Harville Bob Jesurum Joe Miara Rob Smith Christian Valle

Christian Valle Treasurer Deirdre O’Connor Secretary Operator Members

Aerial Productions, LLC AirSure Limited Boston Executive Helicopters, LLC Cannon Aviation Group, Inc. Conklin & de Decker Granite State Aviation LLC JBI Helicopter Services Mass Mutual Financial Group

Massachusetts State Police Air Wing NationAir Aviation Insurance North Andover Flight Academy Now City Tours, Inc. Port City Air, Inc./NH Helicopters Seacoast Helicopters Sharkey’s Helicopters, Inc. Survival Systems USA, Inc.

United Technologies Corporation Affiliate Members EAA-106 Helicopter Association International New England Air Museum Tewksbury Country Club

Profile for New England Helicopter Council

NEHC Newsletter Fall 2013  

New England Helicopter Council Fall 2013 Newsletter

NEHC Newsletter Fall 2013  

New England Helicopter Council Fall 2013 Newsletter

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