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April 2013

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, Have you heard? Overall, the helicopter industry is doing well. Helicopters support many industries and perform a wide variety of jobs. Helicopters work in agriculture, provide corporate and private VIP transportation, fly for emergency medical services, law enforcement & news gathering, sightseeing flights and other industrial applications such as offshore oil and gas activity, external hoist and loads, utility patrols, and of course national defense. The secret to this success is diversity and based on our diversity, the helicopter segment of the aviation industry has ridden out the last few tough financial years and is growing at a faster pace than our fixed-wing brethren. The Helicopter Association International (HAI) reported that last month’s Heli-Expo was attended in record numbers, 736 exhibitors displayed their products and services at the show and 21,000 people visited the convention. Matt Zuccaro, HAI’s president, optimistically reported that “this convention represents the 6th year of continuous growth.” He went on to acknowledge that the HAI and its members could yet take a hit from U.S. government budget sequestration but that the helicopter industry is, “holding up well.” Honeywell’s 15 annual Turbine-Powered Civil Helicopter Purchase Outlook was released at Heli-Expo. The forecast indicates robust demand for new civil helicopters and predicts delivery of between 4,700 and 5,200 units over the next five years. According to Brian Sill, Honeywell’s vice president of aftermarket helicopter sales, “Supporting the growth numbers is the fact that helicopter usage for corporate, oil and gas, utility and training missions is improving, which shows that helicopters are value-add aircraft in today’s business environment.” Our industry still faces challenges. Within the United States, the number of civil helicopter accidents has decreased during the past five years, but this improvement has leveled off recently. In one 8-day period last fall, the U.S. helicopter community experienced four accidents. Each flight started as a “routine” trip, but each ended with grim results. Unfortunately the helicopter community has experienced additional accidents in the first few months of 2013. These statistics reflect the need for a culture change. Despite repeated reports to the contrary, hazardous missions are not at the root of a stubbornly persistent helicopter accident rate and helicopter fatalities. According to the International Helicopter Safety Team (IHST), “As an industry, we need to focus on the “expected, easy” mission and on conventional risks such as changes in weather. One out of every five rotorcraft accidents occurs during “routine” flying. Many pilots are not evaluating the risk when they feel it is a standard, low-risk flight and the consequences of this mindset are tragic.” During the past several years, the NEHC has hosted seminars to help its members create Safety Management Systems (SMS), to improve aeronautical decision making and to increase pilot training. In this issue you’ll read about simulator training and how training in a helicopter simulator can improve your piloting skills. Please also take a moment to read the Safety Alert on page 6 and the short article about flying with a hazardous attitude, on page 8. Please consider adopting these various tools to make you a better, safer pilot. Our spring membership meeting will be held in a couple weeks. The evening will start with a short business meeting and the annual election of Directors, followed immediately by our featured presentation. Pete Henrikson, American Eurocopter, and Pete Gillon, FLYIT Simulators, Inc., will talk about flight simulation, current technology being incorporated into helicopter simulators, and how simulator training can help make you a better pilot. We hope you’ll join us at the Tewksbury Country Club on April 17. It promises to be a great night, and you won’t want to miss it!

Help Wanted

The NEHC Newsletter is seeking a selfmotivated, 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 your organization. Email your interest to:

W. Gregory Harville President


Boston MedFlight Purchases New Medical Helicopter Boston MedFlight announced that it is purchasing a new helicopter to replace one of the three helicopters in its fleet. The new helicopter is an American Eurocopter EC145 and is expected to be delivered in August. The new helicopter has a twin engine design and is popular in the U.S. market, particularly among air medical service operators – and includes such features as an advanced glass cockpit, night vision capability, and sophisticated avionics that enhance the safety of the mission. Its extra-large cabin is spacious and allows for flexibility in caring for a variety of patients, including those requiring specialized medical equipment. As a flying Intensive Care Unit (ICU), the EC145’s platform and unique design make it the optimal choice for the EMS mission. The total cost of the helicopter is $8 million which includes medical buildout, tooling, parts and training.

“We are excited about this addition to our fleet. This new helicopter will help us continue to provide exceptional care to the the people of Massachusetts and the Islands,” said Suzanne Wedel, Boston MedFlight Medical Director and CEO. Boston MedFlight does not receive any public funding and has applied for tax exempt financing for this purchase through Mass Development. Tax exempt financing provides lower interest rates than conventional corporate financing. This is the fifth helicopter Boston MedFlight has purchased with tax exempt financing. Boston MedFlight is a critical care transport (CCT) service transporting seriously ill and injured patients throughout New England. Using state-of-the-art air and ground vehicles and equipment, Boston MedFlight’s experienced teams provide the highest level of care to more than 2,700 patients a year and have transported more than 49,000 critical patients since its founding in 1985. Boston MedFlight is a not-for-profit organization and receives no public funding. 2

Flying Inside, Inside If you are a VFR helicopter pilot, you need to fly into zero visibility conditions. On purpose. With a Flight Instructor. In a Simulator. Just be sure to do all of these simultaneously. I recently returned from taking American Eurocopter’s relatively new course offering Inadvertent Instrument Meteorological Conditions (IIMC) Emergency Procedures 101. NEHC member and pilot John Ryan, had taken this course last spring and highly recommended that I take it as well. I checked with my insurance broker and he was able to get our insurance underwriter to agree that this course would satisfy their requirement for annual training. Wahoo! For years I have been traveling almost annually to Eurocopter’s, Grand Prairie, TX headquarters, first for turbine transition training and subsequently for recurrent training, but this was my first opportunity to be a student in one of their new, state-of-the-art, full motion simulators. Wahoo! …. I seem to be saying that a lot, don’t I? Well, hey, this is exciting stuff. The expected and the unexpected: This is a 2 day course and starts with a couple of hours of ground school (expected). I was a bit surprised that I was the only student in the class (unexpected) due to some cancellations, but this presented me with a unique opportunity to get to know my instructor, Eric King, CFII. Eric has a great story of how he “fell into” the job as Simulator Flight Instructor for AEC but I will leave that for him to tell. Over the years I had seen the new training facility building being built and I saw the simulators being installed so I knew what to expect on that end. The cockpit was set up as an A-Star (AS350 B2) but it is very similar to the EC120B I usually fly. The reality is that the instruments, which will be consistent for nearly any helicopter, will be the focus of your attention so, for this course, THEY are far more important than the “model” of helicopter on which the simulator is based. I “flew” for one hour each day in the simulator and tried to capture as much as I could remember in writing almost immediately after each “flight”. I know, I know. You are saying “enough already, tell us about the simulator experience”. OK ………. “Did you crash?” YES “Did you get sick?” NO “Did you successfully fly in zero-zero conditions just on instruments?” YES “Did you have an autopilot?” NO “Does the simulator fly just like a real helicopter?” YES “Does it feel realistic?” YES OK, I think I have answered most of the burning questions so let’s settle back and I’ll provide some more detail. First of all, I am not an instrument rated pilot. I flew 10+ hours with Foggles® getting my commercial certificate many years ago. Like many of you, I learned coordinated use of an attitude indicator, airspeed and VSI, power indicator (FLI in Eurocopters), heading indicator, and the altimeter. Foggles® (or a hood) are good teaching tools but, in most helicopters, unless the chin bubble is masked, you can still pick up hints of ground reference. My flight instructor used to take me out over the water with Foggles® …. Very effective! (Continued on page 4)


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SIMULATOR Day 1: Eric and I buckled in side by side with me in the right seat. To save time, we started the session already at 1,000 feet in the air. (unexpected). The first thing I noticed was that the visual environment was familiar but somehow dreamlike. It’s an indoor world that recreates the outdoor world much like those scenes in Journey to The Center of The Earth. As I adjusted my seat and was getting familiar with the instruments, I realized my brain was becoming comfortable with the new reality. All the visual and auditory cues are there …..(It was quieter than a real helicopter, but volume is adjustable) and, as I soon found out, so are the physical motions. Yes, it does take a little getting used to this new environment, so we cruised along flying an airport pattern for a short while. It does not take long to adapt, and, as soon as this is done, it’s straight into the IMC training. Now keep in mind, I am pretty convinced we are flying along at 1,200’AGL and 90 knots, when Eric announced “don’t be alarmed, I’m getting out”. “OK, I’m really glad you told me that” I replied. At this point, Eric repositioned to the back of the “cabin” to the Instructors Operating Station (IOS). Now the real fun begins. First Attempt: Eric told me there was a cloud layer between 1500 and 2000 feet and I needed to climb up through it maintaining the same heading. I had learned in the ground school to forget collective power inputs. You need to know the cruise, climb and descend power settings for your helicopter. Set up power & then leave it alone (use friction). Airspeed goal for the AS350 B2 was between 90 and 110 knots and will be similar for almost all helicopters. As expected, the Attitude Indicator is the primary instrument and supported by the others. As you enter IMC you need to shift your attention 100% to the instruments as visibility goes to zero-zero. On my first attempt I had my climb established and heading confirmed. All was going well until I noticed my airspeed dropping. Pushing forward on the cyclic did not seem to have much effect. Too late I saw my power had dropped off. As air speed dropped below 40 knots, that pesky little tail rotor spun me sideways because I had not compensated (no visual reference) …… and Goodbye. CRASH! Analysis: The tension of the situation caused involuntary muscles contractions to pull back on the cyclic with my right hand and collective with my left ….. a deadly combination that must be overcome. (Now you are getting the idea why you NEED to take this course.) Unlike real world, Eric simply reset the simulator. Second Attempt: Set power …. Relax! Climb through ….. Wahoo, I’m alive. I’m above the layer ….. except I turned left 90 degrees by the time I was through (pesky tail rotor again). OK, let’s go down …. Different power setting. This should be easy …….. WRONG. I found myself “stairstepping” and had a lot of trouble pushing the collective forward and keeping it there without overcorrecting …… hence the “stairstepping”. I stayed so long in the zero-zero conditions that I nearly lost control at the bottom … but …. WHEW …. (Continued on page 5)


(Continued from page 4)

saved it with some pretty radical maneuvers based on sporadic visual references from the ground. It is truly amazing how little ground reference will work to keep you upright. Had I begun the same loss of control in zero-zero I would have crashed for sure. Sidebar: I must have made Eric queasy with that last recovery because he decided I needed some remedial training. The exercise was straight & level with power set for level flight at 100 knots. Let’s see what happens with 5 degrees nose up (nice steady climb at 500 fpm 90 knots) ….. now 10 degrees nose up …… way too much climb and …. airspeed dropping. (memory of my first crash!) OK now descend 5 degrees nose down …. (nice controlled 500 fpm decent at 110 knots) …. Now 10 degrees nose down …. Too much dive, airspeed to 120 kts. Abort, Abort!! The point is, for this set it and forget it (Ronco method) power technique to work, you need to do “finger flying”. My friends, this is NOT easy and needs practice. Your life, the lives of your passengers and the survival of your helicopter may depend on it. Now are you getting the idea why you NEED to take this course? Third attempt: “OK”, Eric said. “Let’s try going down through the layer again. (2000 to 1500’). Set power (4.5 on the FLI) - Establish 100 – 110 knots and a 500 fpm decent. Don’t change anything. Watch attitude and direction ….. relax! Ahh …. Much better. The unexpected is the total release of stress and hyper-concentration. Even when you try to combat it, it’s still there lurking in the background ready to screw up your controls. When you finally break through you have such a release that you feel like you could fly the helicopter with your feet up on the instrument pod and an ice cream cone in your left hand. (Yeah, I know it’s a silly mental picture, but you get the idea.) Fixed speed demonstration: To underscore the point about controlling workload in an emergency in IMC conditions, Eric had me attempt to maintain a fixed 90 knots beginning below a cloud layer at (Continued on page 11)


SAFETY ALERT The NEHC encourages you to adopt the International Helicopter Safety Team’s (IHST) safety recommendations. These recommendations are supported by expert analysis of helicopter accidents that continue to occur in many parts of the world. We join the Helicopter Association International (HAI) and the CEO’s of AgustaWestland, Bell, Eurocopter and Sikorsky in their “call to action by helicopter owners, operators and pilots” to implement the recommendations of the IHST and its regional affiliates.

Fatigue Management Seminar The NBAA has invited NEHC to join them at one of their upcoming fatigue management seminars. Seminars will be held on June 17th MMU, June 18th BDR, and June 20th BED starting at 0800. Each seminar is identical, only the dates and venues are changed.

The “call to action” advocates implementation of safety management systems (SMS), improved training, strict compliance with manufacturer’s recommended maintenance programs and the use of advanced systems and equipment like health and usage monitoring systems (HUMS) and flight data monitoring (FDM) systems. The IHST and the European Helicopter Safety Team (EHST) have developed toolkits, brochures and videos to help helicopter owners and operators appreciate and implement these key safety recommendations, which the IHST and EHST analyses show could prevent up to 80% of all helicopter accidents. We highly recommend the SMS, Training, FDM, HUMS and Maintenance toolkits.


The seminars are at no cost to the attendees. For More Information



2013 Exploring Aircraft Operating Costs Seminar Do you own, operate, or manage a fixed wing aircraft or helicopter? Do you understand all of the costs associated with the aircraft? Join Conklin & de Decker & other industry experts in Irving, Texas, May 14-15, 2013 for the Exploring Aircraft Operating Cost Seminar. This seminar focuses on this often misunderstood subject by exploring aircraft operating costs using a 3-step approach. Establish a common foundation by identifying the various common categories of operating costs and discussing their definitions and assumptions. Examine the systems and methods for collecting operating cost data and converting it into information. Demonstrate how management can use operating cost information when making various decisions about the ownership and use of an aircraft. For More Information Contact:

Conklin & de Decker contactma@conklindd.com

Sequestration Impact FAA has now confirmed that 173 of the 189 contract towers previously identified for closure will be shut down on April 7 under current agency planning. The remaining 16 contract towers (all those in the cost-share program) are targeted for closure by the end of the fiscal year. At the time this article was written, the following Air Traffic Control Towers in New England are included on the closure list: Connecticut KBDR—IGOR I SIKORSKY MEMORIAL KDXR—DANBURY MUNI KGON—GROTON-NEW LONDON KHFD—HARTFORD-BRAINARD KHVN—TWEED-NEW HAVEN KOXC—WATERBURY-OXFORD Massachusetts KBVY—BEVERLY MUNI BEVERLY MA KEWB—NEW BEDFORD RGNL KLWM—LAWRENCE MUNI KORH—WORCESTER RGNL KOWD—NORWOOD MEMORIAL New Hampshire KASH— BOIRE FIELD, NASHUA Check NOTAMs Before Flight 7

Are You Flying with a Hazardous Attitude? Research has shown that hazardous attitudes affect pilot judgment. These attitudes affect the way you make decisions and can lead you into potentially hazardous situations. Do you recognize these hazardous attitudes? Anti-Authority— “Don’t TELL ME!” Impulsivity— “Gotta do it NOW!” Invulnerability— “It won’t happen to ME!” Macho— “I can DO IT!” Resignation— “WHAT’S the Use?” Take time to discover the extent to which you have these attitudes and what steps you can take to protect yourself from flying with a hazardous attitude. The FAA’s Handbook of Aeronautical Knowledge (www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook) is a good place to read about these attitudes. You can also take an on-line assessment to find out if you fly with a hazardous attitude. Please take a few minutes and visit the Aviation Human Factors website. http://www.avhf.com/html/Evaluation/HazardAttitude/Hazard_Attitude_Intro.htm

NEHC Social Media Our organization continues to grow! Social media offers wonderful tools that allow us to share information with each other, between each other, and with our many partners, affiliates and friends throughout the helicopter community. Thanks to the efforts of our Social Media Committee, you can now keep in touch with the Council on Facebook, follow us on Twitter and join our Google Plus Circle. You can use the links below to “Like-Us”, “Follow-Us” and “Join our Circle” using your favorite social media channel. http://www.facebook.com/pages/New-England-Helicopter-Council/350948621639474 https://twitter.com/NewEnglandHelo https://plus.google.com/b/109767919403162336519/109767919403162336519/posts

As part of our social media initiative, we’ve added a blog to NEHC’s website. If you haven’t been to our website recently please take a moment to visit www.NEHC.org. This collaborative space will be used to provide a forum from which to communicate with our members, provide helicopter education and safety related information, and to create an environment where our members can exchange information and enjoy the camaraderie of like-minded helicopter enthusiasts. Our blog will be improved by your active participation and we look forward to posting information and photos of your helicopter activities to share with the NEHC.

Join us!

The NEHC is making a trip to the New England Air Museum, Windsor Locks, CT on

May 4, 2013 and you are invited. For information: www.nehc.org/blog

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 8

NEHC Spring 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.

Wednesday April 17, 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 Simulators—Training ‘For-Real’ Flight simulators have been around since shortly after the Wright Brother’s 1st flight. The Barrel Trainer was developed in 1909 to teach budding pilots how to operate the control wheel of the Antoinette monoplane before actual flight. The most renowned early flight simulation device is the Link Trainer, commonly named Blue Canoe.

Antoinette Trainer

Link Trainer Simulator training allows pilots and flight crews to practice maneuvers or situations that may be impractical or even dangerous to perform in a real aircraft. Pilots who’ve earned their wings in the military or have flown for the airlines, have undoubtedly trained in a flight simulator. If you’re a general aviation helicopter pilot it’s unlikely that you’ve experienced training in a modern Level D, Full Flight Simulator.

Modern flight simulators are complex machines that duplicate specific aircraft and operating environments, providing large field of view image generators and full motion to allow pilots to conduct highly realistic training of normal, abnormal and emergency situations.

FLYIT—Flight Training Device

Please join us to learn more about flight simulators and how training in a simulator can make you a better pilot.

American Eurocopter Simulator

About our Guest Speakers Pete Henrikson represents American Eurocopter and is part of their helicopter flight simulator training team. Pete is originally from Falmouth, MA. After graduating from Northeastern University he joined the US Air Force and flew the F16 on active duty and in the Minnesota Air Guard. While flying the Falcon, he acquired considerable expertise with flight simulation and training pilots in full motion flight simulators. Pete brings many years of simulator and flight training experience to Eurocopter’s training center in Grand Prairie, TX. www.eurocopterusa.com/training/simulator_training.asp Pete Gillon represents FLYIT Simulators, Inc., a manufacturer of FAA approved flight simulation devices. Pete is also a native New Englander. He was born and raised in Reading, MA, graduated from UMASS, Amherst and also joined the US Air Force. After earning his wings, Pete’s advanced aircraft training was in the HC-130H, at the time, the workhorse of the Air Force’s air rescue program. He served with distinction in Vietnam earning 6 Air Medals and the Distinguished Flying Cross. Pete’s flown a number of civil aircraft including a variety of Cessna aircraft; single and multi-engine piston powered aircraft and Citation jets. Pete’s business credentials includes experience in sales, marketing and management at the executive level. This combined experience makes Pete uniquely suited to represent FLYIT. www.flyit.com Brendan Reilly, Boston Tower, will participate in “ Back-To-Our-Roots”. Have you experienced a particular ‘episode’ with Boston Tower? We’d like to use your real world encounter, good or bad, as part of this learning experience. Please send details to Bill Carroll (wvcarroll@metrocast.net). We look forward to your participation in the forum. 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 The year is 2016 and the United States has just elected the first woman president. A few days after the election the president-elect calls her father and says, "So, dad, I assume you will be coming to my inauguration?" "I don't think so., it's a 10 hour drive."

"Don't worry about it Dad, I'll send Air Force One and a limousine will pick you up at your door." Dad reluctantly agrees, and on January 20, 2017, his daughter is being sworn in as President of the United States. In the front row sits the new President's parents. Dad, noticing the Senator sitting next to him, leans over and whispers, "You see that woman over there with her hand on the Bible, the one becoming President of the United States?" The Senator whispers back, "You bet I do." Dad says proudly, "Her brother is a Helicopter Pilot!"

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








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

















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












(Continued from page 5)

3000-4000’. He had me try to climb up through, leveling out on top and then descend back through while making power changes to maintain the 90 knot airspeed. This was not working at all. It distracts from the focus required on the primary instruments (attitude indicator etc.) and I found it very difficult to get back down…. This technique definitely increased tension again with all the associated negative consequences. I did make it down through, however, and while I was feeling all relaxed down there with all the ground reference around, he let me go do a run on landing at LAX runway 25R. Hey, is that the scraping sound of the skids on the runway? Unexpected.

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Need A Lift? Call JBI Helicopter Services

SIMULATOR Day 2: Because I was already familiar from the previous day it was much easier to establish power settings and establish a 500 fpm climb (remember finger flying). I was then able to re-establish straight & level flight while still in IMC and fly for 20 minutes without losing control. Eric was feeding me vectors like a control tower might do if you were lost in the clouds. I was doing just fine until my inexperience jumped up and said “howdy” (what was that about that tension lurking in the backNEHC is LinkedIN ground?) at which point I lost control and crashed ….. again. We are pleased to announce that NEHC now has a LinkedIn Group. You can find our group by clicking:

This Simulator has the ability to replay a video of the pilots control inputs (which we did not do) but Eric assured me that the video would show that, as I fatigued and became instrument fixated, I had NEHC LinkedIn Group pulled back on the cyclic, losing airspeed and ……. Here comes that When it comes to connecting with profes- pesky tail rotor again …… rotated sideways. You can’t feel it and you sional people who mean business no mat- can’t see it ….. you just watch it happen on the instruments ….. and ter what the industry or profession is, few crash. So Eric pushed the reset button once again and there I was at can compare to the power of LinkedIn. 1,000 feet. www.linkedin.com/groups/New-EnglandHelicopter-Council

Actually this is kind of a fun process. You have to be on the controls and he does a countdown …. 3, 2, 1, and you need to quickly establish correct power, cyclic and pedals to gain control of the helicopter. Kind of like recovery Granite State Aviation LLC Agusta A109E Power Elite from unusual attitudes.

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Standard rate turn escape from IIMC demonstration: I have had two separate real world instances where I escaped IIMC using a standard rate 180 degree turn and was more than a little shocked to find out that in THIS course it is not a recommended procedure ……. Gulp! “OK Eric, I know how to do this, let’s go.” Establish power, straight & level ………. clouds ahead! OMG, I’m in REAL zero-zero ……… begin standard rate turn …… watch

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(Continued on page 12)


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that climb. I found it VERY difficult to not get too steep or turn too fast and to maintain altitude and airspeed. I also realize that, even though I thought I had been in IMC, when I think back, I have dim recollections of picking up sporadic ground references between clouds or way off to my left (in a left turn) which surely helped me out of a potentially bad situation. I continue to be amazed at the drastic difference between true zero-zero and “almost” zero-zero. Just the slightest outside reference can save the day …… but suppose there is none? Now you know why you NEED to take this course. Conclusion: Learning techniques to survive an Inadvertent Flight into IMC is like the first time you tried to fly a helicopter. Do you really want to do it by yourself with no instructor on-board? The reality is that if you become spatially disoriented (and you WILL), it will very quickly develop and accelerate to a non-recoverable event. We all have heard that HAI is helping to promote a reduction in the helicopter accident rate by 80% by the year 2016. Courses like this can provide vital support to that initiative. Do it for yourself! Talk to your insurance provider and the boss. Make sure they understand the real value of this type of training. Of course, the ultimate message is to AVOID IIMC, but here in New England, especially along the coast and mountain areas, this type of training is SO important. Expect the unexpected. Notes: Wes Verkaart was not compensated in any way by AEC for writing this article and takes full responsibility for its contents. - To sign up for this course American Eurocopter Corporation training@eurocopterusa.com You can also email Eric King directly eric.king2@eurocopterusa.com Contributed by:

Wes Verkaart For More Information Contact Wes W.verk@verizon.net

Aircraft Re-Registration Reminder

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: 

Lawrence Municipal Airport (KLWM)   Marlboro Airport (9B1) 

The next deadline is for aircraft registered in December of any year. Unless your aircraft registration has an expiration date, the registration expires on June 30, 2013. For more information please refer to Aircraft Registration on the Licenses & Certificates Tab @:

www.faa.gov 12

NAFA provides the following services:      All levels of Helicopter Pilot Training; Private,  Commercial, Instrument and Flight Instructor  Flexible Scheduling 7 Days a Week  Aircra  Rental  Helicopter Tours  On-Site Maintenance  Authorized Robinson Service Center 

Call, Email or Visit Us or our Website   Main Telephone: 978‐689‐7600  Email: info@NorthAndoverFlightAcademy.com  Website: www.naflight.com   Address: 492 Su on Street  North Andover, MA 01845  

Operating Into a NonTowered Airport As the Federal Aviation Administration (FAA) begins closing air traffic control towers in the coming weeks due to budget sequestration, some pilots may find themselves in a circumstance that they've trained for time and again, yet may also find unfamiliar: operating to and from busy airports they’ve flown to hundreds of times before, but now without an operational tower. When the tower closes at a controlled field, the airspace surrounding that airport may revert to either Class E to the surface, Class G airspace, or a combination of the two – usually with a Class E Instrument Flight Rules (IFR) corridor down to 700 feet above ground level, with Class G underlying to the surface. Specific procedures for each airport are listed in the Airport/Facility Directory, or A/FD. From a practical perspective, that means pilots operating under an IFR flight plan to a newly non-towered field will need to be prepared for the transition from the positive-control environment of instrument flight when approaching their destination. To properly plan for this circumstance, pilots should thoroughly familiarize themselves with the airspace they will be operating in as part of their preflight. Pilots should have the necessary charts available in the cockpit for reference including a VFR sectional chart and the airport diagrams for taxi instructions. As always, check NOTAMs) for information affecting the destination airport and surrounding airspace. When approaching the airport make a point to focus your eyes outside the cockpit to see and avoid other traffic and monitor the radio to help ascertain the positions of other aircraft in the area. Pilots should also communicate their position, and cooperate with other pilots in the area to establish the safest approach to the field, with the least potential for conflict with other traffic. It’s important to note that most of the Class D towers facing closure did not provide separation services, merely advisories, so pilots were still responsible for maintaining separation from other traffic. However, knowledge of that extra set of eyes having followed their flight in the past may now lead to diminished situational awareAttention—Military Aviators ness for some pilots. 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 17. Identify yourself as a military aviator and be our complimentary guest.


One last point, when departing from a nontowered field, pilots should be prepared for the additional time it often takes to receive an IFR clearance and the potential for delays in release times. Expect departure clearance time (EDCT) should be part of preflight planning at newly nontowered airports.

New England Aviation Safety Expo Enhancing Aviation Safety Location: Nashua Community College Date/Time: 4/27/13, 8:00-4:30 p.m. EDT Pre-registration Closes: 4/21/13 Keynote Speaker: Doug Stewart Attend a number of individual safety classes such as: Demystifying Airspace FAAST Team Safety Stand Down - Loss of Control Flying Safely While Aging Gracefully Fort Devens Restricted Area R4102 Lost or Caught in Bad Weather Northeast Corridor Flying Gotcha's Operations in Class B Airspace Single-Pilot IFR For more information: http://www.faa.gov/news/conferences_events/aviation_expo/

IMPORTANT! Major League Baseball season has started. don’t forget to check for Temporary Flight Restrictions. Blanket NOTAM 9/5151 is still in place. Due to the ever changing games times it is impossible to publish anything more specific. The NOTAM prohibits flight within a 3 NM radius of any stadium with a seating capacity of 30,000 or more people, up to and including 3,000 feet AGL. The airspace restriction starts 1 hour before the game starts and remains in effect until one hour after the end of the event. It’s up to each pilot to avoid the airspace around baseball games . Flight Service can only refer pilots to the NOTAM since they have no way of knowing if games are delayed, in overtime, or cancelled. Air Traffic will ensure IFR flights are clear of TFR airspace. VFR pilots need to remember that ATC will only provide TFR advisories on a time permitting basis. In an effort to help pilots avoid violating this TFR, AOPA has developed a list of the major league stadiums and links to the schedules of the events. For more information www.aopa.org/whatsnew/stadiums.html#mlb 14

Flight Simulators — A Quiz Test your knowledge about aircraft flight simulators. There are a number of places to look for the answers. The most authoritative are FAA Order 8900.1, “Flight Standards Information Management System” The references are in Volume 3, Chapter 19, Section 6. You may also want to refer to FAR Part 60, “Flight Simulation Training Device Initial And Continuing Qualification And Use”. You may also need to refer to FAR Part 61 to answer the last question. Have fun! 1. Regarding Flight Training Devices (FTD):

A. B. C. D.

There are 7 levels of FTDs identified as Level A thru Level G. There are 7 levels of FTDs identified as Level 1 thru Level 7. There are 7 levels of FTS’s identified as Level 1 thru Level 7. The 1st 3 levels can only be used to train commercial pilots. Level 6 and Level 7 FTD’s are sophisticated full-motion simulators and can be used for aircraft Type Rating check rides.

2. Regarding Full Flight Simulators (FFS):

A. B. C. D.

There are 3 levels of FFS identified as Level A thru Level C There are 3 levels of FFS identified as Level 1 thru Level 3. Pilots training in Level B FFS can accomplish day takeoffs and landings to establish day-time landing currency. Flight time in a Level C FFS may be used for pilot recency of experience requirements.

3. Which training device is required to have at least a night and dusk visual system with a minimum of a 75 degree horizontal field of view for each pilot station?

A. B. C. D.

Level 6 FTD Level 7 FTD Level B FFS Level C FFS

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

4. Which training device is required to have a motion system with at least 6 degrees of freedom?

A. B. C. D.

Level D FFS Level A FFS Level 6 FTD Level 7 FTD

ConstantContact To support our Social Media Campaign NEHC now uses ConstantContact. We now have a safe, secure and reliable means to communicate with you, our members.

Interested in experimental and homebuilt aircraft?

For more information:

For More Information Contact


Penny Bowman EAA106.Penny@.gmail.com.

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 April 17. Identify yourself as a CFI-H and be our complimentary guest. 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!

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


Aero Club of New England Deirdre O’Connor

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

Bill Carroll Vice President Wes Verkaart Vice President

American Eurocopter Scott Dodge Bell Helicopter Textron Jeanette Eaton MD Helicopter Corp

Boston MedFlight Suzanne Wedel Friends of Flying Santa Brian Tague

Christian Valle Treasurer Deirdre O’Connor Secretary Operator Members

Aerial Productions, LLC AirSure Limited Boston Executive Helicopters, LLC Conklin & de Decker Granite State Aviation LLC JBI Helicopter Services Massachusetts State Police Air Wing

NationAir Aviation Insurance North Andover Flight Academy Now City Tours, Inc. Port City Air, Inc./NH 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

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NEHC Spring 2013 Newsletter  

NEHC Spring 2013 Newsletter

NEHC Spring 2013 Newsletter  

NEHC Spring 2013 Newsletter

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