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

April 2014

A MESSAGE FROM THE PRESIDENT Dear NEHC Members, The Helicopter Association International’s annual helicopter convention, Heli-Expo, was held in Anaheim, California during the last week of February. Heli-Expo attendance is one of several indicators about the general health of the rotorcraft industry and, based on activity at this year’s convention, the helicopter industry appears to remain on a positive path. There’s more good news! Since 2005, when the International Helicopter Safety Team (IHST) was established, U.S. civil helicopter accidents have decreased about 25%. We’ve published articles about the IHST’s activities in previous editions of the NEHC newsletters. You may recall that the organization was formed to create a government and industry cooperative effort to address factors that were affecting an unacceptable helicopter accident rate. IHST’s vision is an international civil helicopter community with zero accidents and their goal is to reduce the worldwide civil helicopter accident rate by 80 percent by 2016. Recently, however, helicopter accidents in the U.S. increased in 2012 and again in 2013. IHST describes 2014 as a ‘Pivotal Year for Helicopter Safety’. Accident data in 2014 will be closely watched and it’s clear that there’s more work to be done to achieve the 2016 accident reduction goal. Robert Sumwalt, NTSB, and Kurt Robinson, Robinson Helicopter Company, were keynote speakers for IHST’s, seventh International Helicopter Safety Symposium (IHSS) held during Heli-Expo. The IHSS was well attended and the participants worked to determine the next steps in enhancing civil helicopter safety; to broaden awareness of the best safety practices and new safety technologies; and to familiarize themselves with new safety tools and training aids available from the IHST. Regionally, the NEHC continues to promote aviation safety. We’re pleased to co-sponsor the 2014 New England Aviation Safety Expo. The Safety Expo is being held on Saturday, April 12. It’s an informative, daylong conference to promote general aviation safety. Matt Zuccaro, HAI’s President, is the keynote speaker. After kicking off the event, Matt will make a presentation directed primarily at the rotary wing community titled, “Helicopter Pilot Safety & Industry Status Update.” Please take a few minutes to read more about this event on page 12 and “while-you’re-at-it”, please mark the date on your calendar and make a commitment to attend. Helicopter noise, and the public’s perception of this noise, continues to be one of our most important challenges. Anti-noise coalitions are now turning to elected officials demanding legislation to reduce unwanted helicopter noise. Please read the article on page 4 to learn how you can help.

Our spring membership meeting will be on Wednesday, April 9. The evening will start with our Annual Meeting, the election of Directors and a short business meeting, followed immediately by the featured presentation. Adam K. Harris, Director of Aircraft Maintenance for East Coast Aero Club, is our guest speaker and the presentation will be about helicopter maintenance. You already know that, as pilot in command, you’re responsible for determining if the aircraft is safe to fly. The pre-flight inspection is only part of the process – do you know how to pre-flight the mainte- When did you 1st nance records to confirm that the helicopter is truly airworlearn the value of a thy? Adam will also share advice and maintenance tips to reduce wear and tear on your helicopter and help control good mechanic? direct operating costs. We hope you’ll join us at the Tewksbury Country Club on April 9. It promises to be a great evening and you won’t want to miss it!

W. Gregory Harville President


Heli-Expo 2014 The Helicopter Association International (HAI) reports that this year’s show was well attended and that the helicopter market continues to be on a positive path. Several new helicopters were unveiled during the show and OEM’s reported that many new contracts were added to their order books. Following are a few highlights from this year’s convention. For more information please visit www.heliexpo.rotor.org

AgustaWestland A109—Trekker

AgustaWestland announced a new addition to its family of light twin-engine helicopters, the AW109 Trekker. This helicopter is AW’s 1st light twin to offer skid landing gear. AW109 Trekker is based on the AW109 Grand including FADEC equipped Pratt & Whitney Canada PW207C engines and a state-ofthe-art, Garmin G1000HTM glass cockpit. Trekker can be configured for a wide range of roles including utility, EMS, SAR, law enforcement, surveillance and passenger transport.

Airbus Helicopters displayed the EC-145T2. Building on the success of the medium-twin EC-145, the T2 uses a fenestron in place of a traditional tail rotor and FADEC equipped Arriel 2E engines. Combined, these refinements increase maximum gross weight (up to 8,047 lbs), and increase cruise speed (up to 134 kts) and operating ceiling (up to 18,000 ft). In the cockpit, pilots will find Airbus Helicopters’ new family avionics solution of fully integrated large-screen flight and navigation displays (FNDs) and a 4-axis, digital dual autopilot.

Bell Helicopter 505, JetRanger X™

Airbus EC-145T2

Bell Helicopter unveiled its new Model 505, the Jet Ranger X™. Jet Ranger X™ uses proven technology in its drive train & rotor system and incorporates a FADEC equipped Turbomeca Arrius 2R engine along with Garmin’s G1000H Integrated Avionics Suite. Design attributes include 5-seats, cruise speed of 125 knots, range of 360 nautical miles and useful load of 1,500 pounds. Bell Helicopter anticipates wide acceptance of this model in utility operations, corporate and private owners, and with training schools.

Enstrom Helicopter unveiled a mockup of its new, low-cost, two-seat, pistonpowered trainer. The TH-180 is a scaled-down version of the company’s popular FX 280 model and will be powered by the 210-hp Lycoming HIO-390, featuring an engine governor and electric clutch switch. Direct operating costs for the TH-180 are expected to be $175 per hour and the hourly fuel burn is projected to be less than 12 gph. First flight is anticipated this summer and certification is targeted for 2015. Launch price is $365,000. Enstrom—TH180

Scott’s-Bell 47, Inc. is continuing with plans to resume production of the ModScott’s Bell 47—RR300 Engine el 47 now powered by a Rolls Royce RR300 engine. The Model 47GT-6 will be equipped with a modern instrument panel, composite main rotor blades and other state-of-the-art features to improve the aircraft’s performance and reduce its operating costs. 2


More Heli-Expo News

MD—530G ‘Armed Scout’

MD Helicopters displayed its new MD-530G, Armed Aerial Scout. This helicopter is based on the proven 530F and combines advances in technology and materials to deliver additional versatility and superior performance. Ms. Lynn Tilton, MDHI’s CEO, stated, "This impressive aircraft will continue the OH-6A legacy of a reliable, low cost, quick response armed aerial scout, equipped with modern weapons capabilities. The MD-530G will provide the operator the ability to find, fix and finish enemy targets on the ever evolving battlefield."

Robinson displayed its new avionics and instrument panels at Heli-Expo. The new cockpit includes Garmin’s GTN 600/700 touch-screen navigators, as well as Aspen Avionics’ Primary Flight Display and Multifunction Display systems. Garmin’s GTR 225B COM radio, GMA 350H audio panel, GDL 88 universal access transceiver (UAT), and GTX 330ES transponder are also available. FAA has approved most of the new equipment, and Robinson is in the final stages of certification for a few remaining combinations.

Sikorsky S-76D

Robinson—Glass Cockpit

Sikorsky displayed an S-76D and announced its Entry Into Service program during the Expo. S-76D is Sikorsky’s newest commercial product launch. The helicopter is equipped with Pratt & Whitney Canada PW210S engines; advanced THALES TopDeck ® integrated avionics system and four-axis autopilot; Health and Usage Monitoring System (HUMS), active vibration control; and all-composite, flaw-tolerant main rotor blades. Rotor Ice Protection System (RIPS) for all-weather capability is offered as optional equipment.

MINIMUM EQUIPMENT LIST Question? Can you fly an aircraft with inoperative equipment? Generally, Federal Aviation Regulations require that all equipment installed on an aircraft be operative at the time of flight. There are actually several options that may permit a pilot to fly with certain inoperative equipment; following the rules described in FAR 91.213 (d) or by using an approved Minimum Equipment List (MEL). It’s very important to note that there are strict limitations on what equipment is permitted to be inoperative; that a properly certificated person must determine that the condition does not constitute a hazard to the aircraft; and that certain action must be taken to remove, deactivate and/or placard the defective equipment. Flying with inoperative equipment is not an impromptu act. For More Information: www.aopa.org/asf/publications/ inst_reports2.cfm?article=4590 –and– www.nbaa.org/ops/maint/ inoperative-equipment/operationswithout-minimum-equipmentlist.php 3


Helicopter Noise Continues to Challenge the Industry Helicopter noise is a problem. This is not new news! NEHC has long advocated that its members be good neighbors and voluntarily adopt the Helicopter Association International (HAI) ‘Fly Neighborly’ guidelines. What’s new, and noteworthy, are the measures being taken by organized citizens groups to combat what they describe as, ’untenable helicopter noise.’ Increasingly, helicopter noise rules are being enacted by Federal legislation. Through direct efforts of U.S. Senator Charles Schumer (D-New York), the first successful instance of such effort resulted in the establishment of the New York North Shore Helicopter Route for helicopters transiting the airspace along New York’s Long Island. For years, residents across Los Angeles County have complained about noise from low-flying helicopters, some of them carrying sightseers, paparazzi and even real estate agents. The FAA worked with neighborhood groups, antinoise coalitions and helicopter pilots to come up with voluntary measures to reduce the number of annoying flights. Unfortunately, anti-noise groups were not satisfied by these voluntary noise reduction efforts and have now successfully created anti-helicopter noise legislation. This new legislation was tucked into the massive federal spending bill (at the urging of U.S. Senator Dianne Feinstein (D-California)) and approved by Congress earlier this year. But that’s not all! Individual airports are seeking to minimize neighborhood noise complaints resulting from helicopters by restricting, or banning, helicopter operations. The FAA has now adopted procedures to certify helicopters under “Stage 3” noise certification standards. This has access-related implications; it’s easier for an airport to impose a ban on Stage 2 aircraft (which enters effect unless the FAA objects) than a ban on Stage 3 aircraft (which requires FAA approval). The test case for such a ban may well occur at the East Hampton airport on Long Island in the not too distant future. Here are links to important background information: Stage 3 noise standards for helicopters: http://www.gpo.gov/fdsys/pkg/FR-2012-09-18/pdf/2012-22714.pdf. Anti-airport group in Santa Monica released its evaluations of city council candidates. http:// www.surfsantamonica.com/ssm_site/the_lookout/news/News-2012/September2012/09_25_2012_Anti_Airport_Group_Has_Little_Confidence_in_Santa_Monica_Council_Incumbents.html. Venice Airport in Florida was reported to have, under a new administration, resolved long-standing disputes with the FAA and started accepting AIP grants again. http://www.ainonline.com/aviation-news/ainalerts/2012-09-25/ venice-airport-aip-grant-marks-turnaround. In all likelihood, laws passed by the U.S. Congress to regulate helicopter noise, may unduly restrict helicopter operations and may not provide satisfactory noise relief for anti-helicopter noise coalitions. So, what can you do? 

Stay active with your local community—Address noise complaints promptly and professionally.



Become involved in the political process. Make sure your political representatives know that helicopters are an important part of commerce and transportation in the Unites States, and



Always —Fly Neighborly!

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Godfrey L. Cabot Award The Aero Club of New England (ACONE) is pleased to announce the recipient of the 2014 Godfrey L. Cabot Award. ACONE presents this prestigious award annually to individuals or teams who have made unique, significant, and unparalleled contributions to advance aviation and foster the science of aeronautics and/or astronautics. This year’s Cabot Award winner is Mr. Richard VanGrunsven, CEO and Founder of Van’s Aircraft Inc. located in Aurora, Oregon. He founded his company in 1973 by starting a clean-sheet design of a homebuilt aircraft. The RV-3 was followed by the RV-4 tandem aircraft in 1979. Van's Aircraft continued to produce new designs with good all-round performance, reasonable costs, and continuous improvement in kit quality. His achievements have revolutionized homebuilding airplanes. The number of VanGrunsven-designed homebuilt aircraft produced each year in North America exceeds the combined production of all commercial general aviation companies.

Presentation of the Cabot Award will be on Friday, June 6, 2014 at ACONE’s Cabot Award Luncheon to be held at the Harvard Club in Boston, MA. Ticket information may be obtained at www.acone.org under the “Events” tab —or— email: programs@acone.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 April 9. Identify yourself as a military aviator and be our complimentary guest.

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New Helicopter Operating Rules The U.S. Department of Transportation’s Federal Aviation Administration (FAA) recently issued a final rule that requires helicopter operators, including air ambulances, to have stricter flight rules and procedures, improved communications, training, and additional on-board safety equipment. The rule represents the most significant improvements to helicopter safety in decades and responds to government’s and industry’s concern over continued risk in helicopter operations. “This is a landmark rule for helicopter safety,” said Transportation Secretary Anthony Foxx. “These improvements will better prepare pilots and better equip helicopters, ensuring a higher level of safety for passengers and crew.” All U.S. helicopter operators, including air ambulances, are required to use stricter flying procedures in bad weather. This will provide a greater margin of safety by reducing the probability of collisions with terrain, obstacles or other aircraft. Within 60 days, all operators will be required to use enhanced procedures for flying in challenging weather, at night, and when landing in remote locations. Within three years, helicopter air ambulances must use the latest on-board technology and equipment to avoid terrain and obstacles, and within four years, they must be equipped with flight data monitoring systems. “This rule is a significant advancement in helicopter safety,” said FAA Administrator Michael Huerta. “This rule will help reduce risk and help pilots make good safety decisions through the use of better training, procedures, and equipment.” Under the new rule, all Part 135 helicopter operators are required to:  

 

Equip their helicopters with radio altimeters. Have occupants wear life preservers and equip helicopters with a 406 MHz Emergency Locator Transmitter (ELT) when a helicopter is operated beyond power-off glide distance from the shore. Use higher weather minimums when identifying an alternate airport in a flight plan. Require that pilots are tested to handle flat-light, whiteout, and brown-out conditions and demonstrate competency in recovery from an inadvertent encounter with instrument meteorological conditions.

In addition, under the new rule, all air ambulance operators are required to:       

Equip with Helicopter Terrain Awareness and Warning Systems (HTAWS). Equip with a flight data monitoring system within four years. Establish operations control centers if they are certificate holders with 10 or more helicopter air ambulances. Institute pre-flight risk-analysis programs. Ensure their pilots in command hold an instrument rating. Ensure pilots identify and document the highest obstacle along the planned route before departure. Comply with Visual Flight Rules (VFR) weather minimums, Instrument Flight Rules (IFR) operations at airports/heliports without weather reporting, procedures for VFR approaches, and VFR flight planning. (Continued on page 8)

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 9. Identify yourself as a CFI-H and be our complimentary guest. 6


Conflict Resolution in the Cockpit As I sit at the computer looking for inspiration, an unsolicited e-mail arrived promoting a seminar titled “Dealing with Difficult People” and subtitled “Never again fall victim to those who love to make life miserable for the rest of us.” Thanks to what is normally unwelcome messaging, we now have a topic to begin exploring. While we in aviation may encounter strong disagreements within our crew pairings and find the need to think and act under difficult circumstances, I am reminded by colleague Doug Harrington that the most common conflict we must be prepared to resolve is within ourselves. What is this internal conflict? It exists when what you—a single pilot or crewmember in any position—expect to hear, see, or experience is different from what you are actually hearing, seeing, or experiencing. Doug implores you to realize a conflict exists, voice your concerns and act to resolve it. As we have written here in the past on CFIT (Controlled Flight into Terrain) and other concerns, “Resolve the ambiguity!” There are two video presentations in Aviation.Org’s Media Center that demonstrate the tragic result of not resolving conflicts within the cockpit crew. One is “KLM 4805 and Clipper 1736 | Tenerife, Canary Islands—March 27, 1977 Runway Collision”1 and the other is “A Failure of CRM | USAF C-5 Galaxy Crash—April 4, 2006.”2 1. The first remains as the world’s worst aviation disaster since the accident claimed 583 lives. As you recall, one 747 initiated takeoff from a fog-enshrouded runway while another 747 was back-taxiing on the same runway. The FO was uncomfortable with the takeoff decision and the flight engineer in the back actually expressed concern. 2. The C-5 aircraft commander, an instructor pilot in the right seat, assumed the controls when an engine failed soon after takeoff. Poor command decisions were made, plus the thrust from a good engine was mistakenly placed at idle, and the aircraft, heavy with fuel and with full flaps, crashed short of the runway. All survived. During the approach, the other crewmembers failed to effectively voice their concerns.

Internal conflicts existed in both circumstances and, had they been resolved, both accidents would have been averted. It is true there were authority figures in charge who intimidated others, but even in more friendly cockpits the failure to resolve conflicts can lead to unsafe results. One good CRM practice: The aircraft captain sets the tone where it is normal for everyone, including him/herself, to voice concerns or uncertainties without embarrassment or fear of criticism. To summarize, Doug is convinced that 90% of conflict management can be summarized as follows: (1) Define the issue (What did I expect to hear, see, experience? vs. What did I actually hear, see, experience?); (2) Communicate (Let someone know!); and, (3) Continue to act (Don’t stop until the conflict is resolved!). There is much more to this topic, including examining the barriers to voicing conflicts that we all face. Perhaps we can encourage Doug to expand this discussion in the near future. In the meantime, you are invited to share your stories and opinions with us.

Bob Jenney http://aviation.org  ● email  rmj@aviation.org Contributed by:

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Women in Aviation! The U.S. Army Aviation has come to realize what automobile insurance companies have known for a long time; women are safer drivers. While ten percent of army helicopter pilots are women, only three percent of helicopter accidents occur when a woman is the pilot. This is not a new or unique situation, and has long been recognized by commercial firms.

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Submitted by one of NEHC’s:

(Continued from page 6)

 Conduct the flight using Part 135 weather requirements and flight crew time limitation and rest requirements when medical personnel are on board.

 Conduct safety briefings or training for medical personnel. Since August 2004, the FAA has promoted initiatives to reduce risk for helicopter air ambulance operations. While accidents did decline in the years following that effort, 2008 proved to be the deadliest year on record with five accidents that claimed 21 lives. The FAA examined helicopter air ambulance accidents from 1991 through 2010 and determined 62 accidents that claimed 125 lives could have been mitigated by today's rule. While developing the rule, the FAA considered 20 commercial helicopter accidents from 1991 through 2010 (excluding air ambulances) that resulted in 39 fatalities. From 2011 through 2013, there were seven air ambulance accidents resulting in 19 fatalities and seven commercial helicopter accidents that claimed 20 lives. The estimated cost of the final rule in present value for the air ambulance industry is $224 million with a total benefit of $347 million over 10 years. The cost for other commercial operators is $19 million with a total benefit of $83 million over 10 years. There is no cost for any operators to use new Class G airspace weather minimums for visual flying but the benefit is $147 million over 10 years. The rule responds to the FAA Modernization and Reform Act of 2012 and National Transportation Safety Board recommendations. Follow this link to read the FAA Final Rule on Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations.

www.gpo.gov/fdsys/pkg/FR-2014-02-21/pdf/2014-03689.pdf

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NEHC Spring Membership Meeting Wednesday April 9, 2014 7:00 PM at the Tewksbury Country Club 1880 Main Street Tewksbury, MA 01876 (978) 640-0033

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

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

Helicopter Maintenance How much do you really know about aircraft maintenance? Join us to learn important maintenance information for helicopter owners and pilots. Who’s ultimately responsible for the airworthiness of the helicopter you’re flying? (Hint—As Pilot in Command—You Are!)

Do you know what to look for in the logbooks? What you need to know about Annual Inspections. Airworthiness Directives—How do you get AD’s and how do they apply to the helicopter you’re flying? What are Service Bulletins, Service Letters and other such documents published by the helicopter's manufacturer? Do these documents apply to you? Has your helicopter been properly returned to service?

The presentation will include information about pre-buy inspections, aging aircraft, life limited parts, unapproved parts, engine operating advice, battery servicing and other maintenance tips.

About our Guest Speaker Adam K. Harris is the Director of Aircraft Maintenance for East Coast Aero Club. Headquartered at the Hanscom Field, in Bedford, Massachusetts, East Coast operates a fleet of more than 35 airplanes and helicopters based at 4 different locations. Adam is a highly experience Airframe and Power Plant (A&P) Technician and he possesses aircraft Inspection Authorization (IA). He also happens to be a commercial rated pilot and a certified flight instructor (CFI). Adam’s background includes establishing an FAA Part 145 Repair Station, creating mainte-

nance quality control processes, writing FAA approved progressive maintenance inspection programs, establishing quality procedures to purchase and control aircraft parts, avionics installation and aircraft sales. Please Join us to Meet and Talk with Adam 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 Squawks are problems pilots discover during flight that are meant to be resolved by mechanics. Here are a couple such write-ups (S) and the corrective action (C). 

(S) Evidence of leak from main transmission. (C) Evidence removed.

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(S) Dead bugs on windshield. (C) Live bugs on order.

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(S) Friction lock causes collective to stick. (C) That’s what it’ s there for.

Definition: 

Hel-i-cop-ter (hěl’ i-kŏp’ tәr) n. Thousands of parts flying in close formation around an oil leak waiting for metal fatigue to set in.

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

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C—O—P—T—E—R Sudoku

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

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SimR-22—Advanced Helicopter Flight Simulator After three years of development and testing, Boston Helicopters and North Andover Flight Academy are pleased to introduce the very affordable, SimR-22 Advanced Helicopter Flight Simulator.

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The massive 20’ X 20’ screen and 5.1 surroundsound audio is unmatched in the industry. In addition to full dual controls and integrated GPS interface, our simulator incorporates a third “teacher’s” operator station located behind the cabin, featuring a full wireless QWERTY keyboard and two large viewports from where any number of flight parameters may be changed or emergencies orchestrated in real time. Additionally, the ship is equipped with working trim-strings, circuit breakers and even a key-activated, remote controlled cabin fire simulation with a theatrical smoke generator for added realism. “Full-down-autos” are no problem in this machine! Through your full-duplex headsets, you’ll even hear the screech of the skids when they hit the tarmac as you come in for a run-on landing! We've designed this Full-Flight Simulator in cooperation with our engineers and helicopter flight-instructors to ensure your simulator experience is as realistic as possible. If you can do it in the air, you can do it in here! Contributed by:

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SAFETY ALERT Airworthiness Directive AD 2014-02-08 for AgustaWestland Model A109S, AW109SP, A119, and AW119 MKII helicopters; requires removing certain rod end assemblies from service. Airworthiness Directive AD 2011-22-05 R1 for Eurocopter Model AS350B, B1, B2, B3, BA, C, D, D1, AS355E, F, F1, F2, N, and NP helicopters with certain tail rotor (T/R) pitch control rods (control rods) installed; requires checking the control rod for play before the first flight of each day. Airworthiness Directive AD 2014-02-02 for Bell Helicopter Textron Model 206L, L-1, L-3, and L-4 helicopters requires measuring each main rotor (M/R) blade spar space to determine whether it is oversized and reidentifying the M/R blade and reducing the life limit of the blade if the spar spacer is oversized.

New England Aviation Safety Expo www.faa.gov/news/conferences_events/aviation_expo/ The NEHC is pleased to co-sponsor this year’s NE Aviation Safety Expo. The Expo is an informative, one day conference to promote general aviation safety. Matt Zuccaro, HAI’s President, will make a presentation describing his safety initiative titled, “Helicopter Pilot Safety & Industry Status Update.” When Saturday, April 12 8:00 AM—5:00 PM Where Daniel Webster College Nashua, NH This promises to be a fun and informative event! For more information and advance registration please follow the link at the top of this article.

Baseball and TFRs! TFRs will be in place for all major league baseball games. Due to the location of Fenway Park, additional planning may be required for flights in the Boston Class B airspace. If you’re planning to fly to New York City, don’t forget to check the home game schedule for both the Yankees and Mets. Based on the location of stadiums to the New York City airports, heliports and routes, additional planning may be required to fly in the New York Class B airspace. Please pay particular attention if you plan to fly in the exclusion airspace described in the NYC-SFRA. When active, the Yankee Stadium TFR crosses the Hudson River. Fenway Park schedule: www.nehc.org/RedSoxSchedule.html New York City stadium schedule. h p://erhc.org/forms/TYP0SFE6.pdf Courtesy of the Eastern Region Helicopter Council (ERHC) Remember that the major league baseball schedule is always subject to change, and Don’t forget to check NOTAMS before every flight! 12


Letter to the Editor I’d like to thank American Eurocopter (now Airbus Helicopter—Ed.) and NEHC for giving me the opportunity to attend the Inadvertent IMC Course at Eurocopter’s Training Academy in Grand Prairie, TX. The #1 thing I gained from the ground portion was the need to monitor and get a full weather briefing before we fly, regardless of day or night. I found that all too often we as pilots let our growing experience with helicopters get us into trouble in the aircraft. The course started with a ground session where we covered some NTSB accident reports associated with pilots getting caught in IIMC. One of the things that struck me oddly was the fact that most if not all of the reports we looked at dealt with pilots that had well over 5000 hours. In just about every case the pilot didn't take the time to properly determine wx conditions or let their experience guide them down the wrong path due to over confidence. Once we got to the sim it was a whole different ball game. Being an IFR rated helicopter pilot I felt pretty confident that I would be able to transition into the sim and then in and out of the clouds without any issues. Seemed pretty straight forward, aviate, navigate and communicate. Not so easy. Once I received my briefing on the sim and was allowed to fly a bit in VMC conditions the instructor stepped out. At this point the instructor started bringing in the fog and lowering the ceilings and things got tricky. The first time he dropped the visibility on me and I went 0/0 and full IMC, I only lasted about 45 seconds before I wrecked the aircraft. The transition from outside to inside seemed almost impossible. It all boiled down to fixation on the gauges. I personally kept fixating on the AI and would let the airspeed, power etc., get out of control. This seemed to be the beginning of my demise each time. I was finally able to get the transition from VMC to IMC without any issues after some practice. I just reinforced the fact that even an IFR rated pilot should keep up on instrument flying to stay proficient. In all, I felt that the course was very beneficial for several reasons. It reminded me that a proper preflight involves more then just going over a checklist in the aircraft. As pilots we need to do our due diligence and check the weather for the surrounding area before we fly. It also reminded me not to be to overconfident in my skills as an aviator. Just because I have an instrument rating doesn't mean I am proficient to fly instruments. Respectfully, Steven J. Reel 13


CFI’s Corner Working as a flight instructor (CFI), training new general aviation helicopter pilots is very interesting and rewarding. I really enjoy teaching; it allows me to stay proficient with many of the skills that professional helicopter pilots use daily and it’s a great way to build flight time. I have been flying for over 30 years in New England. In addition to flight instructing, I’ve flown pipeline/power line patrols, photo and video flights for commercial photographers & videographers, scenic tour flights, and rides at fairs and fly ins. I’ve had the privilege of flying handicapped passengers and watched them marvel at the experience of floating over the mountains, and along the seacoast, in a helicopter. I’ve trained young aviation enthusiasts, teenagers who’ve earned their pilot’s license before learning to drive a car, and very mature aviation enthusiasts, people who have ’fly-a-helicopter’ on their bucket list. Modern piston helicopters are safe and affordable trainers. These machines are challenging to fly and teach students critical skills, skills that build a foundation for the novice helicopter pilot. Helicopters used as primary trainers allow new helicopter pilots to master the basics of rotary wing flight and how to manage the ‘all-important’ rotor system energy. You remember those days, right; moving both hands trying to maintain a steady hover, moving both feet to maintain a constant heading, all the while twisting the throttle with your left hand to keep the rotor RPM between the red lines. A big reward for a flight instructor is the student’s first solo flight, a close 2nd is seeing a newly printed private helicopter pilot certificate. There’s nothing better than working with a new pilot. During the first few hover lessons most students can barely hold the helicopter in one place for more than a few seconds. It’s very satisfying to watch a student’s confidence build as they acquire the skills needed to fly solo and to watch as they develop into competent pilots. My favorite students are those who tenaciously work on their ratings and finally end up obtaining a full time job in the helicopter industry. Some of my students have become medevac pilots, tour pilots, and air taxi pilots in the Gulf of Mexico. Several have gone on to fly in the military and others have purchased their own helicopter for personal, as well as professional, use. Flying helicopters is fun! I thinks it’s important to have as much fun learning to fly as you plan to have when you finally earn your helicopter pilot’s rating. Enjoy the ride!

Contributed by:

Newly Rated Helicopter Pilots

Pete Mekelatos

Private Helicopter

CFI H/A York County Helicopters Port City Air/ NH Helicopters Inc.

Mark Coop Roberto Brandao Private Helicopter

Barry Compton CFII, Helicopter

CONGRATULATIONS!

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 14


Aircraft Maintenance—A Quiz Test your knowledge about aircraft maintenance, aircraft mechanics and maintenance records. Have fun! 1. Who is primarily responsible to make sure that the helicopter you’re flying is airworthy?

A. B. C. D.

The aircraft owner. The mechanic that works on the aircraft or, if the aircraft is maintained by a Federal Aviation Administration approved Repair Station, the Repair Station’s Director of Maintenance. If the helicopter is being operated in a flight school, this responsibility resides with the Chief Flight Instructor. The Pilot in Command.

2. Rules that govern maintenance, preventive maintenance, rebuilding, and alteration of aircraft having a U.S. airworthiness certificate, aircraft engines, propellers, appliances, and an aircraft’s component parts are primarily covered in:

A. B. C. D.

Federal Aviation Regulation (FAR) 49 CFR Part 43. Federal Aviation Regulation (FAR) 49 CFR Part 45. Federal Aviation Regulation (FAR) 49 CFR Part 91. Advisory Circular AC 43-12A, Preventative Maintenance.

3. Which of the following statement(s) correctly describes a person authorized to perform maintenance, preventive maintenance, rebuilding, or alteration to an aircraft having a U.S. airworthiness certificate?

A. B. C. D.

The holder of a mechanic certificate may perform maintenance and preventative maintenance but is not permitted to rebuild or alter an aircraft. The holder of a repairman certificate may perform maintenance and preventative maintenance but is not permitted to rebuild or alter an aircraft. The holder of a pilot certificate may perform maintenance on any aircraft owned or operated by that pilot, so long as the aircraft is not used under part 121, 129, or 135. The holder of a sport pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category.

4. Updates of databases in installed avionics are not considered maintenance and may be performed by pilots provided that –

A. B. C. D.

The aircraft is not operated for hire. The database upload is initiated from the flight deck and can be performed without the use of special tools and/or special equipment. The pilot follows the instructions described in the Special Letter of Authorization issued by the Federal Aviation Administration. This statement is false. Pilots are not permitted to update avionics databases. This is a maintenance function.

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 ‘Maintenance’ questions are posted on the NEHC Website. www.nehc.org

NEHC is LinkedIN We are pleased to announce that NEHC now has a LinkedIn Group. You can find our group by clicking:

NEHC LinkedIn Group

Email your interest to:

When it comes to connecting with professional people who mean business no matter what the industry or profession is, few can compare to the power of LinkedIn.

info@nehc.org

www.linkedin.com/groups/New-EnglandHelicopter-Council

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

Officers

Industry Members Director Designees

Affiliate & Operator Member Director Designees

Paul M. Montrone Chairman

Greg Harville President

AgustaWestland Philip Coghlan

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 Darin Howell

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 Boston Helicopters Cannon Aviation Group, Inc. Conklin & de Decker Granite State Aviation LLC Heliops LLC

JBI Helicopter Services Mass Mutual Financial Group Massachusetts State Police Air Wing NationAir Aviation Insurance 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 Jimmy Jacobs New England Air Museum Tewksbury Country Club

NEHC Newsletter Spring 2014  
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