AUGUST 2017 VOL 42
ALEA 2017
FLYING IN THE
HIMALAYAS THE GAZELLE
HIGHLIGHTS FROM RENO
TURNS 50
APPROACH VECTORS MADE EASY
FLIR XT REVIEW
OPENING THE WORLD OF EO/IR TO DRONES
AERIAL FIREFIGHTING TFRS
DRONES CAUSING GROUNDINGS
PILOT PROFILE GARIN KLINKER
2 | heliweb magazine
INSIDE
THE JULY ISSUE 52
42
COVER STORY:
ALEA SHOW 2017 HIGHLIGHTS FROM RENO By Tim Pruitt
58
WHAT I LEARNED FLYING AT 20,000FT EXPERIENCE AND TECHNIQUES FOR VERY HIGH ALTITUDE By Rahul Monga
TESTING THE FLIR XT INFRARED FOR YOUR DRONE By Ryan Mason
66
THE GAZELLE TURNS 50
THE UK’S 50TH ANNIVERSARY FLY-IN By Sven Atkin
72
AERIAL FIREFIGHTING TFRS DRONES CAUSING GROUNDINGS By Colt Roy
74 COLUMNS & FEATURES
Helipix From the Desk of
6 18
Straight & Level
20
HeliNews 26 Approach Vector HeliGear
38
40 August July 2017 2017| 3| 3
PUBLISHER & EDITOR Ryan Mason ryan@heliweb.com
DEPUTY EDITOR Ali Mason ali@heliweb.com
CONTRIBUTING PHOTOGRAPHERS: Tim Pruitt Seth Lasko Dan Foster Ralf Block Scott Dworkin
Colt Roy Jason Jorgensen Jeroen Vanveenendaal Roelof Jan Gort Ed Simmons
COPY EDITOR: Duncan Brown duncan@heliweb.com
LAYOUT: Jason Jorgensen jason@heliweb.com
CONTRIBUTING WRITERS: Ben Fouts Brian Parsons Sven Atkin Dan Foster Jacinta Cummins Colt Roy
Jessica Kanellos Lauren Brown Matt Johnson Michael Rocks-Macqueen Tim Pruitt Rahul Monga
AUGUST 2017 VOL 42
HELICOPTER ART Eric Lian, Marc Veenendaal
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ALEA 2017
FLYING IN THE
HIMALAYAS THE GAZELLE
HIGHLIGHTS FROM RENO
TURNS 50
APPROACH VECTORS MADE EASY
#HELIWEB
FLIR XT REVIEW
OPENING THE WORLD OF EO/IR TO DRONES
AERIAL FIREFIGHTING TFRS
DRONES CAUSING GROUNDINGS
PILOT PROFILE GARIN KLINKER
August 2017 Issue Cover: Washoe County Sheriff’s UH-1 Huey is seen departing from the Reno-Sparks Convention center following the 2017 ALEA EXPO held in Reno, NV July 24-29 Image by Jason Jorgensen
All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors. Unsolicited editorial manuscripts and photos are welcomed and encouraged. heliweb cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Photos submitted by mail or electronically become property of heliweb unless otherwise specified. Copyrighted photographs must be clearly marked, otherwise they become property of heliweb. Deadline for all advertising is the first day of each month for the following months edition. Information about rates, requirements, etc. is available upon request.
H eliweb is a prou d mem b er of t h e f ol low i n g as s o ci ations
July 2017 | 5
Fonnafly EC 120 coming in for a landing. Photographer: Philipp Schwegler.
PNG Bell 407 dropping off survey personnel on a mountain in Papua New Guinea. Photographer: Sante Tarasomo. 6 | heliweb magazine
#helipix Airbus Helicopters AS350 departing from the 98m Superyacht “Aviva� Photographer: Tom van Oossanen.
Agusta Westaland AW 109SP G-MOAL. Photographer: Kevin J Donegan. August 2017 | 7
Air Zematt’s Aérospatiale SA 315B Lama HB-XII. Photographer: René Schudel. 8 | heliweb magazine
#helipix
Access Helicopters AS 350B2 at a NexGen Uranium Drilling Camp. Photographer: Simon Davis August 2017 | 9
Italian search and rescue Bell 412. Photographer: Sergio Colodoro.
The Swiss Air Force Super Puma Display Team AS332M1 Super Puma / AS532UL Cougar. Photographer Daniel Aegerter. 10 | heliweb magazine
#helipix
Heliswiss Kamov KA-32T. Photographer: Robert NWG.
Eclipse Totality MD530F Alpine, WY. Photographer: Scott Urshel. August 2017 | 11
Belgian Federal Police MD902. Photographer: David Van Bouwel 12 | heliweb magazine
#helipix August 2017 | 13
Heliweb Magazine Publisher, Ryan Mason traveled to Houston to fly with Customs and Border Protection’s Air and Marine operations in the aftermath of Hurricane Harvey. We’ll have a full story on this in the September issue of Heliweb Magazine. Scenes like this were a common view around the areas of Beaumont and Orange, Texas as residents continued to evacuate the effects of Hurricane Harvey. Photographer: Ryan Mason. 14 | heliweb magazine
#helipix
Hurricane Harvey
August 2017 | 15
A CBP UH-60 returns to base in Conroe, Texas where all CBP operations were being housed for hurricane Harvey. Photographer: Ryan Mason.
A Navy Pavehawk rescues a family as flood waters begin to overtake their property. Photographer: Ryan Mason. 16 | heliweb magazine
#helipix
Hurricane Harvey
A CBP UH-60 after departing a Beaumont hospital to relocate a dialysis patient to a hospital outside the flood zone. Photographer: Ryan Mason.
A U.S. Customs and Border Protection Agent searches for survivors in Beamont, Texas from a CBP UH-60. Photographer: Ryan Mason. August 2017 | 17
www.maunaloahelicopters.com | 808-334-0234 18 | heliweb magazine
August 2017 | 19
COLUMN
PUBLISHER
From the Desk Of...
Two Years and Counting Yo u m i g h t b e w o n d e r i n g w h y you’re reading this issue, the Au g u s t i s s u e a f e w d a y s i n t o S e p t e m b e r. We l l , h u r r i c a n e Harvey happened, and 48 hours ago I was talking to a friend who was detailing the devastation Harvey had caused in the Houston area and we were extended an invitation to head out to H o u s t o n . T h e c a t c h , h o w e v e r, if I didn’t get on the road in 20 minutes after that phone call, we would miss the ride.
like the Cajun Navy worked in unison with air operations in literally thousands of rescues. But the most profound thing I noticed, was the teamwork and precision in which these r e s c u e s w e r e e xe c u t e d . t h e r e were multiple cases that the same information was going out to multiple agencies and the swiftness with which each crew attended the scene in the hopes of rescuing somebody that was in dire need was just astounding.
That being said, we aren’t usually ones that follow the conventional “way that things happen” in the helicopter i n d u s t r y, s o a p o l o g i e s f o r being a couple of days behind, but I think that once you see some of the material we acquired during this oncein-a-lifetime event, you will agree that we made the right decision. I would especially l i k e t o t h a n k t h e U n i t e d St a t e s customs and border protection air and marine, their pilots, air crews for accommodating us and the many other news outlets.
For those of you have never been through Hurricane or personally witnessed the devastation that one can cause, it really is something that you cannot grasp in severity until you’ve seen just how bad it is. Entire towns underwater and thousands displaced, not to include those who rode out the storm and are now in need of rescue.
Being a hero is not something that you set out to do, it is just something that happens , I think each and every person involved in the rescue efforts deserves the that title after what we witnessed. In just the time we were there we saw dozens of rescues performed by the Navy , the Coast Guard, customs and border protection air and marine and many other agencies to n u m e r o u s t o m e n t i o n . Re s c u e efforts on the ground equally as impressive as rescue organizations and civilians
20 | heliweb magazine
To s a y t h i s w a s a c o m p l e x environment to work in would be an understatement. There were helicopters everywhere. As calls for rescue were coming in and being dispatched, there were several that were given out to three separate aircraft in the area. Which when you are all making max speed due to the urgency of the call, it c a n g e t c o m p l i c a t e d q u i c k l y. When we arrived in Beaumont, TX there were five separate helicopters conducting five
separate mission to rescue people from hospitals, homes, and other areas. The way these rescues were conducted and the fact that thousands were rescued in just a few days, it really shows testament to the training of all of the pilots and air crews involved. If anyone was ever to doubt the value of helicopters in this and many other environments related to Hurricane response, a situation like this is all you need to justify the reason for the purchase of every helicopter that was involved. The other thing I noted while in Houston; togetherness. T h e U n i t e d St a t e s h a d b e e n divided a great deal lately on many issues, but leave it to a hurricane to immediately silence those voices and instead, replace them with those of care and concern for your fellow man, which is what I s a w, t i m e a n d t i m e a g a i n . A police officer friend working one of the stadiums told me that they got to the point they had an overflow of volunteers and donations. That my friends, is a great showing of what the U n i t e d St a t e s d o e s w e l l , h e l p i n g those in need.
Ryan Mason Publisher & Editor
Ryan has worked in the aviation media field for the last nine years. Providing video, photographic and written content for U.S and international aviation publications. Also a former police officer, Ryan has written for numerous law enforcement publications, specializing in technology, tactics, police equipment and airborne law enforcement. Ryan purchased heliweb with a goal of providing real stories on real issues in the industry and giving back to the industry through efforts to promote safety in helicopter operations.
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August 2017 | 21
COLUMN
FLIGHT TRAINING
Straight & Level
Cover Your SIX Do you ever wish you had the protections in place that a commercial Driver has?
It wasn’t always so easy to pull the pilot certificate or revoke a medical.
Maybe you think you do?
The Federal authority does not need proof to start a revocation, just a hunch. And they do act upon those and simply having some circumstantial evidence; nothing that could ever stand up in a court of law.
I ask that because you see what difficulties a pilot goes through just to be qualified for a job. That pilot began by working 3 jobs to afford flight lessons to get to the point where they were commercially qualified. The tuition to become a fullyfledged helicopter pilot is typically around $90K. Not many people have that kind of money lying around. They end up working 60 hours per week to pay the bills all the while attending flight school to make it in the commercial pilot world. Follow this with year 1 where earnings are $15,000$30,000. It is a hard road no doubt. But, while all of us went through this and are happy to be flying for a living, it can all be taken away ever so easily by an FAR violation or an issue with the FAA medical certification branch. Commercial Drivers have a CDL - Commercial Driver License with rights and a system that protects them. Remember, innocent until proven guilty right? At least there is a clear and safe way to defend yourself. With pilot certificates and the privileges given, it doesn’t work that way, and that is by design.
22 | heliweb magazine
Years ago the pilot certificate was called a pilot license. FAA legal decided that the word license was not advantageous in the case they needed to violate a pilot for wrongdoing. The world license infers that you have rights to it. This became a legal hassle and ultimately the decision was made to change the “pilot license” to a “pilot certificate”. The word certificate really only means a revocable privilege and does not infer that you have rights to that privilege. This made the process of enforcement much easier. So while you invest so much of your life to build a flying career you need to be aware that you have no protections in place in the case there is a medical problem or suspected violation. The FAA can react immediately with a revocation then collect evidence as they sit and ponder about your viability as a pilot. This will take months at a minimum.
My advice to all students as they go through training is to have a legal protection plan at the very least with AOPA. The cost is affordable and it can be an absolute game changer in the case you are suspected of wrongdoing. Remember, it isn’t that you have to have done wrong, but only perceived to have made a violation that an order of suspension or revocation can be made. Having an attorney at the ready will be imperative to put the enforcement on their heels and allow you to potentially keep you job. We are lucky to have a proactive agency in AOPA that helps and advocates for your rights, and protects you from overzealous enforcement actions. For a small investment in membership and an annual fee to keep legal services available to you, you can have help at the ready in case you ever need it. I certainly don’t advocate for pushing the law or trying to act in a way that will get the magnifying glass put upon you, but too often an honest mistake or an ill perceived flight could cause you a nightmare with FAA enforcement. Get proactive and protect your privileges as a pilot so you have a voice in defense of your life’s investment.
Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an FAA Designated Pilot Examiner — a position he’s held for fifteen years, since he was just twenty-four years old — he is the owner of Mauna Loa Helicopters, operating three bases in Hawaii and one in Alabama.
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August 2017 | 25
COLUMN
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April/May 2017 | 27 July 2017 | 27
HELINEWS
Universal Avionics Receives TSOA for InSight Display System Multiple stored user profiles and configurations Embedded configuration options for multiple autopilot types, weather radar systems, comm/nav systems, and air data systems
Universal Avionics announced FAA Technical Standard Order (TSO) authorization for the company’s InSight Display System, designed to offer a new modern, integrated flight deck solution. InSight is a flexible solution for both new aircraft platforms and retrofit upgrades. “After an intense development and certification phase, I am excited to announce that we are now able to offer operators our state-of-the-art InSight Display System,” said Dan Reida, Universal Avionics Vice President of Sales and Marketing. “Loaded with features such as custom user profiles, high-resolution terrain with ice and water features, and advanced airport maps, runways, and special use airspace, we are able to add value to almost any flight deck,” he added.
With the open architecture of InSight and the ability to support multiple interfaces, customers can leverage the investment made in other systems into the InSight display system, helping to manage the cost of upgrading. System configuration options are available for 3- or 4- 10.4” (diagonal) EFI-1040 displays, and fewer required Line Replaceable Units (LRU) allow for less avionics weight and wiring in the aircraft, along with reduced installation downtime. One of InSight’s most desirable features is the embedded next generation synthetic vision with advanced mapping capability, along with embedded charts, radio control, and broadcast weather. Additional features include:
High-speed Ethernet bus that requires less wiring and fewer terminations for display-to-display communication and display control. Support for either a single SPD/HDG/ALT SEL controller or multiple separate HDG/CRS and SPD/ ALT SEL controllers An EFIS Control Display Unit (ECDU) that consolidates multiple controllers, including the flight displays, FMS, radios, weather, traffic, and terrain, into one centralized ‘Point & Click’ control device When integrated with Universal Avionics’ SBAS-FMS and UniLink® UL800/801 Communications Management Unit, InSight also provides a path to meet future mandates and requirements like PBN, CPDLC, FANS 1/A+, Data Comm, ATN B1, and more.
Pilot-selectable display screen layouts
Donaldson Delivers Inlet Barrier Filters for Factory Installation on New Bell 505 Helicopters Donaldson Aerospace & Defense, has delivered more than 30 dry media Inlet Barrier Filters (IBFs) for factory installation on new Bell 505 Jet Ranger helicopters. The aircraft received Federal Aviation Administration (FAA) certification in June. “Donaldson congratulates Bell Helicopter on bringing this exciting new aircraft to market,” said Matt Fortuna, general manager for Global Aerospace & Defense. “We are proud to be Bell’s first-fit selection as standard
heliwebmagazine magazine 2828| |heliweb
equipment for the new Jet Ranger and to help build on this storied aircraft’s impressive legacy of success.” The Donaldson IBF protecting the Bell 505 Safran Helicopter Engine’s Arrius 2R power plant features nextgeneration non-woven dry media with proprietary Ultra-Web® filter media technology. This technology is key to the filter’s superior capacity to hold dust and directly contributes to reductions in maintenance requirements.
“Donaldson advanced filtration contributes to longer engine life due to elimination of erosion, reduced maintenance costs and more available power than alternate filtration systems,” Fortuna said. “Operators can fully expect to meet or exceed established TBO requirements.” Donaldson dry media IBFs are also fast and easy to clean by rinsing with water. Convenient flat storage is an additional benefit, with a flexible filter design that conforms to the installed configuration.
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August 2017 | 29
HELINEWS
Airbus Helicopters and IAR deepen strategic partnership on H215M with 15-year agreement Airbus Helicopters and IAR, Romania’s leading aerospace company, have decided to extend their exclusive cooperation on the H215M multirole helicopter. Under this general agreement IAR will become the prime contractor for the H215M for any future order by the Romanian Ministry of Defense to replace their ageing fleet. Initially signed for 5 years, the agreement has been extended to 15 years, further underlining the commitment of Airbus Helicopters and IAR to jointly contribute to the modernization of the Romanian armed forces fleet of multirole helicopters in the long term.
over 360 helicopters under Airbus Helicopters’ license over the past decades, which makes us confident in the future success of the H215M” he added.
The announcement took place during French President Emmanuel Macron’s official visit to Bucharest and in presence of Romanian President Klaus Iohannis.
“This 15-year agreement puts IAR and Airbus Helicopters in the best position to meet the future needs of the Romanian Armed Forces as they look at renewing their fleets of medium and heavy multirole helicopters” said Olivier Michalon, Airbus Helicopters Senior Vice President, Head of Europe region. “Our goal of delivering superior value for our Romanian customers by offering the most complete line
“We are proud to have extended this agreement as a result of a long term trust between IAR and Airbus Helicopters” said Neculai Banea, General Director of IAR. “IAR has built
Under this agreement, IAR will act as prime contractor for all future H215M orders that could be placed by the Romanian Ministry of Defense. It also covers cooperation between Airbus Helicopters and IAR on the production, assembly, customization, support and maintenance of the H215M helicopters destined to the Romanian Armed Forces, and export if opportunities arise.
of products and services underlines Airbus’ unfaltering commitment to Romania. Each major Airbus business unit contributes directly to the strengthening of the European defence industrial base. Today Airbus already accounts for over 5,000 direct and indirect jobs in Romania, through its divisions, Helicopters and Defence and Space, Commercial Airplanes with Premium Aerotec, as well as industrial partners like Aerostar, Turbomecanica, Aeroteh, Aerofina, etc., making the company the largest aerospace investor in the country,” he added. Airbus Helicopters has been present in Romania for over fifteen years through its customer centre, Airbus Helicopters Romania, a successful enterprise since its creation with about 75 per cent of its turnover achieved through export contracts. Airbus Helicopters Industries, a 10,000m² factory based in Brasov, was inaugurated in 2016 and will house production of the H215 in Romania. Photo by Jason Jorgensen
30 | heliweb magazine
Sikorsky Delivers Second S-92 Helicopter to the South Korea Coast Guard
NTSB Provides an Update on the Virginia State Police Crash Investingation The NTSB released an update on August 14, regarding its ongoing investigation of the crash of a Virginia State Police helicopter that occurred on Aug. 12, 2017, in Charlottesville, Virginia. The purpose of the accident flight was to provide a continuous video feed of activities on the ground, which was accomplished with multiple helicopters.
Photo by Jason Jorgensen
The South Korea Coast Guard has accepted delivery of its second S-92 helicopter for critical search and rescue missions following a ceremony held in Coatesville, Pa. and attended by Republic of Korea and Sikorsky officials. The South Korea Coast Guard has operated a single S-92 helicopter since March 2014. To date, that aircraft has flown more than 850 flight hours, saving more than 30 lives flying search and rescue and emergency medical transport missions. “We are honored by your trust in Sikorsky and in our S-92 helicopter when performing these critical missions,” said Audrey Brady, General Manager of Sikorsky Coatesville Operations. “We look forward to continuing our relationship and, as always, we are committed to providing world class support to your fleet.” “The safety and performance of our current S-92 aircraft has truly provided reliability when it comes to the timesensitive mission of saving lives,” said South Korea Coast Guard Senior Superintendent and Factory Acceptance Test Inspection Team Lead, Kim Youngmo. “We look forward to putting this new aircraft into operations to continue performing our mission.” Following the aircraft’s shipment to South Korea, aircrews will conduct training in-country. The aircraft is expected to enter service by year-end.
The accident helicopter (N31VA), was a Bell 407, manufactured in 2000. It departed Charlottesville airport at 3:54 pm ET and was over the downtown area at 4:04 pm and engaged in mission-related activities there until 4:42, at which time it departed the area to provide support for a motorcade carrying Virginia Governor Terry McAuliffe. The last observed radar coverage indicates that the accident helicopter was traveling north/northeast at about 30 knots (34 mph) at an altitude of 2,300 feet. The first 911 call reporting the crash was received at 4:44 pm. The crash site is about 7 miles southwest of the Charlottesville airport. The helicopter’s vertical flight path was about 45 degrees when it descended into trees.
The main wreckage came to rest about 100 yards from where the aft portion of the tail boom became lodged in a tree. There was a post-crash fire. The was no distress call from the accident helicopter. The NTSB and the Virginia State Police are interviewing witnesses who reported seeing the helicopter in flight shortly before the crash. The helicopter was not equipped with a flight data recorder or a cockpit voice recorder, nor was it required to be. Investigators are working with local authorities today to recover the helicopter wreckage to a secure location where additional examination and documentation can be conducted. The NTSB has been working closely with the Virginia State Police and appreciates it efforts to support the NTSB investigation. A preliminary report detailing the facts and circumstances of the crash that have been developed in this early stage of the investigation will be available on the NTSB website within 2-3 weeks. The entire investigation is expected to last 12-18 months.
Bell Helicopter, announced the signing of a purchase agreement for eight Bell 407GXPs with Caverton Helicopters Limited, a subsidiary of Caverton Offshore Support Group Plc. The Group operates in the marine and aviation sectors for the oil and gas industry and has over 700 employees in Nigeria. Delivery of the aircraft is scheduled to begin later this year. Josiah Choms, Ph.D., managing director, Caverton Helicopters said that, “Identifying the best aircraft to effectively carry out the mission is key and we believe the Bell 407GXP’s proven track record particularly its speed and efficient operating cost make it the perfect light single helicopter for this job.” Calverton has also signed the eight 407GXPs for Bell Helicopter’s Customer Advantage Plan (CAP) support solution. According to David Sale of Bell Helicopter, the eight new 407GXPs will join the company’s current fleet of 412EPs and be used for off-shore logistical support, maritime and coastal surveillance, emergency medical services a well as search and rescue.
August 2017 | 31
HELINEWS
Summer Update - Firefighting Around the World Erickson Incorporated, a leading global aerial firefighting company for more than 30 years, owns the world’s largest S-64 Aircrane fleet, and the Aircrane Helitanker is recognized throughout the industry as one of the most effective and efficient firefighting aircraft in the world. Northern Hemisphere fires are experiencing above average conditions, and what follows is an outline of Erickson’s current jobs. In late fall, the Aircranes are mobilized to the Southern Hemisphere to fight fires south of the equator. Andy Mills, Interim CEO and president said, “We have an outstanding reputation for having some of the best pilots and maintenance crews in firefighting. When property is at risk and a wildfire is out of control, we are called in to help control the situation.” Erickson’s Aircranes have 2,650 gallon hydrotanks and a sea snorkel that helps provide outstanding capabilities for fire authorities in for both initial attack of fast moving fires and advanced structure protection.
NORTH AMERICA
EUROPE
AUSTRALIA
British Columbia Canada: Erickson currently has multiple Aircrane Helitankers assisting fire authorities across British Columbia as they battle several large-scale fires that have consumed vast forested areas and released smoke visible all along the West Coast of North America.
Greece: Erickson currently has three Aircrane Helitankers under contract to provide fire protection throughout Greece and are based in the cities of Tatoi, Elefsina and Andravida, Greece.
The National Aerial Firefighting Centre (NAFC) has extended a contract with Erickson for 2017-2018, through Australian partner Kestrel Aviation, for six S-64 Aircrane helicopters to support firefighting efforts across the country. It’s expected that Erickson will provide services beginning in early October, which is the start of fire season in that part of the southern hemisphere. Earlier this year, six Aircranes fought fires in Victoria, New South Wales and Western Australia.
California: Erickson currently has one Aircrane under contract with Los Angeles County, one Aircrane with Los Angeles City, one with San Diego Gas and Electric, and one under contract with CalFire in Santa Rosa, CA for initial attack and rapid response to the extreme fire conditions across California. Additional Aircranes are available to the U.S. Forest Service for western U.S. wildfires.
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Turkey: Erickson currently has one Aircrane under contract in Istanbul, Turkey for year-around fire protection and emergency services response for natural disasters. Erickson has worked with the Turkish authorities for more than three years.
Photo by Jason Jorgensen
About the S-64 Aircrane Erickson provides the S-64 Helitanker with a 2,650 gallon tank capable of snorkeling or scooping fresh or salt water. It has internal foam mixing capabilities and provides water or retardant dispensation utilizing eight coverage levels. The aircraft can be configured with a water cannon for high rise and structure protection. The S-64 E & F model is a twin turbine helicopter certified in Standard Category and designed exclusively for cargo carriage and external load. The F model, the larger of the two has a maximum gross weight of 47,000 lbs., a fuselage length of 88.6 feet and a rotor disk diameter of 72 feet, and a combined horsepower rating of 9,600 SHP. As populations and development expand, aerial firefighting over residential properties and structures becomes a more crucial part of the equation. Erickson’s S-64 not only excels at supporting ground fire fighters in the Wildland Urban Interface (WUI), but the aircraft is capable of dipping for water in areas a fixed wing cannot access and it is able to come in slower and lower for precision placement of the water drop on and around residential properties and structures.
August 2017 | 33
HELINEWS
CHC Australia Recognized for Advancement and Safety of Night Vision Goggle Technology of conditions,” said Vince D’Rozario, CHC Regional Director, Asia Pacific. “In fact, CHC has become the biggest nonmilitary operator of night vision goggles in the southern hemisphere. We utilize the technology on a range of aircraft we operate in the region including the AW139, Bell 412, EC145 and S76.”
Photo by Ryan Mason
CHC Australia, was selected to receive the International Advancement Award as part of the 2017 Night Visions Awards Show. The event, held in Reno, Nevada at the Airborne Law Enforcement Association’s (ALEA) annual conference, awards flight operations that are driving
new technology and safety through night vision systems within their operation. “For the past seven years, our team in APAC has focused on exploring how night vision technology can help keep our crews and customers safe in a variety
The Night Vision Awards are a biennial event with ceremonies hosted by Aviation Specialties Unlimited, Night Flight Concepts, Vertical Magazine and Rotorcraft Pro Magazine. Their goal is to promote operational leadership and excellence in the use of night vision in North America and around the world. More information can be found at http://www. nightvisionawards.com. “It’s an honour for our team in APAC to be recognized for their outstanding work advancing this important technology,” said Karl Fessenden, President and CEO of CHC Helicopter. “Their work not only benefits our people in the region, but also helps our entire global operation build in the same processes and standards made possible by this important effort.” “CHC has and continues to work hard to find all the ways this ground-breaking technology can make our operation safer,” said Richard Emmett, CHC’s NVIS (Night Vision Imaging System) Senior Pilot. “For example, our team in Australia recently introduced NVIS to the all-weather, auto-hover fleet that provides search and rescue capabilities to the Royal Australian Air Force. The latest white phosphor night vision goggles are now helping these crews manage the challenging, low-contrast environment of overwater operations.”
34 | heliweb magazine
Virginia Beach Purchases New MD 530F The first MD 530F ordered by Virginia Beach Police Aviation, Helicopter Operations will deliver improved operational efficiency in the execution of all law enforcement operations MD Helicopters, Inc. is proud to announce the purchase of a new, custom-configured MD 530F by the Virginia Beach Police Department Aviation Unit. This will be the first MD Helicopters aircraft to join the Virginia Beach Police Department since the Helicopter Operations unit was established. “The MD 530F is an exceptional aircraft for law enforcement operations,” said Andy Pillado, Vice President, Commercial & Military Sales and Marketing for MD Helicopters. “More than just a force multiplier, this aircraft is an affordable, powerful performer that delivers reliability and increased mission versatility.”
Virginia Beach, the most populous city in Virginia, covers 310 square miles and boasts a population of 450,000. The Helicopter Operations Unit provides police aviation resources 7 days a week from 7 a.m. to 3 a.m. supporting ground units in the execution of air patrol, search and rescue, surveillance, as well as crime scene and damage assessment. Operated by a two-person flight crew, the unit also provides assistance in dignitary transports and Project Lifesaver support as needed. The Virginia Beach Police right-hand command MD 530F will feature the Rolls-Royce 250-C30 650shp turbine engine, extended landing gear, Fargo 21 gallon auxiliary fuel tank, and wire strike protection system. Highcontrast main rotor blades, a FLIR® Star SAFIRE 380HDc EOIR system, a new TrakkaBeam® A800 searchlight, and an NVISB interior will provide enhanced visibility for both officers and citizens
during low-light operations. The all-glass cockpit features the Garmin 500H EFIS flight display, Garmin GTN650H touchscreen GPS/Navigation and communications panel, Garmin GMA 350H audio panel, Howell Instruments Engine Instruments Display, Technisonic TDFM 9300 and Garmin GTR 225 multiband airborne radios, and Churchill ARS600 airborne mapping system. “It is truly an honor to be joining the Virginia Beach Police Department family,” Pillado concludes. “We are excited about the role this aircraft will play in protecting the citizens of Virginia Beach, and look forward to a long and growing relationship.” MD Helicopters will deliver the new, custom-configured MD 530F to the Virginia Beach Police Department, Helicopter Operations Aviation Unit in Q2 2018.
Photo by Jason Jorgensen
August 2017 | 35
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Also Rodas, freios, LLC 330-698-0280 h ext.224 CasWe cansados ouqualquer prejudicados Buy Worldwide para quase coisa Tel. 330-698-0280, FAX 330-698-3164 tired orGêmeos, damaged Cessna Div. of JILCO Industries 800-433-0814 ! de Cessna Green Beret Foundation. rs e quetwins, tenha Caravans, arquivos. s, Citations, We buy inventories of new Caravans e Citations. Ligação grátis, Canadá sales2@preferredairparts.com • UD&Hardware - 12.000 BW Pue/yNare em estoque Também motores e for hélices Tel. 330-698-0280, FAX 330-698-3164 engines and propellers. surplus parts nearly Gene Hembree is our buyer. Por favoroucontate cansados prejudicados 800-433-0814 anything that em: flies. Also Horário de vendas: 7h15 até 20h. Tel. 330-698-0280, 330-698-3164 Cash ext.224 gene@preferredairparts.com sales2@preferredairparts.com 330-698-0280 de Cessna • FAX Instrumentos, alguns BGene Aviônicos Acting President and CEO, Andrew Mills will Hembree Please contact him at tired or Gêmeos, damaged Cessna www. preferredairparts .com rs! is our buyer. e y u Caravans e Citations.Citations, twins, Caravans, sales2@preferredairparts.com 330-698-0280 ext.224 gene@preferredairparts.com Sales Hours 7:15am to 8:00pm EST. Tel. 330-698-0280, FAX 330-698-3164 continue to serve in an executive role at engines propellers. favorand contate em: • 7h15 Peças escape Gene Hembree is our buyer. Por Horário de vendas: até de 20h. 330-698-0280 ext.224 gene@preferredairparts.com sales2@preferredairparts.com Erickson. Mr. Continenza said, “The board and Gene Hembree is our buyer. Please contact him at • 7:15am Muito mais... 330-698-0280 ext.224 gene@preferredairparts.com Sales Hours to 8:00pm EST. 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through this transition and know he will continue to be a valuable member of our team.”
Australia Follows Germany in Grounding Tiger Attack Helicopters Australia has joined Germany in grounding its fleet of 22 Tiger attack helicopters after a fatal crash in Mali which claimed the lives of the two German crew members. Investigations are ongoing into the late July accident involving the German Army Tiger that came down in unexplained circumstances about 44nm (82km) northeast of Gao. On August 14th Australia decided to stop flying its Tiger armed reconnaissance helicopters “until further information becomes available.” Australia is part of an information sharing group with the Germans and other operators of Tiger variants including Spain and France. Following the incident, Germany immediately grounded its Tigers, though its four aircraft remaining in Mali, deployed as part of a multinational fight against an Islamic insurgency, will still be allowed to perform missions in emergency situations, says its defense ministry. Spain is also believed to have suspended flights of its army’s Tiger inventory, although there has been no official confirmation of the move. France continues to fly its helicopters in Mali, but most domestic training missions are on hold because of the summer holidays. For the Australian Army, the grounding comes at a time when the already troubled helicopters are under consideration for a midlife upgrade. Australia’s Tigers just reached final operational capacity last year, seven years late, and with several caveats on their operations. According to a 2016 report by the Australian National Audit Office there were 76 perceived deficiencies with the helicopter. Most of the caveats are relating to electronic warfare self-protection, voice and data communications and missiles being discontinued by the OEM. To date, little is known about the circumstances of the crash; statements from the German defense ministry indicates that the Tiger had been flying at 250 kilometers (155 miles) per hour at a height of 550 meters (1,800 feet) when it “suddenly sank its nose and entered a sharp dive.” Once the
Photo by: Peng Chen cc
helicopter had started to descend, parts of the aircraft broke off, including the main rotor blades,” the ministry report said, adding that the flight had proceeded normally until then. 10 seconds later it hit the ground, and the wreckage was consumed by a postcrash fire. Investigators have recovered the helicopter’s flight-data recorders, but both are heavily damaged and may be unable to be accessed.
Tiger versions” continuing, “AH can neither identify the part, the failure of which would lead to the accident, nor the origin of the failure (design, manufacturing, maintenance). Consequently, AH is not in the position to propose a protective measure.” Airbus further cautions that the update is not based “on additional information or possible root causes of the accident.”
Though the Tiger’s manufacturer, Airbus Helicopters, is not directly participating in the accident probe, as part of its contract with the operating nations AH was required to issue a notice advising that the Tiger is unsafe, without being able to offer any safety guidance. This notice was released shortly after the crash and then updated on August 10. The notice states that “despite the missing information and considering a sudden failure, Airbus Helicopters (AH) declares (an) UNSAFE condition for all August 2017 | 37
STAR Flight legend says goodbye
38 | heliweb magazine
Travis County STAR Flight, Austin, Texas will soon have to say goodbye to long time pilot Willy Culberson who is currently the Director of Aviation Operations. Willy’s love for flying came as a child working on his father’s farm in Bastrop County Texas. While working he would watch planes and helicopters fly over from nearby Bergstrom Air Force Base. He would read as much as he could about aviation and took up the hobby of building model airplanes. When he graduated from Smithville High School, Willy joined the U. S. Army to fly helicopters. January 5, 1969 he became an Army Warrant Officer and a helicopter pilot. He served tours in Vietnam where he earned two Air Medals and a Bronze Star for his actions. While in the Army he
flew the UH-1 Huey and AH-1 Cobra helicopters. In 1974 he transferred to the Army National Guard where his last assignment in the Army was as a Standardization Instructor Pilot in UH-60 Blackhawk and AH-64 Attack Helicopters based at Ellington Field, Houston, TX. During this time, he also served in Desert Storm. Mr. Culberson retired from the U.S. Army in 1996 after 27 years of service as a Chief Warrant Officer. September 1996 he began his career with Travis County STAR Flight and worked his way up to Director of Aviation Operations. While there he became a member of the Helicopter Association International and the Critical Incident Stress Management Team for Helicopter Air Ambulance Industry. He has served on the Board of Directors for the Central Texas Chapter of the American
Red Cross, and as a Mentor for Blackshear, Barbara Jordon and Overton Elementary School’s for the “I CAN” PROJECT. He is a Certified Flight Instructor in both Helicopter and a Commercial Multi-Engine Airplane. He has been awarded the Golden Hour Award and twice awarded the Higgins and Langley Memorial Awards for swift water rescue. Willy is married to Dr. Carla Emery-Culberson and they have 2 adult children, Tamara and Patrick and a grandson, Jalen. Willy has announced that he will retire from Travis County September 30, 2017 after serving the community for 21 years. He plans to fly for private clients for a few more years and them get into farming full time. He and Carla own a house and land between Austin and Bastrop and a small farm in Oklahoma.
August 2017 | 39
Approach Vectoring Made Easy!
Story and Graphics by:
Matt Johnson Parameters
If the phrase “Approach-Gate” is new to you then you (and your CFI-I) are due for a review of an important component in understanding our IFR structure and system; especially when it comes time to begin the everso important approach and landing phase of an instrument approach. As you will soon learn (or at least get a review) the approach-gate itself is essentially imaginary to pilots but the understanding of the approach-gate, its location and associated role in conducting an instrument approach is paramount for safety.
Purpose Absent on approach charts and not readily available on any pilot publications, the approach-gate is more less a concept and its purpose is to safely and efficiently get radar controlled aircraft lined-up on the final approach course. As defined by the Aeronautical Information Manual the approach gate is: “An imaginary point used within ATC as a basis for vectoring aircraft to the final approach course. The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and 40 | heliweb magazine
will be no closer than 5 miles from the landing threshold.” Remember, when getting radar vectors to final the controller isn’t expecting you to conduct any sort of procedure turn, we are reminded of this in 91.175( j) that reads: “In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.” Should you need to execute the procedure turn to lose altitude, get better prepared for the approach setup, etc. you can make this request from the controller. Otherwise, executing the procedure-turn while getting radar vectors without permission from ATC is a sure way to get a growl from the controller. Safely conducting the instrument approach via radar vectors and absent a procedure turn requires getting the aircraft on an appropriate inbound course at an adequate distance from the final approach fix (FAF). It is this “adequate distance” part of the equation of where the approach-gate comes into play.
As previously mentioned in the AIM definition above the approach-gate is located 1 mile from the final-approachfix (FAF) on the side away from the runway and is designed in such a way that will place it no closer than 5 miles from the landing threshold. While not visible on your charts or avionics the controller’s radar screen has the capability to display the approach gate and a line (solid or broken) depicting the final approach course starting at the approach gate and extending away from the airport. For a precision ILS approach this line length must extend at least the maximum range of the localizer. For non-precession approaches, the line length must extend at least 10 nautical miles outside the approach-gate. Air traffic controllers are given explicit guidance on how to vector arriving aircraft for the purpose of intercepting the final approach course. Their specific guidance says they will vector aircraft at least 2 miles outside the approach gate. The guidance also dictates that controllers are to provide a course interception angle of NO MORE than 30 degrees. The guidance does allow controllers to provide helicopters an intercept angle of NO MORE than 45 degrees for those of us in helicopters. Presumably this increase in interception angle is due to the lower speeds commonly flown by helicopters. Although 45 degrees is permitted for helicopters in many cases it would be prudent to use the more conservative 30 degree intercept angle. It is not unheard of for Part 135 operators that fly single-pilot IFR to mandate the 30 degree intercept angle option over the 45 degree angle allowed for helicopters. As is the case with so many things in aviation, there are exceptions to the above parameters. As an example, if the reported ceiling is at least 500
feet above the minimum-vectoringaltitude (MVA) and the visibility is at least 3 miles controllers may vector you to intercept the final approach course closer than 2 miles outside the approach gate. If a weather report for the airport isn’t available these weather conditions can also be obtained from a PIREP elicited from ATC. In instances such as these the controllers are to provide a course interception angle of NO MORE than 20 degrees.
It should be noted that the above parameters apply to the common ILS and/or Localizer approach and for reasons to be discussed in another article DO NOT apply to RNAV aircraft being vectored for a GPS or RNAV approach. Knowing the parameters for the approach-gate is important for at least two reasons. If you are a CFI-I and are preparing applicants for their Instrument Rating flight exam your
that may exceed: the above parameters, your comfort level or the limitation of your Automated Flight Control System (AFCS) i.e. your auto-pilot then you need to seek clarification on the vector. In fact, the Aeronautical Information Manual specifically section 5-5-6 (Radar Vectors) explicitly provides us guidance on pilot responsibilities when it comes to radar vectors. The pilot is responsible to:
Distance from interception point to approach gate
Maximum interception angle
1. Promptly comply with headings and altitudes assigned to them by the controller.
Less than 2 miles
20 degrees
2 miles or more
30 degrees 45 degrees for helicopters
2. Question any assigned heading or altitude believed to be incorrect.
Another caveat with final approach course interception is that if specifically requested by the pilot the aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix. This would be the short distance area of one mile found between the imaginary approach-gate point and the final-approach-fix (FAF) itself. Although allowed, unless weather was very adequate this option leaves the pilot very little time for “everything to line up” correctly.
applicants need to understand this concept. If you are “playing ATC” you need to provide vectors that would reasonably be expected in the “real world” and teach aspiring instrument pilots how to recognize a course intercept angle that may exceed those listed above. Another reason for knowing these approach-gate parameters is a critical one and it is for safety. ATC controllers are human and like pilots they make mistakes. If you notice that you are getting a vector to the final approach course
Summary Like so many other concepts in aviation the approach-gate, its purpose and structure is often misunderstood by students and experienced pilots alike. ATC controllers have a difficult and often underappreciated job. Like pilots they are not immune from mistakes. Knowing what a vectorsto-final course intercept should look like is paramount for the instrument pilot.
August 2017 | 41
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FlightFlix Rock Steady Strut/Skid Mount & Steel Strap for GoPro
Product Info: For those looking to document their flying adventures, but do it safely, FlightFlix has a large range of mounts, attachments and other gear for pilots that want to make sure their equipment won’t come lose in flight.
Pro Flight Gear GoPro Mount for Alpha Helmets Product Info: Known as a tough helmet to provide after market solutions for, especially with the Alpha Eagle ANVIS mount being nothing more than an open slot, the team at Pro Flight Solutions came up with a rugged and extremely stable solution for pilots and crew wanting to use a GoPro during missions. The Pro Flight Solutions mount is designed and built in house and made from lightweight yet sturdy anodized aluminum that affixes to the existing ANVIS mount area of the Alpha helmet visor. Unit includes: four permanent mount screws and four quick release studs on the system that replaces an existing rear housing of a GoPro case with the mount serving as the back plate for added stability in flight. Pro’s: Extremely stable mounting solution using a mounting platform not seen anywhere else in the industry. Con’s: Slightly more cumbersome than standard plastic mounting systems seen in other helmet mounts, requires some adjustment to get in place, but overall, a solid solution. Price: $175.00 Where to get it: www.proflightgear.com Weight: 3.0 oz Dimensions: 2 x 3 In.
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The rock steady strut/skid mount for GoPro cameras is no cheap plastic mount or stick on solution. Parts supplied by FlightFlix are all machined aluminum alloy that has been tested under extreme loads. Attach points all contain metal parts, with the only non metal parts of the whole mount being the rubber strap (reinforced with metal strapping) and the tip of the two fastening screws used in this unique mounting solution for a GoPro that you can attach to your aircraft. Pro’s: Well thought out design that shows much thought has gone into the finished product design to provide a product that has considered the many safety aspects of what could go wrong and designed the mounting system accordingly to reduce these risks. Cons: Could include a wire redundancy cord that could be attached to the camera body mount (which are also sold by FlightFlix) for double redundancy. Price: $199.00 Where to get it: Sporty’s Pilot Shop or www.flightflix.net Dimensions: (varies) designed to fit any aircraft spreader bar, strut or skid. Weight: < 1lb
Brightline B4 Swift Pilot Bag Product Info: Brightline’s pilot bags come with multiple external and internal zip pockets allowing quick cockpit access to your most used items that also have handy color coded zip pulls to allow for easy memory of what is in each pocket by the color of the pull on each pocket. The B4 Swift has more than enough room in the center to comfortably house your headset as well as a laptop and any number of other items in the external zip pockets and external sleeves in the bag. Pro’s: The color coded zippers is a masterful design element for the Brightline range, along with detachable handles and more storage room than you can poke a stick at with an affordable price tag. Con’s: External edges and carrier pouches could have some extra padding or hard plastic corners to prevent hard knocks to electronic equipment. Price: $174.00 Where to get it: www.brightlinebags.com or multiple online pilot stores Weight: 4.6lbs Dimensions: 14 x 10.5 x 6.5 In.
Mauna Loa Helicopters Training Software Product Info: Initial flight training software for students covering preflight, a maneuvers guide and aerodynamics of the Robinson R22/R44 airframe. This product is the first of its kind to offer an interactive mix of three dimensional graphics, video and voice overlays to teach students the finer points of flying helicopters. The training packs are available as downloads for students and deliver helicopter training in a way yet to be repeated in this well thought out and put together program. Pro’s: Innovative training approach that caters to all learning types throughout the training delivery. Cons: Due to the complexity of the learning package design, the product download is very large which could take substantial time to download for those with less than stellar internet speeds. Price: $99.00 to $199.00 (free trial also available) Where to get it: www.helicoptertrainingsoftware.com
Nectar Sunglasses Product Info: For the aviator that forgets sunglasses regularly, these sunglasses provide a relatively cheap and stylish solution to losing glasses that cost several hundred dollars a pair if lost. Nectar Sunglasses come in over 50 different styles in polarized and non-polarized versions with multiple lens colors and choices of smoke or brown high definition lenses in mirrored or non-mirrored finishes. Pro’s: Affordable, quality glasses in many styles with excellent optic quality in bright sunny or cloudy and overcast visual conditions. Con’s: More polarized than non-polarized glasses currently available in range. Price: $34.99-$49.99 Where to get it: www.nectarsunglasses.com Weight: <1 oz Dimensions: Varies per pair.
#heligear
uAvionics Scout ADSB Receiver for ForeFlight
Product Info: Popular navigation app Foreflight is stepping into the physical device market in partnership with uAvionics with the ADS-B Scout. This small and lightweight unit uses dual ADS-B integrated antennas optimized for 978 MHz and 1090 MHz allowing pilots to receive and display ADS-B traffic and weather through the ForeFlight mobile application. The unit can through the app display. The unit can display FIS-B weather and data, animated regional and CONUS NEXRAD, METARs, TAFs, AIR/SIGMETs, PIREPs, winds and temps aloft, TFRs, NOTAMs, and SUA information through ForeFlight. Scout is also equipped to receive air-to-air traffic information from ADS-B Out equipped aircraft and rebroadcast traffic information from FAA ground towers (ADS-R / TIS-B). Pro’s: Small, lightweight unit that is easy to setup and get working to immediately add value and functionality to the existing ForeFlight mobile app. You can also support up to four wifi enabled iOS devices from one Scout unit. Con’s: No internal battery, must be plugged into a 5v outlet or battery pack for power via included USB power cable. No GPS data receive capability to eliminate need for cell/wifi signal. Price: $199.00 Where to get it: www.flywithscout.com Dimensions: 3.4 x 0.84 x 0.34 In Weight: 17g
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ALEA EXPO 2017 Reno, Nevada July 24-29
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Story and Images by
Tim Pruitt August August 2017 2017 || 45 45
In the last week of July 2017, Reno, Nevada, the â&#x20AC;&#x153;Biggest Little Cityâ&#x20AC;? was host to the Airborne Law Enforcement Association (ALEA) Conference, its annual education, and exposition event. Public safety aviation professionals from across the world came to network, learn and share information during the premier event in public safety aviation each year where those who come to learn, can do so from the finest in the field. ALEA staff again put together a bumper lineup of conference courses for attendees. Courses that included Airborne Thermographer
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Certification, Aviation Safety Management Systems & Human Factors, Aviation Safety Officer, Aviation Unit Manager, Fixed-Wing Operations, Flight Instructor Refresher/Train-theTrainer Courses, Tactical Flight Officer (TFO) Courses and the IA Maintenance Renewal course. For the first time this year, an Unmanned Aircraft Systems (UAS) Operators Course was held that drew high enrollment. Each class was instructed by the best in airborne public aviation and filled with those eager to learn more about their chosen field.
ALEA 2017 RENO HIGHLIGHTS As with previous sessions held during the annual ALEA show, the association makes sure classes are updated annually with new content as laws and best practices for airborne law enforcement evolve. A new course added this year to the line up was the Remote Pilot Training Course developed for agencies that desire to train personnel to operate small unmanned aircraft under the new FAA Part 107 standards to add an extra dimension to their airborne capabilities. ALEA has chosen to embrace the onset of the UAS market as it
relates to law enforcement instead of decreeing the dangers of new UAS operations as others in the industry warn. ALEA, having been at the forefront of law enforcement application has also elected to host a UAS specific event in New Orleans this October that will delve more deeply into UAS operations and public safety applications in much the same way as the annual conference is aimed. A Safety Symposium took place on Thursday, July 27th, including a panel to discuss aircraft loss of control and its impact on aviation safety. The Aviation
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Safety Officer’s Roundtable was also hosted later the same day. Facilitated by Bryan Smith, it allowed officers to discuss issues that concerned them relating to aviation safety in public service applications. Once again this year, ALEA’s Water Egress and Survival Training course proved the most popular course of the show. Adding the real world component of underwater escape in the event of a water landing; the course also requires practical application of the skills learned. Practical application of attendees newly acquired skills were performed at Peppermill Resort’s pool that afternoon much to the chagrin of unsuspecting pool goers confronted with a large group of aviators wading in chest deep water in flight suits.
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ALEA 2017 RENO HIGHLIGHTS
The Reno-Sparks Convention Center served as the host venue for the trade show portion of the event, while the Peppermill Resort and Casino hosted attendees participating in courses, each day, along with many of the evening events hosted by vendors that are looked forward to by many each year. This yearâ&#x20AC;&#x2122;s after hours events included annual events from MD Helicopter, Bell Helicopter, and Airbus, along with additional after hours events held by Helinet, CNC Technologies and for the first time, Heliweb also hosted an invite only party during the event that celebrates our two year anniversary. The Reno Sparks Convention Center housing the exhibition floor was packed with the latest cutting-edge technology for
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public safety aviation where decision makers gathered knowledge on the practical application of new technology and how it would benefit their operations from the hundreds of vendors in attendance. Although down from previous years, static aircraft was again a fixture of many exhibits from OEM’s in attendance, with aircraft from Washoe County, NV showcasing their recently acquired Army surplus Bell UH-1H, Contra Costa County who’s Bell 407 was the centerpiece of the Bell Helicopter exhibit. Pinal County flew in one of the departments Bell OH-58 helicopters, also a recent acquisition of the Army
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surplus 1033 program, along with San Bernardino County, California Sheriff ’s Office who flew in their new H125 that would serve as the centerpiece for the Airbus booth. Night Flight Concepts utilized a police package Robinson R-66 during the show to showcase their NVG mods, and Robinson’s turnkey solutions, along with other head turners yet to become part of the public safety aviation world. Leonardo Helicopters AW009, and MD Helicopters mockup of the MD6XX that will feature digital cockpit and a four bladed tail rotor system also drew a significant amount of interest during the show. During the opening ceremony of the show, it was also announced
ALEA 2017 RENO HIGHLIGHTS that effective January 1, 2018, the association would be evolving to encompass a broader range of membership and transitioning to the new name of APSA, the Airborne Public Safety Association. The move, in planning for almost seven years will see ALEA absorb the members of the HRRA to encompass not just law enforcement aviation, but all of the entities that provide airborne public safety as their motto of “Advancing Public Safety Aviation” comes to life. As the curtain drew to a close on the last ever ALEA show before the event transitions to
its new name of “APSCON” in 2018, it was evident that Reno did indeed live up to its “little big town” reputation. As the thin blue line rolled out of Reno, attendees often commented how they ranked the Reno show as one of the best yet for ALEA, as even the temperatures in Reno cooperated for the duration of the show. The weather, along with the well-planned schedule and convention floor signaled the final success for ALEA before embarking on a new piece of history for the association is written as 2018 ushers in the first of many “APSCON” shows for the newly named APSA.
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ALEA 2017 RENO HIGHLIGHTS
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What Iâ&#x20AC;&#x2122;ve learned flying helicopters
at 20,000 feet...
Story by
Rahul Monga
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During my air force career, I had the good fortune to fly helicopters in the Himalayas - the highest mountain range in the world. I learned a great deal. I also screwed up several times and had my share of near death experiences. This article is a collection of some of facts and experiences of mountain flying gained after thousands of hours of flying and extreme landings at elevations up to 22,000 feet. I am sure these will be useful to all helicopter pilots. Flying in mountains such as the Himalayas presents several more factors that add to your workload, require you to think fast and also require you to have much more focus than you would flying around sea level or even moderate altitudes. Some of the things you need to pay close or more attention to are the following: • • • • • •
Extreme Vertical Air Currents Changes in Performance Reduced Margins Controllability Issues The Effects of Snow Physiological Effects
Feeling the Wind Vertical air currents in mountains can be extreme, and when I say extreme,
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I can tell you for a fact - I have experienced vertical gusts that have equated to 3000 feet per minute lift. Gusts with this kind of intensity may be impossible to offset by helicopter performance alone. If you are going to fly at altitude, you should be prepared to anticipate updrafts and prepare yourself with the knowledge and skillset to know what to do if caught in such an undesirable situation.
Know the Difference of Wind Shift Flat topography and light wind cause updrafts on the near side and downdrafts on the far side relative to the wind. The situation reverses when the wind is strong and the terrain abrupt. The near side will have a downdraft and the far side an updraft. This is an easily miscalculated mistake of pilots with too few hours and not enough mountain knowledge that has often led to disasters in the Himalayas and other high-altitude locations. In low wind and sunny conditions, thermal currents can setup mainly on good weather days in the summer. You will experience updrafts on sunny slopes in the morning and afternoon and over forests in the evening. Downdrafts are prominent over slopes in shade and above glaciers.
Speed and Performance With the exception of much lower fuel consumption, all aspects of helicopter performance suffer at altitude. Though most gas turbine engines are flat rated - meaning that they do not suffer from marked power loss at altitude, the effective power available does reduce. In order to produce more power, the fueling increases, which in turn leads to a higher TOT, thus imposing a limit. A pilot flying without a visible horizon will try to maintain crests at a constant angle relative to the fuselage center line rather than flying at a constant attitude. There will be a tendency to raise the nose while approaching a mountain resulting in a decay of air speed. One must therefore refer to your air speed indicator frequently. The maximum velocity (Vne) reduces substantially at altitude. Collective pitch settings are always high - therefore retreating blade stall and rotor roughness are frequently experienced. At the same time the best rate of climb speed (Vy) also reduces. Controllability in sideward and rearward flight is problematic at higher altitudes. The RFM (Rotorcraft Flight Manual) of all helicopters has a wind speed vs azimuth chart at hover which clearly indicates this.
At 20,000 feet, the True Air Speed is approximately 36% more than the Indicated Air Speed. Pilots not used to such altitudes find it very disconcerting and strange to find the helicopter hurtling past ground features. This also translates to rate of descents on approach. 500 fpm is actually 680 feet and you need to calculate for this fact close to ground.
Remember That Margins Are Low At high altitude the power margin, weight margin and controllability margin - are all reduced. Reduced air density will require a higher angle of attack at the main rotor which requires more collective pitch. Therefore you will soon come to the engine limits - TOT/Torque/Ng and there may be a situation where you just do not have the available power. At the same time, the tail rotor too needs a higher angle of attack. This results in a reduced rudder margin. Do not be surprised if you find that the helicopter just refuses to turn in one direction at some point - which is very dangerous because if it turns
the opposite way - you will find it impossible to stop the turn - a total Loss of Tail Rotor Effectiveness (LTE). The trick therefore is to turn only in the direction of the main rotor. The engine will take its own time to respond to power changes. There are chances of the governing system failing and the engine going into manual mode - so be ready for it at all times. You will be operating close to Hover IGE and OGE limits at altitude. It must also be remembered that Height Velocity Charts (H/V Chart) expands in size as the altitude increases. Therefore, there is lesser margin for error and survivability in case of an engine failure. Do remember that engines do not start at high altitudes and batteries discharge rapidly. Never switch off after landing!
Changes in Control Power and Sensitivity We are all used to a particular kind of main rotor behavior at low altitudes. This changes at high altitude. The damping of the main rotor is dependent
on the interplay between two forces - inertial and aerodynamic. At altitude while the inertial forces remain the same, the aerodynamic forces reduce. Therefore the rotor (after a particular rate of pitch application) will have a greater tendency to retain its position in space while the fuselage will have a different attitude and in general you will notice a higher nose down disc tilt in forward flight. Truly speaking, this does depend on the type of rotor head - whether it is a fully articulated, teetering or a rigid rotor - but that discussion is out of scope here. In a nutshell, the pilot used to low altitude flying will find this sort of behavior very strange. He will feel the controls becoming less sensitive and the helicopter behaving a sluggish, drunken and lazy manner.
Flight Path Requirements Are Different Especially during landing and takeoff, the pilot needs to decide an optimum flight path and needs to consider down-draughts which are likely to be encountered. The ideal flight path is the one which requires the smallest collective pitch angle for the maneuver.
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Try to land on a crest or a bump so as to be able to choose any approach angle in azimuth and elevation (depending on wind). This also permits a missed approach if things are not going as planned and allows engine power reduction immediately after take-off. The golden rule is to select an approach angle which becomes steeper as the wind gets stronger. One could opt for a flat approach if no down draughts are likely. This will ensure the minimum pitch to establish hover as there is no vertical speed to be cushioned. As the wind speed increases, so should the approach angle â&#x20AC;&#x201D; up to a vertical descent, in very strong wind. 58 | heliweb magazine
It goes without saying that all landings and takeoffs must be into wind. The deceleration during landing must be very gradual ensuring that you have positive speed till you are sure of landing. Keep an eye on the ASI and remember that TAS is high!
the downdraught while maintaining airspeed. Remember that the downdraught will reduce in intensity closer to the valley bottom. Any attempt to regain altitude must only be made after you move out of the downdraught.
In the absence of a wind indicator, one must ascertain the wind speed and direction by carrying out two or more low level runs at the same IAS over the landing spot - the difference in ground speed and nose offset will gave a fairly accurate idea.
Use up-draughts to reduce climb time and fly at your best rate of climb speed (this reduces at altitude - so refer to charts). You can use thermals on sunny slopes and use the near side relative to wind. Do not face the mountain searching for up-draughts, but fly parallel to the slope - this will ensure you have a getaway at all times. Climb in figures of 8 always turning downwind rather than a spiral climb.
Should you be caught in a downdraught, immediately turn in the downwind direction and allow the helicopter to be carried downslope by
you to estimate distances and speeds on snow, especially if the weather is dull. Look at the ground immediately in front of you through the windshield and not straight ahead. Irregularities in the snow can be easily detected and used as a reference for hovering. There are some proponents of a point in space approach for landing on snow who recommend coming to a OGE hover, blowing away the snow and then landing. Though this may have its merits, I do not subscribe to this as the chances of running out of power, descending and then getting into a whiteout are very high.
Physiological Aspects It is a recognized fact, that the single greatest hazard to humans in flight is the reduction in Oxygen at altitude. Hypoxia almost always results in a rapid deterioration of most body functions and may cause death. The partial pressure of Oxygen reduces by 25% at an altitude as low as 8,000 feet and produces detectable impairment in mental performance.
Never attempt to use up-draughts on the leeward side as the turbulence can be severe and dangerous.
The Effect of Snow While landing on powdery snow, it is extremely likely that you will be deprived of all visibility due to the snow being thrown up. Therefore, always carry out a controlled, sliding landing which will reduce the amount of snow being kicked up. Whatever snow which gets kicked up will be after touch down and most likely will be behind you. Takeoffs should be conducted forward in a steep climb without hovering. Remember it will be very difficult for
Between 15,000 feet and 20,000 feet, there is a marked impairment in performance in performing even simple tasks and a loss of critical judgement and will power. Slow thinking, lack of muscular coordination, trembling and clumsiness and a change in the emotional state follow. I have flown with pilots and passengers who were hilarious and physically violent alternatively. (This has happened to me as well!) The worst thing about hypoxia is that the pilot is not aware that he/she is hypoxic and may actually think that he is intact performing better. Since helicopters are not meant to be flown so high on a regular basis, manufacturers add oxygen systems as an afterthought. Combine that with helicopter pilots not used to flying with a mask (unlike fighter pilots) and hypoxia is a very real threat. Thorough indoctrination, properly charged oxygen bottles, a well-fitting mask and
emergency drills are the only way to avoid this. At high altitude, especially in winter, it is bitterly cold and one must be aware of the effects on the body and mind. In order to conserve energy, our body tries to keep its core functions at the correct temperature by a process known as thermoregulation. This triggers several different reactions to counter the cold. Shivering, chattering teeth, “pins and needles” in fingers and toes and burning sensation in the ears and nose are the initial indications. Motor skills are the first casualty and it is common to have jerky and un-commanded control application. It’s apt to mention here that the heating system of your helicopter may not be available when its needed most. All bleeds from the engine lead to a power loss and at extreme altitudes, when it is extremely cold, you may not have the luxury of warm air. Wear highly insulating cold weather flying clothing which should not be bulky as it will impede your movement in the cockpit. Heated socks and shoes are a boon. Remember not to touch metal as your skin will get stuck to the frozen switches and panels. Its good to be prepared against glare by having good quality sun glasses. Polarized ones work extremely well unless you have electronic instruments which will be difficult to read. Sunburn is a definite threat and you must take care. Lastly and not the least, disorientation especially in white out conditions is guaranteed - so train and be very careful.
Conclusion To really master helicopter flying - to fly a helicopter well and to its limits and be one with the machine, you need to fly at high altitudes. This is not to say that pilots who don’t get such opportunities do not fly well. However, extreme altitude flying certainly makes a helicopter pilot well rounded.
Rahul Monga is a veteran Indian Air Force helicopter pilot. Having flown two tenures at the Siachen Glacier he has thousands of hours of flying in the extreme Himalayas with hundreds of landings above 20,000 feet. He has also circumnavigated the globe in an ultralight aircraft, setting a record and has written a book: Around the World in 80 Days He now flies commercially in Mumbai, India and writes part time.
August 2017 | 59
REVIEW FLIR XT
for: DJI Inspire &
Matrice 100 Drones
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Although there is much opposition to the use of drone technology within the helicopter community, there is little the industry can do to stop the progress of the once costly UAS and drone technology expanding into the consumer market. While the education of those in the consumer market continues, certain sectors of the UAS/Drone market continue to make massive progress in product development that is assisting many, especially those in parapublic operations. The industry leader in commercial drone technology, DJI, has also been concentrating efforts on making affordable solutions for those that canâ&#x20AC;&#x2122;t afford to engage a full blown air unit, or where the use of traditional helicopter operations is not possible. Helicopters are unable to launch in certain conditions like marginal weather or when an armed threat on the ground makes it safer to launch a drone for surveillance operations than putting air crews into a high-risk situation. One area that DJI lacked for commercial and parapublic operations was visual ability at night.
industry experts in areas where they have no experience. Benefitting from the knowledge of industry giants like Hasselblad, the high priced camera maker that DJI now owns a significant portion of shares. The high-end camera and lens manufacturer are reported to be working on several lenses for cinematic applications that are likely to be similarly not for the weak of wallet but will probably provide stunning quality for imagery shot from the Inspire platform. One of the other key relationships DJI has maintained is a partnership with Oregon based FLIR systems. In December of 2015, the relationship yielded its first entrant to the world of miniaturized FLIR systems. Miniaturized FLIR technology, first seen in 2012 with the release of the FLIR ONE was a groundbreaking step for the company. The FLIR One bought EO/IR systems into the palm of your hand via an attached module that was made available in both
an Android or iPhone platform. Once connected through an app, the FLIR One gave the user access to thermal imagery at the click of a button, although the sensor was only useful within a short range at the time in version one of the hardware. Fast forward several years to 2015, and after several more years of development, FLIR entered the market with the FLIR XT. The first iteration launched as a high priced add-on for the DJI Matrice 100 commercial platform. Although we did not physically test the Matrice based series one platform, we were told by an early adopter that the IR technology of the FLIR XT was severely limited due to the large vibrations suffered by the nonstabilized Matrice platform. At the time the unit was released, there was no stabilization options available. This was evidenced by the video we were provided to review shot with the FLIR XT mounted on the Matrice 100 without a stabilizer.
The addition of a Zenmuse X5 camera to the popular DJI Inspire platform chosen by many operations as their drone of choice, offered greater visibility thanks to the much heavier (which also translates to less flight time) Zenmuse X5. The X5 unit provided much better picture quality to those reviewing live footage that was crisp and clear. However, there was still no ability to â&#x20AC;&#x153;see in the darkâ&#x20AC;? which would allow for drones to utilize the same technology as the much larger helicopter and fixed-wing mountable systems like the older FLIR 8500 and newest FLIR 380HD. DJI is known to partner with
DJI PHOTO
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Drone Tech : straight ahead. The meat and potatoes of the unit providing the thermal imagery are based on FLIR’s two previous entries into the drone EO/IR market, the Vue and the Tau models that have been leveraged to create this all in one stabilized package.
OPERATING THE FLIR XT
As work progressed on updated versions of the FLIR XT, a partnership between FLIR and stabilized platform and lens manufacturer Zenmuse that resulted in the release of the FLIR XT for the DJI inspire.
UNBOXING
IR camera was attached by the same sturdy stabilizing arm as is affixed to the Zenmuse X5, which is incredibly smooth but may be just a little overkill for the size of the camera. However, for the sake of this review, all it did was move the camera when flying rock steady and ultra-responsive. Attached to the arm is FLIR’s XT EO/IR camera unit, which is no bigger than two packs of matches stacked atop of one another.
Having heard many things about the improvements in mobile technology, we approached FLIR to obtain an evaluation model that we could put through its paces. Not knowing what to expect in relation to the relative size and weight of the drone based platform, we thought the box that arrived at our office had been shipped empty by accident when it was picked up. After opening the box and finding a simple rectangle Zenmuse plastic box inside (the carry case for the Zenmuse XT is identical to the Zenmuse X5 camera that we already have) we opened it to find a unit much smaller than expected.
For anyone who has used the DJI Inspire platform or any drone technology with a removable camera system, the simplicity of this “anyone can use it” system is as functional as it is simple. With the flick of the camera locking mechanism on the front of the DJI Inspire and removing your existing camera, fitting the FLIR XT is as simple as matching the three recessed metal wings into the open slots until they are snug and turning the locking clip that will lock into place.
Essentially mirroring the size of the factory standard DJI X3 4K camera that comes as standard with a DJI inspire, yet weighed about half as much. The only exception being that the EO/
From there, it is as simple as powering up the drone and making sure the FLIR XT comes to life and runs itself through its leveling process which ends when the camera lens points
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HOW DOES IT WORK?
Software compatibility and device connection have always been a bone of contention for anyone that has experience in the drone world. Unlike the consumer Phantom models powered by wifi connectivity, the Inspire 1 and two are controlled via a proprietary Lightbridge connection. Once physically connected to an iPad tablet or iPhone via cable, the lightbridge connection provides live visuals working in conjunction with a standard DJI remote unit that can control both the onboard camera system and the flight controls of the drone. If you possess two DJI remotes, either can be configured and used by two operators, both with live view capability as one monitors the flying while the second operator controls the camera work. To test the functionality and ease of use (and in typical male fashion) we turned everything on as we would normally with the standard camera on, just to see what extra steps were needed now that we were operating with an entirely different camera mounted on the Inspire. The result of that test put into perspective just how much work both DJI and FLIR put into the development of the FLIR XT and the consumer interface that provides imagery and flight telemetry information through DJI’s iPhone and iPad app. DJI Go. Once everything was powered up and connected, we launched
FLIR XT Review User customizable IR Spectrum display options: White Hot:
Low Contrast White Hot:
Black Hot:
August 2017 | 63
Drone Tech : the DJI Go app to be greeted with a welcome screen that was the same as normal that usually shows an image of an Inspire and connection status. We were surprised to see with no input other than connecting the camera, that the display now showed the regular startup screen, but also featured the familiar FLIR logo above the image of the Inspire with the words “powered by the FLIR XT.” Upon clicking further into the app where you would usually see the live image being output, there was crisp, clear IR footage being streamed directly to the iPad display. This was about to get real! Having seen the limitations of the FLIR One, we were keen to test its long range ability and performance at height as would be performed by a helicopter. The FLIR optics on the first flight and much more in the several months we spent testing the FLIR XT were flawless. All flights were not the same, but overall, the image and video captured in every mode available (there are over 20 different color combinations from White hot to full-color spectrum IR) was exceptional from ten feet
to several hundred feet. There is some clarity trade offs as you reach higher altitudes, but none that would affect finding hot spots in a fire or locating a warm subject in a nighttime search and rescue operation.
TESTING The sensitivity settings of the EO/ IR sensor have been refined so well, that it was even possible to spot birds in trees from several hundred feet in the air and effortless to locate subjects as big as an adult male or female. On several test flights in residential neighborhoods, it was also possible to see which cars had just pulled into driveways due to the apparent strong heat signature emitted from under the hood. We further tested the sensitivity of the FLIR unit by flying at hourly intervals after running a vehicle for 15 minutes. The FLIR XT was still able to display an actual heat signature after four hours. This specific testing was completed in Florida where outside air temperatures should cause at least a small amount of confusion in a heat signature, but the results were definable to the
naked eye, even when viewed by people with no background in using this kind of technology. One of the more precision features of the FLIR XT that we tested was the temperature gauge function. When active, the display on the iPad viewing live footage and likewise on recorded footage and stills will show the temperature of the item the FLIR XT points at. When we compared the results of what the FLIR unit displayed and what was recorded on a digital IR thermometer, the results showed consistent results within one to two degrees Fahrenheit at heights of up to 25 feet from the subject that was measured and was accurate with both human and inanimate subjects. Results did vary in accuracy as height was increased for the obvious reason of distance from the sensor to the object creating a less precise reading, but its accuracy in close quarters was impressive. For applications that perform tasks such as leak detection, where leaks emit heat, or in missions such as firefighting where knowing the temperatures of a fire may assist in helping fight the fire effectively, a tool like this would be worth its weight in gold. Also, parapublic operations that employ the use of drone technology for search and rescue could also benefit from using the FLIR XT’s temperature detection to ascertain certain medical treatments that may be needed in advance, such as low body temperatures that may require immediate treatment for hypothermia. Early detection of such conditions could also significantly increase a patient’s likelihood of survival in certain circumstances, especially if
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FLIR XT Review User customizable IR Spectrum display options: Yellow Hot:
Custom Yellow:
Green Hot:
Low Contrast Green Hot:
Custom Green:
Red Hot:
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Drone Tech : User customizable IR S pectrum display options: Custom RGB:
RGB:
Custom RGB:
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FLIR XT Review rescue crews dispatched to assist in recovering a patient are already prepared to treat a patient saving valuable minutes spent diagnosing medical issues. DJI Inspire drones and others have already played a part in numerous rescue applications where a helicopter was either grounded by weather conditions or not available. A recent case in Alabama involving the Vestavia Hills Fire Department involved firefighters deploying the very system we tested just two months ago to locate four missing boaters on the Cahaba River in Alabama. Locating the foursome was achieved in mere minutes and allowed their location to be transmitted to ground rescue units who moved in quickly to recover the four and achieving a successful outcome.
ISSUES While no system is without its quirks, the FLIR XT is incredibly well thought out, and once you have a handle on the nuances of the FLIR extras that differ from the standard DJI flight telemetry and video functionality, the rest is childâ&#x20AC;&#x2122;s play. While the interface was easy to use, some slight drawbacks likely have more to do with the DJI end of the equation that still needs a little work. The latency ( the speed at which live feed optics update between drone and live feed on the tablet) of transmission once the drone was more than 250 feet away would at times become choppy and also freeze at times, which can have a myriad of causes from atmospherics to battery power.
person and not. Although, after several tests in different locations around the country in varying temperatures, we noted that latency issues tended to be greater in warmer climates. This may be a problem DJI needs to continue to work with as many users of both consumer and commercial drones have complained about similar problems with standard camera systems, which also pointed to the issue not being related to the FLIR XT. Further to our latency issues, and again on the side of compatibility between the FLIR tech and the DJI inspire, our assumption was that those same lag issues would not be present in the footage recorded directly to the Sim card within the camera. Our results, however, showed about a 50% success rate where the camera recorded the footage complete with the latent pause, which may need more attention as development continues in using EO/IR technology in the unmanned world. Overall, the FLIR XT is a well thought out and executed first
entrant to the stabilized EO/IR market and has already been followed up with the FLIR DUO. The DUO, a new iteration that is not currently available in stabilized form but adds the functionality of dual cameras, providing the operator with the ability to switch between IR and standard camera footage or use picture in picture technology to assist with visual navigation. This giving the user the ability to use standard vision to arrive in an area if desired before switching to IR when needed as flying in NVG green, white hot, black hot or any of the other color combinations is not for the uninitiated and does give some that are unfamiliar depth perception issues. At around $10,000 for the 640k resolution version and approximately $7,000 for the 321k version, the FLIR XT is not priced for the average drone user but provides a low-cost alternative that will increase the field capabilities of many agencies in parapublic operations and without a doubt, enhance existing air operations capabilities.
However, when latency issues become a total freeze for multiple seconds, we found ourselves wondering if those missed seconds, if not recognized as a freeze, could also mean the difference from seeing a missing August 2017 | 67
GAZELLE
Commemorative Fly-In
Celebrating 50 legendary years of service
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Story and Images by
Sven Atkin August August 2017 2017 || 69 69
2017 has been a year of many anniversaries in the helicopter industry. For the renowned Gazelle, a helicopter that has seen military and civilian service around the world, 2017 also marks its 50th Anniversary! The Sud Aviation (later Aerospatiale) SA 340 helicopter first flew on the 7th of April 1967. The helicopter design created as a candidate for French Army Light Aviation (l’Aviation L’Egere de L’Armee de Terre - ALAT) requirement intended to replace the Alouette III. The Gazelle flew initially with a conventional tail rotor taken from the Alouette II, which was then replaced by the distinctive Fenestron design in early 1968 when the second prototype Gazelle was built. Recognized by it’s distinctive whine and unique appearance, the Gazelle was the first helicopter to feature the Fenestron layout, which would later be included in the design of multiple 70 | heliweb magazine
helicopters including the H120, H130, H135, H145, and AS365. The French ALAT, whom the Gazelle was originally designed for, continue to use it today as an anti-tank helicopter in an armed capacity, fitted with Euromissile HOT (Haut subsonique Optlquement teleguide d’un Tube) missiles together with a roof-mounted Viviane thermal imaging and ranging sight. Gazelle are also utilized as a liaison and light transport helicopter in limited numbers. British Armed Forces were also early adopters of the Gazelle helicopter, becoming interested after witnessing the French flying the innovative new helicopter. The British would later invest in the Gazelle as a light observation and reconnaissance helicopter, built under license by Westland Helicopters at Yeovil in Somerset, United Kingdom.
The SA 340 went on to serve in each of the branches of the British Armed Forces as a trainer and is still used today by the Army Air Corps (AAC) for reconnaissance, casualty evacuation, and liaison tasks. The Gazelle proved to be a major commercial success for Aerospatiale, who went on to develop a series of uprated versions that were released to the civil market. Overseas successes continued for the Gazelle also including license agreements to produce the helicopter by the Arab British Helicopter Company (ABHCO) in Helwan, Egypt and by Yugoslav aircraft manufacturer SOKO in Mostar, now Bosnia-Herzegovina. To celebrate the 50th anniversary of the much-loved workhorse of Europe, a fly-in was organized by U.K. company, Threshold Aero. With the help of the Army Air Corps (AAC) and the Museum of Army Flying,
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the anniversary celebration for the Gazelle was held at the Middle Wallop Aerodrome in Hampshire in the United Kingdom. This was also home to the last unit of the British Armed forces to utilize the helicopter. In the hopes of drawing a large contingent of operational Gazelle helicopters, invitations were sent out to every military and civilian operator known to still operate the airframe in Europe. The momentous occasion took place April 8th, 2017 just one day later than the exact date of the 50th Anniversary of the first flight of the original SA 340. The first Gazelle to arrive for the event was the beautifully painted Westland Gazelle HT.2 in a Royal Navy Shark’s livery. This helicopter owned and operated by the Gazelle Squadron Display Team who perform multiple times each year at air shows around Europe. The Gazelle Squadron is a civilian organization that runs a number of Gazelle’s painted in a variety of legacy military colors from their days in military service that represents aircraft from the Army Air Corps, Royal Navy, and Royal Air Force. France’s ALAT, the very first SA 340 operators, attended the event with a pair of Gazelle’s from the 3 Reme regiment d’helicopteres de combat (3RHC) based at Etain-Rouvres (Lorraine). Representing one of the last operational squadrons of Gazelles in the United Kingdom was the 5th Regiment of the
Army Air Corps, a Gazelle crew based out of Aldergrove, Northern Ireland. As the celebration began and the morning progressed, the distinctive sound of multiple Turbomeca Astazou engines and their accompanying thirteen bladed Fenestrons filled the air, as civilian Gazelles from around Europe descended into the area of the fly-in. Humorously, those very sounds are partly to blame for many aircrews nicknaming the Gazelle “The Whistling Chicken Leg” during its heyday as one of the primary military aircraft around Europe. The unseasonably beautiful weather helped draw large crowds for the 50th anniversary celebration. A handful of other helicopters also flew to join this once in a lifetime event, including a Bell Jet Ranger, Robinson R44, Eurocopter EC-130 and a Hughes 369E which had flown all the way from Manchester in the North West of England. When the day drew to a close, the various military and civilian helicopters departed the airfield to return to their many bases all throughout the United Kingdom and Europe. Even at 50 years old, the venerable Gazelle is a mainstay and workhorse in many helicopter fleets and squadrons around the globe. For more information, please visit these related websites www.threshold.aero, www.armyflying.com, www.gazellesquadron.co.uk www.navywings.org.uk
Sven Atkin has been an aviation enthusiast for over thirty years, that later evolved into a passion for aviation photography. Atkin has had written and photographic work published in multiple aviation publications including, Helicopter Life & Helivator Magazines in the U.K and Heliweb Magazine in the United States. Atkin specializes in military helicopters and is also an avid collector of Military memorabilia including a large collection of aviation helmets from around the world. August 2017 | 73
“IF YOU FLY, WE CAN’T”
DRONE OPERATORS CONTINUE TO IGNORE WILDFIRE TFRS Story by
Colt Roy Photos by
Jason Jorgensen “If you fly, we can’t.” - is the simple message the country’s wildland firefighters are trying to share with drone operators across the nation. It seems, however, that the message isn’t getting through to some. Heliweb Magazine reported on an incident in July, 2017 that took place during the Goodwin Fire in Prescott Arizona. That incident involving the repeated use of a drone to film fires and the aircraft fighting them that resulted in the subsequent grounding of fourteen aerial firefighting aircraft, including several helicopters. The end result; a small victory for firefighting aircraft that serves as a warning to others wanting to fly inside an area covered by a TFR intended to protect firefighting operations as the drone operator now faces fourteen felony endangerment charges, one for each aircraft affected by the grounding order.
THE GOODWIN FIRE How big is the drone problem for America’s wildland firefighters? Well, in the case of the Goodwin fire, that sadly was not the only drone flying over the fire, it was however the only operator to 74 | heliweb magazine
lead investigators right to his door, after posting images obtained during the illegal flight operations on his website that now serve as evidence in the case against him. Since we reported on the incident during the Goodwin fire, there have been a further four documented cases of drones flying over wildland fires where there was an active aerial firefighting effort underway - three of which affected firefighting efforts. So how big of a problem are drones to aerial firefighting? To find out, we reached out to the U.S. Forestry Service looking for answers. The numbers don’t lie, and when taken in their full context, show the real scope of the issue our country’s wildland firefighters are facing.
AN ONGOING PROBLEM In 2017 alone, to date, there have been seventeen documented instances of unauthorized drone flights over, or near wildfires in nine states. With documented incidents occurring in the states of Arkansas, Arizona, California, Colorado, Nevada, New Mexico, Texas, Utah, and Washington that have
brought aerial firefighting operations to a halt a total of fourteen times. Despite the efforts of various government agencies attempting to combat the issue through public information campaigns in a state and federal capacity, these incidents continue to occur. In 2016, forty documented instances of drone flights over or near wildfires in twelve states were recorded in Arizona, California, Colorado, Idaho, Minnesota, Montana, Nevada, New Mexico, North Carolina, Utah, Washington, and Wyoming. These flights resulted in interruptions of aerial firefighting operations more than twenty times. Although there is no tally kept on what impact to the environment the grounding of aircraft to fight the fires causes, the cost is likely substantial as acres and acres burn until it can be confirmed that the drone that caused the grounding has left the area. In many cases, ground firefighting operations have to also be suspended once air support is grounded for the safety of the ground crews who do not have support from above should they become caught in a rapidly growing fire that can easily surround crews as a wind shift occurs.
GOVERNMENTAL RESPONSE So what has been done to date to help combat the issue? The federal government has taken two distinct approaches to try and stem the ever increasing danger to aerial firefighting operations. Earlier this year the FAA began placing TFRs over and around active wildfires in an effort to stem the growing number of drone flights, although the response has only had effect with those that actively monitor communications and notifications on drone operations and has had little effect on the consumer market, that despite numerous warnings throughout packaging and manuals that warn of regulations being in place that must be followed, are still continually ignored by recreational users. Federal agencies have continued to urge the public not to fly drones over or near wildfires even in the absence of a TFR due to the risk factors and the potential consequences relating to the disruption of suppression operations. The other approach taken by the feds is a proactive one, that includes making information about TFRs readily available to the public, in ways never done before. One such method comes from the US Department of the Interior in partnership with other federal, state,
and local agencies dubbed “Current Wildland Fires.” This location data sharing program was designed to inform drone operators areas to avoid flying over or near. Another tool made available to drone operators comes in an “app” form, and is called B4UFLY. This phone app, created by the FAA, is available on both Apple and Android platforms and is free. While there have been no known documented cases of a drone or UAV maliciously trying to endanger an aircraft, the intention behind a drone incursion makes the situation no less dangerous. “Most members of the public would never dream of standing in front of a fire engine to stop it from getting to a wildfire, but that’s essentially what they’re doing to aerial firefighting aircraft when they fly a drone over or near a wildfire,” said Dan Buckley, Chair of the National Multi-Agency Coordinating Group at the National Interagency Fire Center in Boise, Idaho. What is worth noting in this article is that nationwide, many agencies have added drones into their daily operations. For Fire Departments outside of the busy wildland season part of the nation, where firefighting aircraft are very rare, a drone, especially one fitted with
thermal cameras can be very beneficial for operations. Many rural departments and agencies who are struggling just to stay afloat as it is just don’t have helicopter operations in their budgets. Obviously an agency using a drone for official purposes is a huge difference from a civilian drone wondering into an active fire scene to satisfy their curiosity. Although drone incursions are nothing new, there seems to be a lot of untested waters legally. Rivera v. Foley showed an impressive trend to side with the agency having jurisdiction after a journalist attempted to sue a police officer and department for having his drone grounded while recording above a traffic incident. Although this case didn’t go to trial, the department requested a motion to dismiss the case and the judge granted it, thus siding with the agency having jurisdiction. Heliweb Magazine has compiled data from all the incursions that have affected aerial firefighting operations in the year 2017 to date: Starting with the Fambro Fire located near Abilene, Texas, February 23, 2017, where two Single Engine Air Tankers (SEAT) were diverted 5 miles out of the area when a drone was spotted operating in their air space. Both SEAT aircraft were ready to drop
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fire retardant when the drone was discovered. At the time of the incursion, the crews were still conducting their initial attack and a TFR had not yet been established. March 20, 2017 while conducting a prescribed burn in the Ozark and Saint Francis National Forest in Arkansas, a drone was spotted by ground crews who were working in the area. A Plastic Sphere Dispensing helicopter was grounded for the remainder of the day. This interruption caused approximately 700 acres of wild lands to be unburned during the day. There was no TFR in place as this was a prescribed burn, not an active fire response. May 20, 2017 at the Pinal Fire in the Tonto National Forest near Globe, Arizona a particularly alarming incident happened when a drone was spotted operating 60 yards from the helibase approximately 50 feet above ground level directly in the flight path of returning helicopters. One Helicopter was currently flying a mission above the fire when the drone was spotted. The helicopter was not allowed to return to the helibase until ground crews were certain the drone was out of the area. Local Law Enforcement was called and the drone operator was found, and the drone was confiscated and the owner was cited. June 13, 2017 at the Douglas Fire located near Oceanside, California, a
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drone was spotted flying approximately 200 feet above the fire area. Ground personnel spotted a red and white drone however there was never a visual made by air resources. Four air tankers and two helicopters were operating in the area at the time. The air tankers were notified to return to base and the helicopters landed at a safe location, the crews were interrupted for more than 30 minutes before being allowed to return to fire suppression. June 15, 2017 a fire was reported on Cemetery Hill in Williams, Arizona burning a quarter mile from multiple structures and residences. A Type-1 helicopter was called from the Williams Airport to respond, and as it was preparing to launch a report from ground crews of a drone flying over the fire area came in. The helicopter was ordered to hold at the airport for more than an hour. The drone disappeared and the operator was never found. June 17, 2017 while operating at the Cajete fire near Santee Fe, New Mexico an Air Attack aircraft who was operating at 11,500 feet observed a red drone in close proximity to the Leadplane who was operating at around 10,000 feet or below. The Leadplane was forced to abort tanker activities and released all firefighting aircraft to search for the unidentified aircraft. Causing a one hour delay in firefighting operations. Neither the drone nor its operator, were ever found.
June 23, 2017 while operating at the Bonita Fire near Taos, New Mexico, a ground crew spotted a drone flying in the fire area where two Air Attacks and three helicopters were working. As a safety precaution the three helicopters were returned to their airbase at Taos Airport and the Air Attack aircraft remained in the area attempting to locate the drone. The drone and its operator were never found. After an hour of no sightings, the three helicopters were allowed to return to firefighting operations. June 25, 2017 while operating at the Boundary Fire located near Flagstaff, Arizona, an Air Attack aircraft was providing aerial supervision when a drone incursion occurred within two hundred feet of the aircraft. All flight operations were immediately shut down, the drone and operator were never found. June 27, 2017 while operating at the Power Fire located near Mormon Lake, Arizona, after resupplying, a Helitack crew member saw a small white object hovering the east side of the fire. The Helitack crew was ordered to land at the dip site. It is unclear if the drone or operator was ever found. Reports do show that there was no Temporary Flight Restriction (TFR) in place, but the drone was estimated to be inside Class D airspace without coordination with air traffic control, and the droneâ&#x20AC;&#x2122;s altitude was estimated to be around
two thousand feet, well above the authorized max altitude of four hundred feet. June 28, 2017 at the Goodwin Fire located near Prescott, Arizona, a drone was spotted roughly five hundred feet below the supervisor’s air attack aircraft. This grounded fourteen firefighting aircraft, including five helicopters, three large air tankers, and five heavy air tankers. The drone operator was found and charged with fourteen felony counts of endangerment. The drone was estimated to be operating at 10,500AGL, with the highest terrain in the TFR around 8,000 feet putting the drone well outside of the 400 foot max allowable operating altitude. June 28, 2017 at the Lightner Creek Fire located near Durango, Colorado, ground resources notified air crews of a confirmed drone incursion inside their Temporary Flight Restriction area. Both fixed wing and rotor wing firefighting aircraft were ordered out of the air, suspending aerial fire suppression activities. June 30, 2017 at the Lookout Fire
located around North Las Vegas, Nevada, during a Helitack bucket operation in an AS350B3, ground personnel spotted a drone operating in the area and reported the incursion halting all air operations. Ground personnel were able to locate the drone operator and notified them about the dangers of flying in the area of air operations. Law Enforcement was not notified in this case and there was no Temporary Flight Restrictions in place. July 1, 2017 again at the Lightner Creek Fire, the Air Attack Group Supervisor (ATGS) was notified that local Law Enforcement had spotted a drone flying towards the fire area. An Air Attack aircraft was operating at 9500 feet and was instructed by the ATGS to climb to 10,500 feet (highest area of the fire was 8300 feet). Planned helicopter operations that were about to launch were held at the helibase until the situation was resolved. All crews monitored the area and after an hour of no additional sightings the airspace was deemed safe to resume operations. The drone operator was never found, the Durango Police Department still has an open investigation on the incident.
July 4, 2017 at the Silver Dollar Fire located near Wenatchee, Washington, the Air Attack Group Supervisor noticed an “object” over the south east corner of the fire area. The ATGS monitored the object and determined it was a drone. The two helicopters that were working fire suppression operations were grounded for an unspecified amount of time. It is unclear from the documentation provided if the drone operator was ever found. July 4, 2017 at the Eagle Fire located near Riverside, California, there were two incursions that happened during this day, the first one grounding four Air Tankers after a drone was spotted flying at 3000 feet AGL. There were helicopters operating in a different area that who were deemed a safe distance from the incursion to continue working. The second incursion of the day happened after all fire aircraft had departed. The documentation provided did not show the length of time that fire suppression was affected by the incursion or if the drone operator was ever found. August 2017 | 77
Pilot Profile Garin Klinker
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As with many helicopter pilots, Garin Klinker’s story started as many others at a young age with a fascination of all things aviation growing up in the suburbs around Denver, Colorado. Klinker moved his fascination into practical application in middle school, joining the Civil Air Patrol where he began exploring the fixed wing world, although still focused on all things rotary. After completing high school, Klinker began pursuing a university degree at a college in his home state that had a flight program. During his four years of college, Klinker gained a fixed wing private pilot rating, along with a bachelors degree in aviation technology. His passion for helicopters having never dwindled after college, Klinker set about making his dream a reality. In 2007, that dream started to take shape as he finally began flight training with now defunct helicopter flight school Rotors of the Rockies. Like many paying out of pocket for flight training, Klinker’s ride from “street to seat” was one that took a little longer than he would have liked. Working during the day at a tire store and in the evenings as a ramp supervisor at Denver international airport for UPS in between flight lessons, taking almost two years to gain his CFI rating in 2009.
FIRST JOB That same summer as Klinker gained his CFI rating, a friend was headed out to begin training with PJ Helicopters. Klinker expressed his own interest, and thanks to a recently open position, spent his first summer out of flight training in the enviable position of being a co-pilot in a Bell 214 working in the energy sector for PJ Helicopters.
Ryan Mason
At the completion of the summer contract after returning to Colorado from California, he applied for and was granted a CFI position with well-known training provider Colorado Heli Ops instructing out of Broomfield Airport in the outer suburbs of Denver.
Garin Klinker
Klinker would remain with Colorado Heli Ops for 18 months, until thanks to his performance in the summer of 2009, he was asked to return to PJ
Story by
Images Provided by
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#Rotorheads Helicopters as a full time pilot in April of 2011. It was then he transitioned to the MD500, flying both the D&E models, along with the Bell 206B3 where he would begin flying his first contract as a full time pilot for PJ helicopters flying Marijuana eradication detection flights with law enforcement who contracted PJ helicopters to assist with a federally funded project to detect and eradicate illegal grows in California, Washington and Oregon. A willing learner with an insatiable quest to know about every helicopter model that PJ helicopters flew, Klinker spent a lot of his off time while away from home on contracts observing and riding along in every helicopter model he was not currently rated on in an effort to learn as much as possible should the chance to fly one come up. That passion for learning was rewarded once he reached 1500 hours, when he was afforded the opportunity to train as a PIC in the Bell 214 that he had initially completed his first contract work in in 2009.
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CAREER PROGRESSION 2012 was a big year for Klinker as far as helicopter accomplishments. He began an in-house long line course put on by PJ helicopters, which after
completing allowed him to perform more complex tasks, such as setting poles for power contracts and other long line work such as cargo transportation. 2012 was also the year he was rated in the Bell 407 to
haul cargo for one of PJ Helicopters largest powerline contracts, and was also when he passed his first United States Fire Service (USFS) check ride that would allow him to participate in firefighting efforts. That year also saw Klinker return to marijuana eradication flying, but this time participating in the actual eradication portion with law enforcement officers where the helicopter would land to retrieve the contents of the grow for destruction, finishing out the year of flying with an eight week stint hauling Christmas trees in Salem, Oregon where a majority of the fresh Christmas tree harvest for the United States is grown each year.
PILOT PROFILE | Garin Klinker
Klinker went on in 2013 to finish out check rides in the 520N, where he was also certified to long line human external cargo and to fly the 206 Longranger and all other MD 500 variants flown by PJ Helicopters while returning to fly marijuana eradication and Christmas trees for another season.
“If you have a willingness to learn and a commitment to continually better yourself, it is only a matter of time until you succeed.”
In 2014, Klinker was given the opportunity to participate in one of the largest powerline replacement contracts ever completed in Southern California, spending several months assisting California based PG&E installing new wiring throughout the San Francisco bay area, where he was also trained to externally load powerline workers via helicopter in a two man seated harness called a “Sky Chair” that powerline workers would use for extremely complex operations that would not allow for the workers to be dropped in to a stationary position. For the next several years, Klinker continued to work on the many aircraft and contracts he had been trained on around the west coast, picking up endorsements in the UH-1H and completing multiple fire contracts flying the 407 exclusively on USFS contracts. In 2016, Klinker began working on a PG&E contract in the hydro-electric area, flying staff to remote areas to conduct snow surveys so that staff were able to measure potential power supply for the coming months through measuring the snow content that would then melt and become part of the energy supply through hydro-electric generators.
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LESSONS LEARNED Although Klinker has only been flying eight years, he comes across with the quiet confidence of a pilot with many more years under their belt. His quiet demeanor and thirst for constantly increasing his knowledge of the industry and the helicopters he flies is something he relates to being a professional pilot. â&#x20AC;&#x153;In this industry, you never stop learning. It is not like college, where you learn for four years and then go out and apply it. The helicopter industry is one where you are constantly learning and I am always trying to continue to increase my knowledge base to make me a better pilot.â&#x20AC;? He stated.
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PILOT PROFILE | Garin Klinker
When asked if anyone helped push him in any direction within the industry or if there was anyone that helped shape him as a pilot, Klinker was quick to point back to the many pilots working at PJ Helicopters that have taken the time to explain and teach every time he asked a question and help him make that next step into a new aircraft. Klinker also shared advice for new pilots wanting to be in the position he is. â&#x20AC;&#x153;It is not an easy industry to succeed in, but the best advice I could give any new pilot is to never give up. Immerse yourself into everything you can, ask to tag along on flights, do everything you can to pick up more knowledge in the industry and make yourself a better pilot. If you have a willingness to learn and a commitment to continually better yourself, it is only a matter of time until you succeed.â&#x20AC;? August 2017 | 83
Photo credit: Dan Megna, Mesa Police Aviation Unit. Mesa, AZ
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