cast your web • heliweb.com
november 2014
The Renegade
Lorenzo Lamas Movie and TV star to helicopter pilot
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features Blue Sky Network introduces SkyRouter mobile app........4 An interview with Blue Sky Network ...................................12 No wind sock? No problem with the WeatherFlow anemometer.................................................................................. 27
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events.................................................................................................6 the anatomy of aviation insurance........................................14 training facts.................................................................................18 aeromedical advisory.................................................................20 NTSB reports.................................................................................24 heli-specs.......................................................................................26
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cast your web • heliweb.com
november 2014
The Renegade
Lorenzo Lamas Movie and TV star to helicopter pilot
2
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The Renegade..................................................8 Lorenzo Lamas Movie and TV star to helicopter pilot
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AgNav
november 2014
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Blue Sky Network introduces SkyRouter mobile app La Jolla, California—Blue Sky Network, a leading, global provider of satellite tracking and fleet management solutions for land mobile, maritime and aviation industries, is proud to introduce the SkyRouter Mobile App for iOS Smartphone users. The app allows authorized users to view, track, and communicate with any Blue Sky Network equipped aircraft, vehicle, ship, or person in their organization. The app extends the usability of innovative features built into Blue Sky Network’s cloud based web portal, SkyRouter, which supports remote monitoring and interaction with globally dispersed assets. Users can track assets, communicate via email, or even send and receive user defined forms including trip plans.
For 25 years, ISOLAIR has been manufacturing quality helicopter systems for the fire fighting, forestry and aerial application industries with an extensive line of certified and custom built helicopter equipment. ISOLAIR has the right system to fit your company’s needs and helicopter alike. From agricultural spray systems and bucket spreaders to fire fighting systems, forestry grapples and torches, ISOLAIR has the product for you! With competitive pricing, quality assurance, easy to install products and an ongoing commitment to customer service, we invite you to contact us. Our knowledgeable sales staff is ready to answer your questions and advise you on the ISOLAIR system that will best meet your company’s requirements.
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Key features for the SkyRouter Mobile App include: • Increased fleet efficiency and reduced operational expenditures: The Tracking page provides a full and complete view of all assets on the map in real time including status, breadcrumbs, and events in a very intuitive and visual way. Push notifications occur if an asset goes into QPOS mode. • Fleet safety and uninterrupted communication: The Messages page allows users to instantly communicate with all eligible devices from their iPhone or iPad. • Effective reporting and monitoring: SkyRouter’s new forms page allows users to exploit our new dynamic forms capability including flight plans, aircraft weight and balance, and driver logs for example. • Map options and overlays: The users can toggle any custom layers on and off and switch between standard and satellite views. “This new and elegant iPhone/iPad App brings our comprehensive SkyRouter platform to the mobile arena. Our guiding strategy is to exploit the power and functionality of smart devices with our exceptional solutions. At Blue Sky Network, we will continue to lead with innovation for our customers. This SkyRouter App exemplifies our commitment and philosophy” said Jon Gilbert, CEO of Blue Sky Network. The SkyRouter Mobile App will be available in the Apple store. Click to download the App:
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events
November 17-19, 2014 Aerial Firefighting Safety Conference The Grove Hotel Boise, ID
Geneva, Switzerland, www.ebace.aero May 21-23, 2015 HeliRussia 2015
November 18-19, 2014 Australian Pacific Vertiflite Conf. on Helicopter Training
helirussia.ru
Melbourne, Australia vtol.org/
July 15-18, 2015 ALEA Expo 2015
January 28-30, 2015 Int’l Military Helicopter 2015
Houston, TX alea.org
London, UK militaryhelicopterevent.com
July 20-26, 2015 EAA Airventure Oshkosh 2015
March 2-5, 2015 HAI Heli-Expo
Oshkosh, WI 920-426-4800 airventure.org
July 25-31, 2016 EAA Airventure Oshkosh 2016
September 16-19, 2015 China Helicopter Exposition
Oshkosh, WI 920-426-4800 airventure.org
Orlando, FL heliexpo.rotor.org/ March 29-31, 2015 2015 Army Aviation Mission Solution Summit
Tianjin, China helicopter-china-expo.com
Nashville, TN quad-a.org/2015summit/
September 22-24, 2015 Sustainability 2015
March 23-25, 2015 CHC Safety & Quality Summit Vancouver, BC Canada chcsafetyqualitysummit.com April 28-30, 2015 Aerial Fire Fighting Europe 2015 Zadar, Croatia tangentlink.com May 5-7, 2014 Forum 71 - Transforming Vertical Flight Technology Virginia Beach, VA vtol.org
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May 19-21, 2015 EBACE
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Montreal, QB Canada vtol.org November 17-19, 2015 NBAA Las Vegas, NV NBAA.org May 19-21, 2016 HeliRussia 2016 helirussia.ru July 18-24, 2016 Farnborough International UK, www.farnborough.com
July 20-23, 2016 ALEA Expo 2016 Savannah, GA alea.org November 1-3, 2016 NBAA Orlando, FL NBAA.org July 23-28, 2017 ALEA Expo 2017 Reno, NV alea.org October 10-12, 2017 NBAA Las Vegas, NV NBAA.org
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on the cover
The Renegade Lorenzo Lamas Movie and TV star to helicopter pilot
by Ryan Mason Some of you may remember Lorenzo Lamas as “The Renegade” and some may remember him from, the daytime soap “Falcon Crest”. Some may even remember him as Olivia Newton John’s jock boyfriend from his breaking role, a small part in the mega hit “Grease” starring John Travolta. For others in the aviation industry, he is simply: Lorenzo the helicopter pilot. Lamas’ love for aviation has been one that spans back into the early 1990’s when he began flight training at the height of his career success. Lamas was able to gain his private pilot fixed wing certification in 1997, following up with commercial certification in 2001. Later in 2001, Lamas’ marriage failing, and with the cancellation of the TV show “The Immortal”, Lamas found himself separated and later divorced from his first wife. His now ex-wife and 3 small children then relocated to Arizona, placing a further strain on the family oriented star’s relationship with his children. The children, when visiting, would have to board a commercial flight to visit him in LA, and that is where his aviation passion and his role as a father combined. Lamas realized, that by purchasing his own aircraft, he would not only be able to fly and pick up his children himself, but also spend the flight time enjoying their company and putting in quality parenting time versus losing that time in commercial air travel. These factors lead to the purchase of his first aircraft, a Piper Archer, in late 2001. The aviation addiction for Lamas did not end there. He later gained a multi engine, IFR and even a type rating
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cast your web in a Cessna Citation II. His first foray into helicopters started in late 2003 when Lamas signed on with Group 3 Aviation out of Van Nuys Airport, CA to begin rotorcraft certification under the instruction of Rich Avery, a current Cal Fire pilot and CFI. While training under Avery was entirely coincidental, Lamas and Avery had previously worked together during his entertainment career, with Rick working as a stuntman on several movie and TV roles with Lamas over the years. Like many in the aviation world, Lorenzo Lamas’ story is not one without turbulence. The cost of flying was averaging $300 an hour, and Lamas desired to be a full time, dedicated parent. Acting work was becoming less and less frequent, and Lamas made the decision to forgo his aviation ambitions in lieu of continuing to be a primary care giver and full time parent to his three youngest children Alexandra – now 17, Victoria 15 and Isabella 13. While also maintaining a relationship with his older children, AJ – Now 30, Shayne 28 (who you may know from the ABC show “the Bachelor” as the winner of the 2008 season) and Paton 24.
but mostly concentrating on raising a family with his new wife of three years Shawna Craig, the aviation bug would again bite Lamas when he reached a crossroads and decided that aviation was where he wanted to spend his time. After a conversation about his career aviation aspirations with sister Carole and brother-in-law Phillipe, they decided that they would start a “college fund” of sorts for Lamas to finance his dream of becoming a full time rotorcraft pilot and instructor. In 2013 Lamas was back in the pilot seat with all of his ratings brought current and an instructor certification added to further his career chances. Many pilots have success stories of how they got “that first break” in the industry, and Lamas’ story is one like
many others where the connections he made within the industry paid off. A social media connection on reached out to him via Facebook after hearing about his instructor rating success. Enter high-time oil and gas pilot Jared Yachim, who met with Lamas and suggested a meeting with mutual friend Simon Davis, the owner of Elite Helicopters, based at Van Nuys airport, CA. The rest, as they say, is history. Soon after, Lumas was hired on with Elite Helicopters as a tour pilot. Lamas does his part by assisting in marketing his tour flight operations with local hotels in the LA area, meeting regularly with the concierge staff at hotels and providing them up-to-date information on the tour flight schedules of Elite Helicopters that are available for guests of the hotels.
Lamas held on to his certifications until 2004-2005 when he finally let his medical certificate lapse and no longer actively pursued his aviation ambitions. After spending several years still acting,
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When asked about customer reactions to having Lorenzo Lamas fly them on a tour around Los Angeles, Lamas said it is a pretty mixed bag as far as reactions from paying tour guests. Some recognize him instantly, some have heard that he is flying for Elite Helicopters and request him to fly them specifically. Some, such as foreign tourists, treat him as “Joe tour pilot”. Lamas takes them all in stride and is more passionate about flying his passengers safely, while giving them a tour experience that they won’t soon forget. He stated that for him, the best thing he can get from doing a tour flight is to see a passenger walk away with a satisfied grin when they leave the flight. As an actor who flies helicopters, or a pilot who also acts, Lamas is very blunt about one thing. Aviation is his passion. While acting is an amazing gift that he was given for many years, his ambition is to continue to build time as a pilot up to the helicopter pilot’s “nirvana” at the 2000-2500 hour mark. His most pressing ambition, is to reach the 1000-1500 hour mark. Once this mark is reached and his teenage children have graduated high school within the next few years he hopes to relocate to Las Vegas and “fly the ditch” for a Grand Canyon operator, such as Nevada-based Maverick, Papillion or Sundance Helicopters.
Although a simple goal, he would be happiest flying tour operations in a majestic area such as the Grand Canyon, while making passengers happy through a once in a lifetime experience offered by this kind of flight. Lamas said that he also would love to investigate, as another career aspiration, flying as a camera ship for movie work. From actor in front of the camera, to behind the scenes pilot, doing the flying that provides the “wow” shots, like industry professionals Frederic North (Transformers, Fast and the Furious) and companies like H5 Media in Arizona, owned and operated by industry innovator and well respected industry leader Mitch Kelldorf. This would bring his career full circle. Having achieved what some still strive for, becoming a paid helicopter pilot, Lamas never forgot where he came from, mentioning that he has been lucky to be provided some great connections and opportunities, that he will always remember those who helped him along the way and that he always tries to pay it forward whenever the opportunity presents itself. Combining the roles of father, actor and helicopter pilot is not easy, Lamas treats each role with the same level of passion and enthusiasm. While inching towards the hours goals that every lower time pilot seeks, Lamas continues to find time to work his acting commitments around his pilot schedule with Elite Helicopters where possible, and continues to always be there for his three daughters. For Lamas, being a father is his first priority, be it attending a Beverly Hills High School football game to see oldest daughter Alexandra perform as a cheerleader or to attending an art or academic commitment for daughters Isabella and Victoria. Lamas makes the juggling act of these three roles look like child’s play as he continues to push forward to the next aviation goal he has set for himself.
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An interview with Blue Sky Network heliweb—Tell me a bit about Blue Sky Network. How long has the company been in business? Blue Sky Network—Blue Sky Network has been providing Iridium communication systems since about 2001. Our CEO and Founder, Jon Gilbert, saw that the industry needed an affordable and reliable way to communicate and make calls to and from aircraft. From there, we launched our first product, an installed Iridium satellite phone, the C1000. Since then, our product line has grown to include aircraft tracking, messaging and forms, and applications for land mobile, marine, and personal use. heliweb—Tell me a little bit about your dealer network. Blue Sky Network—Our channel partners consist of two parts: installers and resellers. We work with a huge number of installers
around the world, ranging from well-known maintenance facilities to small but strategically placed avionics shops. On the reseller side, we have a core group of partners in market hotspots, and we’re looking to grow our reseller network over the next 6-12 months. heliweb—At NBAA, you’re promoting all of your products, the HawkEye 7200 in particular. Tell me about what’s new and exciting at Blue Sky and how these products will help to change/ improve the industry as we know it. To the helicopter industry in particular, how do these devices improve safety in the industry? Blue Sky Network—We’ve taken a hard look at the way flight crews will communicate with ground personnel in the future, and we believe the use of tablets as EFB’s, like iPads, will be key. As a result, our latest products include an all new level of
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cast your web Bluetooth integration with tablets and smartphones. In addition to the ability to send and receive messages/email through the SATCOM system, our Bluetooth link allows customers to send and receive custom forms. Things that were previously too large to transmit over the Iridium, like PDF flight plans and other documents, can now be sent in real time to and from the aircraft for a price point previously thought to be impossible. heliweb—Tell me about SkyRouter and how it works. Tell me about the support network keeping it up and running on a daily basis. Blue Sky Network—SkyRouter is the command and control center of our aircraft tracking systems. All customers that purchase a tracking-enabled product receive full access to the cloud based tracking software. We provide advanced features like geofencing, automated email alerts for takeoff/landing, and map overlays. On the support side, we offer 24/7 phone support, as well as the famous Blue Sky 1 Ring Policy: Call our office during normal business hours (8am-5pm Pacific) and a sales or support rep will answer the phone within one ring to help you. heliweb—While Blue Sky is a pioneer and leader in the tracking industry, you also have an impressive line of voice and data products for the business person who travels the world. Tell me about those and how they can be used effectively.
Network is our extensive product breadth – we have a solution for most any need. heliweb—What does the future hold for Blue Sky? Blue Sky Network—Moving forward, we are continuing to look for new ways to leverage the Iridium satellite network. In addition to our groundbreaking release of transmitting full forms over the Iridium SBD connection, we’re improving our webbased tracking software, SkyRouter, to provide the industry’s best performance and range of features, including mobile integration.
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Blue Sky Network—Our HawkEye PT, HawkEye 7200 and Iridium GO! products are designed to provide the critical tracking or communication functionality in a very affordable and easy to carry form-factor. Our customers with these products range from security contractors to corporate safety departments to people travelling in remote areas of the world. One of the most unique things about Blue Sky
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jim gardner
the anatomy of aviation insurance Workers comp independent contractor or employee A past article in a National Business Aviation Association quarterly publication addressed whether flight departments should use independent contractors. While the article’s focus was on IRS tax issues, it raised some very relevant issues that apply to worker’s compensation. Namely, when is an independent contractor considered an employee, and how should a company treat that contract employee from a worker’s compensation standpoint? Every state has its own litmus test. However, a good start in understanding how to classify a worker can be found on the IRS website (www. irs.gov) under Tax Topics. Topic 762 entitled “Independent Contractor vs. Employee” gives a general overview of how the IRS determines employee classification. While each state’s worker’s compensation criteria may be somewhat different, the basic premise of this publication can be used as a good rule of thumb. It categorizes the determining factors under three broad areas: Behavioral Control, Financial Control, and Relationship of the Parties. Under Behavioral Control it states that “a business/employer does not have to actually direct or control the way the work is done, as long as the employer has
the right to direct and control the work.” If an aircraft owner is telling a pilot when and where to report for duty, provides him or her with the aircraft to fly and directs the pilot where to fly and who to transport, then it is a good bet that pilot will be considered an employee in both the eyes of the IRS and worker’s compensation laws. Worker’s compensation Insurance is driven by the independent statutory requirements of each state and should be a vital part of any aviation business’s insurance program. For most states, worker’s compensation insurance is a mandatory requirement. However, there are variations and exceptions. For instance, in some states, a company with three or less employees is not required to carry worker’s compensation insurance. In the aviation world, this is an important characteristic. More than any other industry contract workers, contract pilots in particular, are an established part of the aviation employment picture. In addition, there is a very large number of aviation operations with three or less employees. Many companies who operated private aircraft for non commercial purposes have created limited liability corporations (i.e. ABC Aviation LLC)
Jim Gardner has spent 37 years in the aviation business. He started his aviation insurance career in 2003 after a distinguished 30 year military and commercial aviation career serving as pilot and aviation operational manager.
Jim.Gardner@jagardner.com • www.jagardner.com • 678-983-4482 14
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cast your web whose sole purpose is the ownership and operation of an aircraft for the pleasure and business of an individual or corporate owner. Worker’s compensation laws and insurance were created to provide a readily available remedy and compensation to employees that have been injured on the job. In return, employers are usually insulated from liability lawsuits from their injured employees or their estates. In the rare cases where employees are allowed to sue their employer, the employee liability provisions of a worker compensation insurance policy provide protection for the employer. As regards to independent contractors, many aircraft owners frequently use a contract pilot to fly for them. Some of them may be true independent contractors; working for their own company or for a larger pilot services company that provides worker’s compensation for pilots as part of their pricing model and compensation package. Either way, they should be able and required to provide proof of insurance. In most cases, a contract pilot will likely fit the definition of an employee according to the IRS and the worker’s compensation classification rules. Most types of businesses have a variety of insurance providers which voluntarily offer worker compensation insurance at regulated
rates for each category of employee. The availability of free market aviation workers comp is not as broad, but it’s getting better. In 2006 there were only three companies in the United States that voluntarily provided worker’s compensation insurance for aviation related operations—and, they were very selective. Several years of profitability combined with falling accident and claims rates have attracted other companies into the voluntary market. Today there is a larger variety of insurance companies offering worker’s compensation insurance for aviation and with them comes a variety of options to insure just the pilots or the entire business operation regardless of type. Even so, compared to the rest of the world, the options are quite small and selective. For most companies, flight crews can be the most expensive employee classification to insure. For those businesses that cannot meet the qualifications of the voluntary insurance companies, there is what is known as the “assigned risk pool” where an insurance company is “assigned’ the businesses and is mandated to insure it at a mandatory rate which includes an “experience modification”, or multiplier, that reflects a particular business’s history of claims. Because this pool includes all business no matter what their loss history, the rates are understandably higher to cover the anticipated higher claims payout. It is not uncommon for that cost difference
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between a voluntary company and the assigned risk pool to be 15 to 20 per cent or more. This disparity has prompted many aviation operators to look for ways to avoid the additional cost of being in the assigned risk pool. Large companies that generate large insurance premiums for the aviation insurance companies don’t have a problem with access to the voluntary markets. Likewise, safety minded companies with formal safety programs designed by organizations such as NATA and the NBAA can find their way into the “preferred” status. However,
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for the small operator this is not guaranteed, even with a long history of no claims and a very favorable experience modification. The bottom line is that many deserving aviation operators find themselves relegated to the assigned risk or state mandated pools with its associated higher costs along with the operator with a poor accident history or particularly hazardous business such as crop dusting, logging, or lifting. The higher costs combined with the low profile of small aviation operations could offer an employer a very seductive temptation to avoid purchasing worker’s compensation insurance. Some operators have pointed to the liability provisions in their aircraft aviation insurance policy as an alternative remedy. This could be described as a juicy rationalization with a tenuous guarantee of protection. The liability provisions of an aircraft policy are intended to protect and defend the aircraft owner, operator, and its employees against third party claims, including claims by passengers. While a passenger can be defined as “anyone who enters the aircraft to ride in or operate it,” there is usually language that expressly excludes those who are providing professional pilot services. In addition, there are usually specific exclusions which attempt to eliminate or drastically reduce the insurance company’s exposure to claims under a worker’s compensation, unemployment compensation, disability benefit, or similar law. The intent is to exclude “employees” (who should have other remedies) from making third party liability claims against the liability provision of the policy. Thus, the classification of an “independent contractor” becomes important. When there is a disagreement, the process of determining the answer is usually a court of law. While a small aviation operation may not be required to purchase worker’s compensation insurance, it is important to note that this does not exclude the employer from the liability for an injured employee. Forgoing worker’s compensation insurance exposes the employer to a lawsuit and a potential settlement far beyond the worker’s compensation limits and the premiums he would have paid. The solution isn’t difficult. First, a true independent contractor should be able and required to provide a certificate of insurance as proof carrying worker’s compensation insurance. Otherwise, a full service aviation insurance broker will have access to all of the aviation worker’s compensation markets as well as the assigned risk pool. They can help you put together a program that is easy to administer, track, and pay. Since worker’s compensation is, in the end, paid on the actual payroll, providing it for a contract pilot may be easier and less expensive than it may appear and certainly better than the alternative.
cast your web
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International Helicopter Safety Team
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training facts
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5 Attitudes that every helicopter pilot needs to reject Many helicopter accidents involve pilots who allow themselves to be influenced by hazardous attitudes that cause them to take unnecessary chances. As a pilot, the less often you allow yourself to act upon a hazardous attitude, the safer your flying will become. It should be remembered that every pilot probably has had or will have hazardous thoughts to some degree at some time. Problems arise when these types of thoughts occur regularly and in the extreme. If pilots learn to recognize them for what they are, they can deal with them accordingly and operate safely. “No one can tell me what to do.” – This attitude is found in people who do not like anyone giving them orders or advice. They may either be resentful of having someone tell him or her what to do or may just regard rules, regulations, and procedures as silly or unnecessary. However, it is always your prerogative to question authority if you feel it is in error. ”Do something – anything – quickly!” - This is the attitude of people who frequently feel the need to do something immediately. They do not stop to think about what they are about
to do; they do not select the best alternative. They do the first thing that comes to mind. ”It won’t happen to me.” - Many people feel that accidents happen to others, but never to them. They know accidents can happen, and they know that anyone can be affected, but they never really feel or believe that they will be involved. Pilots who think this way are more likely to take chances and run unwise risks. ”Of course I can do it.” - People who are always trying to prove that they are better than anyone else tend to think, “I can do it!” They “prove” themselves by taking risks and by trying to impress others. While this pattern is thought to be a male characteristic, women are equally susceptible. ”Whatever happens, happens.” – People who think, “What’s the use?” do not see themselves as making a great deal of difference in what happens to them. When things go well, they think, “That’s good luck.” When things go badly, they attribute it to bad luck or feel that someone is “out to get them.” They leave the action to others--for better or worse. Sometimes, such individuals will even go along with unreasonable requests just to be a “nice person.”
International Helicopter Safety Team — Training Fact Sheet. IHSTs goal is to reduce the Civil Helicopter Accident Rate by 80% by 2016. www.IHST.org
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New lithium “micro” ground power unit launced A unique lightweight all-in-one “micro” ground power unit (GPU) that provides superior engine starts even on aircraft with over voltage sensitivities, as well as continuous power for powering up aircraft systems, has been launched patent pending by leading supplier, StartPac. StartPac’s new lithium 26 volt micro GPU, the Li2700QC SUPER PAC, is just as powerful as traditional GPUS but weighing in at just 32 kilograms (71lb) and coming in a much more compact size* it provides better mobility. The Lithium batteries used in the GPU last up to twice as long as lead-acid batteries and are on average 42 percent lighter and 32 percent smaller. The Li2700QC SUPER PAC utilizes StartPac’s proprietary Quick Change technology, which enables the user to replace the starting battery in a matter of seconds, combined with a lightweight 50 amp (28.5VDC) power supply. The full 26VDC battery pack will provide superior starts on all electrically-started turbine engines especially those aircraft with over voltage sensitivities such as the Eclipse 500, Phenom 100, Phenom 300, Agusta AW 139, Agusta
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James Williams
aeromedical advisory Understanding the Airman Medical Process If you are new to aviation, it is normal to have questions or concerns about the FAA’s airman medical certification process. Unlike state motor vehicle testing requirements, which are focused mainly on vision, airman medical regulations are much more comprehensive and are based on the more physiologically demanding tasks required when operating an aircraft. So here’s a basic primer on medical certification as you start your aviation journey.
Which Class are You in? For student pilots just starting out — and the core audience for this article — the medical questions typically center around: Do I need a medical? And, what class of medical should I get? To answer these, we need to first look to what you want to do with your certificate. In very general terms, a first class medical certificate is required to act as Pilot in Command (PIC)with an Airline Transport Pilot (ATP) certificate for flights that require an ATP, i.e., air carrier operations.
The Rules are the Rules As you’ll learn in the process of flight training, the rules (aka regulations) are an important part of aviation. Whether it’s the laws of nature, like gravity, or the laws of man, like airspace, aviation is built on rules. And when it comes to medical certification, there are two places to look for those rules. The first is Title 14 Code of Federal Regulations (14 CFR) section 61.23, which describes the class of medical that is required for different types of flying. The second is 14 CFR part 67, which covers the actual medical standards for each of the three classes of medicals. There is also 14 CFR section 61.53 on medical prohibitions, which we’ll cover later.
A second class medical certificate is required to act as PIC for any operation that requires a commercial pilot certificate or as the Second in Command (SIC) of an air carrier operation (Note: some additional conditions may require an SIC to hold a first class medical). A third class medical certificate is required to conduct private/student/ recreational pilot operations. A third class medical is also required for a flight instructor to conduct instruction as the PIC or to serve as a required crew member. In addition, you need at least a third class medical to take most practical tests. That means you could
James Williams is FAA Safety Briefing’s assistant editor and photo editor. He is also a pilot and ground instructor. 20
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cast your web earn an ATP certificate even if you could not hold the medical needed to exercise its privileges. If you’re only flying a balloon, glider, or light-sport aircraft, no medical is required; you can use your driver’s license instead. This is a very basic and general description of these certificates because, quite frankly, you could write tomes (and people have) on all of the different medical requirements. For a more in-depth conversation on medical requirements, please see “The Right Stuff” from our January February 2013 issue page 18. One important piece of advice is to schedule your initial medical exam for the class of medical you wish to hold. If your intention as a student pilot is to go on to a career in the airline industry, then you should go for a first class medical. But if your intention is just to fly as a hobby, then a third class medical will do. If you take the first class medical route, it does not mean you will need to go through the process of getting first class exams every time you need a new medical. Still, it’s a good idea to figure out early on if you qualify for a first class medical rather than after you’ve put in the hard work and money required earning an ATP.
What to Know Before You Go Before you head out to your exam, you need to know what is expected of you. The place to start is with 14 CFR part 67, which outlines the basic standards for each class of medical. Once you have reviewed the requirements listed for your desired class, take a look at the FAA’s Aviation Medical Examiner (AME) guide. The AME guide is publicly available and is a more complete listing of criteria. While it’s written for AMEs, it allows you to see the exact requirements for specific conditions before your exam. So long as you meet the criteria in the AME guide, you should expect to pass your medical. Once you know what’s expected of you, it’s time to find an AME. The simplest way of doing this is to log on to FAA’s AME locator and pick one, but as always, a little research is in order. Your AME is going to be your partner in the medical certification process, so time spent picking a good one is well worth the investment. For more tips on finding a good AME check out page 10 of our Jan/Feb 2013 issue. Finally, you will need to know this web address: medxpress. faa.gov/. In October of 2012, the FAA transitioned from paper
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applications to an electronic process for medical certification. What this means to you is that you must visit MedXPress before you head to the AME’s office. MedXPress allows you to fill out your medical application at your convenience, before meeting with your AME. It also makes the process of storing and transmitting information between you (the applicant), the AME, and the FAA, much more efficient. For more information on how to use MedXPress, see page 20 of the JanFeb 2013 issue.
What if There’s a Problem? Take a deep breath. It’s not the end of the world. If, for some reason, you don’t meet the criteria for issuance of your desired medical certificate, the FAA has ways to get you flying. While not all people are able to get certificated, 90 percent of the applicants that walk into an AME’s office walk out with their medical certificate. Many of those in the remaining 10 percent still end up getting some form of medical certificate, though it does take some extra effort by you and your AME to supply the information the FAA requires to evaluate your particular condition. There are a few ways this can happen. First is a special issuance. Section 67.401 allows the Federal Air Surgeon to certificate applicants that don’t meet the criteria in the other sections of part 67 via the special issuance process, usually with certain restrictions. For a more detailed look at the special issuance process, see page two of our Jan/Feb 2009 issue. Another method is the Statement of Demonstrated Ability (SODA). SODA allows airmen with a static or non-progressive condition to show the FAA that they can safety operate an aircraft without putting the public at risk. A SODA may require a medical test flight conducted
with an FAA Aviation Safety Inspector to validate their flying skills, and it may also include some operational restrictions. So, even if you can’t walk out of the AME’s office with a medical certificate in hand, it doesn’t have to be the end of the story. In the last few years, FAA’s Office of Aerospace Medicine has been looking for ways to leverage the knowledge and experience of AMEs to reduce the number of medical applications that are deferred to the Regional Flight Surgeons (RFS) or the Aerospace Medical Certification Division (AMCD) in Oklahoma City. The first program to accomplish that goal is called Conditions AMEs Can Issue (CACI). CACI allows an AME to issue a regular medical certificate for conditions that previously required a deferral to the AMCD, or that were outright disqualifying. For more information on CACI and CACI conditions, please see: www.faa.gov/. The second program is AME Assisted Special Issuance (AASI). This is for airmen who have certain conditions that require a special issuance from the Regional Flight Surgeon (RFS) or AMCD. If your condition qualifies and you meet the specified criteria, you may be able to take advantage of the AASI process to speed your renewal. AASI allows your AME to directly issue your special issuance medical certificate if you provide all of the specifically requested additional information at the time of your exam. So while your initial Special Issuance Certificate after diagnosis would still have to be deferred, a renewal could be issued on site, saving you a significant amount of time. For more information on AASI and Special Issuance check out: www.faa.gov
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So That’s the End Right? Not quite. It’s a common misconception with even experienced pilots that the medical certification process begins when you enter the AME’s office and ends when you receive your medical certificate. That just isn’t true. Medical certification is a continuous process that requires your constant attention. Before any flight, and at any point during a flight for that matter, you as the PIC are responsible for making sure you meet the standards for your class of medical. If for any reason you don’t, you are expected to ground yourself until you do meet the standards again. This point is covered in section 61.53. If you have any questions as to whether or not you should be flying, please contact your AME. Also, remember that certain medications, even over-the-counter ones, could also be disqualifying. The FAA recommends that, when taking medications that weren’t reported to your AME, to wait five times the dose interval before resuming flight operations. So if a medicine directs “X” pills every six hours, the wait time would be 30 hours.
But My Doctor Says I’m Fine This is another point of common confusion for new pilots. “I just went for my annual physical with my family doctor and he/ she said I was fine. Why is my AME giving me such a hard time?” This seeming contradiction arises from the fact that the roles of your general practitioner and AME are very different, as are their concerns. Your relationship with your general practitioner is one of ongoing care, and your health is the paramount concern. Your relationship with your AME (assuming your AME is not also your regular doctor) is a discrete one where your AME’s concern is focused on whether or not you meet the standards for your medical certificate. He or she has had specialized training, and can recognize that certain conditions that may seem benign when on the Earth’s surface can cause problems at altitude. An AME’s responsibility is more focused on ensuring that you are medically safe to operate an aircraft in any flying condition you could face. With some preparation and reasonable expectations, the aviation medical certification process should be relatively painless for most applicants. If things don’t go how you’d like initially, know that you still have options. While it may take more tests and exams (and more time and possibly, money), there are relatively few true “showstoppers” to getting some form of medical certificate. If you’re willing to stick with it, the FAA is willing to work with you.
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ntsb reports NTSB Identification: *WPR14CA363* Date: September 02, 2014 Location: Willows, CA Aircraft: HUGHES 369D Injuries: 1 Serious. While in cruise flight an unsecured jacket departed the helicopter through an open window. The tail rotor drive shaft sheared as a result of the jacket’s contact with the tail rotors. The pilot subsequently initiated a forced landing to an orchard where during landing, the main rotors struck and separated the tailboom. The pilot reported no preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation. NTSB Identification: *WPR14TA370* Date: September 04, 2014 Location: Lincoln, CA Aircraft: EUROCOPTER AS 350 B3 Injuries: 2 Uninjured. A Eurocopter AS 350 B3 landed hard during a practice autorotation at Lincoln Regional Airport/Karl Harder Field, Lincoln, California. The purpose of the flight was to provide recurrent emergency procedure and night vision goggle (NVG) training for the pilot, who was positioned in the right seat. Prior to departure, the crew discussed the plans for the flight, and the pilot performed a preflight inspection. The decision was made to perform a full landing at Lincoln, followed by a practice autorotation with power recovery, and then once ambient light had diminished, transition into NVG training. Because they departed during daylight the pilot turned off the NVG unit’s battery pack, and moved the goggles to the up position on his helmet. With all systems nominal, they departed and the pilot performed an uneventful landing on runway 15 at Lincoln. They then departed to practice the autorotation on the same runway. The CFI asked the pilot to make his primary goal attaining the appropriate rotor and air speeds rather than focusing on a specific landing spot. Once they were both ready, the CFI rolled the left-side engine throttle to the idle (MIN) position to initiate the maneuver. The pilot lowered the collective and the helicopter descended; once they reached an altitude of about 50 feet above ground level, the pilot began to initiate the flare, with the CFI countering by rolling the throttle to the flight (VOL) position. They heard the engine
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respond along with an accompanying yaw motion, and the CFI announced “power recovery.” The pilot stated that he held the helicopter in the flare, and the rotor speed started to increase, so he pulled up lightly on the collective control to prevent an overspeed condition. The helicopter then “ballooned”slightly, and he lowered the collective to recover. The forward speed decayed, and he moved the helicopter forward in anticipation of the hover. As he started to raise the collective control, the low rotor speed horn sounded and the helicopter began to rapidly descend. He pulled up the collective in an effort to arrest the descent, and the helicopter hit the ground hard. His NVG goggles flipped down over his eyes, and because the battery pack was not turned on, his forward vision became effectively blocked. He then perceived forward and nose-low motion as the CFI took control of the helicopter. He felt the cyclic pull full aft, and the helicopter came to rest. Once on the ground the CFI pushed the collective control to the full down position, and confirmed the throttle was in the flight detent. The rotor speed indicator reported a speed below the green arc at 360 to 370 rpm, and the amber GOV and TWST GRP caution lights were still illuminated. He cycled the throttle to idle, and then back to flight, but the rotor speed would not exceed 370 rpm. He repeated the operation with no increase in rotor speed, and then reached over to unlock the flight gate on the right-side throttle control. The engine responded, and the rotor speed increased to 390 rpm, but the caution lights were still illuminated; he then twisted the throttle back out of the gate and into the flight position. He reached up to the overhead engine start panel and cycled the engine operation switch back to idle and then flight; the engine responded appropriately, and the caution lights finally extinguished. He then asked the pilot to shut down the engine. NTSB Identification: *CEN14WA491* Date: September 05, 2014 Location: Roeselare, Belgium Aircraft: ROBINSON HELICOPTER R44 Injuries: 2 Fatal. A Robinson R44 helicopter was destroyed by impact forces and a postimpact fire near Roeselare, Belgium. The helicopter was reportedly taking off from a parking lot when the accident occurred. The pilot and passenger were fatally
injured. The flight was originating at the time of the accident and the intended destination was the Kortrijk-Wevelgem International Airport near Wevelgem, Belgium. The accident investigation is under the jurisdiction and control of the Air Accident Investigation Unit of Belgium. This report is for informational purposes only, and contains only information released by or obtained from the government of Belgium. NTSB Identification: *CEN14WA484* Date: September 05, 2014 Location: Samso, Denmark Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: Unavailable A Robinson R44 helicopter impacted the sea between Rosnaes and Samso, Denmark. The helicopter was in radio and radar contact with Copenhagen Information who had reported marginal VFR weather in the area near Samso. Copenhagen Information lost radio and radar contact with the helicopter and launched a search and rescue mission. The airplane was substantially damaged; and the four occupants were fatally injured. This investigation is under the jurisdiction and control of the Accident Investigation Board of Denmark. Under the provisions of Annex 13 of the Convention on International Civil Aviation as a State of Design, the United States has designated an accredited representative to participate in the investigation. Any further information may be obtained from: Accident Investigation Board Denmark NTSB Identification: *CEN14LA487* Date: September 06, 2014 Location: Macedonia, IA Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: 1 Fatal. On September 6, 2014, about 1245 central daylight time, a Robinson R44 II helicopter impacted a suspended power line near Macedonia, Iowa. The pilot was fatally injured and the helicopter was substantially damaged. The helicopter was under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The local flight originated at an unknown time.
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The responding Federal Aviation Administration inspector stated that witnesses observed the helicopter strike the power lines and then impact terrain. The pilot was able to egress the wreckage and was flown to a hospital where he later succumbed to his injures on September 11, 2014. A GPS was recovered from the accident site and was sent to the National Transportation Safety Board (NTSB) Recorders Lab for download. NTSB Identification: *WPR14LA374* Date: September 12, 2014 Location: Tombstone, AZ Aircraft: BELL 206 Injuries: 2 Uninjured. On September 12, 2014 about 1115 mountain standard time, the pilot of a Bell 206L4 initiated a forced landing onto a gravel road following a partial loss of power near Tombstone, Arizona. The helicopter was under the provisions of Title 14 Code of Federal Regulations Part 135. The commercial rated pilot and one passenger were uninjured; the helicopter sustained substantial damage to the tail boom. Visual meteorological conditions prevailed and a company visual flight rules flight plan was filed. The flight originated from Sierra Vista Municipal Airport – Libby Army Airfield, Sierra Vista, Arizona at 1050 for a local flight. The pilot reported that during cruise flight the helicopter’s RPM suddenly started to decrease, he reduced power and initiated a forced landing. During the approach to land the engine lost complete power and the helicopter impacted the ground hard. Subsequently, the helicopter’s skids spread and the main rotor blade severed the tail boom. The helicopter was recovered to a secure location for further examination. NTSB Identification: *CEN14WA498* Date: September 16, 2014 Location: Flamborough, United Kingdom Aircraft: AGUSTA BELL 206B Injuries: 2 Fatal. On September 16, 2014, at 1241 coordinated universal time, an Agusta-Bell 206B helicopter impacted the water off the coast of Flamborough, Lincolnshire, United Kingdom. The pilot and passenger were both fatally injured. The helicopter
was destroyed. The helicopter departed Ness Point, Suffolk, and was en route to Humberside Airport, Lincolnshire. The accident investigation is under the jurisdiction and control of the United Kingdom’s Air Accident Investigation Branch (AAIB). This report is for information purposes only and contains only information released by or obtained from the government of the United Kingdom. Further information pertaining to this accident may be obtained from: Air Accidents Investigation Branch Farnborough House Berkshire Copse Road Aldershot, Hampshire GU11 2HH, United Kingdom Website: http://www.aaib.gov.uk NTSB Identification: *CEN14LA517* Date: September 19, 2014 Location: Cahokia, IL Aircraft: ROBINSON HELICOPTER R22 BETA, Injuries: 1 Uninjured. On September 19, 2014, at 1030 central daylight time a Robinson R-22 Beta helicopter, landed hard during a forced landing near the St.Louis Downtown Airport (CPS), Cahokia, Illinois. The commercial rated pilot was not injured. The helicopter was registered to a private corporation and operated by the pilot. No flight plan was filed for the local flight that originated at CPS about 1000.Visual meteorological conditions prevailed for the personal flight that was conducted under the provisions of 14 Code of Federal Aviation Regulations Part 91. According to the pilot, shortly after he took off the clutch warning light came on. He did not think this was abnormal because the belts will heat up and re-tension themselves causing the light to briefly illuminate. However, as a precaution, and as directed by the manufacturer, he waited to see if the light would go out in 10 seconds. The light did not turn off, so he pulled the clutch circuit breaker and landed immediately in a parking lot. After landing, the pilot locked the controls, got out of the helicopter and looked inside the engine compartment. He did not see anything abnormal. At this point, the pilot said a group of young men, who “didn’t look friendly” were waving their arms and saying that he wasn’t allowed to land there. The pilot was unable to find his cell phone to call for help, so he elected to get back in
the helicopter and make the short flight back to the airport. The pilot then departed and was about 500 yards from landing on runway 5, when the helicopter began to vibrate and “make a lot of noise.”The pilot entered an autorotation. He said, “As I slowed and did the flair to land the helicopter yawed to the left as I pulled collective to run it on. I realized there was no tail rotor. The skids contacted the ground and dug into the soft ground.. I think that’s when the tail boom lifted and the blade cut it off.” The helicopter was retained for further examination. NTSB Identification: *CEN14CA513* Date: September 22, 2014 Location: Grand Forks, ND Aircraft: SCHWEIZER 269C Injuries: 2 Uninjured. The pilot receiving instruction was performing a practice 180-degree autorotation. Just prior to touchdown, the flight instructor perceived an abrupt loss in altitude, followed by a hard landing and tail rotor strike, which substantially damaged the tail rotor. The flight instructor reported no preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation. The National Transportation Safety Board determines the probable cause(s) of this accident to be: The flight instructor’s inadequate supervision and delayed remedial action during a practice autorotation, which resulted in a tail rotor strike. NTSB Identification: *ERA14WA457* Date: September 23, 2014 Location: Bolivar, Venezuela Aircraft: BELL 206B, Injuries: 3 Fatal. On September 23, 2014, about 2200 universal coordinated time, a Bell 206B helicopter impacted terrain after a loss of engine power in Bolivar State, Venezuela. The pilot and the two passengers were fatally injured. This investigation is under the jurisdiction of the government of Venezuela. This report is for informational purposes, and only contains information that was released by the government of Venezuela.
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heli-specs
MD Helicopters, Inc. MD 500E • Total production (all variants) 4,862 First flight 1963 • Comments The MD 500E is the lastest version of the venerable OH-6A Series developed for the • • • •
• •
• •
Gross weight 3,550 lbs/1,613 kg ; 3,550 lbs/1,613 kg Useful load 1,519 lbs/690 kg; 1,483 lbs/674 kg External 2,069 lbs/940 kg; 2,033 lbs/924 kg Vne 152 kts/282 km/h sea level Max Cruise 135 kts/248 km/h sea level Max rate of climb 1,770 fpm/9.0 ms HIGE 8,500 ft/2,591 m; 11,300 ft/3,444 m std day HOGE 6,000 ft/1,829 m; 8,700 ft/2,652 m std day Service ceiling 13,000 ft/4,227 m;16,500 ft/5,029 m ISA Std fuel 64 gal/ 242 lit Max range std fuel (no reserve) 239 nm/443 km; 233 nm/431 km VFR Crew 1 Passengers 4
Erickson Air-Crane S-64F • Total production (all variants) 10 First flight 1993 • Comments The S-64F has the multi-mission capabilities of the E model with an increased
• • • • • •
U.S. Army, for service in Vietnam and beyond. It is currently in use by law enforcement agencies, utility operators, and both U.S. and international militaries. (All dual specs apply to C-20B/C-20R, respectively.) Engine(s) Rolls-Royce 250-C20B/C20R HP (takeoff) 420 shp/450 shp Dimensions main rotor 24.6 ft/8.1 m Tail rotor 4.6 ft/1.4 m Height 9.7 ft/2.9 m Length 30.8 ft/9.4 m Width 6.3 ft/1.9 m Empty weight 1,481lbs/672 kg ; 1,517 lbs/689 kg
external load capability of 25,000 lbs (~11,250 kg). Engine(s) (2) JFTS12A-5A HP (takeoff) 4,800 Dimensions main rotor 72 ft/22 m Tail rotor 16 ft/5 m Height 25.4 ft/7.6 m Length 88.5 ft/26.6 m Width 21.8 ft/6.5 m Empty weight 20,000 lbs/9,074 kg Gross weight 47,000 lbs/21,324 kg Useful load 25,000 lbs/11,250 kg External 25,000 lbs/11,250 kg Vne 104 kts/193 kmh Max cruise 104 kts/193 kmh
• Max rate of climb 4,000 fpm/1,200 mpm • HIGE 12,500 ft/3,811 m HOGE 12,500 ft/3,811 m • Service ceiling 16,000 ft/4,800 m S/E service ceiling 12,500 ft/3,750 m • Std fuel 1,350 gal/5,116 lit Max fuel 2,450 gals/9,285 lit • Max range std fuel (no reserve) 250 nm/463 km • Range with opt fuel 450 nm/833 km • VFR Crew 2 Passengers N/A
Brantly International B-2B • Total production (all variants: B-2, B-2A): 498 First flight 1956 for B-2 • Comments: The B-2B uses a two-section, doublyarticulated main
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• rotor blade for increased smoothness. It offers a stable platform, • ease of maintenance, and reliability. Standard equipment includes • dual controls, rotor brake, and heater. • Engine(s): Lycoming IVO-360-A1A HP (takeoff) 180 hp • Dimensions: main rotor 23.75 ft/7.25 m, Tail rotor 4.25 ft/1.3 m • Height: 6.92 ft/2.11 m • Length: 28.1 ft/8.53 m • Width: 5.67 ft/1.73 m • Empty weight: 1,050 lbs/467 kg
• • • • • • • • • • • • •
Gross weight: 1,670 lbs/757 kg Useful load: 620 lbs/281 kg External: None Vne: 100 mph/161 kmh Max cruise: 90 mph/145 kmh Max rate of climb: 1,400 fpm/7 ms HIGE: 3,525 ft/1,057 m HOGE: N/A Service ceiling: 6,500 ft/1,900 m Std fuel: 31 gal/117 lit Max fuel: Same Max range std fuel (no reserve): 174 nm/322 km VFR Crew: 1 Passengers 1
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No wind sock? No problem with the WeatherFlow anemometer by Kim Rosenlof For EMS, offshore or other helicopter pilots operating off airport, obtaining accurate wind data can be a problem. The new WeatherFlow Wind Meter offers a high-tech solution that marries a reasonably accurate wind speed and direction measuring device with a user-friendly smartphone app. The 3.5-inch WeatherFlow anemometer ($34.95 at weatherflow.com) plugs into the headset port on your iOS or Android smartphone. The free WeatherFlow Wind Meter app (downloaded separately) converts the rotational data from the anemometer to wind speed, gust and direction data that can be saved, stored and shared. Users can set the speed data in one of six units (including knots), the direction display in degrees or text, magnetic declination to true or magnetic north, and the maximum sample period up to 60 seconds. Tested against a calibrated Kestrel 4000 ($249 to $354 at kestrelmeters.com), the WeatherFlow performed well in winds greater than 4 knots, which should be sufficient for most aviation applications. I found that the Weather Flow consistently read 0.0 when the Kestrel measured winds from about 0.7 to 1.7 knots, and the WeatherFlow lagged about a half knot slower than the Kestrel until about 4 knots, when it matched readings within one to two tenths of a knot. For us aeronauts, the wind direction feature is useful although finding the exact direction is more art than science. It involves facing approximately into the wind, and then slowly moving the WeatherFlow in an arc until it reads the strongest wind. Note that turning your
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AgNav Inc
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Avpro Inc.
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Blue Hill Helicopters Blue Sky Network
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DynaNav 23 Enstrom Helicopter Corp 17 Falcon Insurance
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Floats & Fuel Cells
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Gov’t Sales
13
Heli-Tech 10 HeliBlade 21 HW Farren back to the wind or your face to the wind while viewing the smartphone face changes the instrument’s perceived wind direction by 180 degrees. Setting the maximum sample period to 60 seconds and saving each sample provided good snapshots of wind data—including gusts and changes in direction—over a period of time. This data can then easily be shared via email, messaging, Facebook or Twitter if the smartphone has cellular or WiFi access, a feature that could be useful for ground handlers on remote teams sending wind data to pilots or pilots using the same landing zone sharing data with other pilots. The wind data can also be viewed on a map using either a web-based application or a second WeatherFlow app called WindAlert.
13
Isolair 4 James Gardner Ins.
15
Machida Borescope
10
Mauna Loa Helicopters 22 Preferred Airparts
16
TracMap 11 Tradewind Int’l
21
Universal Turbine Parts 19 Van Horn Aviation
november 2014
12
27