Heliweb Magazine - September 2016 by Collective Magazine

SEPTEMBER 2016 VOL 32

ENLOE FLIGHT CARE HOSPITAL PROGRAM FOCUSED

ON SAFETY WITH NEW H130T2

ZIMBABWEâ&#x20AC;&#x2122;S ONLY FEMALE HELI PILOT SAN GABRIEL FIRE RESPONSE INSTRUMENT CHECKRIDE BOEING AH-6

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INSIDE

THE SEPTEMBER ISSUE THE LOW DOWN, ON GOING DOWN BELOW

INSTRUMENT CHECKRIDES By Matt Johnson

THE SAN GABRIEL COMPLEX FIRE A LOOK AT THE HELICOPTER FIREFIGHTING RESPONSE TO CALIFORNIA’S DRY SUMMER By Todd Miller

COVER STORY: ENLOE FLIGHT CARE RESPONDS WITH THE LATEST IN HELICOPTER TECHNOLOGY By Ryan Mason

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MEET ZIBAWE’S ONLY FEMALE HELICOPTER PILOT

FIGHTING AGAINST THE ODDS, ELIZABETH VIVASHE TRIUMPHS By Sherri Spagnola

TEACHING AN OLD DOG NEW TRICKS MEET BOEING’S AH-6i By Steve Valinski

COLUMNS & FEATURES

Helipix From the Desk of The Toolbox Whirly Girls Straight & Level The Instructors Station United States Helicopter Safety Team Helinews Rotorheads Behind the Lens

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PUBLISHER & EDITOR: Ryan Mason ryan@heliweb.com DEPUTY EDITOR: Ali Mason ali@heliweb.com ASSISTANT EDITOR:

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Duncan Brown duncan@heliweb.com CONTRIBUTING PHOTOGRAPERS: Tim Pruitt Seth Lasko Scott Dworkin Jason Jorgensen Gunnar Akerberg Roelof Jan Gort

Damon Duran Ed Simmons Joe Fernandez Todd Miller Jeroen Van Veenendaal Mike Rocks Macqueen

HELICOPTER ART: Marc Veenendaal marc@mpvdesign.com.au CONTRIBUTING WRITERS: Ben Fouts ben@heliweb.com Jessica Kanellos jessica@heliweb.com Brian Parsons brian@heliweb.com Lauren Brown lauren@heliweb.com DIRECTOR OF SALES: Ross Ansell ross@heliweb.com

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September Issue Cover: Enloe Medical Center FlightCare H130T2 over Chico, California.

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.

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W W W . A V P R O J E T S . C O M September 2016

#helipix Flight School R22 over terrain outside of Albequerque, New Mexico Photographer: Michael Rocks Macqueen

HeliAlpin EC120 perched on a helipad in the mountains of Germany. Photographer: Mario Lang

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AClassic Columbia Boeing 234 Helicopters AS350 in the smoke haze atAZ Yellowstone Photographer: Evan Welch Air Medical Belland 407PJ atop Good Samaritan Hospital in Phoenix, Photographer Jason Cole

August 2016

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Pictured on the ramp at Essendon Airport, Essendon Fields in Victoria, Australia sits an AS-350. This helicopter is the first of its type in Australia, now providing combined news coverage for television stations GTV9 and HSV7. Electronic news gathering services will now be provided by a third party operator with both TV stations eliminating their own helicopters that were previously providing separate coverage of news in Victoria, Australia. This move towards privatization signalling the end of the two largest TV stations in the Melbourne metropolitan area providing their own aviation assets, in operation since the early 1970â&#x20AC;&#x2122;s. Photographer:

Shayne Whitely

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Featured Image

August 2016

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#helipix â&#x20AC;&#x153;A day in the lifeâ&#x20AC;? showing an AS-350 filming a Red Bull event for television. Photographer: Chris Gagney

Hershey Life Flight preparing to depart a scene in Pennsylvania. Photographer: Seth Lasko

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A Drum Helicopters AS350 on a hydro project in California Photographer: Doug Hatcher

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#helipix

MD500D, flown by Aaron Fitzgerald from Airbo

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orne Images. Shot taken during a test flight after fitting tyler mounts. Photographer: Luke Aikens

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September 2016

C O L U M N | Publisher

From the Desk of

The “Pilot Shortage” I see quite often in the many Facebook pages dedicated to t h e h e l i c o p t e r i n d u s t r y t o d a y, people new to the industry asking many questions relating t o a n a l l e g e d “ p i l o t s h o r t a g e .” New student candidates assured by their flight school that one ex i s t s , t o t a k e t h e i r h a r d e a r n e d m o n e y. Q u e s t i o n s r a n g i n g f r o m legitimate queries, by those looking into getting into the i n d u s t r y, t o d e s p e r a t e p o s t s f r o m people who have realized after spending tens of thousands of dollars that there appears to be no light at the end of the tunnel. That there is in fact, no easy segway straight into the EMS job that some companies claim that their training will enable them to obtain at the completion of their ratings. These students were sold beachfront property in Montana; given the impression that they could somehow circumvent the hour minimums required by insurance companies and ride a magic carpet past everyone else paying their dues. Those who build their hours by instructing, working powerline inspection jobs and any one of a hundred other paths to the “magic number” of hours until they are q u a l i f i e d t o m o v e o n t o t h e n ex t role. I see, like many others who witness these posts and the s u b s e q u e n t r e p l i e s t h a t f o l l o w, a pattern of both willful ignorance on the part of the student and blatant misrepresentation by the flight schools that continue to pedal these mistruths trying to get people to spend their m o n e y. While there is responsibility on both parts (I was one that jumped into flight training headfirst with no plan or

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investigation – and I was a cop at the time.) The student spending the money owes it to themselves to do their research on the operator they are considering. If you are going to b u y a c a r, y o u d o d u e d i l i g e n c e on that car before sinking 35K into buying it right? Why not the same for a flight school that you will spend much more with over time. It astounds me still, the amount of people who did virtually zero research on their school, to include not even googling the school to look for reviews before spending tens of thousands of dollars with them. I get it; I was that guy too. But I wised up fast and spent hours researching everything from information on study t i p s f o r t h e w r i t t e n ex a m t o the dynamics of my training a i r c r a f t . To t h e p o i n t t h a t I contacted the manufacturer to get a copy of the POH so that I could know it inside and out. Such is the case when you finally get over the “holy crap; I am flying a helicopter” phase and get down to “how am I going to afford all of this” and start looking for ways to cut costs. On the flight school side, I also get it. Call me naïve, but I have always considered business as I look at friendships. People who do right by me and others, as a general rule are worthy of my friendship and viceversa. I try always doing good things for good people, both in life and in business. Is it

t h e s m a r t e s t b u s i n e s s i d e a? We l l , a n y o n e t h a t i s a r u t h l e s s business person that will stop at nothing to make it to the top would say no. H o w e v e r, I a m p r o o f t h a t t h e guy that does the right thing can still succeed. Albeit a little slower than the ruthless climber that has a dollar sign attached to everything they do, but success comes once those doing business with y o u t h a t a r e s i m i l a r, r e a l i z e that you are worthy of their business as well. So when I look at companies that have painted a picture for gullible students of an industry filled with rainbows and butterflies where there are none. I often shake my head in frustration that there are people in this industry that would be happy to take y o u r m o n e y, n o m a t t e r h o w they obtain it. Do I blame the student as much as I blame an unscrupulous school? No. I get that people get starryeyed about flying a helicopter for a living. It happens. But to some of us see this as a teaching moment to educate the poor sap that has been sold sand in the desert and t o l d i t w a s w a t e r. H o w e v e r, f o r some, it is already too late.

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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September 2016

C O L U M N |MAINTENANCE

Ev ol u ti on Webster’s Dictionary defines Evolution as: “a process of continuous change from a l o w e r, s i m p l e r, o r w o r s e t o a h i g h e r, m o r e c o m p l e x , o r b e t t e r s t a t e .” Simply stated, a change from bad to worse or good t o b e t t e r, w h e r e s i t u a t i o n s and circumstances can “evolve” from one extreme t o t h e o t h e r. The “Evolution” of helicopter maintenance in my perspective has come a long way from good to better while the complexities of new technologies including materials and processes have created a learning curve for us older guys, and I’m totally speaking for myself. I did not embrace technology as it became a v a i l a b l e. N o w, w h e t h e r that was because of my work environment where we didn’t see a lot of new equipment come through the shop, or if it was because I had blinders on and couldn’t see past my nose and read the writing on the wall, I c o u l d n ’ t s a y. F o r t u n a t e l y, t h e c o r e principles of maintenance have remained pretty much the same where we need to concentrate on safely delivering a quality product on time, and budget. If we are truly professional mechanics, the learning curve will take care of itself, in that we will learn how to use technology and embrace it, or natural selection will take its course.

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Fortunately for us, it is a decision that we get to make rather than depend on nature to select us for replacement. One of the things I have experienced in my career is the “gap” between a digitally trained mechanic and the analog version, especially when it comes to troubleshooting. The troubleshooting principles are similar but in the digital world, the latter seem driven to replace the suspected part or assembly and see what happens. I call it “Shotgun Tr o u b l e s h o o t i n g ,” n o t m u c h for precision. Over the years many manufacturers have replaced mechanical devices and systems with electronic and solid state devices that have no user serviceable parts to replace, if the part or assembly is not working change it, rather than fix it. One can see this evidence in most troubleshooting guides published by manufacturers, where the guide gives you a symptom and a possible cause and in the remedy column it will say to replace the part and if changing the part does not fix the problem, it just points you to another part. My problem is the reluctance just to change out the part; I need to know why I’m changing it. I

T h e To o l b o x understand that the “Black Box” is broken, but what caused it to break? Why did it break? Do I have an issue upstream that may cause a b r a n d n e w a n d m o s t l i ke l y, very expensive part to fail in less time that it took to find that its predecessor h a d f a i l e d ? Tr o u b l e s h o o t i n g is one thing, doing it properly and systematically is an art that is, in my opinion slowly dying out and being replaced by parts changers. I have also experienced this in some of the OEM training schools. Where computer learning has replaced all the paper manuals and in some instances, the visual aids have gone from actually holding the part or assembly in your hand and experiencing how it comes apart and moves, versus a 3D image on the computer screen. My old school thought process tells me experience is the b e s t t e a c h e r, w h e r e I c a n t e a r it up in school and be able to see exactly how it works, where the part wears the m o s t a n d w h y. I d o n ’ t t h i n k I should be fumbling through 3D images to try to get a real sense of how the part or assembly actually works. But that’s just me. Let me know what you think. Contact me at brian@heliweb.com

Brian Parsons is the Director of Maintenance for the Hillsborough County Sheriff ’s Office (FL) Aviation Section, where he also serves as a ReserveDeputy. Brian is a US Marine Corps veteran,and holds a commercial helicopter pilot certificate. Parsons’maintenance experience includes factory training on Bell, Airbus, and MD Helicopters, in addition to several engine types.

September 2016

C O L U M N | WOMEN IN AVIATION

Whirly Girls

Jessica Kanellos & Lorraine Skalla

Getting Dunked! Survival Systems USA has been supporting the Whirly-Girls Scholarship program since 2011 providing over 16 Whirly-Girls with the Egress S u r v i v a l Tr a i n i n g Scholarship, and we have yet to encounter a WhirlyGirl who has walked away unimpressed. When it comes to flying an aircraft, most agree that safety is one of the most important factors, and we all accept the risk that eventually something may go wrong.

This type of lifesaving training in the event of such an emergency is so essential and when it comes to acquiring the necessary skills and education, the team at Survival Systems USA delivers. They offer a wide variety of programs covering multiple topics; from mastering your life vest and surviving with or without a raft at sea, to the infamous SWET chair and dunk t a n k d i t c h i n g p r a c t i c e s . We were fortunate enough to have the opportunity to attend the c o u r s e t o g e t h e r, a n d w e h a d a n absolute blast. Day one is learning the proper response and procedure to ditch a n d e s c a p e . We p r a c t i c e d o n t h e SWET chairs a few times before moving on to the dunk tank.

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They take it easy on you at first, but before we knew it, we were strapped in with the lights out, rain pouring, the w i n d , t h u n d e r, a n d l i g h t e n i n g accompanied by this taunting loud siren – all to simulate the emergency ditch.

At the end of day two, there was a lot more “hell yeah” t h a n “ h o l y c r a p .” S u r v i v a l Systems had scared the confidence into us, and we w a l k e d a w a y b e t t e r, a n d s a f e r, p i l o t s b e c a u s e o f t h e i r training.

B y t h e e n d o f t h e f i r s t d a y, there was an even mixture of “ h o l y c r a p ” a n d “ h e l l y e a h .”

We want to thank the WhirlyGirls and Survival Systems USA for facilitating the Scholarship and giving us such an opportunity to increase our skills as pilots, and ultimately move forward in our careers.

Day two elaborates on the different survival skills in the event of a ditch and introduces the use of oxygen. The runs in the dunk tank get a little m o r e c o m p l ex n o w, h a v i n g to maneuver around the fuselage to get to your exit – still in the dark, rain p o u r i n g , w i n d , t h u n d e r, lightening, sirens, the works. The training and safety team were outstanding, and while e n s u r i n g o u r s a f e t y, s t i l l provided scenarios realistic enough to get our hearts racing and adrenaline up, even though we knew there were rescue divers just s e v e r a l f e e t a w a y.

“The fact that we want to go back, despite the challenge and discomfort involved, speaks for itself. It was the one Scholarship I applied for year after year, so when I finally got it, I was thrilled and then immediately terrified.” – Jessica Kanellos

“I really felt that the training not only gave me confidence in surviving an incident in the water but also in my ability to remain calm and think under pressure. It was an incredibly empowering experience and allowed me to develop a skill that could be life-saving in many situations, not just helicopter ditching. It was an overall amazing experience that I would like to repeat every few years to maintain a level of currency.” – Lorraine Skalla

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September 2016

C O L U M N | FLIGHT TRAINING

Straight & Level

Be a Good Instructor I t ’s a n o d d s y s t e m w e h a v e i n t h e U SA t h a t t h e f i r s t j o b o u t o f t h e b ox f o r a y o u n g p i l o t is typically an instructor to the newcomer students. Most places in the world reserve t h a t r o l e f o r m o r e ex p e r i e n c e d pilots. While that would be a preferable option, it isn’t an economical solution, so we fall back to the newbies being thrown into the most challenging and demanding j o b i n t h e i n d u s t r y. When you begin instructing y o u d o n ’ t h a v e t h e b a c kg r o u n d to be truly effective in y o u r r o l e . Yo u w i l l d r a w o n p r e v i o u s ex p e r i e n c e s a n d t a ke what you learned from your i n s t r u c t o r t o t r y t o m a ke y o u r student learn and achieve milestones. Effective teaching c o m e s w i t h t i m e . I t ’s u p t o each person to continue to be passionate about the trade and never stop learning. When I was studying to b e c o m e a f l i g h t i n s t r u c t o r, I stumbled hard on the Fundamentals of Instructing. This was some of the driest and seemingly most useless material for an enthusiastic young pilot. It seemed so detached from my goals. My brain was giving the gag r e f l ex e v e r y t i m e I o p e n e d t h e b o o k j u s t l i ke w h e n m o m forced me to eat that butternut squash as a kid. Why did I have to learn psychology? After all, it was flying that I was to be teaching. I didn’t connect the two at first, and it took me a while until I learned that the FOIs are probably the most important part of becoming a n i n s t r u c t o r.

I enjoy getting in the R22 and taking a student for a lesson. I can see things much more clearly now and sitting in the aircraft with an enthusiastic student is such a high. You can’t help but absorb some of the real excitement and energy from them. I learned that teaching and being good at it takes a thoro ugh understanding and implementation of the FOIs. As dry as that material is, it is quite effective. One area that can make the difference between an average instructor and a great instructor is the ability to communicate effectively to the student when giving the critique. We are tasked with trying to constructively critique a student and delve into each detail of the flight. The postflight briefing may be the single most productive time for the student to gain insights from you. I don’t care if you are the best instructor in the world, trying to teach while the aircraft is flying is a challenging environment for a student to learn in. The brain is like a cup; it can only hold so much “information” at a time. When you are babbling on about how to fly the next approach, your poor student is flying a helicopter, listening to radio calls, interfered with by engine noise, the wind (doors off ), other aircraft, instrument scans, etc.

It doesn’t matter if you started talking about motorcycles, they aren’t able to listen, and they can’t absorb much more than 20% of what you are saying. Keep that in mind when you are instructing. Take notes during the flight, and then spend the time on a post-flight critique to share (basically, repeat what you were saying when they couldn’t listen) your experience and tips for improvement. Have your student spend the $300 to buy a GoPro or like equipment with the audio cord so they can review the lesson and see their errors in the quiet comfort of the classroom or home. The GoPro records the entirety of the flight and then the student can slow the whole environment down, see specific points, focus on what was said and review the mistakes and achievements from their lesson. It is easily worth ten times its cost in tuition saving when utilized correctly. You can’t ask for a better return on investment. So while you have so many responsibilities to the student when you are teaching them to learn, make your time spent with them as efficient as possible. The good teachers find effective ways to communicate to each student. No one student is like another, and they will each require a slightly different approach adapted to their needs. Enjoy the journey and treat each flight lesson as an incredible opportunity to improve yourself.

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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C O L U M N | SIMULATION

The Instructors Station

Sce ne r y U p gr a des It is clear that simulator visual systems have become much more detailed and fully capable over the last few years, particularly in the Aviation Training Device (ATD) level. Improving the graphics of an ATD or simulator is not just a gimmick to make it more visually exciting for owners, operators or pilots. There is real training value to investing in the custom or modified scenery packages that are now available. Before I go into detail, please note that you cannot make any changes to your current ATD without potentially voiding the FAA approval and warranty. You must check with your ATD manufacturer to verify compatibility with your system of any new or custom scenery. The external visual landscape can come in various forms, including various pre-defined areas enhanced by thirdparty companies or custom generated scenery ordered on demand. The packages that are prepared by thirdparty providers, typically developed around airports and areas of the world that are prevalent in aviation. There are also packages of scenery that enhance the terrain and environment on a larger scale than the terminal airport environment. Some examples of places currently prepared by thirdparty provider Orbx Simulation Systems include Telluride Regional in Colorado, America’s highest commercial airport, or Milford Sound in New Zealand, a short strip located at the bottom of a steep valley. The graphics at all of the airports and surrounding areas are enhanced to look as realistic as

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possible. The addition of this enhanced scenery is truly impressive, but it also adds training value. The external visual graphics that come “stock” or non-upgraded on most ATD’s is detailed enough to show waterways, roadways, power lines, airport environments and other features that would seem important to pilots. Where they lack detail, many times is in the terrain and elevation features, and also the finite details on the ground including FBO’s, terminals, and helipads. This is where enhanced scenery comes into play. Take the previously mentioned airport of Milford Sound in New Zealand. Without the enhanced landscape, the approach to this airport seems straightforward and uneventful due to the lack of detail in the mountains, valleys, and the airfield. With enhanced scenery installed, suddenly the approach becomes much more realistic and stressful. The mountains and valleys show depth, and cause wind changes, and the airport is difficult to spot from a distance, forcing pilots to stay on the proper approach to the very end even under VFR. The addition of upgrading scenery areas helps make the simulated experience more realistic and keeps pilots from getting lazy during training.

Drawing scenery from scratch can be accomplished for special projects such as, for example, if a police department operates their fleet if helicopters from a building and ramp rather than at an airport. This area would likely not exist in the ATD’s external visual since it is not at an airport. When the custom scenery is developed, it will be designed and built into the scenery from aerial and ground photos and can include every real-life detail including logos, aircraft paint schemes and more. This police department would now be able to train on the simulator by flying approaches in various weather configurations to and from their actual base of operations, helping make the transfer of knowledge from sim to aircraft seamless. Other examples of custom drawn scenery may include popular training areas and special VFR waypoints such as individual buildings that define a local area. The range of options and examples I could give regarding enhanced scenery are nearly endless. We are fortunate that technology is constantly evolving and allowing for more customization. The bottom line is that increasing realism on a simulator is not just for “wow-factor” or gamers, but will help students and pilots of all levels experience get more out of their training sessions.

Lauren Brown is the executive Director of Elite Simulation Centers in Oviedo, Florida. She is also a cross country air racer and an avid writer on simulation technology, and proponent in the use of simulation technology for application in real world flight training. Lauren is also a commercially rated fixed wing pilot pursuing her rotorcraft addon.

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September 2016

C O L U M N | SAFETY

United States Helicopter Safety Team

Using Your Head The aviation helmet is one of the most important safety tools in the Personal Protective Equipment (PPE) bag. In selecting the right helmet, pilots and crew members need to consider several things before making a helmet work to their benefit.

organ/visceral traumas sustained in fatal helicopter accidents. Both studies looked at similar fatal accident cases involving public safety, law enforcement, HEMS, and aerial tour operations. It was not hard to conclude that proper helmet usage by helicopter pilots and crews is a smart idea.

Over the years, individuals who have been properly trained on selecting and fitting helmets sometimes modify their procedures for the sake of comfort. However, pilots urged not to lose sight of the intent of a properly fitted helmet. Pilots should consider both the short and long-term benefits of helmet usage, such as survivability, shock absorption, hearing loss mitigation and myalgia (muscle pain) mitigation in selecting the right helmet for the mission.

When selecting a helmet, there are many different options that are acceptable, but all come with their own set of pros and cons. It is important to look at supporting test data to see if it provides proper protection. If specific test data is not provided up front; always ask for a copy of the test report from the manufacturer before making a final selection.

Unfortunately, short-term health benefits seem to be the main factor flight crews consider when shopping for the right helmet. This realization is further supported by a study conducted by Taneja and Wiegmann (2003). These researchers analyzed patterns of injuries sustained by pilots involved in fatal helicopter accidents as revealed through FAA autopsy data. A similar study conducted by the FAA’s Civil Aerospace Medical Institute (CAMI) revealed similar results regarding where pilots sustained the most injury when involved in fatal helicopter accidents. Results from both research studies indicated that skull fractures were the second most common blunt force trauma, which occurred in 51 percent of the fatal accidents reviewed. Additionally, the brain was the most common (62 percent) of the

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Every helmet will have to be properly fitted to the pilot or crew member wearing it by carefully following the manufacturer’s recommendations. The normal process for ensuring a proper fit is to provide adjustments in the harnessing of the helmet or to provide inserts to help with the proper fit. Once these steps are taken, small fine-tuning of the helmet can be done to eliminate ‘hot spots’ and for ensuring the ‘perfect fit.’ Helmet comfort and fit should always be emphasized during the evaluation process. In the worst case scenario, if the helmet is not comfortable, the pilot may frequently neglect its use altogether.

After wearing the properly fit helmet for a couple of months (especially through hot months), check it once again to ensure its comfort and protective properties have not changed. A simple test is to reach back and grasp the base of the helmet and pull forward. If the helmet slides off the head, it is too loose. Related to this is the common mistake of users not tightening the nape strap. When done properly, with a secure neck and nape strap, the helmet should be comfortable enough to be worn for several hours without causing significant fatigue. The nape strap is a securing device under the occipital lobe (the bump on the lower back of your head). Being part of the harness, when snug, not only does it keep the helmet from rotating forward but it also helps with the tightening of the ear cups as well. These simple steps will help prevent the helmet from rotating forward and will help mitigate hearing loss and ensure optimal protection. When using a helmet, it is critical to ALWAYS have the visor down, either the tinted one or the clear one. This is mostly beneficial in case of a bird strike. Visor use is also important for crewmember during search & rescue operations to protect against sun glare. A properly fitted helmet with its visor in use is an invaluable insurance policy for safety.

Dr.Dudley Crosson is an aeromedical safety consultant and expert in aerospace physiology and human factors. Dr. Crosson has been a paramedic, diving officer, lifeguard and rescue swimmer during his career and serves on the United States Helicopter Safety Team Human Factors Working Group.

A Sydney Helicopters AS350 over Bathurst, New South Wales, Australia. Phototographer: James Williams

September 2016

SIKORSKY CUTS JOBS IN CONNECTICUT, SECURES MORE BLACKHAWK ORDERS Connecticut based Sikorsky announced August 30th that it would be laying of an additional 109 employees, bringing the month’s total of layoffs to 150 with layoffs associated to the loss of the maintenance contract for the Presidential VH-3D fleet (see Heliweb Magazine August, 2016 Page 28). Lockheed Martin, parent company to Sikorsky was also laying   off workers in July when they announced a reduction of 350

employees in the company’s mission systems and training area, although none of the job losses at Lockheed included the number of employees cut at the Connecticut Sikorsky locations. In an announcement a day after the Sikorsky job losses were announced, the Army published details of an additional purchase from Sikorsky. The deal involves the additional purchase of fourteen     Blackhawk helicopters, with a contract value of $158.4 million.

The fourteen Blackhawks are part of an eight year contract that was awarded to Sikorsky in 2012 that has an overall budget of $11.7 billion. The larger contract allows for up to 916 purchases split between the US Army and Navy. The Army has also asked for an extension to that contract, incorporated into their 2017 budget for a further $3.7 billion in funds to secure an additional 268 Blackhawks although that contract is yet to be confirmed.

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Helinews

PAPILLON HELICOPTERS LAUNCHES HOOVER DAM TOURS Papillon Grand Canyon Helicopters recently announced the launch of its brand-new Hoover Dam-area tours, as well as the opening of the company’s seventh heliport located next to the Hoover Dam Lodge Hotel & Casino. To mark the occasion and celebrate the expansion of the company offerings, Papillon hosted an international delegation on Sept. 8 of more than 100 tourism-industry VIPs at Papillon’s Aerocenter to be the first to celebrate the expansion of services with Hoover Dam flights commencing.

The celebration included a ribboncutting ceremony at the terminal marking the launch of Hoover Dam tours attended by representatives from the Boulder City Chamber of Commerce and other community groups.

experience of the world-famous Hoover Dam at an exceptional value. Departing from the new heliport at Hoover Dam, guests are expected to take in breathtaking views of Hoover Dam, Lake Mead and the rugged, volcanic terrain of Black Canyon.

Following the ceremony, attendees departed on helicopter tours to experience the new Hoover Dam tours. With these tours, Papillon hopes to make it easier than ever for guests to have an unforgettable “flightseeing”

LEONARDO SIGNS NEW CIVIL HELICOPTER CONTRACTS IN SOUTH AMERICA Le o n a r d o - F i n m e c c a n i c a announced September 1st that five corporate helicopters have recently been sold to three customers in South America. S a l e s i n c l u d e o n e AW 1 6 9 a n d two A109 GrandNew helicopters to corporate customers in Argentina, and another two GrandNew helicopters to a corporate customer in Ve n e z u e l a . T h e AW 1 6 9 i n c o r p o r a t e s several new technology features in the rotor system, engines, avionics, transmission

and electric power generation and distribution systems, and can seat up to ten passengers in its cabin. All five aircraft will be delivered by the end of 2016.

250 aircraft in South America i n c l u d i n g t h e AW 1 0 9, AW 1 1 9, a n d AW 1 3 9, m a i n t a i n i n g a 50 percent share in the multiengine segment in South America.

Le o n a r d o Helicopters continues to show a trend of growing t h e i r m a r ke t share in the South American commercial and private helicopter s a l e s m a r ke t , which now totals

September 2016

METRO AVIATION LAUNCHES AIR MEDICAL SERVICE WITH WEST MICHIGAN AIR CARE Metro Aviation welcomed West Michigan Air Care (WMAC) to the Metro family with an announcement on August 30th with delivery of an Airbus EC145e that signaled the start of Metro taking over HEMS operations for the Kalamazoo-based air medical program beginning September 1, 2016. “West Michigan Air Care has provided quality service since 1993, and we are happy to help them continue their legacy,” said Metro President Mike Stanberry. “They were among the first twenty five programs in the nation to receive the CAMTS (Commission on Accreditation of Medical Transport Services) certification, and we believe WMAC and Metro share a commitment to excellence that will be the foundation for a lasting partnership.”

Until now, WMAC has operated under their own Part 135 certificate, but contracted with Metro to allow staff to solely focus on the excellent level of care they’re known for, while also reducing overhead operating costs. “Metro Aviation has an excellent track record of providing safe, high quality air transport services and will be an excellent partner for Air Care as we continue the important work of stabilizing and transporting critically ill and injured adults, children and infants from our region,” said Charles Zeller, M.D., WMAC Board Chair. “We look

forward to this new partnership with a great deal of enthusiasm.” WMAC currently flies a Dauphin, but will utilize the EC145e until the hospital makes a final decision on a permanent aircraft for the program. WMAC is a cooperative program sponsored by Borgess Medical Center and Bronson Methodist Hospital, operating within a 75-mile radius and 200-mile secondary radius of its Kalamazoo base.

PAC INTERNATIONAL DELIVERS BELL 407GX TO UNIVERSITY OF UTAH HEALTH AIR MED PAC International (PAC), a Metro Aviation company, delivered a fully customized Bell 407GX to the University of Utah’s AirMed program, located in Salt Lake City, Utah on September 8th. Established in 1978 as the eighth air medical transport program in

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the nation, AirMed provides care throughout northern Utah and Wyoming. The new addition to the fleet is outfitted with a custom LifePort/PAC medical interior, modified cockpit to allow for night vision goggle (NVG) capability, audio and FM communication

system, autopilot, radar altimeter, air conditioning and bleed air heater. The BH407GX also has snow baffles and bear paws for landing in snow and ice. AirMed uses state-of-the-art equipment for their ER in the sky, including invasive line management and intra-aortic balloon pumps, as well cutting edge airway technology. “

Helinews

SAFRAN DELVIERS FIRST U.S BUILT ARRIEL 2R ENGINE TO BELL HELICOPTER Safran Helicopter Engines has delivered on schedule the first Arrius 2R engine made in the U.S.A. Celebration of this handover to Bell Helicopter took place at Safran Helicopter Engines’ USA facility in Grand Prairie, Texas. It marks a major step in the 2R program and Safran’s commitment to supply Bell Helicopter with bestin-class products, assembled in the United States.

simplify the delivery process to Bell with greatest reactiveness”. Formally launched at the 2013 Paris Air Show alongside the Bell 505, the Arrius 2R has followed a fast development schedule.

Mirabel facility. The Arrius 2R was certified in December 2015.

A rigorous evaluation campaign started in April 2014 with its first ground run. The flight test program started in November 2014 with the first flight of the Bell 505 at Bell Helicopter’s

The Arrius 2R powers the new Bell 505 Jet Ranger X light single-engine rotorcraft. Until now, units had been assembled at Safran Helicopter Engines headquarters located at Bordes, in the southwest of France. Jean-François Sauer, Arriel & Arrius Programs Vice President, commented, “Safran Helicopter Engines can claim a long and successful partnership with customers in United States, and we are proud to have a member of the Arrius family in production at Grand Prairie. Having this engine produced in the United States will

September 2016

MIDWEST HELICOPTER ACADEMY EXPANDS GUIMBAL CABRI FLEET Midwest Helicopter Academy has taken delivery of another Guimbal Helicopters Cabri G2 bringing the company’s Cabri fleet to a total of three to support their demand within the 141 Flight School.

This delivery to Midwest Helicopters brings the fleet of Cabris in the United States to twelve with plans for six additional Cabris before the end of the year.

Guimbal’s United States distributor, Precision Helicopters of Newberg Oregon, joined Midwest Helicopters this week for the assembly of their new delivery near St. Louis, Missouri. Midwest Helicopters has now been flying the Cabri G2 since January 2016, making a slow progression into making the Cabri its primary training helicopter.

In an earlier 2016 press release, the General Aviation Manufacturers Association stated that Guimbal Helicopteres produced more G2 Cabri’s in 2015 than Robinson produced their R22 model. Those numbers if correct, representing an impressive effort by the French manufacturer. Guimbal is currently

Guimbal Cabri G2 flying in Europe. Guimball Helicopters Photo

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assembling it’s 175th Cabri in Aix, France where just 18 months ago Guimbal delivered their 100th aircraft. Guimbal G2 helicopters have at the time of writing had no recorded accidents, despite over 90,000 flight hours recorded to date. Precision has continued to move away from the Schweizer 300 model as their primary training helicopter after 20 years operating the aircraft as a trainer. Chief Pilot / Owner, Chris Bailey states, “At one time the H-269 was the only helicopter that had ever been built from the ground-up for the purpose of training helicopter pilots. The crashworthiness and stable platform made it the best trainer for years hands down, until we met the G2. For a pilot, flight instructor and a business owner, the Cabri checked all of the boxes the S300 did for years. However now the G2 trumps all other piston helicopters with its added safety features.”

Helinews

MD ANNOUNCES FINAL DELIVERY OF MD 530F CAYUSE WARRIOR TO AFGHAN AIR FORCE the MD 530F Cayuse Warrior plays a significant role in the war on terror, and the protection of both U.S. and Allied forces.”

MD Helicopters announced August 25th the delivery of three additional MD 530F Cayuse Warrior light scout attack helicopters to Hamid Karzai International Airport. With this delivery MD Helicopters has fulfilled – in less than 10 months, all requirements of an October 2015 contract awarded by the U.S. Department of the Army Non-Standard Rotary Wing Program Office for (12) additional aircraft. The total number of armed MD 530F Cayuse Warriors now in service with the Afghan Air Force (AAF) is 27.

The Afghan Air Force has been operating the MD 530F as a primary rotary wing training aircraft (PRWT) since 2011. In October 2014, the first 12 MD 530F Cayuse Warrior gunships – featuring two (2) FN Herstal .50 calibre HMP 400 Machine Gun Pods – were ordered to support the 2015 fighting season. These aircraft were delivered to theater within 9

months of the contract award and recorded several successful missions within the first three-months. These gunships continue to perform mission critical exercises and meet or exceed operational expectations. In January 2016, MD Helicopters announced the contract for an additional 12 Cayuse Warrior helicopters to include an Enhanced Mission Equipment configuration, as well as the retrofit of all previously delivered MD 530Fs. The Enhanced Mission Equipment Package (EMEP) features, an M260 2.75” 7-shot rocket pod, and the DillonAero fixed-forward sight system.

“The versatility of this aircraft for attack, scout and escort mission has been proven in theater since the first Cayuse Warriors arrived in Kabul in 2015,” said Lynn Tilton, Chief Executive Officer of MD Helicopters. “Whether as primary training helicopter or when delivering critical fastattack capability to support Afghan National Army’s ground fight,

the MD 530F Cayuse Helicopters on the ramp in Afghanistan. U.S Navy Photo

September 2016

AVIATORS AIR RESCUE TAKE DELIVERY OF FIRST H130 FOR INDIAN HEMS In a ceremony at Airbus Helicopters headquarters on August 29, 2016, Leaders of Air Medical Group Holdings (AMGH) and Aviators Air Rescue Ltd. accepted delivery Monday of the first of three Airbus Helicopters H130s, which the companies will use to launch the first affordable single-engine helicopter emergency medical services operation in India. Dallas-based AMGH, a leading U.S. air medical transport and EMS provider with hundreds of critical care aircraft in operation, has joined forces with Aviators to bring the first economical helicopter emergency medical services to India utilizing Airbus Helicopters aircraft. It is a trailblazing effort for the three companies in the world’s seventh largest country geographically with the second highest population. AMGH and Aviators began preparations for the India operation earlier this year

following the release of regulatory guidelines by the Indian Directorate General of Civil Aviation (DGCA). The regulations allow the use of more economical and fuel-efficient singleengine, dual-pilot helicopters for HEMS operations. The new venture will primarily be run by Aviators management, with technical expertise and standards oversight provided by AMGH.

the long-term success of the AMGHAviators enterprise in India.” The Airbus Helicopters team will conduct pilot training in Grand Prairie and technician training in Marignane, France. Airbus Helicopters India will provide additional training, service, and support for the aircraft in the country. AMGH and Aviators have options to acquire additional Airbus Helicopters aircraft for their Indian operations.

I“This is a bold venture that AMGH and Aviators are undertaking, one that has great potential to save lives in India and the Airbus Helicopters team is excited to play a role in helping to develop the opportunities there,” said Chris Emerson, President of Airbus Helicopters Inc. “Hundreds of helicopters produced by Airbus Helicopters are used daily to rush critically ill and injured patients to emergency medical care facilities in the U.S. and around the globe. Airbus Helicopters pledges its full support for

The H130s produced for India include dual-pilot flight controls as required by Indian law, as well as specialized emergency medical care equipment. Aviators will offer EMS through state governments, rescue groups, hospitals, clinics, public and private companies, and to individuals through subscriptions. Aviators is soliciting individual and family membership subscriptions. Additional information on Aviators is available at www.airrescue.in.

One of three EC-130’s that will be delivered to The Aviators Rescue in India. Ryan Mason Photo

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Helinews

DALLAS COWBOYS OWNER JERRY JONES TAKES DELIVERY OF NEW VIP H145 FROM AIRBUS HELICOPTERS

Jerry Jones arrives in his new VIP H145 for the announcement of the sale by Airbus. Jay Miller/Airbus Photo

Dallas Cowboys Owner, President, and General Manager Jerry Jones, leader of one of the world’s most recognizable professional sports franchises, has chosen a new, customized H145 corporate helicopter as his go-to business transportation tool. Jones decided to purchase the H145 from Airbus Helicopters Inc. after a competition with other available helicopter models. The H145 will provide Jones with a fast and smooth ride in a comfortable cabin that can seat eight-to-10 passengers. With the new H145, Jones

and his leadership team will be able to commute swiftly to and from the team’s headquarters complex at The Star, in Frisco, Texas a suburban area north of Dallas, to AT&T Stadium in Arlington for games and other functions. “This helicopter will save us valuable time, and allow members of our organization to work and live more efficiently,” said Jones. When Jones took delivery of the new helicopter, he told Airbus Helicopters Inc. employees: “I’ve been so excited in anticipation of getting this helicopter. I see the quality and the pride that you put

into it. It says Dallas Cowboys.” With the helicopter’s ability to take off and land from nearby heliports and bypass the busy airports required by fixed wing aircraft, the H145 will enable Jones and his management team to travel swiftly and more conveniently for business. Airbus Helicopters Inc. installed the helicopter’s customized interior that was designed and produced to meet the Cowboys’ exact requirements. Cabin floor carpeting and other luxury features are easily removable to allow the helicopters use on work trips to Jones’ ranch.

September 2016

AIR METHODS FINED $892K BY FAA FOR OPERATING EC-135 ON 51 FLIGHTS WHEN NOT AIRWORTHY The Federal Aviation Administration (FAA) announced on September 14th that they had proposed a fine in the amount of $892,500 in civil penalties against Air Methods Corp. of Englewood, Colo., for allegedly operating an Airbus EC-135 helicopter on passenger-carrying flights when it was not airworthy.

The FAA alleges that because of the corroded pitot tubes, Air Methods operated the helicopter when it was unairworthy; in violation of its operations specifications; after it failed to correct a known defect in the aircraft; and in a careless or reckless manner that endangered lives and property.

The FAA alleges that during a Nov. 4, 2014 inspection in Tampa, Fla., an FAA inspector discovered that the helicopter’s pitot tubes were severely corroded.

“Operators are expected to respond appropriately when FAA inspectors alert them to airworthiness concerns,” said FAA Administrator Michael Huerta. “It is imperative that all operators address those concerns before operating their aircraft.”

The FAA immediately notified Air Methods about the corrosion. However, Air Methods continued to operate the helicopter on 51 passenger-carrying revenue flights between Nov. 4 and Nov. 11, 2014 without repairing or replacing the pitot tubes, the FAA alleges.

Air Methods has 30 days from receiving the FAA’s enforcement letter to respond to the agency. When reached for comment about the alleged incident, Air Methods

spokesperson Christina Ward provided the following statement in response to the FAA allegations.

“Air Methods is further investigating these allegations, and the FAA has our full cooperation in the matter. What we know is the allegations included flights in an Airbus EC135 helicopter and that the aircraft mentioned is in compliance. We take safety seriously, and the safe return of our crews and the patients we serve is and always will be our highest priority at Air Methods. In 2013, Air Methods became the first air medical provider and helicopter operator to achieve the highest level within the FAAs voluntary Safety Management System (SMS) program. We continue to raise the bar to ensure the safety of those who fly with us.”

Bayflite Tampa’s EC-135 is the aircraft at the center of the FAA allegations that the helicopter was flown for 51 patient carrying, revenue generating flights with pitot tubes that were reported as severely corroded during an FAA inspection of the helicopter. Bayflite Photo

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#heliART Meet Marc Veenendaal Want to see more of Marcâ&#x20AC;&#x2122;s amazing helicopter sketches? You can find his work on Instagram by searching his user name @marc_mpv

Although not a classically trained artist, Marc Veenendaal uses art to convey his vision as an industrial designer daily. Marc holds a bachelor of industrial design degree and draws aircraft art as a creative outlet from the daily grind as one of the most in demand industrial designers in Australia. Marc developed his love for sketching in university and now uses his illustrations of helicopters to express his love of aviation, which he shares through his instagram account that has over fifteen thousand followers. Marc uses the work of many photographers as inspiration for his art, in adition to using his imagination to create fictional aircraft, and artists impressions of aircraft not yet announced.

September 2016

Instrument checkrides

are some of the most stressful exams applicants will undergo. There is an entire set of new rules (regulations) that the applicant must have absorbed. This, in addition to the nuances of learning to fly a helicopter strictly by reference to instruments, can make the instrument rating exam challenging for many. Like any checkride, being “over-prepared” is a huge key to a successful outcome for the applicant. When it comes to IFR Regulations one of the most misunderstood items that applicants struggle with deals with 91.175 “Take-Off and Landing under IFR.” This is one of those regulations that any instrument applicant or instrument pilot for that matter must know very well.

THE LOW

This is the particular provision that gives us guidance on when we can land under IFR, the “elements required” if you will. Essentially there are three elements required to continue below a specified altitude and land. You must have these elements at the respective MDA (minimum descent altitude) or the DA (Decision Altitude), or you can plan on executing a missed approach.

Three Elements Let’s take a brief look at the first two elements and then spend some time on the third element, the one that applicants most commonly misunderstand. These elements fall under 91.175 (c)1-3 subparagraph (i). The first element deals with being able to descend to the runway without getting screams from your passengers (or your CFI-I). The regulations specifically state: “The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers.” So, no autorotations from the MDA just to make the runway! A further review of 91.175 you will see (no pun intended) that the second element required to continue to operate below the MDA/DA is that “The flight visibility is not less than the visibility prescribed in the standard instrument approach being used.” This is a no-brainer in theory but being able to apply the correct “flight visibility” is an acquired skill that comes in time. Judging ½ or ¾ mile visibility just isn’t something we do on a regular basis in the helicopter arena.

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W DOWN

Story by Matt Johson Images by Ryan Mason

On Going Down Below

September2016 2016 3939 September

And finally, the regulation goes on to state that: “, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot.” And this is where the fun beings as there is a long list of items. This list includes: 1.) The threshold 2.) The threshold markings 3.) The threshold lights 4.) The runway end identifier lights 5.) The visual approach slope indicator (VASI) 6.) The touchdown zone or touchdown zone markings 7.) The touchdown zone lights

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8.) The runway or runway markings 9.) The runway lights 10.) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. If you happen to be an aficionado of the FAA Regulations, you will notice that I listed “the approach light system” last and not first as it in the actual regulation. Looking at this list what do they have in common? Its simple really, the first nine items are found on the runway side of the landing threshold, and the last item (approach lighting system) is found as a transition, leading up to the actual runway

or said another way, on the non-runway side of the threshold.

What does all of this mean? So what exactly happens when you get to the MDA/DA, and you can only see the approach lights instead of one of the other nine items? Can you land? Maybe! Note that the regulation states “the pilot may not descend below 100 feet above the TDZE using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible AND identifiable”. In other words, the identification of the approach lights may be used for the initial descent below an MDA or DA, but you MUST NOT go less than 100 feet above the Touch Down Zone Elevation (TDZE).

Here is the question that leaves most applicants with the proverbial deer in the headlights look. What approach light systems have the red terminating bars and red side row bars? The ALSF-I and ALSF-II (approach light system with sequenced flashing lights) are the only approach lighting systems with these particular red bars. So, without the red bars associated with the ALSF-I and ALSF-II, you will be required to automatically limit your descent to a minimum of 100 feet above TDZE until you can identify some other reference on the runway side of the landing threshold.

The Reasoning The reasoning behind this is that those above “red bars” are located close to the runway threshold and can easily be seen because of their color contrast. In fact, the red bars on the ALSF-I system are butted up against the green threshold lights. If in this instance you can see these red bars it is “assumed” that one of the other items on the runway side of the threshold will be identified and you can continue with your landing.

The logic is simple, as previously mentioned the approach lighting system is intended to serve as a transition from the non-runway side of the threshold to the actual runway landing side. Therefore you have a limit of how low you can go, and that is not lower than 100 feet above the TDZE. There is an exception to this, however.

The Caveat Notice that the regulation states “unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.” In other words, if you have the red terminating bars or the red side row bars distinctly visible you may continue down below the MDA/DA.

Generally speaking, the ALSF-I is used on runways for Category I approaches where the ALSF2 provides visual information on runway alignment, height perception, roll guidance, and horizontal references for Category II/III instrument approaches, the type of approaches typically conducted by the airliners.

Summary Obtaining your instrument rating can not only make you a better (safer) pilot (and more employable) it can be a lot of fun. However, as you can see from reading this article, one little caveat within a regulation can cause much confusion. It doesn’t have to be hard, find a good CFI-I and dedicate a fair amount of time to your studies and you will come out on top! Or, hopefully below MDA/DA with the runway in sight.

Matt Johnson is a Helicopter FAA Designated Pilot Examiner conducting Private through ATP level exams in numerous makes and models. His experience spans air medical, law enforcement, flight instruction, and ENG flying. He is a three-time Master Instructor recipient, FAA Gold Seal Flight Instructor and FAASTeam Representative for the Greater Cincinnati Ohio Region. Additionally, Matt is an AirMedical Pilot flying a single-pilot IFR Helicopter in SW Ohio.

September 2016

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A Royal Netherlands Navy 860 Sqn NH-90 flies over Rotterdam during the Port Days festival Photo by: Roelof Jan Gort

September 2016

ENLOE

Medical Center

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Fligh

htCare Story & Images by Ryan Mason

Enloe FlightCare provides air medical response to a large service area in Northern California. Based in Chico, California, Enloe recently upgraded their service capabilities with the first H130T2 in HEMS service in the U.S.

September 2016

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he history of Enloe Medical Center dates back to the early 1900’s when Dr. Newton Thomas Enloe opened the original Enloe Hospital in 1913. Enloe Hospital, formerly located on Flume St. in Chico, California, was moved to its current location on The Esplanade in 1972. The same year, Enloe began providing 24-hour emergency care in the region by offering a doctor and a nurse available 24 hours a day. In 1978, Enloe began providing ground ambulance services in the area, and began an expansion of its Esplanade campus to include a multistory patient tower in 1980. It was around the same time that leadership in the hospital’s Emergency Medical Services (EMS) pro gram began investigating the need and validity of providing helicopter emergency medical services (HEMS). Enloe’s ap proach in looking to provide HEMS service was pioneering for the small city of Chico, which had a population of just over 26,000 at the time.

In the same year, the hospital launched a 24/7 dispatch center to handle both ground and air ambulance operations. A few short years after HEMS commenced, Enloe Medical Center became the first hospital to gain a state-designated certification as a level II trauma center. The trend setting did not end there for the Enloe team. In 1995, Enloe became one of only two hospitals in California to offer an Enloe FlightCare membership program for residen ts that would cover the costs of any ground or air transportation for a yearly

membership fee. Today, Enloe FlightCare and Enloe Medical Center remain the only hospitalowned and -operate d helicopter emergency medical service in the state of Californ ia.

Aircraft Flight operations for Enloe Medical Center’s FlightCare Program started in 1985 with the acquisition of a B model AS-350, which served as its primary aircraft until 2001 when the hospital purchased a second A-Star, an AS-350 B2 model. That helicopter has been in service for 15 years in the program.

Enloe EMS leadership knew that as the city grew, the hospital would grow along with it. Their gamble paid off as Enloe Medical Center is now one of the premier level two trauma centers in Northern California. Enloe continues to provide essential HEMS services to those i n need, when advanced treatment within the “golden hour” matters most. Although planning for a HEMSbased service for Enloe began in the late 1970s, the team wanted to ensure that the program was rock solid before commencing operations, putting the right people in place to not only provide top-of the-line medical care but also hire the best pilots for the program. Enloe FlightCare took to the skies for the first time in 1985.

September 2016

New Additions The FlightCare team underwent a thorough investigation to research what aircraft would best suit the program, while also maintaining cost effectiveness for the hospital-based program. The decision was made by FlightCare management to seek out a larger aircraft, yet stay with a single engine helicopter. The team, after consultation with their flight crews, decided on purchasing the Airbus Helicopters EC130T2 Ecostar, which at the time, was yet to be released, but promised as much to the medical teams as it did to pilots. Management was particularly interested in the low noise signature of the EC130T2 as the medical center’s rooftop helipad is located in a residential neighborhood in the heart of Chico, requiring the team to factor noise reduction as a primary consideration when making a new purchase. Enloe FlightCare would become the first recipient of the new EC130T2 in medical configuration with the new custom United Rotorcraft Interior, receiving delivery of the new aircraft in May of 2015.

Safety FlightCare’s continual focus on safe operation of every flight is the single most important factor of the entire Enloe FlightCare operation, reiterated verbatim by every pilot we spoke to in the program. This became one of the deciding factors in the program choosing the H130T2 as their next aircraft. Marty Marshall, Director of Emergency Services for Enloe Medical Center, who is also a pilot for FlightCare, jokes that his favorite part of the helicopter is the air conditioning, referring to it as “a helicopter built around an air conditioning unit.” Marshall also spoke on a serious note that the hospital’s selection of the EC130T2 was based primarily on the safety features offered, including synthetic vision technology. This technology creates a virtual topographic landscape in lowvisibility situations, giving the pilot an unobstructed view of the terrain ahead on the primary flight display should it ever be needed.

aircraft that the EC130T2 would provide for pilots. This included on-screen XM Satellite Weather, a Traffic Alert System (TAS) that provides pilots both audible and visual cues and the Helicopter Terrain Awareness Warning System (HTAWS) installed in the aircraft.

Roger Srouji, Director of Operations for Enloe FlightCare, also referenced significant upgrades for a single-engine

Srouji also mentioned that while the AS350 had been an entirely suitable aircraft for its mission, after 15 years of

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helicopter advancements in safety and performance, the H130T2 just offered so much to both the pilots and medical crews in reductions in pilot workflow and ease of treatment of patients. When factoring in the additional room that the H130T2 offered with the wide body cabin when compared to the AS350, it became a natural choice for them.

Another deciding factor that steered the program towards the H130 airframe was the dual hydraulic system and crash-resistant fuel tanks; standard on the H130, along with the customized skids that prevent ground resonance, along with energyabsorbing seats. However the team does not operate on an “it will never happen to us” basis.

Instead, it chose to consider an aircraft that offered all the protection possible in a modern airframe, should there ever be an incident with one of the FlightCare helicopters. This would provide the best chance of survival in a worst-case scenario.

Medical Operations

With safety as the top priority, much consideration was also given to an

airframe that would fit the needs equally of pilots and medical crews. The team wanted to stay with a single engine operation, “The EC130T2 was the front runner from the start,” according to Enloe Flight Paramedic Tom Stedman who demonstrated the United Rotorcraft interior installed in the helicopter.

September 2016

Above: Enloe FlightCare’s new EC130T2 was the first delivered to the HEMS market and carries the latest in medical equipment, to assist medical crews in responding during transport of critical patients. The EC130T2 was chosen by Enloe for the safety features included in the helicopter.

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incident with one of the FlightCare helicopters. This would provide the best chance of survival in a worst-case scenario. Thus, providing the best chance of survival for the air crew.

Medical Operations When Enloe FlightCare began With safety as the top priority, much

consideration was also given to an airframe that would fit the needs equally of pilots and medical crews. The team wanted to stay with a single engine operation, “The EC130T2 was the front runner from the start,” according to Enloe Flight Paramedic Tom Stedman who demonstrated the United Rotorcraft interior installed in the helicopter.

“One of the game changers for the Enloe FlightCare medical crews is the improved air medical interior featuring the United Rotorcraft Lowered Patient Loading System,” according to Stedman. Which in layman’s terms, is a litter system that works on a “floating mount” attachment that allows smooth movement of the litter carrying the patient. The LPLS system allows flight nurses and paramedics the ability to move the patient securely within the aircraft to tilt and rotate the litter as needed for treatment. The added advantage provided with the wide body of the H130 demonstrated during our visit was the ability for medical staff to move to the front of the aircraft if needed. “In the rare occurrence that it required for patient treatment, we can move to the front of the aircraft to the patient’s feet, thanks to the moveability of the LPLS system and the additional space offered in the new aircraft. It just wasn’t possible to move into that position for patient treatment in the smaller confines of the AS350 cabin. This is a great benefit for us with the new aircraft,” said Steadman.

Staffing Enloe FlightCare has 20 fulltime employees consisting of five pilots, three mechanics, four paramedics and nine nurses. In addition to flight crews, FlightCare also employs a membership coordinator, and although they do not fall directly under the reporting structure of FlightCare, are also supported by the Enloe dispatch center staff. As a hospital-based program, flight nurses double up on duties when there is no flying to be done, also working as additional nursing staff in the Enloe Medical Center Emergency Department when not on a patient transport.

Incubator that allows critical care air transport of infants. The helicopter comes equipped with an intercom system that allows medical crews to listen to blood pressure and heart/ lung sounds while in transit

Missions Enloe FlightCare covers a large area over several counties, featuring incredibly diverse terrain -- from the relative flat of the area near Enloe Medical Center to the mountainous terrain in northern Butte County. The Enloe FlightCare team can be called to respond to several calls in a day, and each offers different challenges for pilots, based purely on the diversity of their response area.

Advanced Life Support

Enloe FlightCare performs over 750 flights annually on average In addition to all of the safety between scene flights and interfeatures incorporated into the new facility transfers where the FlightCare aircraft, the H130 is FlightCare team is called to move equipped with the most state-of-the- a patient to their facility from a art medical equipment on the market, hospital that is ill-equipped to deal including a removable Isolette with certain medical conditions.

September 2016

The split between scene flights and inter-facility transfers is roughly 40% scene flights and 60% transfer flights performed by Enloe FlightCare each year within their response area, meaning that the team is on their toes carrying out at least two transports daily on average. Demand, like the population in their coverage area, shows no signs of slowing in the future.

Training & Prerequisites Selecting pilots or medical professionals to work as part of the Enloe FlightCare team is a serious matter for the team. They put equal emphasis on selecting not just the most qualified applicants, but ones that fit with the personalities of the existing staff. These employees have been with the FlightCare team on average between 7-10 years at the low end. Such is the family-oriented relationship between all of the flight crews., Pilot Roger Srouji mentioned as an example when pointing to one of the FlightCare paramedics “We are a very close group, the personality piece is just as important in hiring as the qualifications we seek. I am having some minor surgery in a few weeks, and it’s one of our paramedics who will be picking me up afterward to take me home. We want to continue that family environment here; that is why our selections are so vital in both skills and personality traits.” For anyone seeking to become a pilot for Enloe FlightCare, the program requires pilots to have a minimum of 2,500 total hours, including 1,500 of which need to be turbine time. It also requires that candidates have at least 50 hours on type, or have completed the manufacturers recommended ground school and flight school portion on the H130T2. Additionally, FlightCare requires as part of new applicant’s experience level that they have completed at least 200 hours of night and mountain flying in their career, with an instrument rating and 200 hours of previous HEMS flying experience and a commercial or ATP rating.

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September 2016

Becoming a flight nurse is no less daunting by way of training requirements. Enloe hires exclusively from their hospitalbased nursing staff. Flight paramedics come from the top performers in the Butte County EMS Service. There is a joint venture between Enloe Medical Center Ambulance and First Responder Ambulance Service.

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Both nurses and paramedics are required to have all industry standard medical qualifications and remain current at all times. Once hired, the medical staff begins a rigorous training program internally, conducted by the FlightCare team that includes map reading, avionics, survival and an extensive field training program of flights before they are released to work on their

own in the helicopter to treat patients.

Ongoing and Recurrent Training Enloe pilots complete recurrent training as required, as well as attend annual training through the Airbus factory school. In November of 2015, Enloe FlightCare pilots began attending the Airbus Helicoptersâ&#x20AC;&#x2122; Inadvertent

â&#x20AC;&#x153;We want to continue that family environment here; that is why our selections are so vital in both skills and personality traits.â&#x20AC;? - Roger Srouji FlightCare Director of Operations

Instrument Meteorological Condition (IIMC) training course. The course utilizes Level B FullMotion Flight & Mission Training Simulators to introduce pilots to the grave challenges of an IIMC encounter and the realism and feel of initiating a proper recovery. Medical crews conduct multiple patient reviews, perform clinical

rotations and hold quarterly Sim Lab exercises at the Rural Northern California Clinical Simulation Center. Recently, Enloe took its training to the next level, designing training scenarios for air and ground ambulance crews in a sim lab field exercise, transferring a neonatal patient from an ambulance to the waiting helicopter, complete with an infant

mannequin simulating distress. Enloe Medical Center showed much forethought in the creation and ongoing survival of a hospital-based owned and operated program that continues to grow each year while making sure that pilots, medical staff, and the operations helicopters stay up to date for the benefits of the people they serve in this busy Northern California area.

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AGA

Meet Elizabeth Vavashe, Zimbaweâ&#x20AC;&#x2122;s pilot. A role earned by never giving u adversity. Fighting discriminiation a heliwebmagazine magazine 5656 heliweb

AINST Story by | Sherri Spagnola

ALL ODDS T

o chronicle one’s story of life struggles is an enticing invitation. To do so about the first Black, Female pilot in Zimbabwe is a daunting task. This is the story of the visions, thoughts and dreams of just such a remarkable lady: Elizabeth Vavashe. Elizabeth, while not a gender activist, nor politician, says that if she were either she may have been able to let the world know of her dreams “before they become just that: dreams.” She says “I am just a woman trying to take in the punches, keep my feet grounded and take just one more breath.....” We should all live by a similar motto. Elizabeth’s struggles began at an early age as she suffered from an early-onset eye ailment which caused an oversensitive sense of hearing. Growing up, she was shy and kept to herself.

first, and only female helicopter up on her dreams in the face of and disappointment to succeed.

Initially setting her sights on becoming an accountant, during her high school career she found herself working as a Game Scout at Matopo National Park. Faced there with a series of events from a boss of questionable integrity, Elizabeth was an outspoken opponent. A year and a half later she was transferred to a Receptionist position in the Provincial office in

September 2016

the Provincial office in Bulawayo. Her new role was a much more positive fit which allowed Elizabeth to both further her studies and be closer to her family. Elizabeth also received many accolades and recommendations for her outstanding customer service during her time in the Provincial office. Unfortunately, during her time there, Elizabeth yet again encountered a heavy-handed supervisor. Elizabeth found herself subjected to her supervisorâ&#x20AC;&#x2122;s suspicions of theft, intimidating antics, and the supervisor routinely removed Elizabethâ&#x20AC;&#x2122;s applications for open job positions with other segments of the company for which she was attempting to apply.

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In early 2004, as she was working as an Accounts Clerk the Regional Human Resources Manager visited her to inquire if she was interested in becoming a pilot. For fear of what could potentially come, Elizabeth requested the HR Manager to inform her supervisor of her decision. The HR Manager registered Elizabeth as an interview candidate. Two weeks later, as she was preparing to depart for the interview, Elizabethâ&#x20AC;&#x2122;s supervisor yet again attempted to derail her plan to leave. With help from her colleagues and friends, she was able to go. Along with a group of more than 24 young

men, Elizabeth was en route to HQ in the capital of Harare for her interview. The journey was long and arduous. Spending more than 11 hours traveling in a cramped station wagon, Elizabeth met a senior female officer who joined the group along the way. As the interviews began the next day, Elizabeth found herself among 100 other candidates vying for one of two coveted pilot sponsorships. After several hours of exams, she remained one of five impressive candidates who passed. It was not until November that Elizabeth was informed that she had been selected to go to Johannesburg, South Africa.

In June 2005, before leaving for Johannesburg, Elizabeth was summoned to the Director General’s office. It was there that the Director of Finance asked if she wanted a career as a pilot or as an accountant because she could not be both. Elizabeth states “For what seemed like an eternity my mind raced back and forth. Pilot or Accountant; It was like choosing between two loves, And indeed it was. Accounting was my first love. The one thing I felt would give me purpose, fulfillment, and comfortable living. Flying was a new interest, as the first glances of teenagers attracted to each other. I was caught in the middle, just unable to choose one over the other.” She insisted that she should not be made to choose – that she should be allowed to pursue both paths. The Directors went on to explain that since the scholarship application process had been tinged with possible manipulations, the intent of the candidates became a concern. It was her promotion from clerk to accountant which had caused her name to be struck off the list of pilot training nominations.

began her training. She states “the very first time I flew in a helicopter, which was the first day of training, I knew, without a shadow of a doubt that I was born to fly, there was no doubt I loved flying.” Throughout her training, Elizabeth faced many discriminations and challenges. She says “I learned to walk with my head bowed. It was hard. I had never felt less of a human before, but I adjusted.” Despite her poor situation, her family and friends saw how much she loved aviation. They continued to encourage and support her in any way they could. In April 2006, Elizabeth Vavashe became Zimbabwe’s first female helicopter pilot. She continued her training and in November 2007, was within three hours of her commercial pilot exam, when she was notified that the training had been discontinued. She was devastated. Hearing of her plight, a friend of Elizabeth’s mother decided to help. Within three months they had raised the funds necessary for Elizabeth to return to South Africa and complete her commercial rating. All she needed now was an approved leave from work. As expected, she was denied the leave,

Elizabeth had many questions surrounding this development: Why was she not able to choose? Who replaced her? Why is she now able to attend the training? Unknowingly, She had made the process more difficult by choosing both careers. Elizabeth began to sense the senior managers doubting her ability to pass the helicopter flying course.

Elizabeth risked losing her job and left without authorization. She felt betrayed. Arriving in South Africa, she was notified that disciplinary proceedings would be held for her unauthorized absence. A few days later, she received a letter from the HR manager that her leave had been approved, thoroughly confusing, yet relieving her.

Regardless, she pressed on. After proceeding to Grand Central Airport, Midrand, South Africa, Elizabeth

On August 20, 2008, Elizabeth received her Helicopter commercial pilot certificate and returned home.

Upon returning to work, she was met with a less than pleasant reception. She was informed that even though her company had two helicopters, there were no pilot positions. When the company needed helicopter flights completed, they would look outside the company to hire pilots for the job. Elizabeth continued to fuel her passion. Year after year, she saved from her salary to receive her annual license renewal while pilots continued to be hired. Speaking with as many government Ministers as she could to assist in influencing her bosses to let her fly, Elizabeth was once told: “the organization was never going to let a woman fly its helicopters.” Today Elizabeth holds a current Zimbabwean and South African commercial pilot license. Perhaps because of increasing pressure from officials; Elizabeth was finally afforded a pilot position in March of 2015. Still faced with many racial and gender discriminations, Elizabeth continues to pursue her training and what she can do to instill a culture of change. In June 2016, Vavashe returned to Johannesburg for currency training. Through all the trials and challenges, Elizabeth says “I am not bitter. Because, whenever you lose faith in humanity, someone just comes out of the blue with a massive load of hope and delivers it right to your doorstep.” Utilizing social media, Elizabeth connected with fellow Whirly-Girls and through the kindness and generosity of one fellow member paying her registration; Elizabeth is now the first Whirly-Girl member to hail from Zimbabwe.

September 2016

Story and Images 60 60 heliweb heliweb magazine magazine

| Todd Miller

CALIFORNIA

URNING

Wildfires scorched the California landscape this summer like many in years past. On June 20th, 2016, the Azuza and Duarte fires merged to form the San Gabriel Complex Fire. Fought by more than a dozen air assets over 11 days.

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hat was expected to be a scorching June 20th in Los Angeles quickly escalated into a crisis, as wildfires broke out on the hills to the North of the city. Fanned by winds the “Azusa” (Reservoir Fire) and “Duarte” (Fish Fire) fires quickly spread east, uphill and towards each other threatening to merge. Given their proximity, both fires ultimately managed as one, the San Gabriel Complex fire. Firefighting crews quickly positioned themselves on the ground between neighborhoods and the hillsides where the fires raged. With early afternoon temperatures of 101F, those on the ground clothed in hot, heavy protective gear knew they were in for an exhausting day. Resources positioned for the ground fight that was likely in the evening when winds often shift west towards densely

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populated areas. While possible the ground crews conserved energy in the shade – waiting for their turn to be called into action. A homeowner, his house bordering the brush looked on nervously. In spite of the real possibility of property loss, it was impressive to witness the overwhelming resources fighting the fire.

angle and altitude. Firefighting resources from many agencies and private operators were present to fight the fire with assets from rotary and fixed wing aircraft, including a DC-10, C-130, BAE 146, Grumman S-2 and several bird dog aircraft. The helicopter contingent fighting the fires included three Erickson Skycranes, two LA County Fire Sikorsky S-70A’s a Bell 412EP and two Bell 205’s.

These conditions are not unusual in California, the State, and surrounding Cities and jurisdictions remain well prepared. Within a short time, aviation resources of all types were mobilized to protect homes, property, and infrastructure.

The aerial coordination of so many aircraft flying continual sorties speaks to the organization that handles everything from logistics, maintenance, piloting, command and air traffic control. Recognition is well due to those professionals that fly, and support on every level.

Helicopters and aircraft activated like a military operation water bombing the fires in waves, from every possible

The San Gabriel Complex fire burned for 11 days until it was considered 100% contained.

September 2016 2016 63 63 September

TEACHING AN

OLD DOG NEW TRICKS Story and Images

STEVE VALINSKI

BOEINGAH-6 MEET THE

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With roots born out of the successful Hughes/MD 500, the special operations AH/MH-6 Little Bird and the Boeing AH-64 Apache programs, the Boeing AH-6i packs a powerful punch in a technologically advanced, lightweight package that is affordable by current defense standards. Dating back to 1963 when the Hughes OH-6 Cayuse first took flight, the Hughes/MD 500 series helicopters have been tremendously successful in a variety of roles. Aside from the many civilian applications, the OH-6 “Loach,” evolved into the AH/MH-6 “Little Bird,” sometimes referred to as the “Killer Egg,” which has been taken to the next generation by Boeing with the Boeing AH-6i. Variants of the MD 500 exist in civilian and military forces around the world. The AH/MH-6 has been in use by the U.S. Army’s elite 160th Special Operations Aviation Regiment (Airborne) (160th SOAR (A))“Night Stalkers.” The 160th SOAR, along with the AH/MH-6 platform has had a role in significant military operations such as Operation Urgent Fury, Nicaragua, Operation Prime Chance, Operation Just Cause, Operation Gothic Serpent, Operation Iraqi Freedom and Operation Celestial Balance. Its most famous role was its depiction in the book/movie “Black Hawk Down” where MH-6 Little inserted Delta Force operatives into the city of Mogadishu. The latest “Little Bird” iteration is the AH/MH-6M, via the Mission-Enhanced Little Bird (MELB) program, based on the MD 530F. It has a single, six-bladed main rotor and four-bladed tail rotor used in a variety of roles including light

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attack/assault (AH), (including CAS), precision insertion and extraction, light observation/reconnaissance, air interdiction and forward air control. Boeing gained some experience with the Little Bird with the Unmanned Little Bird Demonstrator (ULB) program where Boeing engineers modified the Little Bird to fly autonomously. The ULB’s first unmanned flight was on June 30, 2006, flying an armed intelligence, surveillance, and reconnaissance mission at the Yuma Proving Ground in Arizona. Boeing success with the ULB led to the AH/MH-6X program which improved on the AH/MH-6M MELB. Boeing was also in the process of developing an improved version of the AH-6 to compete in the U.S. Army’s ARH program (Armed Aerial Scout), Boeing was in the course of developing an enhanced version of the AH-6, the AH-6S, dubbed the “Phoenix.” Due to budget sequestration, the Army’s program ended in 2013 without an aircraft selected. Boeing continued to move forward with the export version of the AH-6S, the AH-6i.

The Boeing AH-6i Light Attack/ Reconnaissance Helicopter Drawing on its experience with the successful ULB and the AH-64 Apache programs, Boeing set out to build the ultimate Little Bird. The export version Boeing AH-6i is packed with performance enhancements, technology and weapon systems capabilities to consider it a worthy little brother to the latest Boeing AH-64E Apache Guardian. Utilizing standard systems with the AH-64, pilots familiar with Apache’s systems will find some similarity with the AH-6i. With at least ten countries flying a variation of the

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the AH-64, Boeing has a bevy of potential suitors for the more costeffective AH-6i. Powered by a Rolls-Royce Dual Channel FADEC 250-C30E/1 engine, six-blade main rotor assembly with composite blades, the Boeing AH-6i has an endurance of up to 10 hours (with a 300lb or less payload down to 3 hours for a payload of 2300lbs). Its advanced glass cockpit design provides excellent night vision capabilities using Night Vision Goggles (NVG) and is well-suited for reconnaissance missions. The Boeing AH-6i has an L-3 Wescam MX-15Di imaging turret with a laser rangefinder and designator. If needed,

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the AH-6i can integrate with other targeting systems. The AH-6i has four weapon stations supporting a variety of weapon systems including an M-134D (7.62mm mini-gun), GAU-19/B (12.7mm Gatling gun), M260 (7 shot rocket pod), AGM114 Hellfire air-to-surface missiles (M310 launcher) and Laser-guided 70mm rockets. The frame of the AH-6i has been reinforced to support these weapons systems. The Boeing AH-6i is highly maneuverable and agile, has a small radar footprint, can utilize a variety of weapons systems and is relatively quiet for a helicopter. Which, according to Boeing, helps make the AH-6i ideal for a variety of roles including

Light Attack, Precision Attack, Anti-armor, Close Combat Attacks, Reconnaissance, Security & Escort, Troop Insertion/Extraction and Combat Search & Rescue (CSAR). Production was expected to start in late-2015, so the production line is already busy manufacturing the AH-6i. With tight military budgets around the globe, Boeing may have found a niche with the value the Boeing AH-6i offers. With a reliable airframe and advanced avionics and weapons systems, the battle-proven AH/MH-6 Little Bird will in years to come, rely on technology developed within the AH-64 program to extend the life of a strong airframe that has been serving civilian and military forces around the world since the 1960â&#x20AC;&#x2122;s.

Left and page right: the Boeing AH-6i completes a demonstration flight to showcase the abilities of the latest iteration of an airframe that has been in operation since the 60â&#x20AC;&#x2122;s and still provides military support between two companies that provide an armed version of the scout attack helicopter to military around the world.

August 2016 September 2016

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Rotorheads

Ian & Marta Matthews San Antonio AirLife Story and images | Tim Pruitt

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San Antonio, Texas based pilots Ian & Marta Matthews show how they balance marriage, kids and working for the same air medical operation

September 2016 2016 7171 September

San Antonio AirLIFE pilot Marta Matthews lands her Bell 407 helicopter at an accident scene, minutes later a second AirLIFE Bell 430 lands at the same location for a second transport. While it is not uncommon for multiple helicopters to land on a scene where there are multiple seriously injured patients, what is unique on this scene, is that Ian Matthews, Martaâ&#x20AC;&#x2122;s husband, is at the controls of the second helicopter. To the casual observer, INone would never know the two were husband and wife due to the level of professionalism

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both demonstrate while working. Marta Matthews grew up in California, where she trained to become a helicopter pilot, gaining her commercial endorsement in the fall of 2006. After building time as a flight instructor, Marta secured a job with helicopter tour company Papillon in April of 2008 working in the Grand Canyon. Ian Matthews grew up in Texas where he trained to become a helicopter pilot, gaining his commercial ticket in October of 2006, moving on also to be hired at Papillon in May of 2008. Ian and Marta met working for Papillon where the two often flew together

while doing the tours around the Grand Canyon starting a relationship, which eventually led to the couple marrying in 2010. As time passed, both felt the need to move on, wanting to find a place to settle and raise a family. Ian had always envisaged moving back to Texas and Marta knew she did not want to go back to California. Ian had a desire to work for AirLIFE, an Air Methods operation based in San Antonio, Texas for many years. Stemming from a tragic event while he was in the process of obtaining his

rotary qualifications, when his younger sister Candice was severely injured when struck by a vehicle while crossing the street. A San Antonio AirLIFE helicopter transported her to University Hospital where she underwent extensive surgeries that led to her eventual full recovery after several years of rehabilitation. As a newly minted helicopter pilot, Matthews goal in the helicopter industry was immediately changed by that incident. Ian knew this was his calling, to use his new skills to serve in his community and give back to others in the same way AirLife gave to his family. In September of 2010, a position finally became available at AirLife and Ian was accepted. Ian and Marta immediately packed up, headed to Texas. Shortly after arriving things started to fall into place for the couple, Marta secured a pilot role with a competitor EMS operator in Hondo Texas flying a Bell 206, which she did until 2012 when a position became available at AirLife for a 407 pilot. Marta applied for the job and started shortly after. Both husband and wife are now flying from the same base in Kerrville, Texas. During their time at the Kerrville base, their schedules were opposite of each other, with Ian working nights and Marta working days. This

arrangement worked well when Marta became pregnant and gave birth to their first child, allowing both to care for their daughter while working full time. AirLIFE according to the couple has

been a great experience due to the family environment fostered in the workplace. That type of environment has made it easy for Marta to continue to pursue her career after having a child.

September 2016

#rotorheads Above: Chuck Surack (pictured)is the driving force behind music retailer Sweetwater Sound,and multiple aviation based businesses in Indiana. Surack is also a tireless community volunteer and philanthropist who shaped his businesses around doing the right thing by his customers. His business empire now spans 11 businesses and employs almost 1100 people. Right: Surack poses with government and fire officials after his company donated metronomes to assist in improving CPR efforts iamong first responders in his home town of Fort Wayne, Indiana 74 74

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In 2014, Ian moved into the IFR capable Bell 430, basing him at the operations central facility located at University Hospital in San Antonio. The Matthews’ make it a point to maintain their individuality while at work, each striving to achieve a high level of proficiency as pilots while maintaining the professionalism that avoids any issues in the workplace as a husband and wife pilot team. When asked the greatest challenge in being a husband and wife team in the same program, both responded that at times scheduling could be challenging due to the demands of the job and balancing a family, but they can make it work for them.

Both Ian and Marta find working together and being together at home a perfect match for them. Both can relate to the others struggles at work and can talk about a tough day and relate to what each other go through. Each year when both have to perform annual check rides, they can help each other prepare. The Matthews’ did have a word of advice to other husband and wife teams. “Always be respectful of the job and constantly be aware of it. You cannot bring your personal life to work. As a husband and wife team, you have to show an extreme amount of professionalism in the workplace.”

Although both no longer fly from the same base, the couple occasionally arrive at a scene or a fueling stop at the same time. “On the other hand, this job has some disadvantages. I can never come to work and complain about my wife because she’ll hear about it.” Ian noted with a good deal of humor. If there is a downside to working together in the same operation, Ian said that his coworkers like to joke with him that Marta is a better pilot than he because she never bounces the helicopter on landing. San Antonio AirLIFE currently operates two Bell 430 helicopters and three Bell 407 helicopters as their primary aircraft.

September 2016

BEHIND

JOE FERNANDEZ

LENS

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Growing up in California, Joe Fernandez was given some unique shooting opportunities as a child. His aviation shooting career was almost cut short by the famous Northridge Earthquake, which led to a move to Miami and almost hanging up the camera until a chance meeting saw him rekindle his passion for aviation photography.

s an aviation buff, Joe Fernandez started his passion early in life, with his first flight at age six in a Cubana Britannia, taking a flight from Havana via the Azores to Madrid Spain with his family. Fernandez grew up in Los Angeles, California, taking his first aviation images in 1971 at the age of seven, having the chance to shoot an LAPD Air Support Bell 47s and later their Bell JetRangers with a 110 film camera owned by his parents. Fernandez remembers the shoot well, taking place at their original Air Support location in Glendale, California, just outside of LA, prior to moving to their current location at Hooper Memorial Heliport, located a mile from downtown Los Angeles. That move was not completed until 1983. Fernandez was always welcomed at the airport as a child, thanks to his motherâ&#x20AC;&#x2122;s close-by work location, giving him access to the heliport.

Fernandez became friends with the pilots and crew at a young age by submitting a number of detailed pencil drawings of the Air Support helicopters. Incidentally Fernandez visited the facility when they filmed the 70s TV show Adam-12 there while they were doing a two part series on the air operations. Although seen by some as â&#x20AC;&#x153;retroâ&#x20AC;? Fernandez can still be seen at times using a 40 year old Pentax K-1000 with slide film. Incidentally, Fernandez estimates he has somewhere in the vicinity of 50,000 aviation images on slide film from a lifetime of shooting and collecting anything with wings or rotors. His first serious camera purchase was in in 1973, purchasing a Pentax Spotmatic. Having matured in his photography in the golden age of film cameras, Fernandez can remember using Tri-X, Kodachrome, and Extrachrome film for decades before the onset of the digital age. Shooting at every opportunity that presented itself over the years,

Fernandez frequently visited Burbank Airport, Van Nuys, and LAX to shoot, as well as attending many local airshows over the years, experiencing the best of military and civilian aviation up close. During his working life, Fernandez had the chance to combine his passions while working at a local Los Angeles bank, where part of his job entailed meeting the helicopter courier service on a rooftop helipad in downtown LA each afternoon, in which the first flight would usually be the Santini Air Bell 206 from Airwolf fame, doing their daily courier run when not needed for filming. In 1994, Fernandez was abruptly awoken by the famous Northridge Earthquake. The quake, striking at 4:31am was a 6.7 in magnitude. Killing more than sixty people and injuring more than 9,000. The earthquake caused widespread damage, including September 2016

extensive interior damage to the items in the Fernandez home, destroying a large number of his photographs, slides, and a collection of Lockheed’s rare ASW Log magazine (Anti Submarine Warfare), given to him by an engineer at the company. Having his job and lifestyle changed completely from the quake, Fernandez and his family packed up and headed for Miami, where he left his aviation passion behind him as he started a new life in Florida. While in Miami, Fernandez had a chance to meet several spotters at Miami International Airport, reigniting his passion for aviation photography, dormant since the move from Los Angeles.

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After getting back into the hobby, it was time for Fernandez to join the digital age, which he did with a Canon 50D and 7D body which he shoots with today. Favoring the prized Canon L series glass, Fernandez mixes it up between various focal lengths that range from 35-300, 100-400, and 70-200 lenses depending on what he is shooting at the time. Although self-taught, Fernandez has kept track and enjoyed the work of several veteran aviation shooters like Bob Shane, Chuck Stewart, George Hall, John Dibbs, and Chad Slattery. When asked if he has a “favorite” shoot, Fernandez couldn’t nail it down to one specific shoot that stood out, but standing near a main runway for action photography at several major airports and gaining front line media credentials to a number of Air Force One events, rank high.

Fernandez has written for a number of publications and companies such as Airliners Magazine, Airways Magazine, United Airlines, and the World Airline Historical Society, in which he supplies a number of their historical photos. Now living and working in Austin, Texas, Fernandez concentrates on work that he enjoys for the fun of it, working closely with the Austin Police Air Support Unit as their primary freelance photographer, along with contributing to the Travis County Star Flight and several other local agencies. Joe Fernandez images can be seen in multiple monthly editions of Heliweb Magazine in the #helipix section of the magazine and also in several articles relating to law enforcement aviation. His motto is “If it flies, I probably have it”.

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Joe Fernandez

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Joe Fernandez now spends a lot of his photography time volunteering to take photos of airborne law enforcement, doing a great deal of work for the Austin Police Air Unit and STARflight.

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Joe Fernandez

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To see more of Joeâ&#x20AC;&#x2122;s work, visit www.fernandezimaging.com

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Photo credit: Dan Megna, Mesa Police Aviation Unit. Mesa, AZ

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