MARCH 2017 VOL 38
HELI-EXPO ISSUE
FLYING
WILD ALASKA COAST GUARD AIR STATION KODIAK
UPSET RECOGNITION & RECOVERY TRAINING
MAST BUMPING: HAS PILOT CULTURE IN NEW ZEALAND COST LIVES?
- BELL 505 JRX - FROM DESIGN TO DELIVERY - SALUTE TO EXCELLENCE - 2017 WINNERS - CHC HELICOPTERS - FROM CANADA, TO THE WORLD
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44
INSIDE
THE MARCH ISSUE
COVER STORY:
FLYING WILD ALASKA
COAST GUARD AIR STATION KODIAK By Ryan Mason
THE BIG WINNERS AT HELI EXPO SALUTE TO EXCELLENCE AWARD WINNERS
HELICOPTER UPSET RECOGNITION & RECOVERY TRAINING TRAINING WHERE IT HAS NEVER GONE BEFORE By Ryan Mason
34 36
MAST BUMPING
IS PILOT CULTURE IN NEW ZEALAND COSTING LIVES? By Ryan Mason
BELL HELICOPTER’S 505 JRX FROM DESIGN TO DELIVERY By Ryan Mason
CHC HELICOPTERS
FROM CANADA - TO THE WORLD By Ryan Mason
COLUMNS & FEATURES
56
60 66
VISUAL DECISION POINTS
CAN YOU DEFINE ONE ON A CHECKRIDE? By Matt Johnson
Helipix From the Desk of Whirly Girls The Instructors Station Straight & Level USHST HeliNews HeliArt Rotorheads
74 6 16 18 20 22 24 26 26 76
PUBLISHER EDITOR Ryan Mason ryan@heliweb.com
DEPUTY EDITOR Ali Mason ali@heliweb.com
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CONTRIBUTING PHOTOGRAPHERS: TIm Pruitt
Colt Roy
Seth Lasko
Jason Jorgensen
Dan Foster
Jeroen Vanveenendaal
Ralf Block
Roelof Jan Gort
Scott Dworkin
Ed Simmons
COPY EDITOR: Duncan Brown duncan@heliweb.com
CONTRIBUTING WRITERS: Ben Fouts
Jessica Kanellos
Brian Parsons
Lauren Brown
Jason Jorgensen
Matt Johnson
Dan Foster
Michael Rocks-Macqueen
Scott Dworkin
Tim Pruitt
DIRECTOR OF SALES Ross Ansell ross@heliweb.com
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HELICOPTER ART Marc Veenendaal marc@mpvdesign.com.au
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March Issue Cover: The United States Coast Guard, Air Station Alaska, has a service area of roughtly 1,000,000 miles where USCG Kodiak responds to emergencies.
Photo by Ryan Mason
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H eliweb is a prou d mem b er of t h e f ol low i n g as s o ci ations
A vAilAble i nventory
F����� Q������ 2015
Agusta A109E
sn 11657
Agusta A109E
sn 11773
Agusta A109E
sn 11784
Airbus AS350B-3
sn 3820
Airbus AS350B-3
sn 4183
Airbus AS355N
sn 5594
Airbus EC155B1
sn 6825
Airbus EC155B1
sn 6847
Airbus EC145
sn 9087
Bell 407GXP
sn 54626
Bell 407
sn 53796
Bell 407
sn 53850
Bell 407
sn 53939
Bell 407
sn 53986
Bell 429
sn 57021
OEM NEWS* H135
Introducing H135 P3/T3 Increased Gross Weight/Useful load – Ideal for hot/high Upgraded engines - PW 206B3 & Arrius 2B2Plus Four-axis digital autopilot Upon certification, scheduled for 2016, the H135 will feature the Helionix cockpit suite which has identical design/structure to the H225, H175, H160 and H145
H145
Visit www . aVprojets . com to receiVe Your QuarterlY market updates!
Formerly known as the T2, the h145 is now in operating worldwide. Upgrades to the already popular helicopter include: All new FADEC engines providing improved performance, increased fuel capacity, new duplex hydraulic actuator and the unmistakable Fenestron tail rotor Operating on the Helionix suite featured on all new AH models the Active Vibration Control System maximizes passenger comfort while the shrouded tail rotor dramatically reduces noise signature. Airbus Helicopters strives to produce a machine that can reduce the cost of operations by improving maintenance OEM planning and extending TBO intervals
NEWS
The EC145e was also launched in 2015 and offers a single-pilot VFR alternative for twin-engine operations. With increased payload and range capabilities under normal operations and in hot/high capabilities the ship C145e can haul 3,800 lbs. of payload 2 0 1 5 lbs.) � � � � (3,900 - roughly equal to the empty weight ofQthe � �aircraft
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November 9th, 2015 announced During the Dubai Air H160 become the a signed Letter of Show, Unite Inten d Arab Emira S Internationa first Bell Helicopter t with Horizon Intern At HAI 2015, Airbus Helicopters launched the H160 as the latest and greatest medium lift helicopter. R NEW tes, Bell ational Flight The all new Turbomeca Arrano 1A promises to provide 20% less fuel burn with unparalleled design CTURE unparallele l Flight Academy is training center in Acad the d flight trainin based at M A N U FA the PT2, second prototype, entering into testing, many achievements have Withpment and innovation. Al Ain Intern Middle East. The emy to ILESTONES g. Develo PROGRAM M Horiz ational Airpo 5-hours inspection work cards validated. 175 withkts VNE, 15,000 ft. in altitude and been reached: alreadycturing Nove REPLACEMENT ering and Manufa mber 19th, rt and deliveon d for 2020, HELICOPTER incentive Engine. Initial fielding is planne te governmentrs 2015 rice Conv RESIDENTIAL P ention During the VH-92A ,677,064 fixed-pand two test aircraft and integra OMPLETES National 407GXP to and Exhibition in d a $1,244 S-92 aircraftH175 onal SIKORSKY C Business Neva Germ the Navy awardeSikorsky for 21 operati y will use its in-production da, in certified been has H175 any. the rotorcraft ation) medium-sized 2014, Aviat class Bell 7-ton of new-generation its as and 7, Developed The aircra ion Asso announced t Corpor it will be On May options to t, Sikorsk ft will be outfitt ciatio the the industry. in first production : Sikorsky Aircraf the contrac latest and most stringent regulatory requirementsthe accordance with the of its kindImprovements ed for Corpo sale of the first n contract with e contractor in 2023. Under executive interior. (source of opera defens ding simplified comfort, passenger for seat per Bell volume U.S. increased safety, flight conclu enhanced rate te an include throughou latter se the production s and install t lines, the t Germany. and VIP transport to meet customer demands and exceed their expectations. Aircraft, a purchaand effectiveness maintenance, civil producand costbusine ss mission system of Sikorsky F�����
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ition the military helicopter its $9B acquis y brand, as well as ation disposed of its Martin completed (Lockheed the Sikorsk logy Corpor y observers Lockheed Martin will maintain Availability, >1000 Flights Operated, >15,500 Passengers Transported, >95% Commercial Flights Operational some industr United Techno >90% In July 2015, July. Lockheed Martin ions, which heavy twins. in and S-92A lackluster growth project announced December and S-76D medium 16th, 2015 including the a lagging profit margin ighted. its first flight. announce *Source: Airbus Helicoptersnd helicopter made saw that Turbo In Bordes, France, AVPRO, INC. 410.573.1515 because it propeller to deemed short-s ompou Arrius 2R meca has Bell and apparently) and a pusher Raider semi-c Fax: 410.573.1919 is in engine that S-97 Turbo rotors received the among them, M but civil use900 Bestgate Road, Suite 412 O C . S T E J O R P AV W. W W hours alrea EASA engin meca were pleas tions powers the E‐mail: info@avprojets.com Annapolis, Maryland 21401 in May when l, contra-rotating dy logged rigid coaxia ed to Bell 505 Jet e type certifi advancement at military applica) high level technology combines two Ranger looking mainly cation Online major is S-97 a y AIN of maturity by Arrius variants, the logged Sikorsk strator, Sikorsky the 2R is X. With seven millio for its at entry-intorotorcraft. this year. (source to the X2 demonwith a conventional expected stration tour service. A follow-on to offer unman flight on a demon nable Raider unattai the h speeds tched dispatc achieve December y intends to the cards. Sikorsk ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2016 - All Rights Reserved
S76C+
nal serial with one additio ured. last quarter VIP config remained stable period; both S76C+ supply traded over the same of Fleet: 13% rs Percentage serial numbe Sale: 19 Available for
S76C++
S76C++ supply Q2 2014.
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Percentage
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: $1M - $3M
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Sale: Available for
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- $9M
17th, 2015 located in Bell anno China unced Chon Service Facili ’s Chongqing gqing Provence, certified maint ty. CQGA has a as Bell’s General Aviation (CQG newest autho for Bell 407 enance facility andCivil Aviation Admi rized Custo A), nistration offers non-s mer of first certifi aircraft. CQGA is ed Bell 412 an established pecialized maint China Part 145 enan missions. aircraft to be operated operator and recen ce capabilities tly in China Buying or and used received the sellin for fire-fighting like to discu g an helicopte r is abou ss current market cond t having good informati itions or on to mak woul e infor please cont d like to discuss the sale med decisions. act me at W W W. AV or acquisitio If you any time PROJET *CREDIT n of a helic would . TO BELL S.COM opter, AVPR O, INC 900 Bestgate Road, Suite 41 . Annapolis, Mar 2 yland 21401
S76D There have GP configured. the end of last F � � � � � Q � � � � � � 2 0 1 5 ships are utility/O market at for sale. All ed from the with 3 ships M A N Ur was F A remov CTURER NEWS remained stableto date. One serial numbe r, S76D supply : $14M - $15M This quarte ned transactions this year Trading Range been no preow FINMECCANICA HELICOPTERS tage of Fleet: 4% Percen AgustaWestland3Rebranded as Finmeccanica Helicopters: As410.57 part 3.1515 of a wider overall corporate reorganization plan that merges quarter. 9 ble for Sale: aerospace, defense and security .573.191 AVPRO, INC. Availa Finmeccanica's assets, AgustaWestland has been renamed Finmeccanica Helicopters. m Fax: 410 d, Suite 412 E‐mail: info@avprojets.co gate Roa 01 Finmeccanica announced the change at the end ofland 214 last month, effective January 1, 2016. 900 Best JETS.COM
Annapolis, Mary
©Copyright
- Avpro, Inc
- Aircraft Sales
& Acquisitions
® 2015 - All
410.573.15 15
Fax: 410.573.1 E‐mail: info@a 919 vprojets.com
©Copyrig ht - Avpro,
Inc - Aircraft
Sales & Acquisiti ons ® 2016
- All Rights
Reserved
Rights Reserved
Through superior customer service and beneficial long term relationships, we offer impeccable performance, Integrity and reputation.
O ICEBIRD AW169’S P PRROJECT W W W. AV Leading rescue service operator expands their AgustaWestland helicopter fleet and adds the new generation AW169, marking a milestone in “Project Icebird”. AW169s to be delivered in 2020 with Full Ice Protection System. AW169 to feature a jointly developed customized configuration for emergency medical service/search and rescue. Over 150 AW169s sold worldwide so far, including options and framework contracts.
AGUSTAWESTLAND SIGNED CONTRACTS NJ POLICE
Currently, there are 5 and 3 year training contracts for EMS operator STARS of Canada and New Jersey State Police Department in the U.S., respectively and both customers operate AW139 helicopters. The combined training agreements will deliver more than (Source Finmeccanica Helicopters) 2,600 simulator flight hours.
A109E POWER Last quarter the supply of A109E Power’s has continued to increase for the 3rd consecutive quarter. The influx of supply however has stabilized with (only) 3 new serial numbers for sale. Two serial numbers traded to retail buyers, a dramatically low volume in what is typically the busiest quarter of the year.
Available for Sale: 63
Percentage of Fleet: 16%
Trading Range: $500K - $4M
A109S/SP Grand/Grand New supply was relatively stable last quarter. Over this period, five A109S/SP’s traded to retail buyers, a steady volume compared to the previous quarter – currently with only one under contract.
Available for Sale: 22 Percentage of Fleet: 7%
Avpro, Inc. is one of the world’s largest brokerage and acquisition companies, With over 25 Years of experience – representing both buyers and sellers globally.
Supply at Current Trade Level: 12 Month Trading Range: $1M - $4M
AW139 Supply has started to grow again last quarter to 22 AW139 for sale, 60% of which are VIP configured. Two further corporate configured serial numbers are set to enter the market this quarter. Only one VIP configured aircraft has traded to a retail buyer in the last 21 months. Currently, 1 serial number is under contract.
Available for Sale: 22
W W W. AV P R O J E T S . C O M
Percentage of Fleet: 3%
Trading Range: $5M - $14M
AVPRO, INC.
900 Bestgate Road, Suite 412 Annapolis, Maryland 21401
410.573.1515
Fax: 410.573.1919 E‐mail: info@avprojets.com ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved
w w w. avprojets.com
Whether you are selling, acquiring or just considering your options, contact us today for your in-depth expert market Analysis.
Performance. Integrity. Reputation. info@avprojets.com l 900 Bestgate road l suite 412 l annapolis, maryland 21401 l tel 410-573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2016 - All Rights Reserved
W W W . A V P R O J E T S . C O M
March 2017 | 5
PHI Air Care in Kentucky sits awaiting a call under a midwest sunset. Photographer: James Fox Hershman
A Marine Bell AH-1W Cobra departs Pt. Mugu, California on a training flight. Photographer: Damon Duran | heliweb 666| heliweb magazine heliwebmagazine magazine
#helipix An EH-101 from the British Army drops flares overhead during an airshow display in the U.K. Photographer: Patrick Metcalfe
A privately owned AS-350 departing Barton Airport in the United Kingdom. Photographer: Kevin Donnegan
| 7| |77 January 20172017 January 2017 March
This Airbus AS-350 sitting high in the mountains is a training aircraft used by the Afghanistan Police Service Photographer: Gabriel Fest
8 | heliweb magazine
#helipix
March 2017 2017 || 99 March
Enloe FlightCare H130 conducting off site landing practice outside of Chico, CA. Photographer: Michael Piper
PJ Helicopters Bell 407 conducting a snow survey in the mountains of Northern California. Photographer: Garin Klinker
|heliweb 10 1010|| heliweb magazine heliwebmagazine magazine
A Borinquen, Puerto Rico based MH-65D from the United States Coast Guard practices hoisting. Photographer: Matt Udkow
A Kuki Helicopters MD500E, flown by Simon Nicholls taken over Redford, U.K. Photographer: Kuki Helicopters
March2017 2017| |1111 March
#helipix | heliwebmagazine magazine 1212| heliweb
Pennsylvania State Police Bell 407GX preparing to depart Harrisburg airport in Pennsylvania. Photographer: Seth Lasko
March | 13 March2017 2017| 13
www.maunaloahelicopters.com | 808-334-0234
14 | heliweb magazine
March 2017 | 15
䄀甀最甀猀琀 ㈀ 㔀 ㌀
C O L U M N | PUBLISHER
From the Desk Of...
Getting it Right I guess some would have expected that
I try not to go a day without trying to thank one
just to produce a single issue. I will be the
we would not make it this far, but as we
of them. Because without them, there would be
first to tell you that the workload is not for the
approach second Heli - Expo show for the
no us. No monthly magazine, no website, and
faint of heart. There are times when you feel
magazine, I am struck by how far we have
no brand.
accomplished as you send each issue off to the
come in the almost two years that we have been doing this.
printer, hoping that readers enjoy the content, Heliweb has seen massive growth in 2016 and
but there are also times where you wish you
into 2017. As we have matured in the industry,
had an extra few hours in the day just to get
All the obstacles we have overcome, hurdles
we have set about fixing things that didn’t
what you need to accomplished done. No one
we have jumped and lessons we have
work, and also kept our finger on the pulse of
said it would be easy, right?
learned, have allowed us to cover stories
technology. Bringing two new ways to consume
that highlight some amazing people and
your industry news to the industry this year.
operations that achieve so much in our industry.
Judging by the continual influx of new readers, we know we are getting something right. One
For those that missed it, Heliweb Magazine was
of the best parts about doing what we do, is
the first publication to use Facebook Instant
getting calls, texts, and email from people that
We have been given the good fortune
articles to deliver news lightening fast. We
we featured in the magazine once they see
to be the first in the industry to break big
followed that up by releasing our Apple news
what we put together in print.
stories, and we have worked hard to give
channel, where we were also the first helicopter
our readers a magazine that goes above
magazine to join Apple’s super-fast news
I thrive off it. Their positive reaction is enough to
and beyond both in print and online to find
service.
make you instantly forget how many revisions
stories no one else has covered.
you have done on a story or how many pictures Having access to the Apple developer
you changed to make something “just right.”
One of the best parts of doing this job,
framework allows us to open up our helicopter
to me, is highlighting some of the most
industry news feed to an enormous audience
The one thing I can be sure of is that we have
amazing people in the industry and meeting
and takes our news directly to anyone that
the most amazing team of professionals that
so many passionate people that want to
owns an iPhone, without the need for a social
contribute to making this magazine a reality
make a difference in so many different ways.
media feed.
every month. A group of people that think
That journey has been driven with a healthy
These two technology advances are just a
tight, each wanting to be a part of making the
dose of hard work, determination and a will
small piece of the offering that we will continue
magazine successful no matter how much I
to succeed, while still doing the right thing.
bringing you as a reader this year and into the
ask of them. To my staff, I say thank you, to our
For those that read my column every
future. We have already set the stage as an
readers, I say watch for us in 2017. If you think
month, you will know by now that I wear
innovator in the industry, and we possess the
2016 was a wild ride, we have so much more to
my ambition on my sleeve, but I also try to
skills to continue that trend, all to bring you the
come. Bring on Heli - Expo 2017!
recognize the incredible work of our entire
reader, easier access to our content.
no request is too much, and no deadline too
team that makes it happen every month as often as I can.
The funny thing about running a publication is that when you get into it, you never really
The contributors who write for us, take
understand the amount of work that it takes
Ryan Mason Publisher & Editor
the photos that make our stories pop, to the many social media followers, some themselves avid photographers that submit work to be considered for inclusion in our user submission section of images.
16 | heliweb magazine
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.
HELICOPTER PARTS SALES Check Out our Huge Inventory! Over One Million Items!
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Check out our website! WE BUY: • Light and medium turbine helicopters • Parts, components and inventories • Distressed and run-out airframes
Toll Free 800-585-7004 USA & Canada Only. TEL: USA 1+608-756-3632 • FAX: USA 1+608-756-2606 Falamos Português
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We Earn Our Wings
by Earning Your Trust Every Day Your Complete Aviation Insurance Resource Jim Gardner, President 1640 Powers Ferry Road, Bldg. 14 Ste. 300 • Marietta, GA 30067 678-278-2100 • Fax: 678-398-7038 www.jagardner.com
March 2017 | 17
C O L U M N | WOMEN IN AVIATION
Whirly Girls
Upgrade Loading... “We are getting a new website” is such a common phrase amongst today’s working world. So common that it’s not really a head turner anymore. But, just so you all know… WE ARE GETTING A NEW WEBSITE!!!!! And we are super excited about it! It’s been way too long. Our funds and energies are always first and foremost dedicated to our girls and our scholarships, but thanks to the growing Scholarships, Sponsorships, and the addition of new Corporate Sponsorships as available options that we started
a few years back, we were finally able to put the work into the much needed upgrade and overhaul of our dated website. Finalizations were being made in January and by the time you are reading this, you should be able to find the new website that we released to the world in February 2017. We hope this improvement makes it easier and more enjoyable for all parties interested in being a part of the Whirly-Girls family,
as we have designed it from the ground up to be responsive and provide potential sponsors, visitors and potential new Whirly Girls everything they need. The new site will be packed with information and the new format will also give us the opportunity to post regular content, like our scholarship award winners from the show and shots of our amazing second annual “Give it a Whirl” aviation event for children held at the show.
Jessica Kannelos is a certified helicopter flight instructor and the Vice President of Whirly Girls International, a 501(c) organization with the purpose of providing scholarships, mentoring and other programs to aid women in the helicopter aviation field. Jessica also heads up the organization of the Give it a Whirl event each year.
A Whirly-Girls International event committed to educating and introducing kids to helicopter aviation. Sunday, March 5, 2017 from 10am - 2pm Dallas Executive Airport Be a part of this amazing event. Contact Jessica Kanellos at wg1771@gmail.com or 724-255-3688 to learn how.
Give It A Whirl is a subsidiary of Whirly-Girls International
18 | heliweb magazine
2017 Scholarship Recipients Give it a Whirl Event Free Youth Aviation Event Sunday, Feb. 25, 2018
Scholarship Awards Banquet Scholarship Presentations Sunday, Feb. 25, 2018
Whirly-Girls Expo Booth
Tues-Thurs, Feb. 27-March 1, 2018 Go to www.whirlygirls.org for more information.
Come see us this year at Booth #3305
Advanced Mountain Flight Training Scholarship Melissa Wnorowski (WG 1850) Airbus Flight Training Scholarship Cathleen Perdok (WG 1133) Antipodean and EmbryRiddle Wire and Obstacle Environment Awareness Course Scholarship Michelle Hovey (WG 1355) Embry-Riddle Commercial Helicopter Pilot Ground School Course Scholarship Sabine Buehlmann (WG 1363) FlightSafety International Bell 206 Scholarship Jessica Kanellos (WG 1771) Garmin GTN & G500/600 Course Scholarship Melissa Hanthorn (WG 1877) Night Flight Concepts Night Vision Goggle Initial Pilot Qualification Scholarship Sarah Snell (WG 1701)
Oregon Aero CRM/AMRM Instructor Training Scholarship Sami Challburg (WG 1921) & Sherri Spagnola (WG 1357) Robinson Helicopter R22/R44 Safety Course Scholarship Amy Hartt (WG 1941) Robinson Helicopter R66 Safety Course Scholarship Elena Dawson (WG 1932) Survival Systems USA Aircraft Ditching Course Scholarship Abigail Stogdale (WG 1878) & Sami Challburg (WG 1921) Whirly-Girls Memorial Flight Training Scholarship Megan Dukes (WG 1340) Whirly-Girls Helicopter Add-on Flight Training Scholarship Nancy Bradshaw
www.whirlygirls.org Thank you to our Sponsors for making these scholarships possible.
A special thank you to HAI for their continued support at Heli-Expo
March 2017 | 19
C O L U M N | SIMULATION
The View Matters Simulator visual systems have become much more detailed and more capable over the last decade, even at the Aviation Training Device (ATD) level. People have come to expect graphics on their sims that are at least as good as a computer game, even if the operator intends to have pilots fly in mostly IMC conditions during training. ATD manufacturers are typically all using the same few visual scenery generation programs, so the external visuals between companies can look very similar. Although the standard graphics have vastly improved over the last couple of years, they can be enhanced even further thanks in part to third-party add-ons and custom graphics designers. Why bother improving or customizing the graphics on your training device? Well, developing graphics in an ATD or simulator is not just a gimmick for owners, operators, and pilots. There is real training value added by investing in custom scenery packages. 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 also check with your ATD manufacturer to verify compatibility with your system with any custom scenery. 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 be important to pilots. Where they lack detail, is in the terrain and elevation features, finite details on the ground, and other items like FBO’s, terminals, and helipads. 20 | heliweb magazine
Consider the increased level of realism that can be achieved by demonstrating a challenging search and rescue mission in mountainous terrain with weather layers and variable wind. With the enhanced graphics, the terrain will simulate dangerous conditions for the pilot flying the simulation The enhancement typically also means the real-world charts and approach plates used by the pilots training will match up, depending on who made your package and how accurate it is. Some sims have also had alignment errors occur at certain airports, meaning following a precision approach to minimums will not visually line up to the runway in the graphics, but is being followed perfectly on the navigation aids on the instruments. This type of simulation error can also be corrected with the custom scenery. Consider a police department that operates their fleet of helicopters from a building and ramp rather than from an airport. These areas are usually never included in the ATD’s original external visuals. When custom scenery is built, it is made from real aerial and ground photos that include every real-life detail. 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 great uses for custom scenery include accurate VFR like, water towers, and sports fields that define a local area.
If you are not interested in exploring the upgrade or enhancement options of your simulator graphics yet, I suggest at the very least exploring what is currently included on your trainer. For instance, if you are flying an Elite training device with external graphics, the original graphics include hidden gems that can be great additions to pilot training, and also a lot of fun. One of these I recommend is finding the oil rig platforms that exist. The platforms have helipads that you can land on of course, and even navigation aids, usually NDB or DME so you can fine tune your skills in the middle of the ocean. Add in some weather and wind and the scenario can be tailored to any pilot skill level. My company keeps a list of the latitude and longitude for each of the known platforms since they can be placed all over the world within the graphics, or you can ask your manufacturer if there are any hidden on your sim. 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 and if given the opportunity, allow pilots to switch up the routine,
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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C O L U M N | FLIGHT TRAINING
Straight & Level
Teaching for an Exam Learning to fly is so dynamic; From the technical side to the practical application of the skills learned, it can be quite an undertaking. A student comes with a vision of being a pilot that can effortlessly go from point to point and no real understanding of the education needed to achieve that goal. Instructors are the gate-keepers. They have learned through their experiences what it takes, and now have the credentials to teach a student and create new pilots. They ultimately have the biggest influence on a student’s performance and ability to achieve their goal. If learning to fly were like taking a history class, you simply would read the material, review and take the exam. Flying is a life skill that involves so much more than reading a book, and expecting results. The journey to the pilot certificate requires a person to immerse themselves in the material to get the most out of it. There is so much to learn and only reading the material to pass a test will not cut it in aviation. It involves books, multi-media, practice, challenging conditions, professional guidance, time, and opportunity. If all the tools are available, then a pilot can be created. As a flight school owner, you can see those with the passion, and it is enjoyable being part of their journey. The passionate student becomes intuitive and learns far beyond what a book may say and begins to develop an instinct. It is the instinct and intuition that makes them successful. All the study and good intent in the 22 | heliweb magazine
world will not develop an ability. It takes a team: A passionate student, a dedicated instructor, and the opportunity to practice and develop the skill. The instructor has to know how to handle and mold the student. Often an instructor may by teaching and preparing the student for the test and what the examiner might ask, has met the definition of their job. Simply being able to fly a helicopter on a beautiful sunny day and handle the necessary maneuvers in the Practical Test Standards is not going to create much. Problem-solving, and decision-making while under stress is a critical skill that sometimes is not adequately taught and tested. The devil is in the details. Whether it be related to maintenance of the aircraft, the minute details of the weather or the flying that present a risk; an aspiring pilot has a lot to learn and absorb. Without the exposure to the areas outside the PTS and life flying outside of books, they will not be educated to make the right decision for each problem that presents itself. When it comes to maintenance, a pilot is often told to call the mechanic and then waits for the fix. This is an excellent opportunity for the student to learn how things work and how things get fixed. Maybe there is a chance for the student to participate in a 100hr inspection and get their hands dirty. Learn about the maintenance department and what they go through to provide an airworthy helicopter. In regards to weather, can the student see
through the wording of the DUATS report? Beyond decoding the report, can they draw a mental picture of what the conditions are and what is predicted to be happening? There are so many excellent sources for the weather with predictions and graphics, but many don’t understand weather theory, and without that, it is like watching Grandpa with his new iPhone. What an Examiner hopes for is not a robot who can pass a test, but someone who understands the environment around them and can use all the available information to make safe decisions. We do not need pilots in the industry; we need Aviators. This is the goal. For it is this person that has a higher level of learning and dedication to the profession which makes our industry responsible and safe. As the flight training industry, we have a responsibility to go a step beyond and develop the skill set that helps a pilot decide it is time to land, or on questionable days, to feel secure enough to say “I am not taking this flight.” The flight instructor is the gateway to the incredible freedom of flight. Preventing accidents starts on day one. The test is not all that important in the big picture of a pilot’s journey. It is only a small step. The real test will be the intuition and instinct that the student has gained through a full circle of education and experiences. Expand their mind to think and to be decisive in the dynamic environment of flight.
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 | SAFETY
United States Helicopter Safety Team
A Laps e i n J u dg em en t I have been flying helicopters for 36 years, and the fact is, I have become pretty good at it…finally! Ever since joining the U.S. Army in 1980 to fly helicopters, I have made it my life-long passion. I have flown all over the United States and in Korea. I have flown in all kinds of weather, controlled hundreds of car chases that resulted in the arrest of thousands of criminals over the years. I have even rescued people from rising water and fought wildland fires with Bambi buckets. Two years ago, I started acting as an instructor pilot at our police helicopter unit (although I have assisted in training newly assigned unit pilots for over 20-years unofficially) During that 20 years; I have accumulated over 8500 hours flying, 4500 of those were at night. A lot of my experience flying is in our department’s Bell Jet Ranger III helicopter, and I know the systems well, I can also generally tell when something mechanical is not right. There is not a night I come to work without awareness that it could be my last. The machine is just that, a machine, and if you become complacent, overconfident, or have severe lapses in judgment, it can kill you. If you screw up, it is not like in the movies where the bus slides on its side for ten blocks for five long -harrowing minutes. In real life, you are dead in an instant. If you are extremely lucky, you may get to fall out of the crumpled machine, stand up, brush yourself off and walk away; but not twice. I have had my share of terrifying moments in my flying career, but fortunately, I lived to tell about them. 24 | heliweb magazine
I have gone inadvertent IMC several times, once nearly flying three of us and a million dollar helicopter into a mountain peak in South Korea. Also, many years ago, I hit a wire in an ultralight airplane. Another time in the Military, I almost flew into a communications wire while landing unaided in a dark LZ at Fort Hood, Texas. A general requested that I not use my landing light because it would illuminate his division headquarters tent to the imaginary enemy. He did not know that his staff had not set up bean bag lights for me as I had requested, and I shot an approach to a red light that turned out to be the one functioning taillight on a military pickup truck. Luckily, I had enough sense to make a steep and very slow approach. When I realized something was not right, I disregarded the instructions of the general and switched on the light for my safety. There looming before me was the wire, strung right in my path between two trees, was the thickest and most menacing comms cable I’d ever seen. I experienced LTE in a helicopter once as a pilot and three more times while riding as a TFO. I was even taught how to chase ducks in a helicopter… It is a blast, but now that I am much older and slightly wiser, I do not do that, nor do I teach officers that. Obviously, I was very lucky to survive all of these crazy and harrowing moments.
For over seven years, I have volunteered my time to the International Helicopter Safety Team (IHST) accident analysis project. I have read many accident reports, analyzed what happened in each, and have written reports and magazine articles about the information we discovered. I am the law enforcement representative on the team. The other members made up of experts in engines, manufacturing, operations, flight training, and accident investigations. I certainly came away from the experience much richer for the knowledge imparted to me by other team members, many of whom are far more knowledgeable than I. Often, I read an accident report and say to myself, “Good Lord, I hope I never make a similar mistake.” I also have no desire to get anyone hurt because of my lapse of judgment. It is my hope that by sharing some of my oversights in the air (and on the ground) over my flying career, you can avoid similar situations. Moreover, in conclusion, if I had any advice to give to not only young pilots but all pilots, it would be this: Le a r n e v e r y t h i n g y o u c a n a b o u t the machine you are flying, pay attention to details and eliminate distractions like cell phones. Also, never push it in m a r g i n a l w e a t h e r, n e v e r l e t y o u r guard down, get complacent, or if you get into the weeds, never s t o p f l y i n g t h e h e l i c o p t e r.
Mark Colborn is a Senior Corporal and Instructor Pilot for the Dallas Police Department Helicopter Unit, Colborn is also a retired Chief Warrant Officer Four (CW4) and former UH-60L Blackhawk Standardization Instructor Pilot and Safety Officer for the Texas Army National Guard. Frequently sought out due to his aviation knowledge, Colborn also writes for multiple publications and is a member of the USHST Join Helicopter Safety Analysis Team (JHSAT)
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March 2017 | 25
H E L I N E W S|INDUSTRY
ASSOCIATIONS
HAI CONTINUES BACKFILL OF MULTIPLE OPEN POSITIONS WITH WELL KNOWN NEW HIRES Newly hired to head up the communications of the association, Dan Sweet was hired as the Director of Public Relations and Communications. Sweet joins HAI after serving 22 years as Public Relations Manager for Columbia Helicopters, a major player in heavy lift helicopter operations, based in Oregon.
Sweet joined HAI with only a couple of months to go until the biggest show in town arrives in Dallas, all while trying to learn the new role. Sweet will take responsibility for managing and directing the association’s external communications, creating communication strategies and occasionally speaking on behalf of the association and its members.
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“We are pleased to have found a person with Dan’s credentials,” said Matt Zuccaro, President of HAI. “He brings extensive knowledge and experience of the helicopter industry, and he already has an established relationship with many of the publishers, editors, writers and photographers within the aviation press.” Sweet’s career in media and public relations began when he worked as a reporter for Oregon newspapers while still in school. He joined the Navy as a Journalist, and later worked as a Photojournalist and Public Affairs Representative for a regional administrative command in Seattle. After HELICOPTER HELMETS New Kevlar® Helicopter Helmets available w/ single or dual visor assembly, general aviation avionics, lighweight crushable earcups w/ sensiform air seals, Confor™ foam custom liner and optional 6’ coil. Factory new & fully guaranteed! $905.00 - Single Visor Assembly $990.00 - Dual Visor Assembly
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leaving the Navy, Sweet attended the University of Oregon before accepting the position with Columbia Helicopters. While with Columbia, Sweet promoted the company’s work to internal and external audiences through printed and electronic means. “This new role will include elements ranging from promoting the helicopter industry on behalf of the HAI membership, to communicating the association’s work back to those same members,” said Sweet. “I’m excited about the prospect of promoting the versatility and variety of operations performed by the helicopter industry, and I believe I will provide significant support to our membership and Board of Directors.” The association in January also appointed a well known name in the helicopter safety field to head up the associations efforts to promote and improve helicopter safety in the industry, hiring Dr. Steve Sparks as Director of Safety for HAI. Prior to joining HAI, Sparks was an Aviation Safety Inspector for the Federal Aviation Administration (FAA) with the General Aviation and Commercial Division in Michigan and serves as a coordinator with the U.S. Helicopter Safety Team (USHST) specializing in flight training, pilot
development and helicopter operations. Sparks also Chairs the USHST Human Factors “Staying Alive” Working Group, which focuses on mitigating helicopter accidents resulting from human error.
strategies for strengthening the safety of the helicopter industry,” says Sparks. “I am honored to be part of such a fascinating industry that’s full of dedicated professionals always wanting to take safety to the next level.”
Sparks will assume responsibility for managing the association’s existing aviation safety programs, and developing new safety initiatives to benefit HAI’s membership and the international helicopter community.
Sparks’ experience includes flight training education, corporate aviation marketing, professional pilot development along and experience in customer relations and Part 142 Training Center operations. He is qualified on both airplanes and helicopters, couple with an MBA in Corporate Finance and an earned Doctorate in Applied Aviation and Space Education.
“HAI is thrilled with the addition of Steve to our team,” said Ed DiCampli, Chief Operating Officer for HAI. “I have worked with Steve on the USHST for a number of years and found his passion for safety is boundless. We are pleased that Steve will continue to strive for Chosen for value and service a zero accident vision and I am confident that his extensive background, training, and experience will be a huge asset in achieving that goal.”
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H E L I N E W S|OEM
BRIEF
HELINET APPOINTS UNITED STATES COAST GUARD COMMANDER TO BOARD Helinet Aviation announced in late January that the company had appointed Vice Admiral William “Dean” Lee to its board of directors. Dean joins Helinet CEO Kathryn Purwin, healthcare operations leader Jim Adams, broadcast veteran Arnold Kleiner, and federal security and aviation expert Thomas Norton on the now five-member board.
this role, he was responsible for commanding missions from the Rocky Mountains to the Arabian Gulf, spanning across five Coast Guard Districts and 40 states. Concurrently, Dean served as Commander of the Defense Force East and provided Coast Guard mission support to the Department of Defense and Combatant Commanders.
Prior to becoming a member of Helinet’s Board of Directors, Dean served as commander of the Atlantic Area for the U.S. Coast Guard. In
“Dean’s government career included a wide range of disciplines which will benefit both the board and Helinet. His extensive experience as
28 | heliweb magazine
a leader will be a great resource to our management team, and we are confident that his counsel will help our organization achieve continued growth,” said CEO Kathryn Purwin. Vice Admiral Lee has served 35 years as a commissioned officer, specializing in Boat Operations and Search and Rescue missions. Dean is a native of Richmond, Virginia. He earned a Bachelor of Arts degree from the University of South Alabama, and a Master of Arts from George Washington University.
LEONARDO HELICOPTERS AW609 TILT ROTOR RETURNS TO TESTING WITH WINTER TRIALS
The Leonardo helicopters AW609 tilt rotor program appears to be back on track and moving forward towards certification that the company is projecting will be achieved in 2018 barring any unexpected delays. The Tilt Rotor program is expected to start icing trials soon following recent ground and flight testing activities Leonardo said in a press release celebrating the recent advancements in the testing program. These advances have been made in support of FAA certification, which remains on track for 2018.
Recent flight tests on the AW609 have allowed testing on avionics and other systems. During initial flights, the aircraft performed basic hovering and maneuvering and patterns around the airport, concluding with hover landing. Additional flights up to altitudes of 4000 feet. Short takeoff and landing (STOL) testing is also planned to be carried out soon. The third prototype of the AW609 returned to Leonardo’s U.S headquarters in Philadelphia from Texas in late 2016 where it continued testing. The aircraft will undergo icing trials in Marquette, Michigan, through
the winter where it will participate in tests to ensure the AW609 can fly in known icing conditions and reach operational standards. The AW609 has suffered setbacks during its development period of the worlds first civilian model tilt rotor aircraft. One of the biggest setbacks to the program during development was during a test flight on October 20th, 2015, when one of the prototype aircraft broke up in mid flight in Italy. The crash, killing test pilots Herb Moran and Pietro Venanzi. The program was temporarily put on hold until the cause of the in flight breakup could be identified, returning to testing in the middle of last year.
March 2017 | 29
H E L I N E W S | OEM
BRIEF
ROBINSON DELIVERS 12,000TH HELICOPTER SINCE FIRST R22 DELIVERY IN 1979 On December 23, 2016, Robinson Helicopters delivered its 12,000th airframe, serial number 0763, a Robinson R66 became the 12,000th helicopter to roll off the Robinson Helicopter production line. “A nice way to end the year,” said Kurt Robinson President of Robinson Helicopters. The 12,000th Robinson will be delivered to customer Hover Dynamics, one of three long-time Robinson dealers in South Africa. The helicopter was purchased by a new charter and tour operator, Fly Karoo Air Services,
30 | heliweb magazine
operating in the area of Graaff-Reinet in South Africa. According to Dean Feldman of Hover Dynamics, Fly Karoo chose the R66 because of its powerful turbine engine, quieter cabin, spacious baggage compartment, and low operating costs. Frank Robinson, an aeronautical engineer that had worked previously in his career with Cessna Aircraft, Bell Helicopter, and Hughes Helicopter, resigned from Bell to start Robinson helicopters in 1973, taking only six years to develop, produce and certify the company’s first helicopter, the two-
seat Robinson R22. The first helicopter delivered to a customer in 1979. Coming to market fourteen years later with the company’s first four-seat helicopter, the Robinson R44 in 1993, followed by Robinson’s first foray into the turbine market with the five-seat Robinson R66 in 2010. Robinson also offers a multitude of variants including the recently introduced R44 Cadet, a two-place helicopter specially configured for training and a recently EASA certified R66 Marine version fitted with floats.
ROGERSON KRATOS FLY UH-60A DIGITAL COCKPIT FIRST FLIGHT The highly anticipated UH-60A, fitted with a digital cockpit took to the skies in early February with experienced Black Hawk pilots Terence Reeves and Jeremy Bennett on board, who flew the helicopter from Fort Worth Meacham field on a flight that took more than two hours. The fully integrated design upgrade replaces the factory analog gauges with electronic instrument flat panel displays and offers greater situational awareness, reduced pilot workload, and mission safety. Rogerson KRATOS states that the new cockpit offers a modernized upgrade that replicates the UH-60M pilot vehicle interface, thereby enhancing training and interoperability.
The company believes that by replacing obsolete and limited war fighter mission capabilities with a digital cockpit system, the UH-60A modifictation stays cost effective but will also meet future Black Hawk mission requirements. There are over 2000 analog cockpit Black Hawks and variants currently flying, including all US Military services, many US Government agencies, and over twenty-five foreign countries. The company has a twenty-five year history of supplying helicopter flight displays to the industry that covers cockpit modification experience in the Bell 412, 412EPI, 427, 429, 430, Agusta
109, AB412, and Sikorsky S-61, S-76 airframes. ‘’This first flight is an important day for all Black Hawk model A & L operators since they now are able to extend the life and mission of the aircraft,’’ said company CEO, Michael Rogerson. ‘’Our many years and flight hours of providing avionics for the twin engine helicopter industry includes a significant number of important industry firsts, such as certifying the industry’s first flat panel primary flight display EFIS and EICAS in a helicopter. This Black Hawk application is the culmination of all that experience.”
Due to open architecture, current worldwide UH-60A & L operators may upgrade in-country, or acquire reset UH-60 Model A helicopters with digital cockpit modernization already installed. The current Sikorsky Black Hawk legacy aircraft operators will likely experience ever increasing analog instrument repair costs in the future resulting in lower reliability, which is why, the company says, that they created this unique option that now offers a solution as more of the Military UH-60A fleet starts to join the civilian market. The Rogerson Kratos Engine Electronics Unit operates with GE 700, 701C, and 701D engines contributing to operator flexibility.
March 2017 | 31
H E L I N E W S|OEM
BRIEF
BELL HELICOPTER FACILITY IN PRAGUE DELIVERS FIRST COMPLETED AIRCRAFT
The Bell Helicopter facility in Prague delivered its first completion from the facility in Prague, Chech Republic, a customized Bell 429 in February. The facility in Prague is the official regional customization, delivery, and aftermarket service center for the manufacturer, now capitalizing on foreign markets. “We celebrated the installation of our brand new paint facility and delivery center earlier this May,” said Joachim Goldenberg, general manager, Bell Helicopter in Prague. “We now have the ability to provide full customization, including maintenance,
32 | heliweb magazine
Europe remains a key market for us to continue to grow and develop our balanced business,” said Jakub Hoda, regional director for Europe and Russia.
support our growing footprint.” Over the past several years, Bell Helicopter’s fleet across Europe has grown – particularly in the parapublic and emergency medical service segments. There has been increased demand for the Bell 429, Bell 407GXP and Bell 412EPI throughout the region.
“Establishing the Bell Helicopter facility in Prague lends to our anticipation of further market growth in addition to the introduction of the new Bell 505 and Bell 525. With this growth, we intend to have the people, products, and facilities necessary to continue to win in the region and
Most recently, Bell Helicopter achieved a sale of a Bell 429 for emergency medical services operations. In addition, the first Bell 407GXP was announced for a private Belgium customer and the first Bell 412EPI was announced in Western Europe.
repair, and overhaul capabilities offering a bespoke delivery experience for all of our European customers.
MILITARY DEALS KEEP BELL DEFENSE BUSINESS IN THE BLACK Government procurement sources announced in February that Bell Helicopter was awarded an advanced acquisition contract from the U.S. Navy for the purchase of long-lead items and components for a total of 40 AH-1Z helicopters to be delivered to the Marine Corps. The contract awarded to Bell Helicopter in announcements a day apart for fifteen and twenty-five respectively by the Naval Air Systems Command, is reported to be valued at approximately $453 million USD.
The new AH-1Z order will be manufactured at Bell Helicopter facilities in Fort Worth and Amarillo, TX. The Department of Defense said the contract was not competitively procured in accordance with the Federal Acquisition Regulation 6.302-1 (a) likely pertaining to an exception granted due to Bell being the sole supplier of the required airframe. The Bell AH-1Z Viper is a twin-engine attack helicopter based on the AH-1W
Super Cobra, initially developed in the United States Marine Corps as part of the UH-1 upgrade program. The AH-1Z features a four-blade, bearingless, composite main rotor system, upgraded transmission, and a new target sighting system. The AH-1Z features advanced reconfigurable armaments and a Target Sight System that provides the longest range and highest accuracy of any helicopter weapons sighting system in the world.
March 2017 | 33
HELINEWS
Salute to 2017 Representing the best of the best in the industry for each of their respective fields. Winners are nominated by peers based on their contributions to the helicopter industry.
PILOT(S) OF THE YEAR
For outstanding performance as a helicopter pilot
Pilots Robert Fournier and Trent Vick spent the summer of 2016 fighting fires all over the U.S. northwest. While working a fire in Riggins, Idaho, they received an emergency dispatch to the Copper King Fire in Montana. A large wind event had caused that fire to nearly triple in size in 24 hours. Steep terrain and 50-knot winds made the blaze difficult to contain. The two pilots worked several long days dipping water from a deep spot in the Clark Fork River near Thompson Falls. Their tireless efforts and outstanding professionalism helped contain the fire that threatened ground crews and kept it from progressing to nearby homes.
AEROSPACE SAFETY AWARD
For outstanding contributions to the promotion of helicopter safety and safety awareness Bryan Smith, Instructor pilot for the Seminole County (Fla.) Sheriff’s Office, has dedicated countless hours to developing safety solutions for pilots and operators. Bryan is also the Airborne Law Enforcement Association safety program manager and works on the U.S. Helicopter Safety Team, where he has chaired the Safety Management System (SMS) Working Group and served on the Flight Training Working Group. Bryan has published articles in industry publications, including “Real World SMS” in ROTOR magazine.
LAW ENFORCEMENT AWARD
For contributions to the promotion and advancement of helicopters in support of law enforcement activities Jack H. Schonely, police officer/pilot (retired), Los Angeles Police Department (LAPD), spent more than 33 years in law enforcement where he dedicated his professional life to promoting professionalism in, and the advancement of, helicopter use in airborne law enforcement in the United States and around the world. The author of Apprehending Fleeing Suspects: Suspect Tactics and Perimeter Containment, he is a nationally recognized expert on the subject. After joining the LAPD as a patrol officer, Jack worked as a K9 handler and serving as chief tactical flight officer and later a command pilot for LAPD Air Support. His innovative programs now set the standard for tactical flight officer training and perimeter containment operations worldwide.
EXCELLENCE IN HELICOPTER MAINTENANCE AWARD For significant and distinct contributions to helicopter maintenance
Carl Jones, Bell 205/Bell 412 crew chief, National Research Council (NRC) of Canada, is described as a “dedicated, hardworking individual that epitomizes the type of AME. NRC fly-by-wire helicopters have unique research equipment, as well as auxiliary systems installed. Carl is not only able to maintain and repair these systems, he is always looking for new technology or ways to make improvements.
34 | heliweb magazine
Excellence Awards H. Ross Perot Jr. & Perot Family
W.A. “DUB BLESSING FLIGHT INSTRUCTOR OF THE YEAR AWARD For upholding high standards of excellence for flight instruction
Nick Mayhew, senior program manager, L3 Link Simulation and Training, demonstrates an impressive commitment to improving the safety and image of the professional flight instructor. His dedication to detail and “doing the right thing” is a testament to his character. As chair of the U.S. Helicopter Safety Team (USHST) Training Work Group, Nick has led major projects to completion, such as the “Reel Safety” library. A collection of five minute videos focusing on various risk factors and safety compliance issues that affect the helicopter industry.
GOLDEN HOUR AWARD
For distinguished and outstanding service utilizing helicopters in air medical transport Era Search and Rescue, pioneered the first U.S. commercial search and rescue (SAR) program, in partnership with Priority 1 Air Rescue. Operating three SAR-equipped AW139 medium helicopters from Houma, La., and Galveston, Texas, Era provides 24-hour offshore advanced life support medical care on the U.S. Gulf of Mexico Outer Continental Shelf. Era’s SAR program has responded to more than 1,050 emergency calls from more than 70 companies in the Gulf of Mexico. It is considered one of the world’s premier SAR operations.
HUMANITARIAN AWARD
For outstanding service in using helicopters to aid those in need The Trinidad and Tobago Air Guard provides invaluable service far past its shores for the benefit of other Caribbean nations. Operating two Metro Merlin C-26B airplanes and four AW139 helicopters, the unit has rescued lost hikers, airlifted victims of shark attacks and injured sailors, fought and extinguished threatening bush fires, helped vessels in distress, evacuated stranded individuals from otherwise inaccessible land, and conducted medical evacuations from vessels at sea. It regularly deploys to perform complex missions, both at home and in the wider Caribbean region. The air guard’s mission scope exceeds that of some larger countries with much greater resources.
LIFETIME ACHIEVEMENT AWARD
For long and significant service to the international helicopter community Industry advisor and consultant Dr. John Leverton has been studying and promoting helicopters since 1958. Operators, manufacturers, pilots, and regulators have all been beneficiaries of his considerable knowledge and efforts in addressing helicopter and heliport issues. He has a bachelor’s degree in engineering, a master’s degree in acoustics, and a doctorate in helicopter aero-acoustics. He is advisor/consultant at the American Petroleum Institute and has worked for many helicopter manufacturers on noise measurement, environmental assessment issues, public acceptance of helicopters, and civil regulations. Dr. Leverton also advised HAI on helicopter noise issues and on International Civil Aviation Organization and FAA regulations on noise and heliport design.
March 2017 | 35
Helicopter Upset Recognition
& Recovery Training
heliwebmagazine magazine 3636| |heliweb
Story by Images by
Ryan Mason Chuck Aaron
Industry legends Chuck Aaron and Kevin Bredenbeck take training to a whole new level
March 2017 | 37 March
“Sometimes we would routinely be doing 60, or 80 degree turns, testing high G-rates and many other complicated maneuvers that your average pilot would not be doing. Along with many other maneuvers to test the integrity of an aircraft, So the flying that Chuck and I have done over our careers is very similar, relying a lot on our gauges, just like you do when flying IFR.”
Retirement is not in the vocabulary of Chuck Aaron or Kevin Bredenbeck. For two of helicopter aviation’s most well-known names, it was more a case of “what’s next.”
to teach pilots how to fly themselves out of dangerous conditions that can often and has numerous times resulted in fatal crashes.
That answer came during a conversation between Bredenbeck, Aaron, HAI’s President Matt Zuccaro and Tony Burson, previous HAI Chairman of the Board while discussing recent air medical and law enforcement incidents involving controlled flight into terrain (CFIT) and Inadvertent Instrument meteorological conditions (IIMC.)
Aaron in his many years as a stunt pilot for Red Bull, performing aerobatics around the world stated “When flying the way I have done for many years, unlike most pilots, who are taught to scan gauges and always keep their head outside the cockpit. I was flying inverted a great deal, so my eyes were more on the cockpit instruments to tell me that everything was going to be fine coming out of a loop or an S turn, looking outside would have been of little help with how I was flying.”
The consensus of the conversation being that something was lacking in training. All thought that while pilots trained to meet the practical test standards, that when relating crashes involving CFIT and IIMC, that current training just wasn’t enough 38 | heliweb magazine
THE IDEA
Bredenbeck, having a similar experience with his years as a test pilot said
The common factor between the two, despite the differences in the flying each did being for different purposes, was each knowing through thousands of hours of flying and repeating many maneuvers over and over and making mistakes, was how to recover, and do so gently mostly by using instruments. It was shortly after that meeting that the two put their heads together and decided that it was time that someone in the industry started teaching beyond the practical test standards (PTS.) Teaching the methods on how to perform upset recovery or how to fly your way out of a situation, to recover from a helicopter in an out of control situation. It was then that the two sat down to make a list of items they thought lacked in the PTS as it related to the recovery of an aircraft and even setting down gently in
a plan in their head that is ready for exactly this situation. Trying to perform a controlled descent in 0/0 visibility with no training on it or a plan in place is where many failures occur, maneuvering Training where no one has taught before The first thing the pair wanted to tackle was stability is where people fail in these situations, and why we wanted to impact addressing the issue of “currency versus proficiency,” Bredenbeck stating “You might the industry by starting this type of do your six takeoffs and landings each year training.” with a hood on to continue maintaining “People are startled when they find your IFR proficiency, but that teaches you themselves in IIMC. Our training teaches nothing about having to do a set down in an unfamiliar environment. Everyone is out them how to recover the aircraft and there doing initial IFR and ongoing training develop a comfortability factor in teaching pilots that it is not something for proficiency, but not in the conditions that is impossible and that with the right needed. training, that anyone can fly his or her Sims are great, but it is not real. In the back way out of a situation like this, or make of your head, you always know you can hit a pause or a reset button.” zero visibility situations where there was no other option if returning to base or continuing was no longer an option.
One of the things that both knew from training others over the years is that many pilots are reliant on an attitude indicator when things get bad. Should that instrument fail, around 90% of pilots would fail to be able to do much more than hope for the best as they slowly lost control of an aircraft. Most if asked, couldn’t tell you the turn radius of their aircraft, let alone multiple airframes if they fly more than one type. Bredenbeck, who joined Aaron’s company FX LLC as a partner to teach the course they named Helicopter Upset Recognition Recovery Training (HURRT). Bredenbeck stated “Pilots can get into an IIMC situation and not have a plan for what happens if things go wrong. This is where the PTS is inadequate and where we need to do more as an industry. If you take off heading from point A to point B and all of a sudden find yourself in an IIMC situation, and the weather has closed in around you, what do you do? The PTS does not teach you what to do in this situation, and not many have
“Pilots can get into an IIMC situation and not have a plan for what happens if things go wrong. This is where the PTS is inadequate and where we need to do more as an industry.” a controlled landing in unfamiliar terrain comfortably” he added. Left: Aaron’s son Charles, who passed away in 2016, worked side by side with his father at FX LLC (Aaron’s company that now runs Helicopter Upset Recognition and Recovery Training) as a helicopter pilot. Below: Kevin Bredenbeck, a world renowned helicopter test pilot, is now a partner and co-instructor with Aaron in FX LLC.
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some of the most challenging flying conditions possible in real aircraft versus a simulator. While no one has come out of the training course yet saying it was “cool,” that is not what Aaron and Bredenbeck were looking for. Some of the feedback that the two have received, though, is exactly what they were looking for. Attendees in the courses beta group test came away with comments like “that was the most stressful, but most useful training I have ever had.” “This is not the kind of course that you can show up, sit in the back of the class and warm a seat and expect a certificate at the end,” says Aaron. The course is designed to take a pilot to the limits of their skills and beyond. The upset recovery course is also the first of its kind in the world that uses a real helicopter to teach students how it feels, versus a simulator, using a proprietary shield over the student’s portion of the cockpit. Unlike the old fashioned goggles approach, Bredenbeck and Aaron want their students to know the actual feeling as an aircraft gets into an out of control situation and how to bring it back gently into trim.
THREE DAYS OF INTENSITY The upset recovery course put on by these two industry heavy-hitters, starts around nine thirty, lasting around seven hours each day and consists of classroom facilitation from both Aaron and Bredenbeck. The two compiling their training material from two hundred pages of documentation that the two prepared on what they wanted to teach. 40 | heliweb magazine
This information then had to be paired down into something manageable within the three day class time frame as well as fitting in three to three and a half hours of flying for each student over the duration of the course. This allows for students to implement the knowledge gained in a practical application where students can make mistakes with a seasoned professional beside them, hopefully developing the skills to perform comfortably and confront
Another aspect taught along with much more throughout the course is how to land in unfamiliar areas in zero visibility, all skills that are outside the PTS, yet needed in the industry to take training to the next level. The team’s proprietary method of a completely blacked out cockpit for the pilot training, while either Aaron or Bredenbeck rides alongside with their view completely open to step in as needed.
Initial feedback from the first course was that students had the opinion that they were overconfident in what they thought they could achieve without this training. After an exhausting three days with Aaron and Bredenbeck, that view had changed, and the overconfidence evaporated quickly when put into an upset recovery scenario. One thing that Aaron and Bredenbeck found in their first group was that each pilot took away was the confidence to know how to perform a multitude of new skills that would help them in the event that they were ever challenged in the real world with similar circumstances. “That is what we want to teach them in this course, that these situations are recoverable and we want them to come away with the confidence to do it in the real world” said Aaron.
THE GOAL Aaron and Bredebeck considered many things on what the two wanted people to walk away with from the world’s first HURRT course, the biggest point; that those who took the course, walked away with a view to changing how they personally or their company approaches IIMC and upset recovery type situations. Hoping that by conducting this kind of training that it opens people’s eyes to the fact that the PTS is not enough on its own and that people need to train for situations like the ones covered in this course.
THE AIRCRAFT It should be a surprise to no one that Chuck Aaron is partial to the BO-105, which is incidentally the aircraft that is being used to conduct the course. The BO-105 offering the stability of having both a twin engine redundancy in addition to a rigid rotor system that is more forgiving. The helicopter is essentially a “mini Blackhawk” said
Bredenbeck. The helicopter also requires the pilots attention a lot, which is exactly what the two want, along with the added safety that type of aircraft offers for the safety of students and instructors for the flying portion of the course. Aaron also mentioned that the course is available using both a steam gauge BO105 or the team’s full digital cockpit BO105 LS model, equipped with a G-500, that features synthetic vision (albeit at a slightly higher cost for the course using this helicopter).
FUTURE PLANNING Both Bredenbeck and Aaron were apprehensive about starting a course that no one had ever attempted before. Also being that the course they were attempting, had a high danger potential. However, after meeting with representatives from their insurance company, the FAA and their first group of beta testers to sit through the course, who were pilots from a local California Sheriff’s office, the two know that their new training course has support from all that have seen it. The first group of pilots to attend the course already asking when a followup one-day refresher course can be held. This has since been planned by the FX team and will be starting shortly and providing even more complicated scenario’s for pilots who have attended the first course. “The refresher will be a whole new experience for people that have already
been through the three-day course,” said Aaron. “They may come prepared to ace the stuff we have already taught them, but what they will get is an entirely new set of scenarios that will further challenge their skills” he added.
GROWTH With interest in the course growing from word of mouth as news of the upset recovery training has spread around the industry, Bredenbeck and Aaron have already begun the search for additional instructors that meet their high standards that will assist in opening more course slots for interested pilots. Currently, the pair only accepts two pilots per course. Which, beginning March 15th, 2017, will be held each week, every Tuesday, Wednesday, and Thursday, but if demands continue to be as high as they have been just with word of mouth, their need for instructors and aircraft to meet demand may rise in the future.
WHAT YOU NEED TO KNOW
Where: Camarillo Airport, California When: March 15th, 2017, held weekly, each Tuesday, Wednesday and Thursday How Many: Two Students per course Cost: $12,500 per student $15,000 for glass cockpit version Course Duration: 3 Days Accommodation: Can be provided at a hotel close to Camarillo Airport as part of training package Bookings: Contact the FX LLC office on 805-444-0811 or www.fx-llc.com
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#helipix Carefiight Dallas arriving at the Texas Motor Speedway for the AAA 500 in their Bell 429. Photographer: Mat Melsness
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Home to some of the most inhospitable terrain in the United States, Coast Guard Air Station Kodiak responds to calls over an area that spans over one million square miles. We joined the crews of Air Station Kodiak for a look at what makes Kodiak a unique and challenging assignment.
Flying
W IAlaska LD Story & Images by Ryan Mason
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AIR STATION KODIAK | Flying Wild Alaska Air Station Kodiak, Alaska is a place that many may have seen on television and in movies. Air Station Kodiak has featured regularly in the Weather Channel show Coast Guard Alaska over the last several years, and was also a central focus for the movie “The Guardian” starring Kevin Costner and Ashton Kutcher. However, to those assigned Air Station Kodiak, it is much more. The true beauty of Alaska, or Kodiak island specifically, is hard to explain. Yet to some, the Coast Guard Air Station, it’s aircraft, rescue swimmers and pilots, are often the last bastion of hope for many that call the Kodiak area, the Aleusian islands that head southwest in a chain that stretches towards Russia or many of the other isolated Alaskan wilderness inside the massive service area covered by Coast Guard Air Station Alaska home.
HISTORY Air Station Kodiak has a rich history dating back to the early 1940’s when after U.S entry into World War II, the U.S Navy selected Kodiak Island as the location to build a Naval Air Station. Built just outside of the fishing town of Kodiak in Alaska. Naval Air Station (NAS) Kodiak opened in 1943 with the Navy originally operating PBY Catalina patrol squadrons out of the base to support the Aleutian Islands Campaign that began in the same year. On April 17, 1947 the Coast Guard commissioned an Air Detachment to be stationed at NAS Kodiak. The unit at the time consisted of only seven pilots, thirty crewman and one PBY Catalina donated to the Coast Guard by the Navy. The PBY Catalina becoming the first Coast Guard aricraft to be permanentaly stationed in Alaska. In 1972, the Navy departed Kodiak island for good, handing control of former NAS Kodiak to the Coast
Guard indefinetly. Today, Air Station Kodiak is the major tenant of the U.S Coast Guard Integrated Support Command (ISC) based there, the unit now occupying a majority of the base as it has slowly grown in mission, aircraft and support personnel. Presently, Station Kodiak is one of the largest units in the Coast Guard and is home to one of the largest contingents of Coast Guard aircraft in the Pacific Area, also employing the largest number of support personnel in the nation. Modern day Coast Guard Station Kodiak Island now supports Search and Rescue Operations daily that cover a roughly four million squaremile (10,000,000 km2) area of responsibility covering the Gulf of Alaska, Bristol Bay, Bering Sea and the Alaska’s Pacific coast The unit’s extended mission also involves the Enforcement of Laws and Treaties (ELT) and shares a great deal of environmental enforcement duties primarily focused around the nation’s most active fisheries area. In addition, Air Station Kodiak also provides logistical support to isolated Coast Guard District 17 units(D17); Marine Environmental Protection (MEP); Aids to Navigation (ATON); Military Defense; disaster control services and relief; and assistance to numerous local, state, and federal agencies as required. The Air Station at Kodiak is just one of the many units that make up Base Kodiak. Although it accounts for the largest contingent of personnel with
65 pilots and around 350 enlisted members to support flight operations, there are also two USCG Cutters, the Munro, and the Alex Haley, as well as a Cutter SPAR, a buoy tender and an Aids to navigation (ANT) team that maintains much of the maritime buoys in very remote locations that are needed to maintain safe waterways for private and commercial traffic in the area.
FLEET From their modest start in a single donated aircraft, Coast Guard Station Kodiak has come a long way in the years since. The Coast Guard originally fielded MH-65 Dolphin helicopters during the early 1980’s that replaced the HH-52A Sea Guard fleet. Having undergone several generational
upgrades over their tenure, Air Station Kodiak now flies the MH-65D model to cover missions in the enormous response area flying many complex missions. In addition to the MH-65D, the unit utilizes six MH-60T Jayhawks to provide mission support in areas that require extra distance to be traveled to reach a patient. The MH-60T Jayhawk, featuring more standard fuel capacity as well as an external tank that can increase its flight duration substantially when required. The Kodiak fleet is rounded out with five HC-130H Hercules. March 2017 | 47
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AIR STATION KODIAK | Flying Wild Alaska The HC-130H is mainly tasked with long range medical evacuations, but the plane will also provide support in the Gulf, Bering Sea, and all the way into the Arctic Circle if required. All of the Coast Guard airframes currently in use, are now starting to show their age as the Coast Guard focuses its current budget on overhauling its even older surface fleet of cutters. The Coast Guard’s fleet of MH-65D’s are in the process of undergoing a major upgrade that will see the MH65D upgraded to the updated MH-65E. The MH-65E will incorporate upgrades including a modernized glass cockpit that will replace the older steam gauge cockpits currently seen in the MH-65D. The new digital cockpit, referred to as the Common Avionics Architecture System (CAAS) by the Coast Guard was designed and will be installed at the Coast Guard’s Aviation Logistics Center in Elizabeth City, NC. The new MH-65E cockpits will also bear similarity to those installed in the Coast Guard’s MH-60T Jayhawk fleet, facilitating a degree of cross functional understanding that will lower training times between the two airframes used by the Coast Guard. While not an exact replica for obvious reasons, the advantages to having similar equipment onboard both aircraft will assist the Coast Guard with ease in parts procurement if the similar equipment can be ordered for both aircraft, not to mention the pilot familiarity also taking a step in a positive direction whereby pilots will be seeing similar equipment with no need to reinvent the wheel with pilots who fly both airframes. The approach can be a huge bonus for safety by eliminating the need to train extensively on each airframe just to memorize the functions of each individual aircraft. The new system is hoped to effect that issue. The Echo upgrade will also replace the legacy analog automatic flight control
with a digital system, and feature a digital weather radar system, a welcome upgrade in a location such as Kodiak that relies heavily on weather predictions to stay safe. The MH-65E model is expected to be fielded to the fleet, beginning in 2017. The Coast Guard fleet of HC-130H’s will also be upgraded to the HC-130J model over the next several years, with the fixed wing modernization planned to feature upgraded engines, head up displays in the cockpit and offer an avionics suite that features an integrated flight management computer system. These improvements providing greater situational awareness for pilots and improving safety for the entire crew.
MAINTENANCE The maintenance of all Coast Guard aircraft is completed on site at each air station by highly regarded mechanics that Lt. Hermuller refers to as “the very heart and soul of Coast Guard Aviation” who often work long hours to ensure there are always flyable aircraft available when the Search and Rescue alarm rings at Air Station Kodiak. Typically in Kodiak, there are around one hundred and fifty maintainers that provide maintenance services across all three airframes represented in Alaska. The only maintenance task not completed on site by maintenance crews metal, oil or fuel sample analysis where there is a need to conduct further testing, in which case, they are sent for further analysis to the Coast Guard Aviation Logistics Center in North Carolina. MH-65D’s stationed at Air Station Kodiak are also the only unit aircraft in the Coast Guard that operate consistently with ski’s fitted to the helicopters to assist with landing in many of the inhospitable areas the air station services, spreading the weight of the helicopter across the boots or “ski’s,” enabling crews to not sink the helicopter responding to an emergency into fresh snowfall than can often be several feet deep in some locations. March 2017 | 49
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AIR STATION KODIAK | Flying Wild Alaska OPERATIONS & TRAINING Air Station Kodiak air crews perform search and rescue cases in some of the most extremely challenging environments in the world. Training therefore, is vital to maintaining proficiency and experience when search and rescue calls are received. Risk management accordingly is a topic that is well engrained into the culture of Coast Guard Aviation. Training limits are put in place to help protect crews and risk vs. gain discussions are a feature of every preflight briefing, including several that we both witnessed and were an active part of during our time in Kodiak. Flight crews we spoke to on site mention this flight discussion that is an everyday part of life as an aviator in the Coast Guard, and another vital procedure that needs to be performed each flight to mitigate risks that each aircrew may face based on the many factors that need to be considered on the ground prior to launching for a flight. While mission flights may differ
drastically from day to day, training limits are put in place for all aircrews that prevent the launch of an aircraft If the ceiling sits at 500ft or below, and two statute miles of visibility horizontally. Below that threshold, the risk becomes too great for a training mission and will often be scrapped to mitigate unnecessary risk to air crews and aircraft. Being assigned to Air Station Kodiak not something a first time pilot will be assigned right out of flight school, due to the severity of the conditions that can be faced in Kodiak and several other bases around Alaska. Instead, Air Station Kodiak is considered a “second tour billet” for pilots who have previously served at another Air Station and gained flight experience in less challenging flight conditions. The Coast Guard recognizes that the conditions in Alaska provide more chances to get yourself both in and out risky situations than those encountered in the lower 48 states, so Kodiak is considered a “second tour billet”
Air Station Kodiak policy requires that even accomplished and experienced aircraft commanders reporting in June-August “winter-over” before they can sign for an aircraft themselves in spring of the following year to ensure that a thorough familiarization of the area and risks that it possesses are understood. Flight mechanics however are permitted to begin their career in Kodiak, as are rescue swimmers as the Service deems necessary. Coast Guard pilots must fly a minimum of forty-eight hours in a six-month period to remain proficient to fly. NVG based mission proficiency requires a minimum of six night hours and four hours under night vision goggles, although this serves as a bare minimum, typically aircrews at Air Station Kodiak will fly between 100-250 hours during a semi-annual period. The same annual training requirements exist for all Coast Guard aviation units, however, the frequency at which
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Kodiak aircrews are called upon to fly in extremely poor weather conditions is significantly higher than other units located in warmer climates. The constant exposure to IFR conditions requires aircrews to be at the top of their game in flight, which, if you have ever ridden along with any Coast Guard aircraft, you can verify this as the case with each and every flight, with pain staking attention paid to confirm each checklist twice between the pilot and copilot to provide a secondary form of verification.
RESCUE OPERATIONS Averaging almost ten thousand hours flying between fixed and rotary aircraft in support of rescue operations and training in 2016, Air Station Kodiak is a base that is constantly in motion. Aircraft depart and return constantly from missions throughout the day, and some depart and do not return the same day, as they
may be dispatched to retrieve a medical evacuation from one of the many small outlying island settlements, often requiring that the location the aircraft fly to, have the ability to refuel any Coast Guard aircraft in the field. This is also sometimes done with support units that will fly out ahead of a mission to deliver fuel to the destination, or crews may also rely on previously staged fuel that has been dropped at outlying locations to ensure that each aircraft can make it back to a location that provides fuel at an airport within the flight plan. This careful planning, put in place to ensure that due to the remote locations that some of the flight crews respond to, that there is a plan in place to accommodate rapid transit to a medical facility. With search and rescue missions being the “bread and butter” of an operation such as Air Station Kodiak, crews often launch in some of the most
inhospitable conditions you can find. There are hardly any conditions that these hardened professionals call “unflyable.” One of the most notable rescue operations conducted by crews from Air Station Kodiak, was a rescue that occurred on the 23rd of March 2008, when Coast Guard Station Kodiak received a mayday call alerting of a stricken fishing vessel. The F/V Alaska Ranger, began taking on waterand eventuially sank, approximately 130 miles west of Dutch Harbor. The vessel began taking on water around 0230 in the morning, forcing all crew members to abandon ship into 32 degree water. An HH-60 Jayhawk that was forward stationed at Saint Paul Island and an HH-65 that was deployed on the Kodiak based USCG Cutter Munro were dispatched to the scene, followed by the Munro and assisted by the F/V Alaska Warrior a sister ship Top Left: A USCG MH-60T conducts training in the mountains around Kodiak. Bottom Left: Rescue swimmers, pilots and boat crews regularly conduct training to stay sharp on their rescue skills Bottom Middle & Right: Coast Guard pilots can only apply for a spot at Air Station Kodiak on their second tour due to the complex flying conditions in Alaska.
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and Good Samaritan vessel that also responded to the ship’s distress calls as it began to take on water. Between all of the assets that arrived on scene, crews were able to rescue 42 of the 47 people on board, the helicopters recovering twenty of the victims in the water. This rescue now regarded as the greatest cold water rescue in Coast Guard history. Sadly, five crewmembers perished in the sinking, with one body never recovered.
LIVING & WORKING IN KODIAK To find out what it is like to be stationed in one of the most inhospitable locations the Coast Guard serves, we spoke to several of the staff on base, many who requested to be billeted for a tour in Alaska. Some for the fishing, others for the unique hunting offered in a place like Alaska, where if you are fortunate enough to obtain a hunting tag for a specific animal
AIR STATION KODIAK | Flying Wild Alaska
(which are carefully controlled and only a few are issued each year to manage populations depending on the animal) you can hunt everything from elk to mountain goats in the Alaskan wilderness.
For a description of coming to Alaska as a pilot, we asked Lieutenant Craig Hermiller, an HH-65 pilot to give some insight into what it is like being assigned to Air Station Kodiak. “Kodiak does mean something special, especially in a search and rescue helicopter. This is the most extreme area to fly. Conducting the type of operations we do, there is little margin for error. The weather is very challenging to navigate; the seas are higher than anywhere in the lower 48” Said Hermiller. The nights are darker and longer due to Kodiak’s latitude and I have a healthy respect for any wind
advisories we get, as gusts can get as high as 70-100MPH in some locations Air Station Kodiak responds to in their service area during the winter.” “The vast distances traveled to do our job here is extreme. A majority of the SAR cases where people are in dire need, occur in very remote locations of this state and you quickly realize that you are very small in comparison to the larger world around you. Hoisting a survivor off a listing fishing vessel or having to conduct a medevac, using the rescue for a heart attack victim off a container ship located one hundred miles out in the ocean really is a challenge. Alaska covers an enormous geographical area that I think few people fully realize unless they are residents or have spent more than a week in Alaska.” Said Hermiller.
Top Left: A USCG MH-66D trains in hoist rescuing with a rescue dummy Bottom Left: USCG Cutter Munro stationed at Kodiak took part in the Air Station’s most famous rescue Top Right: An aerial shot of Air Station Kodiak illustrating the terrain and wether faced in Alaska Bottom Right: A USCG C-130J flight crew practice
marginal weather approaches at USCG Kodiak
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Main Image: A Kodiak based MH-60T during a swimmer drop off the coast of Kodiak Lower Images: The crews at Coast Guard Air Station Kodiak perform one of the most diverse mission profiles in the Coast Guard and can be required at a moments notice to participate in real world emergencies in the treacherous waters in the region. For that reason, crews train regularly to ensure their skills stay sharp.
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CHC Helicopters From Canada -
To the world
Mesa Police Aviation have been fortunate that as the city has grown, so too has the aviation assets in their agency to cater to the population growth. 5656|| heliweb heliweb magazine | heliwebmagazine magazine 56
Story by Ryan Mason Images : Courtesy of
Sikorsky Archives
CHC is on the way back, but they really never left. Celebrating 70 years in operation in 2017, the leader in oil and gas helicopter transport services is scheduled to emerge from Chapter 11 bankruptcy and return to business as usual, with a whole new look.
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“To mark a new chapter in our history, we carefully examined every aspect of who we are – our history, our core operations, our outstanding people and our customers – to find what sets us apart, We’re keeping our iconic hummingbird, but with a distinctive and modern twist. Our new colors hearken to our roots at Okanagan Helicopters. And our positioning reflects our legacy of continuous improvement and innovation that allows us to reach beyond where others go to help our customers find the solutions they need to be successful.” - Karl Fessenden, President and CEO, CHC Helicopter. CHC announced in January the beginning of a year-long celebration of the operator’s 70-year history since its humble beginnings as a crop dusting operation in British Columbia in April of 1947, along with a new look logo that was unveiled in March, right before the Heli Expo show, signifying their goal of a strong reemergence into the industry.
giants in the rotorcraft industry,” said Karl Fessenden, President and CEO of CHC Helicopter.
CHC traces its roots back to Carl Agar, A.H. “Barney” Bent and Alfred “Alf” Stringer, the three Canadian Air Force veterans who founded Okanagan Air Services on April 18, 1947.
“We recognize, appreciate and value the achievements that have helped build our legacy, and appreciate the contributions from our leadership and the many men and women who have worked hard across our business and over many years to support our customers.” Okanagan Air Service took delivery of its first aircraft in August 1947, and Carl Agar perfected the utility use of helicopters in rugged and remote mountainous terrain.
Over the next seven decades, CHC evolved from a single helicopter to a global leader in offshore transport, search and rescue, utility and emergency medical services.
By 1950, Okanagan was supporting the world’s largest year-round helicoptersupported construction project located in northern Canada.
“Our entire team recognizes that we are standing on the shoulders of some of the
As Okanagan Air Services grew, it was renamed to Okanagan Helicopters Limited
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in 1952. The company expanded into the oil and gas sectors and operations expanded north to the Arctic Islands, east to Newfoundland and then south to the United States. By the late 1950s, Okanagan was one of the largest and most experienced helicopter operators in the world. Okanagan flew its first international contract in Central Asia in 1963 and its first offshore flights to drilling platforms in 1967. During the 1970s and 1980s, Okanagan’s expertise was in high demand, winning international oil and gas contracts in more than two-dozen nations, including the Peoples Republic of China. In 1987, Craig Dobbin’s Sealand Helicopters merged with Okanagan Helicopters and Toronto Helicopters to create the Canadian Holding Company, which later became CHC. From this platform, the company continued
to pursue merger and acquisitions globally, in the United Kingdom, Norway, South Africa, the Netherlands, Europe, Africa, Asia and Australia over the next 18 years. CHC will be celebrating the shared history of their regional acquisitions and companies throughout 2017 recognizing the contributions of staff around the world that have contributed to the company’s growth and success in the many worldwide locations where CHC operates that will be announced throughout the year. In 2005, CHC partnered with Brazilian Helicopter Services (BHS) to further expand its capabilities into Latin America. Each of these companies also have their own rich histories that CHC will honor throughout their year long celebration. In 2004, CHC created two distinct divisions: Helicopter Services, which covered global operations and Heli-One, the world’s largest independent helicopter maintenance, repair and overhaul (MRO) provider. Today, both divisions continue to serve customers around the world across six continents.
CHC | FROM CANADA - TO THE WORLD
The company has been working since then to rebuild their operational structure to ensure no repeat of the same situation occurs. In court filings lodged in Texas where the case is being heard, the company is listed as having a hearing to seek reemergence from bankruptcy proceedings that begins February 13th-15th, 2017, after meeting all court ordered conditions. The company has also in recent months been preparing their various business units around the world in anticipation of emergence from bankruptcy.
helicopters in Australia, Timor-Leste and Malaysia providing transfer services to oil and gas customers and search and rescue and emergency medical services to the community. While it is still a long road ahead for CHC to continue to build on their legacy, the company also announced a new contract signing in January, demonstrating they are still working hard to emerge stronger than before.
The Asia Pacific region hiring a new regional head, with the selection of Vincent D’Rozario to lead the Asia Pacific region for CHC. D’Rozario will join CHC Group at their Asia Pacific headquarters in Perth, and also join the Global CHC Senior Leadership Team. CHC Helicopter Asia Pacific flies a fleet of more than 30 medium and heavy
CHC has not been immune however to the global downturn in the oil and gas sector. The company was probably the hardest hit by the downturn that provided global transportation services to many oil and gas companies. CHC was burdened with a high debt and too many helicopters as business began to deteriorate in the sector. The company chose to seek chapter 11 bankruptcy relief, which it filed on May 15th of 2016. Top Right: New Head of CHC’s Asia Pacific operations Vincent D’Rozario Below Right: Okanagan Helicopters became the leader in utility operations in Canada before large growth took them on to the world stage,
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MAST BU HAS INDUSTRY CULTURE IN NEW ZEALAND COST LIVES? 6060| heliweb | heliwebmagazine magazine
UMPING :
Story and Images by
Ryan Mason
In recent months, there has been renewed focus in the industry relating to mast bumping accidents. Those involving Robinson Helicopters gaining much attention due to a significantly higher accident rate in the small island nation of New Zealand. Robinson Helicopters delivered a helicopter in December of 2016 that became the company’s 12,000th helicopter produced by the Torrance, California-based company that is still owned and run by the Robinson family. Conservative estimates place the total flight hours of Robinson Helicopters around the world at approximately 35 million total hours of operation. With the significant amount of R22s, R44s, and R66s manufactured by
Robinson, the question that needs to be asked in the helicopter industry is, why is there such a large disparity of mast bumping accidents occurring in New Zealand, a country with just over three hundred Robinson Helicopters in operation. This compares with the United States that has nine times as many helicopters. The focus on accidents related to mast bumping in New Zealand has come with a flurry of news stories from sources that include industry magazines, online media sources and the print media in New Zealand. Some stories, as is often done in media circles, quote verbatim from one news source to another or quote “facts� shared on social media. March2017 2017| 61 | 61 March
| heliwebmagazine magazine 6262| heliweb
MAST BUMPING | HAS INDUSTRY CULTURE IN NEW ZEALAND COST LIVES? In recent months, there has been renewed focus in the industry relating to mast bumping accidents. Those involving Robinson Helicopters gaining much attention due to a significantly higher accident rate in the small island nation of New Zealand. Robinson Helicopters delivered a helicopter in December of 2016 that became the company’s 12,000th helicopter produced by the Torrance, California-based company that is still owned and run by the Robinson family. Conservative estimates place the total flight hours of Robinson Helicopters around the world at approximately 35 million total hours of operation. With the significant amount of R22s, R44s, and R66s manufactured by Robinson, the question that needs to be asked in the helicopter industry is, why is there such a large disparity of mast bumping accidents occurring in New Zealand, a country with just over three hundred Robinson Helicopters in operation. This compares with the United States that has nine times as many helicopters. The focus on accidents related to mast bumping in New Zealand has come with a flurry of news stories from sources that include industry magazines, online media sources and the print media in New Zealand. Some stories, as is often done in media circles, quote verbatim from one news source to another or quote “facts” shared on social media. Unlike stories published by helicopter industry sources, mainstream media sources have sought to sensationalize the accidents, often publishing information with little to no factual evidence to support claims and speculations made. The most common issue with the mainstream reporting of an
accident is a complete lack of accurate comparative analysis that is skewed to suit a particular story narrative. While this story will likely continue to evolve, Heliweb will endeavor to continue investigating the incidents, causes, and practical solutions provided by the industry and attempt to provide a comprehensive view of the situation as information becomes available.
WHAT WE KNOW The number of Robinson helicopters operating in New Zealand totals approximately 300, that number making up almost 40% of the nation’s fleet of civil helicopters. There is no question New Zealand has a problem with mast bumping accidents; the evidence plainly supports this. What mainstream sources lack to mention, is that New Zealand’s Civil Aviation Authority (CAA) had already identified the problem several years previously and was aggressively looking into the issues, making changes, and working with Robinson, pilots, and operators, and other aviation regulators to addresses the issue collectively. One of the issues the CAA identified was the culture towards training and flying in New Zealand differed greatly than other countries. The culture in New Zealand was, in fact, contrary to that of accepted safe operations in other areas around the world. In response, the CAA began working to harmonize training to change both the operational and training culture of New Zealand. Following an R44 mast bumping accident occurring near Queenstown New Zealand, the New Zealand’s Transportation Accident Investigation Commission (TAIC) put all three Robinson helicopters on a “Watchlist.” TAIC is the New Zealand agency in charge of investigating accidents in the same
capacity as the NTSB in the United States. Whether or not Robinson should have been put on a New Zealand “Watchlist” is the subject of another story. The TAIC in their watchlist specifically mentioned New Zealand’s mountainous terrain and high winds as possible causal factors. Since 2000 there have been 8 Robinson accidents attributed to mast bumping in New Zealand. Comparing New Zealand mast bumping accident rates with the United States shows the size of the problem. The New Zealand fleet of only 300 Robinsons is dwarfed by the approximately 2,700 Robinsons in use in the United States. However, accidents attributed to mast bumping in the U.S over the same time period shows both countries have had the same number (8) of mast bumping accidents. Given the disparities in fleet size, the question is why is the rate of mast bumping accidents in New Zealand, nine times higher than that of a country that operates nine times as many helicopters? The skewed reporting on these incidents often fails to mention accurate statistics that show New Zealand as having an accident rate attributed to mast bumping of 2.66% when compared to their fleet size. In comparison, in the United States, with a fleet size, nine times larger, the mast bumping accident rate is 0.296%. That disparity led the CAA to spend time on further investigation of the matter, which included an anonymous survey sent out to members of the industry for candid feedback on what may be affecting the higher results. What was found in the results supported the CAA’s assumptions that there was a cultural issue among pilots in their approach toward training new pilots and how pilots flew Robinson March 2017 | 63
MAST BUMPING | HAS INDUSTRY CULTURE IN NEW ZEALAND COST LIVES? Helicopters in New Zealand. This also comports with the fact that Robinsons are being operated successfully around the world in similar conditions without showing accident rates remotely similar to those in New Zealand. The survey put out by the CAA (see tables in attached graphics) was responded to by 600 members of the industry in New Zealand that included pilots, owner/operators, maintenance engineers and others that work in the helicopter field. Some of the responses given continuing to raise more questions about the industry culture. Respondents were asked to rate the frequency of two safety-related behaviors along a fourpoint scale running from never – rarely – sometimes – frequently.
THE ITEMS WERE: The performance limitations of 1. helicopters are exceeded; 2. Helicopter operators cut corners and take shortcuts;
A staggering 61% percent of respondents stated that performance limitations were exceeded either frequently (13%) or sometimes (49%.) Only 9% of respondents said they never exceeded the limitations of their aircraft in New Zealand. The second question as it related to
operators cutting corners, returned a result of 50% of respondents who believed operators cut corners. “Frequently” getting 8% of the resultant number and sometimes 42% of the vote. Out of all respondents, only 11% of the entire field believed that operators never cut corners. While that may be easy to try and write off as a result that could have been steered by operators that think others in the industry operate unsafely, this can be quickly debunked based on the total number of operators participating in the survey only comprising 22% of the total respondents.
WHAT PILOTS CAN DO Robinson’s advice to pilots, contained in Robinson’s publications including Safety Alert 18 Nov 2016 and Safety notices SN-32, SN-29 and SN-11 set forth the precautions that must be taken to avoid low G conditions and the potential for mast bumping. Robinson advises primarily against flying in significant turbulence and practicing maneuvers that could induce low G conditions, like a “low G pushover,” which is expressly prohibited. Secondarily, the manufacturer advises in the Safety Alert, in the event of a low G situation occurring (a lightweight feeling in the seat), the first flight control input that should be performed above all others is the application of gentle aft
cyclic pressure. The Safety Alert states to respond immediately and not wait for a full low G situation. Once in a low G situation, a resulting right roll can occur, which is the beginning of the pilot losing control of the helicopter. The more significant point contained in Robinson’s Safety Alert and SN-32 for pilots is to slow down if turbulence is anticipated during flight. When in a highspeed nose down attitude in forward flight, a Robinson, or any other semirigid rotor system helicopter, is more susceptible to mast bumping in low G conditions because the tail rotor of the aircraft is producing more thrust and is higher relative to the aircraft’s center of g
CONCLUSION New Zealand’s focus must change from a mentality towards blaming an aircraft design for what is shown to be the need for a cultural shift in pilot attitude, proficiency and how aircraft are flown in the country. Having flown an estimated 35 million flight hours globally since their 1982 introduction to the market, Robinson Helicopters have been involved in 291 fatal accidents, resulting in 512 fatalities worldwide as of the time of publishing. Those numbers when compared with the amount of global flight hours, equate to a less than 0.001% fatality rate, or 0.0008% accident rate when compared to total flight hours. While every death is tragic, the fact remains that statistics do not lie.
L ef t : Statistics obtained from a CAA survey of the helicopter industry showed concerning numbers of pilots and operators exceeding helicopters limitations set by manufacturers.
64 | heliweb magazine
“Out of all respondents, only 11% of the entire field believed that operators never cut corners.�
March2017 2017| 65 | 65 March
BELL
From Design, to Delivery | heliwebmagazine magazine 6666| heliweb 66 | heliweb magazine
505
X
JETRANGER
The Bell 505 JRX, signalling the company’s return to the short light single market has finally delivered its first helicopter in the U.S.A. We take a look at how the JRX was designed and built with the customer in mind.
March March2017 2017| 67 | 67
When the curtain dropped at Heli-Expo in 2013 to reveal the Bell 505 JetRanger X to the world, it was standing room only on the show floor, as the biggest announcement in decades from Bell that would signify their reentry into the short light single helicopter market. The interest in the new 505 Jetranger X was immediate and has continued throughout the many shows globally the 505 has headlined since the initial reveal. The new short light single generating over three hundred and fifty letters of intent, most of which are now firm orders, while the Bell sales team works through finalizing conversion of the remainder into firm orders as the first delivery looms.
THE FIRST DELIVERY By the time you are reading this article, the first 505 to roll off the production line will have been delivered to its first customer, occurring just before this year’s Heli-Expo show in Dallas. The first Bell 505, purchased by Scott Urschel, Co-owner of Aviation Battery Systems, who manufacturer and distribute Start Stick. Urschel, an entrepreneur in the helicopter industry, will take delivery of the first 505 under his company Pylon Aviation. For those not familiar with Urschel (see Heliweb Magazine October 2016 profile,) he was also part of the unique approach taken by Bell to seek customer input in the design and development of every aspect of the new helicopter. Customers from a select group of industry heavyweights, including Urschel, were asked to participate in what Bell named the “Customer Advisory Panel.” The group of twenty included many wellknown professionals. 68 | heliweb magazine
The panel put together by Bell, featuring names familiar to many in the helicopter industry, both at home and abroad. The company bringing in professionals from companies large and small, foreign and domestic, that would collectively give their expectations of what they wanted to see in the worlds next short light single helicopter. Bell gave the Customer Advisory Group an open canvas and tasked the group with writing the story of the new Bell 505. From that point on, the team was involved in every aspect of the design process, assisting in all areas of developing the 505 from the ground up. The group’s input was considered throughout the design process, involving contributions in the 505’s interior layout, selection of power plant, transmission, and avionics included in the final version of the 505. Input from Urschel and other members of the group continued throughout the development process, Urschel describing the group’s initial meetings at Bell’s Mirabel offices as twenty people put in a room, tasked with coming up with design criteria for the as yet unnamed helicopter that would be something never seen before in the market. The task ahead included each member of the group listing everything they could think of that was lacking in short light singles in the market at the time. A wish
list of sorts, detailing many items that the group considered were missing in current aircraft. The list included items on such as performance improvements over current models, a digital cockpit included as standard, all the way down to the way the doors of the helicopter opened, all while remaining cost competitive in line with other models and offering state of the art equipment as standard.
BELL 505 | FROM DESIGN TO DELIVERY
The list compiled by the group was then given to Bell engineers, who worked diligently to achieve each item listed to incorporate into the 505 design. In Urschel’s mind when he looked at the list, he saw some lofty expectations, wondering if it would even be possible for Bell engineers to achieve the list of items that the group had requested be included in the new 505. To the team’s
surprise, what was delivered by Bell’s engineers in the initial design, not only met but exceeded everything the collective of industry professionals had asked for. After the initial unveiling at HeliExpo in Anaheim, California, Bell faced industry criticism from some, centered on the company’s use of legacy parts from the existing Jetranger design that was now almost
forty years old. Leading some in the industry to label the new helicopter “a Jetranger with a new skin.” Some even poking fun at the design of the new helicopter that in some minds, bore an apparent resemblance to that of an Anteater, going as far as depicting the similarity in graphic form that can be found in social media group discussions on the new helicopter.
March 2017 | 69
Left: While some dismissed the Bell 505 as
a “Jetranger in a new skin” Others likened the new body design to something that bore resemblance to an anteater, as seen in these illustrations online. Scott Urschel, the first person to fly the 505 JRX and the first customer to purchase a 505 stated that perceptions would change once it entered the market and people had a chance to fly it for themselves. Graphic reproduction courtesy Justin Prickett
The reality of what this unique approach to designing and building the new Jetranger X achieved was according to Scott Urschel “an aircraft that outperforms every other helicopter in the light single class on every level.” Urschel remains the only member of the Customer Advisory Panel that has test flown the Bell 505, providing valuable information to Bell engineers during development conducted in Mirabel. Urschel performed multiple test flights, working with engineers at Mirabel to provide valuable feedback on several recommended changes to the flight characteristics. Based on Urschel’s flight experience in the aircraft, and other recommended changes from many of the other advisory panel members. Most of which are now part of the Jetranger X final design specifications. “Using the Bell Longranger L4 rotor system to speed up the overall development and certification period and get the helicopter to market 70 | heliweb magazine
faster was a suggestion made during discussions between the advisory group and Bell engineers,” said Urschel. “We decided after the engineers informed us that the Longranger rotor system met the design specifications, that it was the smartest option available and would also keep the cost of the helicopter competitive in the market. What we did not know at the time, was that Bell’s combination of a dual FADEC with the L4’s high inertia rotor system showed exceptional rotor RPM stability, unlike in any other twobladed system.” He added. As test vehicles took to the skies in 2015 to perform certification testing, Urschel and others on the panel were regularly consulted as input became available from Bell engineers, and test pilots throughout the testing and certification phase. The team at Bell, continuing to tweak the performance of the helicopter, which eventually resulted in what became the final configuration used in the latter stages of testing before certification.
In comparing the 505 to other light singles, Urschel stated “this helicopter will likely become the new standard for the short light single market, it has better tail rotor authority, a higher payload capacity and better hot and high performance than anything else in its class. This helicopter is not a Longranger based helicopter, it is a Jetranger sized aircraft, and in my opinion, it outperforms everything else already on the market. Some might disagree because they have not flown the 505, but I believe that once they have flown the aircraft themselves, they will change their opinion.“
505 JRX PRODUCTION The team at Mirabel is currently ramping up final preparation to the production line that will commence shortly producing the new short light single helicopter on a daily basis as they begin to fulfill orders, clearing the backlog of orders. Some customers, the first to place firm orders for the helicopter, from the United States, China and Australia have now been patiently waiting for their new helicopter since Bell began taking pre-orders for the helicopter almost four years ago.
“Once the 505 goes into full production, which we are aiming for very soon, we are projecting the ability to produce between one hundred and fifty, to two hundred units of the Bell 505 from our production line at the Mirabel facility. Once the backlog of orders is cleared, we can then ramp production up or down as market demands dictate. The figure we have is, of course, an estimate, but we hope that we can beat that number once regular production begins and get the helicopters already ordered by our customers delivered promptly. Once that is accomplished, we can continue producing the 505 to meet the needs of the industry.�
INTERNATIONAL MARKET The Bell 505 has seen a steady stream of firm orders since development commenced on the helicopter, not just from the North American market, but according to Evans, between LOI’s and firm orders already on the books with Bell, the Jetranger X has keen interest from both the European and South American market. The interest level in the 505 overseas now rivaling levels domestically for the new helicopter, Evans said. When speaking about the international sales potential, Evans was extremely optimistic on company projections on
foreign acquisitions of the 505, basing his estimation on the amount of interest also shown in Asia Pacific countries. China and Japan have also shown significant interest in the model, with Bell also recently entering into agreements with several Chinese partnerships that the company believes will assist in facilitating further market penetration for the company in the Asia Pacific region. Evans added that Australia has also traditionally been an excellent market for Bell Helicopters, specifically the Jetranger, of which there are over five hundred still in operation in Australia, performing every mission imaginable from tourism to news gathering.
Below: The Bell team celebrated the completion of development and testing as the 505 JRX was issued Canadian type certification on December
19th, 2016, closely followed by the production certificate on February 4, 2017. Photo: Bell Helicopter
March 2017 | 71
FACTORY TRAINING
Photo credit: Christian Tilmanns
Bell looked closely at how the company was going to handle the training element that is essential to the safe operation of a new helicopter that is entering the market for the first time. The company includes providing initial training to new customers of all helicopters at the Bell Helicopter Academy, and while other helicopters in the Bell range offer a mix of simulator-based training and real world training, Bell decided at least initially to concentrate on providing real world training in the Jetranger X in Fort Worth. 72 | heliweb magazine
All instructors at Bell’s Academy are currently all in the process of getting up to speed with the new 505, so they can hit the ground running once deliveries commence. Although Evans refused to rule out a Bell 505 JRX simulator in the future, he stated that at least for the short term, training would continue through traditional means.
JRX VARIANTS Initial orders for the 505 JRX, according to Evans are disproportionately slanted towards private ownership in the initial group of existing LOI’s and firm orders
in place on the 505. Despite a significant amount of initial interest in the law enforcement variant of the Jetranger X, Bell is yet to sign a launch customer for the law enforcement variant, that will bring the newest entrant into the short light single market back to the law enforcement market it once dominated. Interest has also been high from potential owners looking to employ the 505 into missions that range from tourism in Australia to line survey in the United States and everything that its older siblings, the Jetranger and Longranger, have dominated in times past.
THIRD PARTY SUPPORT Although the list of aftermarket suppliers will likely grow as more of the helicopters hit the market and allow companies that produce nonOEM equipment to evaluate where their products could best be utilized in the new JRX. Bell has already begun working with a select few aftermarket retailers that provide specific add-ons that will enhance the OEM offering from Bell. Two companies offering enhancements that were developed alongside the ongoing certification efforts of the 505 are Mecaer Aviation, who announced the development of a VIP interior for the 505 that touts several luxury design options for customers to choose from. United Rotorcraft was also extended an early invitation to collaborate on the 505, subsequently becoming the first in the industry to adapt a functional modular air medical interior for the light single 505, which converts the helicopter into a HEMS configured model while only losing two seats. Designing the HEMS interior placing the patient gurney down the left side of the aircraft, mirroring several other single engine turbine HEMS aircraft, yet only losing a front and rear seat. “The United Rotorcraft EMS kit for the Bell 505 is something that we have seen lots of interest from in countries that are less likely to use a larger twin engine helicopter for medical missions. A short light single HEMS aircraft could potentially revolutionize
medical transport in third world countries,” said Evans. “The original Bell 206 Jetranger was the pure definition of a multimission helicopter, so the Bell 505 JRX had to be every bit as capable in the marketplace. It had to match or exceed the performance standards held for so long by the Jetranger, but it also had to offer customers more, and we believe we have done that with the Bell 505” Although initial interest in the new short light single is
high, it remains to be seen if the Bell 505 Jetranger X will reach the same heights as the popular 206B Jetranger did over its long production life. Only time will tell if the 505 will continue to generate sales once the initial backlog is cleared. The ongoing success of the new 505 JRX will hinge on global acceptance of the helicopter once it is brought into the market and adapted into the many missions its predecessors currently execute worldwide.
As a key member of the Customer Advisory Panel, Scott Urschel, entrepreneur and owner of Pylon Aviation was the only person outside of the Bell team to fly the Bell 505 during testing and provide valuable feedback that was eventually used in the final design of the helicopter.
March 2017 | 73
VISUAL DECISION POINT THE
A definitive definition for the VDP can be found in the Aeronautical Information Manual. It reads, in part that a VDP is a defined point on the final approach course of a non-precision, straight-in approach procedure from which a stabilized visual descent from the MDA to the runway touchdown point may be commenced. The AIM verbiage continues by saying that the pilot should not descend below the MDA prior to reaching the VDP. When a VDP is included on a nonprecision approach it can easily be identified by a distinctive “V” in the profile area of the approach chart. The VDP is found along the final approach segment of a straight in non-precision approach. VDP’s are in fact navigation references and can be identified by marker beacons, DME or most commonly by IFR approved GPS indications. In the profile view
The instrument checkride is undoubtedly one of the most stressful exams that applicants will undergo. It’s understandable, the amount of new knowledge that applicants must have digested prior to the examination would leave the sharpest of applicants anxious and apprehensive. One item that I have found that leaves many applicants with the deer-in-theheadlights look is when I ask about heliwebmagazine magazine 7474| |heliweb
the VDP or the Visual Decision Point. The responses from applicants can range from a nearly correct answer to a full blown stratosphere-away answer. Understanding the concept of a VDP doesn’t have to be difficult, in fact, I would submit to you that the complexities of understanding the VDP are due in part to the shear nature of its simplicity. In other words, the VDP is often “over thought.”
example provided you will see that the VDP is located 1.1 NM from RW03
WHY THE VDP? To get an idea of why the VDP is important and exists on many nonprecision approaches we need a quick review of a very important regulation. FAR 91.75 is the regulation that gives us the elements necessary to descend below the Minimum Descent Altitude (MDA) and land.
Essentially we must have: - The required flight visibility. - At least one of the associated runway environment items visible (threshold, threshold lights, etc.) - The aircraft is in a position from which a landing can be made using normal descent rates. It is the last element related to landing using a “normal” descent rate that plays a key part of the VDP concept. While the exact rate of descent that defines “normal” is often up for debate amongst instrument instructors the FAA does give us guidance on the matter.
actually found at the runway threshold; a place from where making a “normal” descent is anything but practical. Is a VDP an actual missed approach point? No. However, will you be able to make a “normal” descent at the missed approach point (MAP) when it is located at the runway threshold? Not likely; hence the beauty of having a predetermined location (VDP) of where to begin your stabilized descent. If at the VDP you don’t have your required in-flight visibility and one of the
It is easy to see why VDP’s came about and are paramount for safety. They essentially back up the missed approach point (MAP) to a location on the approach track where you actually have time to descend and land. This is critical as many missed approach points are
In this particular instance an important point to consider is that the VDP may end up (in effect) raising your minimums. So if the published visibility minimum is 1 mile, but the VDP is 2.6 miles from the runway, you really need 2.6 miles of visibility, not 1 mile. At 2.6 miles from the runway if we had the required flight visibility and one or more of the runway environment items visible we would have enough distance (2.6 miles) to effectively descend on a 3 degree stabilized gradient.
The FAA’s Instrument Procedures Handbook discusses Maximum Acceptable Descent Rates. The handbook states “Operational experience and research have shown that a descent rate of greater than approximately 1,000 fpm is unacceptable during the final stages of an approach”. This brings us back to the VDP and its core definition given above, specifically the part about the VDP being that last point from which a stabilized visual descent from the MDA to the runway touchdown point may be commenced. The VDP provides a 3-4 degree descent gradient; this equates to about 300–400 feet of descent per nautical mile.
Based on the formula previously mentioned we could simply take the MDA height above terrain of 796, for simplicity we will round it to 800 and then divide by 300. This gives us an answer of 2.6 miles.
associated runway environment items visible good prudence says a missed approach should be in order.
MAKE YOUR OWN For various reasons chart designers aren’t always able to implement a VDP. Not to worry! Math so simple that even a pilot could appreciate it is available to give us guidance. For a straight-in, nonprecision approach that doesn’t have a VDP you can in fact figure your own VDP. Simply take the MDA height above the ground/terrain and divide it by 300. Let’s take a practical look. In the below example you will see that the MAP is located at the threshold of Runway 19. Although not visible on this snapshot the field elevation for this approach (airport) is 584’. The same result you get from subtracting the MDA height above terrain (796) from the MSL MDA (1380).
A quick check of the rate of descent table in the back of the Terminal Procedures Publication shows that a ground speed of 90 knots on a 3 degree descent gradient would require. a descent of around 475 feet per minute Compare this realistic rate of descent value to that which would be required when getting to the actual MAP, identifying the runway and diving for it. An autorotational descent isn’t exactly going to qualify for a “normal” descent or maneuver for landing. As alluded to earlier, VDP’s don’t always exist for an assortment of reasons. So, if you are using the above method or any other methods for estimating your own VDP don’t just blindly create your own VDP without making sure you won’t be too close to something that will hurt you. Proper due diligence for the approach brief is critical.
March 2017 | 75
Rotorheads
Col. Mike Williams USMC (Ret.) Cobra Pilot Story by Ryan Mason
heliwebmagazine magazine 7676| |heliweb
PILOT PROFILE | Col. Mike Williams Writing a story about a man that has more years of Military experience than you have had years on the earth is a daunting task.
While in boot camp, Williams found out about the Army’s Warrant Officer Flight School, subsequently applied and was accepted.
Especially when that person is Colonel Michael “Iron Mike” Williams (Ret.) A man that has served in three out of five Military branches in the United States and achieved more in his lifetime than some could hope to in several lifetimes.
Williams reported to Fort Wolters, Texas in August of 1970 and graduated flight school at Ft. Rucker, Alabama at the rank of Warrant Officer in June of 1971 before being shipped to Hunter Army Airfield in Georgia to begin transition training in the Bell Cobra.
Michael Williams was born in Milwaukee, Wisconsin in February of 1950, the son of a Navy fighter pilot that flew Corsairs for the Navy during World War II and Korea. Williams himself had decided by age five that his destiny was to follow in his father’s footsteps and become a fighter pilot too. His love of aviation fostered during his time growing up around the country as a “Navy Brat” where he would follow his father to the airfield to watch him train new pilots in Corpus Christie, Texas, where Williams Senior flew the T-28 Trojan. It was while the family was stationed in Hawaii between 1958-1960 that Williams discovered the U.S Naval Academy and decided he had to attend. The only problem preventing him from doing so… he was only nine years old at the time. Fast forward another eight years, and a trait that would become a hallmark of “Iron Mike” to anyone that knew him emerged. He made good on his ambition, gaining acceptance to the U.S Naval Academy in 1968 as a midshipman. Unfortunately for Williams, his ambition did not match his scholarly ability, leading to his flunking out of the Naval Academy in 1970. Undeterred and still wanting to be in the Military, Williams signed up the following week to join the Army as an Infantryman.
A little over two months later, Williams was ordered to head to Vietnam, assigned to C Battery 4th Battalion, 77th Artillery (Aerial Rocket Artillery). He landed at Camp Evans, south of Quang Tri in Vietnam where he flew missions to support the Military Advisory Command, Studies and Observation Group and Command and Control North. During his time stationed in Vietnam, Williams moved between several different detachments, including transferring to A battery of the same battalion and moving on to D Troop, Air Cavalry, of the 196th Light Infantry Brigade, where he flew the UH1-H, LOHs, Night Hawk and Cobra. For Williams, the flying was just a way of staying in the fight against the North Vietnamese Army, known to those fighting as NVA.
While flying missions in Vietnam in the Army, Williams received several commendations for his actions, including two Air Medals with Valor, one for actions during a mission on New Year’s Day in 1972, and the second for covering an LOH that was shot down. Williams also added a Vietnamese Cross of Gallantry during his tour. He describes his most defining mission as one that occurred on the 14th of July, 1972 where he was part of a contingent of four Huey Cobras and a UH1-H that were sent to recover casualties from an ARVN (Army of Viet Nam) battalion that was surrounded by NVA. The Huey pilot that flew with him on that mission, still a life long friend today. Williams finished his tour in Vietnam in August of 1972, where he returned stateside to be based at Ft. Knox, Kentucky, now assigned to C Troop, 7/1 Cavalry, 198th Armored Brigade. Below: Williams father was a Naval Aviator, who he credits with forming his love for aviation that included enrolling in the U.S Naval Academy.
March 2017 | 77
# r o t oMike r hWilliams eads It was at Ft. Knox that Williams participated in a project that would become a passion during his Military service, participating in the operational evaluation of the AH-1Q TOW Cobra in Autumn of 1973.
Squadron (HMA)269. It was in this role that Williams would show that he was well suited to his role and there was nothing he would not volunteer for if asked. Deployed in the Mediterranean and other areas while earning the rank of Captain in 1984.
Williams having completed his commitment, left the Army in 1974, choosing to go to college in upstate New York at Brockport State College while enlisting in the Marine Corps Reserve, flying the UH-1M gunship out of Niagara Falls, New York with the 42nd Aviation Company, Rainbow Division. Feeling that there was not much more the Army could offer him, Williams decided to continue his original ambition to become a Marine Corps aviator.
In 1985 he was handpicked to transfer to the Air Test and Evaluation Squadron 5, located at China Lake, California. Williams participated in follow-on testing of the AH-1W Super Cobra, the Hellfire Missile, and was one of the first to test AN/AVS-6 ANVIS Night Vision Goggles (NVGs) in the Cobra.
Applying to join the Marine Corps Officer Candidate School (OCS) program, receiving his commission as a Second Lieutenant on August 15th, 1975. After graduating from Navy flight school, Williams chose to specialize in the Cobra again. Eventually assigned to Marine Attack Helicopter 78 | heliweb magazine
It was here that Williams had found his true calling in the Military. Performing testing on equipment that would eventually be deployed in the field to verify its usefulness and safety before deployment in the field. Williams then helped develop the specifications for the AH-1W Night Targeting System (NTS), which would give the AH-1W the ability to fight at night. It was also during this period that Williams also earned the rank of Major in 1988. Due to Williams efforts in assisting with the design specifications and development of the AH-1W Cobra, he was hand selected to go to Israel to help with the engineering and manufacturing development of the Night Targeting System, a laser designator/FLIR system for the AH-1W. Taking a position as a Program Manager Representative that represented the interests of both Naval Air Systems Command and the Marine Corps. His job was to coordinate interaction between NAVAIR, Headquarters Marine
Below: Williams fires an AIM 9R air to air missile from a Cobra at China Lake during testing of the missle for forward deployment. Corps (HQMC), test and evaluation agencies, the Israeli Air Force and TAMAM, the Israeli company developing the product that successfully bid for the contract. Their mission; to design and build the Israeli version of the AH-1W night targeting system on the Israeli version of the Cobra, the IAH-1S. The system developed during Williams time in Israel is the forerunner of the system that is still currently in operation on the UH-1Y Venom and AH-1Z Cobra today. Williams success in managing teams that assisted further development of weapons systems on helicopters secured his next role in the Marines as his tour in Israel came to a close. Returning to the USA in 1991, Williams assumed duties as the requirements officer on the AH-1 and UH-1, APW53, attached to the Aviation Branch of United States Marine Headquarters. His job now involved spearheading projects such as writing the operational requirements for both helicopters for the Marines. After two years at HQMC and gaining anothr promotion to Leiutenant Colonel in 1992, Williams was selected to assume command of Marine Air Group 46, Detachment A at Camp Pendleton, California. The reserve site for Reserve HML/A 775. During the next several years, Williams attended the Industrial College of the Armed Forces, then returned to Camp Pendleton, initially to command the Cobra/Huey training squadron, HMAT303. His selection for promotion to Colonel changed those orders, sending him first to 1st Marine Expeditionary Force (MEF) as the Air Officer, then to 1st
Marine Division, Camp Pendleton CA. Williams earned the rank of Colonel in September of 1998, with his next assignment seeing an overseas deployment to III MEF, Okinawa Japan, as the Deputy Assistant Chief of Staff, Operations. During that time, trouble began brewing in in East Timor, a small country suffering political unrest after the United Nations held a Referendum which established East Timor as a fledgling nation. The United States became part of the effort to stabilize the situation as a member of the Australian-lead International Forces East Timor (INTERFET). Williams was sent to East Timor January 2000 to assume command of US Forces, International Forces East Timor. The UN took over the nation-building effort; the US decided to continue to support the UN’s effort. Williams was
directed to stand down USINTERFET and replace it with United States Support Group East Timor. Williams while in East Timor, received a commendation from the US Ambassador to Indonesia for “pioneering a US-only parallel command structure that supported UN efforts in East Timor and may actually become a model for future U.S. military cooperation with UN missions.” In the words of the ambassador. It was later the same year that Williams decided to hang up his flight helmet and retire from the United States Marine Corps. Upon word getting out of the wellrespected leader retiring, he was almost immediately recruited to join Australia’s aviation safety agency, the Civil Aviation Safety Authority (CASA.) His role as it was explained, was to bring a strong sense of leadership back to CASA that Australian administration had failed to March 2017 | 79
deliver, management’s thoughts were to put in a strong foreign leader to change the way the agency was operating. What Williams found when he relocated to Australia, was a government entity that was having leadership issues at the top of the Compliance Division. It was described to him as a division that was at war with itself. His job, as the regional head of all CASA field offices, was to take his thirty-one years of Military leadership experience and get members of the field offices working with management rather than against it. CASA over the years had become disconnected from the realities of real world aviation. Becoming aloof and beholden only to itself, pitting pilots against CASA, licensed aircraft mechanical engineers against pilots and making anything that required contact with CASA officials, a loathsome and dreaded experience by anyone in the industry with the misfortune to have to do so. Media reports about the agency at the time of Williams arrival were rife with stories of CASA officials that arbitrarily grounded pilots and left them without recourse to regain certifications. Sometimes after an accident, and even after some pilots voluntary grounded themselves temporarily due to temporary medical conditions that were quickly resolved, yet CASA refused to even respond to requests. Ending careers through arbitrary decisions that left pilots in limbo and unable to earn a living. For the next several years, Williams set about changing the culture of the agency and to get everyone on the same sheet of music. His work centered 80 | heliweb magazine
around personally visiting field offices to listen to staff and even go on audits in efforts to find ways the agency could cooperate with the industry instead of working against it. On March 20th, 2003, Williams was invited to fly with legendary Australian Search and Rescue pilot Peter Hope, 52. Who was also a flying operations inspector for CASA. Hope had received worldwide attention in 1998 when as a search and rescue pilot, he flew at great personal risk to save a Canadian Yachtsman caught at sea in a cyclone. The two were to fly in a Bell 47 Soloy that day but never made it into the air. With Hope at the controls as the Bell 47 became light on the skids, the helicopter slid to the right, catching the right skid on a raised one-inch lip of metal that surrounded the edge of the dolly, which rolled the helicopter over, destroying it and killing Hope. “I passed out for an unknown amount of time during the initial crash as the helicopter destroyed itself as we impacted the ground,” said Williams. “When I came to, Peter was hanging above me, still strapped into his seat, but obviously dead. The transmission had come through the cabin in the crash, killing Peter and hitting me in the head, which must have been what knocked me out momentarily. I was able to get myself out of the wreckage. I could not believe that I was ok, except for a few cuts and bruises, But I essentially walked away from that wreck” Williams finished. Two months after the crash that earned him the name “Iron Mike,” due to his miraculous survival in the accident that took the life of Hope, was when
Williams said the cracks started to appear, as PTSD set in and took hold. Williams missed many months of work due to PTSD-related issues, and his contract was eventually not renewed in May of 2004, CASA releasing him under full disability in 2004. Williams details the next two years as “pretty dark” as he grappled with the “black dog,” finally rejoining the world in 2006 when he left Australia to return to the workforce. Returning to the USA to work for BAE Flight Systems in Mojave, California. It was not long before Williams decided to confront his demons and take a position with the Ministry of the Interior in Iraq in 2007. His role was to provide strategic planning mentoring for their Military forces under US guidance at the time. His demons conquered after a year, Williams was asked to take up another similar role as a Command and Control Mentor for the Afghan National Army Air Corps, based in Kabul, Afghanistan in 2008. As was typical with someone of Williams leadership abilities, he was asked to continue in several contract roles that supported US operations, until finally retiring again in 2009 – until he was asked to come back into Military service for a final four-year contract supporting U.S. Naval Forces Japan in 2010. Williams worked the full four-year contract and extended for a fifth year supporting the Air Force at Yokota Air Base in Japan before retiring for a final time in April of 2016. Although he never rules out one more chance to work in his beloved US Armed Forces, he says at 66, even though still in excellent physical condition, that may not happen. Instead,
Williams now spends time as a guest lecturer at Japan’s National Defense Academy (the equivalent of all of the US Service Academies rolled into one institution) based on his extensive experience and knowledge of military history. Williams when asked to reflect on his career and describe his greatest achievement, didn’t look to awards or accolades, but said his biggest achievement and one he will always be thankful for, was surviving his time in Vietnam when so many of his friends did not. Adding that no matter what happened, he always achieved every mission objective. Also asked the best thing he could teach a pilot, low or high time, military or civilian, Williams said “Pay attention to the details and think through everything you are about to do. Don’t take shortcuts. Learn this from others’ experience.” “Always try to think ahead of the aircraft and begin with the end in mind. Know what you are going to do, where you are going to go and look for mistakes that you could make along the way. Mistakes are what will kill you if you do not correct them.” “Military training taught me many things, but in the Military, we do not focus on the good things that happened on a flight, we always focused on the mistakes and how to correct them.”
Top: Lt. Col Williams, Commanding Officer of MAG 46, Detachment A. Middle: Williams stands with a full armament for An AH-1W as the detachment commanding officer of HMLA 775. Bottom: Col. Mike Williams decided on returning from East Timor
Williams has since retirement, made Japan his home, where he now lives with his Japanese wife Mika and daughter Mai, where he plans to spend the rest of his time. That is; unless his country needs Iron Mike again...
afer serving with INTERFET in a peacekeeping role, that it was time to hang up the flight helmet for the Marines. Wiliams would go on to work 16 more years after the Marines in various roles.
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“Military training taught me many things, but in the Military, we do not focus on the good things that happened on a flight, we always focused on the mistakes and how to correct them.�
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Photo credit: Dan Megna, Mesa Police Aviation Unit. Mesa, AZ
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