Rotorcraft Professional

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www.rotorcraftpro.com April 2008

Aeronautical

Decision Making - A Survival Guide National EMS Pilots

Association -Part Two

The Making of an Air Evac Pilot Live and Learn -Lessons in LTE

CONTENTS

26

22

FEATURES 16

Aeronautical Decision Making A Survival Guide

22 NEMSPA: The Professional EMS Pilots Organization 26

The Making of an Air Evac Lifeteam Pilot

30 IAFP: International Association of Flight Paramedics 2

ROTORCRAFT PROFESSIONAL • April 2008

16

CO N TENTS

10 Publisher

Tim Smith NATIONAL SALES MANAGER

Darian Weaver sales director

Jack Hartsfield MANAGING EDITOR

Ron Whitney

Circulation Director

Pam Fulmer

Art & PRODUCTION

Media Solutions, Inc. Jeremy Allen COPY EDITOR

Brian Meany

DEPARTMENTS 6

President

Tim Smith

Editor’s Letter

Executive and Advertising Offices Barbizon Building 3100 Lorna Road, Suite 302 Hoover, AL 35216 toll free: 877.768.5550 fax: 205.978.2925 www.rotorcraftpro.com tim@rotorcraftpro.com

8 Hangar Talk

- Live and Learn Part 4 - Impromptu HLZ Lighting

32 Product Focus

- FEC Heliports - Foxtronics - Eagle Eye Solutions

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Rotorcraft Professional™ is published twelve times a year on a monthly basis by Mosark Enterprises, LLC, Barbizon Building, 3100 Lorna Road, Suite 303, Hoover, AL 35216. Rotorcraft Professional™ is distributed free to qualified subscribers. Non-qualified subscription rates are $57.00 per year in the U.S. and Canada and $84.00 per year for foreign subscribers (surface mail). U.S. Postage paid at Birmingham, Alabama and additional mailing offices.

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On Final Approach - CHC Safety

40 Company Focus

- Understanding the Exclusions in your Insurance Policy - SafeTec Platforms - The Heliwagon

45

On Final Approach

48

Ad Index

4

Industry New

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39

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EDITOR’S

L E T T E R

Good Times Bad Times

B

y all appearances things in the rotorcraft industry are going well, very well. All the major players in the helicopter manufacturing business are reporting significant order lists, many stretching out several years. Judging from the announcements during February’s Helicopter Association International show nearly every business segment associated with this industry is on the upswing. If you are in the market for a new helicopter you better get in line, and expect to wait a good long time. Given the economic environment we’ve been through of late that is very encouraging.

Orders for new helicopters have been on the upswing for several years. Every OEM is reporting very healthy new helicopter sales, with Eurocopter leading the way with an announced 1.1 billion dollars worth of aircraft sold during the HAI HeliExpo. By all indications the used helicopter market remains strong as well. With so many new aircraft entering the industry, and a tightening skilled labor market, it begs the question; who is going to fly and maintain all these new aircraft?

The one significant piece of bad news recently was the collapse of Silver State Helicopters. Thousands of creditors, and a reported 2700 prospective helicopter pilots were left in the lurch when Jerry Airola disclosed the closure of Silver State via email. Although the full impact of Airola’s failure will not be realized for quite some time, several training companies have stepped forward in an effort to help.

This month’s issue brings us several interesting articles, with a primary focus on Emergency Medical Service (EMS). Air Evac Lifeteam, the National EMS Pilots Association, the International Association of Flight Paramedics, and the FAA are just a few who have contributed.

We continue the Live and Learn series with a lesson on Loss of Tail Rotor Effectiveness by Fuzzy Fozard.

Enjoy, Ron Whitney Managing Editor

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ROTORCRAFT PROFESSIONAL • April 2008

H A NG AR

T A L K

Live and Learn-Part 4 Adventures in LTE by CW4 (R) Jeff Fozard

I

n 1975 I joined a flight test program which was to evaluate the use of Infrared systems used for night flight and target acquisition. The test was conducted over four months at Fort Hunter-Liggett, CA. Testbed aircraft were to be the OH-6 Light Observation Helicopter (LOH) and the AH-1 Cobra. In those days Scout pilots were sent to Tennessee for their OH-6 transition. Our instructors from the Reserve Squadron were former LOH pilots.

One of the things they taught us was the “Hughes Tail Spin”. There was no “Loss of Tail Rotor Effectiveness” (LTE) just yet. We were shown how 8

you get into it and some ways to get out of it. Little did I know that they would be saving my butt in the future.

While at Ft. Knox, KY, I was out one night in an OH-6 doing some nap of the earth (NOE) training. As I climbed up a hill, reaching the top, I started a ninety degree turn to the right. The aircraft suddenly snapped to the right. I automatically dumped the nose and headed back down the hillside to recover. This was my first real “Hughes Tail Spin”.

When we got back to operations, I told the other pilots what had happened.

Two Vietnam veterans then related that we what we had encountered was indeed “Hughes Tail Spin.”

ROTORCRAFT PROFESSIONAL • April 2008

From 1979 to 1983 I was assigned to D Troop 1/9 Cavalry, Ft. Hood, TX and was designated as the OH-58 Aeroscout Instructor Pilot (IP). I had the good fortune to have served with the Commander and Operations Officer during previous assignments. Upon my arrival the current unit IP still had a little time left on his tour, so I was to serve as one of the unit’s Maintenance Test Pilots (MTP).

One task of the Maintenance Test Flight (MTF) guide was to check the aircraft flying to the left, right, forward and rearward. When I began this, I added a little quirk on it. Instead of stopping the rearward flight by forward cyclic, I would relax pressure on the pedals and let the aircraft start to turn around the mast. I was more or less initiating the “Hughes Tail Spin” in a Bell OH-58.

As the aircraft would turn, I added forward cyclic (Continued on Page 10)

Live and Learn (Continued from Page 8) and a little collective and flew out of the turn downwind. Just like I did in the OH-6 at Ft. Knox years before. Yeah I know, that was just a little dumb. Little did I know then that I was preparing myself for a future spin. Around that time the Army had just come out with the new emergency procedure for the old “Hughes Tail Spin”, which was now called LTE. At the time, the procedure was to hover the aircraft 90 degrees left of the prevailing wind.

You were to relax pressure on the pedals. As the aircraft began to turn right, the procedure was to perform a hovering autorotation.

During a training flight I demonstrated the maneuver to my Commander, an experienced Vietnam combat pilot. He did well, performed the maneuver several times with no problems.

We then left Gray Army Airfield

headed toward the maneuver area for the tactics portion of the ride. Back then we would use stock pond dams for pinnacle approaches. These worked great since the dams were just a little wider than the skids were long. The Commander shot a few approaches to the dam, no problems. I then directed that we head north towards the creek, turn right and drop down for some NOE flight.

We flew North at about 40 knots and 50 feet for a couple hundred meters.

Winds were around 330 degrees at 10 kts.

As he turned the aircraft right toward the creek it suddenly snapped to the right and began to spin. My commander allowed the aircraft to make two 360’s, flat spins, at 50 feet without doing anything to stop it. As we began the third turn, I took the controls, dumped the nose and flew out of the spin downwind.

I sat the bird down for a minute to re-

lax and the boss says, “What was that?”

I told him “That was the emergency procedure we practiced back at Gray AAF.” He then said, “That emergency procedure is worthless.” I agreed, we finished the ride with no problems.

Loss of Tail Rotor Effectiveness happens so quickly that it will take you by surprise and you have got to be on top of your game or you won’t be able to recover. I’ve been told that it can happen in any single rotor helicopter with a tail rotor. I read the NTSB site for helicopter accidents. There are always some in there that appear to be caused by LTE. CW4 (Retired) Jeff Fozard is currently a Deputy Sheriff in Northwest Arkansas, he can be contacted at j.fozard@cox.net.

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H A NG AR

T A L K

Impromptu HLZ Lighting

By Steven Bronson

A

s a young sailor on board the USS Caron DD-970, one of my assigned duties was on the flight deck, as a ground crewman, or better known as a Chock & Chainer. I was responsible for the lashing down of the helicopter to the flight deck when it landed to prevent it from rolling. Later, when I transferred to another Destroyer, I was assigned duties as LSE or Landing Signalman Enlisted.

It was quite an exciting event to guide a CH-53E, the Super Stallion onto the flight deck of a Destroyer, as the Super Stallion barely fit. Later in my career, when I was assigned to Naval Special Warfare, I had the opportunity to fly in various helicopters onto and away from numerous U S Navy Ships, most often landing and lifting after dark. The only visible lighting during these flights were the flight deck landing lights, glide slope indicator, and the Green/Red deck indicator letting the

12

Aviator know the deck was clear for landing. Landing on an Aircraft Carrier or a Gator Freighter (Amphibious Ship) always seemed much easier for the Aviator, than landing on a Destroyer.

The many lights indicating various parts of the ships exteriors, and edges of the landing zone – including the glide slope indicator were interesting while lending me a slim idea of how limited lighting there is to guide the Aviator into a safe landing – as well as marking the perimeter of his deck. I gave this a great deal of thought considering how CEJAY Engineering’s SOLS, and CIRLS lighting systems currently used by the military both in the field and during training evolutions to mark HLZ’s, LZ’s and DZ’s – could be used in landing evolutions marking HLZ’s for helicopter pilots across the USA. An often overlooked but important consideration is identifying the helicopter landing zone/site (HLZ). Daylight landings are normally less stressful as the edges, or the perimeter of the HLZ

ROTORCRAFT PROFESSIONAL • April 2008

is clearly marked and visible. However, under lowlight, or night conditions stressful considerations usually mount; in combat and high risk evolutions these stressor’s increase exponentially.

As many HLZ’s are often improperly or not lighted – especially when it comes to an EMS, Life-Flight or Police helicopter on an emergency run required to land as close to the emergency scenario as possible, it would be a good bet there is a good deal of stress in the cockpit, as usually, these flights do not occur during the calmest weather or with 100% illumination from the moon.

An HLZ in an unlighted location for a short notice VIP drop off or pickup may be required, with limited lighting, as well, provides increased potential for a problem situation.

CEJAY Engineering has been developing, designing, producing and providing portable battery powered light marking beacon configurations for use

by U S Military, and Law Enforcement, as well as International Military units, and numerous emergency helicopter groups for over 2 decades, and those same lighting systems are available to any pilot or ground crew to enhance and increase the safety of lowlight and nighttime landings. CEJAY Engineering is the premiere manufacturer of L/Z and D/Z marking beacons which have been employed by Military units for over 2 decades.

Various LED lights, can be utilized to identify different parts of an L/Z as well as wind direction, and obstacles on the deck for ground crew, and helicopter crewmember’s/Rescue personnel.

Night landing’s are often difficult under good conditions, but as most folks know, emergency night landings are not normally required in good conditions – usually poor conditions have caused the situation now requiring the arrival of the emergency helicopter – therefore placing highly visible, and easy to see marking beacons can ensure less stress for the pilot – clearly indicating the HLZ to the inbound pilot and aircrew - CEJAY’s, (Continued on Page 14)

Impromptu HLZ Lighting (Continued from Page 12) SOLS, and CIRLS can easily fit this requirement for a number of reasons.

They are lightweight and durable LED lights approved for marking HLZ’s available in Green, Blue, Amber, Red or White. They can provide either flashing, or continuous light. The Flashing sequence, if one is chosen, can be either

14

a Cascading or Synchronized effect.

These systems are battery powered, thru the use of Six 9 volt batteries.

Stakes and nylon strap are both provided, to ensure the SOLS or CIRLS system is held fast – with even the stiffest of rotor wash beating them, they will not move when stuck in the ground

ROTORCRAFT PROFESSIONAL • April 2008

properly; ensuring immobility of the light, while providing maximum safety for the aircraft, and crew.

For special use – (under current ITAR’s) by Law Enforcement or Military, IR – Infra-Red capability is available. For helicopters with FLIR capabilities, these can be a huge asset to both the Pilot, and ground crew, as night vision is not affected.

The SOLS or CIRLS system can be provided with an On/Off system which will determine the ambient light; measuring the outside light, and automatically switching on only during low light or night conditions. This is a five second internal test and read time when the system determines the exterior light level thru a photo sensitive eye on the exterior of the LED panel. When placed in the night operation mode, a photocell on the beacon body monitor’s the ambient light and automatically turns the Beacon on at night and off during daylight. A small LED on the system flashes periodically to indicate to the ground crew the system is on and ready for activation at night. These systems have 18 main projection LED’s which are configured at the factory to produce a uni-directional beam, a quarter or a full hemisphere of illumination coverage. A three position switch, On, Off, and Night-Mode are mounted on the side of the light.

Four of these either SOLS or CIRLS, in the same color can easily mark and indicate the corner’s of an HLZ, while a fifth, center indicator used to mark wind direction, can be a different color light.

For instance, mark the four corners with Blue, and the center with amber. This will direct the Pilot to keep the blue lights on his left/right, as he approaches, and the amber to his front, keeping the wind on his nose. There is also an option of using several cascading flashing CEJAY light beacons to indicate the flight path or direction to the HLZ as they can be arranged in order flashing one after the other like an arrow pointing to the HLZ.

FEATUR E

Aeronautical Decision Making A Survival Guide

By Federal Aviation Administration or failure of each and every flight. First, gather information from all available sources. This is the perceive part of the process. You might think of the “information” as situations or facts that require your attention. You will want to perceive situations or facts related to each major element of your flight:

• Pilot, passengers and other people involved.

• Aircraft you will be flying.

• enVironment in which you will operate (e.g., airport, airspace, weather).

• External pressures likely to influence your decision making process.

F

AA Advisory Circular 60-22 on Aeronautical Decision Making ( FAA Advisory Circular 60-22 (http:// www.airweb.faa.gov/Regulatory) states that ADM is a systematic approach to the mental process used by all involved in aviation to consistently determine the best course of action for a given set of circumstances.

What does that really mean? From the moment your feet hit the floor in the morning until the key is safely back in your pocket at the end of each flight, you as the pilot (or crew member) have a never-ending series of decisions to make. This process begins long before the master is switched on. The process of good ADM is a continuous flow in information in and actions out. This document describes an effective way to manage this information flow.

Perceive, Process, Perform

Perceive At any given moment, information affecting the outcome of a flight is all around you. How you manage that flow of information will definitely have an effect on the relative success 16

ROTORCRAFT PROFESSIONAL • April 2008

Process The second part is to process the information that you perceived in step one. As you receive information, it is filtered through the five senses: sight, sound, smell, touch, and taste. Not all information makes it through the system. You might not hear correctly, or some of the errors prevalent in human decision making might come into play (more below). In this stage, however, the goal is to organize the information, interpret it, and try to match the alternatives with situations from your experience.

To analyze in a structured way, process with CARE: • Consequences of each hazard associated with the PAVE elements.

• Alternatives available.

• Reality of the situation or hazard.

• External pressures that might influence your analysis Perform Now it is time to act, which leads to the third part of the process: perform.

How you act - perform - will be based on the perception and processing you did in the first two steps. At the most basic level, you perform in one of two ways: action, or inaction. As you noticed in the perceive and process stages, there are a lot of external pressures on the human decision making process. These influences may directly or indirectly affect the action or inaction you choose, and also affect how quickly and how decisively you perform. In addition, the action or inaction comes from how accurately you perceived and processed the inputs up to this point in time. At (Continued on Page 18) the perform stage, you need to:

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A Survival Guide (Continued from Page 16) • Mitigate or • Eliminate the hazard(s) and risk that you perceived and processed.

Evaluate

The relative success or failure of the flight - maybe even the life or death moment - may hinge on how well you have

perceived, processed, and performed in the ADM process. There is one more important step in the model: evaluate. Constantly consider the outcome of every decision that you make. Question your judgment and your action (or inaction) at every step, and then start the 3-P process all over again. Like a good instrument

scan in instrument meteorological conditions (IMC), the ADM process should not stop until your airplane is parked, shut down, and securely tied down.

Human Factors

At least in part, the act of perception relates to physical elements - everything from your eyesight to the condition of the audio system in the rented airplane you are flying. The five senses of sight, sound, smell, touch, and taste are the conduits for 100 percent of the external information going to your brain. The filters mentioned above are those circumstances that block some or all of that information from making the journey from outside your head to inside your head. Perception (i.e., the act of acquiring information) is also affected by limitations of the human brain: • Processing in the human brain is limited to about four bits of information per second.

• Working memory capacity is limited to about seven (plus or minus two) chunks, or pieces, of information at a time.

However, our experience, education, and intuition give us the ability to “”fill in” gaps in what we really obtained through the five senses. For example, you may not have heard exactly every single word of the ground controller’s taxi instructions, but your experience, training, intuition, and expectation help you fill in the missing words. Internal influences, such as motivation, attitude, emotion, distraction, and pre-disposition (e.g., expectation) also play a role in how your brain compensates for missing information. The problem, of course, is that you might fill in the gaps incorrectly, and that since the “fill-in” activity is so smooth and automatic, you may not even be aware that it has occurred.

Pilot Error Going back to the previous example of the taxi instructions: suppose that you are in a rented airplane with a scratchy radio. You have several passengers on board (Continued on Page 20)

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ROTORCRAFT PROFESSIONAL • April 2008

A Survival Guide (Continued from Page 18) who are chatting among themselves. You are tired, but the airport is your home base, and you know the normal procedures like the back of your hand. You therefore know exactly what that taxi clearance from your parking spot to the active runway is likely to be. The bad radios and the noises from your passengers cause you to miss a few words of the ground controller’s instructions....but because your brain is expecting a certain sequence, it automatically fills in the missing words. Today, however, the ground controller gave you different instructions, which you “heard” as the normal taxi clearance. The problem is clear, and it escalates at each step of the ADM process: because you perceived incorrectly, you process (evaluate) the taxi clearance and judge it to be “routine,” even though it is not. The mistake becomes greater, and possibly more dangerous (e.g., runway incursion), when you perform on the basis of the incorrect information.

The example above begins with a perceptual error, in which you simply do not see, hear, or notice a particular piece of information. Human beings are also vulnerable to procedural errors, such as when you correctly perceive and mentally process the controller’s instruction to change to a new radio frequency, but you enter it incorrectly in the radio itself. Forgetting to lower the landing gear is another example of a procedural error.

Researchers who study human decision making processes have also identified a third kind of error: the decisional error.

An example of a decisional error is continuing VFR flight into IMC when you and/or your aircraft are not equipped for this kind of operation. As you might imagine, decisional errors are complicated, because they arise from a large number of other factors. As we saw in the taxi clearance example, errors in how you perceive and process information can lead to decisional errors, which in turn affect your performance. Other factors that play a part in decisional error include: Framing the alternatives. Any set of alternatives can be articulated, or “framed,” in positive or negative terms. Framing in positive terms can support a higher risk decision; for example: “I know that the weather at my destination is marginal, but I can get there so much faster in the airplane than I can in the car.” Framing in the negative, on the other hand, can help bring a much- needed touch or reality into the ADM process. For example: “If I find that I cannot land at my destination, I will be stuck at another airport, which would make me late for this appointment.”

Judgmental Heuristics. This term simply means that human beings sometimes jump to a conclusion too quickly, without considering all available (or all relevant) input.

Bias. There are several types of bias at play in human decision making processes. One is confirmation bias, which is the human tendency to look for information to confirm a decision already made. The taxi clearance example above involves some degree of confirmation bias, since a pilot who expects a certain clearance might simply “hear” what he or she expected to hear, rather than what was actually said.

20

ROTORCRAFT PROFESSIONAL • April 2008

Expertise, Training, Experience. Everyone sees the world in terms of individual life experience and training. Two pilots faced with the same situation will very likely make different decisions, based upon how they filter the information and upon past experience and training. In the taxi clearance example, a pilot who is new to a particular airport has no experience with local procedures, and thus has no preconceived ideas about what the clearance “should” be. That pilot’s lack of experience with the airport can lead to a very different perception of the situation than that of the pilot whose aircraft is based there.

Risk Management

Note: Some of the information in this chapter comes from Volume 2, System Safety Course Developer’s Guide (http://www.faa.gov/ education_research/training/fits/training/flight_instructor/) A realistic evaluation of each situation should result in a simple go or no-go decision or, if in flight, a continue or discontinue decision. There are a few very good tools and rules that can help you make those decisions objectively.

What is Risk Management? Risk management is a decisionmaking process designed to systematically identify hazards, assess the degree of risk, and determine the best course of action.

A few definitions: A hazard is a present condition, event, object, or circumstance that could lead to or contribute to an unplanned or undesired event. For example, a nick in the propeller represents a hazard.

Risk is the future impact of a hazard that is not controlled or eliminated.

The level of risk posed by a given hazard is measured in terms of severity (extent of possible loss), and probability (likelihood that a hazard will cause a loss). Another element in assessing risk is exposure (number of people or resources affected). Assessment of risk is an important part of good ADM. The hazard described above - a nick in the propeller - poses a risk only if the airplane is flown. If the damaged prop is exposed to the constant vibration of normal engine operation, there is a high risk is that it could fracture and cause catastrophic damage to the engine and/or airframe (not to mention the occupants of the aircraft!).

Principles of Risk Management As you work through the ADM cycle, especially the “process” step in which you analyze the in-

formation you have perceived in preparation for the “perform� step, it might help you to remember the four fundamental principles of risk management: Accept no unnecessary risk. Flying is not possible without risk, but unnecessary risk comes without a corresponding return.

If you are flying a new airplane for the first time, you might determine that the risk of making that flight in low IFR conditions is unnecessary.

Make risk decisions at the appropriate level. Risk decisions should be made by the person who can develop and implement risk controls. Remember that you are pilot-in-command, so never let anyone else - not ATC, and not your passengers - make risk decisions for you.

Accept risk when benefits outweigh dangers (costs). In any flying activity, it will be necessary to accept some degree of risk.

A day with good weather, for example, is a much better time to fly an unfamiliar airplane for the first time than a day with low IFR conditions.

Integrate risk management into planning at all levels. Because risk is an unavoidable part of every flight, safety requires the use of appropriate and effective risk management not just in the preflight planning stage, but in all stages of the flight.

Personal Minimums One of the best tools you can have for

ADM and risk management is your own personal minimums checklist. To develop a good personal minimums checklist, you need to assess your abilities and capabilities in a non-flying environment, when there is no pressure to make a specific trip. Once developed, a personal minimums checklist will give you a clear and concise reference point for making your go/no-go or continue/ discontinue decisions.

In addition to having personal minimums, some pilots also like to use a preflight risk assessment checklist to help with the ADM and risk management processes. This kind of form assigns numbers to certain risks and situations, which can make it easier to see when a particular flight involves a higher level of risk.

Another important tool - overlooked by many pilots - is a good post flight analysis. When you have safely secured the airplane, take the time to review and analyze the flight as objectively as you can. Mistakes and judgment errors are inevitable; the most important thing is for you to recognize, analyze, and learn from them before your next flight.

Use the Perceive, Process, Perform, and Evaluate method as a continuous model for every aeronautical decision that you make.

Although human beings will inevitably make mistakes, anything that you can do to recognize and minimize potential threats to your safety will make you a better pilot.

April 2008 • ROTORCRAFT PROFESSIONAL

21

FEATUR E

NEMSPA: The Professional EMS Pilots Organization

By Gary Sizemore

M

any times each day, a call is received to come to the aid of a victim of an accident or someone who needs to be treated at a hospital offering a higher level of care. Who is it that responds to this call for help? The dedicated men and women of the Helicopter 22

Emergency Medical Service answer the call. These men and women give their all to create good outcomes from those disasters.

In order to produce these outcomes many pieces need to interlock for the puzzle to be completed. It takes a number of professionals to complete this picture. HEMS pilots are

ROTORCRAFT PROFESSIONAL • April 2008

professionals, and they take their jobs extremely seriously. The National EMS Pilots Association is a dedicated professional organization which was created to give the aviation professionals a voice in the operations they were required to perform.

(Continued on Page 24)

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NEMSPA: The Professional EMS Pilots Organization (Continued from Page 22) In the early years of HEMS, pilots were a necessary and taken for granted part of the team. Very little input was expected or allowed in the way HEMS programs were managed.

During these years pilots were expected to work extremely long periods with little pay, and to do it safely.

A pilot’s pay was often based on the number of missions he completed.

No flights meant no pay. Pilots often spent many days straight at the job site, and quality of life suffered.

During this time the other portions of the flight crews were seeing a growth in status. Organizations representing those members began to appear. ASHBEAMS (American Society of Hospital Based Emergency Air Medical Services) was one of them. ASHBEAMS began in 1980, and was incorporated in 1982.

The NFNA (National Flight Nurses

Association) first met in 1981 and incorporated a little after the first meeting. These were the first organizations of the HEMS industry. The professional organizations improved the industry, and the position of the members that belonged to them. In 1986 the National Flight Paramedic Association arrived on the scene and represented the paramedics who were flying HEMS missions. This left the pilots as the only members not represented by a professional organization.

In 1987 the pilots gained the National EMS Pilots Association. This organization had a difficult start but incorporated to represent the professional pilots involved in HEMS. Since the first meeting of NEMSPA, the organization has endeavored to improve the quality of life of the HEMS pilot and ensure safety concerns were not overlooked when

pilots voiced concern. We have seen many changes over the last 21 years, and have enjoyed the opportunity to be involved in much of the evolution the industry has seen. NEMSPA is not a union as many thought in the early years, nor is it a subsection of AAMS or any other organization. Because of the unique position NEMSPA occupies, we have an excellent working relationship with the FAA and with the other organizations representing the HEMS community.

In 1989 the organizations joined forces and co-sponsored the annual conference. NAACS (National Association of Air Communications Specialists) had its first meeting and later became incorporated. NAACS would later join the other organizations in co-sponsoring the annual conferences.

Many of the organizations have since changed their names to better repre-

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sent their memberships. ASHBEAMS became AAMS (Association of Air Medical Services), NFNA became ASTNA (Air & Surface Transport Nurses Association), and the NFPA changed to the IAFP (International Association of Flight Paramedics). In addition to the annual conference, the organizations became co-owners of the Air Medical Journal, the official journal of air medical transportation.

Since NEMSPA represents pilots flying the EMS aircraft, membership is open to all of the pilots, rotor wing and fixed wing. Active pilots are regular members, and sponsor members can join in one of several categories.

There is complete information about the categories of membership at www. nemspa.org. We recently added a section to join on the website by using a pay pal account.

As a member you can become as active as you wish. Board members are required to fly the line on an active EMS contract. The board asks its members to be active with monthly conference calls and to spend time conducting the business of the organization. There are other committees that are established within the organization and these positions are less active positions requiring less time. If anyone is interested in becoming more active please contact the board of directors.

The current board has attempted to enhance the customer service extended to the members. Our website is updated and we keep current information on it. If you have a suggestion on how NEMSPA can better serve the membership please let us know. You can contact any of the board to make your suggestion. On the website board page you will find contact information or contact me at president@nemspa.org.

We are also present at AMTC, and our booth is on the display floor. Stop by and talk to whoever is working if you are at the conference. We look forward to seeing you there.

April 2008 • ROTORCRAFT PROFESSIONAL

25

FEATUR E

The Making of an

Air Evac Lifeteam Pilot

B

y their very nature, pilots tend to be intelligent, analytical perfectionists who are goal-oriented and extremely self-reliant. While this “pilot persona,” as coined by the Air Line Pilots Association, lends itself to producing safe, efficient aviators, it can also foster a reluctance to work in team environments – a quality which is a necessity in the air medical industry.

“Being an EMS pilot requires more than just the ability to fly an aircraft,” Air Evac EMS, Inc. Director of Operations Stuart Buckingham pointed out. “It takes a certain type of person with the right attitude. Our expectation for all Air Evac pilots is that they not only have proven piloting skills, but they demonstrate they are team players as well.”

Air Evac EMS, Inc., which operates Air Evac Lifeteam and Texas LifeStar, the largest independentlyowned air medical service in the United States, recognized the need to provide comprehensive training for 26

its new pilots about to enter the EMS world. To ensure their skill level and proficiency as air medical pilots, the company provides an exhaustive, FAA-approved 14-18 day training program at its corporate headquarters in West Plains, Mo. This program delivers operational and procedural instruction, aircraft and mission-specific training in the Bell 206 LongRanger helicopter, and a general understanding of the realities of their job as air medical pilots.

“We have a lot of people who come from the Army, Navy, Marine Corps or Coast Guard that do not have an EMS background,” explained Tony Bonham, Air Evac Lifeteam’s Chief Pilot since 2004 and an EMS pilot for 20 years. “What differentiates our pilot training program with others is that we try to turn a regular pilot into an EMS pilot, with a clear understanding of the EMS mission.”

That mission – saving lives by providing rapid access to definitive health care to people in rural America – involves more than just aeronauti-

ROTORCRAFT PROFESSIONAL • April 2008

cal and instrument proficiency for Air Evac aviators, but also a clear understanding of what it means to be the pilot in command and a team player at a base. This means working well with medical crews assigned to the base, maintenance crews, and even communications specialists.

Training Begins

After completing a one-day orientation program, new Air Evac pilots are put through two days of Air Medical Resource Management (AMRM) training. AMRM, originally called “Crew Resource Management” by the airlines, is a procedure that cockpit crews established to encompass a wide range of knowledge, skills and attitudes – including communications, situational awareness, problem solving, decision making and teamwork.

Air Evac has reworked this training to make it more compatible for the EMS air medical industry and the training course is op- (Continued on Page 28)

The Making of an Air Evac Lifeteam Pilot (Continued from Page 26) erator-specific in the expectations of the pilot/medical crew relationship.

Whereas most air ambulance companies have one-day sessions of AMRM training, Air Evac’s training is 16 hours and covers two days. “It’s absolutely mandatory for all our people in the field, and this not only includes pilots, but also flight nurses, flight paramedics, and mechanics,” said Bonham.

After completion of AMRM, pilots then begin the classroom portion of their training, which lasts for seven days and is Air Evac’s own presentation. Called “A Day in the Life an EMS Pilot”, this EMS scenario-driven classroom training covers practical elements such as weather analysis, understanding airspace, FAR’s, Inadvertent Instrument Meteorological Conditions (IIMC) recovery, aircraft systems, emergency procedures, and safety risks - all from the viewpoint of a new EMS pilot entering into the field and performing the mission.

Air Evac, in fact, places particular emphasis on safety throughout the training process, and the company’s Safety Department addresses industry statistics and risk factors such as geography, weather, and human factors with the pilots.

“Air Evac Lifeteam expends more funds on safety efforts during pilot training than most,” said Director of Safety David Hardin. “This equates to greater efforts in safety.”

New pilots also must show instrument proficiency during a minimum of two 90-minute sessions in a dedicated flight simulator, with Air Evac being among the few air medical companies with this stringent requirement. Pilots’ individual performances are evaluated while in the simulator, with some not making the final cut.

“Our training is very performancedriven,” Bonham explained. “Before a pilot can fly for Air Evac, he must demonstrate the instrument skills and standards set by the company.”

Air Evac Lifeteam also carefully 28

monitors a pilot’s attitude and willingness to work in a group, which are vital components to the base dynamics. “Some guys have shown early on in training they just don’t want to be a part of a group or a base,” Buckingham said. “If we determine they will not be a good fit or be a good teammate, we try to identify that during the training program. We help them understand what the job and mission means to the team, the base, and the community they operate in.”

It is during the classroom portion of their training that a pilot is presented with the expectations of the job as an EMS air medical pilot. Buckingham, an EMS pilot for 20 of his 36 years as an aviator, said that to retain pilots, it is best they learn about the realities of their job during the training portion as opposed to in the field.

“During our training, we try to make them very in-tune to what their specific responsibilities are, and we make sure the training is applicable to their jobs,” he explained. “Retention of our pilots is very high once they get to the field because they have a better understanding of their responsibilities. They learn those realities during training, and not when they’re in the field for the first time.

They hit the ground running, and it has shown to be a positive experience for the majority of the new crews in the company.”

accepts pilots who meet or exceed the state’s flying requirements for their base of assignment.

Despite having four full-time flight instructors based in West Plains, Air Evac uses line pilots from the field to serve as flight instructors for newhire pilots. The benefits for this are two-fold: New pilots can learn from aviators currently serving as air medical pilots, and relationships are developed across the company among their pilot brethren. “We do this intentionally,” said Buckingham. “Our veteran pilots can not only help them with their aerial maneuvers, but they can give them insight about working in EMS and at a base. A lot of valuable information gets passed along during this process.”

This “mentoring” system is just one of many ways that Air Evac positions its new pilots for success. During flight training, new pilots execute emergency maneuvers, such as IIMC recovery by flying with instruments only and using on-board Global Positioning Satellite (GPS) systems to find a suitable runway for a safe letdown. Air Evac also trains its pilots to recognize and comply with weather minimums established by the FAA and the company, and complete confined area training approaches in the daytime and at nighttime – all realistic scenarios in the world of an air medical pilot.

Flight Instruction

A Worthwhile Experience

Upon successful completion of the classroom training, pilots then undergo 4-7 days of individual flight instruction. The company has many seasoned pilots already employed.

Minimum pilot hiring requirements for Air Evac is 2,000 total flight hours and 1,500 hours of helicopter flight time, but the company average for its 332 total pilots is 6,400 hours.

All of those aviators are expected to meet commercial pilot testing standards and have proficiency in basic maneuvers and, in fact, Air Evac only

ROTORCRAFT PROFESSIONAL • April 2008

Each pilot receives 6-10 hours of flight time during this training and – like the flight simulator – the individual must show proficiency as a skilled aviator before being deemed ready for the field. After 14 days of ground training, FTD, and flight training, approximately ten percent of the pilots fail to pass the Air Evac training program. Those that are successful find the experience enlightening and worthwhile. “We provide a final training evaluation form to the graduating pilot to be filled out and

for their comments or suggestions. A large percentage of those reports are very positive about their experience,” said Buckingham. “Most leave very pleased about what they’ve learned, and feel equipped and prepared to be an EMS pilot.”

Since most Air Evac pilots are hired from the structured environment of the military, Buckingham said most find flying for Air Evac a breath of fresh air. Air Evac pilots work seven days at the base, and then have seven days off.

In addition to the generous leave time, they also enjoy the relative freedom of working at a base. “They just follow the Operations Manual,” he said. “We try to not have anyone looking over their shoulder. They’re hired to do a job, and we let them do it.”

As part of their FAA-approved training program, all Air Evac EMS pilots are required to annually complete week-long recurrent training and Computer Testing Systems (CTS) throughout the year. CTS covers all the new-hire training on a condensed scale and can be completed on their personal computers. Mission-specific training during recurrent training includes night flying and landing on unimproved rural terrain, such as pastures and fields.

Base assignment also requires pilots to undergo rigorous local flight orientation training to become authorities on local terrain, hospitals and landmarks.

After a pilot has been with the company one year, the individual also is given ground and flight training by the Bell Helicopter company. The flight portion of the training primarily covers emergency maneuvers with emphasis placed on autorotations to the ground. Bonham explained this process includes the throttle being rolled to idle, simulating engine failure, and the pilot must land the aircraft at a designated spot without the engine powering the rotor system. A Bell certificate is awarded to those pilots who successfully complete this training.

Second to None

Longtime aviators such as Buckingham and Bonham both feel the Air Evac pilot training program is second to none. “It far exceeds anything I’ve ever been involved with,” said Bonham. Buckingham called it “the most

streamlined and comprehensive training approach” he has ever seen. Just as importantly, they develop interpersonal relationships with the pilots, who can call upon their expertise when needed. “They know we’re here for them,” added Buckingham.

April 2008 • ROTORCRAFT PROFESSIONAL

29

Study, the development of critical care education standards, and a certifying examination. Results of the study will be available in the fall of 2008.

Each year the IAFP selects a member paramedic who has demonstrated exceptional abilities in leadership, education, and safety within the paramedic profession. The IAFP honors this individual with the Tim Hynes Award. The 2008 Tim Hynes Award winner is Bill Milan of STATCARE—Air Methods, Louisville, KY. Bill is an instructor for various training programs, not only for his agency and staff, but for countless others including the general public, first responders, EMT’s, paramedics and other health care professionals. Bill is currently working with local law enforcement agencies to establish a SWAT Medic program to provide emergency medical support for law enforcement agencies. Bill is a leader within his program, always willing to mentor others.

He is also a leader on a state level, providing local representation as an IAFP State Delegate for the state of Kentucky and communicating the needs and current issues between the IAFP and its members.

Membership

MIAFP membership is available to individuals engaged in providing air and ground critical care patient transport.

International and military medics are also eligible for membership. In addition to the afore mentioned member programs and services, members are also entitled to: a one year subscription of the Air Medical Journal; four issues of the IAFP newsletter—FPNews; discounted Online learning subscription with CentreLearn; discounted registration for CCTMC, AMTC, the FP-C Exam, the CFRN Exam, and TNATC; free email account at www.flightmedicmail.com; and, concessions for active military members. Membership is available through our website at www.FlightParamedic.org.

The IAFP home office is located in Snellville, Georgia.

For more information please contact Monica Newman, IAFP Account Executive at 770-979-6372 or m.newman@flightparamedic.org.

April 2008 • ROTORCRAFT PROFESSIONAL

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P RODU C T

F OCUS

FEC HELIPORTS Helicopter Landing Equipment

F

EC Heliports is a division of the Federal Equipment Company. FEC was founded in 1982 and began as a small replacement parts supplier for material handling equipment in the US ARMY, US NAVY, US Coast Guard and shipyards throughout the world. Federal Equipment Company quickly grew into a complete engineering and manufacturing company and was recently awarded a 55 million dollar contract with Northrop Grumman to build and install the new FEC designed weapons elevators for the next generation aircraft carriers for the US Navy.

It was their extensive military experience that paved the way for them to expand into the commercial market in 1996 and open the doors for FEC He-

32

liports. The world’s leading Heliport Company now offers the best LED light on the market at the best price!

FEC has been supplying heliport light-

ROTORCRAFT PROFESSIONAL • April 2008

ing for the past ten years. When their customers requested LED their engineers designed another lighting option.

Their LED light is a more economical choice than incandescent lights as they provide 50,000 lamp hours. The lights are weatherproof and virtually maintenance free! The LED lights are available in the new aviation green or amber colored perimeter lights (regular and flush mounted) and red obstruction lights. These lights can be purchased in either ground or pole mounted styles.

FEC’s newest line of LED lighting includes hooded surface floodlights as well as windcones. For more information on LED lights as well as their other heliport lighting and equipment please visit their website, www.fecheliports.com or call 1-877- HELIPAD.

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No need for a tow vehicle, (tug); No need for a ground power unit and no need for wheel chalks! The HeliWagon is a self stablizing motorized landing pad that contains it’s own Ground Power Unit. Over four and a half hours of clean, electrical & efficient use between battery charges.

Engineered for low-maintainance--you’ll only need an extension cord to plug into the onboard battery charger.

Risk Management

Safe enough to eliminate “Hangar Rash”! HeliWagon’s zero turn radius provides precise maneuverability and is also the only motorized heli-landing pad capable of providing the aircraft handler with walk-around, 360 degree visibility and positive control during movement around obstacles.

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EMS and Law Enforcement First Responders will appreciate the rapid response capability of the HeliWagon.

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ON

FINAL

A PPR OA CH

CHC Safety and Quality Summit

C

By Mike Coligny

anadian Helicopters Corporation Safety & Quality Summit was held in Vancouver, British Columbia March 31st through April 2nd 2008 at the beautiful Fairmont Hotel and Convention Center. This would be the second summit that I have had the privilege of attending.

Starting in 2004, CHC through the leadership of its CEO Sylvain Allard and Greg Wyght, VP of Safety Programs, has taken a very modest beginning of 34 participants and transformed into a world class event. This year’s summit had over 500 participants from 136 companies from 38 nations!

There is a good reason for this growth. The summit really is about improving safety in the helicopter industry. This event is one of the major facilitators to bring together no less than 50 presenters, all experts in their field and all focused on using their expertise and applying it to Helicopter Flight Safety and Safety Management Systems. The summit is arranged so that on the first day there is an all day session that everyone attends. The subjects range from Accident Investigation to Human Factors to diversified safety presentations from different segments of the industry including; oil, heavy lift, EMS, tour, charter, and executive transportation. The process is to see and learn from each other and apply diversified unique approaches to safety.

After opening remarks and instruction on the structure of the conference by Sylvain and Greg (everyone uses first names) the first speaker was Matt Zuccaro, President of Helicopter Association International. Matt provided a brief overview of HAI and then focused on the topic at hand, safety. Matt’s style and passion were immediately evident as he presented a world view series of questions about our industry.

· Are we really unsafe? · Are our employees and clients at high risk? · Should the public trust us? · How do we improve our image?

For the next hour or so these items were addressed with some interesting suggestions. For example technology might help. Autopilots, GPS, TAWS, etc., certainly enhance safety, or … maybe not. Recent accidents include aircraft equipped with autopilots, two engines, and advanced cockpits. Matt then covered Safety Management Systems, their implementation and the desired cultural change.

A key point about SMS systems is that it is immediately apparent that one size does not fit all and the challenge is SMS implementation into the smaller operation (5 or less than 5 helicopters). The large complex systems installed at a CHC or Bristow would add undue hardship to the small operator which represents 70% of the world wide fleet. It is interesting to note that outside of the United States, in Canada for example, SMS is a legislated requirement.

34

ROTORCRAFT PROFESSIONAL • April 2008

Matt finished with a rather interesting suggestion. As an industry, a cultural change has to happen to affect the safety record. Part of that change is to accept that reality and be able to say; no/cannot/ and will not, whenever there is a question of safety. Matt believes that we owe that to the end user, our customer! Have you ever been required to complete a mission even though you knew it was risky?

No, that never happens, does it?

One of the sessions involved the IHST, or International Helicopter Safety Team. This international organization sponsored by AHS International and supported by HAI has as its main goal a reduction in helicopter accidents by 80% by 2016! Speaking on behalf of IHST was Dave Downey, recently named the Manager of the FAA’s Rotorcraft Directorate. Dave co-chairs this group and provided us with the following summary: · Mission - Bring government and industry stakeholders together to develop and focus implementation of an integrated data driven strategy to improve helicopter aviation safety worldwide, both military and civil. · Vision - To achieve the highest levels of safety in the international helicopter communities by focusing on appropriate initiatives prioritized to result in the greatest improvement in helicopter safety. · Goal - To reduce the helicopter aviation accident rate by 80 percent by 2016.

These are certainly admirable and important goals for the entire helicopter community. It needs to be pointed most of this work is done by volunteers. Certainly there are key people who earn salaries, but the preponderance of the work is done by helicopter professionals who volunteer and receive the support of their individual companies. When safety becomes a passion within the community the IHST goal is certainly achievable. Achievements to date of the IHST and its sub-organizations include 150 safety recommendations covering 16 missions addressing: · Training · Safety Management · Information · Infrastructure · Regulations · Maintenance In the area of safety management the IHST has developed and will make available through the Joint Helicopter Safety Implementation Team an SMS toolkit. The toolkit provides tailorable safety process and procedures and is certainly a good place to start for an SMS implementation.

Safety challenges were the main topic presented by Jim Burton of the Air Safety Foundation. At the top of the list and no surprise was human error. Follow Jim’s unique take on it; “We know the problem: Human Error, the real chal- (Continued on Page 36)

FEATUR E

IAFP: International Association of Flight Paramedics

T

he International Association of Flight Paramedics (IAFP) is one of the largest independent paramedic associations serving local, national and international professionals and is dedicated to providing advocacy, leadership development and educational opportunities for critical care paramedics.

The IAFP also represents critical care paramedics to industry venues such as the Commission on Accreditation of Medical Transport Systems, (CAMTS) the Air Medical Safety Advisory Council, (AMSAC), and the Association of Air Medical Services, (AAMS). The IAFP voices the concerns of advanced practice paramedics on local and national EMS issues including National EMS Scope of Practice, National Incident Management System credentialing and a variety of critical care standards and statutes in an effort to strengthen and unite all critical caregivers and enhance safe, efficient and quality patient care. IAFP members also promote local and regional advocacy and support through a State Delegate Program and our Government & Legislative Affairs Committee that work closely with state EMS officials and National Advocates for EMS (NAEMS).

The Association actively co-sponsors national conferences and educational venues, notably the Air Medical Transport Conference (AMTC), to be held October 20-22, 2008, in Minneapolis, Minnesota, and the Critical Care Transport Medicine 30

ROTORCRAFT PROFESSIONAL • April 2008

Conference (CCTMC), scheduled for April 6-8, 2009, in San Antonio, Texas.

Each year, the IAFP conducts a Leadership Seminar at the AMTC, featuring a dynamic industry leader and a panel of experts. This year’s featured speaker is Rod Crane, President and CEO of MedFlight of Ohio. A 2008 International Humanitarian Award recipient, Mr. Crane will present Ethics Stewardship and Power: The Calling of a Servant Leader, on Sunday, October 19, 2008. His presentation will be followed by a twohour panel session of expert industry leaders. All AMTC attendees are invited to attend. Registration is available on the IAFP website.

The IAFP was instrumental in the initial development of the Certified Flight Paramedic (FP-C) Exam. The Exam, now administered by the Board for Critical Care Transport Paramedic Certification (BCCTPC), tests the advanced skill level of the paramedic and validates the candidate’s mastery of current trends and therapies in air critical care transport medicine. It provides the highest paramedic credential available. Information on the FP-C Exam can be obtained online at www.CertifiedFlightParamedic.org.

As a continuation of the Association’s commitment to paramedic professionalism, the IAFP is currently conducting a ground critical care survey. The data collected from this survey will be used as a basis for a Critical Care Role Delineation

CHC Safety and Quality Summit (Continued from Page 34) lenge is finding the solution.” Who made the errors, why were the errors made and most importantly how do we prevent errors from happening again? To provide some possible answers consider the following; “The greatest enemy of safety is blame”! “The discovery of human error should be considered the starting point of an investigation, not the end point”. These snippets are attributed to Dan Maurino of ICAO and resulted in ICAO annex 13 under Safety to read: “The sole objective of the investigation of an accident shall be the prevention of accidents and incidents. It is not the purpose of this activity to apportion blame or liability”. As we all know this is in opposition to the legal system which has as its main function to affix blame and assess damages. My only comment during the conference came at this point. I suggested that there is probably a way to legislate maximum allowable damages. Limited liability legislation is not new. It just makes no sense to award an individual awarded hundreds of millions of dollars for an accident. One case brought up an award that exceeded $300M! It could be argued, and maybe should be argued, that these unbelievably high awards might actually contribute to the accident rate.

Barry Batcheller, President of Appareo Systems discussed their latest recording device ALERTS or Aircraft Logging and Event Recording for Training and Safety. This relatively inexpensive ($5K) device has been STC’d for several aircraft. The device has a ruggedized memory that captures key data while in flight. It is capable

36

ROTORCRAFT PROFESSIONAL • April 2008

of storing more than 100 hours of high-resolution flight data such as OAT, IAS, TAS, Voice recording, location, G-forces, engine data and in the case of helicopters, gearbox data. It also includes powerful 3D graphic flight replay and analysis software that provides for detailed flight tracking. A very successful program has been launched

by Bristow with positive results being reported. The key here is to be able to review operational data and determine if anomalies have occurred that could be a maintenance problem if not attended to. At the suggested retail price there is no doubt that this hardware can benefit large and small operators alike. Needless to say the data would also be important in any accident investigation.

I would be quite remiss if I did not report on the one official dinner and our keynote speaker, Mr. Sergei Sikorsky. As mentioned in an earlier article in Rotorcraft Professional I was lucky enough to have spent some quality time with Mr. Sikorsky. His elegance and knowledge were truly awe inspiring to me those many years ago.

He maybe older but his presentation about the evolution of the helicopter revealing insight that only a son can have, brought a tear to many an eye and a standing ovation. We all felt privileged to simply have been his audience.

Kudos to Canadian Helicopters and their passion for this event. A concluding note and perhaps a little insight into the culture of this Helicopter Company. Mr. Sylvain Allard was in attendance throughout the whole event.

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FOXTRONICS

F

ounded in 1970, Foxtronics celebrates thirty-eight years of supporting the corporate aviation industry with quality products and service. Located in Dallas Texas adjacent to Love Field on Mockingbird Lane, Foxtronics is housed in a 18,500 square foot combined office complex and manufacturing facility. Foxtronics is a FAA 145 Certified Repair Station and Aircraft Battery Service Center that provides service, new product sales and support throughout the US and International corporate and commercial aviation community.

The Power behind Business Aviation Foxtronics designs and manufactures the Foxcart Mark II series and the Foxcart Millennium series ground power units.

The Foxcart Mark II series is available in three models (2000, 1600 & 1200).

With nominal output power ranging from 1200 to 2000 Amps peak and 600 to 1000 Amps continuous power, the Foxcart Mark II is designed to provide smooth, high current 28 Volt DC power to the aircraft during engine starts or ground maintenance. The Foxcart, when used as an external DC source, eliminates or minimizes excessive current drain from the aircraft’s battery and battery relay contacts. It is also designed as a low profile unit that requires minimum ventilation and is easily moved in a crowded hangar by one person. The Foxcart Mark II is enclosed in an all steel chassis frame with a three piece steel box siding. There are handles at each end to move it and the power cables can be wrapped around the handles or coiled on top for storage.

The wheels can be locked in place to prevent movement. Both power cables are clamped internally to the frame for strain relief.

The Foxcart Millennium series H250B ground power unit is designed specifically for helicopters and light turbine fixed wing aircraft. The Millennium

38

H250B has a nominal output power range of 250 Amps continuous and 1000 Amps peak starting power at 28 Volt DC to the aircraft. The Foxcart Millennium H250B is enclosed in an all steel chassis with flip-up cover for easy maintenance. Maneuvering is made easy with the three inflatable tires and tow bar. The H250B includes one internal sealed lead acid aircraft battery with an option for a second battery available that assist during engine starts over 250 Amps. Highly visible controls and display consisting of DC Volt and DC Amp Meter, DC Power Switch, Battery Test Switch and Power to Aircraft “ON” Annunciation allow for an uncomplicated and easy operation. AC and DC Cables can be coiled on top of the Millennium H250B for storage.

New from Foxtronics “4th quarter 2008” is the Millennium series H100B Foxcart. Designed and manufactured specifically for Light Aircraft, Avionics Installations and Flight Line Maintenance

ROTORCRAFT PROFESSIONAL • April 2008

Ground Power. The H100B delivers the option to switch between an output voltage of 28 and 14 Volts DC at 100 Amps and operates between 208-240 Volts AC, single phase power with 35 Amp service.

A smaller version of the H250B, the Millennium H100B is also enclosed in a low profile all steel chassis with flip-up cover and tow bar, analog DC Volt and Amp meters, AC & DC Power “ON” lights, and three position DC power switch.

Serving the commercial and commuter airline industry, Foxtronics offers the PR2400-400Hz Foxcart. This specialty ground power cart is designed to couple with aircraft or jet-bridge 3 phase 115 VAC-400Hz power units and delivers nominal output power of 800 Amps continuous, 1600 Amps starting current at 28 Volts DC to the aircraft, which is adjustable between 24 and 32 Volts DC. For more information, contact Foxtronics Inc. at 214-358-4425 or visit www.foxtronics.com.

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Providing Safety Solutions for the Air Medical Industry tions, LLC has grown to be known as a true Partner in Safety.

Global Scope

Eagle Eye Solutions’ diverse and highly skilled global workforce consists of 7 team members with a total combined rotor wing flight time of more than 20,000+ hours in everything from the most simple machines to test piloting some of the most advanced helicopters available. As a company of individuals, they take great pride in contributing to the communities where they live and work. They care deeply about the safety environment of their clients and are proud of the many ways in which their employees work to safeguard everyone.

Technologies

E

agle Eye Solutions, LLC is the nation’s leader and fastest growing Safety Solutions company dedicated to the Air Medical industry with a focus being a true Partner in Safety. Headquartered in Cincinnati, Ohio, they currently conduct business in nearly every state engaging every safety aspect of the Air Medical industry including everything from Air Medical Resource Management training, industry specific safety audits and risk identification and analysis. Solving problems (some known, some unknown) is what they are all about which has more than doubled their sales since inception.

Company Roots

Eagle Eye Solutions traces their roots to Cincinnati, Ohio native Matt

Johnson and his basic love of rotor wing flight combined with the major void of rotor wing specific advanced academic training. Filling the voids led to the formation of the Eagle Eye Solutions, LLC in 2004. Matt chose the name “Eagle Eye Solutions” to pinpoint the outlook on providing solutions. Starting as a passion driven organization with a true team approach, Eagle Eye Solutions, LLC soon grew, offering more than 75 years of rotorcraft experience by industry experts providing unique SAFETY SOLUTIONS for pilots and crew members geared specifically for the Air Medical industry.

With focus on the overall enhancement and SAFETY of their industry by conducting second-to-none Air Medical Resource Management training programs, Eagle Eye Solu-

Technology is one key to their growth. They are investing in new advanced technologies to make certain Safety is the primary consideration for each individual involved within the company. They are focusing on various technologies that improve their ability to find problems and then develop and produce the right solution for that problem. They are also investing in the development of emerging products and services such as their advanced psychological Safety TipLine protocol creating a much more friendly way to communicate any potential problem.

Eagle Eye Solutions recognizes that the industry needs the solutions they develop and deliver. Their staff works daily to find new, easier ways to offer the needed solutions for the Air Medical industry.

Eagle Eye Solutions, LLC P.O. Box 46885 Cincinnati, OH. 45246 800.653.7483

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Understanding the Exclusions in your Insurance Policy

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By Karla Lehman

ou dish out a lot of hard earned money to insure your helicopter year after year. Even in today’s competitive soft market – insurance premiums still take a chunk out of the pocket book. With that being the case – I can’t stress enough to my clients the importance of understanding exactly what is covered and what is not covered in the policy they have just purchased.

The policy specifically states, outlines, describes, etc. what and who they will cover, these coverages are standard in most policies; however, can also be specifically tailored to your own needs. A separate article will be devoted to this topic next month. For now – we are going to discuss those things “not covered” as I find there are many people that do not read their polices and therefore are not aware.

If you will refer to the EXCLUSIONS section of your policy or in some policies “What Is Not Covered,” or “What We Do Not Cover, you will be able to follow along, or refer to your policy after reading this article to see how yours may compare.

Almost all language in an insurance policy is there in order to define EXACTLY what the Company is agreeing to do. Exclusions define certain loss scenarios that ARE NOT COVERED under the policy and are written into a policy for several reasons including, but not limited to: 1. L osses that are not insurable under any circumstances.

2. Coverage that is available, but at additional risk to the company and for which the Company needs to charge additional premium.

3. Losses that would be, or should be covered by another policy – such as “workers compensation.

In some cases, coverage is excluded in the body of the policy and then “written back” by an endorsement attached to the policy. Coverage may be further limited or taken away altogether by an exclusion added by endorsement. As is our usual suggestion in these articles, be sure to read your specific policy in its entirety. If you have questions about what is and is not covered, call your agent to discuss the specifics.

Let’s take a look at some of the most common exclusions that appear in an aircraft hull and liability policy.

For simplicity, I will paraphrase many of the descriptions.

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Your specific policy’s language will differ to some degree.

Some exclusions are fairly logical and minimal explanation is required to understand them. We’ll look at those first.

1. * Pilots and Use – There is no coverage unless the aircraft is being operated by approved pilots and is being used as allowed by the policy. * There is no liability coverage for injury to YOU, the Named Insured.

The liability coverage you have purchased, protects you against claims from third parties in the event that you injure them or damage their property. Coverage for your own bodily injury needs to come from your health insurance or a policy you purchased specifically as a result of injury or death in the event of an accident while operating your aircraft/helicopter.

2. There is no coverage for bodily injury to your employees. If your employees are injured while they are working in their capacity as your employee, Worker’s Compensation Insurance may be the sole remedy for their injury. Since coverage for employee injuries is available under other policy forms, your aircraft liability policy will exclude it.

3. There is no coverage for intentional losses. If you decide to fly over gross weight and you knew that going into it and the aircraft is damaged/destroyed…. sorry… no coverage.

4. There is no coverage for bodily injury or property damage caused by aircraft noise or pollution generated by the airplane.

War Exclusions

War exclusions have been brought to the forefront of our thinking since the terrorist attacks of September 11, 2001 involving civil aircraft, but war risks have been excluded from insurance policies since the 1960’s. Losses caused by the following are generally not covered: • War, martial law, or coup.

• Hostile detonation of atomic or nuclear weapons.

• Strikes or riots.

• Terrorist acts • Sabotage.

• Confiscation or seizure by any government • Hi-Jacking.

While once thought to be fairly unlikely loss scenarios, recent events have unfortunately made many aircraft owners realize that many of the items in this list do carry some risk of loss. War exclusions can be “written back” on most policies for additional premium. Additionally, since the Terrorism Risk Insurance Act (TRIA) of 2002, the Federal Government has required that coverage be offered for specific acts of terrorism. Make sure that your policy includes war risks if you wish to insure against these losses.

Wear and Tear

An exclusion that claims adjusters and aircraft owners often wrangle with is the “Wear and Tear” exclusion.

Losses caused by mechanical or electrical breakdown or failure, deterioration or freezing are excluded. Also excluded – losses to any part that is designed to wear out (tires, brakes, fading of paint) (Continued on Page 42)

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April 2008 • ROTORCRAFT PROFESSIONAL

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Understanding the Exclusions in your Insurance Policy (Continued from Page 41) and losses due to mechanical breakdown of the engine or any of its components.

This exclusion does not apply to “resultant damage” from these failures or breakdowns. The following are a few examples to help illustrate this point.

Scenario # 1 Let’s assume that you are in cruise flight in your helicopter. Due to some latent defect, the engine loses oil pressure, begins to overheat and then seizes and stops operating. You are within landing distance of the nearest airport and you make an emergency landing without further damage to the rotorcraft. In this situation, there is nothing for the insurance company to pay.

The only damage is due to a mechanical failure of the engine - and that damage is excluded by the wear and tear exclusion.

Scenario # 2 Your Rotorcraft begins to lose oil pressure, then parts within the engine suddenly break and fly free of the engine compartment. Metal engine parts tear holes in the cowling/fuselage. You make an emergency landing at a nearby airport. Now you have a covered loss.

The mechanical breakdown and damage to the engine is still not covered, but the “resultant damage” to the cowling/fuselage is.

Scenario # 3 Suppose there is no airport nearby, let’s

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assume that you crash-land the helicopter off airport after the engine fails. The landing results in significant damage to the airplane and perhaps someone is hurt. Again, the wear and tear exclusion precludes payment for the mechanical breakdown of the engine itself. But, the damage to the rotorcraft incurred after the engine failure or any injuries that result from the accident are covered.

In all of these situations, the actual damage to the wear and tear item (engine) is not covered. The company will not pay to restore your engine to working order when the aircraft is repaired.

Exclusions that you may not have considered.

Other exclusions deserve some discussion because they are often unnoticed or misunderstood. The policy does not pay for losses caused by:

1. Radiation – If the aircraft is contaminated by radiation for any reason, there is no coverage.

2. Y2K Date Changes – Introduced in the late 1990’s, this exclusion appeared by endorsement to exclude coverage for losses arising from the failure of any aircraft system to recognize the rollover of the date to 2000.

Although probably not much of a risk as of this writing, the exclusion still appears on most policies.

3. E mbezzlement, Conversion, or Secretion – This is similar to theft, which is covered, but differs in that it involves the taking or misuse of the aircraft by an authorized user of the airplane.

4. Assumed Liability – If you sign any agreement assuming liability that you otherwise would not have had, the company may not be obligated to cover that liability exposure. One of the most common places where this assumed liability can be found is within a hangar lease agreement. Before you sign any agreement that says that you will be responsible, let your agent review it and submit it to the underwriter for approval.

Take the time to familiarize yourself with the exclusions and other limitations of coverage in your specific policy. Use your agent as a resource to help you stay out of trouble in the event of a loss. Remember that policy language can be as important as premium when comparing insurance policies. The smart Insurance consumer understands what coverage they need and develops the kind of relationship with their agent required in order to ensure the policy does what you need it to. The objective when buying insurance, (even though you may not think it’s fun and you begrudge having to deal with it) is to maximize your coverage per dollar of premium paid. Understanding the exclusions in your policy is a step in that direction.

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SafeTec Platforms

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afeTec Platforms, the makers of the XDeck™ work platform, have been proudly providing quality ground support equipment for the last few years. The XDeck is a simple yet unique portable work platform system. The XDeck is lightweight and portable so it is easy to move around a hanger or out on the tarmac for refueling. The XDeck is fully height adjustable to work at the ideal height be it engine repair work to a complete overhaul. Each XDeck™ can fold flat to 5 inches so it can even be hung from a wall. Each XDeck is certified from 1,200 lbs. to 2,000 lbs. per work platform ladder scaffold.

Unlike conventional scaffolding or ladder platforms, the X-Deck’s variable height adjustable system, allows you the worker to choose from what height you need to work, not the platform. Ranging in a multiple height adjustable settings, depending on the model, the platforms give you the flexibility to choose the right XDeck™ -customizable to Width, Deck Size, Height, and even Step Length.

The X-Deck Platform™ sets up in seconds. Only one person is necessary to bring the completely folded platform into the work area, pick the height and begin to work.

Strength, stability, and safety are SafeTec’s creed.

Each XDeck™ is handmade to last a lifetime and with solid welds throughout, one can truly see the craftsmanship that goes into each and every XDeck. SafeTec has won multiple safety awards for its innovative XDeck design. This design allows a worker to walk hands free, corner to corner on a non-tip, non-slip deck.

SafeTec has also done many custom platforms for companies such as Lockheed Martin, Northrup Grummon, Harley Davidson, and many others. SafeTec’s engineers can make custom unique safety platforms to fit many applications.

The XDeck has been field tested for over 7 years and is use in many hangers from replacing windshields, engine work, pre-flight inspections, refueling, and many other applications. Since the XDeck is an aluminum product it will not rust if left out in the rain. The XDecks are so lightweight and fold flat enough they can even be carried on a helicopter or any fixed wing aircraft.

Employers not only like the safety of the XDeck, but the efficiency of the portable work platforms™. Most XDeck customers say the work platforms saves from 20 minutes to 3 hours a day. Even with the 20 minutes of savings, the portable platforms pay for themselves five times over per year. While standing on the rungs of a step

ladder can be very damaging to your feet and back if used over long periods. The XDeck™ work - ladder scaffold gives you a flat, safe, solid surface on which to work.

Safety should be the number one focus of any organization. Replacing those old work stands and ladders with a safety product that allows a worker to work easier and with more comfort should be at the forefront of any safety conscious business. There are many benefits to having the best equipment for the job; Benefits seen in a happier healthier work force.

At the recent Georgia safety show, the keynote speaker for the event gave a lecture on fall safety. He spoke about equipment ranging from ladders, platforms to scaffolding.

At the end of his lecture, the keynote speaker showed a picture of the XDeck platform to a couple hundred safety professionals. He not only called the XDeck the best new product on the market, he also asked these safety professionals to take a serious look at recommending this product to replace all step-ladders in the work force.

The XDeck is available to try risk free, because the manufacturer offers a 30 day money back guarantee.

AMI Portable Ground Power AMI-4500 4500 Peak Amps — 50 Amps Continuous — 160 Amp Hour — 60 Minute Recharge Rate — Length 19.75 Inches — Width 14.50 Inches — Height 10.20 Inches — Weight 170 Lbs —

AMI-2400 * 2400 Peak Amps — * 25 Amps Continuous — * 80 Amp Hour — * 60 Minute Recharge Rate — * Length 19.25 Inches — * Width 7.25 Inches — * Height 10.20 Inches — * Weight 80 Lbs —

AMI-1800 1800 Peak Amps — 25 Amps Continuous — 50 Amp Hour — 38 Minute Recharge Rate — Length 17.00 Inches — Width 5.70 Inches — Height 10.20 Inches — Weight 58 Lbs —

The AMI line of portable Ground Power Units (GPUs) are designed to perform aircraft starting and maintenance functions at a much more compact size and price than traditional GPUs. These GPUs can be used on the ramp and are portable enough to fly with the aircraft or helicopter to remote locations. The unit can be used for maintenance functions for prolonged periods while connected to an AC power source for shop or hangar applications.

The versatile AMI GPUs offer tremendous cranking amperage when used for aircraft starts on the ramp or in remote locations. The GPUs internal batteries are Drycell technology “starved electrolyte” which translates to no maintenance, no external leaks or corrosion.

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The Heliwagon

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By Ron Whitney

sk any rotary wing mechanic what is the least favorite aspect of their daily job and most of them will reply; dragging the aircraft in and out of the hangar for maintenance and storage. Through the years many devices and methods have been developed, from standard and after market ground handling wheels to helicopter dollies to the current selection of moveable landing platforms. Check out The Heliwagon.

Introduced in Houston during the 2008 HeliExpo, the Heliwagon brings a uniquely engineered solution to moving a helicopter around safely and efficiently. Engineered for light to medium skid equipped helicopters, this system, which can easily be operated by one person, brings about several unique features.

• • • • • • •

Industrial grade casters and drive wheels Polyurethane non skid deck surface Powder coated steel chassis OMNEX Trusted Wireless Remote Control Quick Disconnect Axle Couplers 100fpm forward speed One person operation

One Person Operation

There are several landing platform options that can be operated by one person. But none have the feature of wireless remote control operation. Simply land your 44

ROTORCRAFT PROFESSIONAL • April 2008

helicopter to the 12x14 pad with the high visibility “H” painted dead center for alignment, shutdown and secure your rotor, grab the remote and you’ll soon be moving your aircraft at 100 fpm to your hangar. The remote control system allows you the flexibility to move about wherever necessary to insure your aircraft is free and clear of all obstacles. Now, if you have to move your aircraft longer distances, the platform axel can be disengaged allowing you to operate by use of the towbar.

Advantage and Innovation

This product is especially well suited for anyone who operates a helicopter with anything attached to its belly, basically all small to medium aircraft. By not having to position a ground handling system under your aircraft you eliminate the risk of damage to antennas, FLIR systems, ENG systems, you name it. Eliminate the risk and you eliminate the cost of repair and replacement.

Well engineered systems allow room for improvement, the Heliwagon is no exception. Soon you will be able to order platforms with; standard and Night Vision Device compatible lighting integrated to the landing surface itself, a battery powered ground power unit, a 14x14 landing deck, and upgrade to a maximum gross weight of 13,000 pounds.

Spec-Ops Aviation can engineer a landing platform solution to just about any light to medium helicopter situation. Point your browser to www.heliwagon.com, or call Spec-Ops at 208-819-3206, you won’t be disappointed.

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A PPR O A CH FAA Speeds Up Process To Hire Air Traffic Controllers

FAA Announces Major Communications System Upgrade WASHINGTON, D.C. — The Federal Aviation Administration (FAA) has transitioned to a new telecommunications network that will increase network reliability and save hundreds of millions of dollars over the next decade.

“While completing this work has been seamless to the flying public, it is important because it means travelers can have a greater level of confidence in our networks,” said Robert A. Sturgell, FAA Acting Administrator.

The FAA Telecommunications Infrastructure (FTI) network replaces the legacy telecommunications network known as the Leased Interfacility National Airspace System Communications (LINCS). More than 3,800 facilities were upgraded with 20,000 telecommunications services.

“Moving to FTI is a key milestone to support a secure, high capacity network backbone for the Next Generation Air Transportation System,” said Administrator Sturgell.

Instead of managing and operating separate legacy networks, the FAA is moving toward an integrated, modern and cost-effective telecommunications infrastructure. The successful transition of the legacy LINCS system to the FTI network brings the FAA closer to a single, more reliable network for transmitting voice, data and radar information to the nation’s air traffic controllers. It also offers a range of enhanced security services, including firewalls, intrusion detection, and encryption, and reduces the agency’s operating costs for telecommunications services.

The FAA, like other government and industry organizations, has ever-increasing demands for bandwidth to meet its information exchange requirements. FTI meets those demands in an efficient way. FTI also provides services to other agencies within the Department of Transportation, the Department of Defense, the National Weather Service and local and regional airport authorities.

FTI is one of the agency’s largest acquisitions, totaling $2.4 billion. The Harris Corporation of Melbourne, FL, was awarded the FTI contract in July 2002. The contract includes a price management mechanism to ensure that the FAA continues to pay market-competitive rates for the duration of the contract.

WASHINGTON, D.C. — In an effort to streamline the application process for air traffic controllers, the Federal Aviation Administration (FAA) has created consolidated screening and testing centers to provide “one stop shopping” for prospective new employees. Consolidating security clearances, medical screenings, and fingerprinting allows the agency to cut weeks off the application process.

“The FAA put out a job announcement just last month that attracted 3,000 applicants in 15 days. The overwhelming response for new air traffic controller positions highlights the enthusiasm, passion and determination of our applicants,” said Bobby Sturgell, the FAA’s acting administrator. “They are ready to work and we want to get them processed and in training as soon as possible.”

To get numerous applicants through the system at one time, the FAA created a Pre-Employment Processing Center (PEPC) that couples screening and testing and can rotate to the FAA facilities where prospective controllers are interviewed. Instead of making separate appointments that can take up to

two weeks to complete, this system streamlines the process.

The first Center was set up at the regional FAA office in New York in January and was a huge success when more than 90 prospective controllers were interviewed. Individuals invited to come to the Centers are candidates chosen by centralized selection panels for further consideration. The first hires to participate in this process received job offers within two weeks and will start at the FAA Academy in Oklahoma City this month.

Other Centers will be held in Florida, Atlanta, Fort Worth, and Chicago between now and the spring.

The consolidated screening process is one more initiative in the FAA’s aggressive recruitment and hiring program. The FAA will hire more than 1,800 new air traffic controllers this year and increase total controller staffing to more than 15,000.

In addition to recruitment and hiring, the agency recently announced the installation of state-ofthe-art air traffic tower and en route simulators to give the new controllers an enhanced, real-world experience during training.

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Geisinger Life Flight Rolls Out First EC145 in Fleet Grand Prairie, TX – On Friday, March 28 at 1:00 p.m. ET, Geisinger Life Flight rolled out its first, state-of-the-art EC145 from American Eurocopter. The helicopter is the first of five in the Geisinger Life Flight fleet and was introduced during a media day event at the Life Flight base in State College, Pennsylvania.

The EC145 was selected by Geisinger Life Flight in September 2006 as the product to invigorate its five-helicopter fleet consisting of Eurocopter BK117s and Sikorsky S76s.

The BK117 was introduced to the U.S. AMS market in the early 1980’s and Geisinger Life Flight was one of the first AMS organizations in the United States to operate it. The BK117 has been one

of the most widely accepted twin-engine helicopters in the U.S. AMS market. The EC145 is its natural successor and due to its performance, payload and stateof-the-art electronics, the helicopter has quickly become the choice of U.S. AMS operators.

Geisinger Life Flight chose the EC145 because of the aircraft’s single pilot IFR capabilities, its twin-engine performance and reliability, advanced electronics, its NVG compatible cockpit, the spacious cabin and its ability to operate in a wide range of operating conditions.

Powered by two Turbomeca ARRIEL engines, the EC145 delivers a top speed of 145 kts and a fast cruising speed of 131 kts. Its service ceiling is 17,200 ft., and

the EC145 climbs at a rate 1,600 ft/minute. With standard tanks, the EC145 has a range of 370 nautical miles, and can fly in temperatures ranging from -31 to 122 degrees Fahrenheit.

The helicopter’s spacious cabin has room for two pilots and three medical practitioners with space for two patient litters and a comprehensive equipment bay.

Built with high set main and tail rotors, the EC145 is fast, safe, and provides in excess of 135 cubic feet of cabin volume.

Geisinger Life Flight’s media day was held in the Life Flight hangar at the University Park Airport in State College, Pennsylvania, which began at 1:00 p.m.

ET. Demonstrations were held to highlight the new technology and interview opportunities were available with members of the Life Flight team, Air Methods and American Eurocopter.

Med-Trans adds second Bell 407 at Medical Center Hospital

Dallas, Texas - MedTrans Corporation (Med-Trans) and Medical Center Hospital announced today that they have added a second helicopter to its emergency air transport service. The hospital’s flight service now offers two “CareStar” Bell 407 helicopters provided by Med-Trans, outfitted with the latest medical equipment, to service seventeen surrounding communities in West Texas and Southeastern New Mexico. MCH is the only hospital in the region with an on-site flight program.

“Since its inaugural launch in June 2003, our CareStar emergency helicopter service has tremendously benefited the Permian Basin,” said William Webster, CEO of Medical Center Hospital.

“The Permian Basin is booming and we believe one of the best ways to protect its increasing population is to expand our CareStar service. Medical Center Hospital is pleased to work with its corporate partner Med-Trans, to bring a second CareStar helicopter to serve the region.”

The Bell 407, with a top speed of 160 mph, is one of the most popular Emergency Medical Services (EMS) helicopters in the industry. This swift, reliable helicopter boasts an unsurpassed record of safety and performance. Patients transported in an MCH 46

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CareStar helicopter will benefit from the availability of a portable oxygen system, suction system, cardiac monitors, defibrillator with pacing capability, and an auxiliary power converter for inflight medical procedures.

With on-scene capability, the MCH CareStar Flight Service is able to provide trauma care and rapid transport for critically injured patients. The service will also transport critically ill patients from outlying regional hospitals for advanced care and treatment.

The MCH CareStar Flight Staff (Unit) is comprised of highly skilled registered nurses and paramedics specially trained through our associate company Med-Trans Corporation.

“Pecos County Memorial Hospital is very content with the relationship with Medical Center Hospital,” said Russell Tippen, CEO of Pecos County Memorial Hospital. The second CareStar will increase the level of care for Pecos County and the surrounding area.”

Fred Buttrell, President and Chief Executive Officer of MedTrans Corporation said, “Medical Center Hospital has done a tremendous job building relationships and being instrumental in providing air medical transport to the region. The expansion of critical care to the rural communities and the addition of a second helicopter to the CareStar program is fundamental in keeping up with the service needs of the Permian Basin.”

Vector-Helicopter Services Unveils “Glass Cockpit” System Canadian operators get an up-close look at newest technology Richmond, BC - Vector-Helicopter Services North America (Vector-Helicopter Services) and Sagem Avionics, Inc. are providing Canadian helicopter operators a front row seat to view the newest Integrated Cockpit Display System (ICDS) or “glass-cockpit” technology that is quickly being adopted by helicopter operators across North America.

In presenting this new technology to operators, Vector will have a newly-refurbished, glass cockpit-equipped Bell 206 on display at its booth (#303) during the Helicopter Association Canada’s tradeshow in Calgary, on April 6th and 7th, thanks to the cooperation of Mr. George Kelham, president of Slave Lake Helicopters.

As the industry-leaders in glass cockpit technology, Vector and Sagem Avion-

ics offer operators a unique opportunity to view first-hand, the latest advances in ICDS helicopter technology that provides increased performance, safety and reliability, while reducing direct operator costs.

Added value comes from the opportunity to speak directly with both the developers (Sagem Avionics, Inc.) and integrators (Vector-Helicopter Services) to learn more about the system operation and how it can be integrated into their particular aircraft.

Since the highly-successful launch of the SAGEM ICDS at HAI 2007, Vector and Sagem Avionics, Inc. have made the technology available on a variety of platforms including the Bell 205 / Bell 206 / Eagle 212 / Bell 407 / Sikorsky S61 / Eurocopter AS350 / Robinson R44 / MD500.

The rapid growth of ICDS installations within the helicopter industry is in large part, a result of Sagem Avionics, Inc.’s

development and constant evolution of a world-class avionics solution, and Vectors’ expertise and experience derived from successfully developing the required Supplemental Type Certificates and performing more than 460 installations, upgrades and legacy retro-fits on a variety of helicopter platforms. Installations have included a variety of customers including commercial and fleet operators, law enforcement agencies, emergency medical services, and personal aircraft.

In addition to offering a diverse range of avionics services and support, VectorHelicopter Services is a premier provider of aerospace MRO services to the global helicopter market, providing comprehensive support for a variety of engines, dynamic components and structures support for numerous Sikorsky, Bell and Eurocopter helicopter models from state-of-the-art facilities conveniently located throughout North America.

Med-Trans partners with Northwest Texas Healthcare System “Dallas, TX Med-Trans Corp. and Northwest Texas Healthcare System (NWTHS), announced their partnership and the addition of asecond helicopter to their air medical transport service effective April 1, 2008.”The service will be operated in a partnership with MedTrans Corporation, a leading provider of air ambulance programs, headquartered in Dallas, Texas.

“We have been reviewing the air transport needs of the region for some time,” said Frank Lopez, NWTHS Chief Executive Officer. “We are pleased that this partnership will enable us to meet the growing regional transport needs with the same service, clinical quality and medical professionals that our community partners and residents have received for the past fourteen years. Additionally, our partnership with a top-quality and growth-oriented air medical provider such as Med-Trans Corporation facilitates significant aviation related resources that will enable NWTHS LIFESTAR to flourish in the years to come.” The partnership with Med-Trans Corporation will provide two new aircraft, a Bell 407 and an EC 135. The familiar LIFESTAR color scheme will be continued on the new aircraft.

The current NWTHS air transport service, LIFESTAR, celebrates its 15th anniversary in August of 2008. “The same talented staff that has provided excellent air medical transport patient care will continue to do so,” said Lopez.

LIFESTAR serves approximately 150 mile radius including Texas, New Mexico, Colorado, Oklahoma and Kansas.

Lopez said, “We feel very fortunate to work with dedicated and exceptional EMS agencies, dispatch personnel and hospital staff and look forward to continuing our relationships in serving them on an expanded basis.”

Fred Buttrell, President and Chief Executive Officer of Med-Trans Corporation, said, “Northwest Texas Healthcare System has done a tremendous job servicing EMS systems and communities throughout the region and providing outstanding patient care. The LIFESTAR air medical transport program has a 15-year legacy and is known as one of the leading flight programs in the region. It is a privilege to be partnering with Northwest Texas Healthcare and we are very excited about the future of the LIFESTAR programs.”

Northwest Texas Healthcare System is the only Level III Trauma Center in Amarillo and the region’s referral center for trauma services in the Panhandle.

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A D Advertiser Name

INDEX PG#

Able Engineering..........................................................................3 Aero Seats and Systems........................................................21 Aero Toy Store............................................................................13 Aerosimulators............................................................................7 Aircraft Shopper Online....................................................... 37 Avalex...............................................................................................5 Aviation Management International............................. 43 Aviation Plus Inc........................................................................31 Aviation Specialties Unlimited Inc................................... 25 AVMAP...............................................................................................15 AXSYS..............................................................................................IBC Barry Cordage.......................................................................... IFC CeJay Engineering..................................................................... 24 Cresecent Helicopters...........................................................10 Devore Aviation............................................................................9 Doctor Down............................................................................... 24 Eagle Eye Solutions................................................................ 32 EFW....................................................................................................27 FEC Heliports.............................................................................. 48 First Fuel Systems....................................................................31

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Advertiser Name

PG#

FLYIT Simluators....................................................................... 23 Foxtronics.................................................................................... 32 Hecat............................................................................................... 48 Helipod International............................................................. 17 Heliport Systems....................................................................... 11 Heliproducts................................................................................41 Helitowcart................................................................................ 42 Heliwagon..................................................................................... 33 INSCO................................................................................................ 36 L3 Wescam....................................................................................... 1 Leading Edge Insurance..........................................................14 PIC Life............................................................................................ 29 Robin Aviation............................................................................. 48 Rotor Roster.............................................................................. 36 Rotorcraft Leasing................................................................. 35 Safe Tec..........................................................................................19 Sagem..............................................................................................BC Sevier County Choppers.........................................................18 United Rotorcraft....................................................................41