Heliweb Magazine - January 2016

CRASH RESISTANT FUEL

TANKS THE INDUSTRY RESPONDS

GOODBYE

AGUSTAWESTLAND HELLO

FINMECCANICA STOP THE

DRONE PANIC JAN 2016 VOL 23

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䄀甀最甀猀琀 ㈀ ㄀㔀 ㌀

Helinews

INSIDE

THE JANUARY ISSUE

32

COVER STORY: THE GAME CHANGERS Last Shadow & Paradise Helicopters partner

16

CRASH RESISTANT TANKS The industry responds

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DRONE REGISTRATION Will it make a difference to LASER STRIKES helicopters?

GOODBYE On the increase AUGUSTAWESTLAND Hello Finmeccanica

STOP THE DRONE PANIC

MONTHLY COLUMNS & FEATURES

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Editors notes

6

The toolbox

8

The instructors station

10

Straight & level

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Helipix

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Helinews

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Rotorheads

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Behind the lens

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Whirly Girls

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PUBLISHER & CHIEF EDITOR:

heliweb.com

Ryan Mason ryan@heliweb.com DEPUTY EDITOR: Adam Johnson adam@heliweb.com

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Brian Parsons brian@heliweb.com Lauren Brown lauren@heliweb.com Adam Johnson adam@heliweb.com GRAPHIC DESIGN & ART DIRECTION: Troy Dominy Troodon Design Co. troy@troodon.us

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From the desk of Ryan Mason

No such thing as impossible As

I sat in a chair at my desk last week sinking deep into the l e a t he r c h a i r t h a t I re m e m b e r p u rc h a s i n g w i t h t he v e r y f i rs t p a y i n g j o b I di d a s a n a v i a t i o n p ho t o g ra p he r , I s i p p e d o n m y i n c re di b l y s t ro n g c o f f e e t h a t w a s t o g e t m e t h ro u g h u n t i l t h e e a r l y ho u rs o f t h e m o r n i n g a s m a n y p u b l i s he rs o f t e n d o - I p o n d e re d t he b e g i n n i n g o f a n e w y e a r a n d a l l o f t he a c c o m p l i s h m e n t s o f 2015 . A s t h e y e a r b e g a n , n e i t he r m ys e l f - o r t he a m az i n g t e a m o f p e o p l e t h a t n o w s u r ro u n d m e a n d s u p p o r t t he m a g az i n e t h a t I n o w r u n h a d a n y i d e a o f t h e ro l l e r c o a s t e r t h a t 2015 w o u l d b e c o m e .

E v e n a s I l e f t f o r a s ho o t b a c k i n m y ho m e c o u n t r y o f A u s t ra l i a i n A p r i l , I h a d n o i d e a that in a little less than two months, I was a b o u t t o b o a rd a ro l l e r c o a s t e r t h a t i s b o t h the most exhausting thing in the world as m u c h a s i t i s t he m o s t e x c i t i n g r i d e y o u ’ l l ever get on. Owning your own business is n o t f o r e v e r y o n e - t h a t i s f o r s u re . B u t f o r t ho s e t h a t c a n ’ t s t a n d t he g r i n d o f t he n i n e to five and don’t mind getting their hands d i r t y o r j u m p i n g f ro m di z z y i n g h e i g h t s w i t h n o t h i n g b u t s o m e f a b r i c s t ra p p e d t o t he i r b a c k , t h i s i s t he r i d e f o r y o u .

My wife Ali has been telling me for many y e a rs t h a t I n e e d e d t o s t a r t m y o w n b u s i n e s s i f I w a s e v e r g o i n g t o b e t r u l y h a p p y. We m e t w he n b o t h o f u s w o r k e d i n t he ho t e l i n d u s t r y p r i o r t o m y l a w e n f o rc e m e n t c a re e r a n d I w a s i n c h a rg e o f a l a rg e , y e t l o y a l t e a m . H e r w o rd s t o m e o v e r a n d over again have been “you just need to start your own business doing something y o u l o v e , t h a t ’s w h e n y o u ’ l l b e h a p p y a t w o r k ” – a n d s he w a s r i g h t ( a s a l l g o o d husbands know on almost every occasion).

E v e r s i n c e t he d a y I s t e p p e d i n t o a h e l i c o p t e r t o b e g i n f l i g h t t ra i n i n g , I k n e w that above all else, I wanted to work in t h e he l i c o p t e r i n d u s t r y. I f y o u h a d t o l d m e i n 20 07 t h a t o w n i n g a he l i c o p t e r i n d u s t r y m a g az i n e w a s g o i n g t o b e t h a t p l a c e , I w o u l d h a v e w a l ke d a w a y g i g g l i n g t o m ys e l f t h a t y o u w e re s l o w l y s l i p p i n g i n t o i n s a n i t y.

H o w e v e r , f a t he r t i m e h a s a f u n n y w a y o f s h a p i n g w he re y o u t ho u g h t y o u w o u l d b e i n 10 y e a rs a n d w he re y o u e n d u p , s o he re I s i t , i n m y c h a i r w o n d e r i n g ho w a g u y w ho t ho u g h t he w o u l d b e a c o p u n t i l re t i re m e n t

6

heliweb.com

age is now a magazine publisher, and you know what- I wouldn’t give it up for anything.

O n J u l y 13 t h o f 2015 , a s w e l t e r i n g d a y i n t h e he a t o f d o w n t o w n H o u s t o n , i t w a s t h e f i rs t d a y o f t h e A L E A s ho w a n d I w a l k e d t o w a rd s t h e c o n v e n t i o n c e n t e r f o r w h a t w o u l d b e t h e f i rs t t h re e d a y s a s t h e n e w o w n e r o f t h e m a g a z i n e . We h a d s p e n t t h e l a s t s e v e ra l d a y s p o u r i n g o v e r o u r p re s s re l e a s e t o m a k e s u re i t w a s p e r f e c t a n d s e t i t u p t o b e re l e a s e d t h e m o m e n t t h e s ho w o p e n e d , b u s i n e s s c a rd s i n m y p o c ke t a n d a b o u t 5 0 p o u n d s o f e q u i p m e n t h a v i n g b e e n s e t u p , e v e r y o n e a t t h e s ho w just assumed I was helping set up for the m a g a z i n e , b e i n g t h a t I h a d p re v i o u s l y w o r ke d f o r t h e p u b l i c a t i o n f o r o v e r a y e a r.

Th e p re s s re l e a s e w e n t o u t , a n d I c o u l d n ’ t h a v e ho p e d f o r a b e t t e r re s p o n s e . Ve n d o rs w ho I h a d w o r k e d w i t h o v e r t h e y e a rs i n t h e i n d u s t r y, a s s o c i a t i o n s t a f f a n d e v e n o t h e r p u b l i s h e rs s t o p p e d b y t o w i s h m y s e l f a n d t h e t e a m w e l l . L i t t l e w a s I t o k n o w, t h a t t h e h a rd w o r k h a d n o t e v e n b e g u n .

I m m e d i a t e l y u p o n re t u r n i n g f ro m t h e A L E A s ho w, t h e h a rd w o r k b e g a n . W i t h t h e h e l p o f people that I have known and trusted in the i n d u s t r y, w e b e g a n p u t t i n g t o g e t h e r w h a t I wanted the magazine to look like (which is still evolving as we find our print identity).

In the same 30 day period bet ween the l a s t i s s u e o f t he o l d m a g a z i n e g o i n g o u t a n d t h e f i rs t i s s u e u n d e r n e w m a n a g e m e n t , w e f o u n d o u t t h a t o u r n e w ho u s e w o u l d n o t b e re a d y, s o w e p a c k e d u p o u r ho u s e a n d p u t e v e r y t h i n g w e o w n e d i n s t o ra g e a n d s p e n t t h e n e x t 3 0 d a y s i n a ho t e l .

M e d e s i g n i n g t h e m a g a z i n e ’s n e w l o o k , writing content and spending countless ho u rs o n t h e p ho n e w i t h f r i e n d s , p e o p l e i n the industr y and my assembled team tr ying t o m a k e s u re w e h a d e n o u g h c o n t e n t f o r m y vision of vir tually doubling the content of t h e m a g a z i n e i n t h e f i rs t m o n t h - m o s t o f i t done sitting on a laptop by the pool of the S t a y b r i d g e S u i t e s ho t e l t h a t o u r f a m i l y o f f o u r w a s c a l l i n g ho m e f o r t h e l o n g e s t 3 0 d a ys o f o u r l i v e s . P e o p l e t h i n k l i v i n g i n a ho t e l i s g re a t , y o u g e t y o u r b e d m a d e f o r y o u , b re a k f a s t e v e r y m o r n i n g a n d d i n n e r a f e w n i g h t s a w e e k . Tho s e p e o p l e h a v e n e v e r d o n e i t w i t h t w o c h i l d re n u n d e r 10 a l l w h i l e tr ying to assemble a new look magazine…

B u t w e d i d i t . Th ro u g h t h e h a rd w o r k a n d d e di c a t i o n o f m y s m a l l t e a m o f a w e s o m e

c o n t r i b u t o rs , e d i t o rs , p ro o f re a d e rs a n d t h e a r m y o f i n d u s t r y p ro f e s s i o n a l s w ho h a v e o f f e re d a d v i c e a l o n g t he w a y, We .

Did. It. Not only that, but we continue t o d o i t e v e r y m o n t h , b u i l di n g o n t he foundations of what we started to build; a m o re p o w e r f u l , i n f o r m a t i v e a n d i n d u s t r y changing magazine.

Not a day goes b y w h e re w e d o n ’ t c o n t i n u e t o s t r i v e t o a c h i e v e t o b e t h e m a g a z i n e t h a t i s c ho s e n a s a n i n d u s t r y f a v o u r i t e . We d o n ’ t w a n t t o p ro c l a i m i t , w e w a n t p e o p l e t o F E E L i t .

Th e m a g a z i n e t h a t w h e n I w a s i n f l i g h t t ra i n i n g a n d c o u l d n ’ t g e t e n o u g h o f ever ything helicopter that I couldn’t wait to open and see what was inside. I don’t j u s t ho p e t o b e t h a t m a g az i n e , I h a v e the drive and determination to BE that m a g a z i n e f o r t h e i n d u s t r y w i t h t he he l p o f m y a w e s o m e t e a m o f p ro f e s s i o n a l s .

One of the things I learned as a police o f f i c e r , w a s t o n e v e r q u i t a n d t o a l w a ys m a k e a d i f f e re n c e . Tra n s l a t i n g t h a t t o t h e h e l i c o p t e r i n d u s t r y, i t m e a n s t h a t w e w i l l n e v e r s t o p p u rs i n g t he b i g s t o r i e s a n d w o n t s h y a w a y f ro m c o n t ro v e rs y i f t h e re i s a s t o r y t h a t n e e d s t o b e s h a re d .

I f o n e p i l o t l e a r n s s o m e t h i n g f ro m re a di n g t h i s m a g a z i n e t h a t m a y p re v e n t t he m f ro m m a k i n g a m i s t a k e , i t m i g h t n e v e r b e known, but that is good enough for me.

I t ’s b e e n a w h i r l w i n d 2015 , a n d I c a n ’ t w a i t t o s e e w h a t 2016 b r i n g s , b u t I k n o w t h a t w i t ho u t t h e t e a m t h a t s u p p o r t s m e e v e r y m o n t h i n b r i n g i n g y o u t he re a d e r t h i s m a g a z i n e a n d t he s u p p o r t o f m y a m a z i n g f a m i l y, t h e re w o u l d b e n o h e l i w e b . Fo r t h a t I a m e t e r n a l l y g ra t e f u l .

To t ho s e o f y o u re a d i n g a l l t he w a y t o t he e n d , re m e m b e r t h i s ; S o m e t i m e s y o u h a v e t o t a k e r i s k s t o g e t t o w h e re y o u w a n t t o b e .

S o m e t i m e s i t i n v o l v e s a l o t o f s k i n i n t he g a m e a n d o t h e r t i m e s i t re q u i re s a l o t o f h e l p f ro m y o u r f r i e n d s , a n d y o u r a b i l i t y t o m a k e o t h e rs s e e y o u r v i s i o n t o c o m e a l o n g for the ride. In my case it is both and you w i l l a l w a y s s u c c e e d w h e n y o u h a v e he l p , s u p p o r t a n d a he a l t h y d o s e o f f e a r t h a t d r i v e s y o u . B e t h a t p e rs o n t o s o m e o n e o n e d a y, y o u ’ l l b e s u r p r i s e d a t w he re i t l e a d s y o u …

Ryan Mason Publisher & Chief Editor heliweb magazine

January 2016

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The toolbox Brian Parsons

The Dirty Dozen L et

me first of all wish everyone a very Happy a n d P r o s p e r o u s N e w Ye a r !

Th i s y e a r m a r k s t h e 27 t h N e w Ye a r I h a v e c e l e b r a t e d with my wonderful wife, Kim. Th o s e of us who have been in this business of helicopters for any length of time know that it takes a person of great understanding to share these amazing machines with— for some of us, it takes t wo or three tries to find that person… I couldn’t begin to count the number of times I have had to postpone a date, cancel a dinner reser vation, or leave in the middle of the movie just before the big action scene because of a helicopter issue. It seems that there is always something pulling in a direction away from where I really want to be. I need to let her and the world know how much she means to me without getting all sappy and s q u i s h y . Th a n k y o u , s w e e t h e a r t — from the bot tom of my tool box— for all the times I said I had to go, and for still being there when I returned.

A s w e b e g i n t he n e w y e a r , H A I ’s H e l i E x p o i s r i g h t a ro u n d t h e c o r n e r.

If you have never attended an HAI event, I have to say that you are really missing a tremendous oppor tunit y to see and experience the global helicopter industry and be part of the cutting edge of technological a d v a n c e m e n t s i n a l l t h i n g s h e l i c o p t e r.

One of the things that makes this event such a success is the associations a t t e n t i o n t o s a f e t y. Fro m t he f i rs t arrival of the display aircraf t and until the lights go out at the closing, safet y is in the forefront of each and every movement into and out of the venue, which brings me to the q u e s t i o n : Wh a t a r e y o u d o i n g t o m a k e your maintenance program safer?

Not just for the pilots and operators b u t f o r y o u , a s a m a i n t a i n e r . Th e lengths you go to make yourself safe will ultimately spill over into the operations aspects, thus leading to a safer environment for ever yone.

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I C AO C i rc u l a r 24 0 , “ I n v e s t i g a t i o n o f H u m a n Fa c t o rs i n A c c i d e n t a n d I n c i d e n t s , ” lists over three -hundred precursors to h u m a n e r ro r. O n e t h i n g t h a t w e a l l a re aware of is the statistic that most all accidents and incidents are caused by pilot error, with the largest percentage coming from “non-mission” activities like r e p o s i t i o n i n g a n d i n s t r u c t i o n a l w o r k . Th e common thread bet ween the pilot and mechanic in our work environment is the human factor; we are all susceptible to the same human conditions that could potentially lead to d i s a s t e r.

I’m sure at one time or another each of us has encountered at least one or t wo of these conditions, or all of them. Listed i n n o p a r t i c u l a r o r d e r a r e “ Th e D i r t y Dozen”.

Fa t i g u e , s t re s s , c o m p l a c e n c y, communication, awareness, distraction, lack of knowledge, teamwork, lack of resources, pressure, lack of asser tiveness, and norms are all taken f r o m t h e I C A O C i r c u l a r 2 4 0 . “ Th e D i r t y D o z e n ” i s a l i s t d e v e l o p e d b y M r. G o rd o n DuPont (Google him— a ver y interesting individual) while he was working with Tr a n s p o r t C a n a d a . D u P o n t d e t e r m i n e d that these t welve factors are the leading preconditions for get ting into trouble.

I think that if one were to take a close look at each of these precursors to unsafe acts individually, he or she would find the solution to minimizing these safety r e l a t e d i s s u e s t o b e q u i t e s i m p l e . Wh a t I have found is the implementation of a means to identif y and correct can be the most difficult. Look at fatigue if you will; how do you minimize fatigue? Rest, simple enough, right? But how can we rest when we have the added stress of completing a task on schedule, as well as the pressure to be on budget when we run out of resources because lit tle Johnny was distracted by a phone call a n d m i s s e d t he Fe d e ra l E x p re s s p i c k u p . I could go on but I think I made my point.

I t ’s n o t s o s i m p l e a f t e r a l l . H o w d o e s o n e implement a means to combat any safety issue? First, one has to recognize the unsafe condition. Everyone is most likely tired; we all have pulled shif ts into the wee hours of the morning and successfully completed each and ever y required task, plus discrepancies, and we will most likely do it again. Its just a matter of time b e f o re M r. M u r p h y c o m e s c a l l i n g a n d applies his law that anything that could

go wrong will go wrong. He always does, and always when you least expect it.

Each and everyone of you know our environment for working on these machines i s e n g u l f e d i n “ Th e D i r t y D o z e n ” d a y i n and day out. As maintainers we need to develop a discipline that governs how we address each human factor as they are encountered, recognition of symptoms a n d a m e a n s t o d e a l w i t h e a c h o n e . We have to rely on each other, including management, to ensure that the decisions that are made will include a level of safet y to reduce the exposure to unsafe acts.

F o r t u n a t e l y , t h r o u g h t h e “ F A A S Te a m , ” o r Fe d e ra l Av i a t i o n A d m i n i s t ra t i o n S a f e t y Te a m , w e h a v e a v a i l a b l e e d u c a t i o n a l t o o l s f o r b o t h A T M s a n d P i l o t s . Th e t e a m ’s m i s s i o n s t a t e m e n t i s t o “ I m p ro v e t he n a t i o n ’s a v i a t i o n a c c i d e n t ra t e by conveying safety principles and practices through training, outreach, and education; while establishing partnerships and encouraging the continual growth of a positive safet y c u l t u re w i t h i n t h e a v i a t i o n c o m m u n i t y. ” Th e safety courses available are t ypically free of charge and can be found on line at: f a a s a f e t y. g o v / gslac/ALC/course_catalog.aspx I would encourage anyone who is involved in any kind of aviationrelated endeavor to visit the web site and sign up for the available classes.

A s a b o n u s f o r AT M s , s o m e c l a s s e s are approved for the requirements of the Inspection Authorization renewal.

Additional information on safety tools can be found at the International Helicopter S a f e t y Te a m w e b s i t e a t w w w . I H S T. o r g L e t s a l l m a k e 2 016 t h e s a f e s t y e a r e v e r .

Brian Parsons is currently the Director of Maintenance for the Hillsborough County Sheriffs Office Aviation Section, Brian is a Marine veteran, holds a commercial pilot certificate, and is also a Reserve Deputy Sheriff for Hillsborough Count y. Parsons maintenance experience includes factory training on Bell, Airbus and MD helicopters, in addition to several engine types.

RR-250 overhaul and repair Parts • Sales FAA CRS #A9UR626J EASA Certificate #EASA.145.5481 Specializing in Rolls Royce 250 Series Engines AOG Technical Services Available 24/7

Hablamos Español Dallas Shop: 10570 Olympic Dr. • Dallas, TX 75220 Toll Free: 800-909-7616 • Ph: 214-351-1284 Fax: 214-351-1286 • www.actionaircraft.com email: mary@actionaircraft.com Mexico City: Ph: 52-55-2235-1516 • Fax: 52-55-2235-1515 email: support@actionaircraft.com.mx

January 2016

9

The instructors’ station Lauren Brown

So you want motion?

If you’re going to do something, do it right. That

to exceed most of the ATD/FTD markets’ budgets.

it that are distracting students from training, motion

statement is applicable in many situations, but is

In talking with numerous instructors—both helicopter and

may only serve to distract from the lesson. When

especially important when discussing features

airplane—many agree that the motion of their school’s

considering a simulator for purchase, rental, lease, or

of training simulators. With such a large differ-

ATD or FTD is distracting to students during training;

just use as a student pilot, my advice would be don’t

ence in price between helicopter simulators on

some even disable the feature all together. Others

get caught up in the features list at a glance. You’ll want

the market today, it can be difficult for an inter-

complain that the motion of their sim has deteriorated

to actually fly the trainer, shoot some approaches, see

ested buyer to understand what sets one apart

over time, causing sporadic or rough movement, but

how the instruments react, program a route in the GPS,

from another. There are many things—

from

fixing just that aspect of the otherwise working sim is

and assess some of the more valuable features that

the flight handling packages, the approval

deemed too expensive to fit into their budget. While

you or your instructors will actually use with students.

level, the quality and replication of hardware

there are proponents of having motion—and there is a

Sometimes at trade shows or during demos people only

and so forth, but just to focus on one thing at

benefit to it if it’s used appropriately and in certain types

fly a sim for a couple minutes, and for that amount of

a time lets consider the element of motion.

of lessons—it appears by and large that the motion

time the motion may not be distracting, it may even

options available to ATD/FTD type simulators are just

seem fun; but when you are in a training lesson for a

not at a level of fidelity to make it a worthy investment yet.

longer duration of time, possibly with clouds as the only

The motion feature of simulators at the ATD and FTD level of approval seems to be commonly misunderstood

thing in the visual, trying to program a GPS or track an

by consumers. Large full-flight simulator manufactures

When people discuss adding motion to their sim, the

ADF, unrealistic sim motion is the last thing you want

such as CAE for example can achieve motion that

goal is typically to add realism. People want to feel

to be feeling and is probably in fact distracting from

is nearly identical to the actual aircraft, but the cost

like they are hovering, hover taxiing, correcting for

the learning task at hand. I urge people that want to

for these simulators can easily reach millions of

winds, and so forth. Feeling realism is not achieved

incorporate simulators into their curriculum to actually

dollars. For the general aviation, flight school, and

solely by adding motion, but also by how immersive

fly them during their test flight in the same way it will

training center level budget, that price is simply not

the simulator environment is as well. Is the simulator

be flown with their students. There is definitely a long

feasible. Many people feel that if a sim doesn’t have

in a cockpit enclosure? Are there people talking

list of features to compare between simulators but

motion then it is leaving a large feature to be desired.

nearby that take away from the training experience?

unless you are in the market for one near the million

However, more often than not, the opposite is true.

Is the instructor well versed in how to operate the sim

dollar mark, take your time, do your research, take a

or is the lesson being broken up by instructor station

test flight and give real consideration to whether or not

Adding motion capabilities to a training simulator is one of

inputs? All of these elements can affect a training

motion is essential to reaching your operation’s goals.

the most expensive things a manu-facturer can do. The labor,

lesson in a simulator more than people realize. I

programming, hardware components, motors, and so forth

believe there should be great importance placed on

contribute to this time-consuming, costly effort. Often when

the simulator’s surrounding, and especially on properly

motion is accomplished by a manufacturer and added as a

training instructors on how to use the equipment. An

feature to their sim, it does not have a long range of travel—

effort should be made by sim operators to ensure

Simulation Centers in Orlando, Florida. Lauren started

sometimes as little as a few inches off the ground. The sim

students are training in an environment conducive

writing to show the benefits of simulation technology

may not be capable of moving on the correct axis that an

to the most realistic training experience possible.

Lauren in currently the Director of Operations for Elite

with the industry to show that with a combination of simualtion traning and real world applocation,

actual helicopter or airplane does, causing confusion to Motion may seem like a feature that alone adds

simulators are a valuable asset to ant flight school

a generally unlikeable training experience. The cost of

realism, but as mentioned, if it is not done well, or if

or operator. Lauren in a commercial fixed wing

adding the motion also causes the final cost of the trainer

the sim has other factors in the environment surrounding

pilot and aims to complete her rotorocraft addon.

inexperienced pilots, motion sickness for participants, and

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January 2016

11

Straight and level On Autorotations and should be taught within strict guidelines to ensure its

you’ll find that the student is better able to stabilize the

pilot, you are faced with learning how to

success. Students must be afforded the opportunity to practice

auto quickly and find a level of comfort in the maneuver.

autorotate a helicopter. There are good ways

it regularly in order to perfect the skill they so desperately need.

Ben Fouts

Throughout your training to be a professional

to teach it and bad. In consideration of the fact

Please note that if you are autorotating away from an airport,

that nearly ninety percent of training accidents

The primary obstacle to learning the maneuver is convincing the

you must have a solid plan in place. Consider these few

in the helicopter industry occur while practicing

status quo that it actually is a very safe practice procedure. If you

steps to mitigate risk and ensure the safe outcome of the

autorotations, I am of the opinion that there is a

ask people on the street what they thought of helicopters, most say

planned event for the initial stages of learning the autorotation.

lack of standardization and safety protocol on the

that they are dangerous and if the engine quits they believe that

1.

The spot needs to be safe and large enough that even

maneuver, and it needs to be addressed. It is not

there is no survival. Students needs to know right away that the

a poorly executed auto due to a real emergency (in the event the

uncommon now for flight schools to restrict or even prohibit

helicopter does not fall out of the sky, and is actually in essence

engine sputtered and quit) would be easily survivable. At the end of

autorotation training as part of their normal curriculum. In

a very agile glider. Granted the glide ratio isn’t comparable

the day, the helicopter is not the important thing; it is after all, just metal–

those cases, the training is given only by a chief instructor,

to an airplane, but the maneuverability and the results of an

and the manufacturer will be happy to produce another one…

and typically right before a taking a checkride. What

autorotation are such that the occupants should be able to walk

2.

his knee-jerk, adverse reaction to the problem creates is

away every time. Can we teach the student that instead of

hundred feet AGL. this is to ensure you have ample time to take the

pilots getting licensed without the proper readiness and

engine failure, this is a simple procedure that is taught to glide

controls from your student and perform a touchdown– again in the

skill needed to perform safely. The problem exists in a

a helicopter and to enhance your skill? Defeating the perception

event something mechanical happened that was out of your control.

different form on the fixed-wing side of pilot training as

of danger is of utmost importance. If a student feels safe, he

3.

well with very few students receiving adequate training in

or she can learn. If a student feels anxiety, learning is halted.

and plan your glide and power recovery portion to end up into

upset attitude recovery and spin training. The end result

The recovery should take place no lower than five-

Always know where the wind is coming from,

the wind. The difference between walking away from the auto

will be weakness as pilots— all stemming from a fear

If you try, for example, to demonstrate an autorotation from

or ending up severely injured —or worse— depends upon it.

of taking risk with a student. The fact is that this type of

five-hundred feet in the traffic pattern, you probably will have

You might also consider abstaining from practicing autorotations

training saves lives, and a highly educated and skilled

a very difficult time overcoming the student’s fear of hitting

that end with a low-level flare and power recovery at

instructor is imperative to the student’s ultimate success.

the ground, and self preservation will rule the day. When the

any place other than an airport that has an active Crash

entire maneuver —from entry to power recovery—takes less

/ Rescue unit at the field.

Don’t take unnecessary risks.

The US Army is presently transitioning to twin-engine

than eighteen seconds, there is way too much happening for a

helicopters from day-one of new pilots’ training

student to absorb any effective learning. The introduction of the

Introducing this maneuver as a gentle transition to glide mode

which potentially means, in a few years, there

maneuver really should come from a minimum altitude more in the

goes a long way towards reducing student anxiety. Once they

may be a shortage of well-qualified candidates

neighborhood of three-thousand feet AGL, so that you have time

perform this maneuver multiple times you will see the marked

coming to the single-engine dominated industry.

to stabilize in autorotation for a more effective demonstration. T

improvement in performance. Practice the entry with an emphasis on maintaining the pitch attitude, which in turn stabilizes Indicated

While the problem is perceived as a high percentage of

his extra “glide time” gives the student a chance to soak in all

Airspeed. Once the airspeed is stable the rotor RPM won’t change

accidents occurring during the training of a particular

that is happening– how the collective can control rotor RPM,

much. The maneuver becomes easy and safe. Only after this

maneuver, the currently accepted solution is worse:

how the cyclic changes airspeed and rotor RPM, and the

has been achieved should you bring the student to an airport

Avoidance. Failing to train pilots thoroughly in potentially

importance of the scan from outside to stabilize the attitude of

environment to begin the flare and transition to a hover technique.

life saving emergency procedures is akin to not teaching

the helicopter to a scan of the Rotor RPM, Indicated Airspeed,

a medical professional how to perform CPR, and

and the trim of the aircraft. If you can get the student to lead the

This is a performance maneuver, and it is imperative to keep the

hoping he or she doesn’t face any heart attack victims.

autorotation by looking outside and using the inside reference to

helicopter in a predictable envelope. This involves caging the

The maneuver—properly executed—is very safe to perform,

instruments only as a small percentage of his or her scan time,

airspeed between fifty-five knots and sixty-five knots, and not

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allowing a large slip or skid to increase drag and create an excessive rate of descent. Allowing a student to nose dive the helicopter and pick up airspeed to beyond seventy knots could cause a massive spike in rotor rpm when the instructor asks the student to slow down.

Take measures to prevent it, because nothing good comes from getting behind the helicopter. Your job is simple: Keep the maneuver safe and easy to learn, and intervene before the parameter of a good

outcome

becomes

questionable.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur and passionate flight instructor, based on Kona, Hawaii.

Opening Mauna Loa Helicopters at the age of 23 as a single helicopter operation, that now boasts 22 helicopters and 6 fixed wing aircraft between Mauna Loa’s 3 locations in Hawaii on Kona, Honolulu and Kauai and in Alabama. Ben is an FAA designated pilot examiner, having conducted over 2000 examinations in his almost 15 years acting in the role of a DPE since age 24.

January 2016

13

Whirly Girls Dianna Stanger

Presidents Message N ever did I think that those three words would be so difficult to execute.

Each of us has a busy life.

We begin one project, and another one comes up taking our attention away from our original task.

Days get shorter, families need attention, and we try to take the time to devote ourselves to aviation. So why am I about to ask you to make a difference?

Remember the exhilaration you felt the first time you nailed a hover without swinging like a baby’s crib? I bet that you strutted away from the

h e l i c o p t e r t h a t d a y. Wh a t i f I t o l d y o u there is something you can do that will give you the very same thrill?

Yo u c a n m a k e a d i f f e r e n c e f o r a child or another female by telling her about h e l i c o p t e r s . Th e Wh i r l y Girls will be holding Community Day o n S u n d a y , Fe b r u a r y 28 , f r o m 10 a.m. to 2 p.m.— the same day as our annual awards banquet in Louisville.

For one af ternoon, come help as we expose kids of all ages to their very first helicopter and, hopefully, their first ride. If you cannot fly that day, sharing your passion as you help them navigate the displays would be helpful.

Soon it becomes viral; the smiles on the pilots’ faces as the love of aviation gets passed to the next generation.

Th i s y e a r w i l l s e e t h e 1, 0 0 0 t h r i d e t h a t I will have given to a young girl in five years of flying during the Institute for Women of Aviation Worldwide event.

Th e r e w a s n o t o n e t i m e —no matter how long the day or how loud the screams in my headset were — that I did not think that this is what it’s all about.

I have flown Civil Air Patrol cadets, girl scouts, and battered women. Each c a m e a w a y e m p o w e r e d . Th e r i d e r s start out very nervous with excitement, wondering if they will get sick, or “what if I’m afraid of heights?” Or “how fast are we going to go?” All the tension disappears when the helicopter noses over to gain speed — that’s when the squeals begin.

Th a t i s w h y I a m a s k i n g y o u t o m a k e a d i f f e r e n c e . Th e r e is someone that will have that moment etched in memory for the rest of her or his life. If you cannot help during our event in Louisville, make the effort to introduce just one person to helicopters.

Not only do women fly, maintainand navigate helicopters, but we a l s o o w n t h e m . Th e next time there is an impressionable mind in your vicinit y, think of the “H” word, and the smile on your face will be the start of something memorable to the person next to you.

Now, that’s the power of a Wh i r l y - G i r l ! ” The Whirly Girls are a non profit 501(c) organization that provide scholarships, mentoring and other programs to assist women in succeeding in the world

14

heliweb.com

of

helicopter

aviation

O ur

n e w e s t p r o g r a m , ” G i v e i t a W h i r l ”,

w i l l m a k e i t s d e b u t o n S u n d a y, F e b r u a r y

H e l i co p t e r s , G u i d a n ce Av i a t i o n , J R Av i a t i o n ,

Schultz, Whirly-Girls VP of Operations at

Heliweb Magazine and several others, but

wgvpops@whirlygirls.org.

we still need your help! If you are able

2 8 , 2 0 1 6 a t B o w m a n F i e l d i n Lo u i s v i l l e , Ke n t u c k y. T h i s ev e n t w i l l co i n c i d e w i t h H A I Heli Expo, which will begin the following d a y. T h e W h i r l y - G i r l s w i l l b e r e a c h i n g o u t to local youth with an invitation to come and immerse themselves into a hands-on l e a r n i n g ex p e r i e n ce w i t h h e l i co p t e r s . F r o m static displays to simulators, the kids will have the oppor tunity to get up-close and personal with the aircraft and learn what i t i s l i k e t o b e a h e l i co p t e r p i l o t .

Whirly Girls is a non-profit, volunteer o r g a n i z a t i o n d ev o t e d t o a d v a n c i n g w o m e n i n h e l i co p t e r a v i a t i o n . T h e a s s o c i a t i o n t h i s y e a r l e d t h e h e l i co p t e r i n d u s t r y i n r e co r d breaking scholarship opportunities. Whirly g i r l s t h a t w i l l b e i n a t t e n d a n ce a t t h e ev e n t a r e exc i t e d t o t a k e t h e i r d r i v e a n d l o v e f o r h e l i co p te r a v i a t i o n ; s h a r i n g i t w i t h c h i l d r e n by providing this outreach oppor tunity to ignite a passion for aviation by bringing p r ofe s s i o n a l s f r o m a l l co r n e r s of t h e i n d u s t r y t o g e t h e r t o g e t k i d s exc i t e d a n d i n t e r e s t e d i n h e l i co p t e r a v i a t i o n . t o s u p p l y a n a i r c r a ft f o r r i d e s , s t a t i c d i s p l a y The main goal of ‘Give it a Whirl’ is to provide

aircraft (will be

p o s i t i v e ex p o s u r e t o a v i a t i o n w i t h c r e a t i v e and innovative education oppor tunities for

(will be in a hangar), or any other display or

k i d s a n d f a m i l i e s a l i k e a t n o co s t . T h e l i n e -

d o n a t i o n t h a t w o u l d h e l p m a k e t h i s ev e n t

u p f o r “G i v e i t a W h i r l ” i s s t i l l g r o w i n g , a n d

great , please use the contact information

the Whirly-Girls would like to invite all

b e l o w t o g e t i n co n t a c t w i t h a W h i r l y - G i r l .

helicopter aviation professionals to join

Interested in par ticipating? Contact

us for this event . Currently signed up to

J e s s i c a K a n e l l o s , W h i r l y - G i r l s S e c r e t a r y,

a s s i s t t h e W h i r l y - G i r l s a t t h e ev e n t a r e B e l l

at wgsecretary@whirlygirls.org OR Joni

Image by: Tim Pruitt

January 2016

15

Crash resistant

Fuel Tanks In the wake of several high profile post crash fires, the industry responds on where they are and where they are heading on the issue

Story by:

Ryan Mason

Images by:

Lake Dillon Fire Rescue Dennis Pierce

Special Assistance: Image Lake Dillon Fire Rescue, Colorado work to extinguish the wreckage of a Flight for Life AS-350 that crashed

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heliweb.com

shortly after takeoff

Chris Vanderveen Anna Hewson

January 2016

17

O n J u l y 3 r d , 2 015

an Air Methods Flight for Life AS350B3e departing from St. Anthony’s Summit Medical Center in Frisco, Colorado crashed from an altitude of approximately one -hundred fifty feet only thirt y seconds after takeoff. Upon viewing the crash footage captured on CCTV, it is clear that the helicopter had an unknown issue as soon as it lifted— its tail spinning wildly to the left as it took off.

Pilot Pat Mahaney struggled for control for over thirty seconds before the helicopter crashed to the ground only a few hundred feet from where it took off in an adjacent parking lot, coming to rest against a camper and other vehicles.

The crash itself, although violent, did not kill the crew onboard. However, less than five seconds after impact, the helicopter can be seen rapidly leaking jet fuel from a ruptured fuel tank. The spilled fuel ignited almost immediately, and instantly becoming an inferno for pilot Pat Maheny, Flight Nurse Dave Repsher, and Flight Paramedics Matt Bowe.

Thanks to the efforts of several responders to the scene —and the survival instincts and training of the crew— all were either dragged clear or were able to extricate themselves from the inferno of the wreckage. Sadly, Pilot Pat Maheny succumbed to injuries sustained in the crash, dying a few days after the crash. Repsher suffered burns to almost 90% of his body and remains in critical condition at the University of Colorado Hospital burn unit.

Bowe has now been released from hospital.

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Crash resistant tanks, upon first glance, appear to be well regulated. The FAA mandated that all helicopters certified after 1994 must be fitted with crash-resistant tanks during manufacture. On the surface, this fact appears to be a substantial win for the helicopter industr y — that is until you read bet ween the lines of what was actually put into effect. The helicopter in the Flight for Life crash, and many others, was manufactured in 2014.

What the ruling put into place in 1994 required was that all helicopters certified after 1994 are required to have crash resistant tanks fitted. The AS350, along with several other aircraft from other manufacturers, were certified for production several decades prior to the 1994 requirement put in place by the FAA. The AS350 obtained its first type certificate in 1977, thereby making the requirement —while good intentioned— a ruling that still costs lives to this day due to the lack of a requirement to retroactively fit crash-resistant tanks to helicopters already in service. The helicopter involved in the Flight for Life crash was manufactured in 2014, but not required to have a crash resistant tank installed because its t ype certificate was obtained nearly 20 years prior to the 1994 ruling.

by Colorado State Representative Jared Polis and Congressman Ed Pearlmutter. Congressman Pearlmutter demanded that the FAA act with expediency in addressing this issue.

Local Colorado station 9NEWS investigative reporters Chris Vanderveen and Anna Hewson took the matter all the way to Washington, D.C. during their highly publicized stor y on crash resistant tanks. The duo interviewed both NTSB head Christopher Hart and FAA Chairman Michael Huerta. Hart referred the matter to the FAA as the body that makes the legislation based on the findings of NTSB accident reports. Huerta, while acknowledging that action may need to be taken to adjust the appropriate standard, only committed to “undertake studies” on the matter that will commence sometime in 2016. The NTSB however, is no newcomer to this issue. Chairman Hart, in a letter to the FAA dated July 23rd,

According to NTSB records, since the 1994 rule change, there have been t wo-hundred and t wo helicopter crashes, in airframes from multiple manufacturers, that suffered post-crash fires.

Sevent y -eight of those resulted in post-crash fire deaths. That statistic is not lost on politicians and legislators alike. This issue has been highlighted

“The fire engulfed the helicopter in five seconds; it was an inferno”

2015, recommended that “all new helicopters meet crashworthy fuel system standards” after an Air Evac Lifeteam Bell 206 crash in Witchita, KS in which a flight nurse survived the crash, only to be killed several feet from the helicopter in the post-crash fire from fuel that ignited from a fuel tank ruptured in the crash. Hart’s predecessor wrote to the FAA concerning the same topic in 1980 and 1985 after similar incidents. The FAA, like many government agencies, continues to move at a snail’s pace to address this issue. Although legislation was enacted in 1994, nothing covered the reported 85% or, 4,700 helicopters, manufactured in the United States from 1977 to 2015 that were not required to have a crashworthy tank installed due to the certification for the model occuring prior to the 1994 ruling.

Looking at the ‘why not’ Customers have, for the most part, chosen not to have crash resistant tanks installed, despite the face that the tanks have been an option for decades on many aircraft.

Many operators —

including one of the highest at risk groups, air medical operators— have, until recently, chosen not to install them in either new helicopters or retroactive installation.

Air Methods, the United States’ largest operator of air medical helicopters, recently released a statement in response to several news outlets’ inquiries into the matter: “At Air Methods, safety is our highest priority. committed to retrofitting 100% of our Airbus AS350/EC130 (H125/H130) fleet, and we are working directly with a third party who is seeking certification for a crash resistant fuel system for the entire Airbus line. We expect a crashworthy system to be certified in 2016 for the AS350/EC130 (H125/H130) fleet. For us, it’s about doing the right thing.” An Air Methods spokesperson stated that they do currently have some aircraft that have crash resistant

. Air Methods in January signed what is one of the biggest civil sales in history with Bell helicopter to purchase over two-hundred Bell 407 aircraft over the coming years— all of which will have crashresistant tanks installed as standard equipment.

Air Evac Lifeteam, the second largest operator of HEMS aircraft in the United States operate predominantly the Bell 206 and Bell 206L, and they are similarly focused on the issue. Lifeteam provided a statement that read, in part, “Air Evac Lifeteam stands united with all members of the Air Medical Operators Association (AMOA) and its commitment to the installation of Crash Resistant Fuel Systems (CRFS) in all new aircraft and equipping currently aircraft with CRFS. We are committed to retrofitting our fleet of Bell 206L Long Rangers when the systems are available and have been certified by the Federal Aviation Administration.

Bell has given us their commitment to work on the development of a CRFS for the Bell 206.”

The cost The cost of a human life is something that is impossible to put a price tag on. Unfortunately, in the air medical industry, and the helicopter industry as a whole, the price of a human life has a cost. That cost did not, until recently, equate to adding 1-2% of the total cost of helicopter to the price tag. The base estimate for installing crash resistant tanks in a brand new

January 2016

19

tanks installed but did not elaborate further as to which aircraft type has compliant tanks installed. helicopter of f the production line for a n AS 35 0 a d d s b e t w e e n f i f t y - t ho u s a n d to sixt y -thousand dollars to the sale price of a helicopter, as well as adding upwards of an additional hundred p o u n d s o f w e i g h t t o t h e a i r f r a m e . Th a t c o s t r u n s t o a p p r o x i m a t e l y $ 10 0 , 0 0 0 f o r a re t ro f i t o f a n e x i s t i n g h e l i c o p t e r.

One can speculate on the reasoning behind not wanting to install these tanks as related to overall cost when buying many aircraf t or the inabilit y to carry a higher patient weight load in a he l i c o p t e r s u c h a s t he AS 35 0 , w h i c h a s a single engine helicopter can mean the dif ference bet ween taking a passenger or having to decline the flight due to maximum takeof f weight restrictions.

In the aero medical industr y, MTOW restrictions may mean the dif ference bet ween making fifteen-thousand dollars on a flight or not in the privately funded, for-profit operations. It is an industr y that already struggles with positive publicit y, suffering constant backlash from aero medical industr y exper ts on i s s u e s s u c h a s t he i n d u s t r y ’s re l i a n c e on single -engine, single -pilot nonIFR capable aircraf t, whereas the rest of the worldwide industry performs air medical operations in dual-pilot, multie n g i n e I F R c a p a b l e s h i p s . Th a t m a y b e a contributing factor to larger companies recently being quick to commit to changing their own internal standards to rise to with what many industry bodies have been recommending for many years.

Manufacturer

response

Researching this stor y, heliweb reached out to all major manufacturers in the industr y to find out how their aircraf t conform to the need for crash resistant tanks in their helicopters. Bell provided a statement that read in par t : “Bell Helicopter was a pioneer in the development of CRFS for commercial helicopters, placing the first CRFS system into ser vice more than thir t y -five y e a rs a g o o n t he B e l l 222 . S u b s e q u e n t l y, Bell adopted CRFS across the fleet.

Bell has not manufactured a new d e s i g n w i t h o u t C R F S s i n c e 19 8 0 , a n d had conver ted all existing production h e l i c o p t e r s t o C R F S b y 19 91 . B y 19 9 4 , Bell of fered conversion kits for most of its models produced without CRFS.” Although some legacy aircraf t are still in operation from Bell that lack a viable af termarket option for crash resistant tanks, Bell remains commit ted to working towards providing assistance to operators wishing to retrofit their fleets with the newer improved tanks that provide post-crash fire protection.

Bell standardized CRFS across its fleet m o re t h a n a d e c a d e b e f o re t he FA A adopted regulations requiring their i n s t a l l a t i o n . Th e B e l l C R F S s y s t e m s w e r e designed by Bell using a modified version of the militar y CRFS standard, and the c u r re n t FA A re g u l a t i o n d ra w s he a v i l y

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f r o m B e l l ’s d e s i g n s a n d e x p e r i e n c e .

Th e r e f o r e , w h i l e B e l l m o d e l s w i t h t y p e c e r t i f i c a t e s p r e - d a t i n g 19 94 a r e n o t f o r m a l l y c e r t i f i e d t o t he c u r re n t FA A standard since it didn’t exist at the time, the Bell CRFS meets the safet y intent a d o p t e d b y t he FA A w i t h i t s re g u l a t i o n .

Th e o n l y B e l l h e l i c o p t e r s t i l l i n o p e r a t i o n in large numbers in the HEMS field is the Bell 206L, which are not all currently fit ted with crash-resistant tanks retroactively, despite a conversion kit being available for the 206 model for over a decade.

A g u s t a We s t l a n d , manufacturer of the A 10 9 , A 119 , a n d AW 13 9 — a l l w i d e l y u s e d in HEMS operations in the United States— provided details illustrating bladder-based tanks are used in all three of their aircraf t u s e d p r e d o m i n a n t l y i n t h e H E M S s e c t o r.

Th e AW 13 9 , h a v i n g b e e n c e r t i f i e d a f t e r t h e 19 94 r u l i n g w a s a l r e a d y c o m p l i a n t .

Th e A 10 9 , h o w e v e r , a n d A 119 t h a t w e r e grandfathered in also have bladder tanks, versus the hard plastic tanks that are b e i n g p h a s e d o u t . A n A g u s t a We s t l a n d spokesperson stated that all of their tanks meet or exceed what was required i n t h e 19 94 r u l i n g , a n d t h a t t h e y h a v e paid close attention to this issue as it has progressed to ensure that they are ahead of any proposed standards to meet the requirements of their HEMS customer base.

Th e y s t a t e d t h a t , w i t h o u t f o l l o w i n g w h a t t h e i n d u s t r y d e m a n d s , AW w o u l d b e b e h i n d the cur ve — hence their brand continuing to ensure that their specifications and engineering remains at the forefront for the aircraf t they of fer to the market.

MD Helicopters similarly provided information that details all of their

aircraft —from the 500 series through the 900/902 range — all have crash resistant fuel tanks as standard equipment, and have had them s i n c e b e f o r e t h e 19 9 4 r u l i n g b a s e d on customer demand for the product to ensure the safet y of flight crews t h a t p e r f o r m H E M S t a s k s . Wh i l e t h e MD900/902 is not used widely in the US, the 900-series is in use in HEMS roles substantially in the European market, as well as many other countries around the world.

Airbus, the manufacturer of the AS350 in the Flight for Life crash, has made substantial improvement o n t h e A S 3 5 0 ( n o w H 12 5 ) m o d e l i n r e c e n t t i m e s . Th e m a n u f a c t u r e r stated that, although they did have a crash resistant fuel tank o p t i o n a s e a r l y a s 19 9 2 t h a t w a s designed for a militar y procurement package, receptiveness to the idea of installing the tanks in the civil market at the time was not wellreceived. Airbus now produces all US manufactured helicopters from their Columbus, Mississippi plant standard with crash-resistant tanks installed, and are currently working in collaboration with Vector Aerospace and Robertson Fuel Systems on a retrofit package that is anticipated to have an approved S T C s o m e t i m e b y f a l l o f 2 016 .

To w a t c h t h e s p e c i a l r e p o r t ‘Fueling the Fire from KUSA9 News Click Here

The FAA, like many government a g e n c i e s , continues to move at a snail’s pace to address this issue.

A l t h o u g h legislation was enacted in 1994, nothing covered the reported 85% or, 4,700 helicopters, manufactured in the United States from 1977 to 2015 that were not required to have a crashworthy tank installed due to the certification for the model occuring prior to the 1994 ruling.

Bladder based tanks with breakaway valves are available for many helicopters as standard equipment from many manufacturers and are also manufactured by companies such as Roberston Fuel Systems and FFC.

January 2016 21

#helipix A Sydney helicopters BK117 Lands on the pad at Bankstown Airport in New South Wales, Australia. Photo by: James Williams

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Two Marine CH-53E helicopters collide off Hawaiian coast Two CH-53E aircraft conducting what was reported as a routine night training mission were reported missing at approximately 1140pm Hawaiian time on the 14th of January . The coast guard dispatched an MH65 and HC130 to search the last reported area of contact aprroximately 15 miles from Marine Corps Base Hawaii who found debris floating in the area that included a sea level fire, and empty life raft and several other items. “Our heartfelt condolences go out to the families of all those involved in the mishap, and (we) express our deepest gratitude for the heroic, selfless actions of the civilian and military first-responders,” Marine Spokesman Capt Timothy Irish

DynaNav Systems Inc. Toll Free 1-877-333-9626 E-mail: sales@dynanav.com January 2016

23

AgustaWestland becomes Story by heliweb staff

Finmeccanica New branding key to unification F inmeccanica,

of

management costs by maximizing economies

financial perspective on Finmeccanica has

December, 2015, announced that the

on

the

of scale and synergies. As a unified entity,

been well-received with stock growth rising

name

Finmeccanica

from May of 2014 —when the new Board

AgustaWestland

22nd

brand

name

consolidates

its

competitive

would no longer be in effect as of

position

January 1, 2016. The company continues

global aerospace, defense,

and security

shares of the company have increased by

to move toward a “one name -one

markets, bringing to bear leadership in

around 120% on the stock market from the

brand” approach to their many business

technology and products— leadership that is

initial announcement to December 2015.

segments

industry.

strengthened by being part of a single large

presence

international industrial group.” Said Moretti.

in

Finmeccanica

the

aviation

maintains

a

in

the

increasingly-complex

in many fields including space travel,

of

Directors

was

appointed—

indicating

The single brand approach also bids farewell to the familiar AgustaWestland website, which

aeronautics, electronics, land & naval

The

the

now directs to the global Finmeccanica site.

defense electronics, defense systems,

centralization of the management and control

It now showcases the one -brand approach

and security & information systems.

systems, while the divisions will be responsible

and the separation of all of the new business

CEO and General Manager Mauro

for business delivery and will be given the powers

segments. Finmeccanica will showcase its all

Moretti began the process of unification

to ensure complete end-to-end management

new branding at this year’s HAI Heli Expo

for the many brands that now make

of its scope of activity, with full responsibility

for the first time, although it has been slowly

up Finmeccanica back in June 2014.

for financial performance. The sectors will

working towards the new branding throughout

“We are extremely proud of the work

be responsible for strategic coordination.

the last 18 months. It is as of yet unknown

we have done, which has allowed us

Rebranding and unification of other brands in

whether or not the company will proceed

to introduce the new organizational

a single -branded company umbrella is not a

with renaming their helicopter models like as

and operational model of the group

new thing for the helicopters industry. Airbus,

Airbus did in 2015 to unify their helicopters.

within

along with other subsidiaries, transitioned

Airbus proceeding to unify their many brand

in 2014 from American Eurocopter to the

designators from “AS”, “EC ”, “MBB” and others

unified

Helicopters

to the now more familiar “H” designation for all

globally without perceivable impact from a

helicopters. Will there be an “F” designation

customer perspective.

to attach to their helicopters in the future

The the

the

divisionalization efficiency

Finmeccanica’s

24

established

and

will

increase

effectiveness

activities,

heliweb.com

timeframe.

of

reducing

change

in

branding

governance

of

Airbus

involves

The response from a

Skyknight Switches to Robinson R44 Police Helicopter The

oldest airborne law e n fo rc e m e n t a v i a t i o n u n i t i n the nation- Started in 1966 nicknamed ‘SKYKNIGHT ’ in L a k e wo o d, C a l i fo r n i a , re c e n t l y switched from their long time u s e o f t h e S c hw e i t z e r 3 0 0 to a Robinson Helicopters R44 fitted with a full suite o f l a w e n fo r c e m e n t a v i a t i o n e q u i p m e n t . S k y k n i g h t ’s n e w R 4 4 boasts a moving map system, FLIR unit and nitesun unit.

The advanced equipment was a s i g n i f i c a n t u p g r a d e f ro m the units previous mission

equipment and h e l i c o p t e r, re q u i r i n g the assistance of Robinson Helicopter training pilot Robert Muse and his team o f l a w e n fo rc e m e n t t r a i n i n g s t a f f to train all of the units pilots to f l y t h e R 4 4 a n d t o s a t i s f y t h e S FA R re q u i re m e n t s a s we l l a s l e a r n i n g how to e f fe c t i ve l y operate the new mission equipment that is vital to their mission in serving the c o m m u n i t y.

S k y k n i g h t ’s n e we s t a d d i t i o n i s a d e p a r t u re f ro m t h e w h i t e p a i n t o f t h e o r i g i n a l S 3 0 0 ’s, m o v i n g to a metallic blue paint on the

R 4 4 a n d a re d e s i g n o f t h e u n i t s l o g o fe a t u r i n g a k n i g h t s a r m o r a n d w i n g s i n a c i rc u l a r d e s i g n t h a t p a y s homage to their rich histor y in law e n fo rc e m e n t a v i a t i o n i n t h e U n i t e d S t a t e s, a l s o i n c l u d i n g t h e i r ye a r o f commencing operations in 1966.

Since commencing operations i n t h e R 4 4 i n N o ve m b e r o f 2 0 1 5 , t h e u n i t h a s b e e n s o i m p re s s e d b y t h e p e r fo r m a n c e o f t h e n e w helicopter that on January 9th, t h e L a k e wo o d Po l i c e D e p a r t m e n t o rd e re d i t s s e c o n d R 4 4 Po l i c e unit that will be in operation o ve r t h e s k i e s o f L a k e wo o d s o o n .

January 2016

25

26

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To be featured in the #helipix section of heliweb magazine, don’t forget to tag @heliweb on Instagram, twitter or facebook or email your shot to news@heliweb.com

A USAF CV-22 flying during a rare sunny day in Wales, UK on a low level sortie while on operations out of RAF Mildenhall Image by: Daniel Griffiths

January 2016

27

Opinion

Stop the drone panic In an industry gripped with fear about hobbyist drone missuse, is the industry overreacting?

By John Zimmerman, originally published on Air Facts Journal www.airfactsjournal.com Fo r a n i n d u s t r y t h a t ’s u s u a l l y o b s e s s e d with “risk management,” aviation sure isn’t using much of it when it comes to d r o n e s . Th e c o n s t a n t d r u m b e a t o f s t o r i e s about close encounters between airplanes and unmanned aerial systems (UAS) can be described as nothing short of a panic— with pilots and non-pilots alike convinced that a drone disaster is looming.

Flying Magazine has chronicled the drones disrupting wildfire aircraf t operations i n C a l i f o r n i a a n d AO PA h a s writ ten about about “chillingly dangerous” encounters with u n m a n n e d a i r c r a f t . Th a t ’ s n o t to mention the non-aviation media, which is positively hyperventilating.

Wa s it a drone or is that just the flavor of the month?

And yet, I am unable to find a single verified stor y of a drone colliding with a n a i r c r a f t i n t h e U S . Th e r e i s o n e e v e n t t h a t h a p p e n e d i n A f g h a n i s t a n i n 2 011, and there was a stor y about a Piper that might have hit a quadcopter over Illinois recently – but it turned out to be a bird.

Th i s i s t h e l a t e s t e x a m p l e o f t h e “safet y fad” problem in aviation, a t y p e o f i n d u s t r y - w i d e A D H D . Fo r a few years in the mid-2000s, runway incursions were going to kill us all.

Repor ts of these events skyrocketed almost overnight, and serious FAA presentations warned of huge fatalities if something didn’t change. Millions of dollars were spent on technology and training.

But then runway incursions seemed to fade, and bird strikes were the next b i g p r o b l e m . A s t h e F A A r e p o r t s , “ Th e overall number of repor ted strikes for all aircraf t and airpor t t ypes has i n c r e a s e d 6 . 2 f o l d , f r o m 1, 8 51 i n 19 9 0 t o a r e c o r d 11, 3 9 9 i n 2 013 . ” Does anyone really think the number of birds increased 600% in 20 years?

Th e p r o b l e m i s c l e a r : w h e n w e l o o k f o r something we usually find it, even when it isn’t there. A number of supposedly close encounters with drones sound awfully vague, and could easily be balloons or birds. Even some situations that did involve drones probably weren’t

28

heliweb.com

as “near miss” as the pilots think. But when all you have is a hammer, the whole world looks like a nail. Just ask UFO enthusiasts.

I t ’s n o t a b o l d p re di c t i o n t o s a y t h a t a midair between a manned and an unmanned a i r c r a f t w i l l h a p p e n ( e v e n t u a l l y ) . Wh a t ’s harder to predict is the frequency of these collisions and the severity of them.

I f y o u ’ r e f l y i n g a C e s s n a f o r a $ 10 0 hamburger, what are the odds you really will hit a drone? If you do, will it cause serious damage or be fatal? How about f o r a B o e i n g t h a t w e i g h s 95 0 , 0 0 0 p o u n d s ?

Th e b i r d s t r i k e e x a m p l e i s a r e l e v a n t o n e h e r e – w h i l e t h e r e w e r e o v e r 11, 0 0 0 b i r d s t r i k e s i n 2 013 , o n l y 6 0 5 c a u s e d

of releasing UAS rules that are anything less than comprehensive.

It’s a classic case of the top-down, bureaucratic rule -making process being unable to adapt to fast-moving technology. Instead of releasing the broad outlines of a drone policy and then iterating, the FAA has said flatly: “ We don’t do betas.”

It’s a great line, but it’s hopelessly naive.

Th e outside world is doing a beta on live TV instead; the FAA is just hiding from it.

Perhaps be from

the FAA’s line should Voltaire: “the per fect is the enemy of the good.”

Th i s m a y b e s t a r t i n g t o change now, at least slowly.

Proposed UAS rules were released this year and are, all in all, prett y sensible. More recently, the FAA appointed t wo new people to senior UAS roles, both with records of actually getting things done.

Th e y need to move quickly.

California’s recent bill that practically bans drone flights is just the most visible knee jerk reaction at the local level, proof that if you wait too long politicians will fill the void with truly awful legislation.

aircraf t damage, and none of them were fatal. Is there any reason to believe a two pound quadcopter would be much d i f f e r e n t ? Th e l a r g e u n m a n n e d a i r p l a n e s are tightly controlled and on flight plans, so these under-five pound hobby machines are the only legitimate threat.

A l l t h i s h y s t e r i a h a s a c o s t . Wh i l e w e ’ v e been panicking about drones, dozens of pilots have died in low level stalls or VFR-into-IMC accidents. We’ve even had a real airplane midair, bet ween a jet and a Cessna in San Diego. None of these make the nightly news or the f r o n t p a g e o f t h e N e w Yo r k T i m e s , b u t all of them present a much more serious threat to general aviation safet y.

It’s easy to blame the media here, and they deserve it.

B u t t h a t ’s n o t t h e e n d o f t h e s t o r y. Th e r o o t of the problem is at the FAA, an agency that has been paralyzed by the thought

Th e r e ’s a n o t h e r t h r e a t b e y o n d b a d local laws: TFRs. In an effort to deter drones, these may pop up even more often as a sort of catch all prohibition. It’s a blunt instrument, but it’s the only existing option for big events. And remember, all the fancy FAA rules are for commercial operations; those for hobbyists are prett y limited.

I spend a lot of time flying below 10 0 0 f e e t , s o I a m n o t e x c i t e d a b o u t h i t t i n g a q u a d c o p t e r. A n d p e o p l e w ho fly drones around wildfires during a TFR are flat out stupid; they deserve no sympathy. But nobody stops flying because they might hit a bird one day, and we don’t need to paralyze our aviation industry because of a n o v e r b l o w n d ro n e t h re a t e i t he r.

R O T O R

F O C U S

Tucson Police grounds fleet after ALEA audit finds safety issues and hostile work environment The Tucson Police Department grounded it’s fleet on December 24th after an audit was completed by the Airborne Law Enforcement Association at the request of the department after several complaints were received.

Outgoing Police Chief Roberto Villaseñor temporarily suspended operations at the TPD air unit until the issues raised by the ALEA audit were adressed. The ALEA audit realeased to the media showed only a 58% compliance rate with established safety stadards and practices, placing the unit in a high operation risk category.

A quote directly from the audit stated “More recently, differences between some of the pilots and the maintenance staff over perceived maintenance safety issues have escalated to a level of hostility as reported by several unit members during interviews; attempts to bring the sides together to air their differences has thus far been non-productive,” While some of the audit components focused on safety related issues, it was also noted that the unit suffered from low morale as a result of the hostilities between maintenance staff and pilots, which acting Chief of Police Mark Timpf stated “the administration has already begun to address those and other issues brought to light from the audit

conducted by the Airborne Law Enforcement association.”

The temporary grounding of the unit raised concerns with citizens and the Sheriff of Pima County, Arizona who only learned of the grounding through media coverage, but stated when asked that if there was a situtation that required the support of their aviation assets in an emergency that they would do whatever they could to assist., stating “If there’s something going on that right now needs help, we’re going to be there,” On January 8, 2016, the air unit returned to operational service, Asst.

Chief

Timpf

releasing

a

statement

detailing

that

the

department had addressed all issues and that the departments four aircraft, a

Cessna 206 fixed wing

and three Bell 206 helicopters

were already back in the air protecting the residents of Tucson.

The Tucson Police Department air unit responded to over 3500 calls for service in 2015 and completed 2800 special checks said Timpf who will be briefing incomming Chief of Police

Christopher Magnus

who was set to step into the new role at the beginning of the year.

Falamos Português

January 2016 29

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Part of the AgustaWestland family of new generation helicopters, the AW189 and AW139 models possess the same high per formance flight characteristics and safet y features and share a common cockpit layout, design philosophy and maintenance concept that will enhance the efficiency of Era’s operations.

Van Horn Aviation www.vanhornaviation.com 1.480.483.4202

“As the world’s largest civilian operator of AgustaWestland helicopters, Era is pleased to ser ve as the launch customer for the AW189 in the Americas,” said Chris Bradshaw, President and CEO of Era. “ The introduction of the AW189 model expands customer options for af fordable, longrange offshore transpor t and enhances the diversit y of our fleet. Era is the only helicopter operator in the U.S. Gulf of Mexico with each of the S92, H225, AW189 and AW139 helicopter models, offering customers unparalleled

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January 2016 31

Cover Story

Fighting a losing battle against wild hogs that has reached epidemic proportions in Texas, Paradise Helicopters Texas and Last Shadow have formed a partnership that hopes to help address the issue 32

heliweb.com

MAKING A DIFFERENCE

Story by Ryan Mason Images by Ryan Mason & Tim Pruitt

January 2016 33

MAKING A DIFFERENCE In

2011, Texas lawmakers, inundated with

Texas and began investigating the possibilities of

calls for action from farmers, enacted the “pork

assisting farmers in eradication efforts. He enlisted

chopper law”, allowing owners of farming

the assistance of Barrett Blume, owner of outdoor

property in the state of Texas to commission

adventure company, Last Shadow. Potts has been a

the assistance of helicopters to aid efforts in

pilot since the late 1960s, and obtained his helicopter

controlling the rampant wild hog population.

rating in the late 1970s; he has now amassed well

Numbering

2.5

over thirteen-thousand hours in the pilot’s seat

million animals, the feral hog population has

somewhere

working throughout the Continental US, Hawaii, and

exploded

in

the

last

in

excess

decade,

of

devastating

even as far away as the Solomon islands. Potts first

the farming industry and causing damage in

pursued a role as a pilot on a tuna boat decades

excess of an estimated $400-Million annually.

prior, only to find himself working for a company

Feral hogs were originally introduced into the

in Hawaii as their director of maintenance instead.

United States as a means of providing food for settlers as early as the 1680s. In times of famine

Along with Potts’ thousands of hours as a pilot, he is

and recession, hogs were often left to fend for

also a certified Airframe & Powerplant (A&P) mechanic.

themselves when families abandoned homesteads

Over the next several years, Potts and Blume tried many

during those periods, causing the animals to

methods to assist with eradication efforts; from charging

develop into feral breeds. The hogs are now rampant

farmers to patrol their property and capture wild hogs

in almost every county across the state of Texas.

and sling line them off the property, to using netting guns spending many months refining the most effective way

Despite control efforts over the years, the feral

to do business through trial and error. Potts recalled,

hog population continues to grow at alarming

“It was great fun when we first started out; we would

rates. The proliferation can be contributed to the

have people shooting trapping-nets from the rear of

combination of feral hogs’ ability to survive in the

the helicopter and watch the hogs ball up underneath

most inhospitable climates and conditions, and

the helicopter as we got one. But we quickly realized

their short gestation period— a trait that enables

that, with the cost of operating the helicopter and the

them to breed up to twice per year. Their offspring

return we were getting from the farmer and harvesting

numbers average between six and twelve per litter.

meat, that we would fly for several hours to make a thousand dollars, but spend three-thousand making it.”

One of the many damaging effects attributed to the wild hog population is the watershed

Potts says that the difference between the joint

We are not handing our clientele an off-the -shelf

impact the herds cause. Drinking water quality is

operation that Last Shadow and Paradise Helicopters

weapon either; we have custom made weapons that

also effected by the hogs waste making its way

Texas provide, when compared to others in the market,

were built specifically for the mission we carry out.

into water supplies due to the sheer number

is that when the idea first became a possibility with the

of hogs overrunning some properties, further

law change, Potts and Blume decided that they would

We want both the people that pay to be part of our

causing ongoing damage to delicate eco-

operate the business under the regulations of the aerial

eradication effort, and the farmers that we are helping,

systems with the vegetation damage caused

capture, eradication, and tagging of animals (ACTEA)

to see us as head-and-shoulders above the rest, from

by their rooting into the mainly dense areas

guidelines set forth by the Department of the Interior.

both and ethics and professionalism basis, which

close to water sources where they congregate.

These are the same rules that are followed in the eradication of

both myself and Barrett try to exemplify— me through

During the same year the pork chopper law

nuisance wildlife in national parks around the country. “What

professional and safe flying, and him through his

was written into law, Richard Potts, a career

we want to do is break out and lead the pack by example. Our

thoroughness in ensuring that the people in the back of

helicopter pilot from Hawaii, returned to Temple,

operation is staffed with well-trained, seasoned professionals.

the helicopter remain 100% safe, compliant, and have

34

heliweb.com

an overall great time while we do some good for people

between

owner

The relationship bet ween Last Shadow and

that rely on their farmland for their livelihood.” said Potts.

Calvin Dorn and Potts, in which Dorn would ask

Paradise

Helicopters

Hawaii

Paradise Helicopters Texas began when Blume

Potts regularly if it was legal to hunt hogs from

and Pot ts met in the competitive shooting

Potts’ company, Paradise Helicopters Texas, is the

a helicopter yet. Potts would invariably reply

arena.

mainland base of Paradise helicopters located

that it was still illegal— until the summer of 2011.

both shooting and business, the pair came

in Hawaii, and operator of the famed MD500D

Through

their

common

interest

in

up with the idea of what Last Shadow now

replica used in the television series Magnum PI.

It was then that the conversation went from

markets

Paradise Helicopters Hawaii operates five Bell 407s

a joking reference, to what is now a large -

team-building

exercises

in Hawaii, in addition to the MD500D and has

scale operation that can deploy up to three

provides

flying

three MD500E helicopters Potts and Blume utilize to

helicopters to any of fif t y -three farms in the

provides the overall customer experience —

conduct their operations out of Temple [Texas] Airport.

Last Shadow net work that have asked for

managing the safe operation and completion

Potts and Blume like to reference conversations

assistance

of

covering

some

250,000

acres.

each

to

individuals

the

mission

and

companies

worldwide.

por tion,

Last

and

Shadow

as

Pot ts Blume

per forms.

January 2016 35

Paradise Helicopters, Texas owner and Chief Pilot Richard Potts, returned to Texas after 15 years of flying in Hawaii and now conducts wild hog eradication efforts with the help of Barrett Blume and his team of experts.

36

heliweb.com

Cover Story Early on in the operation, Potts and Blume

professional,

realized that there was little benefit from

for the hunt— from the weapons to the

providing

team

charging the farmers they serviced for

safety

shooting

night, or aerial gunnery training that

the wild hog control that they performed,

from

experience

can be completed both night and day,

as other operators in the field often do.

includes

harnesses the

used

he l i c o p t e r. detailed

everything

while Th e

classroom-st yle

on the ground where Blume and his

to

conduct

give

avid

eradication

hunting

efforts

at

enthusiasts

an

training on what they are seeking to

all-encompassing experience that can

Th e y c h o s e i n s t e a d t o t u r n t h e v e n t u r e

accomplish

a

be

tailored

into

participant can expect on the flight, and

or

group

a

customer

members their and in

of

own learn

a

hog

the hog the

experience public

can

go

art

of

on

each

flight,

what

on

most importantly, comprehensive safet y

flight

briefings on how to operate in the back of

Blume

participating

a helicopter during a live -fire operation.

the

eradication

eradication

where

flight

from

the

in a

business the

large

that

nearly

Last

Shadow

of

half

of

does

is

tailored

packages

bookings

made

company, in

p o p u l a t i o n a t n o c o s t t o t he l a n d o w n e r.

sports market. His company not only

as

sells the aviation side of participating

their

Last Shadow caters to ever yone from

in an active helicopter hog eradication

is

the first time shooter to the seasoned

flight, but also includes a night portion

customers and first time participants.

companies

group

serves.

pioneer

adventure

for

form

individual

Blume’s

and

is

stated

each

company

contributes to control of the wild hog

action

Shadow,

suit the

experts ,while providing a service that

the

Last

to

that

that

use

team-building employees.

made

up

their

exercises Th e

primarily

by

services for

remainder of

returning

Instructors and safety officers are an essential part of Blume and Potts business venture, providing training to inexperienced shooters as well as functional skills training for operating from a helicopter and how to do it safely. Carter Fields (Pictured Above) is not only a safety and training officer for Last Shadow, but and accomplished shooter in three gun competition.

January 2016 37

Left: Pilot of ‘Screamin Mimi’ Jim Woodaman departs Whiteman Airport in Pacoima, CA

Below: An assortment of the aircraft in the Welk Aviation Fleet, which service the Los Angeles area providing ENG and ultility services.

Last Shadow owner Barret Blume and instructor Carter fields patrol property close to Temple, TX on a wild hog eradication flight, piloted by

38 heliweb.com Richard Potts in the MD500E

Cover Story Safety

Wh e n a c u s t o m e r b o o k s a h u n t w i t h L a s t

latest in tactical weapons is something that

Shadow, the experience star ts from the

B l u m e t a ke s s e r i o u s l y. H a v i n g e x p e r i e n c e

v e r y m o m e n t t he y e n t e r t he c o m p a n y ’s

in the competitive shooting arena himself,

h a n g a r i n Te m p l e , Te x a s . B e g i n n i n g w i t h an in-depth flight safet y briefing from

Blume

Pot ts, followed-up by a fur ther pre -takeof f

best staf f available that can provide Last

chooses

only

the

brightest

and

meeting to discuss tactics, firearms safet y,

Shadow customers with the best service, but

s ho o t i n g c o m m a n d s , a n d a i r b o r n e s a f e t y.

enable even the most novice t ype of shooter the ability to gain the skill set needed to

Th e c r e w a l s o c o n d u c t s c o m m u n i c a t i o n s drills of

and

covers

each

including between

what

passenger the

expected in

flight,

communications

pilot,

safety

participants

on

an

Participants

are

then

correct

is

while

licensing

needed

officers,

eradication checked

before

operate safely in an airborne scenario.

Last of

Shadow some

accomplished

flight.

augmented by wildlife game managers

for

the

depar ture

on

who

assist

eradication

locating

efforts

relationships

with

managers

wildlife

for

and

manage

the

land

owners.

Th e

also

decide

the

most

involves

available to the company to ensure the

target shooting in both day and night

greatest chance of success for customers.

experience

of

on

optimal locations in the 250,000 acres

Shadow

portion

most

up

the

Last

gunnery

the

made

shooters in the countr y, and are also

game aerial

of

are

and

the airborne por tion of their adventure.

Th e

instructors

e n v i r o n m e n t s . Th e n i g h t p o r t i o n o f t h e hunts are achieved by the use of Night

Wh i l e L a s t S h a d o w f o c u s e s a g r e a t d e a l o f

Vision Goggles (NVGs) while in flight.

their operations to wild hog eradication

Blume

significant

efforts, the company also fills their flight

investment in optics that are provided

time by providing advanced training to

by

law enforcement operations— targeting

achieves

B l u m e ’s

to

Last

a

reference

Devices,

second

Shadow, to

the

with partner

named

Got

Night

military

company NODS,

Operational acronym

that

law

enforcement

tactics

associated

with operating with an aerial gunner y platform.

Last Shadow can also deploy

encompasses what the civilian helicopter

Ty l e r m o u n t s o n t h e s i d e s o f t h e i r M D 5 0 0

communit y refers to as NVGs, as well

fleet, allowing for multiple placements

as other equipment designed to provide

externally, also adding the capabilit y

increased operational abilit y in low-light

to

environments, such as thermal imaging.

with

Got

Most

NODS

provides

Last

Shadow

employ

a

nighttime of

the

FLIR

system

operations training

to if

assist

needed.

conducted

by

customers with the latest in night vision

Blume and Potts with this type of work

and thermal optics during both ground

is

a n d h e l i c o p t e r o p e r a t i o n s . Th e c o m p a n y

that is sought after both nationally and

also provides night optics to individual

i n t e r n a t i o n a l l y. B l u m e p ro v i d e s a l e v e l

and

of training in helicopter aerial gunner y

para-public

domestically NVG

and

—both

provided

by

B l u m e ’s

built

from

many

something

years

of

operational experience in several fields.

t e c h n o l o g y.

law enforcement agencies seek out Last Shadow to help assist in their training.

thermal

leader

was

and

Staffing in an operation that utilizes the

and

a

that

specialized,

Th e i r u n i q u e s e r v i c e s a r e t h e r e a s o n t h a t

vision

Systems,

with

highly

in

night

Tr i a r c

operations

internationally—

equipment

supplier

this

January 2016 39

While Last Shadow focuses a great deal of their

services are the reason that law enforcement agencies

affordable. Packages start at $1,600 per person, and

operations to wild hog eradication efforts, the

seek out Last Shadow to help assist in their training.

that includes both airborne and night hunting missions

company also fills their flight time by providing

that will occupy a full day of activity for customers.

advanced training to law enforcement operations—

In the rapidly-changing environments and challenges that

The Last Shadow and Paradise Helicopters Texas

targeting law enforcement tactics associated with

flying in a helicopter and shooting at the same time can

relationship has, thus far, proven to be one of mutual benefit.

operating with an aerial gunnery platform.

Last

bring, Last Shadow excels. Blume’s ability through his

Shadow can also deploy Tyler mounts on the sides of

subsidiary company, Got NODS, makes the choice for law

The staff gets along like a close knit family, and that

their MD500 fleet, allowing for multiple placements

enforcement clients using his services easy; being able to

symbiotic vibe transfers freely to the clientele, as you see

externally, also adding the capability to employ a FLIR

supply large amounts of night vision optics to those agencies

many happy and satisfied faces leaving after an intense

system to assist with nighttime operations if needed.

that can’t provide their own, making training scenarios

day of aerial gunnery. This observation is reinforced

more realistic and simulating the actual environment that

by the number of repeat customers on the books.

some may one day be required to operate in, is an asset.

Blume and Potts continue to seek ways to expand the

Most of the training conducted by Blume and Potts with this type of work is highly specialized, and something

business, hoping to one day grow to other geographic

that is sought after both nationally and internationally.

While some may consider booking a helicopter hog

areas that have issues with feral hog populations

Blume provides a level of training in helicopter

eradication flight operation as somewhat of a bucket list

that allow aerial eradication efforts by helicopter.

aerial gunnery that was built from many years of

item, Blume explains that a majority of their customer base

In the meanwhile, they are content to continue to try

operational experience in several fields. Their unique

is repeat customers, adding that their prices are quite

and make a difference in Texas— one flight at a time.

Last Shadow instructor Carter Fields uses a custom built AR-15 and headset designed and built specifically for this mission on an eradication flight.

40

heliweb.com

To Richard Potts and Barrett Blume, training and safety play a large role in their operation, but both enjoy that the work they do makes a difference to Texas farmers .

Participants in an eradication flight are briefed before heading to the helicopter by Last Shadow’s Barrett Blume and Paradise Helicopters Texas Chief Pilot Richard Potts..

Aerial gunnery training is another area that Potts and Blume focus their operations on. Seen here in the MD500E during a training evolution.

January 2016 41

This will be the first Turbine Marine delivered to Europe since EASA approved the float option in October

Airbus showing strong presence in South American market

and one of the more than fifty R66s sold to Europe.

MD 530F Cayuse Warrior Deliveries to Afghan Air Force continue

Robinson recently added the Garmin G500H Flight Display, and the Genesys HeliSAS Autopilot to the R66 options list. Currently in development are an

Airbus

Helicopters

continued

its

strong

MD Helicopters announced on the 11th of January a contract

R66 auxiliary fuel tank and an R66 cargo hook. Both

deliveries worldwide this month, delivering

to manufacture and deliver twelve MD 530F Cayuse Warrior

options are projected for release in 2016. To date,

three additional H225M helicopters to the

Scout Attack Helicopters with enhanced mission equipment

Robinson has approved 120 R66 Service Centers

Brazilian Armed Forces. Two are destined for

to the Afghan Air Force (AAF). MD Helicopters delivered

worldwide, of which seventy-two are Dealers.

the Brazilian Army and the third for the Brazilian

the first twelve MD 530F Cayuse Warrior helicopters to the

Air Force, bringing to seven the total number of

Afghan Air Force in support of the 2015 fighting season.

H225M helicopters delivered to Brazil in 2015,

The 530F Cayuse participating in a number of successful

the company said in a statement Monday.

operations since. In addition, five MD 530F helicopters, already serving as primary training aircraft in Afghanistan,

Brazilian subsidiar y Helibras also announced

have been upgraded to the Cayuse Warrior configuration

this

to assist efforts of the AAF and coalition forces in the area.

month

completion Adding

to

the

first

of

an

other

successful AS565

K2

deliveries,

in

countr y upgrade.

was

the

announcement of a French Army order for an

UAS registration now in effect across US for hobbyist operators

additional 7 Tiger HAD at tack helicopters for

its

missions

in

the

Sahel

region

of

Africa, bringing the total number of Tiger aircraf t in operation when complete to 67.

On December 21st, 2015 the FAA put into place

.

registration requirements for the use of hobby type

Robinson Completes 700th R66 Turbine at Torrance, CA factory

UAV aircraft applying to any UAV between half a pound and 55 pounds, announced to the media at a press conference a week prior. Registration will

Robinson’s 700thR66 Turbine rolled off the production line on

cost users $5 and can be done online, although

December 18, 2015, five years after the 5-place helicopter

early reports of issues with the registration process

was FAA certificated. Serial Number 700 is an R66 Turbine

included registrations and payment details being sent

Marine, which is an R66 equipped with pop-out floats, and

to the wrong addressees and functional issues with the

will be delivered to Robinson Dealer Air Technology Belgium.

website as thousands tried to register their UAV aircraft.

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42

heliweb.com

Helinews Coinciding with the new requirement, the FAA

multiple stages of a complex refurbishment schedule.

The VIP 5 seat five-seat can accommodate a wardrobe

released a beta version of the B4UFLY app available

The award is for one base year, with an optional year.

and full-fledged baggage section with built-in mini-bar. The

for both Apple and Android devices that will assist

passenger cabin is air conditioned and provides individual

hobbyist users unfamiliar with airspace restrictions

This is the first contract awarded by the U.S. Navy for a

lighting and air controls. The cabin has shock-absorbing seats

by using the app before launching a UAV that

depot-level maintenance event of a MH-53E helicopter to

and vibration-reducing armrests. For additional passenger

relies on the devices inbuild GPS to interact with the

a commercial contractor, according to Kerry Jarandson,

comfort there are also flight kits with active noise reduction.

app and provide information on the location and

Erickson’s Vice President of MRO and Manufacturing.

restrictions in that area either temporary or permanent.

full-fledged baggage section with built-in mini-bar. The passenger cabin is air conditioned and provides individual lighting and air controls. The cabin has shock-absorbing seats and vibration-reducing armrests. For additional passenger comfort there are also flight kits with active noise reduction.

Russian Helicopers announce certification of the Ansat VIP helicopter The

Erickson Subcontracted to Refurbish MH-53E Helicopters for U.S. Navy

Russian

Helicopters

Previously Kazan Helicopters had initially produced a fly-by-wire Ansat that was ahead of its time – no commercial model with a similar control system had been

Ansat

certified anywhere in the world, and the key requirements

is new light multirole commercial Ansat helicopter

for this innovative system had not yet been codified.

with hydro mechanical controls has received two Main Amendment Approvals for the helicopter’s VIP cabin and air-conditioning system from the Federal Air Transport Agency in Russia, which as of this

Erickson was this month selected as a subcontractor by

month has taken over duties as Russia’s aviation

AdamsCommunication&EngineeringTechnologies(ACET)

certification authorit y from the Aviation Register

for the refurbishment of two MH-53E helicopters, in support

of the Interstate Aviation Commit tee (AR IAC).

of the United States Navy Heavy Lift Helicopter Program.

The certification means that the helicopter can now The contract is for the return of two MH-53E Sea

start commercial operation. The Ansat comes in

Dragon

a five and seven passenger seat configuration.

helicopters

to

service

which

requires

h el i we b training d ire ct or y

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January 2016

43

#helipix 44 heliweb.com heliweb.com 44

A pair of RAF CH-47 Chinooks drops down for some low level flight in Wales. Image by: Peter Lewis

Flying the Heli Lift AS350 in Norway at sunset. Image by: Tom Ă˜strem

Online Content On social media this month

FLying the Penguin Air R44 newscopter over Superbowl XLIX in Phoenix is pilot Bruce Haffner. Image by: Aron Whitesell

The RedBull Air Force at work dropping off the RefBull ACES team

Skydiving missions

during a recent

is how this Bell 212

promo shoot.

keeps busy.

Image By:

Image by :

@airborneimages

@skydiving_pilot

Heliweb social media feeds follow us at @heliweb to have your shots featured!

2016 45 45 January 2016

Master Pilot Jaye Bridwell Poses with one of the Hillsborough County Sheriff's Office AS350's Image by: Ryan Mason

46

heliweb.com

Rotorheads Meet Tyler Rivas

Every month, heliweb staff will be interviewing an industry pilot.

We’ll talk to them about their career highlights, how they got into the industry and what they want to share with other pilots in the industry.

Ty l e r R i v a s s t a r t e d h i s c a re e r i n a v i a t i o n a s a h i g h s c ho o l k i d w i t h a d re a m . H i s f i rs t j o b w a s a ‘ h a n g a r ra t ’ a t h i s l o c a l a i r p o r t a n d a f t e r g ra d u a t i n g h i g h s c ho o l a n d n e e di n g t o s u p p o r t h i m s e l f , h e f o u n d h i m s e l f w o r k i n g a t S a m ’s C l u b ; a j o b w h i c h i n R i v a s ’ w o rd s h e “ h a t e d m o re t h a n a n y t h i n g he ’s e v e r h a t e d i n h i s l i f e ” . A s h i s t i m e w o r k i n g i n re t a i l c o n t i n u e d , R i v a s c o u l d t h i n k o f n o t h i n g m o re t h a n w a n t i n g t o b e a p i l o t .

During his time working as a hangar rat, Rivas had spoken to dozens of fixed wing pilots and said that he wanted to be a pilot, but couldn’t think of anything worse than taking off, getting to 30,000 feet and setting the auto pilot, only to be bored for the duration of the flight until it came time to land.

After a conversation mentioning this to a pilot in high school the pilot in question suggested that if he wanted a career in aviation and wanted to stay busy - that he should consider flying helicopters. Despite a 3 year foray into the retail world, Rivas followed his dream and took out a loan to cover his flight training and headed to Prescot t, Arizona to train with Guidance Aviation.

Th e t r a i n i n g r o a d w a s l i k e m a n y o t h e r p i l o t s , not an easy one for Rivas. Star ting training in 2008, it took Rivas 4 years to progress through his rankings to CFII. Including a s c a r e i n v o l v i n g t h e h e l i c o p t e r i n d u s t r y ’s “Enron Incident” the Silver State helicopter c r a s h . Wh i c h l e a d t o i s s u e s f o r m a n y i n t h e m i d s t o f h e l i c o p t e r f l i g h t t r a i n i n g . Th a n k s to an early heads up, Rivas was able to pull all of his funds out right before loan companies froze many training accounts in the wake of the Silver State crash.

P ro g re s s i n g f ro m p r i v a t e t h ro u g h c o m m e rc i a l a n d CFI with Guidance, Rivas found himself again low on funds still having not completed his CFII ra t i n g . S t a r i n g d o w n t he b a r re l o f n o t f o l l o w i n g t h ro u g h o n h i s g o a l , R i v a s s o l d h i s c a r t o f i n a n c e t h e l a s t s t a g e o f h i s t ra i n i n g , o b t a i n i n g h i s C F I I ra t i n g i n 2012 a n d b e i n g h i re d b y G u i d a n c e Av i a t i o n a s a n i n s t r u c t o r i m m e di a t e l y a f t e r.

As the training industr y took a downturn as happens in the market, Rivas was let go from Guidance due to lack of work and hit the j o b t r a i l , f i n d i n g w o r k i n Tu l s a , O k l a h o m a .

One day before moving, Rivas received a phone call from the owner of the operation stating that their only helicopter had been crashed and due to poor planning on the owners par t, there was no contingency plan, so the school would be closing and any hope of employment was now gone.

Not one to let a setback interrupt his dream, at 500 hours, Rivas hit the net working circuit and found himself at H e l i E x p o 2 012 i n L a s V e g a s , N e v a d a where he met up with a family friend who was also a pilot who through some connections had heard of a 6 month t e m p o r a r y v a c a n c y i n u p s t a t e N e w Yo r k , working as a relief SIC for Star flight, a county owned and funded joint initiative HEMS operation that flew t wo MD 900 helicopters. Rivas at the time thought he had no chance, having only 500 hours of piston time and zero time in turbine he l i c o p t e rs , b u t c ho s e t o t r y a n y w a y.

Th a n k s t o t h e c o m m i t m e n t o f S h e r i f f Joe Gerace who entertained the notion that it is sometimes better to train the person you want into the role you want them to fill to avoid bad habits, than hire a pilot that has several thousand hours of bad habits, Rivas found himself with a real shot at being hired. Af ter a grueling hiring process, Rivas was conditionally hired to fill the 6 month vacancy that arose when one of the Starflight pilots was deployed on active military service. Rivas was told not to expect anything past the 6 month assignment, but due to his work ethic an commitment and a little bit of good luck; being the retirement of a long time pilot, Rivas still works for Starflight today, having been hired on full time af ter his 6 month assignment expired.

Rivas began intensive studying as he faced the realit y that he was going to go from a 500 hour piston pilot, directly into an SIC r o l e i n a t w i n t u r b i n e h e l i c o p t e r. S o m e t h i n g t h a t o t h e r s i n h i s p o s i t i o n w o u l d k i l l f o r.

R i v a s s p e n t 12 h o u r d a y s f a m i l i a r i z i n g himself with the systems he would need to show proficiency in for the t win turbine M D 9 0 0 a n d t h e F A A p a r t 13 5 c h e c k r i d e t h a t was to follow, passing with flying colors .

Finding himself thrown in at the deep end, Rivas was flying his first mission the v e r y n e x t d a y d u r i n g J u l y 4 th c e l e b r a t i o n s and he has not looked back since. Rivas credits his unusual road to employment and turbine transition in large par t to the other pilots in the Star flight operation, crediting specifically pilots Jacob Ventura and Mike Pasternack with always being available to offer support, advice and encouragement throughout his career, especially as he was undergoing his t ype training in the MD900 and Larr y Putnam who spent a great deal of time grooming him for a PIC role and challenging him to continue to develop his skillset.

Looking to the future, Rivas is excited at the prospect of Chautauqua count y o b t a i n i n g a m i l i t a r y s u r p l u s T H 57 i n t he next few months that the county will be using for law enforcement missions and expanding the Star flight operation back into completing law enforcement missions on a daily basis and he states that there is friendly competition bet ween the pilots as to who will be the first to fly it. Many of Star flights pilots are former militar y pilots and cannot wait to get their hands back on the controls of a helicopter that is intimately familiar to many that have completed militar y flight training.

Rivas lives in Chautauqua count y, NY currently with wife Emily and continues to look for ward to many more happy years with Starflight serving the community and providing much needed HEMS s e r v i c e s t o t h e re s i d e n t s o f t h e c o u n t y.

January 2016

47

Behind the lens:

Michael Jorgensen

Photographer Michael Jorgensen likes to refer to

and fly once again; his time for

himself as a pilot who also takes photos. Jorgensen

the Royal Air Force in England.

is an Australian who moved to New Zealand to

Jorgensen trained on several

join the Royal New Zealand Air Force (RNZAF),

multi-engine aircraft eventually

earning his wings in 1997, he trained in a strike

settling on the VC-10, flying

role, flying the Aermacchi MB-339 jet trainer while

aerial refueling missions, aero-

awaiting an F-16 conversion. Unfortunately the

medical, and general transport

New Zealand government cancelled the F-16 order,

flights. During his time in the

moving him into training on the A-4K Skyhawk. As

UK defense forces, Jorgensen

luck would have it, Jorgensen’s 6’0” frame was

lamented that it was always

that the average photographer can only dream of, such as

too big for the small cockpit of the A-4K and he

action packed flying over the desert in Iraq as there

flights involving high-G flying and taking many shots while

faced transfer into a non-flying role in 2002.

was always something happening in that airspace.

inverted that require multiple levels of training that Jorgensen

Facing a career in a non-aviation role was enough

Thanks to Jorgensen’s experience of flying a variety of

had experience and training in helicopter operations, he is

for Jorgensen to pursue other opportunities, deciding

types in both civilian and military roles, he has been

also quite at home shooting from the rear of a helicopter with

to leave the RNZAF, move to the United Kingdom

entrusted as an aerial photographer on many missions

the door open, stating that the best part of doing photography

already possessed due to his pilot experience. Having also

48 heliweb.com heliweb.com 48

Photographer

Feature

from a helicopter is that “I don’t have to jump out of the one I’m shooting from as was required when I sat in the back of one in military training” Having completed his military service in the UK, Jorgensen has now moved back to Australia, and continues to fly and continue his aerial photography business opportunities any time it is requested while he pursues working for the Australian airline industry as a commercial pilot.

Jorgensen has a long history of shooting helicopters in the US, UK, Australia and the United States and ranks the Bell 222 as his favorite, having grown up like many of us, fixed to the television watching AirWolf. While he has many items still on his aviation bucket list, Jorgensen puts a formation shoot of the Boeing AH-64 Apache as one of his top goals not yet accomplished.

Like many in the industry, Jorgensen is self-taught in photography and uses a mix of learned skill and a lot of practice including advice from seasoned professionals such as renowned helicopter aviation photographer Dan Megna, that Jorgensen states “Dan is a fantastic guy who has helped me out and inspired me greatly over the years”. Jorgensen focuses highly on safety during his aviation photography missions as his first priority which he says is a lot easier to do based on previous pilot experience and knowing what to expect from the many situations that can arise during an air to air shoot.

Over the years Jorgensen has used both Nikon and Canon SLR’s and has no definitive preference for either brand. Preferring to rely on being a firm believer that the photograph quality is a result of planning, timing, knowledge of the camera systems, and luck, although he currently use Canon cameras and lenses. Lens choice for Jorgensen is highly reliant on the type of subject and the type of end result a client is looking for and shoots a great deal between two lenses, being the Canon 70200mm lens and for close proximity work, he relies on the Canon 24105mm that allows him to allow more background into the shot and allow for a slower shutter speed for more rotor blur and depth of field.

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