Heliweb Magazine - July 2015

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july 2015

Philly PD: Expanding mission capability in the nation’s first capital

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features VHA receives FAA Type Inspection Authorization on composite 206B main rotor blades....................................... 16 Simplex Aerospace receives Brazil ANAC approval for R44 agricultural spray system.......................................... 18 Contact Aviation completes Cool City Avionics autopilot installation................................................................. 27

columns events.................................................................................................4 business profile - All Metal MS............................................... 10 Q&A.................................................................................................. 14 the anatomy of aviation insurance........................................ 20 training facts................................................................................. 22 NTSB reports................................................................................. 24 training directory......................................................................... 24 heli-specs....................................................................................... 26

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Philly PD: Expanding mission capability in the nation’s first capital

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PUBLISHER: Graham Lavender graham@heliweb.com EDITOR: Ryan Mason ryan@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner michael@heliweb.com heliweb BRAZIL Gina Hickmann - Brazilian Representative gina@heliweb.com ADMINISTRATION: Casey Armstrong casey@heliweb.com PRODUCTION: Deborah Freeman info@heliweb.com CONTRIBUTING WRITERS: Kim Rosenlof — kim@aeroink.com

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Philly PD: Expanding mission capability in the nation’s first capital The Philadelphia Police Aviation unit trains constantly in their new Search and Rescue role, pictured is Philadelphia Fire Department rescue specialist Derek Baker (on hoist) and TFO Charles Mellon.

By Ryan Mason Photos courtesy Philadelphia Police/ Nathan Rotenberg Philadelphia, Pennsylvania has roots that can be traced back to 1609 when Dutch explorers first entered the Delaware River in search of the Northwest Passage, in an area that was later to become the location of where the city Philadelphia was established. The Philadelphia Police Department is the oldest municipal law enforcement agency in the country and has over 6000 sworn officers that serve a 141 square mile area in the City of Philadelphia.

New, but needed The Philadelphia Police Department’s aviation unit is relatively young compared to the storied history of the department, having only commenced providing aviation support for the department in 1998, with the help of grant funding that allowed the purchase of two 1998 Bell Jet ranger L4 aircraft in which they commenced providing service to the residents of the greater Philadelphia area.

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The unit serves an expanded 5 county response area that encompasses 2200 square miles and services over 4 million residents in the coverage area.

qualified PIC’s, two officer pilots (one of which serves as the unit’s chief pilot) and two tactical flight officers.

Staffing and training

The competition to become part of an aviation unit within a police department is an often fierce as sought after positions in aviation are few and far between in many agencies. Qualifications to become a pilot candidate are stringent to say the least at PPD. The unit’s prerequisites are such that only serious aviation candidates need apply, being that an officer in addition to having 5 years of service on the department, must have obtained a private pilot license in rotorcraft, with accompanying valid FAA Class 2 medical certificate merely to apply for an open position.

The unit began in 1998 with one captain, 3 sworn police officer pilots and 3 civilian employees and has grown over their 17 years of service to now have staffing that includes entirely sworn personnel, that consists of one captain (that serves as the commanding officer of the unit), one lieutenant, two sergeants that are

If an officer meets those criteria, they are placed in an eligible list if there is no open position and once a position opens, an officer can then be detailed to the unit for a period of 6 months. The officer is only considered on a detail assignment and not permanently assigned to the

Aircraft Agencies around the nation use many different funding methods to obtain their aircraft and keep them flying, such as the 1033 government program available to law enforcement agencies.

Philadelphia Police used grant funding to purchase both their 1998 206L4’s and more recently the addition of two Airbus Helicopters 2014 AS350 B2 helicopters to increase both their mission capability and number of available aircraft for service.

cast your web unit while they complete the unit’s in house facilitated tactical flight officer program. If successful in the TFO program that is supervised by the chief pilot and unit supervisors, those then permanently assigned to the unit and electing to transition from being a tactical flight officer to a pilot in command position are then expected to obtain a commercial helicopter rating, building their hours to the minimum requirement of 250 hours at their own expense, before obtaining the 1500 time on type hours required by the unit to meet their established policies in the departments helicopters before they are considered a pilot in command.

In addition to these requirements, the officers are also required to attend Airbus Helicopters factory training at their facility in Grand Prarie, Texas for emergency procedures training.

Training does not end once a pilot is considered a PIC in the unit, with the

unit having a strong safety culture, the departments safety officer, Sergeant Ryan Teaford ensures that all maintain proficiency standards and more recently, concentrating training on hoist rescue techniques as well as multi mission capability operations such as homeland security details and regular training Philadelphia Fire Departments elite rescue team, named ‘Rescue 1’. Through the unit’s active involvement in pursuing the opportunities offered by including other agencies with first responder services crucial to their mission, the aviation unit maximizes their offering to the community by partnering with the fire departments rescue team, who provide the personnel to staff the helicopter with firefighters from the elite Rescue 1 unit that act as rescue technicians onboard the helicopter during search and rescue operations.

As the unit pursued the increase in their

mission capabilities, all unit members dependent on their position as pilot, TFO or the additional unit staff provided

by Philadelphia fire, received training and certification in hoist and short haul operations, certified as Search and Rescue Pilots, Systems Operators, and Rescue Specialists utilizing training provided by Priority One Air Rescue.

All unit members are required to also obtain and maintain membership in the Airborne Law Enforcement Association and are working diligently in revising the units SOP’s to align with the Public Safety Aviation Accreditation Commission (PSAAC) standards with the end goal of obtaining and maintaining unit accreditation by PSAAC to demonstrate their commitment to safe operation and to continue to operate safely during daily operation, ensuring that the aviation unit follows the creed of the thin blue line that “everyone goes home” each shift.

Aviation unit officers and staff from left are: Steven Hancock, Christian Hochstuhl, Christopher Clemens (Chief Pilot), Sgt. Scott Pastman, Robert Rodriguez, Charles Mellon, Sgt. Ryan Teaford, Bob Watson (Priority 1 Trainer), Capt. Mark Everitt (Unit Commander), Craig Tavares (Priority 1 Trainer), Mark Matthews, Lt. David Bonk, Pete Savarese, Kosi Wood, Derek Baker.

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Mission equipment While mission equipment is somewhat standardized in public safety aviation, including essential equipment like the unit’s FLIR 230HD, Gyrocam Dual Sensor camera and Spectrolab NiteSun (in both 30 and 45 million candle power depending on aircraft used) the unit also included a Goodrich hoist system with their latest purchase of their 2014 B2’s capable of a 300lb lift capacity, which has enabled the unit to expand their mission capabilities to include search and rescue operations.

Other mission based equipment includes the Aerocomputers 5100 and 5300, LoJack System, Project LifeSaver equipment and Tyler mounts.

Due to Philadelphia’s port location and amount of waterways in and around the department’s service area as well as being a major metropolitan location, Philadelphia is considered a homeland security focus area, which required the unit’s Airbus helicopters to be fitted with MDS mobile detection systems for radiation detection and digital downlink equipment that is used frequently by the agency.

Equipment advantage Chief Inspector Joseph Sullivan, commander of the Philadelphia Police Homeland Security Bureau, said that both of those systems were utilized as recently as the past weekend when over the 4th of July celebration weekend, the department helicopters were used to measure the radiation levels both before and during the celebrations. Chief Inspector Sullivan stated that “typically the 4th of July draws anywhere between 500,000 to 750,000 people to Philly’s downtown areas for the city’s celebrations and fireworks display. That is a lot of people to move in and out of the city. Our aviation unit was airborne during the festivities and was able to provide not only support to officers on the ground for response when needed, but also through using the helicopters downlink capabilities. I was able to from the ground paint a picture of the entire area and our department was able to avert several building traffic issues through effective management and traffic routing as it happened, allowing the traffic from such a major event to flow as smoothly as possible with the amount of people in the area.”

Aviation unit value With a mission that involves the diversity of everything from aerial support to port security checks and infrastructure patrols, for Philadelphia Police’s aviation unit, it was only a matter of time before they would have to expand to provide greater coverage to the many waterways and ports in the 5 county coverage area that the unit services. That expansion came with the addition

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of the new 2014 AStar’s that were purchased and the addition of hoist capabilities. The unit has been training constantly since the delivery of the new helicopters to perfect their rescue techniques and adapt their flying skills to encompass the unique challenges faced when operating a hoist in a search and rescue environment. The expansion of service capability would not have been possible for the unit without the grant money provided that now allows them the ability to provide not only law enforcement service to the community, but the ability to provide lifesaving services in a hands on manor to anyone in need of rescue assistance within the unit’s coverage area.

The call for help With an average of between 4-5000 radio assignments given to unit helicopters during patrol flights over the last year, the need for law enforcement aviation support in Philadelphia, like other major metropolitan areas is a clear benefit to the city and value that is often seen and commented on by the public. During the Philadelphia marathon shortly the Boston Marathon bombing, Chief Sullivan commented that “our officers see the importance of air support often as it provides them the confidence to know there is a second set of eyes above looking out for them, with the added benefit of infrared to see more than they can down on the street. “When I was on the streets during the Philly marathon, multiple runners would come up to me and comment how secure that seeing the helicopter in the sky watching over them while they ran made them feel”.

Philadelphia Police’s aviation unit has been instrumental in the services they provide on many occasions, one more recent event in which the unit played a major role was the Amtrak train derailment that occurred on May 12th, 2015, when an Amtrak passenger train headed for Washington D.C derailed in the Port Richmond neighborhood in North Philadelphia. The train carrying 238 passengers was travelling at an estimated 102 MPH (164Km) at the time of the crash in a 50MPH (80Km) zone when it derailed, killing 8 and critically injuring 11. The aviation unit was dispatched to the scene to assist with initial coordination of rescue efforts and to provide an overview of the damage as well as providing aerial scene photography that proved instrumental in the NTSB investigation to follow.

Chief Inspector Sullivan also detailed how the use of aviation has improved the department’s response to vehicle pursuits and that their standing policy in relation to pursuits now revolves around ground units being able to stay a safe distance from the fleeing vehicle and allowing the air unit to conduct the surveillance safely from above, removing the risk to officers and the public. With pursuits attended by department staying at a

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relatively constant rate in 2014, the need appears a constant one for the helicopter, and the value to officer safety one that seems immeasurable.

What does the future hold?

The recent expansion into the search and rescue field is just one of the many accomplishments of the Philadelphia Police department aviation unit. In September 2015, the department’s helicopters will be detailed to the visit to Philadelphia of his Holiness the Pope for the World Meeting of Families, providing security, transportation and logistical support to an event that is expected to bring between 1 and 3 million people into the City of Philadelphia to see the Pope’s public appearances during the visit. The unit is also regularly required to assist the United States Secret Service with aviation support during frequent presidential visits and the many other large public events hosted in Philadelphia each year. With an expanded mission profile and no end in sight of providing specialist assistance to continued events, the future for the Philadelphia Police Department’s aviation unit, although one that was late to establish, is making great progress in making up for lost time and showing that aviation support offers continued value to one of the largest cities in the United States.

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All Metal MS

business profile All Metal MS – Maintenance and customization that works

By Ryan Mason As a pilot or mechanic, when you walk into the hangar of a helicopter based business, one of the last things you think about are the stands and platforms that allow you to get to all the hard to reach places on the aircraft that would likely be dangerous if having to use footholds on the airframe for extended periods of time. This is where All Metal MS and its team of designers, engineers, fabricators, and assemblers…Thrive.

All Metal MS, a Las Vegas, NV based business began operations in 2001 building their first custom maintenance stands for the Las Vegas Metro Police Department. Over the years All Metal MS has evolved from what they now consider basic custom maintenance stands into a world leader in hangar maintenance stands and equipment for the aviation industry. While maintenance stands are the core of the business, Johnny Buscema President and CEO of All Metal MS is always looking for ways to improve what All Metal MS can offer its clients.

Thinking outside the box Having adopted the “Yes We Can” attitude to

every request that comes across a designers table, the entire All Metal MS Staff diligently works toward solution driven products that amaze their clients and often turn blank stares into big grins.

To say that they have an impressive client list is an understatement. All Metal MS supplies maintenance stands to every major OEM in the helicopter market, along with contracts from many major OEMs in the fixed wing arena.

Clients stretch from coast to coast and include aircraft manufacturers, federal agencies and private aviation companies both large and small.

Operations with only a few helicopters, such as municipal agencies like the Ventura County Sherriff’s Department in California to large city law enforcement aviation units like the Houston Police Department in Texas.

Tor Carson, Chief of Production Engineering at Bell Helicopter, commented about All Metal MS maintenance stands “Their products are Efficient and safe, not to mention very affordable! The best stands, the best service, and some of the best people to deal with.....what more could you

Ryan Mason is a freelance writer and aviation photographer for multiple national and international aviation publications including being a regular contributor to heliweb. He is a former police officer and now operates Airborne Productions, a media services company providing photography, video and other media services to clients in the aviation industry.

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cast your web When L3/Wescam was looking for a solution for themselves as well as their customers, to transport and move their heavy Wescam infrared camera systems around their production floor, All Metal MS designed a custom rack. The All Metal MS Gimble Grabber is complete with stabilization clamps, a balanced arm capable of taking the weight of the unit once unscrewed from an aircraft, all while still protecting the complex electronics contained within the Wescam unit.

The Gimble Grabber is a simple and affordable solution, compared to the risk factor in not having one and the high potential for Pictured is All Metal MS maintenance stands in use at the Ventura County Sheriff’s hangar in California. want? It would be very difficult to find a more customer oriented group with an incredible portfolio of customized offerings.”

The “Can Do” factor Customized manufacturing is where All Metal MS draws away from the pack and where the “Yes We Can” mentality mentioned earlier becomes abundantly clear. The team of designers and engineers take each new customized request for a rack, custom maintenance stand or something never before considered, as a challenge; one that is accepted and not put to rest until the team designs and produces a new product, exactly as a client requested.

The All Metal MS Team relishes the impressed reactions to their ideas, from their clients who come to them with nothing more than an idea, a sketch and some measurements for something they needed, yet lacked the ability to produce.

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damage that can cost tens of thousands of dollars to repair, should a unit be dropped and damaged.

In highly visible ‘safety yellow’ you can find many products made

by All Metal MS throughout hundreds of operators. Their custom range of products covers blade racks, cowling racks and almost everything you can imagine that can be created to make the life of a pilot or mechanic both safer and more efficient. An impressive creation driven by necessity was a piston driven height adjustable engine removal and storage rack that A&P mechanics are able to use to both remove an engine from a helicopter and rest it once removed. Wheels included in the rack allow the engine to be freely moved around a facility or to pack it for shipping to an OEM for overhaul or repair.

Technology and metal Metal production has improved over the years, producing higher quality metals with increased durability. However, it is not just metal quality that makes the All Metal products what they are. All Metal’s team of designers and engineers also look to technology past pneumatics to continue to innovate and increase their product offerings. In April this year, All Metal MS announced the release of the Pegasus Helicopter Landing Platform, based on the origins of the Heliwagon landing platform, All Metal MS was able to increase the safety and efficiency of the product along with making it more visually appealing and functional for the end user.

“Our newly designed Pegasus Series helicopter landing platforms are a value-added, customized, quality product line that provides a ‘Safety First’ efficient solution when maneuvering helicopters into/out of hangers, as well as, in and around ramp areas for the

Pictured left is All Metals MS CEO and President, Johnny Buscema delivering a custom built solution to staff from L3/Wescam at the ALEA convention, Joined right, by Dina Gorby, Senior Account Executive for All Metal MS. purpose of storage and take-off/landing. With the assistance of Heliwagon, the All Metal Pegasus series separates from outdated designs that are inferior to today’s advancements in the aviation industry.” States Buscema, when asked about All Metal’s newest and most technologically advanced product in their lineup.

Calstar’s H135 sits on the new Pegasus platform offered by All Metal MS.

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With an endless stream of new ideas and enhancements that continue to push the boundaries and make safer and more efficient working environments for mechanics and now with the inception of the Pegasus landing platform, for pilots and owners, All Metal MS is a business that continues to improve the industry and show that they won’t accept ‘the norm’ when it comes to safety in the aviation industry. In an industry that is focused on preventing both pilot and support staff injuries, the future looks bright for the All Metal MS Team.

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Courtney Scott

Q&A

Question: Will a pilot who has had Gamma Knife therapy for an Acoustic Neuroma and is doing very well ever be able to get a regular medical again? A special issuance year after year with its mandatory medical examinations and reporting requirements is not an inconsequential burden.

Answer: Acoustic Neuroma, also known as Vestibular Schwannoma, is a tumor involving Cranial Nerve VIII (Audiovestibular Nerve). Although benign, these tumors can grow and have a devastating impact on balance and hearing and if untreated may result in death. In recent years, additional modalities of treatment for Acoustic Neuromas, such as the Gamma Knife, have evolved. These have allowed the FAA to consider allowing airmen who have had their tumor successfully treated to fly under a Special Issuance. In younger airmen, it is important to ensure they do not have

Neurofibromatosis Type II (NF2) as there may bilateral tumors as well as other CNS Tumors.

For readers unfamiliar with Gamma Knife therapy, this is a procedure that allows for focused radiation directed to just the tumor itself. Typically it stops further growth of the tumor, but not always. Some tumors continue to grow and require surgical intervention. In very extreme cases, the tumor may undergo malignant degeneration. A small number of patients will complain of post treatment disequilibrium. Therefore the tumors are followed for a number of years to ensure that the tumor does not grow, hearing remains stable, and facial nerve function remains intact. Airmen then may be released from the Special Issuance and cautioned about any further problems.

Courtney Scott, D.O., M.P.H., is the Manager of Aerospace Medical Certification Division in Oklahoma City, Okla. He is board certified in aerospace medicine and has extensive practice experience in civilian and both military and non-military government settings.

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VHA receives FAA Type Inspection Authorization on composite 206B main rotor blades

by Kim Rosenlof TEMPE, AZ­—Rotor blade manufacturer Van Horn Aviation (VHA) has received Federal Aviation Administration (FAA) Type Inspection Authorization (TIA) on its composite main rotor blades for the Bell 206B JetRanger helicopter. The FAA

generally issues TIA after examining the technical data and determining that a component meets required regulations for issuance of a Supplemental Type Certification (STC). VHA recently completed flight testing of its 206B main rotor blades after seven months of baseline, company, and certification flight tests in Arizona, California and Colorado.

“Achieving TIA on a flight critical component such as a main rotor blade is an important step in the certification process and nearly ensures STC issuance,” said VHA president James Van Horn.

“Our composite main rotor blades have demonstrated that they meet

the current 206B performance charts and in a few cases, even exceed them.

While we’re not planning to publish new charts, we believe the JetRanger operators will be pleased with the performance of these new blades.”

Flight testing began in October 2014 with baseline testing of the OEM metal blades on a Bell JetRanger 206B3 outfitted with the VHA tail rotor blades.

The VHA flight test team conducted first hover of the 206B main blades on December 12, 2014. After several weeks of testing and a slight design change to the blades, the team completed company testing in March 2015 and began certification flight testing in Mesa, Ariz. An aggressive flight test program included strain survey and performance testing in Mesa; acoustics testing in Bakersfield, Calif.; height/velocity (HV) testing in Flagstaff, Ariz.; and highaltitude performance in Leadville, Colo. During the program, the flight test team logged extensive flight time in various conditions.

“The carbon fiber blades are definitely stiffer than the metal blades, which produces a different feel in the controls,” said FAA Designated Engineering Representative (DER) test pilot Greg Ashe, who flew the majority of the flight tests in the VHA program.

“The VHA blades are

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cast your web more responsive to the controls, and provide better performance in certain maneuvers.”

The VHA 206B main rotor blades use the same carbon fiber materials and construction methods similar to the company’s successful 206B/L tail rotor blades, which have been available as an STC/PMA aftermarket component since 2009. Both blades feature corrosion resistant carbon fiber skin and spars, an efficient NASA-designed laminar-flow airfoil, and tapered tip. The 206B main rotor blade also contains a stainless steel abrasion strip with electroformed nickel tip.

With the flight test phase complete, the VHA flight test team can focus on fatigue tests required to establish the blade’s service life. VHA’s goal is to certify the 206B main rotor blades with at least a 10,000 hour service life, which

is double the life of the OEM metal blades. The company plans to complete the fatigue tests and submit the final certification package to the FAA by the middle of August, and anticipates FAA certification in third quarter 2015.

VHA has already started design and prototyping work on the 206L LongRanger main rotor blade with the goal of certifying that blade by March 2016.

Based in Tempe, Ariz., Van Horn Aviation specializes in the design, certification and manufacturing of aftermarket dynamic components for various rotorcraft. In addition to the 206B/L tail rotor blade, VHA also produces an aftermarket carbon fiber tail rotor blade for various models of the UH-1 and is currently developing a main rotor blade for the MD530F. For more information visit vanhornaviation.com.

Composite Tail Rotor Blades for 206B/L, OH-58A+/C and UH-1 Series

Van Horn Aviation www.vanhornaviation.com 1.480.483.4202

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july 2015

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Simplex Aerospace receives Brazil ANAC approval for R44 agricultural spray system P O R T L A N D, OR, USA – Simplex Aerospace has been granted validation of Supplemental Type Certificate (STC) from the Brazilian Agencia Nacional de Dviacao Civil (ANAC) for its Model 244 Agricultural Spray System for the Robinson R44 helicopter. The Brazilian ANAC approval, CST# 2015S05-06, gives Brazilian helicopter operators the opportunity to meet contract requirements in Brazil’s growing agricultural industry.

The Brazil ANAC approval of the 244 STC is one of several foreign certifications Simplex has received for its FAA certified agricultural spray systems in the last few years. Other recent approvals include Mexican DGAC   

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cast your web approvals for the Model 208 (Bell 407) and Model 210 (AS 350&355) spray systems, and Chinese CAAC VSTC approvals for Bell 407 Agricultural Spray System. These recent approvals are another example of Simplex’s commitment to providing certified aerial application equipment to operators in all parts of the world.

The Simplex Aerospace 244 Agricultural Spray system is the most affordable spray system on the market, and comes with superior support and long term performance. Mark Zimmerman, President and CEO of Simplex Aerospace, commented that the Model 244, “Has received several upgrades in recent years making it the most cost effective system available for the Robinson R44 series”. He further commented the Model 244 Spray System, “Gives customers peace of mind they are receiving a long term solution for their needs along with an experienced and

customer oriented in house engineering and technical team to keep them flying and working”. Each new Model 244 Spray System comes with a one-year warranty and customer support for the life of the system.

The Simplex Aerospace 244 Agricultural Spray system is the most affordable spray system on the market Simplex Aerospace Agricultural Spray systems are renowned worldwide as a critical tool in agricultural spray operations.

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jim gardner

the anatomy of aviation insurance

Subrogation and the non-owner pilot Subrogation is the right that every insurance company reserves in all insurance policies to recover losses from a third party deemed to have contributed to the loss. In many cases that third party could be the non-owner pilot whether the pilot is named, renting or borrowing the aircraft.

Aircraft insurance is carried by the party that normally has care, custody, and control of the aircraft, is responsible for maintaining the airworthiness of the aircraft, and has dispatch authority whether that be an owner or a lessor. A non-owner pilot is the pilot named on the insurance policy other than the owner, a pilot using the aircraft under the open pilot warranty (permissive pilot), or a renter.

When an aircraft is rented from an FBO or Flight School is the renter pilot covered by insurance? The short answer is “probably, but don’t bet the house on it.” Some flight schools and FBO’s offer their renters some protection through a non-owned aircraft liability endorsement in their insurance agreement. This coverage is part of their liability limit and does not increase to maximum “per occurrence” limit. In addition it provides only partial coverage for the renter. For instance, if the school was covered for liability for $1 million, the renter might be covered for $100,000, leaving $900,000 of coverage for the flight school. This still does not protect the renter pilot from liability damages beyond $100,000, nor does it afford the renter pilot protection for damages to the aircraft being flown.

Will the insurance company subrogate against a named pilot?

The answer is, “Maybe.” Just because a pilot is named in the policy, does not negate the insurance company’s “Rights of Recovery.” Unless the policy is amended, it excludes service providers, including pilots, from the list of those included as the “named Insured.” The insurance company will reserve this right “in the event someone other than the named insured damages the aircraft.”

The non-owner pilot that is often overlooked is the named pilot. Unless the pilot is an employee of the aircraft owner, he or she is still subject to the insurance company’s rights of recovery. Remember, the insurance company’s contract is with the purchaser of the insurance policy, or named insured.

So, whether you are using an airplane with permission or a professional pilot working under contract, you may be subject to subrogation.

Jim Gardner has spent 37 years in the aviation business. He started his aviation insurance career in 2003 after a distinguished 30 year military and commercial aviation career serving as pilot and aviation operational manager.

Jim.Gardner@jagardner.com • www.jagardner.com • 678-983-4482

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cast your web What protection options does a non-owner pilot have? The good news is that there are three readily available remedies depending on the circumstances.

For the renter or permissive pilot of light aircraft and helicopters “Personal Nonowned Aircraft and Hull Liability” insurance is readily available. It is like purchasing aircraft insurance without the aircraft. Just like aircraft insurance, it comes in two parts: liability and physical damage. Liability coverage of $1Million dollars limited to $100,000 per person bodily injury can be purchased for a yearly premium of a little as $190. This covers any damage to a third party excluding damage to the aircraft being flown. Hull coverage is available by adding physical damage liability to the policy at an additional premium with value limits from $2500 to $200,000.

Why should a non owner pilot have his own insurance policy?

Contract pilots and pilot services companies usually demand as part of their compensation agreement that the aircraft owner or named insured obtain “Additional Insured” status for the contract pilot with a “Waiver of Subrogation” from the insurance company.

Non-Owned Aircraft and Hull liability policies are also available for the professional pilots or pilot services company who contract their services to turbine aircraft operators. Limits of liability are negotiable and available for much higher limits than the personal non-owned policies.

Why should a non owner pilot have his own insurance policy? For the contract pilot, your policy protects and defends YOU and is over and above any protection afforded by the owner’s aircraft policy. The aircraft owner’s insurance policy protects the owner (and his employees) from his or her mistakes. Liability limits could be insufficient to insure both the pilot’s and the insured’s insurance needs. One small but important caveat -- even if you own an aircraft, depending on your policy, you still may not be insured when flying someone else’s aircraft. This goes for corporations as well as individuals.

This is a general overview of a very complex subject. Everyone’s situation is different.

Don’t be in doubt about your aviation insurance coverage. Whether you’re an aircraft owner or non-owner pilot, consult with your professional aviation insurance agent about your specific circumstances. Getting the protection you need may be a simple phone call away and may be more affordable than you think… just in case your next flight doesn’t go as planned.

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Phone: 678-278-2100 Cell: 678-983-4482 jim.gardner@jagardner.com www.jagardner.com

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International Helicopter Safety Team

.

training facts

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Five approaches that every helicopter pilot needs to embrace Hazardous attitudes contribute to poor pilot judgment and to accidents, but these attitudes can be effectively counteracted by redirecting them so that correct action can be taken. Recognition of hazardous thoughts is the first step toward neutralizing them.

After recognizing a thought as hazardous, a pilot should remember a corresponding positive approach, assess the degree of risk and determine the best course of action to mitigate the risk. To fly safely, a pilot can use these positive approaches.

“It could happen to me.” Just because you never had an engine fail or experience the weather turning bad, it doesn’t mean it will never happen to you. Be prepared for adverse circumstances.

“Follow your rules.” The rules are usually right.

Don’t let your independence bend the rules to get your way. Most of the time, it will backfire.

“I am not helpless.” My experience and my judgment can make a difference. Sometimes outside pressures will push you to leave the final go/no-go decision to an external factor instead of keeping a safety first mindset.

Use all the information and tools you have available and make a rational decision for yourself if a flight is safe.

“Think first.” Don’t act too fast without thinking first. Most situations in the cockpit do not require one-second snap decisions. A pilot usually has time to evaluate and choose an action.

“Taking chances is foolish.” Although a certain amount of confidence is required for flying and you feel more capable when your skills improve, it’s important to keep a realistic view.

Understand your own capabilities and stay within them.

International Helicopter Safety Team — Training Fact Sheet. IHSTs goal is to reduce the Civil Helicopter Accident Rate by 80% by 2016. www.IHST.org

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ntsb reports NTSB Identification: CEN15LA224 Date: May 06, 2015 Location: Argyle, TX Aircraft: ENSTROM F-28F Injuries: 2 Serious.

On May 6, 2015 at 1410 central daylight time, an Entrom F-28F impacted trees while maneuvering over a field about 5 nautical miles southwest of the Denton Municipal Airport (DTO), Denton, Texas. The helicopter sustained substantial damage. The student pilot and flight instructor sustained serious injuries. The helicopter was under Code of Federal Regulations Part 91 as an instructional flight.

Visual meteorological conditions prevailed the time of the accident. The local flight originated from DTO at 1348.

NTSB Identification: WPR15LA159 Date: May 07, 2015 Location: Kettle Falls, WA Aircraft: GARLICK UH-1B Injuries: 1 Minor.

On May 07, 2015, about 1750 Pacific daylight time, a Garlick UH-1B experienced a total loss of power near Kettle Falls, Washington. The helicopter was operating the helicopter under the provisions of 14 Code of Federal Regulations Part 133 as an external load logging flight. The commercial pilot, the sole occupant, sustained minor injuries; the helicopter sustained substantial damage. The flight departed from the

landing zone in the area at about 1700. Visual meteorological conditions prevailed, and no flight plan was filed.

During a telephone conversation with a Safety Board investigator, the pilot stated that she had been performing logging operations for the past four days. The engine had been replaced the day before the accident. Following the maintenance, the operator’s chief pilot conducted a short test flight. Thereafter, the long-line was attached to the helicopter and the pilot conducted a 50 minute logging cycle.

She returned to the landing zone and refueled planning on another 1 hour 20 minutes logging cycle. The operation was set up where the log landing was located at the base of a steep hill and the hookers were located at the top.

After about 50 minutes into the cycle, equating to about 22 picks, the pilot was maneuvering the helicopter up the mountain toward the hookers. When the helicopter was about three quarters of the way up the mountain, about 200 to 300 feet above the tree line, she heard a loud screeching/grinding noise followed by a muffled “bang.”The low rotor horn sounded and she initiated an autorotation.

She maneuvered the nose of the helicopter to touchdown upslope. The helicopter impacted trees and after touching down, began to roll down the slope. She braced herself through several rolls until the helicopter came to a stop.

Upon exiting out the bubble window, she noticed the engine was smoking.

NTSB Identification: CEN15LA231 Date: May 13, 2015 Location: Columbia, IL Aircraft: ROBINSON HELICOPTER COMPANY R44 II, Injuries: Unavailable On May 13, 2015 about 1845 central daylight time (cdt), a Robinson Helicopter R-44, experience a loss of engine power during low-level aerial applications near Columbia, Illinois. The helicopter was substantially damaged. Visual meteorological conditions prevailed at the time of the accident and a flight plan was not filed for the 14 Code of Federal Regulations Part 137 aerial application flight.

NTSB Identification: ERA15LA218 Date: May 20, 2015 Location: Kearny, NJ Aircraft: BELL 206L-3 Injuries: 1 Uninjured.

On May 20, 2015, about 1030 eastern daylight time, a Bell 206L-3 was substantially damaged during a hard landing, following a loss of control in a hover at Helo Kearny Heliport (65NJ), Kearny, New Jersey. The commercial private pilot was not injured. The positioning flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Downtown Manhattan/Wall Street Heliport (JRB), New York, New York.

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cast your web The pilot reported that he fueled the helicopter at 65NJ and planned to position it to JRB. He entered a 20-foot hover prior to departure, in order to contact air traffic control (ATC) for clearance into the overlying airspace. Before he could radio ATC, the helicopter started to yaw to the right. The pilot attempted to correct the yaw with left pedal input; however, the helicopter spun three revolutions to the right.

The pilot decreased throttle and increased collective, before the helicopter landed hard on the helipad while still yawing to the right. During the hard landing, the tail rotor contacted the ground and the main rotor contact the tail boom.

Subsequent examination of the helicopter by a Federal Aviation Administration inspector revealed that a section of the tail rotor driveshaft had separated. The inspector also noted damage to the tail boom, tail rotor blades, left vertical fin, and vertical stabilizer.

Review of maintenance records revealed that the operator had recently leased the helicopter. Prior to that, it had experienced a hard landing in Chile. On April 28, 2015, a hard landing inspection was completed on the helicopter, followed by an annual inspection on April 30, 2015. The helicopter had been operated for about 16 hours from the time of those inspections, until the time of the accident.

The separated section of tail rotor driveshaft was retained for further examination.

NTSB Identification: CEN15WA234 Date: May 18, 2015 Location: Bocognano, Corse-du-Sud, France, France Aircraft: HUGHES 369, registration: Injuries: 2 Serious.

On May 18, 2015, about 0810 hours universal coordinated time, a Hughes model 369 helicopter impacted terrain near Bocognano, Corse-du-Sud, France. The two crew members were seriously injured. The flight itinerary and purpose of the flight were not initially known.

NTSB Identification: WPR15LA168 Date: May 27, 2015 Location: Wasco, CA Aircraft: HILLER UH 12E Injuries: 1 Fatal.

NTSB Identification: WPR15WA172 Date: May 28, 2015 Location: Mitchell, Australia Aircraft: ROBINSON R22 - BETA Injuries: 1 Fatal.

On May 28, 2015 about 1620 local time, a Robinson R-22 helicopter collided with terrain near Mitchell, Queensland, Australia. The helicopter sustained substantial damage, and the pilot was fatally injured.

On May 27, 2015 about 0815 Pacific daylight time, a Hiller UH-12E impacted an onion field during spray operations near Wasco, California. The pilot (sole occupant) died, and the helicopter was destroyed. The helicopter was under the provisions of 14 Code of Federal Regulations Part 137 as an agricultural flight. Visual meteorological conditions prevailed for the flight, and no flight plan was filed. The flight originated from a refueling truck about 0813.

The refueler reported that the pilot had just finished spraying a field when he stopped at the refueling truck to partially fill the hopper with water. After filling the hopper, the pilot took off to empty the hopper. The refueler turned away to prepare for leaving, and when he turned around, he saw smoke rising from the field. He mentioned that he did not hear any abnormal noises from the helicopter prior to seeing the smoke.

The helicopter has been recovered to a secure location for further examination.

NTSB Identification: WPR15LA178 Date: May 31, 2015 Location: Cove, OR Aircraft: GARLICK HELICOPTERS INC UH 1H, Injuries: 1 Uninjured.

On May 31, 2015, about 1130 Pacific daylight time, a Garlick Helicopters Inc. UH-1H sustained substantial damage during an emergency landing, about 10 miles east of Cove, Oregon.

The helicopter was under the provisions of Title 14 Code of Federal Regulations Part 133. The commercial pilot, sole occupant of the helicopter, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the local, external load, flight that departed from a field near Cove, Oregon about 1115.

The pilot reported that while maneuvering at low altitude, he felt and heard a vibration. He immediately initiated a precautionary landing, however, during the landing, the hydraulics failed and the helicopter landed hard, which resulted in substantial damage to the airframe.

The helicopter was recovered to a secure storage facility for further examination.

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heli-specs

Bell Helicopter 412EP • Total Production (all variants): 800+ • Comments: Proven, versatile utility helicopter with Category “A” certification, excellent hot-high performance, and single and dual pilot IFR.

• Engines: Pratt & Whitney Canada PT6T-3D HP (Takeoff) 1,800 SHP/1,342 kw • Dimensions: Main Rotor 46 ft/14 m, Tail Rotor 8.6 ft/2.6 m • Height: 14.9 ft/4.5 m • Length: 56.2 ft/17.1 m • Width: 9.5 ft/2.9 m • Empty Weight: 6,903 lb/3,131 kg • Max Gross Weight Std: 11,900 lb/5,398 kg • Max Gross Weight Alt: n/a • Useful Load: Std 4,997 lb/2,267 kg • Useful Load Alt: n/a

External: 4,500 lb/2,041 kg Vne: 140 kn/ 259 km/h Max Cruise: 122 kn/ 223 km/h Max Rate of Climb: 1,780 fpm 9 mps HIGE: 10,200 ft/3110 m HOGE: 5,200 ft/1,585 m Service Ceiling: 16,300 ft/4,970 m S/E Service Ceiling: 7,600 ft/2,316 m Std Fuel: 330.5 gal/1,251 L Max Fuel: 494.5 gal/1,872 L IFR Crew: 1 or 2 VFR Crew: 1 Passengers 14

Enstrom 480B private, trainer, and police • Total production (all variants) 113 First flight 1988 • Comments Seats five people for executive transport or three people with dual controls for flight training

• • • • •

• • • • • • • • • • • •

or patrol missions. Change-over is accomplished in minutes. Includes numerous police options.

Engine(s) (1) Rolls-Royce 250-C20W HP (takeoff) 420 shp, 305 shp for take-off, 277 for continuous Dimensions main rotor 32.0 ft/9.7 m Tail rotor 5.0 ft/1.5 m Height 9.6 ft/2.9 m Length 30.01 ft/9.1 m Width 8.1 ft/2.5 m Empty weight 1,800 lbs/816 kg Gross weight 3,000 lbs Useful load 1,200 lbs/544 kg External 1,000 lbs/453 kg

• Vne 125 kts Max cruise 115 kts Max rate of climb 1,600 fpm • HIGE 15,600 ft/ 4,755 m HOGE 14,000 ft/4,267 m • Service ceiling 13,000 ft/3,963 m S/E service ceiling N/A • Std fuel 90 gal/340 lit Max fuel 90 gal/340 lit • Max range std fuel (no reserve) 375 nm/694 km • VFR Crew 1 Passengers 4

Kawasaki Heavy Industries BK 117 C-2 • Total production (all variants) 141 First flight 1979 • Comments Multi-purpose, medium-sized, twinturbine helicopter

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• Engine(s) (2) Turbomeca Arriel 1E2 HP (takeoff) 692 shp • Dimensions main rotor 36.09 ft/11 m Tail rotor 6.44 ft/1.962 m • Height 11.38 ft/3.47 m Length 42.65 ft/13 m Width 10.02 ft/3.12 m • Empty weight 4,123 lbs/1,870 kg Gross weight 7,904 lbs/3,585 kg • Useful load 3,781lbs/1,715 kg External 3,307 lbs/1,500 kg • Vne 145 kts/269 kmh Max cruise 134 kts/248 kmh • Max rate of climb 1,550 fpm/7.8 m/s

• HIGE 10,000 ft/3,048m HOGE 4,000 ft/1,220 m • Service ceiling 18,000 ft/5,450 m S/E service ceiling 8,795 ft/2,680 m • Std fuel 229 gal/866 lit Max fuel 281 gal/1,066 lit • Max range std fuel (no reserve) 378 nm/ 700km • Range with opt fuel 453 nm/840 km • IFR Crew 1 Passengers 9

cast your web

Contact Aviation completes Cool City Avionics autopilot installation MINERAL WELLS, TX—Cool City Avionics congratulates Contact Aviation in Waterford, Michigan on the successful completion of their first Cool City Avionics HAP-100 autopilot installation.

The installation was completed on a Robinson R-44 helicopter. John Shirk, Managing Director of Contact Aviation, reports: “The HAP-100 was delivered on time, on budget, squawk free, and is performing perfectly.” Most importantly, Shirk says, “the customer is extremely happy.”

The HAP-100 is a 2-axis autopilot, one of a family of lightweight, professional-grade, 2-axis and 3-axis autopilots with optional Stability Augmentation Systems, the first such systems to be certified under the new FAA TSO-C198 and RTCA MOPS-325.

The systems are affordable for installation in small to medium-sized helicopters.

Introductory prices for systems for the R-44 helicopter range from $34,995 to $67,995, plus installation kits and installations.

Cool City Electronics, Inc., dba Cool City Avionics, develops and manufactures modern, innovative automatic flight guidance and control systems (AFGCS) for helicopters and airplanes. Our management team has more than 300 years of experience in the design,

index Action Aircraft Parts AgNav Inc

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ALEA 15 Avpro Inc. Blue Hill Helicopters

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DynaNav 9 development and manufacture of AFGCS products. For more information about the company and its products, please visit: www.

CoolCityAvionics.com.

Enstrom Helicopter Corp 28 Falcon Insurance

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Government Sales

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Heli-Tech 17

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