heliweb - May 2014

cast your web • heliweb.com

may 2014

From Apaches to ag flying

contents features Is there a drone in your future?..............................................14 Finding obscure parts and spares.........................................16 Inadvertent-IMC: Being somewhere other than on Cloud 9 ..........................................................................18

columns

is published by heliweb, inc.

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events.................................................................................................4 letters-to-the-editor......................................................................8 company spotlight — Blue Sky Network..............................10 the business end..........................................................................12 training facts.................................................................................22 NTSB reports.................................................................................24 heli-specs.......................................................................................26

All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors.

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on the cover

cast your web • heliweb.com

may 2014

From Apaches to ag flying .........................6

Brian Townsend always knew he wanted to be an agricultural From Apaches helicopter pilot. to ag flying

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AgNav

may 2014

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events May 12-15, 2014 2014 NHA Symposium

July 28-Aug 3, 2014 EAA Airventure Oshkosh 2014

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Oshkosh, WI 920-426-4800 airventure.org

May 13-15, 2014 EBACE Geneva, Switzerland www.ebace.aero May 20-22, 2014 AHS 70th Annual Meeting Palais de Congres de Montreal Montreal Quebec, Canada Holly Cafferelli - 703-684-6777 May 22-24, 2014 HeliRussia 2014

Amsterdam, RAI www.helitechevents.com/en/ October 21-23, 2014 67th Annual NBAA Convention Orlando Convention Center Orlando, FL nbaa.org

IEC “Crocus Expo�

Krasnogorsk, Russia helirussia.ru

November 4-6, 2014 Dubai Helishow 2014

May 19-21, 2016 HeliRussia 2016

Dubai UAE www.dubaihelicoptershow.com

helirussia.ru

May 24-25, 2014 Rotortech AHIA

November 7-9, 2014 HAC Convention

Twin Waters Resort Brisbane, Australia www.austhia.com

Le Centre Sheraton Montreal Hotel Montreal, Quebec Canada

July 14-20, 2014 Farnborough International,

May 19-21, 2015 EBACE

July 18-24, 2016 Farnborough International UK, www.farnborough.com July 25-31, 2016 EAA Airventure Oshkosh 2016

Geneva, Switzerland, www.ebace.aero

Oshkosh, WI 920-426-4800 airventure.org

May 21-23, 2015 HeliRussia 2015

July 20-23, 2016 ALEA Expo 2016

July 16-19, 2014 ALEA Expo 2014

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Phoenix Convention Center Phoenix, AZ alea.org

July 15-18, 2015 ALEA Expo 2015

Savannah, GA alea.org

Farnborough Airport Farnborough Hampshire, UK www.farnborough.com

July 21-25, 2014 AIA Conference Napier, New Zealand aia.org.nz

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October 14-16, 2014 Helitech International Conference

heliweb.com

Houston, TX alea.org July 20-26, 2015 EAA Airventure Oshkosh 2015 Oshkosh, WI 920-426-4800 airventure.org

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on the cover

From Apaches to ag flying

by Graham Lavender Brian Townsend always knew he wanted to be an agricultural helicopter pilot. From a very early age, the lure of rotor blades and low-level, precision flying was constantly on his mind.

Brian grew up in an agricultural aviation (Part 137) operation ran by his father, John. Day in and day out, until Brian graduated high school, he was an active part of the flying service.

John Townsend, Brian’s father, started Townsend Aviation in 1971 with a rebuilt Bell 47. This helicopter provided a solid foundation to grow their operation and a superb example for his son. In the early 90s, while Brian was in high school, the family business transitioned from helicopters into fixed-wing agricultural aircraft. In 2006, the company upgraded its fixed wing fleet to an Air Tractor AT-602, which Townsend Aviation still operates in conjunction with his helicopters today.

After high school, Brian went into college to study aviation management. He continued to assist at the spraying operation

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and soon realized his degree wasn’t going to put him in the pilot seat of a helicopter. As with any helicopter pilot, the hardest part is finding an economical way to learn. Helicopter ratings are notoriously expensive to obtain, which is where the U.S. Army comes in. Brian saw a way to simultaneously serve his country and earn a helicopter rating. So, in 2000, he applied for the Warrant Officer program and in 2001 entered basic training at Fort Knox. After graduation, Brian immediately entered Fort Rucker, Alabama, where he subsequently became an Apache helicopter pilot.

Brian’s military career saw two deployments: Iraq in 2005/06 and Afghanistan in 2008, each with the 101st Airborne Division.

On each deployment, Brian was the pilot in command in the Apache.

In 2010, with Brian leaving the military, John Townsend saw an opportunity to reintroduce helicopters into his operation. After

cast your web

all, he now has an experienced Apache pilot ready to work!

Townsend Aviation purchased a Bell 206 and began marketing the helicopter for confined space applications. This business model proved very effective in the northern part of Indiana, where wind turbines are sporadically located in fields.

John proved to be an excellent mentor for Brian’s transition into agricultural flying. Pulling on years and years of John’s experience, the mentorship between father and son flourished; Brian successfully and safely finished his first season as an

agricultural helicopter pilot in 2010.

2014 marks the start of Brain’s fifth season flying helicopters for Townsend Aviation. Since his transition from the military back to the family operation, Brian has obtained his commercialfixed wing license and is also flying the Air Tractor AT-602.

Once again, a mentorship between father and son has been established, and Brian is assured to make a safe and effective transition into the turbine fixed wing ag plane.

For 25 years, ISOLAIR has been manufacturing quality helicopter systems for the fire fighting, forestry and aerial application industries with an extensive line of certified and custom built helicopter equipment.

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may 2014

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letters-to-the-editor article

complimentary copy

Please consider the attached article for publication in heliweb. We are, of course, willing to make such revisions as you think appropriate.

I am also attaching an “About the Authors” segment.

Hank Perritt Chicago, IL Dear Hank, Thanks for the article, we will publish in the next issue of heliweb. (see Hank’s article on page 14)—Graham We want it I received a copy of your heliweb publication. If we are not already listed, we would like to subscribe for the complimentary publication of heliweb. Our information as follows: Marsha Bradford Wallace State Community College—Aviation Department Vinemont, AL Marsha; You have been added to the regular subscriber list. Enjoy!— Graham

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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This email is to request that we continue our complimentary subscription to Heliweb the magazine.

Rick Welch Army Aviation Heritage Foundation Hampton, GA Rick; I have added your address to the regular subscriber list. Thanks and enjoy!—Graham outstanding Thank you very much for the outstanding coverage you gave to us! I appreciate it very much!

Have a great day!

Tom Huismann Tradewind International Janesville, WI Tom; It was my pleasure. Thank you for your continued support!

-Graham on the wall Hi Graham, Thanks for printing our last press release! It looked really good (framed on the wall at our office now)!! I’ve got our next one ready...

This press release is announcing our 4th annual touchdown autorotation contest on June 22. I hope I’m in time for the May or June issue of Heliweb. We’re really excited about this year’s event because we are adding some fun things including a flour bag bombing contest and a poker run. Garmin has committed to a seminar on the day of the auto contest and the FAA is giving a Safety briefing after the poker run.

I’ve attached the 2014 press release and pictures of the 2013 winner (Tom Francis), judges and last year’s competitors.

Any exposure would be greatly appreciated!

Alison Row Jerry Trimble Helicopters McMinnville, OR Alison; No problem! Congrats on your new location as well. I have included the flyer in the next upcoming issue of heliweb.— Graham

Submit your letters-to-the-editor to info@heliweb.com

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Blue Sky Network

company spotlight

Satellite tracking pioneer and innovator Blue Sky Network is a technology company that designs and develops advanced satellite tracking and communication systems for monitoring and management of large fleets of aircraft, vehicles, and vessels. Based in La Jolla, California, the company was founded in 2001 by pilot Jon Gilbert to create one of the first affordably-priced Iridium-based satellite tracking systems for aviation – the D1000 series. The success of the D1000 product and of satellite-tracking systems in general, helped the company grow and expand into all facets of aviation, land-mobile, maritime, and personnel security tracking in the following years. Today, the Blue Sky Network portfolio of products includes both installed/integrated systems, and ultra-portable units that can be carried by individuals moving from aircraft to vehicle, or from ship to shore. Each day, thousands of systems deployed around the world aid the

oversight and management of assets by fleet and operations managers in a wide array of industries and applications.

A core technology component of all Blue Sky Network systems is SkyRouter – Blue Sky Network’s cloud-based command center.

SkyRouter, a secure web portal accessible by system owners and their families, tracks and communicates with all Blue Sky Network

Each month heliweb will spotlight a company that provides a product or service to the helicopter industry.

To have your company profiled, call Michael Conner at 855-heliweb or email michael@heliweb.com.

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cast your web devices through Iridium’s global satellite network. Over the years, Blue Sky Network has pioneered new technologies and innovations such as integrated voice technologies, dualmode (satellite & cellular) systems, advanced geo-fencing, automated reporting, on-board Bluetooth connectivity with iPhone and iPad, and custom form creation and sending.

These systems and advanced features provide fleet managers and owners the ability to accurately monitor, communicate and manage their worldwide assets in almost real-time, and provide families and co-workers the ability to track people and machines wherever they are, at any time. The benefits of Blue Sky Network SATCOM solutions are greater asset utilization and efficiency, lower operating costs, and improved safety for personnel, equipment and cargo in the field.

While many of its competitors have been swallowed up by large corporations in recent years, Blue Sky Network has

remained a privately-held company true to its roots and original vision. Blue Sky Network is composed of software and hardware engineers, technicians, support, finance, operations, sales and marketing personnel that share a common goal and vision: to offer the most advanced, affordable solutions for SATCOM tracking and asset management in the world, backed by the best technical support in the industry.

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Michael Conner

the business end

Time management There are many ways to make yourself more productive, and there are many ways to make your company more efficient. The one thing that cannot be bought or acquired is more time; only a certain number of hours exist in each day. Everyone in the business world seems to be doing more with less. So, how can each of us be certain that we make the best use of this finite resource?

There are many activities that each of us become involved in every day that are simply a waste of time. Take a few days to keep meticulous notes about everything that you do during a normal workday. Being truthful to yourself, review your notes at the end of each day, and eliminate the time wasters. No, you don’t have to include the crazy vectors the tower gave you that ate up 10 minutes trying to land.

A good plan is the foundation of time management.

Organization is key, and a solid plan is the best way ensure that all of your tasks have a proper time and place. Take a few minutes at the beginning of each day to write down all of the things that you plan to accomplish, and assign priorities to each one. Check them off as they are completed, and review the list throughout the day to stay on track. Having such a list and checking off completed tasks will not only allow you to be organized but will also provide as sense of progress. Of course, new tasks will be added as the day evolves, but at least you will know which direction to start in. Some tasks weather dependent? Organize your aviation day before you have to cancel, and waste time.

In today’s world, portable electronic gadgets make each of us accessible 24-7. Although the popular train of thought would lead us to believe that these devices allow us to multitask and do more work on-the-go, they can also be very distracting.

Email and social media alerts chirping all day can very easily take your mind off the task at hand. For many of us, emails and social media are a part of the job and essential to business. If they are not, set aside a particular time of the day to catch up on them.

Once a list is formulated and priorities are set, assuming that importance and urgency are equal, go ahead and tackle the least desirable jobs first. Taking care of these first will provide a great sense of relief when they are completed. If the task is a very large one, break it up into smaller pieces and track yourself as you move along. Don’t expect to get the entire overhaul done with one swift work session!

Lastly, set aside some time for yourself to relax and regroup.

Set particular times that you can take a break, stand up and walk around, walk outside for some fresh air, and collect your thoughts; in between tasks is a great time for this. You can leave one job behind and clear your mind for the next one on the list. Taking a few minutes to recharge will make you more productive.

Although the to-do list is generally never-ending, it can become much more manageable when taking the right approach.

Michael Conner is the Director of Business Development for heliweb and can be reached at michael@heliweb.com or 855-heliweb.

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Is there a drone in your future?

by Henry H. Perritt, Jr.—hperritt@kentlaw.iit.edu and Eliot O. Sprague—eosprague@gmail.com It’s easy to start a conversation when you tell someone you’re a helicopter pilot. But everyone has an opinion about drones, some people certain they heard one buzzing at their bedroom windows last night, others looking forward to having one deliver their next package from Amazon.

Helicopter pilots wonder if they will finish their careers sitting behind video game consoles.

video cameras that stream images to the ground during flight or record them for later download.

Such vehicles can be useful in supporting law-enforcement, news gathering, powerline and pipeline patrol, agriculture, real estate marketing and SAR. They could be launched by ground personnel already on a crime scene or newsworthy event. But they will always operate at the margins. Performance limitations and control depending on line of sight excludes them from most of what helicopters do well, such as dispatch from a central location and arrival on a scene within minutes.

That is most unlikely.

Microdrones, more formally known as “small Unmanned Aircraft Systems” (“sUAS”), will proliferate, but they will perform jobs in law enforcement, journalism, utility infrastructure support, agriculture, and real estate sales not now performed by helicopters.

Machodrones, those the size of light helicopters, will likely be too expensive, or too limited in capability to tempt many customers to replace their helicopters with them.

The FAA, scrambling to meet Congressionally-imposed deadlines, tentatively has declared its intention to create a safe harbor for commercial microdrones of light weight, flying at low altitudes below most manned aircraft. It has a long list of issues that must be resolved before machodrones will be legal, including the applicability of traditional airworthiness certification for drone types, existing pilot certification for drone operators (DRoneOPerators or “DROPS”), and current VFR and IFR requirements.

Microdrones are available now for a few hundred to a few thousand dollars. Most of them have 15-50 minutes of endurance, ceilings of 600-1,000 feet AGL, maximum speeds of 30-40 knots, and GPSbased autopilots that permit them to hover without operator intervention and to return autonomously to their launching points when the control link is lost. Many of them can carry HD

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They won’t be able to carry much—an existing top of the line searchlight, for example, is out of the question.

For machodrones, carrying heavier payloads and flying longer distances, performance would be indistinguishable from that of today’s police patrol and ENG helicopters--theoretically.

Design options are intriguing. A multi-copter design is attractive, for example, because it dispenses with a tail rotor’s essentially parasitic appetite for 30% of the total horsepower. If the multiple rotors are driven by small electric motors, transmissions, gearboxes, and long, energy-sucking drivetrains are unnecessary. Controlling thrust by varying RPM rather than by changing blade pitch gets rid of control rods, swashplates, and pitch links. Existing battery technology permits these simplifications for microdrones. Whether it does for machodrones remains to be proven.

Radically new designs for machodrones will, moreover, face a gauntlet of airworthiness certification hurdles. Every basic system— structures, airfoils, rotors, electric motors and their control systems, batteries, flight control systems, and sensors--will have to be validated in flight test and in aircraft certification. The development effort—and cost--would be enormous. It’s not yet clear who in the aircraft manufacturing community is brave enough to undertake it.

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Traffic separation may be less of a problem than most pilots think.

By 2020, everything in the air will be equipped with Automatic Dependent Surveillance-Broadcast (“ADS-B”). Machodrones almost certainly will be similarly equipped. Telemetry will allow everyone to “see” and avoid each other.

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But what will a DROP be able to see? It surely will be less than the view from the cockpit.

DROPs need visual information as close as possible to what a pilot gets from looking outside the cockpit. They can’t get that from a flat screen with a limited field of view. With eyeball rotation (but no head inclination or rotation), a human pilot has a horizontal field of view of about 270 degrees. He can shift his field of view or the point of concentration in an instant by rotating and inclining his eyes and turning his head. To replicate this, a DROP ground station would need an array of high definition video screens that provide real-time imagery captured from multiple cameras on the drone. Even then, the two dimensional display cannot provide depth perception.

Apart from questions about what technology can deliver, daunting economic and political challenges exist.

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Seeing this play out will be exciting. But helicopter pilots should sit back and relax, while throwing in their two-cents worth on the regulatory architecture.

Helicopters still will fill the skies, collecting news, enforcing the law, searching for lost children, checking for breaks in powerlines and pipelines, and taking pictures of soybean fields and mansions on the market. Lots and lots of microdrones will help—but only in the hard-to-get-to places.

It will be a long time before a helicopter pilot hears the tower say, “Helicopter 014: extend your downwind for a machodrone on long final to Runway 32.”

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

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Finding obscure parts and spares

by Kim Rosenlof kim@aeroink.com If your helicopter’s vintage is about the same as store-bought wine, ordering from the original equipment manufacturer (OEM) ensures the quality and airworthiness of replacement parts. But operators of older vintage helicopters may not find parts in new condition, resorting to using surplus, overhauled or rebuilt parts. While the power of the Internet may allow quicker search and acquisition times for both new and used parts, operators still need to pause and ensure the parts and paperwork are correct before completing the purchase.

Internet Database Searches Many operators find helicopter spares through one of the worldwide parts databases. For example, StockMarket. aero, launched in 2005 by San Diegobased Component Control, provides free searches of more than 50 million qualified line items and service capabilities from approximately 3,000 vendors. Once a part is found, the website connects the prospective buyer and seller through automated request for quote (RFQ), “Buy Now,” or purchase order (PO) options. All listed inventory and vendors are fully verified, and sellers can upload photos, 8130s, tags, serial numbers and time

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life information to assure prospective buyers that the parts are available and ready for shipment.

One of the oldest parts inventory database suppliers with an initial launch date of 1979, Memphis-based Inventory Locator Service (ILS) recently enhanced its 10-year-old auction service with the ability for sellers to upload photos, part certifications and lot details while also controlling price and bid rules. The business-to-business global electronic marketplace at ilsmart.com requires a paid subscription for both buyers and sellers. However, ILS also recently began incorporating the Aviation Suppliers Association (ASA) Stolen Parts Database information into ILSmart, alerting buyers of any known stolen parts matching the search criteria.

Another membership-based database, Florida-based PartsBase offers three separate services from its partsbase.com website: PartsBase MAIN holds the login-protected database, AeroPages provides a free organized directory of parts distributors and aviation service companies, and MessageBoard hosts an active forum of messages posted

by PartsBase members. While both AeroPages and MessageBoard can be used by non-members to search for parts, the public MessageBoard

posts do not contain member contact information; only other members can see enough data on the MessageBoard posts to contact the sellers.

All of these parts databases provide a field for the seller to note the part’s condition (new, overhauled, serviceable, etc.).

Parts Distributors While the large parts search engines return results on millions of line items, none list every part available on the planet. Building a relationship with a knowledgeable parts distributor can save time when finding an elusive new or used part, sometimes at very attractive cost savings.

Some distributors, such as Wisconsinbased Tradewind International, purchase excess parts, spares and helicopter inventories from operators who have had a fleet change. For example, in March 2014 Tradewind took delivery of two SA-365N Dauphin helicopters—minus main rotors and engines. Parts stripped from the Dauphins will be sold as overhauled, serviceable, or as-removed condition.

About the same time, Tradewind also accepted a variety of new and high-quality as-removed AS332 Super Puma and Bell 206 parts from Bristow

cast your web Helicopters. Any operator can use a “Search Our Stock” function on the company’s helicopterparts.net website to search Tradewind’s 80,000 line item inventory by part number or description.

Other distributors, such as Tennesseebased Aeronautical Accessories (A Bell Helicopter brand), manufacture Supplemental Type Certificate (STC) parts or develop alliances with STC holders to distribute new parts. Aeronautical holds more than 360 unique STCs and offers more than 4,000 replacement parts and accessories for a wide range of helicopters. Although currently owned by Bell Helicopter after the OEM’s purchase of parent company Edwards and Associates in 1999, Aeronautical Accessories continues to manufacture and/or distribute parts for various Agusta, Enstrom, Airbus (Eurocopter), Hiller, MD

Helicopters, Robinson, Schweizer and Sikorsky models.

Some parts distributors specialize in a particular model or limited number of models. While Dakota Air Parts International lists inventories of parts for more than a dozen helicopter models, the North Dakota-based company essentially specializes on stripping and rebuilding UH-1 Hueys. In April 2014, its website, dakotaairparts.com, listed six UH-1 airframes available for sale in various states of completeness.

Several sources provide lists of parts distributors. Anyone can search the Helicopter Association International (HAI) member directory at rotor.com; filters for HAI Member Type, Type of Product or Service and Helicopter Type narrow the search to relevant distributors. The Helicopter option on

the General Aviation Directory at avbuyer. com also provides a list of worldwide parts suppliers.

Acceptable Parts Whether purchasing a part found on an online search database or through a trusted parts distributor, it’s the operator’s responsibility to ensure the part is acceptable and airworthy. FAA Advisory Circular 20-62E provides definitions for new, surplus, overhauled, and rebuilt parts and assemblies. But although the FAA definition of “overhauled” means the parts should have been tested to TC/ STC/PMA standards, not all overhauls are the same. The details are in the paperwork, and specifically in the Return to Service Inspection record. Be sure to ask for copies of the paperwork before purchasing any part, especially if the condition is listed as anything other than new.

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Inadvertent-IMC:

Being somewhere other than on Cloud 9

By Steve Sparks The helicopter pilot was on his final instrument approach for completing the requirements in the Instrument Rating Practical Test Standards and weather conditions were perfect.

At Decision Height, the examiner called out “runway in sight.”

The aircraft was slightly right of course and less than a dot above glideslope. Not perfect, but well within the standards.

He let out a sigh of relief signifying his confidence in having passed the check ride. After a positive exchange of controls, they began air-taxiing to the ramp for shutdown. As the rotors wound down, the examiner asked him to finish securing the aircraft and to meet her inside to finish up the paperwork.

During the debriefing, the examiner complimented the pilot on his performance and provided suggestions for improving. She concluded by presenting the airman a new temporary certificate including the freshly printed words “Instrument-Helicopter.” The examiner told him to enjoy this day, because “it’s the best you’ll ever be flying on instruments”.

While driving home, the pilot reflected back on the check ride and thought about the comment made about this being the “best he’d ever be”. He wrestled with this and wondered why such a comment would be made by the examiner. With minimal instrument training under his belt, how could this be true? Certainly he could improve with added time and experience. At that moment, he dedicated himself towards becoming the best instrument pilot possible. In no way was today going to define his best.

Most instrument rated pilots can relate to this scenario. The notion of “use it or lose it” is certainly true when it comes to maintaining instrument proficiency. Since helicopters are predominately operated in VFR conditions, and since most helicopters are not IFR certified, instrument skills tend to be marginal at best. Given the

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prominent news coverage of weather related accidents involving helicopters, instrument proficiency has become a major concern.

Unexpected Weather On average, it takes only 178 seconds – less than 3 minutes for non-instrument rated airplane pilots to lose control after inadvertently flying into instrument conditions. Because helicopters are inherently less stable and often less equipped, it takes even less time for equally qualified helicopter pilots.

Welcome to the dangerous world of Inadvertent-IMC. So, what is Inadvertent-IMC? It occurs when pilots fly into unexpected weather conditions preventing them from maintaining visual reference to the ground or horizon. These conditions are obviously dangerous and disorienting.

The FAA and other industry stakeholders such as the International Helicopter Safety Team (www.IHST.org) are spearheading several initiatives aimed at mitigating weather induced accidents. In 2014, the NTSB included helicopter operations in their Top 10 Most Wanted List, and the FAA implemented several new regulations aimed at reducing these types of accidents. In addition, safety experts at the IHST have been developing and distributing Safety Bulletins focused on the issue of Inadvertent-IMC.

Fatal Statistics Drawing from the statistics, more than two-thirds of all weather related helicopter accidents result in at least one fatality … a rate three times higher compared to all other general aviation accidents. A common factor in many of these accidents was the pilot’s decision to “press on” into deteriorating conditions.

Based on mission profiles, Emergency Medical Services (EMS) helicopter operators are extremely susceptible to Inadvertent-

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Avoidance is the best defense against deteriorating weather conditions. However, if caught in such conditions, pilots are urged to divert, or make a precautionary landing as quickly as possible.

Never press on! Remember, it’s better to be on the ground wishing you were in the air than being in the air wishing you were on the ground.

If already instrument rated, pilots should maximize as much flight time under simulated instrument conditions with a qualified instructor on a regular basis. Remember, seconds count when trying to escape Inadvertent-IMC. Finally, if not instrument rated, make the investment. Instrument training enhances Aeronautical Decision Making and will vastly improve piloting skills … an investment well worth the time and money.

Primary Options Pilots have three primary options for escaping Inadvertent-IMC: climb, descend, or reverse course. Descending is considered most risky, since it involves flying closer to the ground. Descending also is likely to increase airspeed resulting in less time to recover from unusual attitudes.

Climbing or reversing course, or a combination of the two, is likely to be the safest option. Additional altitude increases distance from the ground and will enhance reception for tracking a new course. Regardless of technique, maintaining positive aircraft control is the highest priority. Pilots who remain calm and make subtle input changes are more likely to maintain positive control, while seeking safer skies.

At this point, pilots should attempt to land as soon as possible to regain situational awareness. Flying further into deteriorating weather conditions is never a win-win. It’s better to land and wait out the weather, versus trying to complete a mission that is truly impossible.

Bottom line; be prepared for those days when perfect weather conditions suddenly disappear. Invest in your skills and understand what your options are when Inadvertent-IMC occurs. Even if you think your skills are at their best, there is always room to be better.

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International Helicopter Safety Team

.

training facts

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Using energy for our benefit The secret to extracting the maximum flexibility from an autorotation is to understand the various energies at your disposal. Energy is the ability to do work, and the ones available in an autorotation are: potential, kinetic, and rotational.

There is a subtle, but powerful interplay between these energies that we can use to our benefit – but only if we know and understand them.

The process of getting from the time/place of the engine failure to safely on the ground can be thought of as an exercise in energy management.

That leaves us with 3 types of energy: • Potential - energy due to height above a surface = mass x gravity x height (shorthand version - mgh) • Kinetic - energy (of the whole helicopter) due to motion with respect to a point on the ground = ½ mass x velocity2 (shorthand version -½ mv2 ) • Rotational - energy of a rotating mass (the rotors) = ½ Inertia blade x RPM2 (shorthand version- ½ IΏ2 ) By way of further deciphering this, I = moment of inertia (an engineering definition of the inertia of the blades) – don’t worry about it as for any one helicopter, it won’t change. Ώ = (Omega)

the rotational speed of the rotor (I had to put in at least one Greek symbol). From high school physics, these energies cannot be created or destroyed, just transferred from one place to another.

Relative Sizes of the Energy There are many ways that these energies interrelate. Potential energy can be viewed as a source of kinetic (and rotational) energy. It’s interesting to note the relative sizes of these. It’s not easy to compare kinetic and potential energy, as they can be traded for one another. But the relatively small size of the rotational energy is surprising. One DVD on the subject showed that the rotational energy was a very small fraction of the combined kinetic and potential energy even at the start of a typical flare.

What makes this relative size difference important is that the rotor RPM, while the smallest energy, is far and away the most important energy – without the rotor RPM, it is not possible to control the helicopter and all the other energies are of no use!

We’ve already identified 3 different stages to the autorotation – the descent, the flare and landing. At each stage, energy is being converted

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

cast your web from one type to another, until hopefully, we’ve wisely used all of them up. The following table describes the different sources and destinations for the energy in each phase.

Energy Type Phase Descent

Flare

Touchdown

Potential

Kinetic

Rotational

To Kinetic and Maintained by Maintained Rotational Kinetic

by Kinetic until it’s nearly zero Nearly zero, kept constant

by Kinetic

To Potential Maintained and

by Kinetic Rotational until it’s nearly zero

Zero

Zero (or very low)

Transferred to lift for cushioning touchdown

Since energy can be neither created nor destroyed - where did it all go? Into overcoming the drag of the rotor blades and the drag of the airframe in the descent.

The reason for discussing the transfer of energy from one type to another is that if we’re going to be playing with getting more kinetic energy (energy of speed) by sacrificing height, we’d better know what the various benefits and penalties are. As you’ll see, it becomes quite interesting!!

The Power of the Squared (2)Term If you remember high school mathematics, squaring a number means multiplying it by itself. Since the square term shows up in both rotational and kinetic energy terms, it’s important to recognize this.

What it means is that if you’ve got a higher speed, you’ve got a lot more energy. Increasing the speed from 60 to 70 knots for example, means you don’t have 10 more units of kinetic energy you have (70ˆ2)-(60ˆ2 ) or 4900-3600 =1300 more units of energy to play with.

Similarly, slowing from 60 to 50 knots means you’ve got 3600-2500 = 900 less units of energy to play with. The effect can be quite dramatic for a 10 knot difference in speed from what would be considered ’normal’. The energy concept will be used a lot when talking about autorotation performance.

An Example of Energy Let’s take a helicopter and put it in a variety of different heights and speeds and see how much energy it has. Then let’s see what can be done with that energy to get to a couple of different conditions at the flare The equation for potential energy is = mass x gravity x height or mgh.

We’ll assume the mass remains constant, so we can assign it a value of 1 in our equations, and g = 32 feet per second2 We won’t worry about the units, just the overall numbers.

Conditions at Start of Flare We will ignore the possibility of possible trade-offs for now; if we look at just the height above ground at the end of the descent / start of the flare using different speeds, the real picture becomes very clear.

Let’s look at the difference in energy at 50’ AGL (the start of the flare) with different speeds. The potential energy at 50’ is 50’x 32 = 1,600 units. What’s really interesting is how much a difference in airspeed (10 knots) from 60 knots makes in the overall energy situation. At 70 knots, the energy is 1300 units greater than at 60 knots, but at 50 knots it’s 900 units less. The difference between the two is nearly 50% (1300-900 = 400 units, which is about 50% of 900).

If we use 100 knots (let’s say that’s the maximum airspeed in autorotation) instead of 60 knots, the difference in energy at the start of the flare is 6400 units greater, and if we go 40 knots slower than 60, down to the ludicrously low speed of 20 knots, we have 3200 units less energy. We can do a lot with more energy, but not a lot with very little.

Summary of Energy in Autos Understanding the types of energy that may be available to the pilot following an engine failure is essential to understanding what options you have available following the loss of the engine or if you are conducting training autorotations.

Acknowledgement Thanks to Shawn Coyle for allowing this Energy in Autorotations chapter of his book “The Little Book of Autorotations” to be modified and used by the JHSIT Training Working Group to populate this Fact Sheet More information about the IHST, its reports, its safety tools, and presentations can be obtained at its web site: (www.

IHST.org).

may 2014

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ntsb reports NTSB Identification: *CEN14WA171* Date: March 13, 2014 Location: Gillingham, Norfolk, United Kingdom Aircraft: AGUSTAWESTLAND SPA AGUSTA AW139 Injuries: 4 Fatal.

An Agusta/Westland model AW139 helicopter, United Kingdom, impacted terrain shortly after takeoff near Gillingham, Norfolk, United Kingdom. The four occupants were fatally injured.

The Air Accidents Investigation Branch (AAIB) of the United Kingdom is investigating the accident.

NTSB Identification: *WPR14FA137* Date: March 18, 2014 i Location: Seattle, WA Aircraft: EUROCOPTER AS 350 B2 Injuries: 2 Fatal,1 Serious.

An Eurocopter AS 350 B2, N250FB, was destroyed when it impacted terrain following takeoff from the KOMO TV Heliport (WN16), Seattle, Washington. The helicopter was under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and one passenger were fatally injured and one person, located in a stationary vehicle, was seriously injured. Visual meteorological conditions prevailed and no flight plan was filed for the local repositioning flight that was originating at the time of the accident. The pilot’s intended destination was the Renton Municipal Airport (RNT), Renton, Washington.

Multiple witnesses located adjacent to the accident site reported observing the helicopter lift off from the helipad and begin a counterclockwise rotation. The witnesses stated that the helicopter pitched downward, while continuing the counterclockwise rotation, and descended into an occupied vehicle and terrain near the intersection of 4th Avenue and Broad Street; postimpact fire ensued.

Preliminary review of three security camera recordings, provided by the Seattle Police Department, revealed that the helicopter initially landed at WN16. The videos depicted the helicopter stationary on the helipad for about 15 minutes prior to takeoff. Further review revealed during the takeoff sequence, the helicopter began rotating counterclockwise and ascending slightly in a near level attitude. The helicopter continued rotating counterclockwise for about 360 degrees of rotation before it pitched forward in a nose low attitude.

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The helicopter continued the counterclockwise rotation in a nose low attitude until it disappeared from the camera’s field of view.

Examination of the accident site revealed that the helicopter came to rest on its right side, oriented on a magnetic heading of about 050 degrees. A vehicle located east of the main wreckage was fire damaged. Another vehicle, located immediately west of the main wreckage was oriented on a southerly heading and exhibited downward crushing of the roof and hatchback structure. All major structural components of the helicopter were located in the immediate area of the main wreckage. Wreckage debris was located within an approximate 340 foot radius to the main wreckage.

The wreckage was recovered to a secure location for further examination. Various components were retained by the National Transportation Safety Board (NTSB) investigatorin-charge for further examination.

NTSB Identification: *WPR14WA148* Date: March 19, 2014 Location: Gisborne, New Zealand Aircraft: MD HELICOPTER 500N Injuries: 1 Fatal,1 Serious.

A MD Helicopters 500N, ZK-HQP, was preparing for a fire lighting operation when it crashed in Hawkes Bay near Gisborne, New Zealand. The helicopter was substantially damaged. The pilot was seriously injured and the passenger was fatally injured.

The investigation is under the jurisdiction of the Government of New Zealand. This report is for information purposes only and contains only information released by the Government of New Zealand.

NTSB Identification: *CEN14LA197* Date: March 22, 2014 Location: Menard, TX Aircraft: ROBINSON R44 - II Injuries: 1 Uninjured.

A Robinson Helicopter Company R44 II, impacted terrain during recovery from a simulated autorotation at the pilot’s helipad near Menard, Texas. The helicopter sustained substantial damage that included damage to the firewall, tail boom, and main rotor. The commercial pilot was uninjured.

The helicopter was operated by the pilot under 14 CFR Part 91 as a personal flight. The local flight was not operating

on a flight plan and departed from Menard, Texas at time unknown.

The pilot stated that he was practicing autorotations at his ranch when the helicopter tail struck the ground while he was adding power and performing a recovery. The helicopter tilted forward from the tail strike and pitched forward. The main rotor blades stuck the ground after they had cut through the tail, and the helicopter rolled over onto its right side.

NTSB Identification: *ERA14WA196* Date: March 23, 2014 Location: Ribeirão Preto, Brazil Aircraft: ROBINSON R22 - BETA Injuries: 2 Fatal.

A Robinson R22 Beta, was substantially damaged when it impacted the ground on a corn plantation in Ribeirao Preto, Brazil. The pilot and a passenger were fatally injured. The local flight departed a private heliport located in Minas Gerais, Brazil, and was conducted under Brazilian flight regulations.

This investigation is under jurisdiction of the Government of Brazil.

NTSB Identification: *WPR14TA149* Date: March 27, 2014 Location: Tehachapi, CA Aircraft: BELL OH 58A Injuries: 3 Uninjured.

A Bell OH-58A collided with a highway near Tehachapi, California, after encountering instrument meteorological conditions (IMC). The commercial pilot, tactical flight officer (TFO), single passenger, and a dog were not injured. The helicopter sustained substantial damage during the accident sequence. The cross-country flight departed Meadows Field Airport, Bakersfield, California, about 0120, with a planned destination of General William J Fox Airfield, Lancaster, California. Marginal visual meteorological conditions prevailed at the accident site, and no flight plan had been filed.

The purpose of the flight was to transport a dog from the Sheriff Department’s Canine division to urgent care in Lancaster, after it was shot while on duty, about 3 hours prior to the accident.

The pilot stated that he arrived at the air division headquarters in Bakersfield about 0100, and was briefed on the mission

ntsb reports

cast your web by the current on-duty command pilot. They discussed the weather, and he confirmed that visual meteorological conditions (VMC) prevailed at both the departure and arrival airports. He was aware that a weather front was moving through the area, and that he would most likely encounter IMC conditions while enroute. He planned to use Tehachapi airport as an alternate landing site should conditions deteriorate.

At 0120, they loaded the injured dog into the rear left footwell, along with the Canine Division Chief who was seated in the rear right seat. The departure was uneventful, but as they approached Tehachapi they encountered light rain, strong wind, and low clouds. Both the pilot and the TFO were wearing Night Vision Goggles (NVG’s) throughout the flight.

The pilot decided to proceed, and wanted to see if Sand Canyon was passable. However, once they got beyond the lights of the city, he lost visual reference after flying into what appeared to be clouds. He reported flying at about 500 feet agl at that time, and was concerned that returning might cause them to collide with obstacles in the area such

as wind turbines. He elected to slow the helicopter and initiate a gradual descent with the hope of exiting the clouds.

During the descent he realized that the windshield had in fact fogged up, and as such, he turned on the demister. A short time later a highway suddenly came into view and the helicopter struck the ground.

The helicopter struck the highway surface, bounced back into the air, and rotated about 180 degrees. The pilot maintained a low hover and could now see the lights of Tehachapi ahead.

The helicopter appeared to be handling normally, and was not vibrating or making any unusual sounds, so he elected to return to Tehachapi Airport. Before landing he asked the TFO to open the door to observe the skids; they appeared intact. The TFO attempted to utilize the Forward Looking Infrared Camera (FLIR) mounted on the nose, and rearmounted “Nightsun” searchlight to assist with the landing, but they were both inoperative. The helicopter then landed uneventfully.

Subsequent examination revealed that the helicopter sustained substantial damage to the belly structure, with the skids having been spread about 2 feet beyond their

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normal stance. The FLIR and searchlight both sustained crush damage to their lower cowlings, and the tailskid appeared to have struck the ground.

NTSB Identification: *CEN14LA174* Date: March 30, 2014 Location: Moody, TX Aircraft: BELL 47G 3B Injuries: 2 Minor.

A Bell Helicopter 47G B3 rolled over during an autorotation near Moody, Texas. The pilot and passenger received minor injuries. The tail boom was separated from the helicopter during the forced landing. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated about 1200.

The pilot reported the purpose of the flight was to spot wildlife. He stated that during the flight he noticed a “rough spot” in the throttle control. Shortly thereafter, he lost all throttle control. The pilot initiated an autorotation.

The helicopter yawed to the left and rolled over during the touchdown.

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heli-specs

Eurocopter AS 332L1 Super Puma • Total Production (all variants) 648 • First flight 1976 (Puma); 1984 (AS332 L1) • Comments

• Engine(s) (2) Makila 1A1 HP (takeoff) 1,819 shp/1,357 kW ea • Dimensions main rotor 51.18 ft/15.60 m Tail rotor 10.33 ft/3.15 m • Height 16.14 ft/4.92 m Length 61.35 ft/18.70 m Width 11.09 ft/3.38 m • Empty weight 9,943 lbs/4,510 kg Gross weight 18,960 lbs/8,600 kg • Useful internal load 9,017 lbs/4,090 kg External 9,920 lbs/4,500 kg • Vne 150 kts/278 kmh Max cruise 141 kts/262 kmh • Max rate of climb 1,618 fpm/8.2 ms

Schweizer Aircraft Corporation 300CB/CBi • Total production (all variants) 270 First flight 1993/2001 • Comments The 300CB was developed for the flight

• • • •

• HIGE 10,663 ft/3,250 m HOGE 7,546 ft/2,300 m • Service ceiling >9,500 ft/2,895 m S/E service ceiling 5,906 ft/1,800 m • Std fuel 535 gal/2,020 lit Max fuel 950 gal/3,59 3 lit • Max range std fuel (no reserve) 454 nm/841 km • Range with opt fuel 806 nm/1,493 km • IFR Crew 1/2 Passengers 19

training market. The 300CBi, a fuel injected version of the 300CB, was first delivered in 2002. The 300CB/300CBi have the same flight characteristics as the 300C, but with the lowest life-cycle cost of any current production helicopter.

Engine(s) (1) Lycoming HO-360-C1A/HIO-360G1A HP (takeoff) 180 shp Dimensions main rotor 26.83 ft/8.18 m Tail rotor 4.25 ft/1.30 m Height 8.72 ft/2.66 m Length 30.83 ft/9.4 m Width 6.54 ft/1.99 m Empty weight 1,088 lbs/493.5 kg Gross weight

•

• • •

•

1,750 lbs/794 kg Useful load 662 lbs/300.3 kg Vne 108 mph/94 kts/174 kmh Max cruise 98 mph/85 kts/157 kmh Max rate of climb 1,250 fpm/6.35 mps HIGE 7,000 ft/2,133 m HOGE 4,800 ft/1,463 m (@ 1600 lbs) Service ceiling 10,000 S/E service ceiling N/A Std fuel 32.5 gal/147 lit Max fuel 64 gal/290 lit Max range std fuel (no reserve) 3.1 hr. Endurance Range with opt fuel N/A VFR Crew 1 Passengers 1-2

Bell Helicopter 427 • Total Production (all variants): 55+ • Comments: Features electronic engine controls, flat-pack transmission, and integrated instrument

• • • • • • • • • •

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displays (IIDS).

Engines: Pratt & Whitney Canada PW207D HP: (Takeoff) 1,420 SHP/1,059 kw Dimensions: Main Rotor 37 ft/11.3 m, Tail Rotor 5.7 ft/1.7 m Height: 10.5 ft/3.2 m Length: 42.6 ft/13 m Width: 8.8 ft/2.7 m Empty Weight: 3,881 lb/1,760 kg Max Gross Weight Std: 6,350 lb/2,880 kg Max Gross Weight Alt: 6,550 lb/2,971 kg Useful Load Std: L 2,469 lb/1,120 kg

• • • • • • •

Useful Load Alt: 2,669 lb/1,211 kg External: 3,000 lb/1,361 kg Vne: 140 kn/ 259 km/h Max Cruise: 138 kn/ 256 km/h Max Rate of Climb 1,600 fpm 8.1 mps HIGE 9,000 ft/2,743 m HOGE 6,000 ft/1,829 m Service Ceiling 10,000 ft/3,048 m S/E Service Ceiling 8,000 ft/2,438 m • Std Fuel 203.5 gal/770 L Max Fuel n/a • IFR Crew n/a VFR Crew 1 Passengers 7

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(05-14) Get your helicopter sold Advertise in heliweb Today Free Listings info@heliweb.com

enstrom

1982 Enstrom , F-28F, N8622E, serial # 716, Annual Due: August 2014, Total Hours: 2060. 490 Hours TSMO engine. Collins Com/Nav, Dual Control .$149,900. Rlewis@mccabeengineering.com (05-14)

may 2014

27

classifieds eurocopter

1991 Eurocopter AS365N2, 5250TT, SFIM 3-Axis Autopilot Coupled with Flight Director, Garmin GNS 480 GPS, Air Conditioning, Dual Controls, Refreshment Cabinet, Cocoon Interior, Windshield Wipers. New Paint and Interior in 2006. FAA Part 135 maintained and operated. 12 year Inspection March 2012. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www. rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 05-14

1980 Eurocopter AS350FX2, 9520TT, N619LH - SN 1263, Garmin GTX 328 Transponder, Garmin 496 GPS, FDC Inlet Filter Kit, OEM Oil Filter, Dual Controls, High Skids, LH Sliding Door, Cargo Hook and Mirror, Wire Strike Kit, Latitude Tracker System, Pulse Light, AS350 B3 Tail Rotor, New Keeper-less Onboard Hook and Onboard Load Cell, New Cargo Rack (Available at Cost). Better than AS350B2 performance at high density altitude. Currently on 135 Certificate, Forest Service Carded, Immaculate Log Books. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 05-14

1979 Eurocopter SA-315B LAMA, TI-BAU, S/N 2558. Exterior: 2011 Red & white. Interior: 2011 Executive/2 seats/ black & red leather.

Extra’s: Ground handling wheels, cargo mirror, heater, LOME blades, cargo hook, spray equipment.

For more information email sales@flightsource.com (03-15) 2003 EC130B4 1775 TT, Air Cruiser Floats, IFS Air Conditioner, Garmin 530, Skywatch. Please contact joel@ flinnzachary.com or call 512-6153334.

(05-14)

MD helicopters 1988 McDonnell Douglas MD 500E, S/N 0253E - 7615 TT, Dual Controls, High Skids with Steps, Heater, Particle Separator, Engine Auto Relight, Nightscanner Search Light, KAflex Driveshaft, Facet Oil Filter, Lead Acid Battery, For more information and pricing visit www.austinjet. com (05-14)

2003 Eurocopter EC130B4, 1560TT, Above Average Garmin Avionics Package. Corporate owned EC130 which includes rarely used cargo swing (uninstalled) and load meter.

New starflex installed at 1,278 AFTT. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales.com For more information please call 512-8680007 or email info@rotorsales. com 05-14 2001 Eurocopter AS350 B3 - Fresh 12 Year Inspection! S/N 3508 - 3796 T T, Dual Controls, Rotor Brake, High Skids, Inlet Barrier Filter, Wire Strike Protection System. For more information and pricing visit www. austinjet.com (05-14) 2010 AS350B3 800 TT, Onboard Cargo Ho ok , Utilit y/Standard Config, LH Sliding Door, Garmin 430. Please contact joel@flinnzachary.com or call 512-615-3334. (05-14 Get your helicopter sold Advertise in heliweb Free Listings info@heliweb.com

2008 MD530F, 440HrTT. Like New, Fresh Annual. Ready to go work or play. Asking $1.99M Make Offer.

Save $400K over new order. Personal use flying only. One Owner.

Awesome Blue with Chromalusion Stripe. Email mpcampolong@gmail. com (05-14)

robinson 20 07 R4 4 Raven II S/N 11959, 680 TT, red and black astro paint scheme. A/C, instrument trainer capable. Call 800-391-2397 (05-14) R O B I N S O N R 2 2 B E TA I I w i t h G a r m i n G 4 0 0 G PS AVA I L A B L E FOR LEASE TO FLIGHT SCHOOL. P l e a s e C a l l : 32 3 - 376 -19 6 9 o r info@touchstonehelicopters. com. Please visit our website for more details! www.touchstonehelicopters.com (05-14) 2013 R44 Raven I, Red/Pearl metallic, sand trim, tan interior, bubble windows, 406 ELT. Call 800-3912397 (05-14)

hummingbird

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heliweb.com

2009 Sikorsk y S-92 SN: 920094 for more information visit our website avprojet s.com or call 410.573.1515 (05-14)

helicopters wanted

schweizer

2003 Eurocopter EC155B, 1020TT, Single Pilot IFR, 4 Axis Autopilot, Garmin GPS 500 Color Moving Map, TCAS System, Dual Controls, Air Conditioning, Right and Left Electric Cabin Steps, Satellite Phone, Inflight Entertainment System, Custom VIP Interior, Blue Leather Seating. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www. rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 05-14

sikorsky

Hummingbird Helicopter-Order positions available in our next production run. Contact Vertical Aviation Technologies, Inc., 407-3229488, sales@vertical-aviation.com, www.vertical-aviation.com 05-14

Schweizer S333 Fuselage with life limited components. TT5088.8 New Imron Paint; High Skids; Worldwide shipping with Export C of A available. Please call Ken Thrasher 850763-9000 or email: ken@helitechinc. com for more info. tfn

Need an IRS Tax Deduction? Donate Your Helicopter to Charity, email us: amberalert@juno.com (tfn)

ag related Everything for the Ag Operator.

Satloc Level III Sales & Service, Spray Systems, CP Nozzles, Dry Breaks, AgTex, Avtex Airforce/Navy Flight Suits Helmets. Light Weight, Noise Attenuated. Mid-Continent Aircraft, Hayti, MO, 573-359-0500, email to: sales@midcont.com t fn

engines Lycoming VO/TVO-435 & 540, many new parts, 50% off! Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com tfn UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Engines & Accessories. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL:sales@ UTPparts.com tfn Allison/RR250-C20J, This engine has a fresh mini with new number o n e an d t wo turb in e w h e e ls .

Specs and photos are available at tradewindinternational.com or contact us at info@tradewindinternational.com tfn PT-6, Allison and Turbomeca parts.

We have a small inventory of new parts, including consumables. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com t f n

cast your web 250C20B/C28/ C30 Engines Modules and Accessories for Sale, Exchange or Lease. Ex tensive stock of New, Overhauled and Serviceable parts. Contact John Peacocke, Sunrise Helicopter Tel: 281 251 4005 Fax: 281 251 8848 email peacockej@aol.com (10-14) Action Aircraft is a full-service overhaul/repair facility for Rolls -Royce 250 series engines located in Dallas, Texas. We offer superior service and pricing in addition to free technical assistance. Engines, modules and parts available on outright and exchange basis. When you need RR250 engine overhaul and repair - “Take Action”. Please call phone 214-351-1284 or 1-800-909-7616, fax: 214-351-1286, email: mary@ actionaircraft.com., website: www. actionaircraft.com tfn

equipment Hydra Super Mile with very little use.

This item has a very competitive price and is ready to ship. It may be viewed at tradewindinternationl.com, click on the specials or contact us at info@tradewindinternational.com tfn Helicopter Dolly, manufactured by Mohawk Northwest Inc. This dolly is set up to fit Multiple aircraft and can be viewed at tradewindinternational.com, just click on specials or contact us at info@tradewindinternational.com tfn Get your helicopter SOLD Advertise in heliweb Today Free Listings info@heliweb.com

insurance Falcon Insurance is spreading the wings of insurance protection to helicopter owners and operators with the largest independently owned insurance specialists in the countr y. We are dedicated to serving you. www. falconinsurance.com tfn Mid-Continent Aircraft Insurance Brokers - Over 61 years Risk Management Experience for Professional Operators. 800-325-0885, e-mail: acinsurance@midcont.com Sharon/ Laura tfn



miscellaneous

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classifieds

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Spreading The Wings of Insurance Protection to Helicopter Owners and Operators.

Auto Flagger that came off of a Hiller $300. For More information Email mdusters1@frontier.com or call 530682-9770 (05-14)

f

FALCON INSURANCE AGENCY

Bracket Helicopter wheels fits several models. Part #’s WU-140-1 & –2 $600 and buyer pays for the freight from Calif. 95932 For More information Email mdusters1@frontier.com or call 530-682-9770 (05-14) LOT FOR SALE: One-acre-square house lot, Plane Living Sky Park, 2,000 s.f., all-brick , covenants, 5 miles wes t of I -75, E xit 142, Public water, septic sewer. paved streets, curb and gutter, street lights. Lot is one of 13 directly on new sod runway, Google It! (Google photo before development). South side of Hwy 96 at 50 Lane Rd., Fort Valley, Georgia 31030, Save thousands and buy from owner. 478.987.2250 T F N

Falcon Insurance is one of the largest independently owned insurance specialists in the country. Our professional staff has decades of experience in aviation insurance, and we are uniquely qualified to provide insurance protection for helicopter owners and operators.

We are dedicated to serving you with insurance coverage that sets the standard for the industry.

Call today for same day quotes and coverage or visit our web site.

Austin, TX: 1-800-870-0557 Columbus, GA: 1-888-405-1055 Dallas, TX : 1-800-880-0801 Frederick, MD: 1-888-815-2471 Houston, TX: 1-800-880-8822 Kerrville, TX: 1-800-880-4545 Lakeland, FL: 1-800-881-9688 Las Vegas, NV: 1-888-552-7270 Los Angeles, CA: 1-800-624-8856 Scottsdale, AZ: 1-800-880-3597 Soldotna, AK: 1-888-543-5548 St. Louis, MO: 1-800-880-8644

w w w. f a l co n i n s u ra n ce. co m

PO Box 291388, Kerrville, TX 78029

operations Mid West Ag Operation for sale, well established with 36 years in the business. Parts 137 & 133. 2 aircraft’s and ground support equipment. For more information email blindads@ heliweb.com subject Part 137 operation fax 478-987-1836 subject Part 137 operation or send to Part 137 operation C/O Heliweb PO Box 850 Perry Ga 31069 05-14

parts Bell parts. We have a nice stock o f n e w p a r t s f o r B e l l 47, 20 6 and others. It’s worth the effort to check with us, or search our web site for your part numbers.

P r e f e r r e d A i r p a r t s , 8 0 0 - 433 0814 US/Canada; 330-698-0280.

Ch e ck o u t o ur s to ck at w w w. preferredairparts.com tfn

may 2014

29

classifieds Fuel cell repair or replacement for all makes & models–FAA approved commercial crash resistant construction, flexible bladder nitrile rubber construction, all construction TSOC80 cer tif ied, 2-year warranty.

Contact Floats & Fuel Cells at 901842-7110, www.ffcfuelcells.com tfn ENSTROM PARTS, SALES & SERVICE Huge parts inventory, 20 yrs exp., loaner tools. AOG same day shipping a specialty, full time factory trained A&P parts man on staff. Get service advice with your parts. A.O.G. and Exports Sales New Garden Aviation, Ask for Tom 610268-2048 Fax 610-268-0342 (05-14) NEW Tail Rotor Blades for UH-1H– FAA STC/PMA SR02051LA, Carbon Fiber construction, 2400 hr service life, competitive pricing. Van Horn Aviation LLC, 480-483-4202, www. vanhornaviation.com tfn Enstrom parts. We have a small stock of new Enstrom parts. Check with us often. Preferred Airparts, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. preferredairparts.com tfn MD Helicopter parts. We have a few new MD Helicopter parts. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com t f n New STC Tail Rotor Blades, Part No. 204-2200-101 for 204 UH-1 helicopters from Van Horn Aviation LLC. Contact HeliBlade Inc. Distributor & Service Center for these new and improved composite tail rotors 530365-1278 T FN

Accessories & Parts! 100’s of new and OHC accessories, accessory parts for just about everything.

Big discounts! 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn The only FAA-PMA certified T T Straps for all JetRanger; LongRanger, & OH-58. $ave thousands over factory prices. In stock. Call today for overnight shipping. www.

AirwolfAerospace.com 440-6321687 (05-14)

Eurocopter parts. We have purchased several inventories of new parts and are ready to serve you.

Contact us, or search our web site for the parts you need. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com tfn Parting out a 1995 Schweizer 300CB, drive train/power train & many more parts. Pls. contact Ken 850-763-9000 Fax 850-763-8712 or email sales@ helitechinc.com tfn

Hiller parts. We have a small stock of new Hiller parts. Check with us often. Preferred Airparts, 800-4330814 US/Canada; 330-698-0280.

Check stock at www.preferredairparts.com tfn

Hughes parts. We have some new Hughes parts at big discounts.

Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www.preferredairparts. com tfn

UH-1 Overhauled Components available exchange or outright; 204-012-101-141 M/R hub, 204040-016-5 Transmission, 204-011400-11 Swashplate & Support assy., 204-011-401-11 Scissors & Sleeve assy, 205-040-263-111 Input Quill, 205-040-200-1 gen. Offset Quill, (4) 204-040-600-11 Hanger assy., 204-040-003-37 gear box 42, 204040-012-13 gear box 90. Pac West Helicopters CRS PW6R1161J Tel/530241-2402, pwheli@awwwsome. com 05-14

UH-1H Composite main rotor blades for sale P/N 205-015-150-101 and Tail rotor blades Van Horn Aviation P/N 2042200-101 for the H and B models. Call Pablo at HeliBlade, Inc. 530-365-1278 TFN

UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Parts, Engines & Accessories.

Overhauled & Serviceable. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL: sales@UTPparts.com tfn

Sikorsky parts. We have a growing stock of new Sikorsky parts.

We can often save you time and money. Contact us or check stock on our web site. Preferred Airparts, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. preferredairparts.com tfn

services Rotor blade repairs by HeliBlade, Inc. a FAA Repair Station. Contact Pablo Martinez at 530-365-1278 TFN

Floats & Fuel Cells–your N. American Eurocopter authorized repair facility with comprehensive repair capabilities for all makes & models, available for 24/7 shipping. FAA repair staion no. TH4R544M. 901842-7110, www.ffcfuelcells.com tfn Support the helicopter industry...

Become a member of HAI! Call 800435-4976 or 703-683-4646, Email mbr@rotor.com, or visit www.rotor. com tfn UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Parts, Accessories. Overhauled & Ser viceable. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL: sales@UTPparts.com t fn

school / training Helicopter Training in Hawaii.

Excellence in Flight Training at Mauna Loa Helicopters on Oahu, Kauai, and the Big Island. Come fly with us in the best weather in the US. MLH offers: PVT, COM, IFR, CFI, CFII, ATP, FAA certified FLY-IT simulator, mountain course, external load training, and now offering fixed wing training. MLH is 141 certified, and VA approved.

Student financing / student housing / college degree programs / International f light training / accelerated programs available.

Call 808-334-0234 or email info@ maunaloahelicopters.com T F N

heliweb training directory “Excellence in Flight Training” MLH is 141 certified, Accredited by the ACCSCT, and VA approved.

73-310 U’u st Kailua-Kona, HI, 96740 Tel: 808-334-0234 www.maunaloahelicopters.com info@maunaloahelicopters.com

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heliweb.com

• Part 141 approved Flight Training • Photo Flights • Helicopter Sales/Services • Helicopter Tours

www.bluehillhelicopters.com info@bluehillhelicopters.com • 781-688-0263 Experience the Best!

classifieds

cast your web BLUE HILL HELICOPTERS, Norwood MA. Part 141 approved Flight Training, Photo Flights, Helicopter Sales/ Services, Helicopter Tours. For more details, please visit our website: www.bluehillhelicopters.com, Contact us at info@bluehillhelicopters. com, (800)-670-4162 Come Fly With Us! TFN

help wanted OH-58 Pilot Needed. Turbine and herbicide experience preferred.

Would consider ag training for experienced turbine pilot. Primarily pasture and row crop 5-6 month season. Please email responses to blindads@heliweb.com subject OH-58 or fax to 478-987-1836 subject OH-58 or mail to OH-58 C/O heliweb inc. PO Box 850 Perry Ga 31069 (05-14)

wanted to buy Wanted to buy, spray system to fit MD500 helicopter for the 2014 Spray system. Call 307-347-6138 05-14

UNIVERSAL TURBINE PARTS We buy Turbine Aircraft Engines & Inventory.

All conditions. Call or Fax for a Quote 334-361-7853; fax 334-361-0290 E-MAIL:sales@UTPparts.com tfn PARTS WANTED Bell 206 B&L, 204, 205, 212, 214 , MD, Eurocopter, & Allison. Looking for R/B, W/S, Duals etc. kits and parts. WE BUY INVENTORIES or By The Piece. Call Tradewind Int’l. 800-585-7004, 608-756-3632. www.helicopterparts.net info@ tradewindinternational.com T F N

index

Action Aircraft Parts

20

AgNav Inc

3

Avpro Inc.

13

Blue Hill Helicopters

30

Blue Sky Network

5

DynaNav 15 Enstrom Helicopter Corp 19 Falcon Insurance

29

Floats & Fuel Cells

32

Heli-Mart, Inc

9

Heli-Tech 29 HeliBlade 20 HW Farren

31

Isolair 7 James Gardner Ins.

17

Mauna Loa Helicopters 30 Preferred Airparts

11

TracMap 21 Tradewind Int’l

25

Universal Turbine Parts 25 Van Horn Aviation

may 2014

8

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