Heliweb Magazine - May 2016

MAY 2016 VOL 28

OFFSHORE OPERATIONS OIL & GAS IN PARADISE THAI AVIATION SERVICES

771UKSQUADRON NAVY SAYS GOODBYE TO SEARCH & RESCUE OPERATIONS

GOODBYE, WARRIOR US ARMY RETIRES OH-58D KIOWA

STARFLIGHT TEXAS | AJ’s EPIC DAY | WHAT IS THE AW209

THESE BLADES TURN MORE. More Room. More Safety. That’s why the H130 is a critical care transport star. With its large cabin, flat floor and flexible configuration options, the highperformance H130 allows better patient access, enhancing care. Safety features include a crash-resistant fuel system and energy-attenuating seats. Add lower direct maintenance costs and Airbus Helicopters’ HCare warranty, and the H130 is an air ambulance that delivers.

Important to you. Essential to us.

2 www.airbushelicoptersinc.com heliweb magazine

58

INSIDE

THE MAY ISSUE

COVER STORY:

OIL & GAS THAILAND

THAI AVIATION SERVICES OFFSHORE OPERATIONS

By Michael Rocks Macqueen NORWAY CRASH THIRTEEN DEAD IN OIL & GAS CRASH

By Ryan Mason

SACRAMENTO COUNTY SHERIFF’S DEPARTMENT MAKING A DREAMS COME TRUE By Ryan Mason

TRAVIS COUNTY STAR FLIGHT SAVING LIVES IN THE LONE STAR STATE - By Tim Pruitt

40 42 50

MONTHLY COLUMNS & FEATURES

54

GOODBYE WARRIOR US ARMY RETIRES OH58 KIOWA

64

771 SQUADRON THE END OF SEARCH AND RESCUE FOR UK NAVY

By Joan LePoole Helipix

6

Editors Notes

16

The Toolbox

18

The Instructors Station

20

Straight & Level

22

Whirly Girls 24 Helinews

28

Heliart

38

Rotorheads

70

Behind the Lens

76

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

Subscribe to Heliweb Magazine & grab free helicopter pics for your digital devices.

DIRECTOR OF DEVELOPMENT: Ali Mason ali@heliweb.com CONTRIBUTING PHOTOGRAPERS: Tim Pruitt Damon Duran Seth Lasko Ed Simmons Scott Dworkin HELICOPTER ART: Marc Veenendaal marc@mpvdesign.com.au CONTRIBUTING WRITERS: Ben Fouts ben@heliweb.com Jessica Kanellos jessica@heliweb.com

Brian Parsons brian@heliweb.com

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

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A vAilAble i nventory

F����� Q������ 2015

OEM NEWS* H135

Introducing H135 P3/T3  Increased Gross Weight/Useful load – Ideal for hot/high  Upgraded engines - PW 206B3 & Arrius 2B2Plus  Four-axis digital autopilot  Upon certification, scheduled for 2016, the H135 will feature the Helionix cockpit suite which has identical design/structure to the H225, H175, H160 and H145

H145

Visit www . aVprojets . com to receiVe Your QuarterlY market updates!

Formerly known as the T2, the h145 is now in operating worldwide. Upgrades to the already popular helicopter include:  All new FADEC engines providing improved performance, increased fuel capacity, new duplex hydraulic actuator and the unmistakable Fenestron tail rotor  Operating on the Helionix suite featured on all new AH models the  Active Vibration Control System maximizes passenger comfort while the shrouded tail rotor dramatically reduces noise signature.  Airbus Helicopters strives to produce a machine that can reduce the cost of operations by improving maintenance OEM planning and extending TBO intervals

NEWS

The EC145e was also launched in 2015 and offers a single-pilot VFR alternative for twin-engine operations. With increased payload and range capabilities under normal operations and in hot/high capabilities the ship C145e can haul 3,800 lbs. of payload 2 0 1 5 lbs.) � � � � (3,900 - roughly equal to the empty weight ofQthe � �aircraft

& ANN O

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MENT

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S*

November 9th, 2015 announced During the Dubai Air become the a signed Letter of Show, Unite Inten first

F�����

H160

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t with Horiz d Arab Emira Bell Helic Internationa At HAI 2015, Airbus Helicopters launched the H160 as the latest and greatest medium lift helicopter. on Internationa opter R tes, The all new Turbomeca Arrano 1A promises to provide 20% less fuel burn with unparalleled design CTURE l Flight Acad Bell unparallele l Flight Academy is training center in the d flight trainin based at M A N U FA ES the PT2, second prototype, entering into testing, many achievements have Withpment and innovation.

Al Ain Intern Middle East. The emy to g.

Develo M MILESTON Horiz ational Airpo 5-hours inspection work cards validated.

MENT PROGRA withkts VNE, 15,000 ft. in altitude and been reached: alreadycturing and Manufa Nove for 2020,175 mber rt and deliveon TER REPLACE Engineering is planned NTIAL HELICOP rs rice incentive Convention 19th, 2015 Durin Initial fielding te governmentVH-92A PRESIDE g the Natio ,677,064 fixed-pand two test aircraft. and integra OMPLETES 407GXP to and Exhibition in d a $1,244 S-92 aircraftH175 onal nal Busin SIKORSKY C Neva Germ ess the Navy awardeSikorsky for 21 operati y will use its in-production da, in certified been has H175 any. the rotorcraft ation) medium-sized 2014, Aviat class Bell 7-ton of new-generation its as and 7, Developed The aircra ion Asso announced t Corpor it will be On May options to t, Sikorsk ft will be outfitt ciatio the the industry. in first production : Sikorsky Aircraf the contrac latest and most stringent regulatory requirementsthe accordance with the of its kindImprovements ed for Corpo sale of the first n contract with e contractor in 2023. Under executive interior. (source of opera defens ding simplified comfort, passenger for seat per Bell volume U.S. increased safety, flight conclu enhanced rate te an include throughou install production purchase the product lines, the latter t Germany. and VIP transport systems and to meet customer demands and exceed their expectations. and cost effectiveness y Aircraft, a maintenance, civil ss defined mission ition of Sikorsk well as the military and of its helicopter busine acquis $9B ed its Martin y brand, as ation dispos completed (Lockheed the Sikorsk logy Corpor y observers Lockheed Martin will maintain Availability, >1000 Flights Operated, >15,500 Passengers Transported, >95% Commercial Flights Operational some industr United Techno >90% In July 2015, July. Lockheed Martin ions, which heavy twins. in and S-92A lackluster growth project announced December and S-76D medium 16th, 2015 including the a lagging profit margin ighted. its first flight. announce *Source: Airbus Helicoptersnd helicopter made saw er to that Turbo In Bordes, France, AVPRO, INC. 410.573.1515 because it deemed short-s ompou Arrius 2R meca has Bell and a pusher propell900 Bestgate Road, Suite 412 apparently) in Raider semi-c Fax: 410.573.1919 engine that Turbo received the S-97 among them, M but civil use isAnnapolis, Maryland 21401 C Otions E T S .and R O J rotors AV Protating W. WW hours alrea EASA engin meca were pleas powers the in May when E‐mail: info@avprojets.com l, contrady logged rigid coaxia ed to Bell 505 Jet e type certifi advancement at military applica) high level technology combines two Ranger looking mainly cation Online major is S-97 a y AIN of maturity by Arrius variants, the logged Sikorsk strator, Sikorsky the 2R is X. With seven millio for its at entry-intorotorcraft. this year. (source to the X2 demonwith a conventional expected stration tour service.

A follow-on to offer unman flight on a demon nable Raider unattai the h speeds tched dispatc achieve December y intends to 17th, the cards. Sikorsk

NEWS

©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2016 - All Rights Reserved

S76C+

nal serial with one additio ured. last quarter VIP config remained stable period; both S76C+ supply traded over the same of Fleet: 13% rs Percentage serial numbe Sale: 19 Available for

S76C++

S76C++ supply Q2 2014.

is stable with

9 serial numbe

Percentage

9

: $1M - $3M

Trading Range

VIP configured.

70% are rs for sale and

Sale: Available for

us. Two

red to previo

sale compa numbers for

of Fleet: 3%

No transactions

: $5.9M Trading Range

occurred since

- $9M

2015 Bell located in announced China Service Facili ’s Chongqing Chongqing Provence, certified maint ty. CQGA has a as Bell’s General Aviation (CQG newest autho for Bell 407 enance facility andCivil Aviation Admi rized Custo A), nistration offers non-s mer of first certifi aircraft. CQGA is ed Bell 412 an established pecialized maint China Part 145 enan missions. aircraft to be operated operator and recen ce capabilities tly in China Buying or and used received the sellin for fire-fighting like to discu g an helicopte r is abou ss current market cond t having good informati itions or on to mak woul e infor please cont d like to discuss the sale med decisions. act me at W W W. AV or acquisitio If you any time PROJET *CREDIT n of a helic would .

TO BELL S.COM opter,

AVPR O, INC 900 Bestgate Road, Suite 41 .

Annapolis, Mar 2 yland 21401

S76D There have GP configured. the end of last F � � � � � Q � � � � � � 2 0 1 5 ships are utility/O market at for sale. All ed from the with 3 ships M A N Ur was F A remov CTURER NEWS remained stableto date. One serial numbe r, S76D supply : $14M - $15M This quarte ned transactions this year

Trading Range been no preow FINMECCANICA HELICOPTERS tage of Fleet: 4% Percen

AgustaWestland3Rebranded as Finmeccanica Helicopters: As410.57 part 3.1515 of a wider overall corporate reorganization plan that merges quarter.

9 ble for Sale: aerospace, defense and security .573.191 AVPRO, INC. Availa Finmeccanica's assets, AgustaWestland has been renamed Finmeccanica Helicopters. m Fax: 410 d, Suite 412 E‐mail: info@avprojets.co gate Roa 01 Finmeccanica announced the change at the end ofland 214 last month, effective January 1, 2016.

900 Best

JETS.COM

Annapolis, Mary

©Copyright

- Avpro, Inc

- Aircraft Sales

& Acquisitions

® 2015 - All

410.573.15 15

Fax: 410.573.1 E‐mail: info@a 919 vprojets.com

©Copyrig ht - Avpro,

Inc - Aircraft

Sales & Acquisiti ons ® 2016

- All Rights

Reserved

AGUSTAWESTLAND SIGNED CONTRACTS NJ POLICE

Currently, there are 5 and 3 year training contracts for EMS operator STARS of Canada and New Jersey State Police Department in the U.S., respectively and both customers operate AW139 helicopters. The combined training agreements will deliver more than (Source Finmeccanica Helicopters) 2,600 simulator flight hours.

A109E POWER Last quarter the supply of A109E Power’s has continued to increase for the 3rd consecutive quarter. The influx of supply however has stabilized with (only) 3 new serial numbers for sale. Two serial numbers traded to retail buyers, a dramatically low volume in what is typically the busiest quarter of the year.

Trading Range: $500K - $4M

A109S/SP Grand/Grand New supply was relatively stable last quarter. Over this period, five A109S/SP’s traded to retail buyers, a steady volume compared to the previous quarter – currently with only one under contract.

Available for Sale: 22 Percentage of Fleet: 7%

Avpro, Inc. is one of the world’s largest brokerage and acquisition companies, With over 25 Years of experience – representing both buyers and sellers globally.

Through superior customer service and beneficial long term relationships, we offer impeccable performance, Integrity and reputation.

milestone in “Project Icebird”. AW169s to be delivered in 2020 with Full Ice Protection System. AW169 to feature a jointly developed customized configuration for emergency medical service/search and rescue. Over 150 AW169s sold worldwide so far, including options and framework contracts.

Percentage of Fleet: 16%

sn 11657 sn 11773 sn 11784 sn 0635 sn 2968 sn 3820 sn 4183 sn 5034 sn 5584 sn 5594 sn 6825 sn 6847 sn 9072 sn 9087 sn 9111 sn 9570 sn 53796 sn 53850 sn 53939 sn 53986 sn 57021 sn 760521 sn 760592

Rights Reserved

O ICEBIRD AW169’S P PRROJECT W W W. AV Leading rescue service operator expands their AgustaWestland helicopter fleet and adds the new generation AW169, marking a

Available for Sale: 63

Agusta A109E Agusta A109E Agusta A109E Airbus EC135T2i Airbus EC130B4 Airbus AS350B-3 Airbus AS350B-3 Airbus AS355F2 Airbus AS355F2 Airbus AS355N Airbus EC155B1 Airbus EC155B1 Airbus AS350B2 Airbus EC145 Airbus EC145T2 Airbus EC145 Bell 407 Bell 407 Bell 407 Bell 407 Bell 429 Sikorsky S76C+ Sikorsky S76C+

Supply at Current Trade Level: 12 Month Trading Range: $1M - $4M

AW139 Supply has started to grow again last quarter to 22 AW139 for sale, 60% of which are VIP configured. Two further corporate configured serial numbers are set to enter the market this quarter. Only one VIP configured aircraft has traded to a retail buyer in the last 21 months. Currently, 1 serial number is under contract.

Available for Sale: 22

W W W. AV P R O J E T S . C O M

Percentage of Fleet: 3%

Trading Range: $5M - $14M

AVPRO, INC.

900 Bestgate Road, Suite 412 Annapolis, Maryland 21401

410.573.1515

Fax: 410.573.1919 E‐mail: info@avprojets.com ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved

w w w. avprojets.com

Whether you are selling, acquiring or just considering your options, contact us today for your in-depth expert market Analysis.

Performance. Integrity. Reputation. info@avprojets.com l 900 Bestgate road l suite 412 l annapolis, maryland 21401 l tel 410-573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved

W W W . A V P R O J E T S . C O May M 2016

5

#helipix Angel One an S-76D, belonging to Arkansas Childrens Hospital. Photo by Jason Hamm

A stunning capture of an AH-1Z Apache Gunship at Camp Mabry, Texas. Photo by Brian Papke 6

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#helipix UH1-H from the Orange County Sheriff (California) landing during a training excercise. Photo by Damon Duran 10 heliweb heliwebmagazine magazine 10 heliweb magazine 10

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15

From the desk of Ryan Mason

Reality Check It’s been another busy month here at Heliweb HQ. We increased our page count from fifty-six pages to eighty-four in the last issue, and as simple as it sounds, it is a LOT of work!

This holds especially true for the team that helps put the magazine together each month, as well as their families.

We really hope you are enjoying the magazine as we grow.

We realized pretty quickly in the first few months that we needed more space to make it work, but it took us a few months of working out the kinks to get it to a point where we could wrap the other content around the changes. The feedback was immediate and positive, so, to those of you who have reached out to let us know, thank you. Sincerely.

It makes all the hard work worthwhile when we hear that the changes have been received well by our readers.

This month we did a lot of traveling and had the opportunity to meet some amazing people, which is one of the best parts of traveling for stories. Many of those who don’t travel for work think of it as exotic.The reality, however, is totally different. Cancelled flights, cramped aircraft that are full to bursting point, 16

heliweb magazine

and the fear of being too late to get issue, but it was a big reminder to me your camera bag into an overhead is that my wife,Ali, and I are very lucky less than glamorous I can assure you. to have two very happy and healthy kids. I realized that we do not face But issues like little sleep and aircraft the challenges suffered by so many issues are easily offset by some of every day. I find myself wondering the wonderful and amazing people if roles were reversed, if we could you sometimes meet along the way. cope as well as some that I have This month we were thrilled to meet met do.When you see what some an incredible young man that has faced parents have to deal with—up close hurdles that most adults would have and personal—it can give even the trouble dealing with, let alone facing hardest person a reality check on those challenges at the age of eleven. being grateful for what they have.

You’ll read a little bit in the magazine this month about this young man, AJ Tapia, His relationship forged with the Sacramento County Sheriff’s Office Aviation Unit, and his incredibly strong family that battle to keep him well. Several police units in Sacramento, California, teamed up to make the battle a little easier for AJ by giving him an experience he’ll never forget.

I know in my case, it saved me from frustration when my flight home was cancelled and I was delayed almost nine hours. I sucked up my first-world-problem quickly, realizing there are others out there that deal with so much more every day than the issue of not getting home on time.

Some fight for their mere survival or that of their children on a We felt honored to be included in daily basis. It’s a struggle that I his amazing day, and capture some cannot even begin to comprehend. of the fun had by all involved, as I’ll leave you this month with a well as being able to contribute a thought: No matter how bad little to his enjoyment of the day. your situation might seem during We owe a debt of gratitude for the a minor inconvenience, spare support received from some amazing a thought for those who fight aviation businesses that reached bigger battles every day than we out to help when it was needed. may ever face in our lifetimes…

They pulled out all the stops t o p rov i d e s u p p o r t i n s o many different ways for AJ. More on that as you read the May

Ryan Mason Publisher & Chief Editor heliweb magazine

May 2016

17

The toolbox Turbine Helicopter Pre Buy Inspections Brian Parsons

At one time or another we have all been involved in the purchase of a helicopter, whether it be a new or used machine.

And, if you have never been on the pre-buy end of this kind of transaction, be patient. I’m sure you will get a chance to survey a helicopter for a prospective buyer at least once in your helicopter maintenance career.

This topic is an involved one, so I asked for a little more space to help educate those of you who want to learn the basics this month.

Owners and operators are always looking for a good deal on a helicopter purchase, and you know what? There are people out there who are always looking for a person to sell it to. And believe me: if it sounds too good to be true, more than likely, it is.

PRE-BUY BASICS I should begin by pointing out what a pre-buy inspection is not.

First and foremost, a pre-buy inspection is not an inspection to ascertain the airworthiness of a helicopter that may or may not be sold. The current owner will 18

heliweb magazine

not allow you to disassemble the airframe and power plant far enough to make that kind of determination, and I guarantee you he or she will not purchase the replacement parts required to put it back together each and every time a perspective buyer wants to look it over.

You are not there to do a 100hour inspection or an annual inspection. Likewise you are not there to discuss any items that you feel may be in need of attention with the current owner; remember who is paying you. Typically, whatever you see by opening or removing the cowlings and inspection panels is what you will get to look at.

More than likely, the helicopter is something that is being used to generate revenue and will not— under any circumstances—be allowed to have a mechanic from south-of-someplace come in and risk a chance of possibly making the ship miss that 0500 a.m. in the dark charter.

Your job, should you decide to accept it, as a mechanic conducting a pre-buy inspection is to find every reason under the sun for your client not to

buy this helicopter. It’s not up to you to say if something is good or bad— all you need to do is paint a picture.

That is the no-fluff truth of it. I know that possibly sounds ridiculous and most folks would think just the opposite is true, but, if you think about it, that is the exact reason you were hired.

FIRST THINGS FIRST You will have to contact the current owner and schedule a time and place for you to conduct your inspection. Let them know up front exactly what you will be wanting to do prior to doing anything, including an engine performance check, access to the aircraft and engine log books, and a current AD and service bulletin listing to compare to the one you just printed out, as well as any weight & balance information and equipment list for installed equipment.

Plan ahead for any O-ring or packing replacements, safety wires, and torque stripes. Any and all parts that you might have to replace because of your having removed them.

Remove or access all the inspection panels and cowlings, or have the current owner do it for you. Most owners are glad to lend a hand, but be ready to go it alone if you have to.

This should have the modification history of the aircraft, as well as ownership and title information. Remember : your only job is to paint a picture for the prospective buyer.

Be extra c a re f u l when re m o v i n g panels and c o w l i n g s t o n o t s c r a t c h a ny p a i n t i n a dd i t i o n t o w h a t m ay a l re a d y b e t h e re . Yo u w i l l b e re s p o n s i b l e f o r a ny d a m a g e t h a t yo u d o w h i l e c o n d u c t i n g yo u r i n s p e c t i o n .

USE A CHECK LIST

If you h ave t o re move a n e ngi n e a c c esso r y o r pa r t li ke an i gn i t o r o r f u el no z z l e , it is your re sp o n s i b i li ty to ma ke sure t h o se t y p es o f ite ms are re i n s t a l l ed and pro pe rly torq u ed a n d sa fe ti e s insta ll e d.

You may have to make a log book e ntr y re g a rdi n g a ny pa r t yo u h ave re m oved a n d re i nsta l le d.

You will need a current status sheet for the installed components with serial numbers and operating times.

Usually, any prospective buyer has already received a status sheet from the seller.

Get copies and compare the times and serial numbers with the one the seller just gave you, along with the component par t numbers and serial numbers that are installed on the helicopter.

You can’t say if a crack or a sharp dent in the fuselage skin is beyond limits, even if you know for a fact that there are no cracks or dents allowed. You will simply not be able to make that type of determination Take a lot of pictures. without some type of The condition of a part or disassembly or paint removal. assembly can often be best explained this way. Today’s When using a check list, follow digital imager y systems are your notes and the check priceless tools when it comes list as a means to ensure to documenting the condition all items are addressed in a of these items. Use visual aids chronological order in your to show scale— items like report. This will help to identify coins and ink pens work well. A areas easily and maintain an small six inch ruler works best. orderly and professional look.

Most OEMs will have a daily inspection type check list already made. Use it! You can customize it on the go while inspecting each area and making specific notes about your findings.

INSPECTION REPORT

It has been my experience that, when making a written repor t, one should be as unbiased as you possibly can. Remember : you are painting a ver y detailed picture . For instance , let’s say you should find some corrosion on the aft landing gear cross tube . Take a picture of it and list it in as detailed a manner as possible: “corrosion on the landing gear cross tube located on the aft rear Any changes should be cross tube about eight inches documented for the buyer. up from the skid tube saddle .

Get a listing of any installed STCs and document what T h e a re a e x t e n d s a b o u t t e n is or isn’t installed. You can i n c h e s u p a l o n g t h e f o r w a r d purchase a DVD or paper e d g e o f t h e c ro s s t u b e .” repor t online from the FAA T h a t ’s a l l y o u n e e d t o s ay, in Oklahoma City at http:// b e c a u s e t h e s e v e r i t y o f t h e a i r c r a f t . f a a . g o v / e . g o v / n d / c o r ro s i o n i s a m a t t e r o f

opinion at this point due t o t h e f a c t t h a t yo u c a n ’t possibly determine if it is pitted without re m o v i n g t h e p a i n t o r t h e c o r ro s i o n f ro m t h e s u r ro u n d i n g a r e a to m e a s u re the depth of a ny suspected pits.

These basic ideas and practices will help to ensure that your pre-buy inspection goes off without a hitch. You may have additional ideas and methods that I would be interested on hearing. Send me a note at: brian@heliweb.com

Brian Parsons is the Director of Maintenance for the Hillsborough County Sheriff’s Office (FL) Aviation Section, where he also s e r v e s a s a Re s e r v e D e p u t y.

Brian is a US Marine Corps veteran,and holds a commercial helicopter pilot c e r t i f i c a t e Parsons’maintenance experience includes factory training on Bell, Airbus, and MD Helicopters, in addition to several engine types.

May 2016

19

The Instructors’ Station Traffic in Simulation, A Meaningful Distraction?

Lauren Brown

own iPad or panel mounted avionics The topic of having traffic— systems, being able to interpret traffic other aircraft, fuel trucks, wildlife, symbology, identify and correctly and so on—shown on simulators interpret it is increasingly vital. Pilots and aviation training devices has must be able to determine which traffic recently come up in discussion, demands reaction and which traffic and the varying opinions is not a concern in a short amount from people were interesting. of time, in addition to managing the Ultimately we were discussing increased workload brought about why simulated traffic would be by dealing with incoming information. important, does it add training value, and at what point does it According to a few check airmen and reach diminishing return value. airline simulator instructors we spoke with, they use traffic in ways that are tied into Input from instructors, simulator specific profiles in their training programs. manufacturers, pilots, and “gamers” led to Examples of this included increasing pilot some interesting conversation about the workload by adding traffic distractions traffic implementation.While most agree and identifying decision making/judgement. that there is training value to be had from Both of those are controlled by the adding traffic in the visuals to simulators, instructor, even turning on and off random after a certain point it can become too traffic as opposed to controlling exactly much.The sort of detail you would hope where the instructor wants traffic to appear. to see on a computer or video game is not necessary for simulator training. Outside of an airline or professional Adding traffic elements such as wildlife training environment, the most valuable on the airport ground, flocks of birds, form of traffic is that which a student or possible runway incursions—like fuel trainee can interact with, meaning they trucks or other aircraft—do have training can see the traffic in the visual and can value though, even if it simply leads to also listen to call outs or communications an instructor-student discussion about with tower.This increases realism and gets reacting to or proactively trying to mitigate students used to building a picture in their the risk of colliding with such traffic. minds of where traffic is in relation to their position and where they should be looking Across the board, the most importance for that traffic. PilotEdge live ATC is capable was placed on tying the simulator traffic of providing that realism of both seeing and into the avionics of the simulated aircraft. listening to other traffic.This allows students With the ability for pilots to display to practice building a mental picture of traffic in the cockpit by means of their where other aircraft are in the pattern

20

heliweb magazine

or in a practice area, and also where to look for them in the outside visual and on their traffic sources inside the cockpit.

Connecting to a virtual network such as PilotEdge or a sim that records each lesson’s data also allows students to practice without their instructor— especially beneficial for pre-solo students and checkride prep for any certificate.The student and instructor can review the sim sessions and de-brief the scenarios that were encountered, but it also gives the student the chance to make their own judgement calls and see how prepared—or unprepared—they are for flying in different situations without the safety net of the instructor in the other seat.

With the 2020 ADS-B mandate, and ever changing technology, many aircraft will feature some form of traffic display soon if they don’t already.With every new addition to the aircraft, the pilots should become appropriately acquainted and trained. Simulators will need to reflect the changes so pilots can train the way they fly, increasing safety,proficiency,and confidence.

Lauren is currently the Director of Operations for Elite Simulation Centers in Orlando, Florida. Wanting to show the benefits of simulation technology to the industry, she started writing to show how a mix of simulator based training, combined with real world application in an aircraft can benefit everyone — from a student in training to large companies.

Lauren is a commercial fixed wing pilot and aims to complete her rotorcraft addon.

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May 2016

21

Straight & Level About Autorotations...

Ben Fouts

and proficient in the machines that they are supposed to be giving check rides in. Designated Pilot Examiners (DPEs) The FAA recently released an are a tool for the FAA, being that they update to the CFI Rotorcraft are typically current professional pilots.

Helicopter Practical Test The DPE conducting a practical test Standards. The change removes gives the FAA some insulation from a the requirement to perform lawsuit if things got ugly on a checkride. a touchdown autorotation In our overly litigious society, this is a big as part of the practical test. bonus as far as the FAA is concerned.

In lieu of that and solely on the discretion of the FAA inspector This most recent change allows the maneuver or Designated Pilot Examiner—the to be performed entirely at the discretion of applicant may be orally tested on his the examiner—again given that the student or her instructional knowledge of the has an endorsement from the recommending factors surrounding autorotations. instructor stating that the applicant has shown This oral testing may be granted on proficiency in the maneuver. The maneuver the predication that the student has a may still be tested.It has been speculated among specific logbook endorsement attesting DPEs that the practice will likely continue— to his or her ability. There are two trains especially by those DPEs who have already of thought on this, and first we must been conducting CFI tests.That said, the new understand why they made the move. It regulation allows for the discretion for the has been the standard; why change now? FAA inspector or other examiner to not test it in consideration of their own comfort In 2006, the FAA briefly removed the level and/or proficiency with the maneuver. autorotation maneuver altogether out of the PTS citing safety concerns.There Overall training quality is a very big concern had been an accident, and there was for all professional pilots.We simply cannot no appetite for an underly-proficient afford to have substandard pilots in a very FAA inspector to have to perform a sensitive and targeted industry. While I touchdown autorotation so somebody don’t believe one’s ability to perform a could have a CFI ticket. This was touchdown autorotation perfectly is the quickly reversed as the need for the stand alone difference-maker in judging the maneuver outweighed the perceived quality of a pilot, it brings other benefits risk. This was a time when more FAA to the pilot, namely by increasing their inspectors were qualified and able confidence, capability, and decision making to keep currency. Budget cuts and that I would not like to see disappear. lack of personnel have changed this.

The other side of the coin is that sometimes, One of the problems the FAA has been on the day of the test,conditions are not right facing is keeping inspectors current for the practice of a touchdown autorotation.

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For instance, there may be calm winds, or high density altitude considerations that make the performance of the maneuver fall outside school or pilot safety guidelines. The training will still have been done, only now the FAA is going to take flight instructors’ word on the full-down auto capabilities of pilots.

We have already begun to see the US Army’s transition to using a twinengine helicopter as a primary trainer.

This effectively eliminates single pilot decision making and autorotation as a foundation of the pilots experience and proficiency. The Army—free from the burdens of operating within the civilian status quo— will do what they ultimately feel is in their best interest.

I would hope that Designated Examiners out there will continually and safely guide the flight schools for whom they conduct tests in keeping high standards of training and proficiency.The likelihood of an engine failure and the need to put the helicopter down is small,but that is beside the point;the ability to fly the machine you are assigned and make good decisions that is based on one’s previous experience and current skill level can make all the difference.Remember: the road of life is paved with indecisive squirrels who couldn’t make a decision.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an FAA Designated Pilot Examiner —a position he’s held for fifteen years, since he was just twentyfour years old— he is the owner of Mauna Loa Helicopters, based in Kona, Hawaii.

Helinews Extra

Is Leonardo Helicopters Working on a New Model?

During a recent hearing in Italy of the Italian government’s Productive Activities Committee in the Chamber of Deputies on May 3rd, 2016, Italian reporter Francesco Marino was present when president and CEO of Leonardo Helicopters spoke. Moretti was quoted from video of the meeting stating “Over the next five years we will invest in the AW149, AW609, and AW209”.

The latter, the AW209 is not a model that has been mentioned by the company head previously.

This reference was confirmed by a capture of a slide that was presented at the committee hearing, as well as captured on video at a recent meeting of Italian government officials. The president of Leonardo Helicopters detailed the company’s spending projections on development over the next five years.

The spending projections specifically included the development of the AW209 airframe as a focus in the coming years.

With recent d eve l o p m e n t s on the AW189, AW169 and AW009 covering virtually all weight classes in

the helicopter industry along with the AW109/119 and GrandNew, the market seems open for a competitor in the light twin market, which may be where theAW209 fits into the equation.

Set on solid footing to compete with Airbus Helicopters strangle hold of that category with the H135/H145, We reached out for comment to confirm the existence of the AW209 in development and were told the company had no comment at this stage.

Projected budgeted spending

by Leonardo Helicopters in the screenshot provided shows five year spending projections still being aimed at the AW609 tilt rotor program.

Most likely to ensure the VTOL aircraft makes it on to the market after more than 15 years in development and testing. Although the lions share still belongs to the AW609,

there is still a significant amount projected to be spent on the as yet unconfirmed AW209 airframe.

Leonardo Helicopters, although recently going through an identity crisis of several name changes within a twelve month period, still remains a force in the helicopter industry as an innovator in the field.

The company is willing to take risks with long term goals in mind, such as the development of the AW609 to stand out in the industry.

Most of these risks, calculated based on thinking years ahead of market demands and responding to customer input with new developments like the licensing of the PZL single engine turbine helicopter, poised to take on the ever popular AS350/H125 that has dominated the industry at a price point that can’t be denied.

Artist impression of what an AW209 may look like combining an AW139 and AW109 airframe. Artwork by Marc Veenendal

May 2016

23

Whirly Girls Jessica Kanellos

Pilot Profile: Stacy Sheard Stacy Sheard has been dreaming of being a helicopter pilot since she was a little girl. When it came time to search for a way to make her dream a reality, she joined the U.S. Army as a Russian Linguist whe ultimate goal of Warrant Officer Flight School. After 4 years of service, Stacy’s application was accepted and she was on her way to achieving her dream. She spent the next 7 years flying Huey’s and Blackhawk’s, building career enhancing experiences in aviation through the military’s diverse flying environment.

After 11 years with the Military, Stacy took her next step in helicopter aviation and transitioned into the civilian world. Her first job was flying tours at Sundance Helicopters in Las Vegas, NV. “It was the first time I flew alone. In the Military there was always someone in the seat next to me. My first time out I talked to myself the entire time. “

difference” says Stacy of her EMS days. After that she moved on to fly the B430 for a Corporate Single Pilot IFR operation in LA. A little networking and a trip to Heli-Expo later, Stacy landed a job as a Production Test Pilot at Sikorsky, where she remained for 7 years. Stacy traveled all over the world with Sikorsky and – among many memorable experiences while traveling – she highlights the opportunity she was given to meet women who were the 1st in their respective country to be breaking barriers for women in helicopter aviation. In her time at Sikorsky, Stacy also became involved in reaching out to the local youth, participating in STEM programs for young girls interested in aviation and technology, school events and would even fly in the S76 to teach and motivate young girls to dream big – just like she once did, and still does.

to receive the Whirly-Girls most prestigious award. “The Livingston Award is the WhirlyGirls Organization’s highest honor. The selection committee recognized the accomplishments and contributions that Stacy has made to the industry and our members. Stacy Sheard has ensured that her legacy will continue as she inspires the next generation of helicopter pilots; she deserves our highest honor.” said Dianna Stanger, President of Whirly-Girls International.

Stacy was presented with the award at the Whirly-Girls 2016 Scholarship Awards banquet in Louisville , KY. “I was honored to receive the award, and I really wasn’t expecting it. It’s such a lifetime achievement award and I’ve still got my head down, working away, concentrating on my career with much more to achieve . I cer tainly couldn’t be where I am, or have done what I’ve done , without being backed by a great team of volunteers and suppor ters. You can initiate anything, but if you don’t have anyone helping you, you can fall flat on your face .” said Sheard of her award win.

A few years ago, through conversation, Stacy met a representative from Mass Mutual and was offered a corporate flying position in the AW139. Her Stacy speaks highly of her experience temptation for new challenges flying tours, but it was just a and career enhancing variety stepping stone to bigger and better motivated her to take the job. She things. Next was flying the S76 A++ flew for Mass Mutual for a year has already been for an EMS program run by Helinet before sliding into a position flying 2016 kind to Stacy, she as also for Children’s Hospital in LA – one the AW139 for a private owner. been voted onto the of her favorite career experiences.

“I really enjoyed feeling like I was At the 2016 Heli-Expo in HAI Board of Directors part of something that was making a Louisville, Stacy was chosen filling a Commercial Seat.

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April May 2016

25

USHST

United States Helicopter Safety Team

Steve Sparks

As spring blooms into action, the familiar sounds associated with baseball fill the air. Rather than arguing over balls and strikes, the consequences for helicopter pilots being called out on a strike are much worse than just being sent back to the minors. Sometimes the only difference between success and failure for helicopter pilots is how they handle those expected curve balls.

Safety in Numbers One Strike You’re Out Many safety devices installed on helicopters can aid situational awareness for avoiding obstacles. The Wire Strike Protection System, otherwise known as wire cutters, is one of the most trusted and proven device’s.These wire chomping tools literally cut through undetected wires contacting the helicopter.Unfortunately,this system is not preventative,but rather,“cuts through” intruding danger for proving its worth.

Talk about a hair-rising situation when it comes to breaking the “accident chain”.

limits is foolish and can be deadly.

Some newer detection systems use lasers to alert pilots of potential danger.

These high-tech systems allow for greater use and flexibility on both Part 27 and Part 29 helicopters. Several of these devices can also detect current carrying and non-current carrying wires, regardless of its composition and diameter. Now that’s wired for success.

FAA personnel have investigated several accidents involving aircraft colliding with METs. Pilots report problems seeing METs while flying until they come uncomfortably too close. As the US aggressively pursues alternate energy sources, the outcrop of METs will only intensify. If you know of any unmarked METs in your area, please contact Flight Service and/or your local FAASTeam Representative to report your discovery.

In looking at the scoreboard, analysis conducted by the US Helicopter Safety Team (www.USHST.org) reveals that approximately 16 percent of all helicopter accidents are attributed to wire/obstacle strikes.

Furthermore, around 17 percent of these events results in fatalities. This unfortunate reality has led the USHST to emphasize greater awareness amongst helicopter Agricultural pilots operate in wire pilots about the dangers of low-level flight. infested environments all the time.These professionals divide their attention Wire hazards are strung throughout all every second of every minute to categories of airspace…from Class B ensuring their jobs get done efficiently to Class G. Whether in controlled or and safety. The slightest distraction and uncontrolled airspace, pilots must be these pilots can get tangled up without vigilant, because wires and other obstacles warning. A pilot must keep their head can go undetected by human eyes. Wires on a swivel to ensure their flight are always lurking just waiting to ensnare paths are constantly clear of danger. their victims with little to no warning.

During advanced training, helicopter Also,complying with FAA weather minimums pilots learn the importance of conducting does not exempt pilots from run-ins with wires high and low reconnaissance prior to and other low-level obstacles. So, maximizing conducting low-level missions. Forced time and space for seeing-and-avoiding is a landing zones clear of wires is also a great way to help elude these often invisible must in case of emergencies. Sensory hazards. Sometimes the only difference overload near the ground is bad news and between escaping and being involved in a wire can overwhelm even highly experienced strike accident is a momentary distraction. pilots. Remember, pushing personal 26

heliweb magazine

Meteorological Evaluation Towers (METs) are a major threat to helicopters. METs are used to gather wind data for developing new wind farm sites. These slender hard-to-see structures supported by invisiblelike guy lines often stand below 200feet AGL to elude having to comply with FAA obstruction markings requirements (AC 70/7460-1K).

Helicopter pilots can follow some basic procedures to mitigate wire strike accidents. Pilots are encouraged to maintain maximum altitude as long as possible while also using conservative well known routes when transitioning from point A to point B. The extra minutes invested following these basic steps will help prevent unfortunate circumstances from happening near the ground.

Bottom line;high voltage lines,guy wires, and other low-level obstacles are lethal when mixed with helicopters. So, when it comes to maintaining safety, let’s all take the path of least resistance and leave the “shock factor” to the wires.

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May 2016

27

CHC DECLARES CHAPTER 11 BANKRUPTCY A week after the tragic crash of an EC225 in Bergen, Norway operated by CHC, the company in what is described as an unrelated matter, applied to the US Bankruptcy Court for Chapter 11 Bankruptcy protection.

The company said in a press release that the chapter 11 filing would allow the company to facilitate the restructuring of its balance sheet and fleet, positioning it for long term success.

According to CHC, the Chapter 11 filing will strengthen CHC’s financial position by reducing long term debt and enhancing financial flexibility while allowing the company to still manage and operate its fleet of aircraft in their many applications around the world.

“CHC continues to be a strong company operationally and

we remain fully committed to delivering safe and reliable service to our customers. Importantly, normal business operations will continue. The step we have taken today provides an orderly path to enhance our financial flexibility and establish a competitive capital and operating structure that will allow us to invest in and grow CHC’s business over the long-term.

We remain committed maintaining our position a world class helicopter service provider – one that continues to set the standard for safety, customer service and value across the industry. We thank our customers and suppliers for their ongoing support as well as our employees for their

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While it is unknown at this time how exactly the bankruptcy will play out, CHC has referred further inquiries on the restructure to an information website set up after the announcement.

CHC stock was delisted from the New York Stock Exchange earlier this year for failing to keep a market capitalization.

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AIRBUS HELICOPTERS DELIVERS TWO H145M TO ROYAL THAI NAVY Airbus Helicopters has handed over the first two of five lightweight military multi-role H145M helicopters to t h e R o y a l T h a i N a v y.

A delegation from the Royal Thai N av y and Airbus Helicopters Germany par ticipated in a deliver y ceremony held at Airbus Helicopters´ Donauwörth site.

“After the H145M made its market entr y with the German Air Force a t t h e e n d o f l a s t y e a r,

we are ver y proud that t h e R oy a l T h a i N av y h a s become another operator o f t h e n e w h e l i c o p t e r.”

S a i d Wo l f g a n g S c h o d e r.

“The helicopter is the most advanced solution for the increasingly challenging demands of our military customers in m o d e r n - d ay m i s s i o n s . I t combines state-of-the-art technologies, outstanding performance, and true multi-role capabilities while maintaining ver y high versatility and low operating c o s t s .”

The militar y version of the the two helicopters w i l l s t ay i n G e r m a ny fo r pilot training at Airbus Helicopters’ Tr a i n i n g A c a d e m y. A l l h e l i c o p t e r s are scheduled for deliver y in Thailand by September 2016.

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May 2016

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MECAER RECEIVES FAA STC VALIDATION FOR MAGNIFICENT 429 INTERIOR Mecaer Aviation Group announced May 16th that it had successfully validated their luxury interior, The MAGnificent, with the Federal Aviation Administration (FAA).

interior was installed in the Bell 429 last year and since then has been on a number of demonstration

tours showcasing the luxurious interior to potential customers around the globe.

Immediately following the initial STC with EASA, MAG began validating with authorities around the globe, including the FAA. The interior includes two of MAG’s proprietary technologies. The “SILENS” noise canceling system has successfully reduced the cabin noise to a level where normal conversation can be conducted between passengers without headsets.

MAG’s I-FEEL technology provides passengers with moving jet maps and audio / video entertainment, along with internal Wi-Fi interface to personal smart devices.

“All of us at MAG are extremely proud to have received the FAA validation for the MAGnificent,” said Armando Sassoli, Co-General Manager of Mecaer Aviation Group.

“This major milestone paves the way for many interiors in the United States.”

The 30

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MAGnificent

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Mecaer Aviation Photo

Helinews

WAYPOINT LEASING CLOSES $100 MILLION TERM LOAN FACILITY

Waypoint Leasing that it has closed million term loan

by Lombard North

announced on a $100 facility led Central Plc.

The facility has a maturity of approximately six years and provides for USD, EUR and GBP funding capacity on a delayed draw basis.

The company will use the proceeds of this transaction to refinance certain aircraft in its revolving credit facility, further expanding capacity to support its customers and the expansion of the business.

Alan Jenkins, CFO of Waypoint, said, “Waypoint continues to execute on our financing strategy with the closing of this very attractive $100 million term loan facility. This facility will free up further debt capacity for Waypoint, allowing us to support our helicopter operator customers with leasing solutions and provide operational and financial flexibility in the current challenging market.”

Oliver Althoff, MD of Capital Markets and Treasury added, “We are very pleased that Lombard has led this facility, closing a further

financing and consolidating a very important lender relationship. This transaction adds additional and very attractive long-term financing to our debt maturity profile.”

This financing brings Waypoint’s total debt commitments to more than $1.4 billion, and together with its previously announced equity commitments, its total financing to over $1.85 billion.

Waypoint’s acquired fleet includes more than 125 aircraft operating in 26 countries, with total assets in excess of $1.5 billion.

May 2016

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BELL DELIVERS SEVEN 429s to SWEDISH NATIONAL POLICE Bell Helicopter announced the delivery and entry into service of the Swedish National Police’s seven Bell 429 helicopters May 17th.

of the Bell 429s in service across Europe today are flying para-public missions, demonstrating the superior performance of the Bell 429.”

Bell Helicopter has 429s in service with the Turkish National Police, New York Police Department and the Slovakian Police.

The fleet is being used for law enforcement, search and rescue, and mountain rescue across Sweden.

“This is now the largest Bell 429 fleet in operation in the European Union,” said Jakub Hoda, Bell Helicopter Managing Director for Europe and Russia. “Customers in Europe have shown great interest in the Bell 429 for law enforcement and search and rescue operations. Over a quarter

Bell Helicopter Photo

ERICKSON WINS CANADIAN POWERLINE CONTRACT Erickson Incorporated has been contracted by Rokstad Power Ltd. for heavy lift delivery services to Brucejack Mine in Stewart, British Columbia.

“This project showcases the specialized utility of the Aircrane in a remote location at high elevations,” said Rob Lewis, Vice President Commercial Aviation Services. “Our pilots and crews are especially skilled in this type of heavy-lift cargo transportation over rugged terrain and precision placement capabilities.”

heavy equipment, moving materials and providing precision placement services.The Aircrane will fly roughly 7,500 tons of heavy materials over elevations of 6,000 ft. to the job site based in steep, mountainous terrain. Erickson will transport steel and concrete for the construction of electrical transmission towers in addition to lifting and placing towers into position to electrify the mining operations.

Earlier this year, Erickson entered a new international market when it Utilizing the S64 Erickson Aircrane, was selected for a similar electrical the company will be transporting tower construction project in India.

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Helinews

ROBINSON R44 CADET CERTIFIED IN USA

BY FEDERAL AVIATION ADMINISTRATION

Ryan Mason Photo

Robinson Helicopter Company received FAA certification on May 9th for its two-place R44 Cadet

helicopter. Combining the best of the R22 and R44, Robinson believes the Cadet’s modest price of $339,000 (with floats $367,000) will appeal to the training market as well as operators that want the economy of a small helicopter with the comfort, power, and performance of a larger helicopter.

has been reduced to 2200 lb, and the engine power has been derated to 210 hp takeoff and 185 hp continuous. The lower weight and derated power provide increased performance margins at high altitudes and extend the time between overhaul from 2200 hours to 2400 hours.

The Cadet’s airframe, rotor system, and power plant (Lycoming O-540F1B5) are the same as the proven R44 Raven I. Where the Cadet differs is the rear seats have been removed providing ample cargo space, the maximum gross weight

A variety of optional equipment including air conditioning, stability augmentation system and autopilot, and avionic packages for VFR or IFR training are available. Robinson is now accepting orders with lead times estimated at 10-12 weeks.

May 2016

33

OIL & GAS SAFETY GROUP ANNOUNCES NEW BOARD MEMBER HeliOffshore, the global association for safety in the offshore helicopter industry, announced in May the appointment of Mr. Andrea Cicero to its board.

Cicero, chief operating officer for Babcock Mission Critical Services Division, replaces Bill Tame, chief executive officer, International Division,Babcock International PLC. “Our members benefit from a board populated by leaders with a

shared commitment to enhancing safety at the frontline. With his extensive industry expertise and safety leadership, Mr. Cicero will play an important role on the board and in HeliOffshore’s ongoing global collaboration for safety,” he said. “I am looking forward to working with Andrea and, on behalf of the board and our members, I want to thank Bill Tame for his considerable contribution to the association and its achievements

mis e Th

to date,” said HeliOffshore Board chairman, Bill Chiles.

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CAROLYN FORSYTH NAMED GM OF SALES, MARKETING & BIZ DEV Heli-One promoted Carolyn Forsyth to General Manager of Sales, Marketing, and Business Development in May.

University in Montreal, Canada and a BCom from Edinburgh University.

offer such a spectrum of services as an organization that we can really address all their needs.

“It’s a very global business.

It’s interesting to work with We can find spare parts, we can from all over send a mobile repair team, we Her prior role was Regional customers Sales Director for Europe, Middle the world and the different can exchange components, we associated with can do airframe inspections, we East, Africa, and Asia Pacific. challenges that. I love being able to go to can design a modification; I find She will now oversee global a customer, anywhere in the that particularly motivating.”

Sales, Business Development, world, who is working with the Said Forsyth on her enjoyment in the   MRO   sector.  on and of working Marketing as well as PBH platforms that we work Programs at Heli-One. saying, whatever it is they want Previously, Carolyn had spent – we can do it. nearly 20 years in marketing We work with Spreading The Wings of Insurance Protection and customer support roles at customers very to Helicopter Owners and Operators.

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RODNEY WYSONG LOSES BRAIN CANCER BATTLE AT 35 The helicopter world mourned the loss of another larger than life personality as Rodney Wysong lost his battle with brain cancer at the young age of 35 on April 17, 2016.

Rodney Wysong spent countless hours shuffling around hangars, playing in avionics shops and sitting in helicopters as a kid and emerged as a man that helped build a family legacy.

Rodney Wysong, known once simply as Steve Wysong’s kid rose from the shadows, built a strong reputation for helping customers and turned the tables so Steve became known as Rodney’s Dad. As Vice President of the company, Rodney traveled all across the world helping move Wysong Enterprises, Inc., from a small avionics shop that worked on electronic news gathering helicopters, to an internationally known maintenance, repair and overhaul shop.

Completions were Rodney’s passion. “Some fathers never have a chance to spend time with their children because of their career,” said Steve Wysong.

“I spent my working and

entire career building this

business

with

Rodney.

I shared more time with my son in 35 years than many parents spend in an entire lifetime with their children.

From the time he was old enough to go to the office with me, he was tagging along

and learning the business.

We have been to countless cities, trade shows and events.

We were able to see the world together and share our passion for helicopters. I am extremely blessed to have shared this dream together with him.”

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This months illustration of Erickson Skycrane “Elvis,� is a common sight in Australia each year during the fire season as Elvis returns annually to fight fires in the dry Austrlalian Summers. Follow Marc Veenendaal. on instagram at @marc_mpv 38

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Many questions remain unanswered after the crash of an EC225 off the coast of Norway.

T

o see the huge main rotor hub of an eleven ton helicopter resting on rocks, blades still attached but not connected to a helicopter, is not something you expect to see.

But that was exactly the scene on May 6th, 2016, in Bergen, Norway. It’s been over a week since the crash, and speculation as to a cause has been running rampant on the many internet 40

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forums and Facebook pages The preliminary investigation report dedicated to helicopter operations. states that information gathered from the helicopter’s Combined Cockpit Voice and Flight Data WHAT WE KNOW Recorder (CVFDR) supports the th On Monday May 16 the Accident cause as being an apparent inInvestigation Bureau of Norway flight breakup of the helicopter.

(AIBN) released the preliminary More specifically, the separation of report on the crash of the ill-fated the main rotor from the airframe EC225 Super Puma, which was owned of the EC225, which occurred at by helicopter juggernaut CHC. The approximately two thousand feet. helicopter was returning from the Investigators said that the incident StatOil platform Gullfaks B, carrying happened in span of between one eleven passengers and two crew— and two seconds, indicating that all of whom were killed in the crash. it is unlikely that the crash was

EC225 DOWN!

Story by Ryan Mason caused by any form of pilot error.

That hypothesis is supported by both the CVFDR and eyewitness accounts that stated the helicopter fell from the sky without its main rotor attached.

«The recordings on the CVFDR showed that everything appeared to be normal until a sudden catastrophic failure developed in one to two seconds. The CVFDR recordings ended abruptly at the same time. There are no indications that flight crew actions were a factor

in the accident,” says the report. The main rotor of the helicopter was filmed by a bystander spinning to the ground separate from the helicopter as the smoke plume from the main fuselage impact and resultant fuel fire can be seen in the distance to the right of where the main rotor assembly came to rest in the disturbing footage.

The helicopter crashed to earth in a fireball on the small island of Turoy, off the coast of Bergen.

The wreckage of the fuselage then rolled into water below the rocky impact zone, coming to rest in nearly nine meters (twenty-nine feet) of water.

The larger scale investigation into the cause of the accident continues with additional assistance from other public aviation authorities in the EU region. The coalition consists of representatives from EASA, AIBN, the Norwegian Civil Aviation Authority; the investigation is also asking for advisors from private entities such as manufacturer Airbus, engine manufacturer Turbomecca, QinetiQ and the owner of the helicopter, CHC Helicopters.

Despite statements by Airbus Helicopters aimed to reassure

customers that the EC225 is still a safe airframe to fly, immediately following the crash, all EC225 helicopters in the oil and gas sector were grounded. Several days after the crash, authorities in the UK and Norway moved to ground all EC225L models for commercial operations.

The authorities followed up several days later as a precautionary measure by grounding the AS332L2 in the UK and Norway due to its similarities to the EC225L model.

Shortly after the decision was announced on the AS332L2, Heliweb reached out to Airbus Helicopters in France seeking comment on the latest developments.

A statement issued by a spokesman read, “We acknowledge the decision of the UK and Norwegian Civil Aviation authorities and can confirm that they have decided to suspend commercial flights of the AS332L2 in the UK and Norway. Airbus Helicopters continues to support the AIBN and cannot discuss the ongoing investigation ahead of any findings. Further questions must be deferred to the UK and Norwegian Civil Aviation Authorities.”

While the likely cause for the accident will not be fully known for some time, many questions linger as to what caused the tragic loss of thirteen lives in such a traumatic and unusual manner.

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German Police MD902’s arriving back from a mission. Photo by Sarah Pfannkuch

May 2016 43 May 2016 43

AJ’S

EPIC DAY

Story by Ryan Mason

E

Photos by Ryan Mason & Victoria Tapia very once in a while, you come across someone that changes the way you look at the world.

For me that person came in the form of eleven year old Angelo Joseph “AJ” Tapia.

Born July 20th, 2004, AJ weighed only one pound eleven ounces at birth. His battle however, had only just begun. Spending his first four months and eight days in the Neonatal Intensive Care Unit (NICU),

AJ was born prematurely at just twenty six weeks to parents Victoria and Adrian. AJ’s parents had already suffered the tragic loss of two stillborn babies previously, named Gracie and Joseph.

AJ was to Victoria and Adrian, truly a miracle.

AJ proved that he was a fighter, but the road ahead was going to be tough for the family. AJ has in his 11 years, endured more than twenty two surgeries, procedures, hospitalizations, specialist appointments and physical therapy appointments By all medical accounts, he should

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not have made it. AJ suffers from numerous medical complications, while in the NICU he suffered from an intra-ventricular hemorrhage (IVH)- a condition not uncommon in prematurely delivered infants.

IVH is essentially a severe brain bleed into the fluid-filled areas (ventricles) of the brain. The net effect of the aftermath for little AJ was causing him to be missing half of his brain tissue.

The Tapia family was told to brace for the possibility of

The Sacramento County Sheriff’s Department Aviation Unit teamed up with the SWAT team to make one little boys aviation dream come true.

losing their son. Nearly one third of infants do not survive.

Told he would never walk, talk, breathe on his own, the Tapia’s were told he would never even know who they were.

After several months in the NICU, a doctor advised the Tapia’s that it would be “kinder if they let him go peacefully.” But AJ had other plans.

He was a fighter, and fight he did.

On first look at AJ, you wouldn’t know he wasn’t just your average eleven year old boy. Although developmentally much younger than his years, AJ has a fire in his spirit that is electric to everyone around him and his infectious personality belies the struggles he has been through in his short life.

AJ physically still suffers complications due to cerebral palsy and retinopathy of prematurity. Walking with a limp and a constant pull of his leg, he often times does not acknowledge

the right side of his body.

He struggles daily, but, when you see him, you see that he finds his own way in life and he has figured out how to make the best of what he has to the fullest.

Not limited to the labels placed on him by disability, AJ is the Tapia’s walking, talking, breathing miracle.

Blind in his right eye and suffering decreased vision in his left, you wouldn’t know for asking him.

When you ask AJ about his right eye; he’ll tell you it simply “burned out.”

16th that could take away what is left of the sight in his left eye.

After the realization that he may go completely blind, heartbreakingly begging his parents to save his vision, Victoria and Adrian Tapiaall too aware of the gravity of the situation- encouraged AJ to think about what he felt he needed to “see” in case his vision couldn’t be saved. That’s how his “Seeing Bucket List” came to be.

Recently, AJ noticed “flashing” in his left eye, which was more bad news for the Tapia family. An eye exam revealed a large cataract and his Ophthalmologist suspected a possible retinal detachment. His doctor telling theTapias’ that he believes the retina to be the culprit of the visual flashing and that he was concerned that disrupting it can lead to permanent blindness.

The next morning on the kitchen table, Victoria found a scribbled, tear stained note. she says it was the sweetest thing she had ever read. “He poured his heart into that note,and it has since evolved into his laundry list of adventures.”

AJ is now scheduled for surgery May

THE SEEING BUCKET LIST

One such adventure-centered around AJ’s love of police, specifically police that flew helicopters over his house, which May 2016

45

happens to be on the departure route of Mather Airport in Sacramento County, California.

Mather is where the Sacramento County Sheriff’s Department houses its aviation unit, consisting of two UH1-H Bell “Huey’s” the agency uses for rescue and special assignments as well as three Airbus Helicopters EC120’s used for patrol operations.

jacket that was donated, complete with personalized name tag.The newly pinned honorary TFO was then taken along on a scheduled patrol flight, treated as a member of their team and not just a child with a disability.

AJ’s bucket list event fell during a scheduled photo shoot with the agency for an upcoming Heliweb Magazine story, so we tapped into our resources, reaching out to see if any vendors would be willing to make AJ’s day more special.

For AJ, this was a life highlight.

VENDORS STEP UP Unbeknown to him and his family however, the Sacramento County Sheriff’s Department What we got after only a few phone Through a mutual friend, the family had just begun their plans for AJ. calls, was nothing short of amazing.

The reason why the helicopter was able to reach out to the aviation unit. SCSD pilot’s Brian Rutledge Deputy Brown had started planning industry proves time and time and Duncan Brown, who once told what was to be an “Epic Nerf Battle” again that they are always willing to the story, immediately started the that involved AJ commanding the help. Gibson and Barnes provided ball rolling on not only a visit to the county’s elite SWAT team on a mock AJ a custom flight suit that was Sacramento County Aviation Unit, raid, AJ’s “mission”, would be to fitted with Sacramento County but making AJ an honorary Tactical battle the bad guys, diffuse a mock Sheriff’s Department Aviation Flight Officer (TFO).A week later,AJ bomb and find the objective at the patches and a custom name tag. was welcomed by the aviation unit SWAT training center in Sacramento Pro Flight Gear stepped up to the and presented with his own flight County. Coincidentally, the day of plate and knocked it out of the park

A regularly scheduled training session beween the SWAT team and aviation unit where both teams practice together provided the perfect opportunity for the Sacramento County Sheriff’s Department to make a differenceto a special young man. Photo by Ryan Mason 46 46

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by building Sacramento County’s newest honorary TFO a brand new ALPHA flight helmet.

To cap off the amazing donations, Trailers of the East Coast Graphics donated custom made helmet graphics. One of our photographers Tony Zeljeznjak, helped out with an aviation band scanner that will be wired directly into the flight helmet to allow AJ, should his vision fail, to be able to still listen in to his heroes, keeping his aviation dream alive.

THE BIG DAY On the day of the event, AJ was only told that he would be visiting the air unit with his parents. Upon arrival, AJ was treated to a demonstration of SWAT fast roping and rappel training that coincided with his visit.

What AJ didn’t know was that,, Deputy Brown and other deputies from the unit had amassed roughly one hundred Nerf guns for the day’s events.Thanks to many parents who heard of the plans and a generous donation from Target, their “armory” was stocked with over 400 rounds of Nerf ammunition. as well When AJ was presented with his flight suit, he was then told about the plans for the rest of the day. He stood dumbfounded, astonished this was all for him.The weather did not cooperate on the day with a storm front rolling in. That was however no match for AJ’s entusiasm as he rode into the training complex in the SWAT Bearcat armored vehicle with his “assault team” Upon arrival at the facility,AJ seemed completely at ease with the twenty

May 2016 4747 May 2016

SWAT officers that had assembled to complete the challenge with him.The team mounted up on the Bearcat to force entry into the shoot house which had been set up for AJ’s mission.

Wasting no time, AJ’s infectious personality and natural leadership shone through as he commanded his team with a cry of “LETS DO THIS!” leading his team into battle.

AJ, decked out in his flight suit, face shield and tactical vest, emerged victorious. he had not only defeated the enemy, but also diffused a mock bomb in the process.

The battle ultimately culminated with him “finding the “flag.””.

Which was a box containing his custom made flight helmet

After the Nerf battle, AJ was then whisked away to the Sacramento County Sheriff ’s Department Emergency Vehicle Operations Course (EVOC) where he was driven by Deputy Silvey in a mock pursuit, chasing his mother, Victoria and Deputy Brown in a “perp” vehicle.

The chase made all the more fun by the recent storm front leaving the EVOC track wet, adding to the excitement until the “perpetrator” Deputy Brown, ran from the vehicle and was chased down and handcuffed by AJ. His “arrest” of Deputy Brown was the final event of

his “Epic Day” with the Sacramento County Sheriff ’s Department.

While AJ may fight the battle of not being able to see the world through his eyes forever, one thing is for sure: His courageous parents and a slew of friends, family and people who have heard about AJ’s battles are doing their best to make sure this tough little guy has a few more adventures to participate in.

AJ will be throwing out the first pitch at Raley Field in Sacramento for the Sacramento River Cats home game on May 9th to check off another item.

Giving up their lunch break during training, the Sacramento County Sheriff’s Department SWAT team and Aviation unit turned a training day into an epic, once in a lifetime experience for AJ Tapia.

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TOP LEFT: Members of the Aviation Unit and SWAT team pose for a group photo after their mock assault.

TOP RIGHT: TFO Brandon Gomez fits AJ with his new ALPHA flight helmet donated by Simon Henley from Pro Flight Gear BOTTOM: AJ with his new big brothers in aviation, Deputy Pilots Duncan Brown, Matt Burton, Brian Rutledge and Deputy TFO Brandon Gomez

May 201649 49 May 2016

STAR

WISH

Upon A S

TAR Flight (Shock Trauma Air Rescue) is a unique air rescue program with a wide and dynamic mission profile, STAR’s flights often vary from the standard HEMS profile of transporting injured or ill patients, to aiding in wild land fire suppression, hoist rescues, and law enforcement support.

STAR Flight, based in Austin, Texas, serves the citizens of not only Travis County, but nineteen other counties within the Central Texas area as well.

STAR Flight is utilized within the Travis County system as a first-response Advanced Life Support (ALS) helicopter ambulance service. This allows them to be dispatched through the existing 911 system, the same way ground ambulances and other fire & rescue assets are dispatched.

When an emergency call is received, it is

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triaged through dispatch as a high-priority medical request. If it is estimated that the time it would take for a ground ambulance to arrive on scene is greater than twenty minutes, STAR Flight may be automatically dispatched directly to the scene. This is unique when compared to other air programs as they are normally not dispatched until an emergency unit on scene determines that a helicopter is needed. Due to their massive service area, ground transportation is not always possible in a reasonable amount of time.

Flying three Airbus Helicopters H145T1s, STAR Flight utilizes some of the most modern technology available.

Each aircraft is staffed with a pilot, crew chief/hoist operator, and rescue technician on board. The H145 is a

multi-role aircraft. It is single-pilot IFR capable, and has the ability to transport up to two patients simultaneously. These aircraft can be quickly reconfigured for a variety of missions including firefighting, rescue, scene response, and neonatal transport.

It takes an average of four to eight minutes from the time a

Story & Images by Tim Pruitt call is received until the aircraft departs the pad. This allows Travis County to maintain their goal of having an Advanced Life Support (ALS) trained responder in contact with every patient within twenty minutes of receiving a call.

transport teams at local hospitals in the greater Austin, TX, area. These specialized teams are called to action when there is a request for a pediatric or neonatal transport to or from an outlying hospital in the region. These teams are not employees of STAR Flight, but of the hospitals themselves.

STAR Flight has partnered with When they are called on for a transport pediatric and neonatal specialty flight, the members of the teams have

flight gear at the ready should they be activated for a call. The patient, along with the neonatal team are then flown to a hospital where the specialized neonatal care is available. With this type of team, specialized ICU-level care may begin the moment the team arrives, dramatically increasing the chances of survival May 2016

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during

the

“Golden

Hour.” fleet for three years; in 2015 the Huey flew over forty hours providing aerial The H145 is an excellent suppression. It is equipped with a fixed platform for this type of transport Isolair belly tank that can hold up to due to the space and payload three-hundred and twenty-five gallons availability; it provides the capacity of water and retardant. The belly tank for a parent or other family can hold three times the amount of member to travel with an ill child. water of the one-hundred twenty-five gallon Bambi buckets used by the H145.

STAR Flight is also called upon by local fire officials to assist with wild The tank is equipped with a suction hose fires. The operation can provide that allows the pilot to be able to fill the direct aerial fire suppression with tank from any water source available. their Bambi Bucket system. They In the event there are no available may also act as an Air Attack water sources, STAR Flight can employ Coordinator, assisting firefighters their 4,800 gallon “pumpkin” portable on the ground and providing water tanks. The portable bladders them with valuable information can be transported by truck anywhere about the fire. The direct aerial they are needed. The Huey may also suppression role typically falls be used to transport firefighters, on STAR Flight’s UH-1H+ Huey. emergency personnel, and equipment STAR Flight’s Huey has been in the during disasters or Homeland Security

Training is a constant at STAR flight to continue to hone skills and increase safety. Phot by Tim Pruitt

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events. The Huey was even credited with rescuing eleven civilians during a recent flood.

The landscape in Central Texas has many large lakes and rivers that, although popular spots for recreational boaters and other water sports, make the area prone to flash floods.

These locations are challenging when trying to access patients.

In flood situations, STAR Flight will either hoist or use shorthaul techniques to reach patients in these areas over both land and water. Crews spend countless hours each year training to maintain their proficiency.

If there is a victim in the water, a rescuer may be lowered directly into the water to locate, access, and begin medical care to the victim.

Each year the Higgins and Langley Memorial Awards in Swiftwater Rescue acknowledge outstanding crews for their achievements.

In recognition of a swiftwater rescue of two victims, performed by the crew of STAR Flight 2 on April 27th, 2015, the organization received the prestigious award.

The victims were rescued from a dangerous lowhead dam near Lake Mexia when their boat was entrapped. Training, practice, and experience allowed crewmembers to succeed in the perilous task of

pulling the victims from the river.

In rare situations, STAR Flight has even been called upon by the Austin Police Department Bomb Unit.

The high standard of training and close attention to detail has allowed STAR Flight to operate continuously for thirty-one years with no aircraft accidents.

STAR Flight’s UH-1H+ is the only aircraft in the area that has the capability to carry Austin Police Department’s bomb robot and deliver it to a scene. This gives the bomb unit the ability to respond anywhere in the county with the equipment they need, even if inaccessible by road.

The final piece of STAR Flight’s program that makes it unique is the fact that the operation is still county funded by taxpayers, much like their police and fire counterparts when it comes to budgets. Operating under Part 135 rules allows the program to generate revenue from flights which, in turn, augments the public funding and alleviates To address the increase in fatal some of the burden for tax-payers. helicopter emergency medical service (HEMS) crashes, the FAA has implemented new operational Unlike the operator’s H145s, the procedures and additional Huey is not setup to generate equipment requirements for HEMS revenue due to its primary operators. STAR Flight was an early mission as a fire fighting aircraft. adopter of the recommendations, Operating costs associated with and complies with the FAR/AIM the Huey are funded primarily Subpart L for HEMS operations, by STAR Flight, although, during which includes safety improvements major disasters, the agency is for commercial helicopter reimbursed by federal funding. operations through requirements for equipment,pilot testing,alternate Each year, local taxpayers invest airports, and increased weather a little under two dollars per minimums. Each quarter, crews go person to fund the program — through training to cover their job considerably less than other similar duties, including day, night water county-funded EMS programs— and land rescues, onboard flight making STAR Flight an obvious management equipment and hoist and worthwhile investment for cameras that are used for training. the residents of Travis County.

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FAREWELL,

WARRI

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IOR

On April 15th, 2016, the US Army bid farewell to the OH-58D Kiowa Warrior Scout Attack helicopter in a final flyover at Fort Bragg, North Carolina before shipping to their final deployment in Korea. The Kiowas will be retired to the boneyard at Davis Montham Air Force Base upon returning, possibly never to fly again. The end is near for an aircraft that saved countless lives since its first use in Vietnam.

Story by SSGT. Christoper Freeman Images by Ed Simmons The Dare Medflight base is only miles from the site of the Wright Brothers Memorial, located at Kitty Hawk, NC

May 2016 5555 May 2016

The OH-58D Kiowa Warrior has been a mainstay in the skies over the North Carolina and the Fayetteville community for over twenty-five years. On April 15th, the 1st Squadron, 17th Cavalry Regiment, 82nd Combat Aviation Brigade, 82nd Airborne Division, made their final formation flight from Fort Bragg, N.C. The flight saw thirty-two helicopters flying in a formation from Fort Bragg to downtown Fayetteville, NC, and back to Simmons Army Airfield.

to do one more flight over Fort Bragg and Fayetteville.”

The last ride was a tribute not only to those who support the unit, but also to those who have piloted and worked on the aircraft.“This tribute is multi-pronged,” said Frederick. “ First and foremost, it’s a tribute to the OH-58 Kiowa Warrior. Secondly, it’s a tribute and honor to each cavalry pilot that has ever flown the aircraft, to include those who have given their lives. It is also a tribute to the community that has shown us “It’s bittersweet because it tremendous support over the years.” has been a pleasure to fly this aircraft and to ride this horse,” The flight was the last for not said Lt. Col. Adam Frederick, only the Kiowa Warrior, but commander, 1st Squadron, 17th also served as a final flight for Cavalry Regiment, 82nd CAB. two of the unit’s senior aviators, “We cranked every aircraft Chief Warrant Officers Matthew 56

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Steele and Michael Eckhardt. “ I couldn’t think of a better time to finish my career than to finish alongside the air frame that I have flown for seventeen years,” said CWO4 Steele.

“I have served alongside remarkable men and women over the years, and they are all heroes to me.”

“It’s tough to retire, but it’s a new chapter that’s exciting to start,” said Eckhardt. “The thing I will miss most is the brotherhood.

You can replace every mechanical part, but you can’t replace the relationships you build along the way.”

After the flight, the rotors will stop spinning until they are transported to Arizona for storage and their subsequent purchase by other nations.

With the OH-58D that the unit

has been flying for over twenty-five years being decomissioned, the unit will continue to support ground forces with a new horse to ride into battle.

“The unit is not going away,” said Frederick. “Once we return from our rotation to South Korea, we will reorganize with AH-64 Apaches and unmanned aerial vehicles.The spirit of the air cavalry that has lived in the Kiowa Warrior will live on in the Apache.”

With the last flight, pilots recalled their favorite memory of answering the call of the ground forces they have supported for so long.

“One day in my mind that will always stand out is October 13, 2011, in the Kunar Valley of Afghanistan,” said Eckhardt. “There was a large ground

operation going on that had come into heavy enemy contact in the past. The enemy attacked the ground forces and we were there to give them the armed reconnaissance support they needed. We were able to help the ground forces minimize the number of [friendly] casualties.”

The countless hours flown, the numerous combat missions over years in the pilot’s seat, leave Eckhardt with one final thought: “There is no greater satisfaction that a total stranger shaking your hand and going, ‘sir, without you, I wouldn’t be here,’ ” said Eckhardt. “That’s what I am going to look back on and take the most pride in.”

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Serving the Oil & Gas sector in Thailand, Thai Aviation Services shows professionalism and dedication to safety culture as the key to sucess in the Asia Pacific region.

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THAI AVIATION SERVICES

Story & Images

by Michael Rocks Macqueen

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Thailand: The land of smiles.

A place where the weather is almost as hospitable as the people. When most people think of Thailand, they think of the natural tranquility that makes this country a hotspot for tourism; what many may not suspect is that Thailand offers a growing national industry of commercial helicopters.

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Qualified Thai pilots are diversifying helicopter operations throughout the country including tours, flight training, electronic news gathering, and offshore oil support.

Thai Aviation Services

(TAS) is a growing company that employs more than three hundred people. The companies head office is located in the RS Tower in Bangkok’s business district, while the main helicopter operations are in Nakon Sri Thammaret, South Gulf, where the luxurious OTC facility pampers the loyal staff of TAS; and U-Tapao, a satellite gulf location.

BANGKOK Visiting the corporate offices in the RS tower in Bankok, the professionalism of TAS is immediately apparent. The company’s

chief pilot, Captain Nattapat Pongsatitvittaya, gave insight into the company’s history, class, and future developments.

Capt. Pongsatitvittaya was a former pilot for the Thai Royal Navy. It was there he performed challenging but rewarding missions in search & rescue.

Pongsatitvittaya recalls more than a few instances in which he and his crew battled the elements to save stranded sailors in formidable weather conditions.

After ten years of service, Pongsatitvittaya began his career with TAS, where he now commands some eighty pilots.

“Like in the Thai Navy, the most positive part of my job is to ensure that every single person comes home at night to their families.”

Capt. Pongsatitvittaya stated.

The philosophy of safety and care for fellow workers and clients alike is something that Thai Aviation Services—and the chief pilot—strives to instill into each and every one of the company’s more than three hundred employees. As any good company may recognize, the safety and care of its people can make the difference between a good company and one that is truly extraordinary.

Thailand has no formal training program—or even approved companies recognized by their

FAA equivalent, the DGAC— for initial training. In light of that, Thai Aviation Services has stepped up to meet that challenge head-on. They have created an in-depth career scholarship program. “We are able to now take six to eight students yearly from Thailand and train them to become successful pilots within our company once they complete their initial training abroad” shared Capt. Pongsatitvittaya.

The scholarship program is extensive, allowing any young Thai man or woman to enroll. A series of aptitude tests and interviews are just part of the selection process.

The cultural aspect of “taking care of people” has a deeper meaning in Thailand, rooted deeply in the Thai culture.

Unlike in the United States, where the government provides living assistance programs such as Social Security, Medicare, etc., such national safety nets are unheard of in Thailand where respect for the elderly is interwoven deeply within the fabric of society itself. The Thai culture, in essence, mandates a social duty whereby the next generation is obliged to provide and take care of their whole family.

When Thai Aviation Services provides an education—and subsequently a well-paying career to a Thai Native—the economic and social value is

tremendous. The net effect is the expectation that a job will take care of a whole family, and do so generously.

OPERATIONS IN THE GULF Most of TAS’s pilots travel southward to the gulf of Thailand to the company’s largest operating base. This is where a conglomerate of international oil and gas clientele has chosen

TAS as the primary support service for air service to their drilling operations. The shallow waters of the Gulf of Thailand— with depths around ninety feet as far as one hundred miles offshore—provide breathtaking vistas of crystal clear water.

The shallow depth, combined with rich oil reserves, created a need for offshore drilling.

An operation employing helicopters since 1987 when TAS began its first operations in the Gulf of Thailand.

Strolling through the hallways of the main operating base, one can see a fully detailed operations center, dispatch, pilot lounge, and notice the level of maintenance technology employed to keep the modern fleet in service.

No expense is spared with maintaining the TAS fleet, consisting of two Sikorsky S-92s and eight Sikorsky S-76s. An impressive fleet by anyones standards.

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A DAY IN THE LIFE During our visit to TAS we were invited to see the operation from a ser vice perspective , tagging along on a rig transpor t with nineteen other passengers headed out to the rig almost one hundred miles offshore in one of the companies S-92s.

These “roughneck” oil workers worked on what was to the untrained eye what appeared to be the mother of all oil rigs.

The massive four stor y rig named Platong, has the capability to accommodate three helicopters at once . It will also be home to this band of roughnecks for the next few weeks. The Platong rig houses roughly three-hundred individuals at any given moment. The passengers were quickly and efficiently offloaded upon arrival, and new ones seamlessly entered the helicopter to take the return journey home .

In minutes, we lifted off the platform pointed back toward the shore once again. On the way back, with the help of a significant tail wind, the S-92 rocketed along with a groundspeed greater than 190 knots. “This aircraft has never been deterred from completing the mission with the relatively moderate climate” said our pilot, Mike H., training captain.

This resiliency is a good thing for TAS because culturally they would have a hard time to explain “no, we cannot.” There isn’t a lateral Thai translation for the word “no” in their vocabular y, literally. The closest translation simply means“not yes,” followed by a ver y polite smile . So in this pilot’s case , he has never had this conundrum of saying “not yes.”

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Thai Aviation Services Chief Pilot Captain Nattapat Pongsatitvittaya Photo by Michael Rocks MacQueen

THE END OF THE DAY Staff members of TAS are able to head to the Occupational Training Center, or OTC. The OTC is every bit as luxurious as one of the many resorts situated throughout Thailand.

The center boasts a full service restaurant, a pool overlooking the beach, large fully furnished apartments, a gym, a bar and a seemingly endless list of amenities.

A well-known human factor to being alert and proficient in flight is maintaining proper sleep and the ability to subdue unwanted stress.

The OTC provided by TAS gives crews a place to unwind and recharge, allowing them to perform at their best at all times.

never be the answer to resolving the offshore needs in the gulf of Thailand for their customers.

Even though the accommodations are lavish, the experience goes deeper than the superficiality observed at first glance. “It is not the luxuries that make that place paradise, it is the Thai people that make it paradise” explained Dave Tibbles, a CHC Global S-76 Captain enjoying a relaxing day at the OTC.

Moving into the future in this foreign paradise of such humble and kind people, the world helicopter community will continue to welcome more highly trained Thai aviation professionals.

As Thai Aviation Services continues to grow and adapt in their operations, “not yes” will

These men and women will continue to be afforded the ability to provide for future and past generations of what is culturally most important— family.

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SEARCH & RESCUE IN THE UNITED KINGDOM IS NOW A PRIVATE AFFAIR. THE DECOMISSIONING OF THE UK’S LAST ROYAL NAVY SEARCH & RESCUE UNIT COINCIDES WITH THE RETIREMENT OF THE WORKHORSE WESTLAND VH3.

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Story & Images by Joan le Poole

E LAST OF THE BEST

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The majority of the unit’s missions consist of medical rescues in Cornwall, along with medical transfers from the Isles of Scilly, however sea bound rescues have still made up a great deal of the operational response of 771NAS over the years.

On average more than eighty percent of the missions were tasked by either the Coast Guard or the South Western Ambulance Service.

have been part of the SAR fraternity.

Due to the nature of the weather in the area, many of the unit’s missions took place in adverse weather conditions. High wind speeds, combined with high waves and difficult terrain demanded skill, professionalism, and dedication.

Although 771 NAS is now winding down operations, the staff and crews are immensely proud to

Today Search & Rescue is a specialized operation within the military; that, however, hasn’t always been the case. The roots of search & rescue in the UK lie in aircraft carrier aviation. Due to the considerable number of accidents during the early days of jet aviation, the navy always kept a helicopter airborne during operations on carriers. This

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Sea King pilot KPT Lieutenant Volkwein describes Search & Rescue as “the most satisfying job.

For us, it’s the normal job but the casualties are delighted when we show up.” The crews of 771 really live the squadron motto “non nobis solum,” Latin for “not unto us alone.”

HISTORY

helicopter, also called the plane guard, was on standby to pick up ditched crew in the event of an accident. That’s where the Royal Navy cut its teeth in the SAR field.

On January 31, 1953, after extensive flooding in East Anglia and The Netherlands, the Royal Navy responded by sending twelve Dragonfly helicopters of the 705th Naval Air Squadron to the rescue effort. These Dragonflies from RNAS Gosport rescued more than eight hundred forty people over the course of seven hours.

In early 1953, the Royal Navy decided to also use their landbased helicopters for search & rescue. This event marked the introduction of land based

Entering the building that houses the 771 Naval Air Squadron on Royal Navy Air Station in Culdrose, Wales, United Kingdom, is an eerie feeling in a base that has just a few short weeks left in operation. The plaques in the hallway show the current members of the squadron, but there are many empty spaces. The recent change in SAR operations in the United Kingdom will bring an end to the long history of Royal Navy Search & Rescue operations. search & rescue operations for the Royal Navy. All units with helicopters suitable for the task became involved in search & rescue, with their main task to rescue downed Fleet Air Arm pilots.

After a few months there were seven bases with SAR helicopters around the UK. From that basis, search & rescue operations for the Royal Navy became a more and more integral part of their normal operational support.

The Dragonfly was augmented by the bigger Whirlwind HAR1/3 helicopter in 1954.

In 1967, the Dragonfly was replaced by the more capable Wessex HU Mk5, which could rescue up to sixteen people. In 1971, the Westland Sea King HAS1 was introduced in the Royal Navy to support the Wessex. The Sea King was operated in the anti-submarine warfare role and carried out the SAR calls further away due to its increased range and endurance when compared to the Wessex.

771 SAR OPERATIONS Throughout its history 771 Naval Air Squadron has carried out a lot of different tasks. The squadron was founded at Lee-on-Solent in 1939. During the Second World War the squadron flew a wide range of fixed wing aircraft. In 1945 the squadron received its first helicopter— a British licensed built

version of the Sikorsky R-4 called the Hoverfly, as an addition to its fixed-wing aircraft fleet. This made the 771 squadron the first Royal Navy unit to operate helicopters.

In 1950 the helicopters were transferred to the newly formed 705 Naval Air Squadron while 771 NAS continued to fly fixed wing aircraft until its first disbandment in 1955.

In 1961 the squadron was reformed at Royal Naval Air Station Portland as a trial unit for the Whirlwind and Wasp helicopters. Two of the Whirlwind helicopters performed SAR duties.

771 NAS continued this task until the unit was absorbed by 829 NAS in 1964.

In 1967 the unit was reformed again on RNAS Portland to carry out two tasks, namely Anti-Submarine Warfare (ASW) and Search & Rescue. To perform this task 771 NAS received nine Whirlwind helicopters which were replaced by the bigger Wessex helicopter two years later. In 1973 the ASW task was handed off to 773 NAS, and SAR became the unit’s primary task.

In 1974 the squadron moved to RNAS Culdrose where it’s still stationed today.

In 1982 all 771 NAS’ aircraft, and some of it aircrew, were sent to different squadrons in the South Atlantic to take part in the Falklands War. During that time, the Royal Air Force temporarily took over the homeland SAR duties of 771. 771 NAS resumed their responsibilities

from the RAF in August of 1982.

The mission was first performed with only two Wessex helicopters, but that number increased until 771 returned to full strength in 1983.

In 1988 the Sea King helicopter was introduced.The Sea King was already in use for ASW but, in 1988, some of them were adapted for Search & Rescue and delivered to 771 NAS. Since then the Sea King Mk5 has been the backbone of 771— a fact that held true throughout the entire Royal Navy SAR fleet.

SEA KING The Sea King is a British licensed build version of the American Sikorsky S-61. The Sea King has been built by Westland and differs considerably from the American version. For instance, the British helicopter uses Rolls Royce engines instead of the American version’s General Electric turbines. The British Sea King is also fitted with a computerized flight control system.

Originally the Sea King was an ASW helicopter whose primary task was to hunt for Soviet submarines.

The Sea King is known as a stable and reliable helicopter—due largely to its flight control system—that can fly under almost any circumstances.

Only icing conditions will stop the helicopter from flying. The Mk5 version used for Search & Rescue is actually an adapted ASW version, now lacking the dipping sonar and accompanying ASW station.

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The Mk5 has extra seats and racks to hold medical and rescue equipment instead. LT CDR Watts explains, “The Sea King has the same equipment on board as an ambulance.Working space is limited and poorly lighted. Only a few lights in the roof provide some dim light.”

The Sea King crew consists of four aviators: two pilots, an observer/ radar operator and an aircrewman.

Both observers and aircrewmen are trained to operate the winch.

They are also cross-trained as Hazardous Environment Medical Technicians (HEMT) as well, which is roughly equal to a paramedic in a civilian ambulance.

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SAR STORIES With SAR duties being over, the squadron’s ops room looks empty.

The SAR ops room is the place where the duty crew would prepare its flights and wait for the call.

A regular SAR shift lasted twentyfour hours. The crew could be airborne in less than fifteen minutes during daytime operations and forty-five minutes at night.

Preparation is key in keeping the time between the call and take off as short as possible. The whole ops room is filled with maps and charts in order to remain prepared

for every possible scenario. In the middle of the room a large chart shows the range of the helicopter under normal circumstances both with and without refueling on Scilly.

LT CDR Watts explains that it depends on the sort of mission and the location which strategy to follow. But “the primary focus lies on which is the best for the patient,” the Commander said.

This means that it is sometimes better to fly not to the hospital in Truro, but to an Irish hospital.

The board in the corner of the ops room shows the amount of last year’s rescue missions specified by month and type.The total number of missions

The pilots and the crew in the back had to work seamlessly and tirelessly as a team to prevent the winch hook from becoming stuck on the foundering vessel below.

The third person was lifted off the ship as the last of it slipped into the sea. The two remaining sailors jumped in the water and were winched out by the Sea King a short while later. KPT LT Volkwein says: “It was an eerie sight to see the glow from the light of the vessel which still shined from under water. It was exactly like you see in the movies.�

THE END OF AN ERA hits a stunning number of two hundred eighty-three missions, in which a total of two hundred fifty-eight lives were assisted.

Those numbers look simple on a dry-ease board, but are staggering when you consider each number contains a story where 771 NAS assisted in saving a life.

One of these remarkable stories comes from KPT LT Volkwein, a German Navy Sea King exchange pilot who has been in 771 NAS since 2011. He took part in the rescue of the crew of the French fishing vessel Panamera in November 2013.

The vessel got into trouble during a storm and was taking on water.

The seas were bad with swell of four to five meters (roughly thirteen to sixteen feet), The winds blowing at gale force.

When the SAR crew received the call it was around an hour after midnight; the helicopter departed at 01:30. Upon arriving at the scene, it became clear that the situation was getting worse. The Sea King winched down a pump so the fishermen could pump out the incoming water. After several minutes of pumping, it became clear the water was coming in much faster than they could get it out; the vessel was sinking.

The sailors decided it was time to abandon ship and deployed their life rafts. However, due to the large waves and strong winds, the life rafts were lost before anyone could get inside leaving no choice but for the Sea King to rescue them. The first two sailors were winched off the heavily listing vessel which had by then lost all steering, bobbing up and down on the waves.

The disbanding of 771 squadron on March 22, 2016, also marks the end of military search & rescue in the UK. After more than sixty years of SAR, and literally thousands of lives saved, the end of an era has arrived. The future of British Search & Rescue now lies in the hands of Bristow Helicopters, a civilian company.

Bristow has more than forty years of experience in search & rescue all over the globe. Bristow started in 1955 as an offshore helicopter service provider in the UK, and has been active in search & rescue since 1970.

In 2013 Bristow won the UK SAR contract for the sum of 1.6 billion GBP ($2.3 Billion USD) for which they will provide nationwide search & rescue for the next ten years. The contract replaces all Air Force and Navy search & rescue operations.

The current transition from military to civilian Search & Rescue is likely to be the beginning of an era of dedicated civilian SAR operations.

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Rotorheads Pe t e r H i g g s C o u l t h a r d LifeFlight Story by Adam Johnson Images by Adam Johnson & Peter Higgs Coulthard

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lthough he only began flying Emergency Medical Services a little over a year ago, Peter Higgs-Coulthard is no stranger to the cockpit. Before he began flying for Life Flight Network in the picturesque Pacific Northwest, Peter served as a Warrant Officer in the United States Army flying the OH-58D Kiowa Warrior armed reconnaissance helicopter.

Interested in aviation from an early age, he was eager to pursue a degree in aerospace engineering after high school. A year of college, however, taught him that university life wasn’t for him at that point in his life. It was then that Higgs-Coulthard enlisted in the Army as a tank mechanic. He served nine and a half years, rising to the rank of Sergeant before submitting his Warrant Officer package in hopes of flying in the Army.

Shortly after successfully completing the Basic Non Commissioned Officers’ Course, Higgs-Coulthard’s

Warrant Officer packet was accepted.

Although his first time ever sitting in a running helicopter was at flight school in Fort Rucker, Alabama, it quickly became obvious he had found his niche; HiggsCoulthard earned the coveted title of Distinguished Honor Graduate for his flight school class. He went on to be stationed at Fort Carson, Colorado with the 3rd Armored Cavalry Regiment, and later with the 1st Squadron, 6th Cavalry Regiment, 1st Infantry Division.

His career as an Army aviator would see him through one noncombat tour [in South Korea] in addition to three combat tours.

He flew primarily in a

reconnaissance role during his first deployment to Operation Iraqi Freedom from 2005 to 2006.

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direct air support and convoy security missions—the missions he loved the most—from 2007 to 2008. He loved being there for the guys on the ground. (editor’s note: as a “guy on the ground” serving in an infantry unit during the initial invasion of Iraq in 2003, I can attest that we 72

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were, in fact, always equally happy to see the Kiowa drivers when we called for air support. –a.j.)

He flew his final combat tour in Afghanistan during Operation Enduring Freedom in 2009 to 2010.

He credits his time flying in the high altitude terrain surrounding Fort

Carson for his success flying high, hot, and heavy in the deceptively beautiful yet punishing HinduKush mountains of Afghanistan.

Since their mission profile typically had them flying at max gross weight under grueling circumstances, Kiowa pilots had no choice but to be resilient.

Higgs-Coulthard is a man who is driven to serve. After retiring from the Army at the same time as his beloved Kiowa airframe, the transition to becoming a Helicopter Emergency Medical Services pilot was a logical one.

“HEMS is my way of continuing to serve and give back to my community. I like

being there when people need me— when people are counting on our being there to help them,” he shared.

Although he stated that it was difficult to choose just one thing he loved about it. When asked what his favorite part about HEMS was, he replied without hesitation: “The

people. They are not in it for the money or the recognition.

They are in it to give back to society in any way they can and to help others.

It’s what drew me to it. That, and no two days are the May 2016

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#rotorheads same. I anything would

“The trust they have in me to get them safely through the day— I have to earn that. I am compelled to earn that trust and get them home safely.”

can’t else; be

imagine doing anything else anticlimactic.”

He chose to fly for Life Flight Network, he said, because of the safety-oriented culture. Largely because of their status as a notfor-profit organization, HiggsCoulthard has never felt pressured to take a flight that might put him or his crew in danger unnecessarily.

On the contrary, he shared that the company is highly supportive of crew decisions; he has never been

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questioned for turning down a flight.

When asked what advice he had for aspiring HEMS pilots, he was candid and direct. Some may even find his answer somewhat surprising.

“If you think you’re getting into EMS to save lives, you need to choose a different career path.

EMS pilots don’t save lives. That’s not our job. We move people from point A to point B in a safe and efficient manner. Anything more than that and you’re asking for a bad day for everyone.

When a pilot decides to ‘save lives,’ it can alter their decision making

process, leading to pushing limits and eroding margins of error.”

After spending any amount of time with Higgs-Coulthard in his element, it becomes immediately evident that he takes great pride in his work. His attitude is humble and refreshing.

He is adamant that his first responsibility is to his crew.

“The trust they have in me to get them safely through the day— I have to earn that. I am compelled to earn that trust and get them home safely.”

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BEHIND

JEFF VOGEL

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Jeff Vogel is both pilot and photographer, only picking up a camera after arriving to start a job with a tour operator in New York City. His work quickly gained popularity through social media due to his helicopter based photography and unique angles.

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s far as photographers go, Jeff Vogel is what you would call an “Accidental Tourist” in the photography business— at least that’s the way he likes to tell it.

Vogel, when he is not on the end of a camera, is also a line pilot for New York City-based company, Zip Aviation, where he primarily flies charters and tours in a Bell 407.

As he found himself regularly flying photography flights over the winter months, Vogel spent a lot of time talking to and working with some of the world’s best aerial photographers.

He would pick their brains as

he whisked them around the Big Apple during both day and night shoots as they snapped the shots that would later be seen in print publications, billboards, websites, and galleries around the world.

Vogel started to take more and more interest in what they were doing and asking more and more questions about photography.

The momentum of his new found interests eventually led him to purchase a Canon 5DMKIII to replace his older, less functional camera. His new professional quality equipment pushed him to really start to learn and work the artistic side of photography.

Concentrating a lot of his work on helicopters, Vogel is fortunate enough to spend a lot of his days working at some of the very busy downtown New York helipads, where he enjoys access to a constant stream of helicopter traffic from tour operations, corporate charters, personally owned aircrafts and even military operations.

Starting out as what he refers to as a “rank amateur,” Vogel continued to push himself to improve his photography skills, mainly concentrating his efforts on the social media platform, Instagram, which is known for its solid photography following.

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After only a short time in NYC, Vogel quickly earned loyal followers on social media due to his photography of the popular tourist destination.

media. He also shared that he is truly grateful for the guidance and help he has received over the years from both pilots and photographers along the way.

The number of people following his photography soon raced past seven thousand on Instagram— where his images averaged over five hundred “likes” each. Still, in spite of the success, he humbly states he has amassed a large following mainly due to the many pilots and photographers who have been loyal followers since discovering his work.

Vogel’s work has also been featured on Italian rotary aviation news outlet, Helipress, one of Heliweb Magazine’s international partners.

Vogel’s unique perspective and his eye for photography composition has allowed for his work to be prominently displayed in several New York locations.

Despite his success in photography, Vogel still contends that he Vogel says the social interaction has never had any intentions of with people that appreciate pursuing it as a career. He still his work is the best part about rates flying as his first love, and having a large following on social primary focus. Flying over one of 80

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the busiest cities in the world, day in and day out, never gets old as each day offers something new. He has noted, however, that his eye for photography lends a hand many of the tourists he flies each day in an unexpected way; he often points out the light hitting buildings a certain way as they light up spectacularly at sunset which is, no doubt, appreciated by his customers that may not have photography skills, or knowledge of the Manhattan skyline that comes from flying countless tourist flights each year in the New York area.

When Vogel is not flying or taking photos, he is spending time with his wife, Danielle, in their suburban New Jersey home.

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To see more of Jeff’s work, visit Instagram.com/jeffhelo

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