Heliweb Magazine - November 2015

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Helinews

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heliweb.com

䄀甀最甀猀琀 ㈀ ㄀㔀                             ㌀


Cover Story Learn about Chuck Aaron’s history, his story before flying aerobatics and what he has planned for the future is a publication of Airborne Productions Mailing Address: P.O. Box 3134 | Alpharetta | GA | 30023 PHONE: 844.heliweb (435-4932) FAX: 904-623-4354 EMAIL: info@heliweb.com WEB: heliweb.com rotormart.heliweb.com

PUBLISHER & CHIEF EDITOR:

CONTRIBUTING PHOTOGRAPERS:

Ryan Mason ryan@heliweb.com

Tim Pruitt Robert Ruotolo Scott Dworkin

Damon Duran Seth Lasko Jim Mumaw

DEPUTY EDITOR: Adam Johnson adam@heliweb.com DIRECTOR OF DEVELOPMENT: Ali Mason ali@heliweb.com

CONTRIBUTING WRITERS: Ben Fouts Brian Parsons Lauren Brown Adam Johnson Robert Ruotolo

| | | | |

ben@heliweb.com brian@heliweb.com lauren@heliweb.com adam@heliweb.com robert@heliweb.com

All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors. Unsolicited editorial manuscripts and photos are welcomed and encouraged. heliweb cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Photos submitted by mail or electronically become property of heliweb unless otherwise specified. Copyrighted photographs must be clearly marked, otherwise they become property of heliweb. Deadline for all advertising is the first day of each month for the following months edition. Information about rates, requirements, etc. is available upon request.

Heliweb Magazine is a proud member of

October 2015

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November 2015 Stories

Cover Story

18

24

28

48 32

18

Test Vehicle Down AgustaWestland’s 609 crash in Italy Where does the program stand

Review 28 Product We take a look at Pro Flight Gear’s new PACE, FAABS and Zero-G System

24 48

NVGIP Sign Off The Do’s and Dont’s of obtaining your sign off

American Heroes The American Heroes helicopter air show hits a new location in Florida

Columns & Features Editors notes 6

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Chuck Aaron

On the Cover Join us as we find out the story behind Chuck Aaron, his early years in the aviation industry, why he is retiring and how he became the first pilot in the world licensed to perform aerobatics in a helicopter

The toolbox 8 The instructors station

10

Straight & level

12

Helicopter history

14

Whirly Girls 18 Helipix 22 Helinews 42 Rotorheads 50 Behind the lens

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heliweb.com

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Online Content Free stuff!

Social media

Everyone loves free stuff right? Are you tired of the same old desktop calendar offerings? Well, we are known for thinking outside the box here at heliweb and we wanted to give our readers something unique, but also something tangible that you can use. So beginning this month, we will be releasing mobile device screensavers monthly for your favorite iOS and Android devices. While we can’t get every single resolution out there, we are relatively certain that you’ll find one that works as we will be providing free downloads for iPhone 5, 5s, 6, 6+, several android phones and tablets as well as the iPad and iPad mini.

Our shot of the new Gwinette County Police 530F that was just delivered back to the unit by MD that made the transformation from 1983 model 500E to zero time 530F. This photo from a shoot we did for an upcomming story gained a lot of attenention and interest from fans of our social media feeds. Stay

tuned

upcomming

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November 2015

5


Ryan Mason

From the desk of less experienced learn from the mistakes they have

can call when they have a rough flight. Be the person

made over their careers, while sharing the knowledge

that gives advice that could save a young pilot’s life.

on their mentee to prevent them from suffering the

There are hundreds of pilots joining the ranks around the

same pitfalls in their own careers. Not only are mentors

country that have no connections in this industry with

there to prevent you making mistakes, but they also do

which to succeed. We all know the type— heck, I was one

a great job, in my personal experience, of picking you

of them when I started flight training. Looking through

up and dusting you off when you do make mistakes.

the rose colored glasses of what you hear from your flight

People like this are invaluable to in any industry.

school about how many jobs there can be a powerful

heliweb HQ. I had the honor of being one

Mentors might be someone to debrief with after a

reason to spend every cent you have on flight training.

of the last people to ride in the famous Red

challenging flight or, in the business world, someone

But the reality can be quite different as a newly minted

Bull Helicopter with aerobatic pilot Chuck

to discuss the highs and lows with and learn how to

CFI. The journey can be a lot tougher, something that

Aaron before his retirement. Helicopter

improve on parts of your skill set that still need work.

guys who have been around for a while know firsthand.

It has been a busy month for us here at

Networking is everything in this industry.

aerobatics in the United States were pioneered in civilian aviation by Aaron.

As a photographer, I made a lot of mistakes— both from

Flying with him was an item that I got to

the business sense, and the actual photography itself.

There are so many passionate people that want to

check off my aviation bucket list— one that

I would send a photo to my mentor showing what

learn everything there is to know about every part of

very few have been given the chance to

I thought was a great shot, and I would often get a

rotary aviation. Being a mentor is just as much about

experience (and yes, it is as cool as it looks

response that I like to call a “compliment sandwich”. My

being the anti-torque pedals steering your mentee

to be inverted in a helicopter!). Chuck Aaron is everything

mentor would say something like,“great lighting, but it’s

away from bad decisions as it is sometimes being the

you would expect from an aviation pioneer. Humble,

not very dynamic. You’re improving though”. As a guy just

person that knows how to deliver the tough realities

unassuming, and yet a wealth of aviation knowledge

starting out, the middle part of that comment would

of this industry in a way that tells your steed how

that he is willing to share with anyone with whom he

cut like a knife yet, surrounded by two compliments, it

things work in the real world of aviation. Finding a

speaks. It was only right for us to spend some time

stung a little less and gave me the drive to do better.

way to help lead the next generation down the right

telling the story of an aviation pioneer, and detailing

I recall the first assignment I received from an OEM to

path, and perhaps connect them with other positive

what he did to make the Red Bull aerobatic helicopter

shoot several aircraft in a foreign country.— my first time

influences in the industry that can make a difference.

a reality, and the obstacles he had to overcome—

shooting more than two aircraft at once. There were

If you select the right person to mentor, the rest

including being certified in something that no one

multiple issues on the shoot; from flight cancellations,

should work itself out for them. There are a few

else in the industry has ever attempted, and inventing

customs delays, equipment confiscations (who knew

naysayers in this industry who you’ll hear decree

the technology needed to sustain that type of flying.

camouflage helmet bags were illegal in some countries),

something like, “well, I had to earn my stripes and so

and even an aircraft going down as we taxied out. The

should they”. That attitude may be a reality, however,

Which leads me to my topic of discussion for this issue:

day ultimately worked out well and, when I flipped

times have changed over the years. It may not be as

being someone who counts. If Chuck Aaron had stopped

through my first few images, I knew these were some

easy today as it was when you entered the industry.

at his first ‘that’s nuts, you can’t do that’, there never

of the best shots I had taken. I was thankful to all of

would have been a Red Bull helicopter. He had the help

the advice I had been given over the years; things were

The leadership you provide may just be the leg up that

of some great industry pioneers and mentors that helped

finally coming together to make for consistent results.

someone needs to make aviation the rewarding career we know it can be, versus a pit stop in someone's life journey

him realize his dream. The same goes for every other

6

challenge in the aviation industry. One thing that has

Sending an image that I couldn’t believe I had shot

that they abandon due to constant road blocks around

helped me over every stage of my career is mentoring.

to my mentor, and seeing the response come back as,

every turn. I never made a conscious decision to mentor

There are a lot of people in this industry who are just

“WOW!”was one of the proudest moments of my career.

anyone, it was just something that happened when I

waiting for the opportunity to mentor someone less

These are the kind of things I want to hear more

realized someone needed help, and I could give it. There is

experienced. I am one of those fortunate few to have

about in this industry. Whether it be it owning your

someone out there just waiting for your help. Remember,

had the benefit of great mentorship in both the law

own business in the aviation industry, or flying for

you were a rookie once too; Don’t forget to pay it forward.

enforcement and aviation worlds. People who are not

a living— being the change in someone’s life that

seeking recognition or thanks, but to help someone

makes a difference. Be the person that someone

heliweb.com

Ryan Mason Publisher & Chief Editor heliweb magazine


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The toolbox

Brian Parsons

Monkeys There’s a story about a zoo-keeper who had

replaced, not one of the monkeys in the cage knew why

altogether. I guess one could say it became the banana.

they had to beat up the new monkey as he reached for

a large enclosure with several monkeys. One

the banana; they just knew that there was going to be a

There are those among us who are young enough that they

day, he decided to place a banana in the cage

beating if some new guy went for the banana. Because

can’t remember the onset of this paradigm shift. Computers

with the animals and see who went for it first.

that’s the way they had always done it. Sound familiar?

are always the tool of choice now, and the younger generation

Well, of course, the big alpha male pushed all

knows no difference, well, because that is what they have

the smaller monkeys aside and went to grab

I was having a conversation with one of my local FSDO safety

always used. We have benefited greatly in the wake of

the banana. Much to the monkey’s surprise,

inspectors when he told me about the monkey story.We had

technology that has been introduced into the maintenance

as he reached for the tempting morsel of

a good laugh, but it also made me pause to think. How many

aspects of all types of helicopter operations. Make no

monkey delights, the zoo keeper doused him

times had I completed a maintenance task or an inspection

mistake: I still have rags, wrenches, and ratchets in my tool

with a water hose. Each and every time the

based on the way we had always done it? The way I was

box. But with the introduction of VEMDs, FADECs, DECUs,

monkey would go for the banana, the zoo

taught by the old A&P Mechanic in the shop —the one with

and flight data recorders —with a list of options for WI-FI

keeper would spray him down from head to toe. So he

all the answers and experience— was most likely the way it

and Blue-Tooth© enabled real time reporting of operating

got some smarts about himself and he sent the alpha

was passed on to him from his old mentor, and so-on down

parameters; avionics systems; GPS; WAAS; TCAS. and on and

female to grab the banana, knowing she would give it to

the line. I could probably count on one hand the number

on— I’ve added a lap top computer and various programs

him anyway. So off she goes and, as she reached for the

of times I may have stopped to ask the question, “Why are

and applications to the top drawer. Change came, and

banana, the zoo keeper doused her with the hose from

we doing it this way?” Is this way the most efficient way

maintenance operations are still evolving in today’s helicopter

head to toe— he sprayed the big alpha male too, just for

that we can operate or function given the circumstances?

maintenance world where technology is the cutting edge.

the monkeys in the cage had no interest in the banana, for

The customer still wants his machine finished on

From carbon fiber composite structures, to fly by

fear of getting sprayed down with water. All of the monkeys

time, and on budget. So who is going to buck the

wire pilot controls, and everything in between.

in the cage knew that if any one of them went for the

status quo if it has worked so well for so long?

Asmaintainerswemustembracethechangingtimes.Education

banana, they would all get sprayed down with the hose.

I can remember back to when we used a grease pencil and a

and training are key factors in this ever-evolving atmosphere

being in the cage. This went on for several weeks until all

8

status board to track component times on several helicopters

and cannot be ignored, or even put off for a while, lest we fall

Over time, the zoo keeper had —one at a time— replaced

at once. At the time, that method was the best way to keep

behind. Resisting change is not an un-natural thing for humans

the original monkeys with new ones. Each time a new

track of things, and it was used extensively on a daily basis

to experience. We as maintainers are expected, and required,

monkey would enter the cage, he would go for the

for years before our Director of Flight Operations brought

to know how to deal with these technological advances

banana. Predictably, just as he would reach for the

in a Commodore 64 personal computer. That computer

in helicopter systems and processes. I cannot emphasis

banana, the other monkeys would beat him up in order

was the best thing since sliced bread, using a six-inch

enough how imperative continuing education is to keeping

to keep from getting sprayed down with a water hose.

floppy disc with the Commodore-DOS operating system,

your tool box current for today’s maintenance environment.

Eventually, all of the monkeys had been replaced with

and eight bits of memory. At first, we didn’t use it for any

new ones. The zoo keeper stopped using the water

maintenance tracking; the boss assigned one of the pilots to

hose, and would put a new banana in the cage with

enter all the component times from the grease board into a

a new monkey on a regular basis. Each time the new

program, and then he let natural human curiosity take over.

monkey would go for the banana, he would get beat up.

Several months later, the grease board was being

The new monkeys had no reason to fear the water

updated not daily, as it was before, but maybe weekly, or

hose, they just beat up the new guy for reaching to

even. It became the backup system to a new and better

grab the banana because that’s what they had always

way of tracking our component times and maintenance

done. After all of the original monkeys had been

functions. The old board was eventually abandoned

heliweb.com

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


October 2015

9


The instructors station

Lauren Brown

Getting the Most Out of Your Simulator A s a pilot, are you always on

T r a i n i n g D e v i c e s ( A AT D s ) f l y i n g c r e d i t s

y o u ’ v e s u r p a s s e d t h e FA A’s m a x i m u m

the the lookout for ways to

on many helicopter simulator devices. An

flying credits allowed on an sim for a

cut down on the cost of flight

applicant may apply 7.5 hours toward a

par ticular rating, if you can learn or

training? How about looking for

private pilot cer tificate, 10 hours

practice something in a simulator that

ways to maintain IFR currency

toward an instrument rating, 25 hours

saves you from having to

or VFR

proficiency?

Many

simulators around the world are federally approved for flying credits toward all rating— from p r i v a t e t h r o u g h AT P, t o i n c l u d e IFR credits. This means you can knock out some of the hours

required to obtain your ratings and other regulatory requirements without

If you are looking to get your commercial rating, hopefully you have looked at the FAA requirements and are forming a plan of action to accomplish them.

having to pay the far more expensive

toward a commercial cer tificate, and

practice it in the air —such as getting

hourly rate to rent an actual aircraft. Be -

a n o t h e r 2 5 h o u r s t o w a r d t h e AT P l i c e n s e .

used to a new GP— you are still, in

s i d e s t h e b a s i c “a p p r o v e d h o u r s ” i n t h e

A AT D s c a n a l s o b e u s e d t o m a i n t a i n

r e a l i t y, s a v i n g y o u r s e l f t i m e a n d m o n e y.

simulator that people tend to discuss,

instrument currency —for instance the

The aircraft is traditionally known as a

there are many ways to use simulators

re-quirement to fly six approaches in

terrible classroom, meaning concepts

which ultimately help save money on

six months— and even full IPCs in many

should be first introduced on the

training. The simulator hours can even

simulators. As always, read the actual letter

g r o u n d o r p o t e n t i a l l y i n a s i m u l a t o r.

help you become a more competent

o f a p p r o v a l f o r e a c h AT D o r F T D y o u i n t e n d

It is important to open your mind to

pilot.

t o l o g f l y i n g c r e d i t s w i t h ; i t ’s e s s e n t i a l t o

the value of simulators beyond just

ensure the device is specifically approved

the question: “How much time can I

If you are looking to get your commercial

for what you are trying to accomplish.

log in the sim?” There are time and

rating, hopefully you have looked at the

Sometimes the trainer you intend to use

money saving potentials that extend

FA A r e q u i r e m e n t s a n d a r e f o r m i n g a

is approved for even more than those

far beyond simply the approved flying

p l a n o f a c t i o n t o a c c o m p l i s h t h e m . To

previously mentioned totals.

credits.

having your instrument rating first, a

In some cases, using a simulator lowers the

route many helicopter pilots take to

hourly average cost for training to only $75

get their first job, requires applicants

( U S D ) . We ’ l l l e t y o u d o t h e m a t h , b u t I w i l l

to have 5 hours of simulated or actual

give you a hint: it adds up to some serious

in-strument time. All 5 of those hours

savings. Even more important than saving

c a n b e a c c o m p l i s h e d o n a n AT D , F T D ,

m o n e y, i s t h e f a c t t h a t u s i n g a s i m u l a t o r

or approved simulator— as long as an

as part of your training can help you

authorized instructor is present. The

grasp concepts better and spend less time

FA A h a s a p p r o v e d A d - v a n c e d A v i a t i o n

trying to learn them in the aircraft. Even if

Lauren is currently the Director of Operations for Elite Simulation Centers in Orlando, Florida. Lauren started writing to share the benefits of simulation technology with the industry to show that with a combination of simulation training and real world application, simulators are a valuable asset to any flight school or large commercial operation. She is also a commercial rated fixed wing pilot and has plans to pursue her rotorcraft addon in the future.

earn your com-mercial rating without

10

heliweb.com


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November 2015

11


Straight and level

The Helicopter Pilot helicopter flying experience unique. There

Do your neighbors have animals that could

by a group to speak on the topic

is always a long list of dangers and hurdles

injure themselves from fear by running into

of Aviation Safety. It was a private

to navigate. The airplane list [no offense to

something?” And on and on… So you spend

event held by an investment group

the many excellent airplane pilots out there]

one hour on the phone discussing the plan;

that travels all over the globe to

was relatively shor t in comparison. With the

the operation, the elevation, slope, hazards,

sur vey sites that are to be used for

exceptions of bush pilots or seaplane pilots,

animals, etc.

mineral exploration. The group is

airplanes land on a runway. Period. Fixed-

safety discussion for the customer and their

constantly char tering aircraf t —

wing risks primarily relate to the aircraf ts’

f a m i l y s o t h at, w h e n yo u l a n d, t h e re a re

both helicopters and fixed-wing— in order to

condition, the weather, and the length of

no unpleasant surprises. Af ter the phone

reach remote locations. The president of the

a r u nw ay to e n s u re t h e a i r p l a n e h a s t h e

conversation you go to Google maps and

investment group called me, and asked me to

per formance necessary to complete the task.

grab a satellite image of the area to make

give a presentation for these investors; the

Helicopters, rarely landing at an airport, must

sure they are telling you everything you need

ones who were to be the passengers onboard

deal with a multitude of hazards. We deal

to know. You may even feel compelled to go

these aircraf t in third world countries. S o,

with the same weather, yet our per formance

take a drive to their proper ty to sur vey it

i n re l at i ve l y s h o r t o rd e r, I p u t to g e t h e r a

considerations are numerous, and the places

with your own eyes to ensure that something

Powe r Po i nt p re s e nt at i o n to d i s c u s s a fe w

we a re a s k e d t o l a n d a re by n o m e a n s a

w a s n’t m i s s e d. As yo u c a n s e e f ro m t h i s

key points. One of the points I wanted to

safe bet.

example, a simple request belies a gauntlet

Ben Fouts

I was recently honored to be asked

hit was to educate them on what a pilot

Then you need to star t the

of questions and unique considerations that

and reputable company would do prior to

Consider this:

the depar ture of a char ter flight. The usual

simply to land on his proper t y to pick he

A customer asks you to

all helicopter pilots must calculate in order

stuff ; checking weather, aircraft per formance

and his family up for a helicopter ride. This

limitations, and weight & balance. Another

is a ver y routine request and a simple task,

By contrast, the same conversation when

point was to educate them on when it might

right?

Let ’s just go over the initial phone

c h a r t i n g a n a i r p l a n e m i g ht g o m o re l i k e

be prudent not to get on the aircraft at all.

co nve r s a t i o n t h e p i l o t wo u l d l i k e l y h ave

this: “ What is the weight of the passengers

w i t h t h e c u s t o m e r. “ W h a t i s t h e l a n d i n g

,and where do you want to go? Great! See

zone size? Are there wires in the vicinit y?

you at the airpor t.”

to ensure the safest outcome possible.

Being a dual-rated pilot, with experience in

What time of day will you be landing [for

both helicopters and airplanes, I star ted to

temperature and lighting considerations]?

I re a l l y e n j o ye d g i v i n g my p re s e n t a t i o n

jot down the hazards related to both. What

What is the prevalent wind direc tion, and

to t h e i nve s t m e nt gro u p. I’ l l b e t h e f i r s t

I found was a great renewed respect for my

is it favorable to the approach? Do you

p e r s o n to s ay t h at h e l i co p te r av i at i o n i s

fellow rotar y-wing pilots. The laundr y list

have trees and, if so, how tall are they? Is

safe, and often quote the old adage, “I t is

of hazards related to helicopter flight are

t h e l a n d i n g s i te gr a s s, a n d w i l l t h e re b e

the only man-made machine that has saved

tremendous. The helicopter itself isn’t the

debris when I land? Did you tie down your

m o re l i ve s t h a n i t h a s t a k e n .” I c a m e t o

problem— well maintained machines have

lawn furniture? Do you have neighbors? Are

appreciate the differences and the added

such a low rate of mechanical failure that

they friend or foe, and will my flight path

pressures taken on by helicopter pilots. The

it barely registers on the “hazard list ”.

It is

cause the neighbor to have a fit? D o you

ever- changing circumstances and dynamic

the environment we operate in, and the tasks

h ave a ny a n i m a l s a n d w i l l t h e h e l i co p te r

environments are probably what attrac ts

we are asked to accomplish, that makes the

cause them to be frightened or panicked?

us to such a unique industr y. The life of

12

heliweb.com


A simple request belies a gauntlet of questions and unique considerations that all helicopter pilots must calculate in order to ensure the safest outcome possible.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur and passionate flight instructor, based on Kona, Hawaii. Opening Mauna Loa Helicopters at the age of 23 as a single helicopter operation, that now boasts 22 helicopters and 6 fixed wing aircraft between Mauna Loa’s 3 locations in Hawaii on Kona, Honolulu and

problem solving and intimately k nowing the machine we

Kauai and in Alabama. Ben is an FAA designated pilot

drive, its unique handling characteristics, and its unparalleled

examiner, having conducted over 2000 examinations in his

versatility draw all of us in.

almost 15 years acting in the role of a DPE since age 24. 



 

 

The under appreciation felt by helicopter pilots is dr iven simply by a lack of compensation. The current market rate for a helicopter char ter of ten can’t suppor t a six-figure salar y for the guy tak ing all of the risk, and doing the lion’s share of the work.

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For the most part, none of us went into flying purely for money or status in the first place. The majority of the students I see are doing this as a second career because they are passionate about the melding of man and machine — to break free from the bonds of ear th, and to enjoy the unique thing of beauty that is the helicopter. One day you may be training a pilot, and

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November 2015 13 November 2015 13


Helicopter history

Robert Ruotolo

The Evolution of Helicopters The Pitcarin Aircraft Company was an

In 1928, Pitcarin was able to secure a purchase of a Cierva C.8W

and while the U.S. Marines felt the aircraft preformed well its

American aircraft manufacturer of light

and at that time successfully negotiated the rights to manufacture

lack of operational range and utility of only 50lbs beyond the

utility aircraft and an early proponent of

the type under license in America as a new venture. He formed

crew weight caused the OP-1 from being adopted for service.

the autogyro. The company was later

a separate patent holding company to build Cierva autogiros.

In spite of the military programs setbacks, 1931 was a

to become known as the Autogyro of

The Pitcarin-Cierva Autogiro Company, Pitcarin’s success with

Banner year for Pitcarin. The company was renamed to

Company of America among other names

developing the Autogiro did not go unnoticed by one of his key

the “Autogiro Company of America” (ACA). the Detroit news

and would remain in business until 1948.

competitors, The Kellett Autogyro Company. Kellett eventually

made history when they bought the first Pitcarin PCA-2 for

It was founded by Harold Frederick Pitcairn,

licensed production rights from Pitcarin-Cierva to build their own

use as a news aircraft. The Champion spark plug company

the youngest son of PPG industries founder,

versions of the type and Pitcarin used Cierva’s copyrighted variant

also purchased a PCA-2 and named it Miss Champion for

John Pitcarin Jr. The business started with

of the name “Autogiro” as opposed to the more common spelling

use in a promotional tour around the country as part of the

the formation of the Pictcarin Flying School

of “autogyro” which was used initially to bypass his copyright.

Ford National Reliability Air Tour and flew in excess of 6,500

and Passenger Service in early November 1924 which later became the Airline giant Eastern Airlines.

miles. For its contributions the PCA-2 is widely considered the One of their first successful design’s the PCA-1 was built and tested

ancestor of today’s news helicopters. Other notable events

in the same month. Three prototypes were built with one being

that year included, Pilot James G. Ray landing an autogiro

In 1926, Pitcarin started the company initially to build

demonstrated in the 1929 Cleveland air races and with the great

on the South Lawn of the White House along with Harold

aircraft for his growing airmail service. He purchased a field

success of the Pitcarin programs came the offers to purchase the

F. Pitcarin, the pilot and three other company members of

in HorshamTownship, Montgomery County Pennsylvania

Company,andinJune1929afinancierinvolvedwiththefoundingof

the Pitcarin-Cierva company to receive the Collier trophy

and built Pitcarin Field No. 2. Which became his base for

several aviation companies by the name of Clement Keys personally

for the development and achievements with the autogiro.

development and operations until it was sold to the U.S.

bought all the shares of Pitcarin Aviation (the airline and flight

Amelia Earhart borrowed a company Pitcarin PCA-

Government and further developed into Willow Grove

school) and resold them two weeks later to North American

2 model and arranged for the National Aeronautics

Naval Air station. The first aircraft, Pitcarin developed was

aviation, which renamed the company Eastern Air Transport that

Association to monitor the flight along with

the PA-1 known as the “Fleetwing”. It was built at the Bryn

small enterprise eventually became Eastern Airlines. From this

members of the New York Press and movietone news.

Athyn field, one of America’s first flying fields in 1927. At that

point on, Pitcrain was able to focus all of his efforts on autogiros.

time Pitcarin brought aboard a close friend and designer

Withthatfoundationlaid,letsdiveintosomeofthekeyaircraftprograms

Earningthe“ACA”alotofpublicity.Onhersecondflight,Amelia

from his apprenticeship days at Curtiss Aeroplane & Motor

thathelpedbringusclosertothehelicopteritself. ThePatcarin-Cierva

remained airborne for about three hours and set a woman’s

Company, Andrew E Larsen. Mr. Larsen left the Thomas-

Autogyo(PCA-1),Builtin1930wasbasedonthefuselageofanearlier

autogiro altitude record of 18,415 feet. She later she toured

Morse aircraft company to join Pitcarin in June 1927. And

Pitcarin Mailwing design with the Rotor system from the Cireva C-19.

the country for the Beach-Nut Packing Company in a bright

that year they produced what was considered the state-

green autogiro. In October 1932 Pitcarin rolled out the largest

of-the-art in airplane design, the Pitcarin PA-5 “Mailwing”

WhileonlyonePCA-1wasbuilt,itquicklyleadtothemuchimproved

autogyro built in America at that time, it was a four-seat cabin

which was built for Pitcarin’s growing airmail service.

PCA–2 in 1931.The PCA-2 was a two-seat autogyro was powered by

ship called the PA-19. The PA-19 was powered by a 424hp

a 300hp Wright J6–9 radial engine. It was first autogyro to become

Wright engine and featured a four–bladed rotor system

The PA-5 design was very popular, so much so, that it was

commercially licensed in the United States. Several PCA–2 were

with controllable trim. This latest development introduced

purchased by 13 other companies some of which, hoped

built including U.S. Naval variant designated, XOP-1 (Experimental

a rotorhead by which the pilot could tilt around the axis

to compete with Pitcarin for Air mail contracts. However

Observation Platform ) . A total of 3 XOP airframes were constructed

perpendicular to the axis of the aircraft. This proceeded the

always looking toward innovation, a new technology

for the Reconnaissance Role. Two underwent sea trails with the

directcontrolheadbeenbeingdevelopedbyCiervainEngland

sparked his interest that was being developed and

U.S. Navy onboard the USS Langley. One of these aircraft however

around the same time. In 1933, the parent company and

fielded with great success by Spanish inventor, Jaun de

did see operational service with the US Marines in the Mountains

conventional aircraft manufacturing arm, Pitcarin Aircraft

la Ceriva. Cierva’s flying machine was called the “Autogiro”.

& Jungles of Nicaragua with Marine Utility Squadron Six (VJ-6M)

Company merged with the autogiro arm, following the end

14

heliweb.com


of “Mailwing” production, and contract air–mail flights. On

Autogiro Company which proposed the Gyrodyne to

AutogiroCompanyandagainin1940totheAGAAviationCorporation.

December 9, 1936 tragedy struck the Aviation Community

the Royal Navy in 1938 in response to a requirement

The final autogyro to built by Pitcarin was a PA-39. The 39 was

when Juan de la Cierva died in a crash of a KLM DC-2.

for a ship-born rotorcraft capable of hovering.

largely based on the earlier PA-18 and it to offered a direct control

Pitcarin was engaged in design of such an aircraft in that

rotorhead. Several of this type were ordered by the British Air

time frame and they took to modifying the AC-35 Autogiro

Commission in 1941 for use in shipboard, anti-submarine trials.

engaged in the development of an auto dynamic rotor. It was

for the purpose. News of the The J&G Wier, Ltd. Aircraft

Seven PA-39’s were built, However this type was not to reach its

proved to be unworkable at the time and was abandoned to

company engaging in the development of the W-5 helicopter.

full potential as the loss of three aircraft during shipment to Europe

produce the C.40 jump–take off Autogiro for the British Air

The W-5 was similar in configuration to the Focke-Wolf,

andadeclineinofficialinterestledtotheprojectbeingabandoned.

Ministry. Pitcarin’s engineering staff utilized a different and

FW-61 (which is often considered the worlds first practical

In1942,Pitcarin’sairfieldandfacilitiesatWillowGrove,Pennsylvania,

morepracticalapproachofprovidingjump-takeoffperformance.

helicopter). Although Focke-Wulf, held a construction

were condemned and purchased by the US government. The

It was applied to the PA-36, PA-39, and XO-60 Autogiros.

license for the Cierva C.19 and C.30 Autogiros, this did

propertybecamere-developedintoNavalAirStationWillowGrove.

The C.40 became the last Autogiro to be produced by the British

not include access to any patented technology or theory.

AGA Aviation was renamed to G & A Aviation, and

At that time The Cierva Autogiro Company, Ltd., was then

company. All activities were suspended with the onset of

later became part of Goodyear Tire & Rubber.

World War II. Always pushing innovation and not resting on

Though urged to abandon the autogiro and instead pursue

it laurels, in 1938 they introduced the PA-36. The 36 featured

helicopter development, Pitcarin largely ignored those

The Pitcarin Autogiro Company was dissolved in 1948.

a streamlined all metal cabin and fuselage. Its engine was

suggestions to his own determent and His decision to focus

mounted amidships, It had a direct control jumpstart rotorhead,

all of his efforts on continuing work on the Autogyro in spite Robert Ruotolo has been a professional photographer and

which allowed the aircraft to take off vertically over a 30 foot

of the helicopter coming of age consigned Pitcarin’s rotary- writer for over 20 years in the New York City area. He turned

barrier and then translate into normal flight with out losing any

wing activities to the sidelines as new companies appeared his photography talents to aviation and has never looked

altitude.ItwaspoweredbyWarnerScarabengineratedat165hp.

on the scene that took full advantage of his pioneering back. His work has been featured in many national and work with the Autogiro and readily applied to helicopter. international publications both in aviation and other industries.

Pitcarin was kept apprised of the activities of the Cierva

In1938,thecompanywasrenamedyetagaintothePitcarin-Larsen

We Earn Our Wings

by Earning Your Trust Every Day Your Complete Aviation Insurance Resource Jim Gardner, President 1640 Powers Ferry Road, Bldg. 14 Ste. 300 • Marietta, GA 30067 678-278-2100 • Fax: 678-398-7038 www.jagardner.com

November 2015

15


Whirly Girls

Jessica Kanellos

Give it a Whirl! O ur

newest program,

” G i v e i t a W h i r l ”, w i l l

a

display aircraft (will be The main goal of ‘Give it a Whirl’ is to provide

Sunday, Februar y 28,

positive exposure to aviation with creative

( w i l l b e i n a h a n g a r ) , o r a ny o t h e r d i s p l ay o r

2 0 1 6 a t B o w m a n Fi e l d i n

and innovative education opportunities for

donation that would help make this event

Lo u i s v i l l e , K e n t u c k y. T h i s

kids and families alike at no cost. The line-up

great, please use the contact information

event will coincide with

for “Give it a Whirl” is still growing, and the

below to get in contact with a Whirly-Girl.

H A I H e l i E x p o, w h i c h w i l l

Whirly-Girls would like to invite all helicopter

Interested in participating? Contact

b e g i n t h e f o l l o w i n g d a y.

aviation professionals to join us for this event.

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

The Whirly-Girls will be

Currently signed up to assist the Whirly-Girls at

at wgsecretary@whirlygirls.org OR Joni

reaching out to local

t h e e ve n t a re B e l l H e l i c o p t e r s, G u i d a n c e Av i a t i o n ,

Schultz, Whirly-Girls VP of Operations at

youth with an invitation

J R Av i a t i o n , H e l i we b M a g a z i n e a n d s e ve r a l o t h e r s,

wgvpops@whirlygirls.org.

its

debut

hands-on

learning

e x p e r i e n c e w i t h h e l i c o p t e r s. Fr o m static displays to simulators, the kids will have the oppor tunity to get up-close and personal with the aircraft and learn what it is like to be a helicopter pilot. Whirly Girls is a non-profit, volunteer organization devoted t o a d v a n c i n g wo m e n i n h e l i c o p t e r aviation. The association this year led the helicopter industr y in record-breaking scholarship opportunities. Whirly girls that will be in attendance at the event are excited to take their drive and love for helicopter aviation; sharing it with children by providing this outreach o p p o r t u n i t y to i gn i te a p a s s i o n fo r a v i a t i o n b y b r i n g i n g p ro fe s s i o n a l s from all corners of the industry together to get k ids excited and

16

to supply an aircraft for rides, static

on

make

to come and immerse themselves into

interested in helicopter aviation.

heliweb.com

but we still need your help! If you are able

T h e m a i n goal of ‘Give it a Whirl’ is to provide p o s i t i v e exposure to aviation with creative and i n n o v a t i v e e d u c a t i o n opportunities for kids and families alike at no cost.


Image by: Tim Pruitt

November 2015 17 November 2015 17


Tragedy in Italy Finmeccanica-AgustaWestland vow to continue development of 609 in aftermath of prototype crash.

Story by Ryan Mason Images supplied by Agusta Westland

T he

long

awaited

Finmeccanica-

A g u s t a W e s t l a n d ’s h e a d q u a r t e r s f a c i l i t y i n

unconfirmed details from eyewitnesses

AgustaWestland AW609 tilt-rotor program,

Cascina Costa di Samarate ( Varese), Italy, which is

a t t h e s c e n e s t a t e d t h a t t h e a i rc r a f t w a s

in development for over ten years and looking

adjacent to Italy ’s Malpensa Airpor t. Takeoff was

on fire before impacting the ground.

fo r w a rd to p u r s u i n g ce r t i f i c a t i o n i n 2 0 1 7 ,

at approximately 10:15am. Twenty-seven minutes

suffered a setback on October 30th, 2015 with

later, real time telemetr y signals were lost with

Tragically lost in the crash were Finmeccanica-

the crash of their second prototype aircraft.

the aircraf t ’s base; it was later confirmed that

Ag u s t a We s t l a n d te s t p i l o t s, I t a l i a n Pi e t ro

Th e AW 6 0 9 re gi s te re d a s N 6 0 9 AG c r a s h e d

the aircraft had crashed into farmland in Santhiá,

Venanzi of Sesto Calende, Italy, and American

after being airborne for nearly thir ty minutes.

I taly in the Vercelli province —a town on the

pilot Herb Moran, who was living in Varese,

outskir ts of Milan— approximately 50 kilometers

Italy to suppor t the ongoing testing and

from the Cascina Costa takeoff location. Initial

d e v e l o p m e n t o f t h e AW 6 0 9 p r o g r a m .

T h e AW 6 0 9 d e p a r t e d f r o m Fi n m e c c a n i c a -


While communication about the crash has b y t h e i r c o l l e a g u e s a t A g u s t a W e s t l a n d

k nown and liked among AW staff. The pair

been limited during the ongoing investigation, a n d

had recently completed a speed record

across

the

industry

w o r l d w i d e .”

the company is assisting the Italian air crash

setting flight for the tilt rotor in September

investigation body ANSV with infor mation The crash comes on the heels of AW ’s increased

o f 2 0 1 5 . b e t w e e n AW f a c i l i t i e s i n . T h e

that will help find that cause of the crash. publicit y push on the AW609, beginning with

7 2 1 m i l e f l i g h t — b e t w e e n AW f a c i l i t i e s

Finmeccanica-AgustaWestland released an the unveiling of the aircraf t at this year ’s Heli

i n C a s c i n a C o s t a a n d Ye o v i l — t o o k t w o

initial statement in the aftermath of the crash: Expo show in Orlando, Florida —where the floor

h o u r s, e i g h t e e n m i n u t e s p o i n t - t o - p o i n t .

“Finmeccanica-AgustaWestland confirms the model was painted in both Bristow and Eastern loss of one protot ype AW609 tilt-rotor and Airlines paint schemes as platform development

The second test model of the AW609 had

the tragic loss of two pilots. The Company ’s p a r t n e r s — w i t h i n i t i a l c u s t o m e r d e l i v e r i e s

b e e n i n s e r v i ce s i n ce 2 0 0 6 , h av i n g b e e n

d e e p e s t s y m p at h i e s a re w i t h t h e f a m i l i e s. intended for 2018, following cer tification. The

used primarily to test new, additional, and

Fi n m e c c a n i c a - A g u s t a We s t l a n d i s w o r k i n g anticipated date may now need to be pushed

upgraded equipment that was added to the

with the relevant authorities to determine the back if the cause of the crash results necessitate

model. As AW moved through testing, the

cause of the accident.” The company followed a ny s i gn i f i c a nt re d e s i gn a n d t h e s u b s e q u e nt

a i rc r a f t w a s f l o w n re g u l a r l y t o e n s u re i t

up with additional comment on November 8th e x p a n d e d t e s t i n g r e q u i r e d t o e n s u r e t h e

w a s n o t j u s t f a s t , b u t s a fe, re l i a b l e, a n d

that read in par t, “Our thoughts are with their aircraft’s safe per formance ahead of certification.

economical. During the 2015 Heli Expo show,

families and friends,” said Daniele Romiti, CEO

test pilots were made available to the media

o f Ag u s t a We s t l a n d. “ Pi e t ro a n d H e r b we re Finmeccanica-AgustaWestland staff at all their

to a n s we r q u e s t i o n s o n t h e p e r fo r m a n ce

experienced pilots with long and successful facilities were lef t stunned by the news of the

c h a ra c te r i s t i c s o f t h e 6 0 9 , a n d a n s we re d

test-flying careers who will be remembered crash as the test pilots and aircraf t had made

many questions related to autorotation

for their exceptional personalities, passion, s e ve ra l v i s i t s b e t we e n t h e co m p a ny ’s Ye ov i l,

p e r fo r m a n c e i n b o t h a i r p l a n e a n d V TO L

a n d s k i l l s . T h e i r s i g n i f i c a n t c o n t r i b u t i o n UK , Philadelphia, US, and Cascina Costa, I taly

flight profiles, as well as single engine

t o t h e AW 6 0 9 p r o g r a m m e a n d o t h e r facilities. The test pilots had become well-

per formance. AW ’s test pilots repor ted on

rotorcraf t programmes will be remembered

testing to date and recent advances that included an increase in MTOW, effective cruise a l t i t u d e, a n d m u l t i p l e u p gra d e s to flight controls and operational e q u i p m e n t a b o a r d t h e AW 6 0 9 . The fate of further testing is unsure at the moment for the one remaining aircraf t, based in t h e U S , a n d c u r re nt l y h o u s e d i n Texas. Work continues on the third prototype of the AW609 undergoing c o n s t r u c t i o n a t t h e c o m p a n y ’s global headquarters in Cascina C o s t a , I t a l y. A g u s t a We s t l a n d i s intending to use the third aircraft to undergo icing testing in the US in the future. Protot ype number four will be built in the USA at a later date, although par ts including the fuselage and wing a re a l re a d y i n p l a c e a t AW ’s U S headquar ters in Philadelphia, PA.

November 2015 19 November 2015 19


The AW609 was initially not an AgustaWestland

The formation of the Bell/Agusta Aerospace

methodical, with the first flight of the aircraft

project, starting its life as a joint project between

company (BAAC) allowed for the continued joint

occurring back in 2003. AgustaWestland has

Bell Helicopter and Boeing. Together they created

development of the project until September

restated its commitment to the AW609 program

the popular militar y V-22 Osprey—an aircraft

2009 when, in a purchase backed by the Italian

in the aftermath of the crash, demonstrating that

based off Bell’s experimental model XV-15. The

g o v e r n m e n t , A g u s t a We s t l a n d b o u g h t o u t

the loss of test pilots Venanzi and Moran shall

first model of the tilt-rotor V TOL was branded

Bell’s por tion of the project. Bell citied their

not have been in vain. AW’s doubling-down on

the BA609 until March of 1998 when Boeing

dissatisfaction with the civilian market potential

the project is proof positive that the company

pulled-out of the program. Boeing’s departure

of the 609,instead focusing on development of

intends to seek certification for the AW609, and

lef t the future development of the aircraf t

their own military hybrid VTOL— the V-280 Valor.

has set out to demonstrate their commitment

uncertain until the announcement of a second partnership to continue development was made.

20

heliweb.com

to providing a unique offering in the world of Development of the AW609 has been slow and

hybrid VTOL aircraft for the civilian marketplace.


Remembering the pilots

Pietro Venanzi

Herb Moran

Earning his private pilot’s license as a

flying the overall best air display.

An experimental test pilot with over

test projects and helicopter platform

young man, Pietro’s love of flying was

Pietro was certified as an Experimental

27 years of military and commercial

upgrades during his military career.

deep-rooted and began at an early age.

Test Pilot following his time at the U.S.

aviation experience, Herb Moran had

Herb flew 35 different military and

For the past 15 years, Pietro continued this

Navy Test Pilot School between 1992 and

been dedicated to flight testing of the

commercial aircraft variants across rotary

pursuit of his passion as an Experimental

1993, preceded by his qualification as

commercial tiltrotor for over 10 years. He

wing, tiltrotor, jet and turboprop platforms

Test Pilot with AgustaWestland, and

Flight Safety Officer from the Italian Air

began his work on the BA609 in 2005 as

and maintained both FAA and EASA pilot

was the project pilot for the AW609

Force Safety of Flight School.

part of the tiltrotor development team in

certifications. Prior to his work on the

tiltrotor project, having returned to Italy

His achievements in flight testing were

both Texas and Italy.

BA and AW609, he was Bell Helicopter’s

following time spent in support of the

recognized in 2014, when, along with

Prior to joining Bell, and then subsequently,

lead pilot of a five-aircraft development

AW609 program in Texas. Pietro also

fellow AW609 pilots Dan Wells and Paul

AgustaWestland, Herb completed a storied

team of the UH-1Y and AH- 1Z. In 2002

played a significant role in the testing

Edwards, Pietro was awarded with the Iven

career in the

his accomplishments were recognized

and development of the AW139.

C. Kincheloe Award for an outstanding

U.S. Marine Corps, rising to the rank

industry-wide when the Society for

I n 1 9 9 9 , j u s t b e fo r e j o i n i n g

professional accomplishments in the

of Lieutenant Colonel. He served in

Experimental Test Pilots selected him as

AgustaWestland, Pietro was the Aide de

conduct of flight-testing.

operational and instructor tours in the

the recipient of the Iven C Kincheloe Test

Campe for the Chief of Joint Military Staff

Born in Velletri, Italy in 1962, he graduated

UH-1 and AH-1, and was presented with

Pilot of the Year award.

of the Italian Armed Forces.

from Scientific High School in 1980 and

the Navy Commendation Medal with

Graduating from the U.S. Marine Corps’

During a six-year career at the Italian

went on to attend the University of Rome

Combat Valor as a result of his overseas

Amphibious Warfare School, U.S. Naval

Official Test Centre in Pratica di Mare,

where he studied medical sciences.

deployment in support of Desert Storm.

Test Pilot School, and the Command and

Italy, Pietro worked on several test

Subsequently, he attended the Air Force

His military service culminated with duties

Staff College, Herb had also earned his

programmes in both fixed and rotary

Academy in Naples where be obtained a

as Platform Coordinator for the UH-1N Test

Bachelor of Science degree from Oregon

wing aircraft. He was also a display pilot

Masters in Aeronautical Sciences.

Team and then Operations Officer at the

State University in Civil Engineering.

at many prestigious events such as the

Pietro leaves behind a wife and four

Naval Rotary Wing Aircraft Test Squadron.

Royal International Air Tattoo, where he

children.

Herb was instrumental in the development

Among his loved ones, Herb leaves behind

and flight testing of a number of military

a daughter.

won the Sir Douglas Bader Trophy for

November 2015 October 2015

21 21


#helipix A refelction in a puddle of the the LIFESTAR Bell 407. Image by: Jimmy Garst

heliweb.com An22 Mi-24 during ‘Italian Blade 2015, a joint forces excercise held annually in Europe. Image by: Roelof-Jan Gort


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NVG Instructor Pilot Sign-Off A pilots story and the lessons learned Story by Ryan Mason

If you were to ask around about the process of obtaining an instructor pilot designation for night vision goggles (NVGIP), you’d likely get a lot of very different replies. The task of obtaining an NVGIP rating is complex to say the least, and the actual process requires a great deal of ground work on the part of the pilot trying to obtain the certification. Combine the time-consuming and complex process of gathering prerequisites with a process even the FAA seems confused by and the experience becomes‌ an experience; one that those happy few who have been successful are glad to see the end of.

24

heliweb.com


Recommendations received by the uninitiated range from

further advised that there was never a formal suspension of

still be people out there that are convinced of the need to

having to complete an extensive [and expensive] training

DPEs’ability to sign off on NVGIP certifications, which explained

undertake NVG and NVGIP ratings at their initial stage. Steht

course to having to complete a check ride with an FAA

the issue Steht had experienced when one DPE advised that

states that it’s“really only needed in a few areas of the helicopter

Designated Pilot Examiner (DPE). It is because of all the

he could certify him, but Steht would have to supply his own

industry. My advice to anyone considering it is, don’t be fooled

misinformation floating around that you might be interested

helicopter, fuel, and would be required to complete a check

into thinking it will make you more marketable as a student.

to learn that, in fact, the process of obtaining an NVGIP

ride— again, none of which is required by any regulation.

If your job requires it, they will train you on NVG operations.

certification –per FAA regulations– requires nothing more

And if your job further requires you to get an instructor sign-off,

than a logbook review by an Aviation Safety Inspector (ASI),

Through repeated communications between Steht, Rowles,

my advice is to seek out a course like the one Randy Rowles

and a sign off in your logbook. The only previsions for the

Tampa FSDO manager Glenn Herpst, and ASI Paul Kahler,

teaches at NightCon. It’s not designed to put you in a helicopter

sign-off are that you can prove you meet the requirements laid

Steht was finally able to get positive results. Herpst and Kahler,

and waste your money; it focuses on the actual teaching

out in 14 CFR Part 61 §61.195(k), §61.31(k) and §61.57(f)-(g).

alarmed by the length of time Steht had been seeking the

aspects, and how to make sure your students get all of the

truth without results, took a personal interest in his case.

relevant learning that they need completed as you teach it.”

When it comes to actually obtaining the sign-off by convincing

Both men worked with the FAA’s

the FAA to sign your logbook, the process is, in actuality,

DC office to ensure that the FAA

somewhat more complex. Take , for example, the case of

followed its own established

pilot Rob Steht. It took Steht nearly three years to obtain

procedure correctly. They asked

his NVGIP certification. Like many, he was referred from one

Steht to submit copies of his log

flight standards district offices (FSDO) to another around

book for review to Kahler who,

the country. The commonly received response became: “we

by the regulations as an ASI for

know what the CFRs say, but we don’t have anyone here that

the Tampa FSDO, is permitted

can certify you”. When Steht pushed for a solution, he was

to sign-off an NVGIP assuming

bounced from a FSDO who referred him to a civilian DPE,

the pilot meets the prescribed

who then referred him to a flight school, that subsequently

standards, which Steht exceeded.

recommend the completion of a completely unnecessary NVGIP course— the cost of which varied between $7,500 and

Even while the paperwork wound

$9,000 (USD) to complete. When Steht pushed the flight

its way through the Tampa FSDO

schools on whether completing the course would allow him to

office, Steht continued talking with

obtain his certification, some of the schools were bold enough

Randy Rowles. Robles advised that

to state that presenting the school’s certificate to the FSDO

the FAA would finally be issuing

would then grant him his NVGIP certification— despite the

their policy at NightCon in Dallas,

fact that there is no requirement for a specific NVGIP course

TX in August of this year. Steht

to be completed in any practical test standard (PTS) or CFR.

finally received his NVGIP signoff two weeks later, after meeting

Tired and exasperated from making repeated calls to

with both Kahler and Herpst.

unhelpful FSDOs around the country led Steht to investigate

Steht shared, “I’m happy to finally

further into why no one in the country was seemed to be

have someone at the FAA take a

able to give a sign-off that —according to the FAA— was

personal interest in sorting this

simply a matter of a logbook review. Steht’s research led

out for me like Glenn Herpst and

him all the way to FAA headquarters and exchanges with

Paul Kahler did. Otherwise I would

Sean Hayes, the FAA’s head safety inspector. As fate would

likely still be chasing phone calls

have it, Hayes had been in the process of writing an official

and getting bad information.”

FAA policy on the issuance of NVGIP sign-offs (previously

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suspended at the DPE level) that would shift the responsibility

Upon reflection, Steht wants to

of NVGIP logbook reviews to an ASI at the FSDO level.

make sure that other pilots do

Relief came in part when Steht contacted Randy Rowles, a

not get bad information like he

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was given by multiple sources.

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November 2015

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To be featured in the #helipix section of the magazine, dont forget to tag @heliweb on Instagram or email your pic to news@heliweb.com

Sydney Helicopters AS350FX2 over Mount Panorama Racetrack in Bathurst, New South Wales, Australia during the recent running of the iconic Bathurst 1000 motor race. Photo by: James Williams

November 2015

27


Product Review

Pro Flight Gear PACE, Zero-G and FAABS FAABS, PACE and Zero-G; lots of letters right? Well, let me explain. During the Airborne Law Enforcement Association conference and expo back in July of this year, I met Simon Henley from Pro Flight Gear, LLC at their booth. There are usually several helmet aftermarket product suppliers at every convention, but one of their products caught my eye. The Fully-Articulating Air Bladder System (FAABS) was sitting on their display. I picked it up to try and understand what it’s purpose was, as it appeared to be an undersized version of two interconnected plastic ear seals that were joined by a tube, along with what appeared to be an airbag pump. Upon further examination, the team explained it to me as a helmet-fitting device that ,in layman’s terms, turns your helmet (Gentex, ALPHA, or other) into a giant pair of Reebok pumps, for those of you who remember those shoes. I was intrigued enough to want to test out this new

The bladder material of the FAABS is made from

wearing them. Not so with the kit from Pro Flight

tech, so I requested a demo unit to see what the

high-quality materials that are used in G-suit life

Gear; the setup remained all-day comfortable.

latest invention from Pro Flight Gear had to offer.

preserver bladders to ensure they meet the rigors

The

When I received the test unit, it happened to

of aviation use and the ‘pump bulb’ is sized so that

Earphone (PACE) system can work with either

arrive right before we were due to fly out to do

you feel immediate feedback from each pump of the

basic (non-molded) earpieces or custom fit

a story on Chuck Aaron in Las Vegas.

Passive

Attenuation

Communications

As luck

bladder. The quick-release valve is easy to locate

in-ear canal molded earpieces. The PACE kit

would have it, I tested this equipment not just

on the bladder setup, and allows rapid deflation of

consists of the earpieces, PACE earphone cable,

under normal flying conditions, but under some

the FAABS system for easy removal of the helmet.

and SMB PACE adaptor. The PACE earphone

pretty

unusual

inverted,

rolling,

and

extreme

and

circumstances—

back-flipping

cable is a dual-wire system going to both ear

through

Putting on the helmet complete with FAABS, PACE

plugs. The cable then connects into the PACE

the sky in the infamous Red Bull helicopter.

and Zero-G liner and ear seals takes a little practice,

SMB adaptor at the back of the helmet. On

but immediately after putting it on, you’ll notice the

an SPH or HGU-56 helmet it uses an existing

immediate reduction in outside noise— even before

hole, so the kit requires no drilling to make it

How it works

inflating the FAABS unit to ensure a comfortable

work— an important feature to note for keeping

The FAABS device essentially fits within the space

fit. Once you have given the air pump a couple of

the full structural integrity of the helmet intact.

where the old foam spacers would sit and —through

squeezes, it really is one of the most comfortable fits

the use of the attached pump that can be located

I’ve ever had on a helmet. It should also be noted that

The PACE system is designed to work in

at the rear of the helmet at a location best suited

when helmets fit well at first, they often don’t feel that

conjunction with the Zero-G upgrade kit. The

to the individual— can be hand pumped and

way after sustained use in my experience. Some of the

Zero_G is comprised of the ear-cup, filler pad,

deflated with one hand to pump-up the ear cups,

nicest initial fitting helmets I have tried over the years

receiver, receiver retainer and ear seal. Having

creating a perfect comfortable fit for the wearer.

have also given me a headache after an hour or so

used roughly four different sets of ear seals

28

heliweb.com


—from foam to gel— over the years, I noticed

out on first wear of the helmet. In all honesty, with a few

the helmet with the PACE system. While our testing was

the comfort of the Zero-G version immediately

more flights and a little more practice, I am likely to avoid

not scientific in nature, it was a highly noticeable change

once I put it on. The kit seems to have a larger

that kind of mishap, but another inch of cable would not

from the standard I was used to, and the improved audio

width than traditional ear seals I have worn

go astray for the larger cranium types such as myself.

transmission quality also deserves high marks.

previously, therefore keeping my ears from

The

standout piece of this system from the testing has to be

actually touching the retainer on the inside of

Most test flights are done in a helicopter from a point A

the invention by Pro Flight Gear of the FAABS system. It

the ear seal. That was a first for me, and when

to point B flight. Well, when the chance came up to take

gave a much more comfortable fit of an SPH model helmet

combined with the whole setup including the

the test unit up in the air with Chuck Aaron, I of course

than I had ever experienced with previous equipment. As

FAABS, it made for an extremely comfortable fit.

jumped at the chance at testing it under duress, so to

a combination product system, Pro Flight Gear clearly

speak. In the haste to get buckled into my seat and listen

has a winning product. We hope they continue to be

to how our aerobatic flight was to proceed —coupled

innovators in the market, always seeking ways to improve

with the anticipation of not knowing what to expect

pilot comfort and communications in the years to come.

Wearing the gear As I mentioned previously, I have had several

from flying inverted in a helicopter— I made the horrible

helmets that have proclaimed to be a great fit,

mistake of not buckling my chin strap! Something that

which on the surface they were, but fell short. Often,

would have been completely obvious in my standard

in the long run, the pressure of the helmet would

helmet with its ‘room to move’ the second I turned my

gradually produce with a sore head, and much

head in the helicopter. It sounds like a made up line, but I

relief when finally able to remove it. I deliberately

flew inverted in a helicopter and the fit was so good with

have a larger sized helmet based on my previous

the mods applied to the helmet that I never even knew

experiences, to give myself extra room to move.

that it was unbuckled until we landed and I reached up to unbuckle the helmet, realizing my mistake. My heart

The unfortunate side effect to that being a little

sank at the possibilities that on this flight more than any

helmet movement, usually at the worst possible time.

other, the ramifications of having an unbuckled chin strap

Enter the Zero-G helmet comfort liner to the already

would be dire in the event that we were in an emergency.

plentiful mods and I had, and it made for somewhat of a brain bucket trifecta. When using my usual liner,

The thoughts ran through my head of what I might

I am well versed in taking off my helmet and wiping

have done had it come off while we were inverted

the sweat from my head that has built up after even

and frantically reaching for my wayward helmet, until

the shortest flight. Upon removing the helmet for the

I realized that during this unintentional baptism of fire

first time [with the Zero-G installed] I was pleasantly

I put the Pro Flight Gear equipment through, there was

surprised to realize that I had no sweat to get rid of; the

not a single hint that my helmet was loose. For anyone

helmet liner’s thermal stability had proven extremely

who has realized their chin strap was undone the second

effective as well as comfortable throughout my flight.

they moved their head in just the right way and it has

Unexpected Bonuses

the telltale small amount of ‘give’ to let you know you better reach up quickly and get it secure, the PACE and FAABS installed on this helmet performed incredibly.

As one would imagine during a test and evaluation

The setup performed so well that I had absolutely no

flight, I was looking for even the slightest thing that

idea that I was missing a chin strap… on the one flight

you can find wrong with a product, to ensure that

you would assume it would be of utmost importance.

while writing this review, that you have a mix of the good and bad of a product to share with readers. Finding something that wasn’t great in this mix of

Final Thoughts

helmet improvements was difficult to say the least.

Overall, the PACE and FAABS system mods, coupled with

The only con that I could possibly say was a small

the Zero-G ear-seals and comfort liner, make helmet

issue; the length of the PACE earphone cable, which

wearing a much more comfortable process. The noise

likely has enough cable for the average head, but on

cancellation earphones (according to the supplied

my giant melon, seemed just a little snug and led to

documentation) reduces 17 dB of ambient noise while

me accidentally pulling one side of my earphones

allowing speech intelligibility up to 97% when used in

Have a product you would like us to test and evaluate for a future product review in heliweb? Contact us at news@heliweb.com

November 2015

29


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Robinson announces new R44 Cadet 2 seat helicopter Is this the answer to a new multi mission capable helicopter from Robinson?

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The

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the R44 Raven I; however, the and

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aft

Robinson

The

Cadet

recently that they have been working

Helicopter

announced

with

the

has

in

less than the Raven I). Engine

on a new version of the R44. This

mind said Robinson in a recent

power is derated to 210 HP

iteration of the helicopter boasting a

press

takeoff/185

2 seat configuration and eliminating

be

other

(down from 225/205 HP in the

the rear seats as seem in all other

missions with the removal of the

Raven I). The lower weight and

current variants of the R44 model.

rear seats seen in previous models.

derated power provide increased

release,

suitable

been

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it

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gross weight is 2200 lb (200 lb

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than

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A variety of optional equipment will be available Cadet

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including

on the new

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Robinson,

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The base price for the Cadet is said to

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R o t o r f o c u s

HONEYWELL SIGNS ENGINE CONTRACT WITH MARENCO SWISSHELICOPTER H o n e y w e l l A e r o s p a c e ( N Y S E : H O N ) c o s t o f o w n e r s h i p,” s a i d S t e v e L i e n , v i c e

“ I n c r e a s i n g o p e r a t i o n a l e f f i c i e n c y, w h i l e

h a s s i g n e d a c o n t r a c t t o s u p p l y i t s president, D efense and Space I nter national

simultaneously reducing maintenance time

next-generation

and costs, is an ever-present concern,” said

to

Marenco

HTS900

e n g i n e at Honeywell Aerospace. “Beyond better

S w i s s h e l i c o p t e r. performance,

the

HTS900

produces

Martin Stucki, CEO at Marenco Swisshelicopter.

s u b s t a n t i a l m a i n te n a n ce s av i n g s, m e a n i n g

“ H o n e y we l l i s e n a b l i n g u s to d o t h i s w i t h

Th e H TS 9 0 0 , w h i c h g e n e rate s s t ro n g operators can focus more on keeping their

a future -proofed pack age that allows us

p e r f o r m a n c e a t h i g h a l t i t u d e s a n d helicopters in the air and running missions

to increase power — and therefore payload

i n h o t t e m p e r a t u r e s w h i l e r e d u c i n g r a t h e r t h a n o n t h e g r o u n d g e t t i n g f i xe d .”

— as well as providing room for engine

e m i s s i o n s a n d p i l o t wo r k l o a d, i s to b e

g r o w t h w i t h i n t h e s a m e a r c h i t e c t u r e .”

installed in the new Marenco SKYe SH09 M arenco Swisshelicopter pilots will benefit helicopter in the first production aircraft f r o m i n c r e a s e d p a y l o a d c a p a c i t y a t h i g h

Three HTS900 engines have already been

agreement for the new Honeywell engine. a l t i t u d e s a s a r e s u l t o f t h e H T S 9 0 0 ’s h i g h

delivered to suppor t a prototype flying

p o w e r - t o - w e i g h t r a t i o. T h e e n g i n e , w h i c h

program. This includes one instrumented

“ The Honeywell HTS900 engine provides w e i g h s j u s t 3 3 8 p o u n d s , f e a t u r e s a d u a l

engine to suppor t Marenco Swisshelicopter

helicopter owners and pilots with twin- c e n t r i f u g a l c o m p r e s s o r t h a t g e n e r a t e s a

in its certification activities with the

e n g i n e p e r f o r m a n c e w i t h a s i n g l e - power output of over 1,000 shaft horsepower

Eu ro p e a n Av i a t i o n S a fe t y Ag e n c y a n d t h e

engine installation. This means better w h i l e a l s o r e d u c i n g f u e l c o n s u m p t i o n .

Fe d e r a l Av i a t i o n Au t h o r i t y t h ro u g h 2 0 1 6 .

per for mance and efficienc y for a lower

November 2015

31


Helinews

32

heliweb.com

Story & Images by Ryan Mason


Cover Story

A living legend of aviation and helicopter aerobatic pioneer, Chuck Aaron hangs up the helmet after 250 airshows, 10 years and no accidents

November 33 2015 September2015

33


To all who meet him, Chuck Aaron is an unassuming

of completing his helicopter flight training in

when the project was completed, Aaron was the

character— soft-spoken, thoughtful, and genuine.Were

the summer of 1972 in South Carolina. His first

first aircraft to land on the newly constructed

it not for the blonde locks and trademark handlebar

paying helicopter work was in the Bell 47 and

runway after its completion. Never one to sit

mustache that belie that there may be more to the

Hughes 269, doing agriculture work spraying

idle, Aaron also started a second company in

father of five who just so happened to have invented

Oranges in Florida and cotton in South Carolina.

Orlando buying, rebuilding, and selling used

civilian helicopter aerobatics in the United States.

In 1975, Aaron set out on his own, starting a part

aircraft— a business he is still involved in today.

History

135 company in Orlando, Florida which he named the Helicopter Flying Service. Aaron began bidding

In late 1990, Aaron was offered a buyout for

The story of this aviation pioneer starts like that

to fly every kind of job there was in the area—

the Helicopter Flying Service by a wealthy

of many men in the late 1960s; The son of a father

from towing banners to aerial photography. If

businessman, which also led to the next

who served in both the Royal Canadian Air Force

there was a job to be done, Chuck Aaron would

step in his career- a job offer working for

and the US Army Air Corps, Chuck Aaron led the

do it. As his business began to flourish, Aaron

Tsirah Corporation in Chicago, Illinois flying

relatively normal childhood of an Air Force brat

needed more helicopters to cope with the amount

a corporate Agusta 109. After 6 years in the

until the late 60s. He was drafted into the U.S.

of work coming in. He purchased a Hughes 269,

Windy City, Aaron packed up and headed west

Army in 1968. As the United States’ participation

Bell 206, Sikorsky H19, and H34 over the years.

to a warmer climate, settling in Camarillo,

in the Vietnam War was drawing to a close,

One of the most notable contracts that Aaron’s

California, where he still calls home today.

Aaron was scheduled to be sent to Vietnam, but

business secured during his time in Florida was

a change of orders sent him to Germany instead.

conducting aerial photography operations over

I n C a m a r i l l o , t h a n k s t o A a r o n’s h a r d

His stint was relatively short, ending in 1970 at

the Kennedy Space Center in Cape Canaveral. He

work,

the end of his draft requirement. Aaron’s flying

was contracted to take photos of the construction

business began to flourish as he

career started when he utilized funding from

of the new runway for the Space Shuttle — at the

continued to purchase, rebuild, and

the GI bill to allow him to realize his ambition

time, the longest runway in the world. In 1983,

sell aircraft of all shapes and sizes.

his

Actor and pilot Harrison Ford (Left), with Chuck Aaron and fellow aviation legend Bob Hoover

heliweb.com

restoration

and

resale


In 1998, Aaron built a Bell AH-1 Cobra entirely from

it pertained to helicopters. Mateschitz and Hannes Arch

rigors of flying inverted and sustained flight conditions

spare parts. He kept the ship for many years, even

soon approached Aaron to ask if he thought aerobatics

helicopters were not initially designed to handle.

exhibiting it several times at Helicopter Association

were possible in a helicopter. That fateful conversation

The official modifications made to the Red Bull

International’s Heli-Expo. As word spread of his

started the chain reaction that would ultimately force

helicopters are still confidential and proprietary

successful rebuild of the helicopter, his services

the consideration of many things that were never

information belonging to Red Bull as part of the

were requested for a steady stream of TV, movie,

before part of the helicopter side of general aviation.

agreement Aaron signed. He will, however, reveal the

That conversation started a chain reaction that would force many people over the years to ‘think outside the box’ and have to consider things that were never before part of the civil aviation world as it pertained to helicopters.

theory behind the modifications in general terms;

and commercial work flying the helicopter

in

movies

such

as

Rock,

the

television shows Walker - Texas Ranger

and

NCIS

as

well

as

shooting

numerous television commercials that the

featured helicopter.

making the helicopter lighter and moving the Center of Gravity of the aircraft forward make the aircraft nose heavy. The relocated CG assists in aerobatic maneuvers. Additional reinforcements were also strategically placed, generally making the aircraft stronger throughout.

The battle for certification Chuck Aaron is truly a pioneer in the world of helicopter

aerobatics.

Although

aerobatics

had

been performed in other helicopters, such as the AH-64 Apache, they were done in a flight testing environment, and not as something that was done routinely and repeated sometimes weekly, like Aaron intended to do in frequent air shows. The number of obstacles involved in launching the Red Bull

The Red Bull Journey Begins

When he was asked if aerobatics in a helicopter

aerobatic helicopter would —to the layman— appear

was

insurmountable. To Aaron, they were just a ‘To-Do’ list.

even

possible,

Aaron

flatly

replied, “No”.

In 2006, after completing the modifications, Aaron Aaron’s

already

impressive

a

After giving it considerable thought, two weeks

sought approval from the FAA for an experimental type

dramatic turn when the owner of Red Bull,

later, Aaron called Mateschitz back to tell him he had

rating for his customized 105 and ran across his first

Dietrich

to

reconsidered his answer. Aaron explained that he did

hurdle; no one in the FAA had ever certified a helicopter for

purchase the Cobra helicopter. Red Bull at

indeed think it was possible— but only in a BO-105,

aerobatic flight. Aaron recalled, “I just needed someone

the time was in its infancy of its now global

adding the caveat that it had never been done in civilian

to listen and be reasonable” when it came to aircraft

conglomerate

aviation. Aaron’s focus on the MBB BO-105 was because

and pilot certification for aerobatics in the helicopter.

Mateschitz,

of

story

approached

extreme

sports

took Aaron

interests.

of the helicopter’s capability to sustain repeated Mateschitz explained that was in the process of

aerobatic maneuvers, although he still felt the ships

After

putting together what he called “the Red Bull Air

would require substantial modifications. He went on

given as an experimental aircraft for aerobatics.

Force”. Aaron agreed to sell the Cobra to Red Bull, and

to add that if the aircraft acquisition and modification

The approval of the certification allowed Aaron to

it is now part of the Flying Bulls Aerobatic Team and

process was even possible, it would still be a gamble

shift his focus to teaching himself maneuvers that

can still be seen flying in European air show today.

on Red Bull’s part. At that time it was far from certain

no one had ever attempted in a civilian helicopter.

Further conversations with Dietrich Mateschitz

that aerobatics in a civilian helicopter would ever even

While Aaron perfected a lot of his signature act

and other members of the Red Bull team led to

be certified by the Federal Aviation Administration.

himself, in early attempts, he struggled with the roll

a job offer doing aerial work in a Hughes 500 for

several

months,

certification

was

finally

maneuver and reached out to former German Army

Red Bull. After a short period of watching Aaron’s

Without hestitation, Mateschitz decided it was worth

test pilot Ranier Wilke, who had performed rolls in a

capabilities- led to a discussion with Mateschitz

the risk and gave Aaron the green light to purchase two

military setting with the BO-105. Wilke, offered insight

and Hannes Arch where Aaron was asked if he

BO-105s, and begin performing any modifications he

and advice that Aaron was able to apply to his own

thought aerobatics were possible in a helicopter.

thought necessary to sustain aerobatic flight maneuvers

flying. May of the lessons learned ultimately led to

That conversation started a chain reaction that

in a helicopter. Aaron, an accomplished Airframe &

the successful completion of his roll maneuver that

would force many people over the years to ‘think

Powerplant mechanic himself, readily accepted the

along with the rest of his jaw dropping routine, has

outside the box’ and have to consider things that

challenge. After purchasing the two BO-105s, Aaron

thrilled crowds around the world for almost 10 years.

were never before part of the civil aviation world as

began work on modifying the helicopters to meet the

November 2015

35


Once he was comfortable enough with loops and rolls to call it a routine, it was time for Aaron to confront another barrier. It was time to approach the FAA and request to be certified for aerobatic flight in a helicopter. Aaron was once again met with the familiar response from the FAA: “We don’t have anyone capable of certifying you to do that”. Interestingly enough, and thankfully for Aaron, the FAA saw that this was an area in which they lacked a person capable to qualify a pilot with a request such as his, and decided to remedy that. Searching for the right candidate to fill this newfound role, the FAA approached Rich Lee, chief test pilot for Boeing on the AH-64D Apache project, and former test pilot for MD Helicopters (at that time Hughes/ MDHS). A Vietnam veteran with over 860 combat

Aaron performed over 250 airshows in his 10+ years of helicopter aerobatics.

flight hours and over 20,000 hours total time, Lee was also already an FAA Designated Pilot Examiner (DPE). Lee was viewed by the FAA as the only pilot/ DPE who, at the time, possessed both the requisite knowledge and experience to certify a pilot in an area that had never been previously considered by the FAA. Lee and Aaron would form a lasting friendship. Aaron credits Lee’s mentorship as one of the keys to his success in aerobatics due to Lee’s wealth of experience in the helicopter industry. To obtain certification, Aaron was required to sit through a grueling six-hour long oral exam with Lee, followed by a forty-five minute flight exam in which he would perform his newly learned maneuvers, and demonstrate his self-taught safety precautions in the event that something went wrong. Finally the check ride was complete; Aaron had earned the sign off as the first certified aerobatic helicopter pilot in the world and one of only three worldwide today. Aaron would go on to perform at over 250 airshows and public appearances for Red Bull during his career as an aerobatic pilot, culminating in his final performance at the Red Bull Air Races in Las Vegas, Nevada on October 18th, 2015. Other highlights in Aarons career as a Red Bull pilot included many cameo’s

in

television

and

movie

productions

flying the Red Bull helicopter, most recently in the latest James Bond film ‘Spectre’ with his portion filmed in downtown Mexico City in Zocalo Square.

heliweb.com

Aaron credits a lot of the man he is today to his father, Col. Tex Aaron (USAF).


H

Cover Story

The number of obstacles involved in launching the Red Bull aerobatic helicopter Airshow performer Patti Wagstaff with Rich Lee, Chief Experimental Test Pilot for Boeing and the DPE that signed off Aaron as the first civilian aerobatic helicopter pilot in the world.

would to the laymen appear insurmountable. To Aaron, they were just a ‘To-Do’ list. November 2015


Cover Story

Safety Since the inception of the idea of flying

so in Aaron’s case. He explained that, very early in his

a civilian helicopter aerobatically, safety

to evaluate how the airframe performed

aerobatic training, a friend on the airshow circuit - Bill

has been first priority for Chuck Aaron

under the stresses of each maneuver by

Reeseman circuit offered a few bits of sound advice:

and the Red Bull team. Being a pioneer

carefully reviewing each piece of footage

“Never look at the crowd” and “treat every flight like it is

in the industry did not come without its

both in flight —on several three-inch

a practice flight”. Aaron heeded the advice. His first time

challenges. Once the physical modifications

monitors mounted in the cockpit— and after

even seeing the crowd at each show he performed was at

were made to the helicopter were made, it

each flight to ensure that the helicopter

the

completion

was up to Aaron to ensure his own safety.

was

his

signature

not

suffering

excessive

stress.

crowd

right

of

his

“wave” before

routine,

after

maneuver

to

departing

performing salute

the

the

airshow.

That assurance rested just as much in his

That evaluation allowed him to gauge the

own ability to fly as it did the mechanical

need to adjust his flying, ensuring that

Aaron had a routine for each show performance, starting

limitations of the MBB BO-105 he had

the structural integrity of the helicopter

with the completion of an extremely thorough preflight

chosen for the task. Aaron’s propensity for

remained sound throughout his routine.

and then taking ‘quiet time’ to pray before powering up-

attention to detail, along with his concern

One would anticipate that, having done so

going through a mental assessment of the risk factors

for safety, led him to install cameras and

many airshows,a pilot might be inclined to

and how he was going to perform his routine to make

G-meters all over the first helicopter. He

push their aircraft based on crowd reaction

sure he was mentally focused and prepared before

made use of the cameras for many years

to the maneuvers being performed. Not

facing the demands that his airshow routine required.

heliweb.com


H

What’s Next?

business in the period he has been flying

in 2011 to the Society of Experimental

for Red Bull and he will slowly star t to

Te s t P i l o t s , b e i n g a d m i t t e d t o t h e L i v i n g

Upon reflecting on his more than 10 years

reestablish the aircraft restoration side

Legends of Aviation in 2013 and being

in helicopter aerobatics, Chuck Aaron has

of the business that he has had little

v o t e d P i l o t o f t h e Ye a r b y t h e H e l i c o p t e r

learned many lessons along the way and

time for while flying coast to coast in

Association International (HAI) in 2014

feels

the Red Bull helicopter to get from show

While per forming his airshow routine for

shows doing what can only be viewed as

grateful

to

countless

very dangerous work, while factoring in

has remained an active business and he

fans over the years has always been a

ever y safety precaution possible to ensure

is looking for ward to getting back into

highlight for Aaron, he reflected on one

a safe flight, he feels it is time to hang

the day to day operations of restoring

of his favorite parts of his time doing

up his Red Bull helmet without tempting

aircraft and is investigating reentering

airshows, stating “the view at my desk

fate

the

too

to

much.

have

Aaron

completed

stated

“I

250

have

s h o w.

His

of

spectators

and

w a s e v e r c h a n g i n g f r o m d a y t o d a y, t h e view changed every minute while flying

and tens thousands of loops and rolls

part

across the countr y at 300 feet to get

The time was right to finish up now and

business

work,

thousands

motion

his

charter

helicopters

picture work and flight instruction as of

of

FX

flown 250 airshows, thousands of hours w i t h o u t e v e r h a v i n g c r a s h e d a h e l i c o p t e r.

world

company

going

for ward.

Career Highlights

from one show to another and I got to see things that few did, from fantastic

l o o k t o w h a t t h e f u t u r e h a s t o o f f e r ”.

Aaron has received much recognition for

s c e n e r y, t o w i l d a n i m a l s r o a m i n g f r e e

When asked what is next for the aviation

his work in helicopter aerobatics over the

i n t h e w i l d e r n e s s a s I f l e w o v e r. I t ’s a

p i o n e e r, w h o h a s b e e n f l y i n g n o w f o r o v e r

years, most notably the Art Scholl award

v i e w t h a t f e w g e t t o s e e r e g u l a r l y, b u t

44 years and over 20,000 flight hours

in 2009 from the International Council of

one I was for tunate enough to witness

said that he has always maintained his

Air Shows, being admitted as a test pilot

almost

daily-

I t ’s

nature

at

its

b e s t ”.

November 2015


Looking at the industry Aaron

looks

at

the

industry

c u r re n t l y

as

being

s o m e w h a t p i l o t h e a v y, d u e t o t h e i n f l u x o f p i l o t s transitioning out of military service after tours in I r a q a n d A fg h a n i s t a n , c o u p l e d w i t h t h e a m o u n t o f service members taking advantage of their post 9/11 b e n e f i t s t o c o m p l e t e f l i g h t t r a i n i n g, h o we ve r v i e w s t h e i n d u s t r y a s b e i n g c yc l i c a l a n d n o t i n g t h a t a l t h o u g h right now is a tough time to be entering the helicopter

Helicopter

Cover Story

Aerobatics

i n d u s t r y. “ t h e re i s s t i l l h o p e fo r l o w t i m e p i l o t s a s t h e industry

has

“I have flown 250 airshows, thousands of hours and tens thousands of loops and rolls without ever having crashed a h e l i c o p t e r. T h e time was right to finish up now and look to what the future has t o o f f e r ”.

experienced c y c l e s through high and

low

pilot demand periods the

in

time

have

I

been

f l y i n g . A l t h o u g h it

may

be

hard to find a

suitable

o

p

e

n

p o s i t i o n in

the

i n d u s t r y c u r re n t l y, t h e re a re j o b s o u t t h e re o n c e y o u g e t t h e r i g h t a m o u n t o f h o u r s” A a ro n s a i d. A a r o n’s s o n C h a r l e s T. A a ro n i s o n e o f t h e p i l o t s in

the

market

right

now

trying

to

find

their

w a y i n t h e b u s i n e s s. A s t h e t h i rd g e n e r a t i o n o f h e l i c o p t e r p i l o t s i n t h e A a ro n C l a n , C h a r l e s w a s taught to fly by Chuck himself at the age of 19 and now blazes his own trail as a pilot, flying a B e l l J e t r a n g e r fo r a c o m p a ny b a s e d i n C a l i fo r n i a .

Conclusion W h i l e h i s t i m e a s a n a e ro b a t i c p i o n e e r m a y b e o n t h e

Dietrich Mateschitz Founder of the Red Bull Company, Mateschitz is also the brains behind the Red Bull extreme sports brand that supports extreme sports athletes and teams of every kind, covering every discipline of flight from helicopters, to the Red Bull Air Race and even wing suit flying. Red Bull also supports a multitude of other athletes in extreme sports involving both physical endurance and motorsport. Mateschitz vision and imagination is the reason that Chuck Aaron even considered flying an aerobatic helicopter. His suggestion of flying helicopter aerobatics led Aaron down a path that would keep him busy for over 10 years and make him a household name.

b a c k b u r n e r fo r n o w, i t ’s l i k e l y t h a t t h i s i s n o t t h e l a s t t h e i n d u s t r y w i l l s e e o r h e a r o f C h u c k A a ro n . Wi t h h i s s w a n s o n g b e i n g s o m e t h i n g t h a t n o t m a ny c a n c l a i m – being the center of the opening scene of a James B o n d m o v i e, t h e l i v i n g l e g e n d o f a v i a t i o n t h a t i s C h u c k “ M a l i b u” A a ro n i s l i k e l y t o s t i l l b e a p ro m i n e n t f i g u re i n t h e a v i a t i o n i n d u s t r y fo r m a ny ye a r s t o c o m e. E ve n w i t h o u t t h e f a m i l i a r r e d w h i t e a n d b l u e h e l i c o p t e r, t h e s i g n a t u r e b l o n d e l o c k s a n d m o u s t a c h e o f A a ro n a re l i k e l y t o h a ve n o t f l o w n o f f i n t o t h e s u n s e t j u s t ye t .

heliweb.com

Mateschitz started the Red Bull company in 1987 with a recipe for a canned drink that invented an entirely new market- Energy Drinks, and while there will only be one Red Bull, the industry has spawned thousands of spin off products and companies that have tried to emulate the success of Red Bull, that has now sold over 5.6 billion cans .

Ric

Lee is , like Chuck Aaron of the helicopter avia considers Lee a lifelon great deal of his succe Lee from his wealth of e

Not many people can transfers of ownershi is an exception to t working originally f Company in Californi where Lee continued McDonald Douglas an experimental test pilo

Lee is one of few othe have performed loops i person the FAA turned that posessed the uniq required to certify som aerobatics. That perso Lee was the person worlds first civilian ae


H

The

Ranier Wilke

ch Lee

n an innovator and legend ation community. Aaron ng friend and attributes a ess to lessons learned from experience in the industry.

n say they survived several ip of companies, but Lee the rule, having started for the Hughes Aircraft ia, which was then split , d working for the offshoot nd then Boeing as the chief ot for the AH-64 Apache.

er people in the world to in a helicopter and was the d to when they had no one que skills and knowledge meone in civilian helicopter on was Chuck Aaron and to certify Aaron as the erobatic helicopter pilot.

A former German Army test pilot, Ranier Wilke was the person Aaron turned to when trying to perfect his roll manuever , Wilke ; with his many years of experience in helicopters had per formed aerobatic manuevers in several helicopters, including the MBB BO-105 that Aaron would go on to fly for 10 years. I t w a s W i l k e ’s a d v i c e t h a t l e d t o A a ro n p e r fe c t i n g h i s te c h n i q u e a n d completing his first roll. Wilke would go on to become one of only two other pilots in the world that is qualified along with Aaron to per form civiiian aerobatic routines at airshows around the world. Wilke now also works for Red Bull and performs in a ‘sister ship’ MBB BO-105 on the European airshow circuit, performing a similar routine to that of which Aaron per forms in the United States.

Players

Sigi ‘Blacky’ Schwarz As head of the ‘Flying Bulls’ Sigi “Blacky ’ Schwarz runs the flying re q u i re m e n t s o f a l l o f t h e R e d B u l l aircraft in Europe as well as being the third person qualified to fly civilian a e ro b a t i c s fo r a i r s h o w s wo r l d w i d e. A a r o n r e f e r s t o B l a c k y a s h i s ‘ B o s s’ when working for Red Bull and considers him also a valued friend and someone who possesses a wealth of k nowledge in helicopter aviation and was Aaron’s first mentor in aerobatics. Black y was also signed off to per form aerobatics in the United States by the FA A , b e c o m i n g t h e s e c o n d p e r s o n to b e gi ve n a n a e ro b a t i c h e l i c o p te r license classification after Aaron. Schwarz can be seen per forming re g u l a r l y a s p a r t o f t h e f l y i n g b u l l s or per forming routines in the MBB B O - 1 0 5 a ro u n d E u ro p e a t a i r s h o w s.

November 2015


Helinews Tilton Company, and an iconic American brand.”

a new air medical service throughout seven counties

announced

Jersey.Metro’s

MD also announced the granting of Type Acceptance

completions center in Shreveport, Louisiana

from the Civil Aviation Authority of New Zealand

will complete an EC135 T2+ for Cooper Air Med.

H19NM. This

certification

is

all-inclusive

and

The new service will offer critically rapid

authorizes restriction-free import and operation of

transport from emergency scenes, as well

the MD 900/902 Explorer throughout New Zealand.

as inter-facility transfers.

Metro is a Part

in

MDHI’s twin-engine, 8-seat, MD 900/902 Explorer

135 Air Carrier and follows a traditional

entered the commercial market in 1994, setting

air medical business model, operating for

Waypoint leasing (Ireland) the largest independent

new and still enduring benchmarks for safety,

several hospital programs across the U.S.

global

quiet operation, versatility and low cost operation.

leasing

company.

deals

New

October, with the most significant coming from helicopter

several

southern

(CAANZ)based on its FAA Type Certification No.

AgustaWestland has bumper month AgustaWestland

of

Waypoint

ordered 18 total helicopters ranging between the AW169, AW139 and AW189.

Waypoint

already owns 31 AW aircraft and will increase their total number of AgustaWestland aircraft to 49 when deliveries are complete in 2019.

Airbus signs multiple deals at AMTC Airbus

Helicopters

and

Korea

Aerospace

Industries are to jointly market Korean light

MD unveils new logo, Gains CAANZ approval for 900/902

armed attack helicopters and light utility civilian helicopters globally.The marketing, which includes the offer of comprehensive after-sales support services, comes through

MD Helicopters released their new corporate logo

a memorandum of understanding signed

this month, prominently featuring a Phoenix design

in the South Korean capital. Details of the

with inlaid American flag. An MD spokesperson stated “This new mark combines a strong, contemporary font with bold American flag imagery adorning

marketing effort are to be established in

Metro Aviation partnering with Cooper University

the months ahead by a joint working group.

the silhouette of a Phoenix. The combination is

During this years AMTC conference in Long

a celebration of our pride in and commitment

Metro Aviation will welcome a new operations

Beach, Airbus also announced sales of two

to American Manufacturing, and our unwavering

customer

Cooper

H135 series helicopters to Stat Medevac to

focus on Rebirth, Revival and Renewal as a Lynn

University Health Care are partnering to launch

add to their 20 strong Airbus fleet and also

in

November.

Metro

and

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42

heliweb.com


announced the sale of three H125s and two

to become the first authorized training center in

Completing this step signals that the program is ready

EC145s to Air Medical Resource Group (AMRG).

the Middle East. Bell also delivered the 48th 407GX

to proceed into detailed design (Critical Design Review).

to NorthStar Aviation during the Dubai airshow.

Bell has successful showing in Dubai

Sikorsky completes VH-92A helicopter milestone

Blue

Sky Network debuts Hawkeye 7200A

Sikorsky announced the successful completion of the

Blue Sky Network

unveilled the HawkEye 7200A, at

VH-92A Presidential Helicopter Replacement Program

Helitech International 2015 in London, England. Paired

Bell’s Aeronautical Accessories brand has added

Preliminary

of

with the HawkEye 100A, this device adds an even

a new Federal Aviation Administration (FAA)

the integration and performance testing of mission

more powerful dimension to Blue Sky Network’s line

approved

its

communications system (MCS) components, and Sikorsky’s

of tracking and management solutions specifically for

product line for the Bell 429 aircraft. This new

acceptance of the second S-92A™ aircraft for the program.

aviation assets. The HawkEye 7200A is FAA-certified

convenience accessory received a Supplemental

On May 7, 2014, the Navy awarded a $1,244,677,064

with an AML STC and features pinpoint tracking with

Type Certificate (STC) from the FAA in September.

fixed-price incentive engineering and manufacturing

GNSS

The platform assists crews that use hoists, fast rope

development (EMD) contract with production options

and future ICAO GADSS qualifying specifications.

or rappelling kits by providing a large, stable step.

to Sikorsky for 21 operational and two test aircraft.

Supported by Iridium’s global network, it’s high grade GNSS

The product can be installed on one or both sides

Initial fielding is planned for 2020, with production

receiver incorporates GPS and GLONASS for double-level

of the aircraft and is available with a customized

concluding in 2023. Under the contract, Sikorsky will

tracking with exceptional accuracy.Blue Sky Network’s

skid tube hoist guard for right-hand installations.

use its in-production S-92® aircraft and integrate

firmware platform also allows for remote upgrades to

Special

Ops

Platform/Step

to

Design

Review

(PDR),

completion

precision,

optional

Bluetooth

connectivity,

government-defined mission systems and install an

onboard hardware as the evolution of performance based

Bell also made several announcements, including

executive interior.The PDR, completed on Aug. 21,

GADSS criteria changes. The unprecedented small form

an LOI for the Bell 525 relentless with Strong

allowed the VH-92A team to demonstrate the preliminary

factor of the HawkEye 7200A was designed to allow the unit

Aviation, headquartered in Kuwait City and an

design for the VH-92A aircraft, including integration

to replace the required #2 ELT (a pending ICAO proposal).

LOI with Horizon International Flight Academy

of the MCS, and the supporting logistics elements.

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November 2015

43


flight training directory

#helipix

#helipix

Ventura County Sheriff’s UH1-H during recent rescue training in California. Image by: Damon Duran

44

44

heliweb.com 44 heliweb.com heliweb.com

A Westland Lynx from the British Royal Navy flies at low level. Image by: Tom Dean


A cockpit shot of Sydney Helicopters pilots on the way to Lord Howe Island, Australia. Image by: James Williams

November The Bell 412SP of the Houston Police (formerly owned by NYPD) . Image by: 2015 Tim Pruitt

45


HEROES fly

In Florida

On Saturday November 7, 2015 the American

Founder of the American Heroes show, Jim

Heroes Airshow returned to Florida, this

Paules was ver y happy with the event turn out

Helicopters came from all around the

time in the Orlando area at the Oviedo mall.

this year in Oviedo, stating “we anticipated

state of Florida, the US Coast Guard

The event drew crowds from around the area

with a new location this year and it being

Station in Clear water arrived with their

numbering an impressive 4,500 attendees.

so close to a residential area that there

Jayhawk which proved to be ver y popular

The American Heroes Airshow has rapidly

may be some complaints, but our hosts at

along with two HEMS aircraft and multiple

grown from a single event in 1992, held at

the Oviedo Mall said that they had several

law enforcement agencies in attendance.

the Santa Monica Airpor t in California- to now

calls during the day that enquired what

The Army also attended with a UH72

boasting shows in Texas, Virginia, Washington,

all the noise was, but once they were told

Lakota and there was a large presence

California, Georgia and Florida throughout

that the airshow was being held at the mall,

from non para public aviation operations,

the year, showcasing the best in rotar y

they ended up coming over and enjoying

with Ocean Helicopters bringing in two

para-public and militar y rotar y operations.

the show. It really was a wonder ful turn out

R22’s and an R44, along with a news

and we couldn’t be happier for the show.”

helicopter and even NASA flying in their

46

heliweb.com


UH-1H from Cape Canaveral to the event. The American Heroes show, as much as it concentrates on the aviation side of the event, also provides a large amount of exhibition space for vendors and hosts the CODE3 career fair at every event; that features displays from many government agencies. In attendance at the Florida show were the ATF, DEA, Seminole County Sheriff and many more agencies that showcased what each of their agencies missions are, as well as providing agents that are on hand to discuss careers with attendees. This years Florida show had a large amount of vendor support from education providers and private businesses who all had a steady stream of business throughout the beautiful sunny Florida day enjoyed by event attendees. Another participant in the show that draws large crowds is the participation of the United States Customs and Immigration Service, who host a naturalization ceremony at the event that was attended by friends and family as well as 41 new citizens to the United States who took their oath and were granted citizenship during the show. Attendees to the citizenship ceremony viewed the show as an added bonus to their ceremony, with many spending several hours after the show talking with the visiting helicopter

crews

and

enjoying

the

show.

Event volunteer event director Bryan Smith m e m b e r s o f t h e S e m i n o l e Co u n t y S h e r i f f ’s did an exceptional job organizing the event, O f f i c e a v i a t i o n u n i t , w h o o v e r s a w t h e a i r c r a f t bringing in all of the air assets that make up the m o ve m e n t s i n a n d o u t o f t h e f i e l d fo r t h e s h o w. major draw card for the event and managed a large team of volunteers on the day, consisting Wi t h t h e 2 0 1 5 s h o w s h o w i n g i t w a s a r e s o u n d i n g of Air Force cadets and Civil Air Patrol cadets s u c c e s s, i t i s n o d o u b t t h a t t h e 2 0 1 6 s h o w w i l l b e that handled aircraft arrivals and providing b i g g e r a n d b e t t e r a s w o r d s p r e a d s o f t h e g r e a t crowd control to keep the public safe as t i m e h a d b y a l l i n a t t e n d a n c e a t t h i s y e a r s s h o w. aircraft arrived. The cadets were assisted by

November 2015

47


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

48

heliweb.com


Rotorheads Meet Brad Baines

Every month, heliweb staff will be interviewing an industry pilot. We’ll talk to them about their career highlights, how they got into the industry and what they want to share with other pilots in the industry. range), a well-known outback

September of 2012. He made the decision to transfer internally

Australian tourist destination.

with CHC into the oil & gas sector, where he was mainly based in Darwin in Australia’s Northern Territory and Broome in

Since the age of five, Brad Baines had always known he

A pilot’s first few flying jobs can be interesting in their locations

Western Australia flying the much larger Airbus AS332 Super

wanted to fly. He was so sure of his future path that he started

and sometimes their remoteness. Baines’first job was both. His

Puma. Once simulator qualified, Baines took the role designated

saving every penny from the time he was twelve to finance

first location was so remote, the base consisted of a shack at a

as ICUS Captain, standing for In Command Under Supervision

his pilot training. He finally began that endeavor at the age of

dirt airstrip and a communal tent-camp where the on duty pilots

in the AS332. ICUS is a role that CHC uses due to contractual

twenty-three in 1997. Like many other pilots in the helicopter

would live while on location in the bush. Each pilot had their own

requirements, recognizing the captain role that the pilot plays,

industry, the journey had its challenges, but Baines has now

tent, and pilots cooked together in a communal kitchen area. Their

but the pilot must be under supervision of a more qualified pilot

been in full time employment as a helicopter pilot since 2004.

roster was six-days a week while onsite, working twenty-eight

until they reach the desired minimum hours specified in each

days on and three days off [in Kununurra]. The remoteness and

individual contract which can vary based on location, aircraft, and

Born and raised in Ballina, Northern New South Wales, Australia,

working in the bush had its appeals and was a great experience,

company that the contract is being worked for.Those qualifications

BainesnowcallsAustralia’sGoldCoastinQueenslandhome.Starting

but it also offered difficulties— especially for those trying to

can range from 500 to 1000 hours as pilot in command of a twin-

his flight training at the now defunct Executive Helicopters on

keep up any sort of relationship with friends, family, or a partner.

turbine aircraft, as well as certain minimums of time flying offshore.

certification, but was derailed for a short time from pursuing a

In2005,afterjustoverayearworkingforHeliwork,Bainesreturnedto

Baines continued in that role until recently, when CHC began

full time flying career due to exigent circumstances. Fast forward

Queensland having added nearly 500 hours to his logbook. Back in

the transition from the AS332 Super Puma to the newer H225

to 2003, and Baines was able to resume his flying ambitions.

Queenslandhehopedtobehiredlocally,lookingforamorenormal

(formerly EC225). Baines recently completed his simulator

He searched nationally for a company that would hire him. He

schedule. He was was hired by Gold Coast Helitours, operating out

training in the company’s H225 simulator base in Malaysia. Since

found success in Western Australia based company, Heliwork.

of Marina Mirage on the Gold Coast in Queensland. It was there

he recent return, he has learned he will be heading to the CHC

he flew an R44 until November of 2006. In that time he was also

base in Karratha, Western Australia to complete his line training

able to add a turbine endorsement in the Bell 206 Jet Ranger.

before being sent to one of CHC’s bases around Australia that

the Gold Coast, Australia, Baines completed his commercial pilot

Like many pilots, Baines started at the bottom, scrounging for every flighthourhecouldget.HewasinitiallyhiredaswhatAustralian’srefer

operate the H225 for oil and gas exploration and transport roles.

toasa“HangarRat”—apilotwhoishiredtostartatthebottom,but

At the relatively low time (by US standards) of 1160 total time hours,

who’s primary duties are initially non-flying roles, such as customer

only ten of which were logged in a turbine helicopter, Baines was

Baines currently works a fifteen day on/ thirteen day off schedule.

service, ramp handling, helicopter cleaning and generally anything

successful in his application to join globally recognized helicopter

Not being one to sit around, Baines occupies his time off by flying

else they can do to occupy their time while being given small flying

company, CHC. His first posting was at the Royal Australian Air Force

on a casual part-time basis for theme park Sea World on the Gold

assignments. In Baines’case, these flights were small scenic flights

Base (RAAF), Williamtown in New South Wales, flying as second in

Coast, flying one of the two AS350s that the theme park utilizes for

aroundthetownofKununurra,WesternAustraliawherehewasbased.

commandofaSikorskyS76A++.CHChelicoptersservedasprivately

scenic flights inVFR conditions. Baines said about his employment,

contracted search & rescue helicopters at various RAAF bases to

“It’snicetoworkforacompanythatisverystructuredandsafe,based

In 2004, Baines was finally granted his first full time flying position

providerescuecapabilities, as the Australian Air Force does nothave

on very rigid safety measures and procedures, but it is also nice to

with Heliwork. He performed a wide variety of flying roles that

any helicopter assets of it’s own. Baines spent the next several years

take time out to return to casually simple VFR flying for Sea World

mainly centered around charter work, photography, and scenic

progressingthroughtheranksfromFirstOfficer,toSeniorFirstOfficer,

in my off time and watch the enjoyment of passengers who may

flights in a Robinson R44. He flew primarily out of the Heliwork base

andtheneventuallyontoCaptainoftheS76A++inSeptemberof2011.

be flying for the first time in a helicopter. It’s nice to be able to have

one hour’s helicopter flight to the south, just outside of Kununurra at Purnululu National Park (at the base of the Bungle Bungle

a mix of both types of flying and be able to enjoy both equally”. Baines served as a search & rescue captain on the S76 until

October 2015

49


D amon Duran started his professional aviation

was a need for an organized

photography career officially in 2002, but

group that would open more

had been taking photos as long as he can

doors to larger shooting

remember. A resident of Lomita, California

opportunities. The group was

where he lives with wife Soraya, Duran is

originally centered just in the

a self-confessed ‘avgeek’ having a lifelong

Torrance, CA area, but expanded to increase appeal

semiannual photo call hosted by NAF El Centro,

passion for all things military and although

to a larger geographic group of Southern California.

also attended by members of an Arizona group of

it is not in the rotary world, Duran considers the F-4 Phantom II his favorite aircraf t.

similar size named AZAP, of which previously featured The group now numbers over one hundred active

photographer Jay Beckman is an active member.

photographers in the ranks. The association is Duran is one of the founding members of

informal, but group members meet several times

Remembering fondly his first published work, Duran

Aviation Photographers of Southern California

per year as a group and often in smaller groups

noted his first photo to be published was of the oldest

(APSOCAL), formed when Duran and fellow

and local events. Some of the larger events occur

T-38 Talon still flying and made its last landing at

photographer Joshua Nyhus decided that there

during photo calls at military bases such as the

LAX. That aircraft served the USAF, USN and NASA now

50 50

heliweb.com heliweb.com


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Photographer

Feature On social media this month

belongs to the California Science Center in Los Angeles and is being stored at the Western Museum of Flight at Torrance Airport. Duran’s image was picked up by Aircraft Illustrated and from that point on, he realized that there may be a future in the aviation photography business. Images from Duran’s vast collection have been featured in Aircraft Illustrated, Air International, Combat Aircraft, Vertical and Heliweb Magazines as well as several books over the years. He is currently in talks with several other publications slated to feature upcoming work. A Canon shooter from the start dating back to using his Dad’s Canon AE1, Duran said that he shoots mainly with a Canon 7DMKII body and values his 100-400 F4 lens for ground shooting at distance, while favoring his 24-105 for air to air work and Tokina 10-17mm for cockpit shots and uses a Canon 7D as a secondary body. Crediting fellow aviation photographer Joe Cupido for a great deal of his early influences in aviation photography, Duran said that although Cupido is now retired from aviation photography, he learned a great deal from him over the years. Duran focuses a great deal on military and law enforcement asset photography, having ventured into helicopter photography through a friendship with Costa Mesa Officer/Pilot Rob Dimel, who was a pilot with the now defunct ABLE unit in Southern California, which then led to an invitation to do an air-to-air shoot for the Orange County Sheriff’s Departments UH-1H Huey arrival.

Heliweb social media feeds

His work led Duran to become the air unit’s

volunteer photographer ever since and regularly assists with photography of the unit’s readiness and search and rescue training operations further helping the capability of the unit.

November 2015

October 2015

51

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Behind the lens

To see more of Damon’s work, click HERE

52 52 heliweb.com 52 heliweb.com heliweb.com


Online Content On social media this month

Heliweb social media feeds

November 2015 November October 2015 53

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mdhelicopters.com


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