Helinews
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Cover Story Learn how St. Vincent Health StatFlight serves the state of Indiana in its role as a HEMS provider is a publication of Airborne Productions
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PUBLISHER & CHIEF EDITOR: Ryan Mason ryan@heliweb.com DEPUTY EDITOR: Adam Johnson adam@heliweb.com DIRECTOR OF DEVELOPMENT: Ali Mason ali@heliweb.com
CONTRIBUTING PHOTOGRAPERS: Tim Pruitt Damon Duran Robert Ruotolo Seth Lasko Scott Dworkin Jim Mumaw CONTRIBUTING WRITERS: Ben Fouts | ben@heliweb.com Brian Parsons | brian@heliweb.com Lauren Brown | lauren@heliweb.com Adam Johnson | adam@heliweb.com Robert Ruotolo | robert@heliweb.com
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October 2015
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Cover Story Cover Story
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Crew Resource Management Crew Resource Management is a hot topic in the industry, so we sent deputy editor Adam Johnson along to attend Oregon Aero's CRM instructor course taught by HEMS industry innovator Randy Mains.
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St. Vincent Health StatFlight - HEMS Come with us as we get an overview of the growth and service that StatFlight Indiana provides to Hoosiers.
Regular Features Editors notes 6 The toolbox 8 The instructors station 10 Straight & level 12 Helicopter history 14 Whirly Girls 18 Helipix 22 Helinews 36 Behind the lens 42 Rotorheads 44 Know a friend that needs to read heliweb? Send them to www.heliweb.com/wp/subscribe
New versus old As budgets tighten, OEMs are always looking to provide new cost effective solutions for customers. We take a look at what manufacturers are offering the market to ensure that their older airframes are given a new lease on life. 
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Online Content Free stuff! 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 next 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.
This image sent in by a follower shows just what can happen when you have enough time and a lot of skill. This repurposed Sikorsky VH-3 was turned in to a bus and was hugely popular on our facebook page, with almost 700 shares and 68,000 views.
On social media this month Husband and wife HEMS pilots, Brandon & Emily Hiller took an interesting approach to their baby announcement which had over 67,000 views on our page. Congratulations to you both from us here at heliweb on the impending arrival!
Heliweb social media feeds Join the conversation on our social media feeds for more great content
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October 2015
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Ryan Mason
From the desk of
Today I was talking to
one of my columnists on the phone and the subject of giving back came up, as her organization is starting an annual event that will focus on getting kids into helicopter aviation (much more on that later). It gave me pause to think of all of the OEMs, service centers and even small companies in the aviation business that give back. It is a noble thing to give to those who need it more, or to open a child's eyes to what our industry is all about. Anyone who has ever flown in to an airshow to be a part of a static helicopter display can attest to the fact that there is no better feeling than giving back to the industry that put us all where we are today. There are also those in the industry who I wish would do more. I know, it sounds pretty greedy right? But as a struggling flight student, I would have loved nothing
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I remember working long days as a cop where I would get off my regular job on the street and then go work another 8 hours as a hired gun providing security and a squad car to sit somewhere for a business.
more than to have a mentor that was able to help me with opportunities that might be available, be it volunteering to help someone less fortunate or to get a flight in a helicopter I had not yet flown in. What I find most The money was enough to disappointing are those finance my flight training, w h o t a k e a d v a n t a g e . but I was killing myself to make it happen. It frustrates L e t m e q u a l i f y f i r s t o f me to see that there are not all by saying there are more people in the industry lots more that give more willing to say 'let me cut than they receive in this one kid a break, like I industry, and I have been needed and never got' and fortunate enough to meet give a low time pilot a free s o m e g r e a t o n e s a l o n g 8-10 hours experience. You the way. That said, there still benefit as an owner are sharks too, make no operator; you did'nt have to m i s t a k e . I t s a d d e n s m e pay someone to do it, right? to see operators offering 'pay to play' scenarios; There is a larger industry ferry flights where the i s s u e o f o l d e r p i l o t s pilot is expected to pay, continually saying to less for example. I have seen e x p e r i e n c e d a v i a t o r s , numerous posts on forums, "don't fly for free"- but websites, and social media I'll leave that for another sites advertising a 'time day. The point is we all building opportunity' see so many struggling f o r l o w t i m e p i l o t s . pilots trying to get the magic numbers. It would In the real world, that be nice to see a swing in equates to the low time the industry where younger pilot paying for the fuel guys are able to benefit a and/or hire cost per hour little and not have to pay of a helicopter. Essentially, for the privilege of making the pilot is asked to pay a b u s i n e s s o w n e r ' s l i f e to relocate the owner's easier and more profitable. aircraft for them. This is something they were going to have to do anyway. Ryan Mason Publisher & Chief Editor
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The toolbox
Brian Parsons
It flew in here didnt it? O ne of the basic tools everything is South from there
we were all taught in flight school was communication. The acronym was A-N-C: Aviate-NavigateCommunicate. These three words were drilled into our heads as a means to possibly one day save your life in the unlikely event we found ourselves in trouble.
Aviate - operate the machine as you would under any circumstance and don't give up. The operation of a helicopter does not change from one flight to the next. Simply put, it's pull pitch, add pedal, cyclic centered, and you're airborne. Its the same thing each and every time because the laws of physics and rotary wing flight are always the same. Gravity has a way of reminding you of this if you screw up. Navigate - be it to the nearest airport or the closest corn field. North is always North ,and South is always South, unless of course you're standing on the North Pole Then 
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The point is that navigational tools are used much the same way each and every time in order to get from point A to B. 360 degrees is always a circle, and a two minute turn is always 3 degrees per second for a standard rate turn. Communicate - Advise your position and, if practical, what's happening. Talk to ATC for vectors back to the airport or to ask for further assistance. Communicate to receive assistance. How many different ways can you think of that we can communicate? Be it verbal, written, hand signals, light signals, Morse code, or by smoke; With any of these methods of communication, there are a couple of things we need to have in order to effectively convey an idea and convert it into some kind of action. e need an expression of communication or a complete idea to disseminate and we need a receptor or somebody listening on the other end that understands your language. Pretty basic stuff, wouldn't you agree? So why is it that, when a pilot
writes down a discrepancy on the squawk sheet, it often becomes a foreign language? Or when a maintenance engineer reads the squawk sheet for a helicopter, and he or she suddenly finds themselves reading comprehensionchallenged? There is often a disconnect between pilots and maintenance when it comes to properly documenting discrepancies, as well as the interpretation of what the discrepancy actually is. Without a detailed interview of the pilot - who, by the way works the night shift, and is off for the next 3 days, how would one determine what was meant on the squawk sheet when the pilot has written, something loose in the cockpit? Of course, the corrective action would be tightened something in the cockpit, and we all would have had a big laugh at the pilot's expense. Effective communication requires the speaker to express a clearly stated complete idea. In the scenario above there obviously just wasn't enough information provided by the pilot to be effective. More than you know, it helps engineers
with troubleshooting an issue when a pilot can describe specific circumstances when a discrepancy occurred, and additional information such as torque settings, N1 speed, outside air temperature, indicated air speed, climbing turns, descending turns, straight and level flight, or whether if occurred during a startup or shut-down. These little details can be the difference between fixing the issue in a timely manner and completely grounding the helicopter. Suffice it to say, nobody wants to have their ship grounded for any period of time. If you have to be that person that discovers a possible defect or issue, then at least educate yourself as to the nomenclature of the suspected part or system. Helicopters have thingies all over the place, and one thingy could be confused for another if you're not specific. Pilots aren't expected to know the inner workings of a hydraulic system or a fuel system but, at a minimum, he or she should be able to tell the difference between a servo and a pump, or a fuel control and a governor. Believe me, a mechanic is not being rude or inconsiderate when he or she finishes your sentences for you while you are describing a part
or a system that, to you, is composed of thingies and whatchamacallits. Not only is he having to think about the issue, but, now he has to figure out if your doodad is the same doodad that is located where the servo is, or if it was the tachometer generator.
Brian Parsons is currently the Direc tor of Maintenance for the Hillsborough Count y Sheriffs O ffice Aviation Sec tion, Brian is a Marine veteran, holds a commerc ial pilot certifica te, and is also a Reser ve Deput y Sheriff for Hillsborough Count y. Parsons maintenance experience includes factor y training on Bell, A irbus and MD helicopters, in addition to several engine t ypes.
Much like aviate & navigate which are pretty much the same each and every time. When communicating, everyone needs to be on the same page, speaking the same language, talking the same jargon, in order to effectively communicate and convey a suspected maintenance issue or problem. This will not only create a better mechanic/ pilot relationship, but will also go a long way to help ensure the safety and reliability of the machines RR-250 overhaul and repair we love to Parts • Sales fly. Who FAA CRS #A9UR626J knows? You EASA Certificate #EASA.145.5481 might even Specializing in get the chief Rolls Royce 250 Series Engines mechanic to AOG Technical Services Available 24/7 say something to you other Hablamos Español than whadda you want...? Dallas Shop: 10570 Olympic Dr. • Dallas, TX 75220 Toll Free: 800-909-7616 • Ph: 214-351-1284 Fax: 214-351-1286 • www.actionaircraft.com email: mary@actionaircraft.com
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October 2015
The instructors station
Lauren Brown
Visual systems - the new reality W hen we talk about instruments, and demonstrates the increase the detail and realism
simulators, there are people out there who still think of the old link trainer from WWII. While of course things have improved greatly since then - especially in the last few years it is my belief that people need to be better educated on the simulators and aviation training devices that are in existence today. One technical aspect that really sets modern simulators apart from their older counterparts is their visual systems.
Simulator visuals have become advanced enough to show amazing details such as trees, waves, and wind socks blowing in the direction of the wind set by the operator. Many even offer detailed airport scenery which can seem, at first, almost unnecessary, but let's discuss the advantages to having enhanced visuals on your simulators during professional flight training. Allowing a student to experience a phenomenon such as flying into IMC for their first time is a simple example of when using a simulator is incredibly helpful as a teaching and training aide. It really proves the importance of relying on your 
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severity of the situation the student would be in if he or she were to encounter IMC inadvertently. Visuals can also show other weather related details such as a brown out or white out, adding realism in training in addition to just basic cloud coverage.
Airport markings shown in the visuals are important in training, especially if transitioning from helicopters to airplanes or vice-versa. Instructors can manually move the sim to areas around the airport to identify various hold short markings, ILS lighting configurations, ground airport lighting, and the like in an applicable way, rather than in a picture from a book. The providers of the different visual systems and their enhanced scenery makers vary, and can be different on FAA approved trainers from different companies. For instance, Elite Simulations Solutions uses a variety of visual providers including Prepar3d (P3D) by Lockheed Martin, as one visual system provider on their ATD trainers, and also has their own proprietary visual on others. Each has their own benefits and, as such, P3D offers the flexibility for third party scenery add-ons like those from ORBX, to be added to ATDs. These add-ons substantially
of the airport environments that are installed on the simulation. Some companies can even build custom scenery to reflect your exact helipad and buildings or airport to your specifications. The layout of the actual monitors or projectors themselves on a simulator can affect the entire flight experience. Having a cockpit enclosure vs. a desktop style or "open seat" type simulator will help dictate the external visual monitor placement to some extent. Elite tends to place three to five 55" LED monitors in a vertical configuration for their "open seat" helicopter trainers, allowing more of the downward view that is necessary-particularly when flying helicopters. This makes it so when breaking out of a cloud layer near DH or MDA, the ground gradually becomes visible in the pilot's peripherals, as if he or she were looking down through the chin bubbles of a helicopter; it is equally beneficial in VFR conditions. Dome visuals are trying to make their way into more FAA approved devices as well, but it can be difficult to achieve a crisp, bright visual from a
projector. The simulator usually needs to be set up in a completely dark room during training for the picture to appear bright, and unfortunately
the technology that simulators L a u r e n B r o w n i s t h e D i r e c and aviation training devices are t o r o f O p e r a t i o n s f o r E l i t e capable of, especially thanks to the enhanced visual systems and third S i m u l a t i o n C e n t e r s i n O v i e do, Florida. She is also a Simulator visuals have become advanced enough to t a l e n t e d w r i t e r a n d h o l d s show details such as trees, waves, and wind socks a p r i v a t e p i l o t r a t i n g i n blowing in the direction of the wind set by the operator; f i x e d w i n g a i r c r a f t w i t h a this isn't always an option at flight party add-ons, can definitely add v i e w t o o b t a i n i n g h e r c o m schools-especially those who set up value to flight training. When ATDs m e r c i a l r a t i n g i n b o t h f i x e d their training devices in a naturally are utilized to their full potential w i n g a n d h e l i c o p t e r s . L a u r e n lit hangar. by instructors, they ultimately help h a s w o r k e d f o r m a n y y e a r s i n achieve the goal of creating safer, t h e s i m u l a t i o n i n d u s t r y a n d Simulator visuals have evolved more proficient, and well prepared provides a vast knowledge into high definition, detailed, pilots. on the benefits simulation customizable, large-format displays that have numerous benefits in technology and training can flight training that far exceed p rov i d e fo r t h e i n d u s t r y. simple entertainment. Embracing
October 2015
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Straight and level
Ben Fouts
Stack the deck! If you ever have been
to a casino, you may have noticed that they are very well furnished. Having marble floors, chandeliers on the ceiling, and free drinks while you gamble, casinos are not losers! As you walk into one, you know just by looking around that you probably will leave there with a lot less money in your pocket. Everything is in their favor. Sure, a few gamblers get lucky and walk away with more money than they arrived with, but by and large, the casinos win. After all, that's their business plan! When you are going to take a flight, it's your turn to stack the deck. Flying isn't dangerous, but if you don't take the time to prepare and find your own ways to minimize risk, you can be put in a bad situation. At the start of my career and as I was learning to fly, I recall thinking, Oh, it won't happen to me. But after 18 years in the industry, my attitude slowly matured into not if, but when. Every flight could have a little stacking the deck to ensure a good outcome, regardless of the 
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scenario you are put in. You can start your day with the IMSAFE acronym: Illness, Medication, Stress, Alcohol, Fatigue, Emotion. Don't even bother flying if you can't focus! Remember that it isn't necessarily about you, but it is about your responsibility to the passengers. You have no right to put them at an unnecessary risk. Aircraft - Checking that the machine is ready goes beyond paperwork and seeing that it is within the inspection requirements for airworthiness. Do a thorough preflight, and note any discrepancies. Don't fly something questionable. And if you are unsure of something, ask a mechanic to help and maybe you will learn something about the machine you have been entrusted to fly. Weather - Sometimes this can be company vs pilot. And if there is questionable weather and you receive pressure from the company to go, it's time for a new job. It's likely that company won't be in business for too long anyway. Set strict personal minimums and do not bend. The real problem is going up on a bad weather day and
getting away with it. Once you've broken that seal, you are more likely to do it again and again and to take unnecessary risks that could lead to a shortened career. I learned a great lesson from a Captain I flew with in the Gulf of Mexico. We were at a tiny little airport in north Houston to pick up some oil industry executives. They were in a rush to get to Houston Hobby airport, and it was weathered in. Captain Passmore would not bend to the pressure put on him by the guys who would sign his check! I was so impressed that he stuck to his guns and didn't leave the ground until the weather met the minimums for a departure. Had I been the Captain at that time, I probably would have bent to the demands of the bigwigs. Trust me, it got ugly, but he knew that he was responsible for the lives of everyone on board, for the aircraft, for the company and all who worked there. One bad accident and so many people's lives are affected. Keep that perspective every time you pull the collective. You are not a test pilot, you probably do not own the aircraft, and you certainly do not have any
r i g h t t o s c a r e , h u r t , o r k i l l a n y mechanic come and check it out. Ben Fouts is a career helicopter pilot, business passengers who are entrusted to You are not a mechanic. Second owner, successful entrepreneur and passionate flight guessing yourself can get you and instructor, based on Kona, Hawaii. Opening Mauna you. your passengers killed. Get a Loa Helicopters at the age of 23 as a single helicopter W h y n o t l a n d ? W e a r e f l y i n g m e c h a n i c t o e n s u r e t h a t i t t r u l y operation, that now boasts 22 helicopters and 6 fixed the most versatile machine ever is airworthy. wing aircraft between Mauna Loa’s 3 locations in put into the air. The greatest get Hawaii on Kona, Honolulu and Kauai and in Alabama. o u t o f j a i l f r e e c a r d i s l a n d i n g . Stacking the deck in your favor Ben is an FAA designated pilot examiner, having in his almost T h e F A A w i l l n o t p u r s u e a c t i o n is about knowing how to control conducted over 2000 examinations against you if you decide to make all the variables over which you 15 years acting in the role of a DPE since age 24. a precautionary landing. Matt have power. Zuccaro from HAI put it perfectly By creating a Spreading The Wings of Insurance Protection when he quoted "land the damn t e m p l a t e f o r h e l i c o p t e r " . I t s t u c k , a n d e v e n what you can to Helicopter Owners and Operators. became a slogan of HAI that they a c c e p t a n d still use today. If the weather is what you will turning on you and you are feeling n o t a c c e p t , uncomfortable, trust that instinct y o u c a n h e l p and land. Don't push it, and t o r e d u c e remember that there is nobody t h e risks on board who wishes to be in a s s o c i a t e d a compromising situation. It is with the job. not fun for anyone. You have a T h e l e s s r i s k , responsibility to keep them safe. the better for all of us who That is job #1. INSURANCE AGENCY depend on this Austin, TX: 1-800-870-0557 Falcon Insurance is one of the largest Columbus, GA: 1-888-405-1055 Maybe you sense a vibration industry for independently owned insurance specialists Dallas, TX : 1-800-880-0801 in the country. Our professional staff has d e v e l o p i n g , s o w h y p u s h i t a n d our livelihood, Frederick, MD: 1-888-815-2471 decades of experience in aviation insurance, chance a mishap? Land the f o r our Houston, TX: 1-800-880-8822 and we are uniquely qualified to provide Kerrville, TX: 1-800-880-4545 insurance protection for helicopter owners helicopter and make a phone families, and Lakeland, FL: 1-800-881-9688 and operators. call. D o n o t s e l f d i a g n o s e a for the unique Las Vegas, NV: 1-888-552-7270 We are dedicated to serving you with Los Angeles, CA: 1-800-624-8856 insurance coverage that sets the standard problem with an aircraft. You f r e e d o m s Scottsdale, AZ: 1-800-880-3597 for the industry. are safer hitch hiking home than that go along Soldotna, AK: 1-888-543-5548 Call today for same day quotes and St. Louis, MO: 1-800-880-8644 coverage or visit our web site. convincing yourself that you don't w i t h b e i n g have a problem until it is too a helicopter w w w. f a l co n i n s u ra n ce. co m PO Box 291388, Kerrville, TX 78029 late. Call your base and have a p i l o t . Fly October 2015 smart.
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FALCON
October 2015
Helicopter history
Robert Ruotolo
The Autogyros take shape In
our last installment we left off with the designs and achievements of Launoy & Bienvenu and their Twin Rotor Model in France in the 1700s. We talked about Lambertgye's refinement of Leonardo's Screw design in Italy in the 1800s. We mentioned Bright's Coaxial Rotor system in the 1860s in Britain. Then, in the 1874 Achenbach, we discovered the introduction of the tail rotor in Germany. That was quickly followed up by Enrico Forlanini's pair of twobladed, coaxial, contra-rotating rotors in 1877 in Italy. In France, in 1907, Louis & Jacques Breguet introduced the Gyroplane. Another significant event was to take place within the same year . this time by Paul Cornu and his flying bicycle. Cornu's craft was the first of Its kind to achieve free flight in late 1907 in France. Meanwhile in Great Britain around this time, Lewis Brennan strived to build a full-scale rotary wing machine in 1916. Although design work on his helicopter dated back to 1884, he was not well funded and other inventions of the day took precedence over his helicopter. However, that all changed following discussions with the Ministry of Munitions and the Royal Aircraft Establishment. They proposed to build a helicopter, and it was to be built and tested in secrecy in Farnborough,
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England. On December 22, 1921, indoor tethered tests were underway. Outdoor tethered flights took place in May 1924, and a year later, Brennan's helicopter was making short flights of about 20 to 30 yards in length and upwards to heights of 5 feet. But on October 2, 1925, disaster struck during the seventh flight. The machine was launched and reached a height of approximately 3 feet, but then it rapidly decelerated, the rotors struck the ground, and its development ended. At this critical time frame in the helicopter's development, Spanish inventor & entrepreneur Juan de la Cierva arrived in England with his promising autogiro, and official interest in the Brennan Helicopter rapidly faded. In March 1926 funding ceased for further development of Brennan's Helicopter, and he moved on to other inventions. The Autogiro was invented in Spain during the early part of the 1920s by a very enterprising Juan de la Cierva. His odd aircraft was based on conventional airframes of the time onto which he affixed a rotor system. An Autogiro was basically a wingless airplane in which lift was generated by the auto-rotating (windmilling) free-flapping rotor in place of a conventional fixed wing. De la Cierva developed a few models with his freelyflapping rotor blades made of bamboo. These blades raised themselves against the relative wind as they advanced which caused a partial loss of their lift and lowered themselves as they retreated, thereby producing lift. This system was a breakthrough as it balanced out the gyroscopic torque which otherwise tended to flip the aircraft over. De la Cierva was responsible for solving
the problem of roll stability in any single engine rotorcraft, a fact which vastly contributed to the development of the helicopter. The first airworthy autogiro appeared in 1923 and was known as model C-4: a four-bladed rotor design powered by a 110 hp engine. The C-4's first flight was near Madrid on January 9, 1923, where it covered a 2.5 mile closed circuit at an average speed of 37 mph. Shortly after that, the C-5 appeared which featured a threeblade rotor system. That was followed by the C-6 in 1924 and then a further example known as the C-8. The C-8 had an enlarged two-bladed rotor system and is credited as being the first rotary wing craft to make the Channel Crossing on September 18, 1928 from London Airport in Croydon to Paris Le Bourget field. Shortly after these successes, Juan de la Cierva moved to England and set up the Cierva Autogiro Company. In the late 1920s and early 1930s a number of licenses were granted to develop the Cierva Autogiro. The companies concerned primarily were established aircraft manufacturers such as Avro, de Havilland, Parnell and Westland, most of which lost interest following de la Cierva's untimely death in an airliner crash in 1936. One company continued its affiliation after de la Cierva's death: G & J Weir, a Scottish engineering
company which had formed an aircraft department at their Glasgow plant in 1932 with a view toward developing small autogyros under license from Cierva. Their first efforts revolved around the single seat Cierva C-28 redesignated as the Weir W.1 powered by a 40 hp engine. The first W.1 flew on May 1933 and was followed by the improved W.2 in 1934, which tested a new jumpstart rotor system. The W.3 and W.4 autogyros further advanced the jump take-off principle by using a 50 hp engine driving a two-bladed rotor system. In 1937 the company decided to concentrate on helicopter development. This led to the first successful British helicopter, which was the W.5, a single seat aircraft using the W.4 fuselage with side-by-side rotors on June 7, 1938. The W.5 had cyclic pitch but no collective pitch control. Vertical movement was controlled by changing the rotor RPM by use of the throttle.
The same principles were applied to the two-seat W.6 helicopter, which utilized a more powerful 205 hp de Havilland Gypsy Major Engine. It featured a 25foot diameter rotor that employed a hinged configuration. The W.6 first flew in October 1939. With the outbreak of the Second World War on the horizon, further development was virtually shelved in mid-1940. During the war, two further designs were proposed but not pursued. These were the W.7 with folding outriggers for shipboard operations and the W.8 with a tip drive-propulsion system. This was later developed into the W.9 which was built by the revitalized Cierva company in 1945. World War Two also halted the work of Raoul Hafner, Cierva's main rival in Great Britain. Hafner had left his native Austria in 1931 to seek British sponsorship, which he found in Scottish cotton millionaire Major
Jack Coates. Hafner's method of direct control of collective pitch and his rotor head design were an advance on Cierva's jump start rotor head. His development of the torsional tie bar for blade suspension on his AR III autogyro eliminated the friction found with highly loaded pitch change bearings and became commonly used on the more modern helicopters.
Robert Ruotolo has been a professional photographer and writer for over 20 years in the New York Cit y area. He turned his photography talents to aviation and has never looked back. His work has been featured in many national and international publications both in aviation and other industries.
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
October 2015
Whirly Girls
Jessica Kanellos
Meet Monica Reich F rom being a big-eyed
little girl listening to her grandfather's flying stories, to working alongside Mr. Frank Robinson himself, this WhirlyGirl is one awesome chick.
Monica Reich had always been fascinated with the tall tales of her grandfather. He owned his own airplane and had a love for aviation that was, clearly, contagious. She knew from a young age that she wanted to be a pilot, and began to explore her options well before graduating from high school. At 17 years old her father took her to a "Learn to Fly" seminar. She would go on furtherto explore the wellknown aviation college, Embry-Riddle University. It was there that she took her first helicopter ride and, as many of us "rotor folk" know all too well, she was hooked. She made a hard turn from her original plans to pursue fixed wing plans, instead taking a chance on a dream that felt bigger. The next two years of her life consisted of juggling community college, serving tables in a restaurant, and helicopter flight training at LA Helicopters, where she ultimately completed her training as a CFII. During her time as a restaurant server, Monica met a pilot from Golden Gate Helicopters, in Northern California, who 
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admired her drive and offered her a job opportunity. Reich politely declined at the time as she wanted to remain in LA but later revisited the offer. She wound up working for Golden Gate for over 2 years.
assistant to News & Police Helicopter Sales. She currently performs a variety of tasks for Robinson - from her primary sales duties to company parties - and every day for Reich is different. She takes care of Robinson's government contracts, is often the face of Robinson Helicopters you see at trade shows, and is a company pilot, conducting various flights including employee rides, cross-country flights to trade shows, and human factors testing on the aircraft. She is also the face of the Robinson Scholarship Opportunities offered through the Whirly-Girls, as she is an active Whirly-Girl herself.
She eventually moved back to LA and took a job with Star Helicopters where she flew Robinson aircraft. One morning, on a flight into the Robinson factory for some maintenance work, Reich had an encounter that she wasn't anticipating; as she was leaving, she spotted Frank Robinson and - full of excitement - went over to introduce herself. She said, "Hi, my name is Monica Reich. I love your company, and I'd love to work for you one day - even if it's just making you coffee." Frank graciously responded by asking her to fill out an application and return at 1:00p.m. that same afternoon She has a love for helicopter for an interview. aviation, and a drive to enhance and progress as a pilot, as well That interview led to a second interview, as a member of the helicopter followed by an arduous month of community. Her bold "Hi, I'm deafening silence. Feeling forgotten, Monica Reich " attitude has taken Reich called Robinson to follow up, only her from local to international to be told that she had in fact gotten industry perspective, and she is the job; she was to start on Monday grateful to have met so many as Frank Robinson's personal assistant. amazing people along the way. Frank took Reich under his wing and showed her everything there was to know about manufacturing Robinson Helicopters. She began to progress through the ranks in the company, working her way up from personal
Reich is very happy at Robinson and hasn't yet settled on what her ultimate career goals entail, but it's easy to assume we will be seeing great things from her.
"Hi, my name is Monica Reich. I love your company, and I'd love to work for you one day even if it's just making you coffee." Frank graciously responded by asking her to fill out an application and return at 1:00p.m. that same afternoon for an interview.
Image by: Tim Pruitt
October 2015 October 2015
Crew Resource Management
Learning how Randy Mains and Oregon Aero are tyring to make a ‘Just culture’ of open dialogue to save lives Story by Adam Johnson Images by Adam Johnson & Kay Mains
Mahatma Gandhi once wrote, "If we International in Iran, the 1979 Islamic could change ourselves, the tendencies in the world would also change. As a man changes his own nature, so does the attitude of the world change towards him... We need not wait to see what others do." Many of us strive to live our lives with this sentiment in mind, but few people I've met embody them as well as Randy Mains. As a matter of fact, he's dedicated his life to it- to being the change he wants to see in the world. If you are not familiar with Randy Mains, allow me to enlighten you. He got his start in the helicopter industry serving in the United States Army as a Huey pilot in Vietnam. He flew over 1,000 combat hours, during which time he earned the Distinguished Flying Cross, the Bronze Star, and 27 Air Medals, among other awards. In the 47 years since then, he has herded cattle by helicopter in Australia, flown the jungles of Papua New Guinea, and has flown and instructed in several countries throughout the Middle East. While working as a senior flight instructor for Bell Helicopter
Revolution broke out, forcing him to flee on the last charter flight out of the country. Upon returning to the United States, Mains, and other early pioneers, became a part of a new drive to create life-saving Helicopter Emergency Medical Services (HEMS) programs based on the lessons learned and experience gained in Vietnam. Mains worked tirelessly to prove the concept of the "Golden Hour". It has been well established that trauma patients' chances of survival are at their highest if they receive care within one hour after their injuries.
as the death toll continued to rise. For 35 years the expatriate watched, during which time he trained pilots from more than 20 countries. His frustration with the America's seeming complacency towards the loss of life in its implementation of the HEMS concept rose to a boiling point in the end of 2012. In January of 2013, he quit his job at Abu Dhabi Aviation to return once again to the States to try and make a difference. Fed up with reading headlines about the continuous loss of life he had observed in his years of HEMS experience, he knew he had to do something.
In 1985, he authored his first book, The Golden Hour, to try and shake the HEMS community awake to what was happening. His warning was adamant; if the HEMS industry insisted on clinging to the same attitudes and procedures, more people were going to die. Much to his frustration, Mains' prophetic warnings went largely unheeded. Like peering into a crystal ball, Randy watched from a half a world away- feeling helpless
After 47 years, and over 13,000 flight hours, Randy Mains proudly proclaims, "I'm in the 'giving back' phase of my career." As the author of four books, all of them helicopter related, he is passionate about sharing his nearly five decades of aviation experience. He is absolutely passionate about safetyalmost as passionate as he is about teaching.
At the Air Medical Transport Conference 2012 in Seattle, Washington, Mains crossed paths with Oregon Aero founder and CEO, Mike Dennis. Most pilots are familiar with Oregon Aero for their helmet and headset comfort and safety upgrade products, but they do much more than that. With their products, including crash-resistant seats, in literally hundreds of types of military and civilian aircraft, Oregon Aero seeks to change the status quo by designing products that surpass industry and marketplace expectations. When Dennis heard about Mains' idea for a Crew Resource Management Instructors course, and saw firsthand the passion Randy is known for, they immediately set out to form a partnership to sponsor the train-the-trainer CRM Instructor course that has been, if you think about it, nearly five decades in the making. This joint pursuit to make the helicopter industry a safer place is a match made in heaven. In the words of Oregon Aero's Chief Operations Officer Tony Erickson, "If we can prevent people from needing to experience the
survivability of our crash resistant seats through the safety and awareness training that good CRM provides, that's the best case scenario." When I was given the opportunity to attend the CRM Instructor's course, I jumped at it. I was impressed almost immediately by Mains' professionalism and communication. In the weeks leading up to the course, Randy sent out several emails to the attendees, first and foremost to introduce everyone, and secondly to relay information about accommodations. Mains followed up with everyone individually every step of the way to ensure the travel and check-in process had gone well. This level of attention to detail and follow through struck me as a rare, but welcome trait in this day and age. When we arrived at Oregon Aero's headquarters in Scappoose, Oregon, we were given a tour of the facility before being led to a well-appointed and spacious classroom. We were each presented with a binder, several inches thick, along with several other thoughtfully prepared handouts, including a flash drive preloaded with several gigabytes of information. It
was a bit overwhelming at first, and it seemed unlikely that we could possibly cover that much material in a five-day, 40-hour course. I was wrong. We covered all of it and more. Oregon Aero's CRM Instructor course is intensive. Discussions are encouraged, and are often lively. The massive 280-page color binder, we learned, was a "living document" as Mains put it. It was the tool kit with which to get started as CRM instructors ourselves. As new information is presented in the industry, as new views are expressed and new lessons are learned, that binder was destined to adapt and grow with us. Sure enough, by the end of the course, Randy's prophecy had begun to fulfill itself; we were already swapping PowerPoint presentations and other information with one another. In our class of five students [plus Instructor Randy Mains], the combined expe-rience in aviation between us was 44,250 flight hours, and a jaw-dropping 368 years. As a relatively lowtime CFI, to say I felt outgunned going in would be an understatement. I soon learned, however, that my fears of inadequacy were misplaced. T he group meshed fluidly as the course proceeded. The diversity of experience -both in aviation and in life- continuously brought about unique observations, experiences, and viewpoints. The pilots in my class were Dr. Bettina Schleidt, Professor of Industrial Psychology & Human Factors from SRH University in Heidelberg, Germany; Hannes Ulmer, Utility Pilot and CFI in Zurich, Switzerland; Roland 'Bud' Jarvis, most recently an instructor pilot and examiner with Abu Dhabi Aviation, but began flying helicopters in Vietnam, where he earned the Distinguished Flying Cross; (Side note: Bud also used his extensive expertise in magic to keep the class entertained on breaks with some truly impressive sleightof-hand and card tricks) Bill Orvis, Assistant Chief Pilot for Sundance Helicopters in Las Vegas, Nevada; October 2015 October 2015
and lastly, myself, a former US Marine Corps Chemical Biological Radiological Nuclear Defense instructor, and current f l i g h t i n st r u ct or in Ore gon. D u r i n g th e five- d ay course , the g roup continuously developed into a near family-like atmosphere. I attribute this phenomenon to two things; Randy's wonderful wife, Kaye, cheerfully fulfilling the role of matriarch, ensuring coffee mugs were never empty,
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Before we left each evening, we were assigned a relevant topic on which to give a presentation the f ollow i n g da y . I t w a s fun and interesting every day to watch each of us progress toward learning to stop instructing, and s ta r t f a ci li ta ti n g . Early attempts for n ea r ly a ll of u s w er e well intentioned, but still missed the mark. One of the most challenging things to do as an instructor i s lea r n i n g w h en a n d h ow to s h u t u p . W i th Randy's leadership, and constructive evaluation and feedback from peers, we began to improve. Presentations improved. Our role as facilitators improved. On th e f i r s t da y , th e ten den cy w a s f or th e
student-instructor to dominate the allotted time period. By the time for our final presentations, we were getting th e h a n g of i t. W e, a s i n s t r u c t o r s , h a d learned to act more as shepherds of conversation -presenting the information a s tools , a n d th en s te ppi n g m o r e i n t o th e r ole of f a ci li ta tor b y e n c o u r a g i n g di s cu s s i on . The transformation was truly incredible, as it took the common - dare I say, even boring- safety lecture, and turned it into a lively discussion by enthusiastic participants. Indeed, by th e f i n a l p r es en ta ti ons , t h e fa c i l i t a t e d con v er s a ti on s w er e s o i n t e r e s t i n g a n d s o a n i ma ted th a t I thi n k w e w e r e a l l genuinely a little disappointed when the allotted time for each presentation h a d r u n ou t. The objective of facilitated CRM training is to create a 'just culture' -a culture in which people have no f ea r of r etr i bu ti on f or h a v i n g a n o pe n dialogue. The reason this role as a facilitator is so vitally important to Cr ew R es ou r ce M a n a g e m e n t t r a i n i n g is that it encourages attendees to invest themselves in the topic and take ow n er s h i p of th e ma te r i a l . O n l y w h e n a person feels that he or she has a s ta ke i n s ometh i n g ca n i t b r i n g a b o u t a change in behavior. That is, in short, p r eci s ely w h a t CR M i s . Ma i n s c a l l s i s the CRM mantra: "A crewmember's awareness of how his or her actions or i n a cti on s w i ll a f f ect t h e s a fe o u t c o m e of a f li g h t." Facilitated CRM training has been proven by commercial airlines and mi li ta r y a v i a ti on to be m o r e e ffe c t i ve at changing adult behavior than any other method. Because of that, facilitated CRM training is preferable to electr on i c CR M tra i n i n g , w h i c h
has proven far less likely to change behavior. The UK's Civil Aviation Authority (CAA) issued a statement in 2003 that "most experts and practitioners are in agreement that the variability in the effectiveness of CRM training is largely linked to the quality of the delivery and not the content, and that training with a high degree of facilitation has been more successful." When the United States Coast Guard implemented facilitated CRM training, they reduced their accident rate by a staggering 70 percent. Other branches of the armed forces have implemented similar programs with similarly impressive results. Consider that CRM training is essentially nothing more than raised awareness of contributing factors leading to human error. In General Aviation, human error was a contributing cause in 80 percent of all accidents.
of what"s at stake. The key to gaining this o f a v i a t i o n a n d a v i a t i o n s a f e t y . understanding and communication is training. Facilitated CRM training is what will do it." Within the last 18-moths or so, several HEMS operators have announced their When asked what prompted him to want intentions to add autopilots to their aircraft to quit his well-paying job and create this to reduce IIMC incidents. The paradigm course, Mains recalled to me the old proverb, shift is beginning to occur, and Mains has "Give a man a fish and you feed him for vowed to continue to be a part of the a day; teach a man to fish and you feed change he wants to see -that all of us want him for a lifetime." Just as he has been a to see. Mains summarized the legacy of determined advocate in the push for the this course by sharing some feedback he installation of autopilots in HEMS aircraft, received from retired Continental Airlines he is equally adamant that facilitated CRM Captain, and former HEMS pilot, Mike training has the power to save lives. Saving Brezden: "You will never know if you saved lives was a resounding theme throughout the a life, but because of you, someone's son course -albeit in a selfless, unassuming way, or daughter will walk down the aisle." as the aim of CRM facilitation is to provide people with the tools to save themselves. Now, having experienced Randy's passion for CRM and safety for myself, I must confide that I agree. As Bud Jarvis succinctly put it, "The value of this training is that it will keep people alive!"
In Helicopter Emergency Medical Services (HEMS), that number increases to an unfathomable 94 percent. The CRM Instructor Course seeks to teach instructors how to empower individual team members with the tools necessary to make the safest decision possible under a given set of circumstances-how to see and predict the 'links' of an error chain forming and, more importantly, how to break that chain before Randy's hard work it becomes an accident, and thus a statistic. and dedication is beginning to pay I can think of few things that can yield more off. In 2013, he cost-effective or more immediate results to was awarded the the safety culture of an organization than Association of Air having an effective, facilitated CRM program Medical Service's in place. Oregon Aero's and Randy Mains' ( A A M S ) ' J i m collaborative CRM Instructor course enables Charlson Safety operators, more than ever before, to have Award' recognizing exactly that. Bill Orvis, Asst. Chief Pilot for i n d i v i d u a l s w h o Sundance Helicopters, related his thoughts h a v e made about the company's outlook on CRM and s i g n i f i c a n t safety training: "What we want is compliance. c o n t r i b u t i o n s Trying to get people to comply with what the t o t h e o v e r a l l company is asking for [in its safety program] e n h a n c e m e n t , requires a change in behavior. In order to enact d e v e l o p m e n t , this change, crewmembers must be aware o r p r o m o t i o n
October 2015
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#helipix a pair of Bell AH-1Z Cobras. Image by: Damon Duran
heliweb.com On  the flight line - Orange County Sheriff deputy pilots wait to take off in a pair fo AS350s for a shoot in California. Image by: Damon Duran
Canyon State Aero S300 outside of Phoenix, AZ Image by: Jay Beckman
October 2015
heliweb writer Ben Fouts of Mauna Loa Helicopters is snapped flying the Robinson R66 over Hawaii. Image by: Brian Powers of www.hawaiianimages.com
New versus old
Refurb or replace - an operator’s dillema OEMs respond to tighter budgets and requests for more Story by Ryan Mason advanced refurbishment options
Images by MD, Airbus
In a world that seems to constantly type certification as a new airframe, stripped down to receive a full call for the tightening of belts in city, county, state and federal budgets, as well as within private industry, it has become necessary for Industry to think outside the box. When companies and government entities lack the finances to continue to purchase new helicopters, it creates a lull in OEM production lines that can have a ripple effect on budgets, and even lead to downsizing at the manufacturers. This effect was most recently seen at Bell Helicopter, and within the last 12 months at Airbus Helicopters.
Some manufacturers, however, in response to budgetrelated customer feedback and to mitigate the impact of potentially lower production numbers have investigated and developed options that provide a value-added service that would be cost effective to customers, while still delivering a virtually as new upgraded airframe. Some provide glass cockpit upgrades as part of available packages, while others opt for a full stripped down to the frame rebuild that includes FAA 
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as seen recently in the MD Helicopters 500E to 530F conversion program, which includes the aircraft being received as an E-model and returned to the customer as an as new, zero-time helicopter with an FAA-approved 369FF type certificate.
The program has seen a resurgence in the past few months with both the Columbus, Ohio police department and the Gwinnett County, Georgia Police Department choosing to revitalize their MD fleet. Columbus received their first two upgraded 530F models on September 14th.The helicopters were originally brought into service as 500E models back in 2007. The 500E models were delivered to MD's facility in Mesa, AZ in June,
inspection, and subsequetly rebuilt while performing all required maintenance as the aircraft was reassembled. The conversion from E to F model included the replacement of blades and stabilizers, the addition of a Fargo Axillary fuel tank, and an engine upgrade from the Rolls Royce 250-C20B engine to the more powerful RR250-C30 e n g i n e , increasing the hot and high performance of the helicopter along with extended range capability and longer flight time. The range enhancement is particularly important when air units are required to perform longer, protracted missions such as surveillance, or for overhead visibility to ground pursuits, and severe accidents or hostage situations that require extended periods over a scene. Columbus police have now received two of their [planned] four E to F conversion aircraft, and are slated to receive their remaining two aircraft in December.
from 30-year-old 500Es, to good as new 530Fs, was an easy one. Finmeccanica-AgustaWestland is offering several refurbishment options globally as well. on the companys most recent project has been defense aircraft rejuvenation for the United Kingdom's Ministry of Defense (MOD) on the AW101 Merlin helicopter. AW's program with the Merlin is said to be valued at 760 Million ($1.2 Billion USD), and involves conversion of the Merlin helicopters for maritime operations under the Merlin Life Sustainment Program (MLSP).
In the end, the decision to extend the life of our current aircraft well into the future by tearing down and re-building our aging aircraft to transform them from 30-year-old 500Es, to good as new 530Fs, was an easy one. Commander of Columbus Police aviation, Lieutenant Greg Estep said of the program, The Columbus Police Aviation Section is looking forward to flying the newly converted aircraft, Estep commented. We believe that the new aircraft will allow us to more effectively support the officers of the Columbus Division of Police, and better serve the citizens of the City of Columbus.
newly certified 530F on Wednesday , 30 September 2015. The department chose to upgrade one ship at a time in order to keep an aircraft available to provide service. Gwinnett County Police Aviation Manager Lou Gregoire commented, Our search for a viable option to the prohibitive cost of total aircraft replacement ended when we learned about MD's 500 to 530 conversion program. Once our command staff heard about the program, and the comparative cost saving over purchasing new aircraft, we received our marching orders to actively pursue a numbers nail down. Working with the MD team to find the best solution for our unit was a great experience.
The second agency to complete transition from E to F model is the Gwinnett County Police Department in Georgia. They have opted to rejuvenate their two 500Es that have been in operation since the 1980s, viewing the conversion program as a more fiscally responsible option for their county than purchasing new aircraft. The first of Gwinnett's two MD 500Es arrived at MD Helicopters Mesa, In the end, the decision to extend the Arizona headquarters on July 1, 2015. life of our current aircraft well into the future by tearing down and re-building Gwinnett Police took delivery of their first our aging aircraft to transform them
MLSP design and manufacture has already commenced with seven interim Phase 1 aircraft being delivered to the Royal Navy in 2015 and 2016 and the remaining 25 Phase 2 standard aircraft scheduled to be delivered between 2017 and 2020. As part of the program, 25 Royal Air Force AW101 Merlin Mk3 and Mk3A helicopters are being transferred to the Royal Navy to replace their fleet of aging Sea King Mk4 helicopters. The aircraft will undergo conversion at AgustaWestland's Yeovil facility in the UK, and will be based at the nearby Royal Naval Air Station Yeovilton. Airbus Helicopters also provides upgrade services on their AS350 BA/B1 to B2 upgrades as well as upgrades to the H135 line. Airbus also offers a 12 year inspection service at their factory in Grand Prairie, Texas, effectively reseting the clock on the airframe. Airbus recently refurbished an AS350 BA belonging to the Lee County, Florida Sheriff's Office, setting the inspections cycle to zero, as well as updating the helicopter with all factory configuration changes. The service package can even include a custom paint job if required by the client. October 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
Air Methods H130 on the pad at Brownwood Regional Medical Center Image by: Tim Pruitt October 2015
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We chose Airbus Helicopters Inc. to perform our 12-year Inspection because we have a lo ng s tanding r ela t i o ns hi p wi t h them. They deliver a high-quality product, said Mike 'Pop' Warner, C o m mander of th e Le e C o unt y Sheriff's Office Aviation Division. The staff at Air bu s He l i c o pt e rs , Inc. kept us well-informed during t h e ins pection pro c es s , a nd t he ship flew extremely well during our acceptance flight. The paint j o b w as top -notch. We pl a n t o bring our AS350 B2 t o Gra nd Prairie for its 12-year Inspection in 2016. MRO operations are also offering the same service, with companies like Vector Aerospace seizing the opportunity and developing a progr am to tr a ns i t i o n A i rb us Helicopters AS350BA models to the B2 variant, adding to t h eir al r eady extens i v e reportoire of services the company provides to the industry. It is made possible in part by their partnership with Turbomeca, who provide the upgraded Arriel 1D1 engine for the upgrade initiative wo rldw ide. Bell Helicopter also offers refurbishment services on the tried and true workhorse of the Bell fleet, the UH1H Huey. The Huey II m o d ernization p ro gra m includes commercial Bell 212 dynamic components and the Honeywell T53-L-703 engine upgrade, as
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well as a full rewire and upgraded avionics suite that increase the hot and high performance of the aircraft. The upgra d e al so i n cr e a se s t h e h e l i co p t e r s max gross weight to 10,500 lbs. As with any modernization, the savings made by military, para-public, and private operators manifests itself in the form o f re d u ce d o p e r at i n g co st s g a i n e d b y t he m o d e r n i z at i o n o f t h e ai r cr a f t , t h u s ultimately saving in many areas from m a i nt e n an ce t o f u e l co n su m p t i o n . Aircraft manufacturers have clearly heard and responded to customers needs over the last several years, developing custom programs to meet the requirements of civil, para-public and military aviation not just in receiving an a s new ai r cr a f t b u t a l so b y d o i n g t h e i r best to provide updates and mission specific upgrades within the scope of wha t cu st o m e r s w an t an d n e e d .
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Pratt & Whitney Canada ready to supply AW169 engine Pratt & Whitney Canada Corp completed integrated with P&WC's maintenance manuals. its Entry Into Service (EIS) process for the new PW210A engine which will power the The PW210 has been designed for low AgustaWestland AW169. maintenance and maximum availability: 3,500 hours Time Before Overhaul; no scheduled oil The engine features a Dual Channel Full change, no boroscope or vibration checks, and Authority Digital Engine Control (FADEC) an easily accessible and integrated nozzle for that raises the bar for ease of pilot compressor wash - all of which help to maximize operation and maintenance diagnostics. time-on-wing with no compromise in reliability. Engine information can be downloaded AgustaWestland brought the AW169 from from the FADEC and enginememory storage concept to its pending EIS in a short timeframe,device to P&WC standard ground-station said Irene Makris, Vice President, Marketing.. software, a powerful tool linked with "P&WC worked closely with the airframe OEM P&WC's online interactive publications to meet tight deadlines while at the same time and the latest diagnostic tool, SpotlightTM. designing and delivering an advanced engine that meets rigorous requirements." SpotlightTM provides simple, guided In terms of its EIS preparedness, the necessary troubleshooting through an intuitive interface arrangements have been made to ensure engine
rental and spare parts availability within the P&WC Global Service Network. More than 30 Field Support Representatives and Mobile Response Technicians around the world have been trained to support the new engine. The PW210 family of engines has more than 10,000 hours of flight and the fleet leader, the PW210S has accumulated close to 2,000 flight hours without issue. The AW169 4.6 tonne, twin-engine helicopter is the first new aircraft in its weight category to enter the market in more than 30 years, setting new certification and safety standards. More than 150 AW169 aircraft have been ordered for use in executive/corporate transport, air ambulance, law enforcement, offshore transport and utility.
October 2015
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Helinews
St. Vincent Health
StatFlight Story & Images by Ryan Mason
Indiana: home of the famous Indianapolis 500 car race and the Indianapolis Colts football team. Its common Midwest moniker is the crossroads of America due to its national commerce significance as the intersection of four of the nation's busiest interstate highways and six U.S highways. The state capital, I ndianapolis, is ranked as the 
heliweb.com fourteenth largest in the nation for population.
Cover Story
HEMS in the Circle City
October 2015 September2015
Helinews I n d i a n a p o l i s c a m p u s o n t h e Vincent Health System patients.
The city has been recognized c i t y ' s n o r t h s i d e i s o n e o f St. Vincent hospitals and the during the last decade as a popular year-round convention location. It now hosts some of the country's largest conventions, thanks to its downtown network of crosswalks, tunnels, and pedestrian-friendly paths that allow the public to traverse around the city without ever having to go outside if desired. The city's drawcard feature was likely a key factor in its successful bid and execution as the site of Super Bowl XLVI in 2012. Indiana is also home to the St. Vincent Health System. Its
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the largest hospitals in the Midwest providing critical care and specialty services. A large network of additional facilities serves patients at many locations throughout the state. St.Vincent Health System is home to the PHI-operated St. Vincent StatFlight HEMS program which provides critical-care patient transportation for its network of regional and specialty hospitals throughout the state. The relationship between PHI and St. Vincent Health began in 2004 with PHI Air Medical providing emergency transportion to St.
affiliated physicians provided medical control and training for the PHI Air Medical clinicians, which commenced operations as a single aircraft, community-based program with a single AS350B2. The program continued to grow as CAMTS accreditation was gained in October of 2009. In April 2010 the St. Vincent StatFlight program evolved into a cooperative partnership that combined the current PHI Air Medical of Indiana program with St. Vincent Health and its centers of excellence. Today, St. Vincent StatFlight is a 5-aircraft
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program that provides safe, reliable and quality service to the entire state of Indiana. Since transitioning to St.Vincent StatFlight in April of 2010, the program functions like a turnkey department of St. Vincent Health as it relates to the business of the operation, much like a traditional air medical program. The operational control of the pilots, mechanics and aircraft, as well as the clinical oversight, is entirely provided by PHI Air Medical.
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Operations Stat Flight's operation consists of four Bell 407 helicopters, based at hospital campuses in Anderson, North Vernon, Rushville and West Lafayette, Indiana, with and additional H135 Airbus helicopter based at the Danville location. The operation has continued to expand over it's 10 years of service, adding it's last aircraft in December of 2012 when the Stat flight operation opened the Rushville, Indiana base , situated at Rushville Memorial hospital. Now home to one of the operations Bell 407 helicopters and making the St. Vincent Stat Flight program the largest in the state with five operational bases.
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The Stat flight operation consists of roughly 25% scene flight missions, with the remainder made up with inter-facility transfers. In 2014, between all bases and aircraft. The St. Vincent Stat Flight program's 20 pilots flew a total of 3056 hours with an average yearly count of 1100 transport flights around Indiana. Technology All helicopters in the Stat flight family are NVG compatible and all night operations are aided with the use of night vision goggles, requiring pilots and crew to conduct currency training regularly to remain proficient in their use. In addition to the use of NVG technology, the single SPIFR H135 aircraft located at the Danville location is designated as the primary aircraft for NICU transportation, a specialty of the St. Vincent health network. The H135 is also fitted with a 3 axis autopilot with SAS that controls pitch and roll axis to assist with pilot workload. In addition to the H135 Autopilot, the Stat Flight team is also in the process of planning the fit out of the operations remaining 407 fleet with autopilot systems that will be installed gradually over the next 24 months. Monitoring of the Stat Flight takes place at the state of the art Stat Flight communications center based at the 86th street St. Vincent Hospital campus and home to their team of communications specialists that monitor each helicopter from takeoff to landing utilizing Outerlink technology to assist with location tracking of aircraft while in flight. Staffing Keeping things flying is no small task for an operation with five bases spread around the state. It is handled by 75 staff members who make up the team of administrators, communications specialists, medical professionals and pilots at StatFlight. This also includes its own in- house maintenance team which works out of a maintenance hangar at Anderson Regional Airport and is capable of performing all maintenance tasks needed for the continuous safe operation of the fleet. Tr a i n i n g
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Flying for the HEMS industry requires a substantial amount of experience not gained by those just out of flight school or even at the mid-point in their careers in the helicopter industry. For anyone unfamiliar with helicopter EMS flying requirements, the industry standard in the
H United States, with StatFlight being no different. To become a pilot with PHI Air Medical (operator of the StatFlight program), pilots are required to have a minimum of 2000 total hours of flight time, with 1500 of those being helicopter hours and 1000 of those as the pilot in command of the helicopter. This is not an easy number of hours to attain for those who are starting out at the completion of the 250 hours needed for the Commercial Pilot rating. In addition to the standard flight hours, pilots are also required to have at least 500 turbine hours, 100 hours of night operations (aided) or 50 unaided hours as well as 100 hours of NVG time and have a current commercial helicopter and instrument rating. Of the 20 pilots flying for StatFlight, the total flight time logged for all pilots in the program in their careers equals a staggering 81,235 hours, with the average flight time of each pilot being just over 4000 total time. StatFlight comprises a good mix of both former military and civilian pilots on the team. IFR pilots are required to attend initial type training for each aircraft they fly and half-yearly check rides on each aircraft for which they maintain currency, including training that focuses on IIMC, one of the key focus areas of improvement for the safety of the air medical industry.
training on each aircraft used in their specific programs as well as Air Medical Resource Management Training. Conclusion StatFlight has a rapidly expanding customer base and continuous industry growth in the State of Indiana. It maintains a strong focus on improving technology to assist its well-trained staff of medical professionals and pilots. The StatFlight program continues to grow its presence in the state, which indicates that the future looks bright for the St. Vincent Health System's StatFlight program.
Medical Staff For medical professionals, the training to be considered for a role in helicopter EMS is just as competitive as it is for pilots, and the training standards are just as stringent. To be considered for a flight nurse or flight paramedic position with StatFlight, candidates must meet established CAMTS standards and possess at least three years of experience in their chosen field. These professionals must obtain and hold all industry certifications throughout their time with the program. In addition, medical crews must meet both initial and annual clinical training requirements based on serving every type of patient. Crews also receive
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October 2015
Helinews Continuing growth in global market for Bell Bell Helicopter had a big month of news in September as well. Bell has announced Transport Canada Civil Aviation's (CAA) approval of the Mecaer MAGnificent VVIP interior, along with Russian CAA approval of their Prague Customization and Delivery Center, and the opening of a new Authorized Customer Service Facility operated by Agrarflug Helilift in Germany. The new facility joins the many other global service facilities operated by Bell partners such as Agrarflug Helilift. "We continue to build a robust aftermarket support plan to ensure our customers have the regional support needed to continue their operations," said Glenn Isbell, Bell Helicopter's Senior Vice President of Customer Support & Services. "We believe that Agrarflug Helilift, like Bell Helicopter, puts the customer at the center of all their activities, and as a result they were a natural fit to become the newest member of our awardwinning customer service network." Bell also announced a 3 month
delay in the certification process of the new 505, citing that the first customer delivery will occur in the first part of the second quarter 2016. The 525 Relentless continues to progress, resuming flight testing with the Relentless likely see consumer deliveries commence on schedule with the anticipated turnaround of the global oil market, which has been in decline recently.
Agusta continues development goals and deliveries globally The AW189 continues to gain ground with Finmeccanica-AgustaWestland's announcement that operator Bel Air has surpassed 2,000 hours of operation with their pair of AW189 super medium twin aircraft. Bel Air's AW189s perform long range offshore transport missions in the North Sea. In October, 2014, the customer signed a contract for the acquisition of a third aircraft. The operator has also opted for the 8.6 tonne Maximum Gross Weight upgrade to give its customers greater levels of payload. EASA certification
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was also gained for the AW189 Limited Ice Protection System (LIPS), allowing the 189 to futher enhance its all-weather capabilities, a welcome addition to the process of making the all-new super medium class helicopter suitable to operate in the most adverse and harsh environmental conditions. In addition to LIPS certification, AW has also been granted a Type 2 letter of approval from EASA as a Navigation Database Supplier for helicopter Flight Management System (FMS). Under this EASA Certification, AgustaWestland is recognized as capable and allowed to generate and supply Navigation Database for the Flight Management Systems of its AW169 light intermediate and the AW189 super medium twin engine helicopter types. At Helitech in London, AW announced the sale of one AW169 to HeliService International. Additionally, they announced the sale of 18 AW aircraft to Waypoint Leasing (Ireland), consisting of a mix of the AW139,AW169, andAW189. The new aircraft are scheduled to be delivered between 2016 and 2019. HELICOPTER HELMETS New Kevlar® Helicopter Helmets available w/ single or dual visor assembly, general aviation avionics, lighweight crushable earcups w/ sensiform air seals, Confor™ foam custom liner and optional 6’ coil. Factory new & fully guaranteed! $905.00 - Single Visor Assembly $990.00 - Dual Visor Assembly
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Airbus Announces Profit
Increase,
Continues
Sales
of Wide Range of Helicopters Announcing a 5.3 percent increase in profit in the first 6 months of 2014, Airbus continues development of the H160. The H160 has reportedly reached speeds of 170 knots and an altitude of 10,000 feet during recent flight testing. The announcement of the X6 which replacing the older H225 airframe shows that Airbus is not languishing in older technology. Airbus Helicopters is further refining its fleet of available aircraft. This development played a part in the company's plan to remove the AS355 once all final orders have been completed. In the North American market, Airbus announced the sale of six H145s to Metro Aviation. Internationally the company announced the sale of an
H125 and H145 to Elbit Systems for use by the Israeli Police, as well as six H130s to Monacair. Monocair is a Monoco based management company that operates a fleet of 20 helicopters. While overall sales continue to build, the H145T2 demo tour continues for Airbus, having shown it in several states in North America and also completing a tour of Australia to showcase the capabilities of the H145T2 airframe.
MD delivers several 530F helicopters in E to F conversions Showing success in the market of refurbishing existing helicopter assets,
MD Helicopters announced at the end of September the delivery of a newly certified, zero-time MD 530F helicopter to the Gwinnett County Police Department. This is the second recent delivery of this type, with the Columbus (Ohio) Police Department also receiving zero time MD530Fs. Gwinette County's helicopter previously operated as an MD 500E. The 500E underwent a 12week transformation to emerge as a newly certified, factory-guaranteed, FAA-certified F-model (369FF). Lou Gregoire, Gwinnett County Police Aviation Manager, commented, "Our search for a viable option to the prohibitive cost of total aircraft replacement ended when we learned about MD's 500 to 530 conversion program. Once our command staff heard about the program, and the comparative cost saving over purchasing new aircraft, we received our marching orders to actively pursue a numbers naildown, and everyone knows how much we cops love to pursue stuff!"
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October 2015
Helinews Columbia Helicopters Delivers Three Chinook Helicopters to Morocco Columbia Helicopters announced the completion of an extensive military maintenance contract, delivering three Boeing CH-47D Chinook helicopters to the Royal Moroccan Air Force (RMAF). The final aircraft was handed over to the RMAF at a military base near Rabat, Morocco in late August. The refurbishment work was completed at Columbia's approved facility in Aurora, Oregon. The aircraft were then shipped to Morocco, where Columbia's crew reassembled the aircraft and conducted post-maintenance test flights. We are pleased to have successfully completed this project, said company president, Jim Rankin. "Our military maintenance crews did an outstanding job bringing these aircraft back to a nearly-new state, and I'm confident the Royal Moroccan Air Force will be completely satisfied with these aircraft." Columbia had received the three aircraft last November under a U.S. Foreign Military Sales (FMS) project that sold the former U.S. Army aircraft to Morocco. Part of the contract called for refurbishment of the helicopters, which was conducted at Columbia Helicopters, separate, secure military maintenance hangar that is still a part of the company's FAA-licensed Maintenance Repair Overhaul (MRO) facility. "Our crews finished putting the three Chinooks into flight-ready status, which we then presented to their military leaders, added Leach. The crews did a great job in Oregon and in Morocco. The aircraft we presented to the RMAF
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looked just like brand new helicopters." Columbia Helicopters had received this refurbishment contract based on the company's qualifications and past performance of other
work on military helicopters. Papillon Group Names Third Generation of Halvorsen Family Members to Executive Roles.
new roles, Edlund will continue to serve as general manager of Nevada Helicopter Operations, and Tomlin will maintain his position as general manager of Nevada Fixed-Wing Operations. Papillon Group, which celebrates its 50th anniversary in 2015, was founded in 1965 by Halvorson's father, Elling Halvorson. It has remained a family-owned and operated company since day one. "It has been my intention for several years to turn over the leadership of Papillon Grand Canyon Helicopters and Grand Canyon Scenic Airlines to the next generation," said Halvorson. "These men have many great qualities and talents; they complement each other both personally, professionally and most importantly, they are committed to working together for the betterment of both companies."
Papillon Group announced this month the promotion of third-generation Halvorson family members, Geoff HELICOPTER PARTS SALES Edlund and Jake Check Out our Huge Inventory! Tomlin, to new roles Over One Million Items! within the company. Papillon Group's We have a large inventory of quality parts from Brenda Halvorson, reputable sources, for outright sale and exchange. who previously held the dual roles of ACCESSORIES • COMPONENTS • INSTRUMENTS President and Chief Executive Officer Airbus Helicopter, Bell Helicopter, MDHC, Schweizer, Sikorsky, Lycoming, Rolls Royce, Turbomeca for 22 years, has elevated Edlund Check out our website! to the position of President of Papillon WE BUY: • Light and medium turbine helicopters G r a n d C a n y o n • Parts, components and inventories Helicopters, and • Distressed and run-out airframes Tomlin to President of Grand Canyon Toll Free 800-585-7004 USA & Canada Only. Scenic Airlines. In TEL: USA 1+608-756-3632 • FAX: USA 1+608-756-2606 addition to their email: info@tradewindinternational.com
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October 2015
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Images by: Ryan Mason
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IU Health EC145 arrving at the Indianapolis Downtown Heliport
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H-145 of the London Metropolitan Police, awaiting a call at the Lippitts Hill base.
London Air Ambulance MD-902 arriving on a patient transfer in downtown London, UK
Octoberand2015 London Metropolitan Police's H-145 is equipped with the latest surveillance technology mapping  software
Master Pilot Jaye Bridwell Poses with one of the Hillsborough County Sheriff's Office AS350's Image by: Ryan Mason
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Rotorheads Meet Jaye Bridwell
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.
When you speak to pilots about their
history in aviation, most say they have wanted to fly since they were young. Jaye Bridwell is one of those people. Having had a lifelong passion for aviation, starting from a young age, he knew he wanted to be both a police officer and to be a law enforcement aviator. Instead of just hoping that it would all work out, Bridwell set out to work towards both goals and make it happen. Starting out as many boys do, Bridwell was active in the Cub Scouts. He would eventually go all the way through to Eagle Scout. He also participating in JROTC. At the age of 18, he earned his private pilot certificate for fixed wing. He went on to purchase his own Cessna 152 aircraft at the age of 23 for the sole purpose of building hours and gaining more experience in order to make himself more marketable as an aviator when the time came. Bridwell also pursued his law enforcement goal by becoming a cadet with the Hillsborough County (Florida) Sheriff's Office (HCSO) as a teen. Then, in 2001, he became a full time Sher-iff's deputy with HCSO where he would spend the next six years working in various units, includ-ing DUI enforcement
and Community Relations. In 2007 he was finally granted a position as a pilot for the agency. Now, with a total of over 2,700 flight hours, over 700 of which are using NVGs, Bridwell still says that he has the same passion for aviation that he had as a child; every flight he considers just as great as the first time he sat in the cockpit. Bridwell holds commercial instrument Rotorcraft CFI/Fixed SEL certifications, and has flown the Airbus Helicopters AS350B2 for a majority of those hours. He also regularly flies the agency's Cessna Stationair 206T, and has accumulated time in the Cessna 152, EC120, and OH58. While having a high number of hours for someone so young, Bridwell said that he still learns new things daily, and loves the fact that working for the Sheriff's Office has given him the opportunity to work with many seasoned pilots over the years. One of the pilots to whom he credits the majority of his flying skills is Sergeant Kevin Langiotti, who taught him for the majority of the training stage of his transition into rotary aviation from fixed wing. Bridwell stated "I owe a lot to Sgt. Langiotti. He took me under his wing as a 27 year old rookie pilot and has made me the pilot I am today."
Bridwell holds the rank of Master Pilot at HCSO and also works occasionally for US Helicopters, flying in whatever city he is needed during time off from the Sheriffs Office. He also flies ferry flights to bring new aircraft from the Airbus Helicopters facility in Grand Prairie, TX to the company's U.S. headquarters in North Carolina. Jaye also serves as an Ensign with the United States Navy Reserve, earning his commission in 2014. He is an Aerospace Maintenance Duty Officer based at Naval Air Station, Jacksonville, Florida. When asked how he fits being a pilot, a Naval officer, a father to a 10 month old son & 8 year old daughter, and husband to wife Rachel, Bridwell said that it is tough. He added that the Sheriff's Office is incredibly accommodating to his military duties, largely due to Sheriff David Gee's support of the military and the help of reserve deputies that serve as tactical flight officers to cover vacancies such as vacation time and military duties for the other full-time pilots.. Without the assistance of reserve deputies the agency would struggle.The Reserve Deputy program has been instrumental in making sure there is enough staffing to ensure they have the same service levels no matter what the situation is. October 2015
Scott Dworkin is a freelance aerial publications. As a freelance photojournalist based in the Northern Los Angeles area of Thousand Oaks, California where he lives with his wife and daughter. He's had a lifelong passion for aviation and photography. After honing his skills as an aviation, music, and lifestyle photographer, he ultimately decided to focus his photography primarily in his passion: aviation.
photographer and writer, Scott has flown with every branch of the US military, as well as many civilian aviation companies and law enforcement aviation units. He has traveled to Afghanistan with the United States Air Force, and around the U.S. with a multitude of military and civilian units.
In late 2012, his freelance work led to Since 2010, his work has been seen him being hired by the United States Air in numerous international aviation Force-Air Force Flight Test Center at
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Edwards Air Force Base, California. While working as a photographer there, he provided aerial multimedia both air-to-air and air-to-ground coverage, including still photography, high definition videography, high-speed video, and post production editing work. He routinely flew aboard various types of US Air Force aircraft to provide video and photo documentation of ordnance and weapons testing, drop
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tests, aircraft flight performance, and other operational missions as required. Scott is fully certified and trained in accordance with AFI Flight Aircrew rules and regulations, and presently holds a valid altitude chamber card.
were flying in a KC-135 tanker while it refueled the B-1, B-2, a C-17, four F-16s and two F-35s on the same mission. The photographer added, Any of my fighter air to airs would rank up there as my favorite.
The creation of his company, Mach 91 Aerial Photography, is the culmination of Scott's dream and passion to deliver the finest quality, striking, and dramatic aerial photography possible. As a photographyequipment brand preference, Scott shoots with Canon cameras and lenses. His favorite lens for air to air photography the 25105. This is due to his close proximity while doing jet photography airto-air shoots, while he prefers the 70-200 2.8 for helicopter aviation shots and other photography needs. Scott's favorite air-to-air shoot with helicopters, he says, is a tossup between his work with the US Coast Guard unit in Los Angeles or the LAPD air units. He recalled that some of his favorite shoots in the fixed wing world during his time working for the Air Force
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To see more of Scott’s work, visit: www.mach91aerialphotography.com
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AMTC 2015 is just around the corner
Each year the AMTC show brings approximately 2,500 air medical transport professionals together from across the g l o b e fo r a t h re e - d ay e ve nt featuring 150+ education sessions covering topics in a variety of disciplines including safety, core clinical, specialty clinical, management, aviation, research, and communications/ dispatch. The AMTC, the largest gathering of its kind worldwide, also features a tradeshow that showcases 150 companies displaying products and services specific to air and critical care ground medicine. organizers that include the Association o f A i r M e d i c a l S e r v i ce s, t h e Air & Sur face Transpor t Nurses Association, the Air M edical Physician Association, the I nte r n at i o n a l As s o c i at i o n o f Flight & Critical Care Paramedics, the National Association of A i r M e d i c a l Co m m u n i c a t i o n Specialists, and the National EMS Pilots Association.
medical professionals as well as offerings for the pilots in attendance from globally re c o g n i z e d p ro fe s s i o n a l s i n both industries. AAMS chose to host this years conference on the west coast, hoping no doubt for the same glor ious weather that greeted attendees for the duration of the show in 2014 held in Nashville, TN at the Music City conference center. OEM’s exhibiting at AMTC this year include Agusta Westland, Airbus Helicopters, Bell Helicopter and many other vendors catering to the air medical industr y, showcasing the latest in technology, aircraft and patient care products.
Keynote speakers for the 2015 conference include former chief n a t i o n a l c o r re s p o n d a n t J i m Angle of Fox News, speak ing o n t h e A f fo r d a b l e C a r e A c t and Dr. M arcus Sk inner, and anesthesiologist, trauma physician and pilot who This years show, being hosted will speak on maintaining in Long Beach, California like safet y standards in high risk ever y year, will have the usual environments, like those found mix US Coast of valuable Guard Station educational Savannah MH-65 ion n at h training e a i rmission m e d i c a l i n d u s t r y. c oImage n t e nby: t Colt f o r Roy the attending
Annual highlights of the show i n c l u d e t h e h o t l y co nte s te d AAMS SIM Cup competition that pits air medical crews in head to head competition in simulated d r i l l s t h a t m i m i c re a l wo r l d situations with ultra modern state of the art patient simulators that runs throughout the show, culminating in the finals being held on Tuesday October 20th during the lunch hour. O ther highlights include the annual Communit y Awards Banquet that recognizes excellence in air medical and critical care ground transpor tation along with the many evening events hosted by the various OEMs and vendors in attendance at the AMTC show. This years show like every year is bound to be one filled with announcements of helicopter sales and deliveries, as well as old and new business relationships continuing to prosper at the largest air medical convention in North America, we look forward to bringing you the latest announcements and releases from the show as they happen. Look forward to an AMTC recap in an upcoming issue of heliweb . Image by: Ryan Mason
#helipix 12 Apostles Helicopters Airbus H130 - Victoria, Australia Image by: Ryan Mason
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