heliweb - June 2014

cast your web • heliweb.com

In need of rescue?

June 2014

Train with SRT Helicopters

contents features Q&A with the FAA.......................................................................14 Vertically speaking – Land and live .....................................18

columns letters-to-the-editor......................................................................4 events.................................................................................................6 company spotlight — Machida Borescopes........................10 the business end..........................................................................12 the anatomy of aviation insurance........................................16 training facts.................................................................................22 NTSB reports.................................................................................24 heli-specs.......................................................................................26

on the cover

cast your web • heliweb.com

June 2014

In need of rescue?

Train with SRT Helicopters

2

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In need of rescue? ........................................8 SRT Helicopters trains professional rescuers and newbies

is published by heliweb, inc.

P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 855.heliweb (435.4932) FAX: 478-987-1836 EMAIL: info@heliweb.com WEB: heliweb.com EDITOR / PUBLISHER: Graham Lavender graham@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Michael Conner michael@heliweb.com ADMINISTRATION: Casey Armstrong casey@heliweb.com AUDIENCE DEVELOPMENT: Brittni White classifieds@heliweb.com PRODUCTION: Deborah Freeman info@heliweb.com CONTRIBUTING WRITER: Kim Rosenlof kim@aeroink.com heliweb is published monthly for $39 USD for a one (1) year subscription and $70 USD for a two (2) year subscription (international rates will vary).

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

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letters-to-the-editor sign us up Enjoyed your first edition. Please sign us up for continuation of your magazine.

Also, if you haven’t already, please sign up our associated company Liberty Flight School.

Thanks, Rick Longlott Thorndale, PA Rick; Appreciate the compliment. We all have been working hard to debut heliweb! We have added Liberty Flight School to our regular subscriber list.—Graham

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events June 21, 2014 American Heroes AirShow

October 14-16, 2014 Helitech International Conference

July 15-18, 2015 ALEA Expo 2015

Los Angeles, CA

Amsterdam, RAI www.helitechevents.com/en/

Houston, TX alea.org

October 21-23, 2014 67th Annual NBAA Convention

July 20-26, 2015 EAA Airventure Oshkosh 2015

Orlando Convention Center Orlando, FL nbaa.org

Oshkosh, WI 920-426-4800 airventure.org

November 4-6, 2014 Dubai Helishow 2014

May 19-21, 2016 HeliRussia 2016

Dubai UAE www.dubaihelicoptershow.com

helirussia.ru

July 14-20, 2014 Farnborough International, Farnborough Airport Farnborough Hampshire, UK www.farnborough.com

July 16-19, 2014 ALEA Expo 2014 Phoenix Convention Center Phoenix, AZ alea.org

July 21-25, 2014 AIA Conference

November 7-9, 2014 HAC Convention

Napier, New Zealand aia.org.nz

Le Centre Sheraton Montreal Hotel Montreal, Quebec Canada

July 28-Aug 3, 2014 EAA Airventure Oshkosh 2014

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November 17-19, 2014 Aerial Firefighting Safety Conference

Oshkosh, WI 920-426-4800 airventure.org

The Grove Hotel Boise, ID

September 22-24, 2014 AMTC

May 19-21, 2015 EBACE

Music City Center Nashville, TN

Geneva, Switzerland, www.ebace.aero

Septermber 26-27, 2014 Ken Brock Freedom Fly-In

May 21-23, 2015 HeliRussia 2015

El Mirage, CA www.PRA-1.org

helirussia.ru

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July 18-24, 2016 Farnborough International UK, www.farnborough.com

July 25-31, 2016 EAA Airventure Oshkosh 2016 Oshkosh, WI 920-426-4800 airventure.org

July 20-23, 2016 ALEA Expo 2016 Savannah, GA alea.org

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on the cover

In need of rescue?

Train with SRT Helicopters

by Kim Rosenlof Former U.S. Army Special Forces member Chris Gadbois has worn many hats: helicopter pilot, paramedic, fire captain, and—the surprising one— consultant. He founded SRT Helicopters, a specialized response and flight training company based in Bakersfield, Calif., in 1989 to train his fellow firstresponders in real-world situations such as hoist operations, night-vision goggles (NVG) use, “blue water” operations, and fast roping. The company’s specialized training courses are generally conducted in the customers’ aircraft and in their own environment.

“It’s not just the flight training piece,” said Gadbois, “When we go to train a customer, we try to identify all of the different issues that could possibly cause them grief on an actual incident.

We find out what kind of responses they go to, who do they work with, what kinds of challenges they face. We train the way they are going to work. When we train them in their own environment, we can watch how they normally operate and can give them more useful suggestions. We’re not retraining them how to fly, we’re just giving them a new

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perspective on how they might do things.”

Going beyond simple recurrency training, SRT requires the operator to fill out a 50-question pre-bid questionnaire to determine the crew’s training needs, and then sends an advance team to inspect the customer’s helicopters and other equipment, interview crewmembers about their operational environment, and review maintenance logs. This advance preparation allows SRT to address individual safety concerns and operational deficiencies.

“We take a consultant’s approach to training,” said Gadbois. “When we arrive onsite, we ask the client to name the most vocal malcontent on their crew, and that’s who we interview first. Nine times out of 10, [the malcontent’s] complaints match our assessment of the areas that need the most help.”

An SRT mobile training team usually involves six or more instructors, including two or more pilots, a crew chief, rescue personnel, and maintenance personnel. Every SRT instructor is a

cast your web current helicopter professional, with most holding full-time public safety jobs as helicopter pilots, paramedics, rescue personnel or maintenance crew. While one set of SRT instructors trains student crews aloft on hoist operations, technical rescue, personnel recovery, NVG, and other specific operational techniques, other SRT personnel conduct classroom training on topics such as human factors or total resource management. When one crew ends its two-hour training session, fresh SRT instructors take the next crew up.

In addition to providing mobile training teams, SRT also operates a fleet of its own helicopters for flight training and contract operations out of its Bakersfield facility. The company operates Bell 206B/L and 212HP helicopters for contract work such as pipeline patrol, wildlife surveys and aerial photography.

Schweizer 300s are used as the flight school’s basic helicopter trainer, but Gadbois encourages all of his students to take advantage of SRT’s dual-rating program, for which he keeps a Cessna 172 in the hangar.

“Normal recurrency training segregates the pilots from the crewmembers in back,” Gadbois said. “The pilots go off to some facility to do their training, and rescue personnel do their training at a separate time and place. We allow the entire crew to train together.” Training together allows the crew to practice resource management, situational awareness and critical thinking techniques.

“We’re getting guys dual rated all the way to CFII (certified flight instructorinstrument) for $50,000 to $60,000,” said Gadbois. “Dual-rated pilots are more marketable, especially in areas like Alaska, since they already know the fixed wing system and can interact in the fixed wing world more easily.”

Another advantage of using the Cessna 172 is allowing students to get actual instrument time. “There is not a training

helicopter made that you can go out and get actual instrument time in,” said Gadbois. “It’s all under the hood.

Whereas with the Cessna 172, we will do a bunch of cross country trips to San Francisco or Oakland, not only getting in really busy airspace but they’ll end up having 20 to 30 hours of actual instrument time in their logbooks.”

Gadbois says the actual instrument time sometimes is a selling point for international students whose countries are hesitant to pay for the dual rating. “Sometimes the sponsors who are paying for helicopter training don’t want the pilots to be dual rated because they will be snapped up by the airlines when they go back home,” said Gadbois. “But then they hear that the pilots can get actual instrument time in the fixed-wing, and they are all for that.”

june 2014

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Machida Borescopes

company spotlight

What a view!

A look into the borescope

by Graham Lavender The borescope. Literally defined as an optical instrument consisting of a fiber bundle with an objective lens at one end and an eyepiece at the other; used for viewing objects not accessible to direct viewing. The latter part of the word, scope, conjures images of medical offices and invasive procedures, not 100-hour inspections for aircraft. Boroscopy for general helicopters is not a relatively new concept.

Once reserved for government aircraft and jet engines, the adaptation of the turbine engine in helicopters has opened the door for the use of the borescope to just about every operator.

The past 30 years have witnessed an explosive growth in the need for nondestructive testing and remote viewing inspections.

Visual inspection, the most basic method of nondestructive testing, has seen amazing technological advances. The primary problem encountered with visual evaluation has always involved the limits of accessibility to the inspection areas. Industrial borescopes help fill this need. Borescopes allow for internal inspection without disassembly - saving time and money.

Originally designed to meet the needs of the medical industry, industrial borescopes are now used in a variety of applications. These applications include aviation, aerospace, sanitation, automotive, weaponry, casting, law enforcement, electronics, refining and power generation. To meet the needs of the individual industries, these scopes come in an assortment of diameters and working lengths.

They can be customized with side view adapters, battery packs, outer coverings and working channel tools.

There are two different types of borescopes – fiberoptic and video. Both are used to view objects that are not accessible for direct viewing. By illuminating an object and relaying a magnified optical image to

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

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

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cast your web an eyepiece or video processor the viewer is able to see the inside of the object. They differ in how they are constructed. Fiberoptic borescopes use bundles of fibers no larger in diameter than a strand of hair and lenses to display the image in the eyepiece of the viewer. Videoscopes, however, use micro-camera chips and electronic image signals to send a digital image to an LCD display.

non-accessible areas of the airframe, is manufactured to the same quality standards as the borescope used in the medical field, but is priced much lower.

The advantages a borescope offers the helicopter are immeasurable. With the ability to peer into the interior of the turbine engine, condition of the blades, as well as other components inside the engine, is easy to determine. The same applies to the piston engine operator, checking for burnt valves, damaged cylinder walls and cracked cylinder heads.

Machida, Inc. is a leading borescope manufacturer located in Orangeburg, New York, 20 miles north of New York City. Established in 1975 as a joint venture between Katsumi Microscopes are used to assemble However, the advantages of the Oneda and Machida Endoscope each borescope by hand. borescope for the helicopter do not Company of Tokyo, Japan, its charter stop with the engine. Often, it is necessary to see behind was to assemble and market the full line of medical fiberoptic visually blocked areas to inspect a wing spar or fuselage tubing. endoscopes. In 1978, Machida was approached by Pratt & Whitney Government Products Division and the United States The ability to view where the naked eye cannot see without Air Force to design a flexible borescope for the F-100 engine. disassembling is invaluable, easily justifying the cost of a Starting with no development funds and working within the borescope. Both types of scopes have image capturing unfamiliar world of military specifications and Department of capabilities. The video version allows videos to be taken Defense regulations, Machida successfully developed one of, and emailed to a service center for further advice. Even the if not the first, flexible industrial endoscopes in the world. This eyepiece version has been used to take limited quality photos later became known as the flexible borescope. through the eyepiece.

Machida, Inc. has been a wholly owned subsidiary of VisionConcluding the tour, heliweb departed the Machida facility Sciences, Inc. (VSCI) since 1987 and employs approximately with a new respect and understanding of the borescope 120 people. Warren Bielke has led the company as interim and the realization it’s not just a miniature camera; it’s a very CEO since 2009. Bielke comes from an extensive background complex and necessary business tool. in the medical device industry, enabling Machida’s industrial borescopes to meet rigorous medical standards. Most employees of Machida have been with the company for over ten years. Jitu Patel signed on with Machida in 1975 and currently serves as the Vice-President of the Industrial Division.

Jitu takes pride in the quality and customer service Machida provides. heliweb visited Machida to get a firsthand look at its facility and the manufacturing process. Jitu Patel and Jim Bradley, Director of Manufacturing, were our guides as we witnessed every stage of the manufacturing process. Each borescope is assembled by hand, mostly using a microscope, enabling Machida to adhere to rigorous quality control standards. The borescope that is used to look inside a PT6 engine, or tight,

june 2014

11

Michael Conner

the business end

Safety The term “safety” used in the environment of a helicopter operation encompasses many different aspects. Accidents, human error, and mechanical failure are inevitable. This means that a constant and efficient effort to prevent them should be practiced every moment of every day. Besides the obvious reason, preventing loss of life, establishing and maintaining an impeccable safety record is a major key to operating a successful business.

Any company that is well known for its all-encompassing attention to safety should be able to attract the best and brightest that the industry has to offer for employment. Anyone that has ever been in management will tell you that having high-level talent pays huge dividends to the company in terms of time lost due to time management, injury, damage of equipment, etc. This goes for everyone from those making sure that paperwork is done correctly to the pilots who fly the ships.

Having an impeccable safety record is just one way to recruit these individuals.

In terms of a tour operation, the public’s perception of a company and its safety record determines the fate of the business. Everyone wants to fly with a company with very few or no incidents of safety violations and accidents. The exact

opposite is very true as well. A reputation of lack of attention to detail in the safety department will inevitably lead to a lack of customers.

Insurance is a must-have in every part of our daily lives.

Although it is there as a safety net, everyone’s, from the employer’s to the employee’s to the provider’s, best interests are served when claims are kept to a minimum. From the business owner/operator’s perspective, no claims means that no one is hurt, no ships have been damaged or destroyed and the business is operating normally. This keeps premiums low, productivity high, and the bottom line growing. With a sometimes overabundance of caution and attention to safety, the chances of having a claim are drastically reduced.

Invariably, people will make mistakes and parts will break. A daily work routine with safety at the forefront of operations will lessen the chance of this occurrence and help enable us all to wake up everyday to be a part of the industry that we love. It will also help ensure that all of the great businesses that make up this industry continue to sustain and grow, safely.

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

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Q & A with the FAA question: I have a question about an answer in the July/August 2013 issue of FAA Safety Briefing regarding hypertension. Dr. Scott advised the writer, who had a blood pressure reading of 150/90, which is not FAA disqualifying, to advise the AME at his next FAA medical exam

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of his previous blood pressure reading. I was wondering why one would do this if 150/90 is not disqualifying. I am concerned because I have heard of a phenomenon called “white coat hypertension” where an erroneous reading is caused by the anxiety of being in a doctor’s office. What do you think of this?

answer: “White coat hypertension” does indeed exist. However, if one is consistently having blood pressure readings in the 150/90 range, from a clinical perspective treatment may be indicated. It is the responsibility of your treating physician to determine if this reading is accurate. We expect the airman to always be truthful and open in disclosing medical information to the AME. There is little to be gained from trying to “hide” the reading of 150/90 when it can likely be easily explained and, as the reader notes, is not disqualifying in any case.

question: I am 75 years old and have high PSA readings. I have chosen not to take any action (including a biopsy) based on a lot of current information. My medical is renewable every year if I get a letter from my doctor stating we are closely monitoring the situation.

I understand you may no longer require this. What’s the current status on this?

answer: Recently, the certification policy has changed such that if an airman has prostate cancer, confined to the gland itself, the AME can review the information from the treating physician and may issue the medical certificate without special issuance as long as certain parameters are met. An elevated PSA may indicate prostate cancer, but there are also other conditions which may cause the elevated PSA. Because you do not have a specific diagnosis with defined treatment goals, the elevated PSA will need to continue to be followed in accordance with what you are doing currently.

Please understand, I am not criticizing what you are doing; we simply do not have the information we would need to discontinue monitoring from an aeromedical perspective.

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jim gardner

the anatomy of aviation insurance

Choose your aviation insurance broker wisely Choosing the right broker can be the most important thing you do to assure the best coverage at the best price.

A previous article briefly described three methods of choosing a broker; a) the shotgun approach, b) providing a test by assigning markets to several brokers, and c) hiring a single broker through an interview process.

The shotgun approach of calling as many brokers as you can find and seeing who comes back with the best quote provides a consistent scattershot result. Sometimes you get lucky. Usually both broker and buyer end up frustrated and unsure what the best result could have been. The quote doesn’t necessarily go to the best broker. It goes to the broker who can get to the market first, regardless of the quality of the quote request and the information provided to the underwriter about you.

Assigning markets to several brokers ultimately puts you in the position of being the aviation insurance expert. In addition, you will have several brokers telling you why you should buy their product rather than a trusted adviser helping you make the proper choice. This technique works best for municipalities and quasi-government entities like aviation boards who have professional risk managers that are required to get competitive quotes to bring to the decision-making body.

Interviewing and hiring a single broker to act as your aviation risk manager has, over the years, produced the best and most consistent results for the experienced aviation insurance buyer.

These buyers will tell you that, rather than spending your time and effort looking for the best quotes, you should interview and hire the best broker that will work for you.

Below are ten questions you might find helpful when interviewing a prospective agent or broker.

1. Does the prospective broker have a thorough knowledge and understanding of the aviation insurance, the marketplace, policies and coverages? You are hiring an expert in a very specialized field.

2. Does the broker have direct access and a strong relationship with all markets? Using a local, non aviation agent with whom you are familiar is common.

However, depending on the complexity of your operation, having a direct relationship with an aviation specialist will assure you have access to the full market, not just the markets the local broker has access to. It will also improve communication between you and the underwriter, assuring that the underwriter is getting the best information communicated in the best way to provide the best possible results. This communications process is

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

Jim.Gardner@jagardner.com • www.jagardner.com • 678-983-4482 16

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cast your web

3.

4.

5.

6.

critical, especially when a problem, claim, or special need arises.

How well does the broker understand your aviation operation? Your broker should have a strong background in aviation. Just being a pilot is not enough. The more he knows about your operation and the application of aviation insurance to that operation, the better he can work with the underwriter to get the results you want.

Is the broker willing and able to handle all of your aviation insurance needs? Some aviation insurance such as physical property and workers comp require a greater amount of time and effort on the broker’s part with a lot less return in premium and commission. For this reason, some brokers prefer to cherry pick. A full service aviation broker should provide these coverages as part of his service, regardless of the return on his time. He should also be willing to work constructively with you and the underwriter on any difficult issues to a mutually acceptable solution.

Does the broker take the time to explain the process and coverages as well as how they relate to your operation? Does the broker offer suggestions and methods to improve your operation to put you in the best position to get the results you want? Does he offer explanations and insights into the effects of safety and loss control for reducing the cost of insurance or improved policy language?

How accessible is the broker and his staff? Do they return your calls or emails promptly? Do they have an informative and interactive website? Can you reach them on the weekend or during an emergency?

7.

Does your broker make you feel like a valued client? A broker should be there to serve you. If you treat them like a trusted adviser, they should treat you like a valued client.

8. Does the broker have sufficient office support to properly service your account? A successful broker may have several hundred clients. A successful agency may have several thousand. They should have a professional staff of knowledgeable aviation specialists to provide timely, accurate service, from invoicing, processing applications, and certificates of insurance to taking the time to fully answer your questions and concerns. Visit them at their office if at all possible.

9. Ask for references and check them out.

10. Do you like the broker as a person? There are too many other quality choices to work with a difficult person. Life is much sweeter when working with people you enjoy being around. That works both ways.

The underwriter, not the broker, prices your risk. Providing the underwriter with the best and most accurate information about you and your aviation operation is one key to getting the best value. Establishing a strong, trusting relationship with your broker allows him to best represent you in the marketplace. If the underwriter is forced to establish pricing based on incomplete information, you can bet the number will gravitate to a more conservative figure (higher premium). Remember, whomever you choose, the broker should act as your advocate in the marketplace.

Jim Gardner The EXPERIENCE to negotiate the best terms and rates possible.

Phone: 678-383-6092 Cell: 678-983-4482 jim.gardner@jagardner.com www.jagardner.com

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june 2014

17

Vertically speaking – Land and live It’s no secret that the FAA would like to see a dramatic improvement in the safety record of helicopter operations.

But beyond our internal goals and metrics, I personally would like to see that same improvement. As a fixed wing and helicopter pilot, I understand the difference between both the operations of and the risks faced by each category.

Helicopters tend to operate in a more dynamic environment than the average GA aircraft. Therefore, they face different and, in many cases, a more dangerous set of risk factors. That’s why I wanted to use this space to update you on a number of things the FAA, NTSB, and industry are doing to help mitigate those risks.

Land and live One of the biggest safety initiatives that is going on right now is the Helicopter Association International’s (HAI) Land and Live campaign in conjunction with the FAA. This program is intended to encourage helicopter pilots to exercise one of their most powerful and yet underutilized tools — the ability to stop and land vertically. Believe me; I understand this is not a part of our normal thinking.

I was happy to be working with HAI on a program we believe could have a big impact on helicopter flight safety. HAI president Matt Zuccaro highlighted a number of issues in the helicopter community that could cause pilots not to consider a precautionary landing, from

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fear of FAA action and angering their management to creating fear in their passenger’s minds. On the first point, let me say this: If it’s a 50-50 call, the FAA would prefer that the pilot-in-command weigh the information available and land the helicopter anywhere it can be done safely. We’re working to educate our inspector work force on this policy, so please do me a favor and educate your colleagues as well. This is a big culture shift and it will require the efforts of not only the FAA and HAI but also those of you out in the community.

Could a precautionary landing lead to a few headaches? Sure, but the statistics of continued flight into adverse conditions make for very grim reading.

So the real question is would you rather have to explain your actions to your boss, passengers, the FAA, and possibly local law enforcement, or have NTSB investigators and FAA inspectors try and guess at them later? Bottom line, when it’s appropriate and safe, “Land and Live.”

NTSB safety alerts Another item I wanted to bring to your attention was that the NTSB has recently issued two new safety alerts dealing with helicopter operations. The first alert is Safety Through Helicopter Simulators (http://1.usa.gov/1kvpbYi). Based on numerous accidents they investigated, the NTSB feels that improperly performed emergency procedures are an accident cause that can be difficult

to address in training. While pilots do practice procedures in the aircraft, safety considerations and aircraft limitations often reduce the fidelity of that training and therefore its efficacy. It is also challenging to recreate the element of surprise in realistic, complex scenarios without putting pilots in harm’s way.

The NTSB recommends simulator training to practice emergency and abnormal procedures in demanding environments where such practice is most needed. Autorotations and inadvertent IMC encounters are just two of many circumstances that benefit massively from repetitive training but are hard to simulate safely. The NTSB also recommends using simulators to create scenario-based training tailored to the operator’s specific mission, including NVG use in low-light and site specific procedures.

The second alert, Helicopter Safety Starts in the Hangar (http://1.usa.gov/1hZL2ps), focuses more on maintenance. Because of the complexity of helicopter design and operation, proper maintenance and inspections are critical. The NTSB document highlights a lack of vigilance in performing maintenance tasks or in verifying that the work was done correctly. A single missing screw or degraded component can have fatal results. The NTSB cites three different accidents in which there were eight fatalities to illustrate this point.

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The NTSB recommends that AMTs receive adequate training for any job they may be required to perform and to always refer to work cards and reference materials when performing those jobs. It is also important to document all completed maintenance steps. Additionally, it is recommended that AMTs obtain independent inspections of critical items that have undergone maintenance.

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FAA rule change Finally, the FAA recently published amendments to Title 14 Code of Federal Regulations (14 CFR) parts 91, 120, and 135 to enhance helicopter safety. The changes are a mix of new operational procedures and additional safety equipment requirements. The new rule also revises pilot testing, alternate airports, and weather minimums. These changes weren’t made lightly, but rather in response to an increase in fatal helicopter accidents, particularly in the air ambulance community. For more information on the rule change please visit: http://1.usa. gov/1fC8F0h.

We at the FAA realize that we can’t solve these problems on our own. That’s why we need your help. We need everyone in the helicopter community to commit to working in a professional manner. From the pilots in the cockpit to the AMT on the shop floor, each has a critical role and each role can be enhanced by a focus on professionalism.

But we also need your help in getting the message out. By reading these words you’ve already shown you are safetyminded. We need you to help us lead a major culture change that can hopefully lead to fewer accidents and fewer lost lives.

The only way to do that is to work together. Can you think of some other changes that might help? Please let us know.

James Viola is the manager of the General Aviation and Commercial Division of the FAA’s Flight Standards Service. He holds Airline Transport and Flight Instructor Certificates for airplanes and helicopters. He is qualified in a variety of helicopters from the Robinson R-22 to the Boeing MH-47 Chinook and has also flown more than 30 single and multi-engine airplanes.

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International Helicopter Safety Team

.

training facts

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Gaining control over loss-of-control accidents The Maneuver Initiation Envelope (MIE) can be used as a mental model to protect helicopter pilots from getting involved in loss-of-control accidents caused by carelessness in not ensuring safety elements are within their respective envelope. These safety elements must be contained within their respective envelopes prior to pilots commencing any performance maneuver. As history reveals, maneuvering flight can turn sour, because pilots rush into maneuvers, before carefully considering each element revealed in the MIE. IHST analysis reveals that over 20% of all helicopter accidents occur during maneuvering flight. A contributing factor in many of these cases is where pilots have initiated performance maneuvers without knowing all safety elements are properly contained within their respective boundaries.

As with any flight envelope, it’s imperative for pilots to place their “stamp of approval” on all the safety elements before initiating any flight maneuver. Pilots who check and double check that each element is properly considered

are more likely to experience positive results compared to those who do not take into consideration such critical factors.

Safety elements of the MIE The MIE identifies (7) safety elements pilots should consider prior to initiating any performancebased maneuver. These safety elements address both internal and external factors effecting the safety of flight. The (7) elements are: • Aircraft Limitations • Operational Limitations • Weather • Air Traffic Control (ATC) Goodwill • Practical Test Standards (PTS) • Human Factors (HF) • Terrain These safety elements are dynamic and constantly challenge pilots to maintain a keen sense of situational awareness at all times. It is super critical for pilots to always be aware of situations that can change any of these safety elements, whereby breaching the safety confines of the MIE.

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

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Tools for staying in the envelope Having the right tools for safely conducting any flight maneuver is important. The following tools can help pilots start and stay within the MIE for improving overall safety: • Thorough Pre-Flight • Disciplined use of checklists • Acronyms/memory joggers • Aircraft systems knowledge • Experience/airmanship • Practical Test Standards (PTS) • Resource Management

Benefits from Starting and staying in the Envelope A reasonable question one can ask are “What benefits are gained from starting a flight maneuver within the MIE?”. The short answer reflects the critical importance of fundamentals. Starting any flight maneuver with proper fundamentals increases the chance of success several fold, plus provides the pilot with a greater margin of safety. Other benefits include: • Positive aircraft control (at all times) • Prevent aircraft damage from exceeding limitations • Prevent exceeding personal limitations • Increase situational awareness (SA) • Improve Aeronautical Decision Making (ADM) • Reduce pilot workload (less stress) • Increase systems knowledge • Improve professionalism

Considerations when outside the Envelope The MIE places great emphasis on the importance of a proper setup prior to initiating a maneuver. Pilots who are methodical and systematic in setting up for a maneuver are more likely to complete the maneuver within limits, within standards and without heroic effort.

Unfortunately, there are situations in which pilots knowingly and unknowingly allow their helicopters to veer outside the MIE without taking prompt and corrective action. Pilots must be properly trained and disciplined enough to use a “safety over mission” mindset when it comes to maintaining positive aircraft control at all times. The overall safety and integrity of the mission depends on it.

maneuvering flight. The extra practice time forfeited from early go around pales in comparison to the possible consequences of trying to salvage a grossly botched maneuver in close proximately to the surface.

The following consequences have been experienced by pilots who failed to confirm each safety element is not within the MIE prior to initiating a maneuver. Don’t let these consequences spoil your day by not allowing adequate setup time and preparation prior to each maneuver.

• Increased workload • Sloppy maneuver/exceeding limits • Unsatisfactory performance • Negative employment screenings • Accident/Incident

Summary Many loss-of-control accidents occur because airmen initiate or are allowed to continue maneuvers when the flight is outside the MIE. This concept was developed to remind airmen, instructors, and flight examiners that there are many things to consider before beginning a flight maneuver.

Insuring all elements remain in the MIE can greatly increase safety.

Professionalism and discipline in the cockpit can yield positively and help pilots maintain positive aircraft control when dynamic and rapidly changing factors are swarming about the MIE. The MIE acts as a tool to help pilots evaluate, plan and ultimately place their “stamp of approval” on the envelope in which they fly!

Acknowledgement Thanks to the FAA’s June Tonsing who authored the Maneuver Initiation Envelope (MIE) and to Dr. Steve Sparks for his operational insight and recommendations.

More Information More information about the IHST, its reports, its safety tools, and presentations can be obtained at its web site www.IHST.org.

A go-around should be initiated, without hesitation, anytime the helicopter ventures outside the boundaries of the MIE during

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ntsb reports NTSB Identification: *WPR14LA159* Date: April 04, 2014 Location: Missoula, MT Aircraft: BELL 206B III Injuries: 2 Minor.

A Bell 206B-III helicopter was substantially damaged during a liftoff attempt at Missoula International airport (MSO), Missoula, Montana. Both pilots on board received minor injuries. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot under instruction, she was undergoing training and evaluation for possible employment by the operator as a Bell 206 pilot. On the day of the accident, after a flight with another MAI pilot, she landed and remained in the right seat, while the other pilot exited and the MAI chief pilot (CP) took the left seat. She then flew the helicopter to another location on the airport. The approach and landing were into the wind, approximately parallel to MSO runway 29. After a brief discussion in which it was agreed that the CP would demonstrate the next maneuver that he wanted to see, the CP attempted a liftoff.

According to the CP, the right skid felt like it was “stuck” to the ground. Despite his efforts to correct the situation, the CP was unable to successfully set the helicopter fully back down. The helicopter rolled over onto its right side, and sustained substantial damage to the fuselage, tail boom, and main rotor. The CP shut the helicopter down, and both occupants exited the aircraft. The CP did not report any prerollover mechanical deficiencies or failures of the helicopter, and a post-accident examination of the helicopter by Federal Aviation Administration (FAA) inspectors did not detect any such deficiencies or failures.

NTSB Identification: *WPR14LA160* Date: April 04, 2014 Location: Astoria, OR Aircraft: AGUSTAWESTLAND SPA AW109SP Injuries: 1 Serious,3 Uninjured.

A ship pilot was seriously injured when he was being transferred via external sling from an Agusta A-109SP helicopter to a container ship which was inbound to the Columbia River mouth near Astoria, Oregon. Neither the helicopter nor the ship was damaged, and none of the three helicopter crewmembers were injured. The flight was conducted under the provisions of Title 14 Code of Federal

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Regulations Part 133. Light rain and night meteorological conditions prevailed, and no FAA flight plan was filed for the flight.

The helicopter crew consisted of three persons; the pilot, the co-pilot, and the hoist operator. According to the crewmembers, they intercepted the ship when it was in the Pacific Ocean, about 15 miles from the mouth of the Columbia River, with the mission to deliver the ship pilot onto the ship while the ship was underway. When the helicopter arrived at the ship, the crew spent several minutes attempting to determine a suitable location to deposit the ship pilot.

They eventually agreed that a small open area near the starboard bow would be used. When the helicopter was established in a stationary position relative to the ship for the lowering, the helicopter pilot could only see a small portion of the ship for his reference and station-keeping.

Just as the ship pilot touched down on the deck of the ship, the helicopter pilot lost visual reference with the ship, and the helicopter began “drifting” aft relative to the ship.

The hoist operator could not pay out cable fast enough to prevent pulling the ship pilot off the deck and then aft. The hoist operator lost sight of the ship pilot, and in response, he sheared the hoist cable. The ship captain fell a few feet to the ship. He recovered from the fall, and successfully piloted the ship thorough the Columbia River mouth to its destination. Upon disembarkation, he went directly to the hospital, where he was diagnosed with a fractured scapula.

The helicopter pilot had about 5,655 total hours of helicopter flight experience, including about 555 in the subject helicopter make and model, and 396 hours at night. The helicopter co-pilot had about 7,115 total hours of helicopter flight experience, including about 593 hours at night. The hoist operator was a former US Coast Guard hoist operator.

In his written statement regarding the event, the ship pilot “credit[ed] the experience and professionalism of the hoist operator”in preventing a more serious and adverse outcome.

According to a report provided by representatives of the ship pilot, the ship was German-registered, and measured about 730 feet long by 100 feet wide. At the time of the event, the ship was on a heading of 150 degrees, at a speed of 17 knots. According to the operator and representatives of the ship pilot, visibility was about 10 miles, under an overcast of unspecified height. Rain was falling, and the wind was from the south-southwest at a speed of about 15 knots, which resulted in a wind on the starboard bow of the ship.

NTSB Identification: *CEN14WA190* Date: April 05, 2014 Location: Kirchham, Austria, Austria Aircraft: ENSTROM 280 - FX Injuries: 1 Fatal,2 Serious.

An Enstrom 280FX Shark helicopter impacted terrain near Kirchham, Austria. The helicopter was destroyed, the pilot was fatally injured, and the two passengers on board the helicopter were seriously injured.

This investigation is under the jurisdiction and control of the Austrian government. Any further information may be obtained from: Austrian Civil Aviation Safety Investigation Authority NTSB Identification: *WPR14FA158* Date: April 06, 2014 Location: Green River, UT Aircraft: ROBINSON HELICOPTER R22 BETA Injuries: 2 Fatal.

A Robinson R22 Beta collided with terrain near Green River, Utah. The pilot was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot and one passenger sustained fatal injuries. The helicopter sustained substantial damage during the accident sequence. The local personal flight departed from private property near Green River about 1115. Visual (VMC) meteorological conditions prevailed, and no flight plan had been filed.

The family reported that the helicopter was overdue about 1800 on April 6, and the Utah Highway Patrol initiated a search. Using a signal from a cell tower and an emergency locator transmitter (ELT), they discovered the wreckage about 1300 the following day.

On-site documentation revealed that the white helicopter came to rest about 1/4 way up the south slope of an eastwest gully with a dry creek bed in the bottom. The slope changed at the midpoint of the fuselage; it was 55 degrees downhill below the wreckage and 40 degrees uphill above it. The creek bed was 30 feet away, and the bottom of the bluff was about 75 feet away. The first identified point of contact (FIPC) was a ground scar that was on a 255-degree magnetic heading. The vertical and horizontal stabilizer assembly separated and was in a tree at the eastern end of the ground scar. A rock face was at the western end of

ntsb reports

cast your web the ground scar, and exhibited a 3-foot diameter area of white marks with white paint shards at its base. The nose of the cabin was in contact with the north end of the white marks on the rock face; the orientation of the fuselage was 180 degrees.

Both tail rotor blades separated a few inches from the hub.

One blade was in the bottom of the gully; its fracture surface was angular and jagged. The other blade was in the tree with the stabilizer assembly; its fracture surface was angular and jagged and there was a dent in the leading edge near the tip. The aft skid crosstube was in the bottom of the dry creek about 30 feet from the tail rotor blade.

The main rotor blades were oriented north-south. The south blade did not exhibit any leading or trailing edge damage, but did have a puncture midspan and midchord that went through to the top of the blade. The north blade bent down about 2 feet from the hub; it did not exhibit any leading or trailing edge polishing or dents.

The engine did not show evidence of catastrophic failure.

The exhaust exhibited ductile bending.

NTSB Identification: *CEN14LA222* Date: April 25, 2014 Location: Cleburne, TX Aircraft: HUGHES 269A Injuries: 2 Minor.

A Hughes 269A helicopter impacted terrain following a descent from a hover at the Cleburne Regional Airport (CPT), near Cleburne, Texas. The flight instructor and student pilot sustained minor injuries. The helicopter sustained substantial fuselage and main rotor damage. The helicopter was under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual flight rules (VFR) conditions prevailed for the flight, which did not operate on a flight plan. The local flight originated from CPT at time unknown.

NTSB Identification: *WPR14LA173* Date: April 27, 2014 Location: Adelanto, CA Aircraft: MCDONNELL DOUGLAS HELICOPTER 600N Injuries: 1 Serious,2 Minor.

A McDonnell Douglas Helicopter (MDHI) MD600N collided with terrain at Adelanto, California. The airline transport pilot sustained serious injuries; the commercial rated second pilot

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and one passenger sustained minor injuries. The helicopter sustained substantial damage during the accident sequence.

A witness reported that winds were from the west, and the helicopter was on a heading of 250 degrees. When it lifted off the ground, it initially tilted to the left looking like it was going to dynamically roll over. He saw the co-pilot increase pitch on the collective; the helicopter yawed to the right 90 degrees and tilted nose down. It left the ramp to the north of the property; the whole fuselage continued to have a left bank angle of almost 90 degrees, and it spun nose right.

The helicopter spun approximately three revolutions until it sounded like the pilot got rid of the power bringing the engine to flight idle. Once the crew cut power to flight idle, the nose of the helicopter went down, the main rotor blade came in contact with a fence pole causing sudden stoppage, and a hard landing collapsed the right gear. Personnel on the ground assisted the crew getting out of helicopter. The pilot was unconscious inside of the helicopter, and one of the ground personnel assisted the pilot by supporting him.

The witness called for emergency services, and the pilot was airlifted to a hospital.

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Robinson R44 II • Total production (all variants) 2,022 First flight May 2002 • Derivative of R44 with increased gross weight • • • • •

• Vne 130 kts Max cruise 117 kts • Max rate of climb over 1,000 fpm • HIGE 8,950 ft @ 2,500 lbs HOGE 7,500 ft @ 2,300 lbs • Service ceiling 14,000 ft/4,267 m S/E service N/A • Std fuel 30.6 gal Max fuel 48.9 gal • Max range std fuel (no reserve) 348 nm/676 km • Max fuel N/A Range with opt fuel N/A • VFR Crew 1 Passengers 3

Vertical Aviation Technologies, Inc. 260L Hummingbird • Total production (all variants) 110 First flight 1988 • The 260L Hummingbird seats four people comfortably in its wide 4’9” cabin. Plenty of • • • •

and horsepower. Also increased chord main rotor blades and aerodynamic tips on main and tail rotor blades for reduced noise.

Engine(s) (1) IO-540-AE 1A5 HP (takeoff) 245shp Dimensions main rotor 33 ft/10.1 m Tail rotor 4.8 ft/1.5 m Height 10.8 ft/3.3 m Length 38.3 ft/11.7 m Width 7.2 ft/2.2 m Empty weight 1,506 lbs Gross weight 2,500 lbs Useful load 994 lbs External N/A

baggage space. Smooth 3-blade rotor system.

The 260L is newly manufactured with numerous modifications including the Lycoming powerplant.

Engine(s) (1) Lycoming VO-435 HP (takeoff) 260 shp Dimensions main rotor 33 ft/10.06 m Tail rotor 8 ft/2.44 m Height 8.7 ft/2.65 m Length 30.6 ft/9.33 m Width 5 ft/1.52 m Empty weight 1,750 lbs Gross weight 2,700

• • • • • • • •

lbs/1,224 kg Useful load 950 lbs Vne 117 mph Max rate of climb 1,250 fpm HIGE 9,000 ft/2,865 m HOGE N/A Service ceiling 12,000 ft/3,657 m Std fuel 57 gal/259 lt Max range std fuel (no reserve) 375 mi VFR Crew 1 Passengers 3

AgustaWestland AW119Ke (Koala Enhanced) • Total production (all variants): >140 • Fast cruise speed with large multi-purpose cabin.

• Engine(s): (1) Pratt & Whitney PT6B-37A HP

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(takeoff) 1002 shp/747 kw Dimensions: main rotor–35.53 ft/10.83 m Tail rotor: 6.36 ft/1.94 m Height: 12.73 ft/3.77 m Length: 42.70 ft/13.02 m (rotors turning) Width: 5.28 ft/1.6 m (M/R blade at 45 degrees) Empty weight: 3,208 lbs/1,455 kg Max gross weight (internal): 6,283 lb/2,850 kg (external) 6,945 lb/3,150 kg Useful load: (internal) 3,075 lbs/1,395 kg (external) 3,737 lbs/1,695 kg, Vne: 152 kts/281 kmh

• • • • • • • • • •

Max cruise: 139 kts/257 kmh Max rate of climb: 1,789 fpm/9.1 ms HIGE: 11,400 ft/3,475 m HOGE: 7,600 ft/2,316 m Service ceiling: 15,000 ft/4,572 m S/E service ceiling N/A Std fuel: 160 gal/605 lit Max fuel: 230 gal/870 lit Max range std fuel (no reserve): 374 nm/692 km Max range aux fuel (no reserve): 547 nm/1,013 km VFR Crew: 1 Pilot Passengers 7

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Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 06 -14 1980 Bell 206 L-1 C30P, 10,350 TTAF. Dual controls, rotor brake, high skid gear, Concorde battery, Garmin GNS430 Nav/ComKT 76A Transponder, KY196A VHF Comm, we also have aerial application systems available! For More information visit our website: gsaircraftsales.com or call 817-266-8788 (06-14) 1999 Bell 430 - Price Reduced! S/N 49056 - 6651 TT, Air Methods Dual Patient EMS Interior, Standard Skids, Dual Controls, Rotor Brake, ECU, Heated Birdproof Windshields, Litter Door, WSPS, Hi-Visibility. For more information and pricing visit www. austinjet.com (tfn)

FOR SALE OR LEASE: 1991 Bell 206L3, 7170TT Garmin GNS 430 GPS, High Skids with Flite Steps, Dual Controls, Snow Baffles, Rotor Brake Dual Caliper, Auto Door Opener Kit, Facet Oil Filter, Air Comm Heater Sys, Nightscanner Search Light, Baggage Spacemaker, Wire Strike, Fresh Paint February 2014. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales. com For more information please call 512-868-0007 or email info@ rotorsales.com (06-14 2002 Bell 430 S/N 49092 - 3230 TT, Single Pilot IFR, Standard Skids, Dual Controls, Rotor Brake, ECS Air/ Heat, Heated Birdproof Windshields, Aux Fuel, WSPS, Soundproofing, Float Provisions. For more information and pricing visit w w w. austinjet.com (tfn) 1998 Bell 412EP - Fresh 3000 Hour / 5 Year Inspection! S/N 36201 6726 TT, IFR, Dual Controls, Rotor Brake, High Skids, Heater, High Visibility Rotor Blades, Increased Continuous Power Rating. For more information and pricing visit www. austinjet.com (tfn) 1997 Bell 407. s/n: 53196 Reg: D-HPR) AFTT: 3340H. Avionics: King KLN 90B GPS/ GSM/ High Skid Landing Gear With Flitesteps & Bear Paws/ Cargo Hook/ Night Sun/ Full Studio And FLIR System HD Camera Contact: sales@flightsource.com (03-15)

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classifieds enstrom

1982 Enstrom , F-28F, N8622E, serial # 716, Annual Due: August 2014, Total Hours: 2060. 490 Hours TSMO engine. Collins Com/Nav, Dual Control .$149,900. Rlewis@mccabeengineering.com (06-14)

eurocopter

1991 Eurocopter AS365N2, 5250TT, SFIM 3-Axis Autopilot Coupled with Flight Director, Garmin GNS 480 GPS, Air Conditioning, Dual Controls, Refreshment Cabinet, Cocoon Interior, Windshield Wipers. New Paint and Interior in 2006. FAA Part 135 maintained and operated. 12 year Inspection March 2012. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www. rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 06-14 2001 Eurocopter AS350 B3 - Fresh 12 Year Inspection! S/N 3508 - 3796 T T, Dual Controls, Rotor Brake, High Skids, Inlet Barrier Filter, Wire Strike Protection System. For more information and pricing visit www. austinjet.com (tfn)

hummingbird

1980 Eurocopter AS350FX2, 9520TT, N619LH - SN 1263, Garmin GTX 328 Transponder, Garmin 496 GPS, FDC Inlet Filter Kit, OEM Oil Filter, Dual Controls, High Skids, LH Sliding Door, Cargo Hook and Mirror, Wire Strike Kit, Latitude Tracker System, Pulse Light, AS350 B3 Tail Rotor, New Keeper-less Onboard Hook and Onboard Load Cell, New Cargo Rack (Available at Cost). Better than AS350B2 performance at high density altitude. Currently on 135 Certificate, Forest Service Carded, Immaculate Log Books. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 06-14 1979 Eurocopter SA-315B LAMA, TI-BAU, S/N 2558. Exterior: 2011 Red & white. Interior: 2011 Executive/2 seats/ black & red leather.

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

For more information email sales@flightsource.com (03-15) cast your web with free listings info@heliweb.com 2003 EC130B4 1775 TT, Air Cruiser Floats, IFS Air Conditioner, Garmin 530, Skywatch. Please contact joel@ flinnzachary.com or call 512-6153334. (tfn)

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

2003 Eurocopter EC155B, 1020TT, Single Pilot IFR, 4 Axis Autopilot, Garmin GPS 500 Color Moving Map, TC AS System, Dual Con trols, Air Conditioning, Right and Left Electric Cabin Steps, Satellite Phone, Inf light Enter tainment System, Custom VIP Interior, Blue Leather Seating. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales. com For more information please call 512-868-0007 or email info@ rotorsales.com 06-14

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heliweb.com

2010 AS350B3 800 TT, Onboard Cargo Ho ok , Utilit y/Standard Config, LH Sliding Door, Garmin 430. Please contact joel@flinnzachary.com or call 512-615-3334. (tfn

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

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

sikorsky

2009 Sikorsk y S-92 SN: 920094 for more information visit our website avprojet s.com or call 410.573.1515 t fn

2008 MD530F, 440Hr TT. Like New, Fresh Annual. Ready to go work or play. Asking $1.99M Make Offer. Save $400K over new order. Personal use flying only. One Owner. Awesome Blue with Chromalusion Stripe. Email mpcampolong@gmail.com (tfn) cast your web with free listings info@heliweb.com

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

New starflex installed at 1,278 AFTT. Available from Cannon Aviation Group, Inc. Spec Sheet Online at www.rotorsales.com For more information please call 512-868-0007 or email info@rotorsales.com 06-14

schweizer

20 07 R4 4 Raven II S/N 11959, 680 TT, red and black astro paint scheme. A/C, instrument trainer capable. Call 800-391-2397 (tfn) ROBINSON R22 BETA II with Garmin G400. GPS AVAILABLE FOR LEASE TO FLIGHT SCHOOL. Please Call: 323-376-1969 or info@touchstonehelicopters.com. Please visit our website for more details! www. touchstonehelicopters.com (tfn) 2013 R44 Raven I, Red/Pearl metallic, sand trim, tan interior, bubble windows, 406 ELT. Call 800-3912397 (tfn)

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

ag related Everything for the Ag Operator.

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

engines UNIVERSAL TURBINE PARTS Stocking Supplier of Pratt & Whitney PT6A & PT6T Engines & Accessories. We Buy Turbine Aircraft, Engines, & Inventory. All Conditions. Call or Fax for a Quote Call USA +1 334-361-7853, FAX USA +1 334-361-0290 E-MAIL:sales@ UTPparts.com tfn

cast your web Lycoming VO/TVO-435 & 540, many new parts, 50% off! Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com tfn Allison/RR250-C20J, This engine has a fresh mini with new number one and t wo turbine wheels.

Specs and photos are available at tradewindinternational.com or contact us at info@tradewindinternational.com tfn P T- 6 , A llis o n a n d Tu r b o m e c a parts. We have a small inventory o f n ew p a r t s , in clu d in g co n sumables . Preferre d Airp ar t s, 800 - 433- 0814 US/Canada; 330 698-0280. Check stock at www. preferredairparts.com tfn 250C20B/C28/ C30 Engines Modules and Accessories for Sale, Exchange or Lease. Ex tensive stock of New, Overhauled and Serviceable parts. Contact John Peacocke, Sunrise Helicopter Tel: 281 251 4005 Fax: 281 251 8848 email peacockej@aol.com (10-14) Action Aircraft is a full-service overhaul/repair facility for Rolls -Royce 250 series engines located in Dallas, Texas. We offer superior service and pricing in addition to free technical assistance. Engines, modules and parts available on outright and exchange basis. When you need RR250 engine overhaul and repair - “Take Action”. Please call phone 214-351-1284 or 1-800-909-7616, fax: 214-351-1286, email: mary@ actionaircraft.com., website: www. actionaircraft.com tfn Get your helicopter SOLD Advertise in heliweb Today Free Listings info@heliweb.com

equipment Hydra Super Mile with very little use.

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



insurance Falcon Insurance is spreading the wings of insurance protection to helicopter owners and operators with the largest independently owned insurance specialists in the country. We are dedicated to serving you. www.falconinsurance.com t f n

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miscellaneous 2005 FLY-IT helicopter simulator for sale. Located in California. Low time, excellent condition. $75,000. Brian 818-312-1783. Bconwayusa@aol.com (06 -14)

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

Mid-Continent Aircraft Insurance Brokers - Over 61 years Risk Management Experience for Professional Operators. 800-325-0885, e-mail: acinsurance@midcont.com Sharon/ Laura t fn Get your helicopter SOLD Advertise in heliweb Today Free Listings info@heliweb.com

classifieds

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f

FALCON INSURANCE AGENCY

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

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

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

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

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

PO Box 291388, Kerrville, TX 78029

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

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

june 2014

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

parts Bell parts. We have a nice stock of new parts for Bell 47, 206 and others. It ’s worth the ef fort to check with us, or search our web site for your part numbers. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn Fuel cell repair or replacement for all makes & models–FAA approved commercial crash resistant construction, flexible bladder nitrile rubber construction, all construction TSOC80 cer tif ied, 2-year warranty.

Contact Floats & Fuel Cells at 901842-7110, www.ffcfuelcells.com tfn ENSTROM PARTS, SALES & SERVICE Huge parts inventory, 20 yrs exp., loaner tools. AOG same day shipping a specialty, full time factory trained A&P parts man on staff. Get service advice with your parts. A.O.G. and Exports Sales New Garden Aviation, Ask for Tom 610268-2048 Fax 610-268-0342 (06-14)

NEW Tail Rotor Blades for UH-1H– FAA STC/PMA SR02051LA, Carbon Fiber construction, 2400 hr service life, competitive pricing. Van Horn Aviation LLC, 480-483-4202, www. vanhornaviation.com tfn

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

Big discounts! 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com t f n

Enstrom parts. We have a small stock of new Enstrom parts. Check with us often. Preferred Airparts, 800 -433- 0814 US/Canada; 330 698-0280. Check stock at www. preferredairparts.com tfn

The only FAA-PMA certified T T Straps for all JetRanger; LongRanger, & OH-58. $ave thousands over factory prices. In stock. Call today for overnight shipping. www.AirwolfAerospace.com 440-632-1687 tfn

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

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

Hiller parts. We have a small stock of new Hiller parts. Check with us often.

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

UH-1 Overhauled Components available exchange or outright; 204-012-101-141 M/R hub, 204-040016-5 Transmission, 204-011-400-11 Swashplate & Support assy., 204011-401-11 Scissors & Sleeve assy, 205-040-263-111 Input Quill, 205040-200-1 gen. Offset Quill, (4) 204040-600-11 Hangar assy., 204-040003-37 gear box 42, 204-040-012-13 gear box 90. Pac West Helicopters CRS PW6R1161J Tel/530-241-2402, pwheli@awwwsome.com tfn Eurocopter parts. We have purchased several inventories of new parts and are ready to serve you.

Contact us, or search our web site for the parts you need. Preferred Airparts, 800-433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com tfn

MD Helicopter parts. We have a few new MD Helicopter parts. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com t f n Parting out a 1995 Schweizer 300CB, drive train/power train & many more parts. Pls. contact Ken 850-763-9000 Fax 850-763-8712 or email sales@ helitechinc.com tfn UH-1H Composite main rotor blades for sale P/N 205-015-150-101 and Tail rotor blades Van Horn Aviation P/N 2042200-101 for the H and B models. Call Pablo at HeliBlade, Inc. 530-365-1278 TFN New STC Tail Rotor Blades, Part No. 204-2200-101 for 204 UH-1 helicopters from Van Horn Aviation LLC. Contact HeliBlade Inc. Distributor & Service Center for these new and improved composite tail rotors 530365-1278 TFN

Hughes parts. We have some new Hughes parts at big discounts. Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com t fn Sikorsky parts. We have a growing stock of new Sikorsky parts. We can often save you time and money. Contact us or check stock on our web site.

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

services Rotor blade repairs by HeliBlade, Inc. a FAA Repair Station. Contact Pablo Martinez at 530-365-1278 TFN Floats & Fuel Cells–your N. American Eurocopter authorized repair facility with comprehensive repair capabilities for all makes & models, available for 24/7 shipping. FAA repair staion no. TH4R544M. 901842-7110, www.ffcfuelcells.com tfn Support the helicopter industry...

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

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

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

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heliweb.com

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

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

classifieds

cast your web school / training BLUE HILL HELICOPTERS, Norwood MA. Part 141 approved Flight Training, Photo Flights, Helicopter Sales/ Services, Helicopter Tours. For more details, please visit our website: www.bluehillhelicopters.com, Contact us at info@bluehillhelicopters. com, (800)-670-4162 Come Fly With Us! TFN Helicopter Training in Hawaii. Excellence in Flight Training at Mauna Loa Helicopters on Oahu, Kauai, and the Big Island. Come fly with us in the best weather in the US. MLH offers: PVT, COM, IFR, CFI, CFII, ATP, FAA certified FLY-IT simulator, mountain course, external load training, and now offering fixed wing training. MLH is 141 certified, and VA approved. Student financing / student housing / college degree programs / International flight training / accelerated programs available.

Call 808-334-0234 or email info@ maunaloahelicopters.com TFN

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

UNIVERSAL TURBINE PARTS We buy Turbine Aircraft Engines & Inventory.

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

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

Would consider ag training for experienced turbine pilot. Primarily pasture and row crop 5-6 month season. Please email responses to blindads@heliweb.com subject OH-58 or fax to 478-987-1836 subject OH-58 or mail to OH-58 C/O heliweb inc. PO Box 850 Perry Ga 31069 ( tfn) Get your helicopter sold Advertise in heliweb Today Free Listings info@heliweb.com

index

Action Aircraft Parts

20

AgNav Inc

3

Avpro Inc.

13

Blue Hill Helicopters

30

Blue Sky Network

5

DynaNav 15 Enstrom Helicopter Corp 19 Falcon Insurance

29

Floats & Fuel Cells

32

Heli-Mart, Inc

7

Heli-Tech 29 HeliBlade 20 HW Farren

31

Isolair 4 James Gardner Ins.

17

Machida Borescope

11

Mauna Loa Helicopters 30 Preferred Airparts

14

TracMap 21 Tradewind Int’l

25

Universal Turbine Parts 25 Van Horn Aviation

june 2014

4

31