heliops issue 102
DESCRIPTION
Geisinger LifeFlight, Russian Industry Update, KA62 - The New Kid.TRANSCRIPT
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2 0 1 6 I I S S U E 1 0 2
THINKMEDICAL ASSISTANCE
Our helicopters are a fl ying life support system for paramedics and rescue services. Always on call to reach casualties of accidents and disasters or evacuate critical care patients.Prescribe an H135
Important to you. Essential to us.
10736-AH-EMS-H135-Master-EN.indd 1 05/05/2015 13:21
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CONTENTS2 0 1 6 I I S S U E 1 0 2
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FEATURES
GEISINGER LIFE FLIGHT TODAY & TOMORROWGeisinger Life Flight has been in existence for 35 years, growing from a single-helicopter operation into a major patient transport and EMS provider, servicing 42 counties in Pennsylvania. Unlike many EMS or medevac providers, Life Flight is a regional non-profit organization and on a recent visit, HeliOps learned how they got where they are today.
PILOTLESS AIRCRAFTFriend or Foe to Civilian Helicopters?
The increasing use of unmanned aerial vehicles (aka drones) is among the hottest aviation trends today. Should the helicopter industry be worried?
NEW RUSSIAN IN THE GAMEThe Kamov Ka-62 is the latest Russian medium twin, designed from the outset to meet the needs of demanding civil and parapublic customers at home and abroad. Alexander Mladenov reports on this new Russian entrant to the helicopter industry.
RUSSIAN MARKET UPDATEThe Russian market of helicopters is on the verge of big changes, due to recovering domestic production and increasing interests by foreign investors in local production. Eugene Gerden provides an update into the Russian recovery.
ACCIDENT INVESTIGATION REPORT – ADMISSIBILITY IN COURT, AND OUR AVIATION SAFETY MANAGEMENT SYSTEM
‘JUST CULTURE’ IS JUST GOOD BUSINESSIn ‘getting it right’ with safety, one of the important aspects of any organization is its culture. An experienced EMS operator, Mike Biasatti delves into what a ‘just culture’ means and how it can be applied to the EMS fraternity.
AUTOMATION THREAT & ERROR MANAGEMENT IN HELICOPTER OPERATIONPART TWO
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REGULARS COLUMNS
FROM THE PUBLISHER 6
INDUSTRY NEWS 9
THE AMERICAS 28
A GREATER VIEW 32
EMS VIEWPOINT 34
FLIGHT TRAINING 36
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We Fly
We Maintain
TTTTThe Phe Phe Phe Phe Pooooowwwwwerful Diferful Diferful Diferful Diferful Difffffferererererenceenceenceenceence
www.colheli.com503-678-1222
Columbia Helicopters is the only commercial operator of the Model234 Chinook and Vertol 107-II, the civilian models of the CH-47Chinook and H-46 Sea Knight. The company’s aircraft operate globallyin extreme weather conditions, and are supported by one of the mostexceptional maintenance facilities anywhere in the industry.
Columbia’s fully functional maintenance facility is a one-stop shop,able to meet all depot level maintenance requirements for internal andexternal customers.
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THE TEAM
KIA KAHA MEDIA GROUP
PO Box 37 978, Parnell, Auckland 1001, New Zealand
T +64 21 757 747
EMAIL [email protected]
NEWS DESK
www.heliopsforum.com
PUBLISHERNeville ‘Ned’ Dawson
EDITOR Mark Ogden
DEPUTY EDITOR Alan Norris
SUB EDITORLeigh Neil
THE AMERICAS EDITOR John Persinos
EUROPEAN EDITOR Alexander Mladenov
EAST COAST USABuzz Covington
CONTRIBUTING EDITORSGlen White
Sarah BowenNick Mayhew
Nick HendersonThomas Humann Chris Smallhorn
PROOFREADERBarbara McIntosh
www.heliopsmag.com
ISSN 1179-710X
We Fly
We Maintain
TTTTThe Phe Phe Phe Phe Pooooowwwwwerful Diferful Diferful Diferful Diferful Difffffferererererenceenceenceenceence
www.colheli.com503-678-1222
Columbia Helicopters is the only commercial operator of the Model234 Chinook and Vertol 107-II, the civilian models of the CH-47Chinook and H-46 Sea Knight. The company’s aircraft operate globallyin extreme weather conditions, and are supported by one of the mostexceptional maintenance facilities anywhere in the industry.
Columbia’s fully functional maintenance facility is a one-stop shop,able to meet all depot level maintenance requirements for internal andexternal customers.
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Quite often the auto and aviation industries share technologies and concepts. One concept I have just experienced in the auto industry is one I hope does not translate directly to the aviation
industry and that is the concept of repair by replacement. Six months ago, an engine warning light came on and the car intermittently lost power. Over the ensuing months, following the fault three diagnosis published by the OEM which reflected the codes being issued by the computer, the ignition coils were changed twice. Okay, that didn’t work because soon after each change, the problem would reappear. Well, the next step in the diagnosis was ‘replace the fuel pump’.
Ah, fixed the issue – great! Except it took $4000 and 6 months to fix the problem. At no point did anyone actually ‘check the coil output’, or ‘check the fuel pump pressure’ because the fault three diagnosis did not call for it and was purely a repair by replacement and it would seem the so-called ‘mechanics’ did not have the background knowledge to actually diagnose a problem before figuring out which components to change. Who wears the cost? The customer of course.
I noticed some time ago in the military that the training system was veering away from teaching the tradesmen the very basics and the OEM fault three diagnosis was very much repair by replacement. I remember a problem being chased for quite some time with radios being replaced when in the end, an old salt thought he would check the earthing throughout the aircraft. Sure it took a couple of days but the problem was found and fixed. By then, about 3 sets of fully serviceable radios had been returned for repair. Regardless of the technology, it seems that nothing replaces basic skills and knowledge.
In the last issue, I noted that there was a potential market shake-up with the release of UH-60s to the civil market and Sikorsky’s reluctance to civil certify the aircraft. Well with the US Army drastically pulling back on UH-60 production, maybe it’s time for Sikorsky to look at civil certification of the Black Hawk to generate a new market for itself. I still think that the success Columbia and now other operators are having with the Chinook proves there
FROM THE EDITOR
Skills & Knowledge
is a significant market for capable ex-mil machines although the OEMs have been pretty slow to fully exploit the possibilities of that market.
On 29 April, the energy and aviation industry suffered the tragic loss of an Airbus H225 off the west coast of Norway. Eleven passengers and two crew on board the helicopter, were lost. Although the H225 and its predecessor AS332s have been significant players in the offshore market, nearly if not all the IOGP companies have, at the time of writing, grounded the H225 with some saying they have ‘permanently’ moved to other types. Airbus have said that it was allied with the decision taken to put all commercial EC225LP passenger flights on hold but after several accidents involving the 225 main transmission, Airbus is going to have be very proactive in encouraging the energy companies, their advisors and the unions of the inherent future safety of the type.
FROM THE EDITOR
Ratings:
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• Type Rating Instructor
• Instrument Rating Instructor
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FRENCH SÉCURITÉ CIVILE RETROFIT EC145s The French Defense Procurement Agency is to retrofit the avionics suite of their 35 EC145s operated by the Sécurité Civile over seven years by Airbus Helicopters at the Sécurité Civile base in Nîmes.
300 KG PAYLOAD INCREASE FOR ANSATKazan Helicopters has received approval to increase the take-off weight of the ANSAT from 3300 to 3600 kg.
ENSTROM FLY 2ND TH180 PROTOTYPEEnstrom has resumed flight testing of their TH180 with the second prototype following the recent crash of prototype number one. Flown by test pilot William Taylor the aircraft was taken through a standard production-type acceptance flight including hover and forward flight checks. The third TH180 flight test aircraft is in production with completion expected by mid-2016.
FINAL H130 DELIVERED TO MONACAIRMonacair has received the last H130 of a contract for six signed in September 2015 and will be operated on the regular shuttle service between Monaco Heliport and Nice International airport that started in 2016 following the delivery of their first H130.
INDUSTRY NEWS
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SWEDISH NATIONAL POLICE RECEIVE BELL 429sThe Swedish National Police has taken delivery of seven 429s to be used for law enforcement and SAR, including mountain rescue, across Sweden and is the largest 429 fleet in operation in the European Union.
REACH AND CALSTAR TO MERGETwo air medical ambulance providers in Northern and Central California are entering into a merger agreement that will place CALSTAR within the same corporate holding company as REACH. Officials from both organizations foresee no base closures but see the goal being to focus on integration, support and maintaining the services.
RESCUE AND RECOVERY SERVICES FOR NIGERIABristow Helicopters has started a dedicated rescue and recovery service for Nigeria’s oil and gas industry and will deliver the new service from its base at Port Harcourt operating an AW139.
INDUSTRY NEWS
AW169 DELIVERED TO FALCON AVIATIONFalcon Aviation of Abu Dhabi has taken delivery of an AW169 light and is the first operator in UAE to use the new type and the first customer worldwide to use the aircraft for offshore oil and gas transportation.
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NEW LONDON CABRI G2 TRAINING SCHOOLCotswold Helicopter Centre has entered into a training school joint venture with Gama Aviation to create a new base at Fairoaks Airport on the south-west of London. This will be the eleventh flight training school in the UK operating the Guimbal Cabri G2.
FIRST AW139 TO WESTPACLease Corporation International has delivered the first of four AW139s to Westpac Rescue
Helicopter Service based in Australia, following fit-out for EMS operations and crew training, the first aircraft will enter service in 2017.
NHV RECEIVES RUSSIAN MRO APPROVALBelgium company NHV and its Russian commercialization partner HELIATICA have obtained approval from the Russian Federal Aviation Agency for NHV’s maintenance facility in Ostend, allowing access the Russian market for maintenance and inspections of the H155.
INDUSTRY NEWS
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H160 VIP VERSION UNVEILEDPegasus Design style intention has been selected to design the H160 VIP version and includes an exclusive cabin interior, electrical footstep and hinged doors all aimed the private and business aviation market.
INDUSTRY NEWS
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D E L I V E R I N G G L O B A L C O V E R A G E O F T H E H E L I C O P T E R I N D U S T R Y
WHERE EVERYTHING IS HAPPENING!
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H145 FOR WIKING HELIKOPTER SERVICE WIKING Helikopter Service GmbH signed a contract for two H145s in offshore configuration to be used for the transfer of harbor pilots to ships and service technicians to offshore wind farms as well as for air rescue missions over the North Sea, delivery of the first aircraft is scheduled for the end of 2016.
BELL 505 FOR AUSTRALIA Australia’s longest running continually owned helicopter company Professional Helicopter Services has ordered three Bell 505s and will be the first helicopter training school in Australia to operate the type.
INDUSTRY NEWS
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H130 FOR INDIAN EMS U.S. air medical service provider Air Medical Group has ordered three H130s to launch the first HEMS operation in India joining forces with an Indian firm, Aviators Air Rescue.
VIP H160 FOR FALCON AVIATIONUAE based Falcon Aviation have signed a letter of intent for the first VIP version of the H160 and will be operated from Al Bateen Executive Airport.
GRANDNEW FOR JAPANKagoshima International Aviation has placed an order for a second AW109 GrandNew to perform HEMS missions in Kagoshima Prefecture as part of the Doctor Heli system program. The aircraft is expected to enter service by the end of 2016.
AW109 TREKKERS FOR TOKYO POLICEThe Tokyo Metropolitan Police has ordered two AW109 Trekkers which are scheduled for delivery in 2017, this will be the first Asian law enforcement operator of the type.
HNZ RENEW OFFSHORE CONTRACTHNZ New Zealand Limited has renewed a five year offshore oil and gas support contract with a consortium of customers and has commenced flying crew changes from New Plymouth to petroleum platforms in New Zealand using two AW139s.
INDUSTRY NEWS
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heliSUPPORTN E W Z E A L A N D L I M I T E D
Helisupport New Zealand offers International sales for all helicopter types, specialising in Eurocopter products.
We can manage or support any part of a sale, purchase or logistical movement of complete helicopters or helicopter parts.
We carry out post or pre-sale specialised configurations of helicopters. Paint, Interior, Avionics, STC fitment, Weight reductions, Packing and Shipping can be done either in NZ or at other international locations.
We also perform major airframe inspections with capability for full refurbishment.
www.helisupportnz.com ph: 64 3 443 2903
AIRCRAFT SALESENGINE SALESMAINTENANCE PART SUPPORT
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Take a look at our website picture gallery to see some of the work scope we carry out or call any time to inquire more.
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AZERBAIJAN STARTS S92 LONG-LINE OPERATIONSAzerbaijan based Silk Way Helicopter Services has started long line operations which includes flare tip change outs on offshore and onshore oil and gas platforms throughout the Caspian Sea area.
SULTAN OF JOHOR S-76B UPGRADEUniversal Avionics is providing advanced avionics for two Sikorsky S-76Bs operated by His Majesty the Sultan of Johor’s Royal Flight. The upgrade to a glass cockpit includes the installation of three EFI-890H Advanced Flight Displays.
AS332 L1 BACK WITH LOS ANGELES SHERIFF’S DEPARTMENTThe Los Angeles County Sheriff’s Department has received its AS332 L1 Super Puma back following a 7,500 hour major inspection and 12-year major inspection by Vector Aerospace.
INDUSTRY NEWS
NETJETS EUROPE AND THE LONDON HELIPORT PARTNERSHIPNetJets Europe has entered into a partnership with The London Heliport, the only heliport in the city of London, and will be known as NetJets London Heliport and will feature extensive branding for the company.
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AW609 THIRD PROTOTYPE READY TO FLYThe third AW609 TiltRotor prototype has under gone restrained ground run testing with all engines and flight tests are scheduled for mid-2016 in Philadelphia and certification is expected in 2018.
GLOBAL S92 PASSES 1 MILLION FLIGHT HOURSThe global fleet of Sikorsky S-92 helicopters has surpassed one million flight hours within less than 12 years. The S-92 was the first aircraft certified to FAA/EASA Part 29 requirements and has an availability rate that averages more than 95% each month.
EC135 FOR WALES AAWales is set to have the biggest air ambulance operation in the UK, as the Wales Air Ambulance Charity starts operations of its fourth aircraft, an EC135 T2e, from a new base at Cardiff Heliport.
UK AIR AMBULANCE UNVEILS NEW H145The UK Yorkshire Air Ambulance has taken delivery of its first H145 and will be fully operational following a full medical fit and crew training. A second H145 is on order and will be in service by spring 2017.
INDUSTRY NEWS
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ERICKSON TO SUPPORT USCGThe U.S. Coast Guard in Alaska has chosen Erickson to provide transportation services and will use a Bell 212 to transport Research and Development Center staff and equipment to various locations in the Nome, Alaska.
CHINA ORDERS 100 H135sA Chinese consortium has signed a firm order for one hundred H135s to be assembled in China over the next 10 years at a new assembly line in Qingdao, Shandong Province and is valued at €700 million. The relaxation of China’s low-altitude airspace regulations has allowed for growth in the civil and parapublic services segments.
INDUSTRY NEWS
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IRISH SAR REACHES 10,000 HOURSThe Irish Coastguard has achieved 10,000 S92 flight hours; CHC has provided the SAR service on behalf of the Irish Coastguard operating the S92 since 2012.
SAN BERNARDINO ASTAR BACK HOMEFollowing a 12-year inspection the San Bernardino County Sheriff’s Department has received its AS350 B3 from Vector Aerospace who completed the work.
INDUSTRY NEWS
NORWEGIAN SAR AW101 UNVEILEDAnders Anundsen, Norway’s Minister of Justice and Public Security, has officially unveiled the Norwegian All-Weather SAR AW101, with deliveries to Norway starting in 2017 and the final 16th completed by 2020.
LEADING THE INDUSTRY IN INTEGRATED AVIONICS
© 2014 BELL HELICOPTER TEXTRON INC.
INNOVATIVE AIRCRAFT FOR ALL YOUR MISSION NEEDSBy offering exceptional fl ight performance with a fully integrated avionics console across our product classes, Bell Helicopter continues to change the way the world fl ies. Advanced tools like the Garmin G1000H™ enhance situational awareness by delivering easy-to-read information at-a-glance, improving operator safety. With ergonomically designed seating, a fully integrated autopilot option, mission-specifi c kits and accessories, Bell Helicopter is committed to providing aircraft that lead the industry in technology and safety.
INFORMATION AT-A-GLANCE AIRPORT MAPPING FOR SAFE APPROACH/DEPARTURE
SATELLITE WEATHER FOR SAFE NAVIGATION
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EC-145Tel-Tail Floodlights
Tail Floodlight / Clam Shell Door Floodlights
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AW-139
D E L I V E R I N G G L O B A L C O V E R A G E O F T H E H E L I C O P T E R I N D U S T R Y
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The world’s most dynamic helo industry mag featuring the best helicopter photos on Instagram...
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EC-145Tel-Tail Floodlights
Tail Floodlight / Clam Shell Door Floodlights
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INDUSTRY NEWS
USCG AWARDED CONTRACT FOR MH-60S.A.F.E. Structure Designs has been awarded the contract to design and manufacture custom hangar equipment for the USCG MH-60 Jayhawk located at the Clearwater, Florida Air Station facility.
AW189s FOR RUSSIARussian Oil Company Rosneft have ordered twenty AW189s with deliveries to start in 2018 with three units to be assembled in Italy and seventeen at the HeliVert joint venture’s plant headquar-tered in Tomilino, Moscow.
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Despite lower energy costs overall, one of the biggest expenditures for
helicopter operators is fuel. For these profit-starved operators, the
equation is simple: the lighter the helicopter, the less fuel it burns.
The persistently high cost of fuel makes it all the more important to shave
pounds off a helicopter — especially in the cockpit, which is crammed with
increasingly complex electronics.
At the same time, new-generation helicopters are placing greater demands
on pilots, requiring avionics manufacturers to squeeze more capabilities into
fewer and smaller components. The answer is to digitize all functions that are
performed with conventional gauges or paper.
These economic imperatives are boosting sales of the ultra-light,
miniaturized avionics provided by companies such as Honeywell, Rockwell
Collins, Garmin, Esterline Technologies, Jeppesen, navAero, and Astronautics.
These avionics providers are devoting considerable research and
development toward new, super-light and durable avionics, which is making
helicopters more efficient and flexible. It’s a technological trend that’s gaining
momentum and deserves to be applauded.
The aforementioned avionics companies design, manufacture and market
engineered aerospace products that lighten the already overburdened
helicopter pilot’s load. These products also boost the bottom lines of
helicopter operators and allow their fleets to expand their mission profiles.
Advanced avionics is allowing helicopters to fly faster, farther and higher, in
a multitude of roles ranging from emergency medical services to offshore oil
and gas transport to forestry and logging…you name it.
Among these products are electronic flight bags (EFBs); global positioning
systems; head-up pilot displays; temperature, pressure and speed sensors;
electrical power switching; and control and data communication devices.
THE AMERICAS
THE “PAPERLESS COCKPIT” REVOLUTION
BY JOHN P ERSINOS
EDI TOR TH E AMER ICAS
The push to reduce aircraft weight is changing the way helicopter pilots approach their flying routines, all for the better.
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THE RISE OF THE EFBEmblematic of the movement toward lightweight electronics is the growing
popularity of EFBs, which are increasingly replacing anything made of paper in the
cockpit.
The FAA has ruled that EFBs may serve as substitutes for the paperwork that
pilots are required to carry with them into the cockpit.
The EFB derives its name from the pilot’s old-fashioned flight bag, which is a
cumbersome and heavy (up to 40 lbs. or more) documents pouch that pilots carry
into the cockpit. The EFB, which typically weighs only 1-5 pounds, replaces all of
those “dead tree” documents with digital media.
The EFB is a flexible computing platform designed to reduce or completely
replace paper-based reference material, charts and check lists typically found in the
pilot’s carry-on flight bag, including the aircrew operating manual and navigational
charts.
The EFB also can host software that automates other functions conventionally
performed by hand, such as performance take off calculations. In particular, for
EMS operations, the new hazard awareness features of EFBs make it easier to
comply with Part 135 obstacle height regulation.
According to the latest projections from the research firm Lucintel, the global
commercial aerospace avionics market will reach $8.3 billion in revenue by 2020,
for a compound annual growth rate of nearly 4% between now and 2020.
If embedded with the right applications software, EFBs can expedite a variety of
communication, navigation and surveillance functions.
A growing source of EFB demand is the VIP/executive helicopter market, where
weight and space are big concerns. For high-end corporate helicopter transport,
EFB data presentations such as approach charts and uplinked weather can be
integrated into the main front panel displays.
As the economy and corporate profits grow, leading corporate helicopter
models such as the S-76 are getting upgraded with the latest — and lightest —
avionics technologies.
New technologies such as real-time satellite weather and icing data, with GPS
integration, have further pushed the envelope of what EFBs can accomplish.
EFBs also offer software compatibility with the FAA’s Next Generation Air
Transportation System (NextGen), the sweeping transformation of U.S. airspace
procedures that will provide long-term demand for EFBs.
Officially called the Next Generation Air Transportation System, or “NextGen,”
the FAA’s multi-billion-dollar NAS overhaul utilizes GPS technology akin to what’s
now available in cars and on smartphones. NextGen is designed replace the existing
THE AMERICAS
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I S S U E S Serving Papua New Guinea since 1975
and increasingly antiquated radar-based national air traffic control system developed
after World War II.
NextGen remains a top federal priority and its ultimate completion is not in doubt,
which in turn assures lasting demand for the complex avionics that are in synch with the
new grid.
Through its NextGen initiative, the FAA is developing an integrated grid of new
technologies and procedures to support greater capacity and less congestion.
Performance Based Navigation (PBN) is helping the FAA create a mechanism for
reaching NextGen’s goals.
PBN enhances safety, particularly in marginal weather, by minimizing diversions to
alternate airports. But PBN will convey other benefits as well.
According to the Air Transport Association, updating the nation’s outmoded Air
Traffic Control system will improve aircraft fuel efficiency and reduce the air transport
industry’s emissions by 10%-15%.
TOWARD A “GREENER” HELICOPTERIt’s in the area of air traffic management that two ostensibly unrelated disciplines —
environmentalism and avionics — find their nexus.
A campaign is now underway in nations around the world to reduce air transport’s carbon
footprint and to make the aviation industry a better world citizen. New “green” aviation
technologies are under development and implementation, many involving better avionics.
Helicopters face an image problem in many communities, as citizens continue view
them with suspicion. Greener helicopters will help counteract the NIMBY (Not in My Back
Yard) syndrome that stymies the full expansion of rotorcraft use in civilian life.
Meanwhile, the increasing use of Apple’s iPad and other tablet devices in cockpits is
spawning the development of a host of aviation “apps” that can be integrated into the EFB.
United Continental Holdings has rolled out thousands of Apple iPads to its United
Airlines and Continental pilots, as part of its continuing campaign to digitize the cockpits
of its two subsidiary airlines. EFBs are available to UAL’s pilots on their iPads via
dedicated application.
The parent company estimates that the change from paper to EFB-enabled iPads will
save both airlines a combined 326,000 gallons of jet fuel a year, by reducing cockpit
weight. For its part, AMR Corp.’s American Airlines has equipped the majority of its fleet
with EFB-enabled iPads.
The growing clamor for these technologies is good news for the helicopter
industry, especially hard-pressed offshore operators that are grappling with depressed
energy prices and are looking for any means to save money and make their aircraft
more efficient.
It’s further proof that beneficial technological change doesn’t just emanate from
Silicon Valley. Helicopters have been around for a long time, but they’re still in the
vanguard of innovation. HO
PERSONAL VOICE
Serving Papua New Guinea since 1975
SAFE, RELIABLE RESOURCES FOR ALL YOUR OIL, GAS & MINING REQUIREMENTS
Goroka Main Base +(675) 532-1833PO Box 342, EHP, Papua New Guineaenquiries@pacifichelicopters.aerowww.pacifichelicopters.aero
GEOLOGICAL EXPLORATIONAIRBORNE GEOPHYSICALHELI-RIG OFFSHORE & AERIAL SURVEY
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Seems that a first flight in a helicopter has the knack of significantly
changing the direction of some people’s lives. Certainly this was the
case for Sarah Bowen who had a career in the music industry at the
time of her first passenger flight in a helicopter. She followed up that first
flight with an introductory lesson and was immediately sold on the idea of
becoming a professional helicopter pilot. Bowen translated the idea into
a PPL(H) in 2005 and went on to complete her CPL(H) in 2007, all while
continuing a six day working week as the manager of a recording studio.
“It was challenging, but I was determined to see it
through”. From very early on she discovered her
passion within helicoptering was for flight training,
deciding “[she] wanted to be an instructor from
day one”. Bowen enhanced her CPL(H) with an
Instructor Rating in 2008, at which time she was
able to “give up the day job” having been offered
a full time position with Helicentre Aviation. As
her flying and instructional experience grew,
Bowen added Flight Examiner to her qualifications
in 2011 and was subsequently appointed not only
Chief Flying Instructor but also Chief Pilot. The
determination and hard work continued to pay off
when shortly after, Bowen seized the opportunity
to become part owner of Helicentre Aviation and
took on the role of Managing Director.
As a Managing Director Bowen has overseen
the company’s significant expansion and guided
it from strength to strength. With around 30 staff,
including 12 fulltime flight instructors, she finds
a good deal of her efforts are spent on problem
solving the everyday business and personnel
challenges that constantly present themselves, yet
A GREATER VIEW
WOMEN IN THE HELICOPTER INDUSTRY
BY I VANA GORL IN
CAPTAIN SARAH BOWEN
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she still makes the time to fulfil her additional role as Head of Training.
In 2015 after working for almost twelve months to develop an EASA
compliant Flight Instructor Course (FIC), Bowen became the UK’s first EASA
FIC Instructor on helicopters. It is in this role, where she is responsible for
flight instructor training and standardisation, that she gains her greatest
fulfilment. “Seeing the pilots I have trained teaching others to fly and
then testing their students gives me a great deal of satisfaction. I feel very
privileged to be playing such an important role in maintaining standards
amongst instructors, who are then fundamentally involved in training
our future helicopter pilots. The positive effect on industry standards is
noticeable and I find this very rewarding”.
Bowen has been instrumental in the development of an innovative new
professional helicopter pilot development program, the only one of its kind
in the UK. Resulting in an Honors level Bachelor degree from Middlesex
University in addition to a CPL(H), the whole program is facilitated through
Bowen’s training team at Helicentre Aviation. She is hoping that her
promotion of this course, as well as the more traditional paths to becoming a
helicopter pilot, may go some way towards encouraging more female school
leavers into the profession. “Regardless of gender we have found there
seems to be a general lack of awareness about the career opportunities
available in the helicopter industry, particularly within schools where
many young people make their initial career choices. If helicopter careers
were promoted better to the younger generation, where there tend to be
fairly equal numbers of male and female students, I think it would make a
difference …”
While Bowen has noticed a gradual increase in the number of women
showing an interest in flying helicopters, over the past 15 years only, in her
words, a small handful of have taken their piloting all the way trough to a
CPL(H) with her company.
In discussing gender bias, she says “I haven’t particularly found gender
to be an advantage or a disadvantage in any of the roles I perform”. Bowen
believes that gender equity within the industry will increase naturally as the
gender imbalance decreases.
As a Managing Director she is in a position to set the tone for the staff
and student under her charge to ensure the equity she’s enjoyed continues
within the industry. But it is not just within her own company that Bowen
attempt to influence the future of the industry as she enjoys sharing her
insights at career expositions and seminars, hoping her presentations might
be the tipping point, “that gets [people] started on a journey to a lifelong
career flying helicopters”.
Despite her own significant shift in careers, Bowen’s background in music
has not entirely fallen by the wayside – she now uses it as a way to wind
down after a challenging day in the helicopter industry. HO
A GREATER VIEW
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As an air medical pilot in the United States for the last 15 years, I have
been witness to industry changes which have seen improvements in
safety. Improvements included equipment, technology, advances in
the airway structure, Night Vision Goggles on civilian aircraft and a continually
improving Risk Assessment Protocol that quantifies risk by shift, aircraft, flight
conditions and crew. Now with all of these incredible advances, why on earth
are stupid people allowed to purchase hand-held laser pointers capable of
temporarily distracting a flight crew at best or possibly cause injury to crews
vision with potentially more severe consequences.
In the last two years, I have been struck five times. The results varied with the
point of impact and length of exposure. On one occasion I was repeatedly struck
during a departure from a confined hospital helipad that required navigating
between parallel sets of high tension powerlines in a modestly powered
helicopter. For several minutes following the strike I saw white starbursts in my
entire focal region. On one occasion the local police helicopter was in the area,
and we were able to direct them over the common air-to-air frequency to the
general location of the event. They dispatched ground units to the area and
affected an arrest. The next morning when I saw the incident on the local news I
found myself very pleased.
While I get the novelty of harassing the neighbors cat with a laser and getting
him to chase it around a room, I fail to see the attraction to blinding the crew
of any aircraft. Available online or at any corner convenience store for as little
as $9.99 USD, I find that the uniqueness of this handheld, highly focused beam
of light may be too attractive to the idle user. Having acquired the device and
then on any given night shine that light in all of its glory into the night sky – all
without an ounce of forethought, imagining themselves inside a video game
tasked to target and strike anything moving through the sky.
Among their many lawful and productive applications, it was in 1974 that the
grocery store barcode scanners were where lasers first appeared in the general
population as a part of their daily lives. The first commercially available consumer
product to include a laser was the laser disc players that appeared in 1978. Laser
printers appeared in 1978.
Lasers now appear in optical disk drives, surgery, skin treatments; cutting
and welding materials; military and law enforcement devices for marking
targets as well as measuring range and speed, and fiber optic communications.
Laser lighting displays form part of the entertainment industry. The positive
applications are prolific, but with every great advance, some knucklehead will
EMS VIEWPOINT
LASER DANGER
BY M I K E
B I ASAT T I
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find a way to bastardize the technology for their entertainment and in this case, with
dire consequences.
In 2015, the annual number of FAA-reported laser incidents nearly doubled to
7,703. This figure was a significant increase over the 2010-2014 period, which had
hovered around 3,500-4,000 occurrences per year. From January 1 through February
13, 2016, pilots filed 971 reports of laser illuminations with the U.S. Federal Aviation
Administration. This reporting is a 64% increase over the 591 reports filed during the
same period in 2015.
Interestingly while the total number of strikes is much higher in the United
States, the trajectory of new reports is on a similar path in Canada, with the UK not
far behind.
Interfering with the operation of an aircraft has long been a federal crime, but
Public Law 112-95, the FAA Modernization and Reform Act of 2012 signed by the
United States President, specifically made it a federal felony to knowingly point the
beam of a laser at an aircraft.
Pointing a laser at a police helicopter got a California man a 14-year prison
sentence. That result raised hopes by federal officials and pilots that the penalties
will discourage the threat to airline safety.
Some U.S. cities, such as Ocean City MD, Ocean City NJ, and Myrtle Beach SC
have severely restricted or banned laser pointer sales and possession. New Jersey’s
legislature passed a bill to ban laser pointer sales above 1mW; the bill was vetoed by
the Governor. New Zealand in 2013 restricted laser pointer sales above 1mW. Countries
such as Canada and the U.K. also are considering bans on laser pointer sales.
The Australian State of New South Wales officials got fed up after lasers hit
airplanes landing at Sydney’s airport and in March 2008 banned laser pointers and put
them in the same “dangerous weapon” category as guns and crossbows. Possession
and/or misuse of laser pointers can get you a fine or even up to 14 years in prison.
I think that has to be the direction to proceed. Impose a substantial fee to each
unit sold, mandate large signage next to the product where sold, require a registration
card to be filled out acknowledging comprehension of the dangers and consequences
including both the civil and criminal of errant use of the laser device. Then use the
money generated to fund a television and radio campaign educating the general
population of the severe hazards of pointing a laser at aircraft similar to the Public
Service Announcements (PSA’s) similar to those related to the use of tobacco
products, drinking and driving, and of course texting while driving.
Flying as part of an air medical helicopter crew is an amazing way to make a living
and an enormous source of pride for me and while there are risks in everything we do
in life, we and the companies we serve go to great lengths to manage, mitigate and
minimize known risks. With continued education, tightening of restrictions and some
healthy news coverage of additional offenders receiving some much-deserved prison
time and hefty fines, I’m very optimistic that we can begin to reduce this unnecessary
risk element to out flight planning.
Fly Safe. Land Safe. Go Home. Repeat. HO
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In the last decade there has been a steady decline in the pass rate for pilot
rating knowledge tests. These tests in the past were commonly referred
to as “the written exam” and each specific rating had its own exam.
Today the FAA tests are administered in formal testing centers on dedicated
computers with software specific to this purpose. Although some of the
material has been updated, the test models haven’t changed. All tests are
multiple choice providing one correct answer and at least one deceptively
close answer. The FAA has a database showing the increase in knowledge
test failures for both first time applicants and repeat testers.
So why are we finding a higher failure rate? My first thought was perhaps
the candidates were not attending a ground school in preparation for both
the knowledge and practical exams. As I investigated a little closer, I found
that many candidates are attending ground school. I started discussions with
instructors across the US and found several common elements. One element
is poor study habits and another is a lack of interest in things that the pilot
candidate did not deem important. Let’s look at both of these problems.
Preparing for a private pilot exam should not be too overwhelming. In
addition to ground school, there are many resources available. Students can
use test guides that have actual questions and answers used in the exam.
These guides are quite thorough. They provide an outline of the material,
the actual questions, the answer list and an explanation on why a specific
answer is correct. There are also online practice tests that can be used for
the student to get ready for the real test. One of critical elements that seem
to be missing is “knowing how to study”. There are two big challenges when
developing a study technique. The first is simply setting aside the time to
study. The second is removing distractions from the study session. Effective
study must have dedicated time without cell phones and other devices that
constantly provide distraction. As we get more dependent on our personal
technology devices, taking a break to study becomes more difficult.
The other challenge is the lack of interest in items that the students
do not think is important or does not appear to apply to them. There are
many questions on the pilot knowledge tests that can be debated as
relevant, however that should not be a deciding factor when learning material
FLIGHT TRAINING
PASSING THE PILOT KNOWLEDGE EXAMS
BY T E RRY
PALMER
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Year: 1985S/N: 1873TTAF: 12059.9Location: PNGEquipped with Onboard Cargo HookENGINE: Arriel 1B TSN: 8640.2AVIONICS:VHF COM KING KY196AVHF COM KING KY196AHF COM CODAN 2000TPX KING KT79AUDIO PANEL KING KMA24H-71ELT ARTEX C406 1HMFM COM TAIT 2000SATELLITE TRACKING SKY CONNECTGPS GARMIN GPSMAP 196INSPECTION: Next maintenance action: 50 h – Inspection at TT A/C 12109.9
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for the exam. Some of the instructors found that they were required to
spend more time explaining why something is important than actually
teaching the material.
If you are preparing for a knowledge exam, you should find the following
advice helpful.
If possible, attend a formal ground school. Whether or not you attend
ground school, there are books specific to each pilot rating which should be
required reading such as the Private Pilot Manual or the Instrument Flying
Handbook. It is important to have a good base knowledge of the material. It
makes both the knowledge and practical test much easier and less stressful.
Study the material using all the resources available. Use good study
techniques with dedicated undisturbed time each day. Just putting a cell
phone in airplane mode is helpful if you can’t bring yourself to shut it off. Use
a study guide with actual questions and answers. Read through the book and
highlight the correct answers. Many students will find the visual technique
with the highlighted answers helpful. Reading through the questions and
highlighted answers at least seven times will provide a trigger for your brain,
even under the stress of taking an exam.
Only after thoroughly studying the material should you take practice tests.
Practice tests will show you what areas need additional study. They are not
very helpful without the study phase. Ten or more practice tests should bring
a variety of questions that will predict the outcome of the actual exam. If the
scores of the practice exams are consistent and high, you are ready for the
actual exam.
This method of study should ease the stress of the exams and prepare
you for the oral exam before the check ride. Most examiners will review the
candidate’s knowledge test to determine what subjects to ask in the oral
review. The higher the score on the knowledge test, the fewer questions the
examiner will be required to ask.
For each advanced rating, the information is more in depth and requires
a solid base knowledge and effective study techniques. The goal of all these
exams is to prepare pilots to make correct decisions in any situation, normal
or emergency. When facing a challenging situation we tend to revert to what
we learned and what we remember. Good study techniques helps build the
knowledge base, reducing stress and makes us safer pilots. So put down the
cell phone and open the book, then tweet about it later. HO
FLIGHT TRAINING
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Geisinger Life Flight has been in existence for 35 years, growing from a single-helicopter operation into a major patient transport and EMS provider, servicing 42 counties in Pennsylvania. Unlike many EMS or medevac providers, Life Flight is a regional non-profit organization and on a recent visit, HeliOps learned how they got where they are today.
STORY BY LE IGH NE IL I PHOTOS BY NED DAWSON
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Geisinger Life Flight began
operations in 1981 as the second
hospital-based air-medical
program in Pennsylvania, with an
Alouette III of Evergreen Airways, based
in Danville, Pa. The switch to a twin-
engine BK117-A1 in 1983 made Geisinger
the first hospital-based program in the
world to use the type and since then
the organization has always been a
twin-engine helicopter EMS provider.
In 1988 a second helicopter was added
to the Danville base and in 1993 Life
Flight 2 was added and stationed at
State College as a 12-hour service. In
1998 a short-lived partnership with Penn
State Milton S. Hershey Medical Center
began, with Geisinger becoming a part
of Hershey’s ‘Life Lion’ program for two
years, running a Dauphin. That merger
was un-wound in 2000, at which
time Keystone Helicopters became
the provider and the Dauphin was
eventually marketed. Life Flight 2 then
became a 24-hour ship. In July 2001 Life
Flight 3 was established as a 24-hour
base to cover the eastern areas. Life
Flight 4 was added in 2005 to cover
northern counties, LF 5 in 2006 for the
southern markets. Geisinger also
has an insurance product, Geisinger
Health Plan which insures 100’s of
thousands In Pennsylvania and some
surrounding states.
Post Hershey demerger Life Flight
was looking for something with longer
legs and that’s when they added the
S76A++ to the fleet. A second S76A++
was subsequently added, with one
BK117 remaining on strength.
Although the program progressed
to single-pilot IFR operations with the
BK117, experience showed the platform
to be somewhat range-limited in IFR
operations so, in about 2006, a desire
to develop a long-term strategic plan
that involved standardization of the
fleet with a suitably capable instrument
platform resulted in the selection of the
EC145, after consideration of every type
available on the market at that time. An
immediate order was placed for two
examples and Air Methods was chosen
to carry out the completions after a
competitive process. A major deciding
factor in the decision to go with Air
Methods was their willingness to
customize the medical and avionics fit-
out to the specific needs of Geisinger’s
operation and the preferences of
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small – albeit high profile – string to
their bow. As one of the Life Flight team
pointed out, for the price of one EC145
(almost US$8 million) the organization
could build a complete community
medical clinic. A couple of BK117s also
remain on the fleet’s strength, with one
of them purchased only recently, having
been on lease for about six years prior.
The primary navigation system in
Geisinger pilots, crew and medical
personnel. The current EC145 fleet
of five machines was acquired over
a period of about six years, and the
timeframe was very dependent on
available funding. The economic
downturn in 2008 had an inevitable
impact on the plans for the fleet, as
Geisinger is a complete healthcare
provider and Life Flight is merely one
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full page ad_Helishow 2016.pdf 1 12/9/15 10:08 AM
A major deciding factor in the decision to go with Air Methods was their willingness to customize the
medical and avionics fit-out to the specific needs of Geisinger’s operation and the preferences of
Geisinger pilots, crew and medical personnel.
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the Geisinger EC145s is a Garmin 530,
with a Garmin 430 as the backup. Either
GPS can be read from the GNS200
screen and weather radar and dual
transponders are also fitted. Other
equipment includes a 12-inch super-
scanner light, an SX5 Nightsun and
a movable searchlight that includes
an IR light for use with night vision
goggles, as all Geisinger’s 145s are set
up for NVG operations. Pilots and crews
like the 145, considering it to be the
optimum platform for the current needs
of their services. Nothing, however, is
perfect and the one common less-than-
complimentary observation about the
type is that the 145’s rigid rotor system
does provide a harsher ride than most
competitors, but it is the least expensive
system to fit and to maintain. The
pilots say the 145 is excellent as an IFR
platform; particularly the dual autopilots
that provide genuine redundancy. In
the extremely unlikely event of a dual
engine failure, the autopilot will even
carry out an assisted autorotation right
to the ground, provided the pilot does
not fight against the system. Flight
following is provided by the Canadian
Skytrac system.
Every flight carries a pilot, nurse and
paramedic, and the medical staff are
trained to be crewmembers; capable
of operating the radios, map reading
and carrying out small tasks in the
aircraft to aid the pilot and minimize
the workload. The value of this training
and the degree of standardization in
the operation has been demonstrated
on at least two occasions of in-flight
oil pressure failure, with crewmembers
able to grab the emergency procedures
guide (one carried in both front and
rear of every machine) and immediately
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Every flight carries a pilot, nurse and paramedic, and the medical staff are trained to be
crewmembers; capable of operating the radios, map reading and carrying out small tasks in the aircraft
to aid the pilot and minimize the workload.
begin reading through the correct
checklist while the pilot is able to focus
on priority one – flying the aircraft. All
of the current Life Flight pilots have an
initial military background but that is
not a requirement for employment, with
many highly regarded previous pilots
having been from a civilian background.
Emergency physicians undergoing
their residency also participate in the
Life Flight program as part of their
residency, each spending about a
month with Life Flight during their first
year as they learn the program. Then,
during their second and third years they
will fly with the program, gaining first-
hand experience in actual helicopter
EMS duty. This ties in perfectly with
Geisinger’s motto: “Caring.”
There is a trend in the US healthcare
system whereby the larger hospitals
and medical providers are taking over
or assimilating smaller satellite hospitals
and Geisinger is a good example of
this. Geisinger is constantly expanding
and evolving as a system and by the
time the fleet is due for a complete
upgrade in around ten years it is
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Presenting Heliops DownloadsClick on the covers to have access to a whole new world
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foreseen that a move to fast pusher-
type machines – if they are available
on the market by then – is a very real
possibility. As Geisinger’s coverage area
grows dramatically with the ongoing
expansion, it is also possible that a
fixed-wing component will be added
to the fleet for long-distance, higher
speed transfers. Inter-facility transfers
currently make up about 65 percent
of Life Flight’s total mission load. Life
Flight program manager Jerry Splitt
reports that around 70 percent of
patients flown by Life Flight are brought
to the Geisinger medical center at the
Danville facility, despite it being one of
eight trauma centers in the program’s
area of operation and an inviolable
state requirement to transport patients
requiring trauma care to the nearest
available trauma facility. This is
one reason that he would like to
see the substantial in-house
maintenance operation moved to its
own separate facility at some point in
the future, funding permitting, reducing
disruption to both aspects of the
program’s operations.
Geisinger Health System’s associate
chief administrative officer, Tom Weir,
considers that moves made during the
last few years have all been strategically
planned to ensure that Life Flight
and the entire Geisinger organization
are best placed to move forward in
a rapidly evolving environment. As
far as Life Flight is concerned, the
upgrading of the fleet with EC145s,
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• Pilot and AMT training
• Technical and reliability support
• Flight crews
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the establishment of several new
bases and obtaining their own Part 135
certification are major components in
the development of an organizational
structure that is able to cope with
expansion and mission evolution over
the coming years. He voiced concern
about an oversupply of EMS and
medical transport helicopters by a
number of service providers, stating,
“There are close to 40 helicopters just
in our market here in Pennsylvania. Over
time, the insurance squeeze and market
forces will sort some of that out, but it’s
a big reason why we have to position
ourselves to be highly flexible, safe
and efficient.”
The robust safety systems and
culture within Life Flight have also been
established with a view to coping with
expansion. Peter Carros, the director
of safety, does not answer to anyone
A substantial investment of Life Flight resources is utilized on PR, community service and public
education. Visits to county fairs and events with EMS and 911 centers are fairly commonplace.
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within program operations, but directly
to Tom Weir. He is a full-time employee
and occasional line pilot himself so is
always on hand to oversee all safety
aspects of the operation. As good
as it is, the program has not been
without incident. In February of 2013,
a Life Flight helicopter on approach
struck a crane that was operating in
close proximity to the rooftop helipad.
Fortunately there were no injuries,
although the machine received damage.
What is relevant though, is that after
a thorough investigation and analysis
of the incident, numerous minor
contributing factors were identified.
As is usually the case, variations in
any or each factor could have avoided
the incident. Life Flight’s response
was to immediately take remedial
action on every possible factor to
eliminate or minimize the possibility of
re-occurrence. As Splitt said, “God gave
us this chance to fix what was wrong
without losing anyone.”
While Geisinger Health System is
expanding consistently throughout
Pennsylvania, there are no immediate
and definite plans for the expansion of
Life Flight’s aviation fleet. The current
fleet size of seven machines will remain
for some time, with the only likely
change being the replacement of older
BKs with EC145s as funding permits.
From the first days with two pilots and
a couple of medical personnel, the
staffing level of Life Flight has grown
to more than 20 pilots and a total of
around 100 people involved in the
running and conduct of the operation.
With five bases, its own communication
and dispatch center, dedicated
maintenance facility with substantial
spares holding and full administrative
support, Geisinger Life Flight is an
impressive example of carefully
planned and structured growth.
Geisinger’s continuous expansion,
with new acquisitions of hospitals
and health facilities throughout
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Pennsylvania and into other states,
means that the Life Flight program
will, however, inevitably be required
to respond to new service demands
and potential expansion. Part of this
future planning is the establishment of
further infrastructure to incorporate
a ground transport system (Ground
service went into service January 2016)
This will be vital to the efficiency and
cost management of Geisinger’s EMS
and medical transport system and
will undoubtedly involve substantial
evolution of Life Flight’s organizational
and operational structure. The first
ground transport ambulance will likely
be stationed at the Danville base,
but not all bases will include ground-
based capability. As Splitt pointed out,
many areas and facilities already have
excellent relationships with existing
ground-based medical transport
operators and retention of those service
agreements or arrangements makes
good economic and operational sense.
Splitt is appreciative of the high level
of administrative support the program
gets from Geisinger leadership and
works very closely with Weir, whom
he describes as fully aware of the
benefits and totally committed to
supporting the program.
Standardization is already a hallmark
of Life Flight’s operation and the
expansion into a ground-based role
will benefit from this philosophy, with
the ground ambulances being fitted
with the same equipment package as
the helicopters, so crews and medical
professionals will have total familiarity
with what is available to them as they
complete their tasks, be they on an
airborne or ground-based mission.
It also means that the patients are
guaranteed the same standard of
care, regardless of the type of asset
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dispatched to their aid. The first
ground unit is on order and will even
bear the same distinctive paint scheme
as the helicopters, ensuring the
maximum public identification of the
ambulances as part of the Geisinger
and Life Flight ‘brand’.
Weir does have some concerns over
what he sees looming in the future
of emergency healthcare programs
such as Life Flight. “I foresee much
more competitive supply and demand
issues in the surgical specialties that
I represent in emergency medicine.
There are simply not enough people
within the residency programs to
fill those voids and I think that the
reduced availability of a broad range
of specialist medical services will drive
how patients are going to flow. Another
thing that goes alongside that is the
state of Pennsylvania’s significant
administrative overhead involved with
being a designated trauma center.” He
cites both the foregoing issues as good
reasons for designing the healthcare
network with triage and patient flow as
major considerations. Geisinger’s own
system is evolving very much as a ‘hub
and spoke’ structure to make the best,
most efficient use of all the assets and
facilities at their disposal. Geisinger’s
hospital at Danville is a level-1 trauma
center (the highest level), as well as
a training hospital and includes every
type of specialty care, apart from a
burns unit. For this reason, it receives
a large number of patients from a wide
variety of other facilities.
A substantial investment of
Life Flight resources is utilized on
PR, community service and public
education. Visits to county fairs and
events with EMS and 911 centers are
fairly commonplace. As a result of
these efforts and the day-to-day duties
of Life Flight, despite the growing
number of competitors, the majority
of Pennsylvania residents immediately
recognize the distinctive machines as
being Life Flight and being Geisinger.
This public profile is an important
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benefit to the organization as a whole.
Equally important in the competitive
American healthcare system are
regular visits to other hospitals and
medical facilities to ensure that medical
professionals throughout the state are
familiar with the medical and transport
services that Geisinger is able to offer.
With a joint venture company operating
throughout the US and globally, lessons
learned by Geisinger in Pennsylvania are
now being made available for export
elsewhere to other organizations but
that system does not include the Life
Flight concept and operating model. As
Tom Weir pointed out, there are very
few medical service providers
that function at the level of Geisinger
and therefore little opportunity to
recreate something on the scale of the
Life Flight program.
Splitt related a good example of
the way in which Life Flight interacts
with other community hospitals; one
that has received recent, national
news coverage. A 22-month old was
involved in an ice-water drowning
incident and found with no pulse.
On-scene attendees initially treated
the child and commenced CPR. He
was subsequently taken to a
community hospital in Lewisburg but
it was then realized that he needed to
be taken to a level-1 trauma center and
Life Flight was called to transfer him
to Danville.
CPR had been continuous since
the child was found and continued in
the helicopter; no easy task. CPR did
not cease until the warming treatment
bypass was commenced, by which
time 101 minutes had elapsed. Almost
unbelievably, the child was revived
and recovered fully, with no apparent
ill effects. Splitt’s obvious pleasure
and pride in the outcome is clear, and
helps illustrate the difference between
Life Flight and many other EMS
operators. He is at pains to point out
that, as part of the hospital, the medical
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professionals and crews see Life Flight
very much as a medical tool rather than
an aviation business. That ethos is also
evidenced in the standard direction
given to all Life Flight personnel – at all
times they are to take the action that
is in the best interests of the patient. If
circumstances dictate, for example, that
upon arrival at a scene it is determined
that ground transport is a medically
preferred option, then the patient will
be moved by an available ambulance
and the cost of the helicopter mission
is not a consideration in any way. There
are even agreements in place with other
community hospitals and 911 centers
that in the event of a requirement for
an on-scene helicopter EMS service,
they call Life Flight, who will act on
their behalf and dispatch the nearest
EMS helicopter, regardless of which
operator’s it is.
Life Flight has what is described as
an extremely good, transparent working
relationship with their local FAA FSDOs
and considers them to be partners
in the operation – definitely not a
sentiment universally expressed with in
the fraternity of aviation operators. This
does, however give a clear insight into
just how professionally and successfully
Geisinger Life Flight has built itself into
what should be seen as an industry
standard. HO
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FRIEND OR FOE TO CIVILIAN HELICOPTERS?
The increasing use of unmanned aerial vehicles (aka drones) is
among the hottest aviation trends today. Should the helicopter
industry be worried?
STORY BY JOHN PERS INOS
PHOTO SOURCES – THE RESPECTIVE OEMS
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One of its most popular UAVs is
the camera-carrying Phantom,
manufactured by China-based DJI.
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Commercial drones are evolving
from science fiction to big
business. These unmanned
aerial vehicles (UAV) are increasingly
adopting not just military roles once
reserved for helicopters but important
civilian ones as well.
The rise of the UAV appears to be an
unstoppable trend. The question is, will it
help or hurt the helicopter business?
In the public safety sector, officials
increasingly using drones include police
officers and professional firefighters,
as well as a variety of professional and
volunteer emergency medical service
providers who respond to natural
disasters, human-made disasters and
crimes.
Indeed, the uses of UAVs for roles
once reserved for ground vehicles,
rotorcraft or fixed-wing aircraft are
virtually limitless, from topographical
mapping to utility line repairs to oil
pipeline inspections.
There’s no disputing the fact that
sales of UAVs for commercial and
consumer uses have been soaring.
According to a report in January from
the Consumer Technology Association,
U.S. consumers bought 1.1 million new
drones in 2015, compared with 450,000
in 2014 and a meager 128,000 in 2013.
60 Minutes correspondent Morley
Safer, who died in May after serving as a
huge presence on television journalism
for nearly 50 years, aptly summed up
the UAV industry’s growing importance
in a prescient episode of the CBS news
magazine that aired in March 2014:
“It may surprise you to learn that
drones are flying across America,”
Safer’s well-modulated voice intoned.
“Not the impersonal killing machines
that patrol the badlands overseas, but
drones nonetheless. Used by the FBI,
by university researchers, by amateur
photographers, even by your nosy
neighbors. Domestic drones are
poised to become a multibillion-dollar
industry, revolutionizing everything
from crop management down on the
farm to, possibly, package delivery to
your doorstep.”
The booming popularity of
Jeff Bezos, CEO of
e-commerce giant
Amazon, has put
forth the bold “game
changing” vision of
delivering packages
door-to-door via drones.
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“UAVs shaped as airplanes or
helicopters can do many things,”
Carey observes. “Package delivery and
atmospheric satellites are only among
the edgier concepts.”
In a significant move forward for the
every-day, mainstream deployment of
commercial drones, Wal-Mart Stores
announced in June that it was six to nine
months from beginning to use drones to
check warehouse inventories in the U.S.
Aerospace consultancy Teal Group
estimates that the civil/commercial
market for UAVs will reach a value of $1
billion annually in 2023. That’s still less
than 10% of the overall UAV market,
but then again, the commercial drone
industry is still in its infancy and it’s
starting at a low base.
Para-public deployment of UAVs
by government agencies such as the
U.S. Coast Guard, Customs, and Border
Patrol constitute the biggest single
segment of the market, because of the
federal government’s easier access to
regulated airspace. The commercial
side constitutes miniature and small
UAVs, which are greater in numbers but
lesser in value.
In the military sector, the UAV is
revolutionizing the use of power in
regions around the world, especially
commercial UAVs prompted the U.S.
Federal Aviation Administration this year
to release long-anticipated new rules
governing the use of these futuristic
flying machines. Among the major
provisions is the mandated registration
of drones with the FAA.
Attesting to the maturation of drones
into a full-fledged commercial industry,
an army of lobbyists from K Street’s
“Gucci Gulch” succeeded in softening
the FAA’s safety and privacy rules, to
create more flexibility for the testing
and deployment of drones. Leading the
charge was e-commerce giant Amazon,
which intends to use drones for delivery.
“Small multi-rotor drones have
shown utility for filmmaking, flare stack
inspection, real estate photography,
agricultural monitoring, law enforcement
and many other applications,” says long-
time aerospace journalist Bill Carey,
a former contributor to Rotor & Wing
magazine and now senior editor with
Aviation International News. “They can
be deployed at a fraction of the cost and
less of the risk associated with manned
helicopters.”
An expert on UAVs, Carey is the
author of Enter the Drones: The FAA
and UAVs in America, a new book
released in 2016.
There’s no disputing the fact that sales of UAVs for commercial and consumer uses have been soaring.
According to a report in January from the Consumer Technology Association, U.S. consumers bought
1.1 million new drones in 2015, compared with 450,000 in 2014 and a meager 128,000 in 2013.
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For proof, look no further than the annual International Consumer Electronics Show (CES) show in Las Vegas, an influential venue for a parade of gee-whiz gadgets right out of science fiction. Stealing the show in 2016 was the UAV. More than 20 companies at CES displayed dozens of drone types. One popular gadget follows and films players in extreme sports, to create exciting aerial movies of their exploits.
in “hot spots” in Afghanistan and Iraq,
where Pentagon and CIA planners are
increasingly deploying UAVs in the fight
against terrorism. This much has been
known for years, as epitomized in the
popular imagination by the Predator
hunter-killer drone, which gets plenty
of press for its killings of terrorists
overseas. More than any other pilotless
device, the Predator has brought the
UAV to widespread public awareness.
But the big story now is commercial
UAVs and their inexorable spread into
workaday roles — including those once
reserved for helicopters.
GEE-WHIZ GADGETSFor proof, look no further than
the annual International Consumer
Electronics Show (CES) show in Las
Vegas, an influential venue for a parade
of gee-whiz gadgets right out of science
fiction. Stealing the show in 2016 was the
UAV. More than 20 companies at CES
displayed dozens of drone types. One
popular gadget follows and films players
in extreme sports, to create exciting
aerial movies of their exploits.
An up-and-coming commercial drone
maker is DJI, a China-based technology
company that manufactures commercial
and recreational UAVs for aerial
photography and videography. One of
its most popular models is the camera-
carrying Phantom. Camera-carrying
drones already are poplar newsgathering
devices for television stations.
The commercial industry leader is
California-based AeroVironment, The
company provides a wide variety of
drones that’s prized by the military, but
it also makes a host of smaller UAVs
that can be used for everything from
package delivery to police surveillance.
As drones increasingly pervade civilian
society, AeroVironment will reap
increasing profits.
AeroVironment is a major military
contractor but it would benefit the
most from the mainstreaming of small-
scale civilian drones, because these
miniaturized UAVs are its specialty. The
company boasts a 30% share of the UAV
market, making it the leader by far.
AeroVironment’s forte is making small
and nimble UAVs that have the ability to
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carry payloads and are fitted with GPS
systems and contact avoidance systems.
These are the types of units that would
help Amazon’s CEO Jeff Bezos realize
his bold vision of delivering packages
door-to-door via drones.
Amazon recently made headlines
with its announcement that it intended
to develop a program whereby its
packages could be delivered to
customers’ door via drones. It seems far-
fetched, but considering advancements
in drone technology not all that
improbable. The biggest hurdle, of
course, is reconciling growing drone use
with FAA regulation of civilian airspace,
a thorny issue that was finally (but not
permanently) reconciled this year.
In the meantime, though, increasing
numbers of federal organizations as
well as local police departments are
adopting UAVs for airborne surveillance
and monitoring.
According to a recent report from
the Association for Unmanned Vehicle
Systems International (AUVSI), the
integration of UAVs into commercial
roles will by 2025 create 100,000
jobs and generate revenue of $82 billion.
The report states that while there are
multiple uses for UAVs in the national
airspace, precision agriculture
and public safety are the most
promising commercial and civil uses,
comprising about 90% of the known
potential markets.
POLICE EYES IN THE SKIESPolice departments are embracing
drones to such a degree, it prompted the
Airborne Law Enforcement Association
(ALEA) at its most recent annual expo
(in 2015) to offer a three-day course
on how to procure and operate drones,
within regulatory and legal boundaries.
So far, the limited application of
UAVs in police work has focused on
information gathering over a variety of
police situations, not the least of which
has involved crowd control, traffic
accident/crime scene photography
and surveillance over static police
incidents. Police also use drones for
search and rescue and to monitor civil
unrest as it unfolds.
Jim Di Giovanna, CEO of the
Public Safety Aviation Accreditation
Commission, says UAVs will continue into
the foreseeable future to assist police
departments in two major areas:
t Provide aerial surveillance similar to
that of helicopters, i.e., the ability
to hover and/or fly over a static
situation and transmit real time video
to an incident command post.
t Provide valuable command
and control and/or intelligence
information over potential hostile
environments where the use of a
manned helicopter would expose
the crew and aircraft to potentially
hazardous conditions.
A career law enforcement and
military helicopter pilot, Di Giovanna
is recognized as an expert in aviation
law enforcement by the ALEA and the
National Transportation and Safety
Board. He says UAVs play a valuable
supplemental role with helicopters, but
can’t replace the unique attributes of
manned rotorcraft.
“UAVs can certainly enhance
crime fighting by supplementing
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manned aircraft,” Di Giovanna says.
“Unfortunately, many law enforcement
executives and municipal politicians view
UAVs as a less expensive alternative
to manned aircraft and believe that
UAVs can successfully replace their
manned fleet. Many of us in airborne law
enforcement believe that this opinion is
misguided and simply being used as a
cost cutting measure.”
Case in point is the police
department of Toledo, Ohio, which is
considering grounding its R44 helicopter
and replacing it with a small UAV to save
the cost of overhauling the aircraft.
Fact is, manned aircraft continue to
prove their value by providing critical,
real time information that assists the
tactical response of ground units to an
active police incident. This information
can be used by ground units to make
sound tactical and safe decisions about
how to respond to crime in progress.
The greatest value associated with
this type of information is the knowledge
and expertise of the tactical flight officer
and how this information is conveyed to
ground units to gain an instantaneous
advantage and provide a greater margin
of safety for those on the ground the
officer is supporting. These are split-
second human judgment calls that only a
pilot on the scene can make.
Di Giovanna asserts: “For those
of us who have been involved in this
business for many years, this application
of airborne law enforcement cannot be
replaced by a UAV.”
DOWN ON THE FARM
UAVs deployed for precision
agriculture include remote sensing
and precision application. Farmers
are increasingly using remote sensors
The Elbit-made
Hermes 450 is a
versatile drone
suitable for a host
of uses, particularly
agriculture.
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to scan plants for disease and pest
destruction, as well as to record growth
rates and hydration needs. These
sensors are attached to UAVs, when in
the past the job was done by ground
vehicles or helicopters.
Precision application via UAVs, a
method particularly beneficial for crop
farmers and horticulturists, implements
targeted spray techniques to more
selectively and efficiently cover plants
and fields. This allows farmers to apply
only the necessary pesticide or nutrient
to each plant, reducing the total amount
sprayed and thereby saving money as
well as helping the environment.
In May, a drone to test precision
agriculture tactics made its inaugural
flight in North Dakota. The Hermes 450,
manufactured by Israel-based Elbit
Systems, took off from the Hillsboro, ND
airport to initiate a summer-long project
that will snap photos of farmland in the
state’s fertile Red River Valley.
The Elbit-made Hermes 450 is a
versatile drone suitable for a host of
uses in addition to agriculture, including
Border Patrol. The Hermes test in
North Dakota this summer is designed
to demonstrate whether the UAV is
more efficient to capture imagery of
agricultural land than satellites, airplanes
or helicopters.
UNANSWERED QUESTIONSIt all begs the question: Will UAVs put
helicopter pilots of out business?
As UAVs are increasingly introduced,
some uses will replace existing
capabilities because of the greater
More than any other
pilotless device,
the Predator has
brought the UAV to
widespread public
awareness.
79
Year: 1981S/N: 51400TTAF: 10863.7Location: PNGGreat looking Bell 206L-3 refurbished late 2012. Equipped with cargo hook.ENGINE 250-C30P TSN: 5825.7AVIONICS:VHF COM King KY 196AVHF COM King KY 196AAUDIO King KMA 24HHF COM Icom IC F7000FM COM Tait 2000 11TPX KT76AGPS Garmin 196ELT Artex 110-406Satellite tracking SpidertracksINSPECTION: Next maintenance action: 50 h- Inspection at TT A/C 10874.9ADDITIONAL EQUIPMENT AND FEATURES:Onboard Cargo HookDart Baggage Compartment ExtenderDart Mirror KitWhelen SirenDart PAX Access Steps LH and RHDart Access Steps LH and RHDart Maintenance Steps LH Fwd and Rear, RH Fwd and RearINTERIOR: Beige and GreyPILOT(S)/ PASSENGERS: 1/6EXTERIOR: Red with white Landing GearREMARKS / MISCELLANEOUS: The helicopter was refurbished internally and externally November 2012 as well as a new Wiring Loom fitted. The aircraft is operating, why the condition and component times will be subject to changes depending upon such operations.
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efficiencies to be realized by using a
UAV compared to, say, a fixed-wing
plane or helicopter. But helicopter
pilots shouldn’t send out their resumes,
just yet. So far, it appears that UAVs
are for the most part complementing,
not completely replacing helicopters.
Consider Connecticut-based Kaman
Aerospace, which has been developing
an unmanned version of its utility
helicopter the K-MAX as far back
as 1998. Known for its emphasis on
engineering, Kaman is typically in the
vanguard of rotorcraft innovation. The
unmanned K-MAX is now widely used
for firefighting, logging and heavy lift,
in concert with manned helicopters. It’s
a prime example of commercial UAVs
and helicopters forging a symbiotic
relationship.
One possible headwind for the
spread of UAVs into the commercial
sphere is the problem of liability
insurance. Suppose a UAV flown by
a public safety agency malfunctions
and crashes into a building and injures
bystanders. Presumably, this accident
is covered by the local government’s
umbrella insurance policy. But in our
litigious society, anything is possible.
The spread of UAVs could usher in
an era of civil lawsuits. In the meantime,
more cautious and risk-averse agencies
will be prone to stick with the use of
conventional helicopters, for which the
legal terrain is well explored.
Concerns over civil liberties pose
another obstacle. U.S. citizens possess
scant legal privacy protections from
aerial surveillance performed by drones.
The United States Supreme Court has
ruled that individuals don’t enjoy the
right to privacy from police observation
from public airspace.
The American Civil Liberties Union
has called for more legal privacy
protections from these “eyes in the
skies,” as well as more transparency
from airborne police departments as to
how drones are deployed. Until these
policy and legal questions are ironed
out, the use of pilotless machines for
police work will face limitations. It’s
likely that more police departments will
follow the footsteps of the Seattle Police
Department, which recently scuttled
plans to use drones after residents
vehemently objected.
Considering the fact that it took
the FAA several years to finally issue
new regulations governing commercial
drones in public airspace, the country’s
Every Second Counts
Helicopters | Aeronautics | Electronics, Defence & Security Systems | Space
leonardocompany.com
Finmeccanica is now Leonardo - inspired by the vision, curiosity and creativity of the great master inventor - designing the technology of tomorrow.
Leonardo Helicopter Division provides unique, integrated and affordable products to the global healthcare delivery system.
Together, bringing care to the patient with the best aero-medical solution.
HeliOps-Every Second Counts.indd 1 29/04/16 13:18
Fact is, manned aircraft continue to prove their value by providing critical, real time information that
assists the tactical response of ground units to an active police incident. This information can be used
by ground units to make sound tactical and safe decisions about how to respond to crime in progress.
Every Second Counts
Helicopters | Aeronautics | Electronics, Defence & Security Systems | Space
leonardocompany.com
Finmeccanica is now Leonardo - inspired by the vision, curiosity and creativity of the great master inventor - designing the technology of tomorrow.
Leonardo Helicopter Division provides unique, integrated and affordable products to the global healthcare delivery system.
Together, bringing care to the patient with the best aero-medical solution.
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regulatory structure is likely to
lag behind the technology’s rapid
development.
“For the most part, most of us in law
enforcement still view small UAVs as
an enhancement to our crime fighting
tool box and another resource that can
be useful in gathering information or
evidence,” Di Giovanna says. “That
being said, there is a big difference
between gathering information and
obtaining evidence.”
Tom Scarlett, an attorney and
aviation expert based in Washington,
DC, points out that Information
obtained from above is made available
to immediately assist ground units in
responding to a call and in most cases, is
not regulated if not used as evidence.
However, when information is used
as evidence, it must meet the same rules
of evidence regulated by the Fourth
Amendment and case law for it to be
used by a prosecutor. “These legal rules
apply to both manned and unmanned
aircraft,” Scarlett explains.
The biggest difference is the size of
the small UAV compared to a manned
aircraft and the ability of a small device
to gather information undetected.
Hence the privacy concerns,
which Di Giovanna says should be
focused on the private, unregulated use
of drones as opposed to use by
law enforcement.
The upshot is that, for now, UAVs
and helicopters will peacefully co-exist
in the commercial sector, akin to the
way that UAVs and helicopters are
partnered on the battlefield for greater
war-fighting synergies. UAVs constitute
a disruptive technology, for sure, but
their capabilities should be embraced
and not feared by the commercial
helicopter community.
Besides, UAVs are here to stay. To
quote “The Borg” in the Star Trek series:
“Resistance is futile.” HO
The American Civil Liberties Union has called for more legal privacy protections from these “eyes in the skies,” as well as more transparency from
airborne police departments as to how drones are deployed. Until these policy and legal questions are ironed out, the use of pilotless machines for police
work will face limitations. It’s likely that more police departments will follow the footsteps of the Seattle Police Department, which recently scuttled plans to
use drones after residents vehemently objected.
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The Unmanned
K-MAX is now
widely used for
firefighting, logging
and heavy lift. It’s
a prime example of
commercial UAVs
and helicopters
forging a symbiotic
relationship.
The Kamov Ka-62 is the latest Russian medium twin, designed from the outset to meet the needs of demanding civil and parapublic customers at home and abroad. ALEXANDER MLADENOV reports on this new Russian entrant to the helicopter industry.
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The Kamov Ka-62 made its long-delayed maiden flight on 28 April
2016 at the AAC (Arsenyev Aviation Company) Progress aviation
plant’s factory airfield located in the city of Arsenyev, in Russia’s
Far East region. Kamov Design Bureau’s Chief Test Pilot, Vitaly Lebedev
and co-pilot Nail Azin, another Kamov test pilot, were at the controls of
the first prototype of the Ka-62 known as the OP-1. The maiden flight
took about ten minutes and included a hover with numerous banking,
yawing and turning movements intended to assess the controllability and
stability of the helicopter.
The Ka-62’s development was launched by the Moscow-based Kamov
Design Bureau in 2011, with original plans for its initial flight to take
place in 2013. The development effort however, was a slow undertaking
due to the high proportion of new systems (such as the all-new digital
flight/navigation suite and the digital general systems management
and monitoring system), the Western powerplant. This is coupled with
a variety of organisational problems inside Russian Helicopters (as the
company still has difficulties to define a commercially-viable product line
of civil models) as well some other more or less serious issues stemming
from the cooperation with some of the foreign partners, such as the
transmission supplier.
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After completing a series of 122 or more development test flights and an
ambitious program of up to 450 certification flights, Russian civil certification is now
not expected before 2018. Certification will be to the Russian AP-29 airworthiness
requirements. Kamov is also targeting certification of the type by the European
Aviation Safety Agency (EASA) but this is not expected until 2020 at the earliest.
Three prototypes (OP-1, OP-2 and OP-3) were built at the AAC Progress plant
for the intense flight test and certification effort, as well as an “iron bird” used for
system testing and verification, and a fuselage for static tests. Another test rig,
featuring a Ka-62 fuselage complete with engines and a full-scale transmission
system, had been built at KumAPE plant in Kumertau and before the Ka-62’s
maiden flight it was required to complete no less than 250 hours of testing. The
Kumerau rig made its first engine run in late August 2015.
The lead designer, Alexander Vagin, says the Ka-62 will be certified in offshore
and passenger transport configurations with 12 and 15 seats before later developing
configurations for VIP, utility, SAR and law enforcement.
BREAKING FROM TRADITION Unlike all other models developed by Kamov that use the co-axial rotor scheme,
the Ka-62 features a conventional design with a five-bladed main rotor and a
shrouded tail rotor (the so-called fantail type). This particular layout is intended
to provide higher speed, low levels of vibration and a large useful volume within
the fuselage. Utilising experience from the development of the military Ka-60, the
new Kamov machine is loosely based on the design of its military predecessor. Yet
it also features an impressive range of all-new features in an effort to turn it into a
commercially attractive option in what is a very crowded world market for medium
twin turbine helicopters.
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The Ka-62 weight and size is just on the limit where the fantail can be regarded
as an effective design solution. This specific feature, as Vagin says, was selected
because of its extra safety benefits when operating in urban environment where
it is required to land in confined locations, surrounded by people, tall trees and
buildings. Vagin also point out that in case of tail rotor or intermediate gearbox
failure, the large fin has also been designed to provide enough directional stability
to allow a rolling landing at a speed of 42kt (80km/h). The undercarriage design
using a tail wheel has also been designed to provide a high degree of stability after
a high-speed touchdown.
HIGH WESTERN CONTENT A worthy advantage backing this effort is the fact that the helicopter features
a wide range of components and systems manufactured by Western European
companies such as the Turbomeca Ardiden 3G engine, a fuel system supplied
by Aerazur of France and transmission (including the main and intermediate
gearboxes) developed and produced by Zoerkler of Austria. “The Ka-62 is an
entirely civil helicopter model and we have had a lot of freedom to select the best
systems available on the market while applying the price/performance selection
criteria. Of course, we would like to provide a sort of advantage to the Russian-
made systems, but the Ka-62 is being offered for export worldwide, and that is why
no compromises on quality are allowed. Our task is to bring to the market a high-
quality helicopter at a competitive price, with performance equal to that of the best
members of the medium class today”, Vagin explained.
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The design team at Kamov utilised experience gained during the development
and testing of the military–standard Ka-60 Kasatka. This project was terminated in
2011, chiefly due to irresolvable problems with its Russian-made RD-600 engines,
which remained in prototype form only. The most important lesson learned
during the design and testing of the Ka-60 concerned the crashworthy fuselage
featuring improved structural integrity and an energy-absorbing undercarriage. It
is noteworthy that all these features were proved during the crash of the second
Kasatka prototype near Moscow on 23 June 2010. The helicopter was destroyed
by the impact forces but the two test pilots managed to survive without suffering
from any serious injury. The Ka-62 also features a bird strike-resistant windshield
and redundant main systems. The main and intermediate gearboxes feature
30-minute run-dry capabilities. The helicopter features a partially altered fuselage
layout optimised for safety. For example, the passenger cabin windows are made
larger than normal in order to be used as emergency pop-out exits. Around 60 per
cent of the fuselage (by weight) is made by polymeric composites. All the load-
carrying main structure members are manufactured from aluminium alloys and
titanium, while composites are used in all the non-critical areas of the fuselage. The
passenger cabin will be equipped with up to 15 crashworthy seats. Vagin claims that
the cabin volume of 9.5 m3 is unbeatable in its class.
Engine selection proved to be among the most important considerations,
in order to deliver fuel-efficient operations and low maintenance costs. All the
possible options were evaluated according to Vagin and in the end the Ardiden
3G, rated at 1,750 shp and featuring a dual-channel FADEC, was seen as the best
choice. It provides a one engine inoperable (OEI) capability at altitudes of up to
9,500ft (2,900m) in international standard atmosphere (ISA) conditions or 6,500ft
(2,000m) in ISA+20 conditions. A new-technology engine with 5,000 hours of time
between overhauls (TBO), the Ardiden 3G has good performance in hot-and-high
conditions.
SYSTEMS
Unlike its military predecessor Ka-60, the Ka-62 boasts an all-new main rotor
system with five composite blades, featuring a much-improved blade profile for
increased lift.
Maintainability was among the principal design considerations and the Ka-62
has a high level of built-in test functionality, health and usage monitoring system
(HUMS), quick access to main systems and controls as well as reduced maintenance
workload and increased use of line-replaceable units (LRU) for maximum aircraft
availability.
The Ka-62 will be optimised for operating in Russia’s extreme climatic conditions
temperature range and so is aimed to be certified for operating in temperatures
The Ka-62 is an entirely civil helicopter model and we have had a lot of freedom to select the best systems available on the market while applying the price/performance selection criteria.
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Located in North Brisbane, Australian Heliponents
is a new & dynamic business providing the most trusted and experienced
workmanship in component overhaul.
[email protected] +61402332309 I +61414738539www.heliponents.com.au
Rotor Drive Systems CR&OMechanical Flight Controls CR&O
Cargo Hook Repair & O/HNon-Destructive TestingBrush Cadmium Plating
between -50 to +45 0C. The systems and engines are designed to be capable of
operating without pre-start oil heating at temperatures as low as -35 0C. The design
allows for autonomous operations without hangar storage in wintertime and for use
at unpaved airfields and pads while requiring minimum maintenance.
The Ka-62 features an integrated avionics system supplied by the local company
Transas of St Petersburg, the KBO-62. It is designed for single-pilot VFR operations
for cargo transport missions, while for IFR and passenger/VIP transport, the Ka-62
will require a two-pilot crew.
MARKET PROSPECTS The Ka-62 is a commercial project, receiving developmental funding from several
streams. Russian Helicopters provides majority of the developmental funding,
and there is also additional finance by the Russian government through a federal
program that supports the civil aviation developments. It is targeted primarily
on the existing Mi-8T/P operators in Russia offering passenger/VIP transport to
country’s vast and still-booming oil & gas market. The new type is seen as a well-
suited option to replace at least partially, the bigger and fuel-thirsty Mi-8, especially
the older-generation Mi-8 versions that are powered by the TV2-117 turboshaft. The
Ka-62 has a broadly comparable passenger capability and payload, but offers much
higher passenger safety standards.
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Sergey Mikheev, Kamov’s long-serving designer general
commented that among the most rigorous requirements,
often outside the intention of the Western designs, is
that the Ka-62 shall be operated in Russia’s Far North
territories where outside temperatures are as low as
-50o C. The Ka-62, Mikheev believes, would be a worthy
successor of the long-retired Mil Mi-4, an unsung piston-
engined workhorse that created the Soviet helicopter
transport industry in the 1950s and 1960s.
The program is expected to have success in the
medium-to-far future chiefly thanks to the attention being
received from big government customers in Russia, such
as the ministries of defence, interior and emergency
situations; all of who operate significant fleets of worn-out
Mi-8s that will need replacement over the next decade.
The Ka-62 would be a prime candidate to fill a niche and as a result, a proportion
of the new helicopters to be bought by these ministries. There were already
announcements in 2014 that after receiving its Russian civil certification,
the Ka-62 is expected to be ordered by the Russian military for the utility transport
and passenger missions, and for operations from Russian Navy ships but in a
Located in North Brisbane, Australian Heliponents
is a new & dynamic business providing the most trusted and experienced
workmanship in component overhaul.
[email protected] +61402332309 I +61414738539www.heliponents.com.au
Rotor Drive Systems CR&OMechanical Flight Controls CR&O
Cargo Hook Repair & O/HNon-Destructive TestingBrush Cadmium Plating
Sergey Mikheev
maritime form including the installation of various missions suites and folding
rotors and tail boom.
At the beginning of the program, the Ka-62 attracted two export orders
from civilian customers, but their current status is unknown due to the significant
program delay. Seven units were ordered in December 2012 by Brazil’s Atlas
Taxi Aereo, which were originally slated for delivery between the first quarter of
2015 and first quarter of 2016. This contract also includes an option for another
seven machines. Colombian operator Vertical de Aviacion placed an order for
five Ka-62s in August 2013. HO
KA-62 – FACTS & FIGURES
Maximum take-off weight: 6,500kg (14,326lb)
Maximum load on external sling: 2,500kg (5,510lb)
Maximum useful load in the cabin: 2,000kg (4,400lb)
Size of the passenger cabin: - Height: 1.3m (4.2ft)- Length: 4.1m long (13.4ft)- Width: 1.75m (5.7ft)
Range with 15 passengers: 600km (324nm)
Cruise speed: 155kts (287km/h)
Maximum speed: 170kts (315km/h)
Range on a standard fuel tank: 405nm (750km)
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The Russian market of helicopters is on the verge of
big changes, due to recovering domestic production and
increasing interests by foreign investors in local production. EUGENE GERDEN provides an
update into the Russian recovery.
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SEEDS OF RECOVERYThe Russian Ministry of Industry and
Trade, the state agency responsible
for the development of the Russian
helicopter industry, says that this year
will see the helicopter market there
actively recovering from the crisis of
2014-2015. The crisis was caused by
the introduction of Western sanctions
against Russia and the devaluation
of the national currency. According
to Denis Manturov, Russia’s Minister
of Industry and Trade, the growth
continues to be observed in both
military and civilian segments.
In the case of civilian helicopters, the
Russian government hopes rest with
the expansion of helicopter production
including work that was recently
commissioned by Bell Helicopters and
the potential launch of production by
other Western producers.
FOREIGNERS WELCOMEUnlike military helicopters, the
production of civilian helicopters has
never been a strong point for the
Russian helicopter industry however,
there is a possibility that the ongoing
expansion of global majors in the local
market will change such a situation in
the coming years.
As an example, Bell Helicopters
recently announced its plans to
significantly increase the volume
of supplies and production of its
helicopters in the Russian market during
the next several years. This will be
Denis Manturov, Russia’s Minister of Industry and Trade, who is responsible for the development of helicopters industry in the Russian government.
achieved by achieving the projected
capacity of its recently commissioned
production facility in Ekaterinburg.
Several weeks ago Bell officially started
the production of its helicopters in
Russia at Ural Works of Civil Aviation
plant, believing that the establishment
of local production capability will
allow it to start regular supplies of its
helicopters to Russian customers.
The project involves 100% local
production. Initial investments
amounted to RUB 2 billion rubles
(US$40 million). Production volumes
are not disclosed however, according
to some sources close to the project,
the plan is to be in the range of 100-
150 units per year. Among the major
customers of new Bell helicopters
in Russia are the Russian Ministry
of Internal Affairs, as well as private
business and local flying schools. Bell
Helicopters is not the only major that
hopes to gain a significant share in
the Russian helicopter market over the
coming years.
Similar plans have recently been
announced by AgustaWestland. The
company already produces its AW139s
at the HeliVert enterprise, (which is a
joint venture of Russian Helicopters and
AgustaWestland, located in the Tomilino
of the Moscow region.
Intended for the operations in the
Russian offshore market, the company
plans to launch the production of its
heavy-lift AW189 helicopter at the
same plant. The agreement on the
establishment of the venture was signed
between the governments of Russia and
Italy at the end of 2015, however, due to
the Western sanctions, implementation
of the project was suspended. Still, it
is planned that the project resume by
the end of the current year. The deal
is worth some EUR 1 billion and under
the terms of the deal, the partners will
produce up to 160 helicopters per year
and according to an AgustaWestland
spokesman, plans have the local
production reaching 90%-95% capacity
by 2025.
The expansion of AgustaWestland
and Bell in the promising Russian
Presentation of AW 139 model, produced at Helivert enteprise in the Tomilino.
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market has not gone unnoticed by their
major rival, Airbus.
COMPLETING THE LISTAccording to an official spokesman
of Yevgeny Roizman, a mayor of
Yekaterinburg, Airbus has recently
signed a contract with the Ural Works
of Civil Aviation (same company that
is working with Bell) on licensing
production of the H135 helicopter in
Ekaterinburg. It is reported that, in
addition to the helicopters’ production,
the contract involves cooperation with
Turbomeca for the production of Arrius
B2BPlus engines for the H135, including
repairing powertrains. According to the
partners’ plans, the production volume
this year is expected to reach 20-30
units; comparable to the production of
Bell-407GXP.
Vadim Badejo, General Director
of Ural Works of Civil Aviation, said
that the volume of investments in the
project at the initial stage will exceed
US$10 million with a possibility of
further significant increases during the
next several years.
To date, only 11 H135s have seen
commercial service in Russia, however
local Russian production will allow
significantly increased the availability
of their to the Russian market during
the next several years. It is reported
that the new helicopters will be mainly
supplied for the needs of Russian air
ambulance.
In addition to production, Airbus
Helicopters has also plans to increase
imports of its helicopters to the
Russian market.
Several months ago the company
received authorization to conduct sales
of its EC175 into the Russian market
and is expected to receive similar
permission for the sales of its ‘heavy’
EC225 soon. According to the company,
the demand for its new helicopters in
Russia is great and there is a possibility
of signing new contracts during the
MAKS air show this year.
Interest in the EC175 has already
Yevgeny Roizman, a mayor of Yekaterinburg and a person, which personally controls implementation of projects for the building of Airbus and Bell helicopters in Ekaterinburg.
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Waypoint is the world’s largest independent
helicopter leasing company, with leasing
expertise in more than 20 countries, and a fleet of
more than 100 aircraft on lease, coupled with a
large selection of multi-year forward deliveries,
representing a combined value of $3 billion.
Waypoint forges lasting relationships with leading
helicopter operators worldwide, who value the
integrity, experience and long-term commitment
of Waypoint’s leadership team and financial
sponsors. As former helicopter operators, we
understand the difficult fleet management and
market challenges operators face and structure
flexible leasing solutions to solve them.
We put operators first — always.
Flexible. Independent. Long-term.The Waypoint Advantage
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been expressed by some Russian
state corporations and businessman,
who plan to use it mostly for private
needs. Airbus plans for the EC 225 are
expected to address for the needs of
local oil and gas companies, looking for
offshore development.
According to Artem Fetisov,
commercial director of Airbus
Helicopters Vostok, a Russian subsidiary
of Airbus Helicopters, the company
has big hopes for the Russian market
over the next several years. As well
as being involved in local production,
the company hopes to continue selling
more helicopters to its Russian partners.
Currently Airbus Helicopters already has
a contract with Utair, one of Russia’s
leading airlines, involving the supply of
15 EC175s with an option for the sale of
15 more units.
The company hopes to expand its
Russian sales expecting to sign new
contracts with the Russian customers
during the forthcoming Russian aviation
expositions, probably the biggest of
which will be the MAKS 2016. MAKS is
an annual International Air Show, held in
the city of Zhukovskiy (Moscow region)
during August, 25-30.
Operating in the Russian market
for several years now, Robinson has
announced plans to increase sales of
its light helicopters into the country.
The company’s biggest hopes are on its
R66 model, which remains extremely
popular in Russia with ever increasing
sales. Although Robinson remains one
of the leading suppliers of helicopters
to the Russian market, it’s market share
is under pressure. In 2009, the company
had 69% of the imports whereas in 2015
the company it had 59%.
The ever growing expansion of
overseas majors has already resulted
in about 700 units presently in the
fleet, which is almost by 2.5 times
more than in 2009; and demand
continues to grow.
At the same time, according to
analysts of the Russian Ministry of
Transport, the biggest demand in the
Russian civil market is in the medium
helicopter, which is contrary to previous
Robinson R44, one of the most demanded helicopter models among the top-managers of Russian state corporations and companies in the sky of Russia’s St. Petersburg.
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D E L I V E R I N G G L O B A L C O V E R A G E O F T H E H E L I C O P T E R I N D U S T R Y
The HeliOps 2015 Global HEMS poster is a “Must Have” for everyone involved in or who has an interest in the worldwide Helicopter EMS industry. Looks great on your office, the ops room, at home or as a gift for a friend.
ARHT (New Zealand)
ProMedica Air (USA)
999 Beijing (China)
Kuban Avia (Russia)
Midlands Air Ambulance (UK)
Hawaii Life Flight (USA)
ADAC (Germany)
Dorset & Somerset Air Ambulance (UK)
Bayflite (USA) AEROCARE
(USA)
Airlift Northwest (USA)
SkyHealth (USA)
CareFlight Sydney (Australia)
MedFlight Ohio (USA)
UT Lifestar (USA)
CALSTAR (USA)
MONOC 1 (USA)
Ochsner Flight Care (USA)
LVHN MedEvac (USA)
Air Evac Lifeteam (USA)
Mercy Flight (USA)
Air George (USA)
MedForce 2 (USA)
OSAKIDETZA Bilbao (Spain)
REACT (USA)
Alpine Air Ambulance (Switzerland)
Air Zermatt (Switzerland)
Haynes Life Flight (USA)
Okavango Air Rescue (Botswana)
Scandinavian Air Ambulance (Sweden)
Mercy Flight Western NY (USA)
SAMU (France)
NorthWest MedStar (USA)
Saudi Red Crescent (Saudi Arabia)
PennSTAR (USA)
Haiti Air Ambulance (Haiti)
ShandsCair (USA)
Life Air Rescue (USA)
Trauma One (USA)
Kuwait Air Ambulance (Kuwait)
San Antonio Air Life (USA)
Careflite (USA)
North Colorado Med Evac (USA)
Wiltshire Air Ambulance (UK)
MAC Rescue (Australia)
AIRCARE 5 (USA)
AirBear (USA)
DRF (Germany)
Boston Med Flight (USA)
STAT MedEvac (USA)
Lotnicze Pogotowie Ratunkowe (Poland)
Flight For Life (USA)
EMERCOM (Russia)
Kazakhstan Air Medical
(Kazakhstan)
Acadian Air Med (USA)
Nightingale Regional Air (USA)
Memorial Medflight (USA)
Tampa General Aeromed (USA)
Sky Bear (USA)
Memorial Hermann Life Flight (USA)
Life Flight (USA)
Miami Valley Careflight (USA)
Lufttransport (Norway)
Saudi EMS (Saudi Arabia)
Children’s Health (USA)
ORNGE (Canada)
Lifeflight (Qatar)
NSW Air Ambulance (Australia)
Queensland Govt Air Rescue (Australia)
AirGreen Torino (Italy)
Abu Dhabi Police (UAE)
Ambulance Victoria (Australia)
Govt Flying Service (Hong Kong)
REGA (Switzerland)
TriState CareFlight (USA)
Dubai Police (UAE)
STARS (Canada)
AirMed of Utah (USA)
SESCAM (Spain)
Nationwide Children’s Monarch 1 (USA)
Baptist Health MedFlight (USA)
GTA-PE (Brasil)
Martin 2 (Austria)
Essex Herts Air Ambulance (UK)
London’s Air Ambulance (UK)
Helimed 76 (Scotland)
Kent, Surrey & Sussex Air Ambulance (UK)
Staff for Life (USA)
Angel One (USA)
St Mary’s Life Flight (USA)
LifeFlight Eagle (USA)
Duke Life Flight (USA)
AIR LINK (USA)
Eastern Cape EMS (South Africa)
Illustrations by Ugo CrisponiAviationgraphic.com
www.heliopsmag.com
Measuring 96.5cm wide by 70cm deep the poster is printed on 200 gsm satin stock and features 92 immaculate illustrations showcasing HEMS programs around the world by master illustrator Ugo Crisponi.
This is a limited edition print run so order yours today, and order some for your friends and colleagues – the perfect gift.
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years when the majority of sales were
light helicopters.
RUSSIAN PRODUCTIONIn addition to global majors,
Helicopters of Russia (Russia’s state-
owned company) has announced plans
to increase the production of Russian
helicopters. According to recent
statements of Alexander Mikheyev,
head of the company, this year the
volume of production should reach
200 helicopters.
This is however, significantly
lower the earlier announced figures
of production up to 300 units per
year. According to the initial plans of
the company, the annual growth of
production should have been in the
range of 10%-12%, however the current
economic stagnation in Russia and the
devaluation of the national currency,
will prevent the rapid implementation
of these plans.
Igor Czeczikov, deputy general
director of the company says that
hopes are put on Mi-38 and The Kamov
Ka-226 (Ka-226T), which enjoy great
demand among the foreign customers
of the company.
Meanwhile, the company will
participate in the filling a state defense
order that involves the replacement of
the entire fleet of military helicopters of
the Russian Air Forces by 2020.
Last year the volume of supplies of
military helicopters for the needs of the
Russian army amounted to 90 models,
while among the most demanded
models in the Russian air forces were
the Ka-52 “Alligator”, the Mi-28N “Night
Hunter”, Mi-8AMTSh (MTV-5-1), Mi-35M,
Mi-26T2, Ka-226, “Ansat-U” as well as
some others.
Although the current range
of company helicopters is mostly
Alexander Mikheyev, CEO of Helicopters of Russia.
Ka-52 Alligator, one of the most demanded helicopters in the
Russian Air Forces.
Sergey Chemezov, head of Rostec corporation and Helicopters of Russia discusses the current situation in Russian helicopters industry with Russia’s President.
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comprised of military models, according
to state plans, there is a significant
expansion and diversification planned
for the next several years. The plans are
expected to be achieved through the
attraction of strategic foreign investors
to acquire key stakes in the company.
This will also allow the allocation
of additional funds to the domestic
helicopter industry.
According to Sergei Chemezov, head
of Rostec, (Russia’s state corporation
and the largest holders of state assets
in the field of military and defence)
Russia’s Mi-38 helicopter, which is considered as one of the most promising for exports by the Russian government.
Russia’s President Putin inspects Rostov Helicopter Plant, one of Russia’s largest producers
of helicopters, which is part of Helicopters of Russia.
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Russia’s President Vladimir Putin and Mateo Renzi, prime-minister of Italy during signing of an agreement of establishment of production of AugustaWestland helicopters in Russia.
Mi-35M, one of the major military helicopters in Russia.
Mi-26T2
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and the parent company of Helicopters
of Russia, to date, several Western
companies have expressed their
interest in the acquisition of the stake in
Helicopters of Russia.
He said, “There are several foreign
companies, which have already
expressed an interest in the acquisition
of a stake in the company. To date, we
have already started negotiations with
potential buyers. It is planned that at
the initial stage we will sell no more
than 25% in the company and there is
a possibility of selling additional stake
during the next several years.”
The potential bidders for Helicopters
of Russia have not been disclosed,
however, according to some sources
close to Rostec, among them are
expected to be some leading Western
holdings such as Finmeccanica, Airbus
and others. Representatives of the
companies declined to comment and
the amount of the deal is not disclosed,
however, according to estimates of
analysts of the Russian Ministry of
Defense, it may be in the range of
US$400-500 million.
It is hoped that the deal may be
closed by fall of 2016.
In addition to Helicopters of
Russia, Concern of Radio-Electronic
Technologies (KRET), one of Russia’s
largest enterprises in the field of radio-
electronics for the helicopters’ industry,
may also become a subject
of privatization.
WRAP UPThe Russian helicopter industry
has big potential for further growth,
which is reflected by the ever-growing
interest of foreign majors to invest
in local production, as well as the
expansion of production by local
producers. Much will depend however,
on the lifting of Western trade sanctions
from the country. This is expected
to occur by the end of the year.
According to Russian Ministry of
Industry and Trade analysis, domestic
production will continue to focus on
the building of military helicopters due
to the ongoing militarization of the
country. At the same time development
of the industry will be complicated by
the lack of competition in the market
(due to the domination of the state
monopoly) and the sanctions that had
closed Russian helicopters industry
access to some modern Western
technologies. HO
Inside Ural Works of Civil Aviation Plant.
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The HeliOps 100th Issue Anniversary Poster is a must have collectable for anyone who is involved in the helicopter industry – civil or military. Its a collection of some amazing paint schemes of some operators we have worked with over the years. There is a limited print run on our 100th Anniversary Issue Poster so grab yours while you can. They make a great addition to your office, hangar, home or as a gift for friends and colleagues.
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I have flown the greater majority of
my career in the knowledge that
should I be involved in an accident or
incident the ensuing safety investigation
will be conducted with the intent not
to apportion blame, but to find the
causes in the interests preventing
future occurrences. This is not to say
that should negligence be a factor
that there will not be fair, reasonable,
and just consequences. However any
punitive response to negligent or
intentionally unprofessional behavior
would be subject to a separate line
of investigation or enquiry. This is
to say, the safety investigation and
its subsequent report, would not
be discoverable as evidence in an
administrative disciplinary investigation
or hearing. It is on this basis that we
may give freely and willingly to safety
investigations, and we are not read into
evidence when being interviewed by a
safety officers or safety representatives.
I would offer that is the very freedom
of maneuver of the safety investigator,
and the comfort and assurance that an
aviator or engineer may give freely of
their experience, and admit fulsomely to
their mistakes, that is the power of the
Accident/Incident Safety Investigation
– it is the cornerstone of our Aviation
Safety Management System (SMS).
Perhaps in essence here we are
really expressing the fundamentals
of trust, that is the trust that our
Safety Management System exist for
that which the name intends – safety.
Where error or unintentional violation
has occurred, we mentor, educate and
HELIOPSFRONTLINE 17
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pilot, although seriously injured,
survived. This resulted in a landmark
case in the UK, Rogers vs Hoyle. The Air
Accident Investigations Branch (AAIB)
of the UK’s Department of Transport
investigated the accident and published
its report openly on 14 April 2012. The
report noted that the aircraft ‘was seen
by observers to pull up into a loop
and during the maneuver it ended in a
spin from which it did not recover. The
maneuver started at 1500 feet AGL and
there was insufficient height for the
pilot to recover from the subsequent
spin.’ The Roger’s family, whose son
was lost in the accident, claimed in
the High Court that they wish to rely
on the facts and evidence presented
in the AAIB report. Hoyle’s insurers
disagreed, however the Rogers family
won an appeal in the High Court in
correct; where willful negligence has
occurred fair and just consequences
must be applied. I offer this is what
the reasonable man or woman would
expect, in that expectation is for all
intents and purposes the basis of
the Western legal system. A recent
Court of Appeals finding in the United
Kingdom (UK) has allowed the release
of an Accident Investigation Report for
consideration as evidence in a court
of law for the purpose of apportioning
blame and potentially remedy.
SO IS THERE A CHANGE IN THE WIND?
On 15 May 2011, a Royal Marines
Captain was a passenger in a Tiger
Moth aircraft on a joy flight. Regrettably
the flight ended in tragedy and the
young Captain lost his life while the
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Relevant to whether as an industry the decision warrants reflection, is discussing whether there is a trend for an increase in the findings of criminalization in aviation incidents and accidents.
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enquiry under the judiciary laws and
guidance for evidence collection,
thus the AAIB did not fit the bill. The
court of Appeals decision has set an
alternative precedent. Kavanagh and
Waters (2014) highlighted in their
analysis of the potential impacts of the
decision that ‘…participants in future
investigations may be less forthcoming
with relevant evidence if they believe
that such evidence may be used in
civil proceedings. This in turn would
potentially result in the AAIB having
to perform its functions without full
disclosure of relevant information.’2
The ramifications of such analysis
becoming reflective of actual behavioral
easily interpolated; an AAIB report
may be used to apportion blame
and no longer would be singularly
about identifying causal factors and
preventing future incidents.
STATE OBLIGATIONSThe UKs’ AAIB is charged with
the State’s obligations to investigate
air accidents as set out in Annex 13
of the Convention on International
Civil Aviation 1944 (the Chicago
Convention), EC Council Directive
94/56/EC of 21 November 1994, and
more latterly EC Regulation 996/2010
(the EU regulation). The ICAO
Annex 13 represents an international
treaty of all UN member countries,
which establishes the purpose of
investigations and protects those
safety investigations for learning and
system improvements only. Notably, the
2013. Hoyle’s insurers took the matter
to the Court of Appeals, and both the
UK’s Department of Transport and
the International Airline Transport
Association (IATA) backed the insurers
efforts to find against the Rogers family.
Despite these mighty organizations
stacked against them, the Rogers
family prevailed and the AAIB report
was deemed admissible. Lord Justice
Christopher Clark of Court of Appeals
stated in his judgment ‘I agree with the
judge (Justice Leggatt) when he said
that a non-lawyer would be astonished
that the report of the AAIB was not
something to which a court would even
have regard”, further he said, “their use
considerably assists the efficient and
speedy resolution of claims; and the
majority of potential civil claims arising
from civil aviation accidents settle on
the basis of AAIB reports…’. 1
To a non-aviator Lord Justice
Clark’s decision most likely makes
common sense. However it was
indeed a landmark decision in that it
set in motion precedent that has the
potential to erode the very structural
sinews of the trust embedded in our
SMS. While AAIB reports, and similar
aviation accident investigation reports
of other nations, have often played a
part in litigation, that part has typically
been limited to providing direction
or targets of litigation, ultimately
informing the court as a background
body of knowledge vice admissible
evidence. Evidence to support the
court must be collected by expert
1. Stewarts Law, 2014, ‘Rogers v Hoyle: legal victory for claimants in UK aviation claims’, 13 Mar 2014, <http://www.stewartslaw.com/rogers-v-hoyle-legal-victory-for-claimants-in-uk-aviation-claims.aspx
2. Kavanagh G. and Waters M, 2014, ‘Landmark English Court of Appeals Decision Upholds Admissibility of Accident Investigation Reports in Civil Proceedings’, <http://www.hfw.com/downloads/HFW-Landmark-English-Court-of-Appeal-decision-accident-investigation-reports-March-2014.pdf>, accessed 24 Apr 16.
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adjoining of safety investigations with
criminal prosecutions is something that
Annex 13 explicitly guards against, and
ICAO member states are in principle
obliged to enact its standards through
their own legal systems. In the case
of Rogers vs Hoyle, the decision by
the Court of Appeals appears to have
challenged this obligation, whether
intentionally or unintentionally.
Important also in the discussion
is the manner in which an accident
investigation is conducted. In the
case of the UK, and not dissimilar
to other Western countries and all
countries who are signatories to the
ICAO convention, it discharges its
statutory obligations by conducting
investigations in such a manner that the
AAIB dictates and sees fit, outwardly
only constrained by budgetary and
logistical limitations. Furthermore, the
AAIB will choose which accidents and
incidents it investigates, how and who
is investigated, what is considered
and what is not. The AAIB is the sole
decision maker in what goes in the
report and what does not. The AAIB will
as a matter of course afford interested
parties to comment on a draft report,
however beyond this process and
internal review, none of the checks and
balances of litigation are employed.
Finally, much of the underlying evidence
collected during the investigation
remains confidential (Regulation 18
of the UK Regulations), resulting in a
difficulty, if not impossibility, of giving
full weighting and analysis to the report
and its findings by a judiciary authority.
Importantly, as a matter of
precedent, the UK decision may have
different applications in the various
countries around the world. For
example in Canada, Pankratz (2014)
offers that ‘the law concerning the
admissibility of these reports is stricter
in Canada’ and that ‘under the Canadian
Transportation Accident Investigation
and Safety Board Act, an investigator is
not ordinarily considered competent or
compellable to appear as a witness in
any legal proceedings’ and that ‘…their
opinion is not admissible in evidence’.3
Albeit that individual countries will
have nuances on the application of
their own transport safety laws, if they
are signatory to ICAO, then the Rogers
vs Hoyle case is indeed landmark. It
does remain to be seen whether this
precedent will be supported by other
courts around the world, however
one can expect that at the very least,
particularly where there has been loss
of life and a strong will for litigation
exists, then the conversation of the
applicability of this case will be had.
CRIMINALIZATIONRelevant to whether as an industry
the decision warrants reflection, is
discussing whether there is a trend
for an increase in the findings of
criminalization in aviation incidents and
accidents. Dekker (2010) offers that
this is indeed the case. He presents
and argues a steadily increasing
trend of the criminalization of pilots,
mechanics and air traffic controllers in
aviation accidents between 1950 and
2009. Michaelides-Mateou & Mateou
(2010) indicate that of 54 cases over
this period, almost half occurred in
the 2000-2009 period.4 Although the
Combined, an increasing penchant for litigation, the lowering of the barrier of accessibility to the accident investigation reports for consideration by a court, coupled with a low tolerance for accidents and a steadily reducing tolerance for the acceptance of risk, it perhaps does build a case to support a hypothesis that the criminalization of accidents and incidents has increased, and the landmark decision by the UK Court of Appeals to allow the use of accident investigation reports lowers the barriers for an increasing trend.
3. Pankratz D, 2014, ‘UK Accident Investigation Reports Admissible in Legal Proceedings — What about Canada?’, 31 May 2014, <http://aviationlawblog.ahbl.ca/2014/05/31/uk-accident-investigation-reports-admissible-in-legal-proceedings-what-about-canada/>, accessed 24 April 2016
4. Michaelides-Mateou S & Mateou A, 2010, Flying in the Face of Criminalisation, Farnham, UK, Ashgate Publishing Co. The figure of 54 was estimated from a graph presented.
work presented was not normalized
against a highly significant increase in
flying rate over this period, the trend
is nonetheless compelling. He further
noted this trend or desire for seeking
criminal consideration of people in
major safety incidents mirrors similar
developments in other fields such
as shipping, construction, chemical
processing and health care.5
Alongside this premise of an
increasing trend to seek blame and
accountability for accidents in a legal
sense, there is an apparent tendency
at the social level for accidents, and
the apportioning of blame, to be
interpreted through the lens of a
society that has become overly risk
conscious. This is to say that we have
come to see an accident through the
failure of risk management at some
level, and in turn this implies the failure
of someone to manage risk. As aircraft
and other means of transport become
ever more reliable, the tendency of
the community is to have a fairly low
threshold for the acceptance of risk.
This is not an altogether bad thing,
for one may argue that it is this very
threshold that assists us in continuing
to strive for excellence and perfection
in our machines and in the preparation
of those who maintain and fly them. Put
another way, the success of aviation as
having become a highly reliable form
of transport may well have indeed
sponsored a societal belief that it is
failsafe. Indeed at the higher aviation
system level it is designed as a safe
fail system i.e. designed to have a low
likelihood of failure, but if it does it is
graceful in degradation, recognizable
and controllable by the human.
Combined, an increasing penchant
for litigation, the lowering of the
barrier of accessibility to the accident
investigation reports for consideration
by a court, coupled with a low tolerance
for accidents and a steadily reducing
tolerance for the acceptance of risk, it
perhaps does build a case to support
a hypothesis that the criminalization of
accidents and incidents has increased,
and the landmark decision by the UK
Court of Appeals to allow the use of
accident investigation reports lowers
the barriers for an increasing trend.
It remains to be seen how important
the Rogers vs Hoyle case will be to
our industry. Furthermore it remains
to be seen whether there will be a
legislative response to tighten the
application of the intent of the ICAO
provisions in Chapter 13. It similarly a
questions as to whether the various
aviation investigative bodies around
the world may reconsider their current
investigative process and the provision
of information for investigations
with the objective to maintain the
singular intent of aviation accident
investigating reports to prevent
accidents. As the AAIB states on
their website, their purpose ‘is not to
apportion blame or liability”.6
I strongly believe that the Aviation SMS
is the crown jewel of our industry. It is
why our military can rely on the weapon
system to be there day-in and day-out,
should it be lost it should not be due to
poor safety, rather due to enemy action. It
is the reasons passengers by the millions
travel weekly on airliners around the
world and why Doctors and nurses will
entrust their patients to air lift. Our role
as aviators, engineers and maintainers is
to stay true to the Safety Management
System, be safety practitioners and seek
always a just culture that is in harmony
with our mission.
Best we keep an eye on the legal
beagles while we do all this!! HO
5. Dekker S, ‘Pilots, Controllers and Mechanics on Trial: Cases, Concerns and Countermeasures’, International Journal of Applied Aviation Studies, Vol 10, No 1, FAA Academy, Oklahoma City, 2010.
6. AAIB Website, <Our purpose is to improve aviation safety globally by determining the causes of air accidents and serious incidents, and making safety recommendations intended to prevent recurrence. It is not to apportion blame or liability>, accessed 24 April 2016
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TAP FOR MORE
INFO
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INFO
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INFO
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‘JUST CULTURE’ IS JUST
GOOD BUSINESSIn ‘getting it right’ with safety, one of the important aspects of any organization is its culture. An experienced EMS operator, MIKE BIASATTI delves into what a ‘just culture’ means and
how it can be applied to the EMS fraternity.
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TRANSFORMATIVE CHANGESThe helicopter air ambulance industry in the United States has undergone
many transformative changes over the last several years and its record growth
is challenging the maintenance of proper oversight and management of assets,
attitudes and safety. Safety and Culture are two simple words, but in the context of
the Helicopter Air Ambulance (HAA) industry, you would be hard pressed to find two
other words that receive as much attention among company leadership and crews.
With so many bases spread across so many states and in some instances in foreign
countries (Air Methods staffs a base in Haiti as of the first quarter of 2014), some form
of standardization was needed to develop and refine a safety program that had the
support within each organization from the CEO on down.
OWNING UPIn his book ‘Managing the Risks of Organizational Accidents’, James Reason writes
“On the face of it, persuading people to file critical incident and near-miss reports is
not an easy task, particularly when it may entail divulging their own errors. Human
reactions to making mistakes take various forms, but frank confession does not
usually come high on the list.”
Ownership of actions plays an instrumental role in safety. What is needed is an
organization that embraces “just culture”; an environment of accountability in which
people are encouraged to provide essential safety-related information, especially
if the subject of the unsafe event involved the person reporting. No crewmember,
no matter how diligent is above making a mistake and accepting that reality is a
necessary first step in resisting complacency in this very dynamic work environment.
The thought process with ‘just culture’ is to accept that we all can miss something
or make an honest mistake and the number of those events that do not lead to a
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Now this general presumption does not
in any way make it fact.
Imagine for example, at some
hypothetical shift change the oncoming
pilot is setting up the cockpit for his shift
when a standby flight request comes in.
He’s already in the pilot’s seat arranging
things, so he stays seated and continues
as the medical crew approaches the
aircraft. A brief discussion ensues and
after a few minutes the standby request
becomes a launch request and the
aircraft is started, the APU stowed, the
medical crew climbs in and the aircraft
departs to the referring hospital. Simple,
right? In more than a decade, they’ve
done this a thousand times. This is no
rookie crew either, with an air medical
experience averaging 13 years. Fast
forward 30 minutes and the aircraft
lands at the referring hospital only to
reportable incident or worse a lost time
accident, are considerably higher and
offer a unique opportunity to identify
the elements which lead to particular
negative outcomes. Just Culture doesn’t
protect against behaviour or actions that
are intentional, reckless or made wilfully
against company policy
Generally speaking, once a person
acquires the requisite level of experience
to ply their trade around a medical
helicopter, the general presumption
is that they’ve matured to the point
beyond arrogance and an attitude of
invulnerability. They can recognize
in themselves that on any given day
under some varying circumstance
that person can fall prey to
complacency, inattention, distraction,
fatigue or any of a number of other
hazardous attitudes or circumstances.
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have a maintenance worker approach
the aircraft and advise the crew that
something was hanging from the
helicopter as they approached. This
made contact with some power lines as
the helicopter descended to the helipad.
It turns out that the power cord, the
electrical cord that plugs into the aircraft
to charge the rechargeable medical
equipment had not been removed and
as the helicopter departed the base, the
end attached to the power outlet gave
way leaving the other end still plugged
in to the aircraft.
SO WHAT ARE POSSIBLE OUTCOMES OF THIS OVERSIGHT?
How is it possible that three-
experienced crewmembers, presumably
rested, just arriving for their shift missed
a cord attached to the aircraft? In
this particular helicopter there is no
‘caution light’ warning the pilot of an
open door. So, what is your first instinct
in this incident?
For this example let’s remove the
maintenance worker who brought the
cord to your attention and substitute
one of your crew – say your nurse was
the first one out of the aircraft, saw
the cord and immediately bringing it
to your attention. No one else is aware
of the occurrence, it’s night-time and
the helipad is behind the hospital and
essentially empty.
The next question is, do you think
this could happen to other crews?
After all, there are far less experienced
crews who’ve been flying together far
less time than you and your team. Your
first thought might be to not report
the event, after all, what would the
management do? Or how would it make
you look to the others? Would you
swear one another to secrecy even if this
leaves other crews to peril should
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they overlook something attached to
their aircraft. Keeping it secret also
denies the organization an opportunity
to potentially fix what may be a very
fixable problem.
Could the outcome have been
far worse? Let’s remove the realm of
possibility for a second that the cord
could have blown off and wrapped
around the tail rotor or fallen at some
point in flight and caused an accident/
injury to persons on the ground.
Perhaps this aircraft was landing on one
of the crowded highways, commute
traffic stopped in both directions, EMS
on scene, the news helicopter circling
overhead, camera crews on the side
service roads during daylight hours and
here you come on short final, wondering
to yourself why everyone, in addition
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to staring at your approach is pointing
toward the helicopter.
With a ‘Just Culture’ embedded in
the organization, the crew could report
the event without fear of punitive action.
Certainly there are lessons to be learned
and perhaps changes made to help
ensure this type of thing never happens
again. It could also be indicative of a
far larger issue, a symptom so to speak.
With an encouragement to report, even
your mistakes, everyone could benefit.
BUTTERFLY EFFECTReturn to the example where only
you and your crew are aware of what’s
happened. Under the ‘Just Culture’
environment there are protections for
the crew and vast benefits to be gained
for reporting the incident.
For example, in the long term
the aircraft manufacturer could be
petitioned to add a light to the console
indicating that the ground power door
receptacle is not closed. In the interim
or in the event the manufacturer opted
not to make that change, the your
company might decide for a secondary
visual warning to be added (a laminated
sign on the seat warning ‘power cord
attached’ or a brightly covered sock
over the cyclic only to be removed after
the round power cord was removed)
and perhaps a pig-tail cord (a short
electrical cord of 12”) be placed between
the aircraft’s plug input and the much
longer extension cord coming from
the ground power source so that if this
unlikely event were to happen again, the
length of the item extending from the
aircraft would pose far less danger. Or
the response could be any combination
of the above.
With the fear of punitive action
removed, the crew feel safer to ‘fall
on their collective sword’, report what
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happened and participate in the process
of engineering out the elements that
allowed their momentary inattention
to escalate to the point of possible
damage or injury. With the attention
brought forth from the report of the
crew, awareness can be raised, changes
made, an accident avoided and safety
promoted.
IT’ ALL ABOUT LEARNINGA ‘Just Culture’ supports and
encourages learning from unsafe acts.
Failures and incidents are considered
by organizations with a good safety
culture as lessons which can be used to
avoid more serious events. It helps to
ensure that all events are reported and
investigated to discover the root causes,
and that timely feedback is given on the
findings and remedial actions, both to
the work groups involved and to others
in the organization or industry who
might experience the same problem.
This horizontal communication is
particularly important.1
Through the collection and
organization of this data, policies and
training can be developed to promote
safety, reduce risk and enhance overall
efficiencies. I have often briefed my
crews with the cautionary advisory to
watch out for the pilot, nurse, medic
or mechanic who boasts, “that would
never happen to me”, when referencing
an aircraft accident or incident. That
person’s arrogance opens them up to a
greater likelihood of being involved in a
serious mishap.
ASSESSING RISKOpen reporting of events, whether
minor or major, permits the organization
to proactively assess risk which is
a necessary and effective means of
improving safety. A vital element in
assessing risk is examining likelihood
and history can be a very valuable
indicator of likelihood. Without the
reporting of those times where we
1. GAIN Working Group E 5
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either got close or just screwed up,
that likelihood dimension of risk could
essentially be false.
The applications of implementing
a ‘Just Culture’ are broad and have
many air medical operations. Imagine
two similarly labelled medicines kept
in close proximity of one another, but
with completely different effects on
the patient. Imagine an instance during
a critical transport and in the stress
of the moment the nurse grabs and
draws up the wrong medicine, and as
he prepares to administer what would
be a fatal dose of medicine X, the medic
catches the error before the medicine
is administered and avoids what could
have been a fatal mistake. What’s the
first instinct of the crew?
Without fear of punitive action in
a ‘Just Culture’ the crew can report
the near error, and as a result perhaps
labelling is changed, color coded, bottle
size or shape is made unique to one
versus the other, or perhaps assignment
of those drugs placement is revisited
and changed. Often once a change
like this is implemented others come
forward having had the same or similar
experiences, but for fear of negative
consequences, hadn’t reported it.
A ‘Just Culture’ is one that supports
learning from unintentional unsafe acts
in order to improve the level of safety
awareness, allow data collection and
establish procedures to help engineer
HAA crews can through the improved
recognition of ‘safety events’ that might
otherwise go unreported create a
statistical record,
In his book ‘Just Culture: Balancing
Safety and Accountability’, Sidney
Dekker notes, “The conclusion drawn
from most incidents and accidents
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in aviation is that everybody and
everything contributes in a small way
and that these small events
and contributions can combine to
create unfortunate and unintended
outcomes”.
Within the context of aviation, patient
care, aircraft maintenance and corporate
leadership safety is the state in which
the possibility of harm to persons or
of property damage is reduced to, and
maintained at or below, an acceptable
level through a continuing process of
hazard identification and safety risk
management2; a Just Culture is an
important part of the making all facets
of air medical operations their safest.
Every shift, every flight, every patient is
an opportunity to embrace, promote and
improve safety. HO
2. http://www.skybrary.aero/bookshelf/books/644.pdf
STORY BY MORNE WI ID
PART TWO
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We previously examined the different backgrounds and career paths that
Airline and Helicopter pilots follow to end up in a multi-crew, multi-
engine and highly automated and sophisticated machines. Sometimes the
helicopter operations happen in very challenging and hostile environments, especially
when looking at some of the remote offshore installations serviced by helicopters
around the world in all weather conditions.
This background information provided the reader with a degree of appreciation of
the competency and experience gaps that exist between these 2 set of crews when
looking at IFR knowledge and skills. It was further discussed that helicopter pilots
have a unique culture and positive feedback was received that further validated this
point of view.
Regardless of what we label this culture (Bush, Chopper, Cowboy, etc.) that was
introduced in the last part, it is evident in several incidents and recent accidents can
be attributed to pilots’ misunderstanding of the effective use of automation and the
ability to use effective Threat and Error Management strategies to actively monitor
the flight path. More importantly, how to restore the system when the helicopter has
ended up in an undesired or unsafe flight condition.
The next part to be published will review a S92 incident offshore from St John’s on
23 July 2011 and the AS332L2 accident into Sumburgh Airport on 23 August 2013 to
develop and understanding how various cultural and operational issues (threats) can
impact on the performance of crews and how poorly structured SOPs lead to error(s)
being committed, resulting in an Undesired Helicopter State (UHS). When crews are
faced with the dynamics of an UHS, there is still an opportunity to manage these
errors and restoring the system to normal, making the event(s) inconsequential.
Failure to do so, will ultimately lead to an incident or accident as it will be
illustrated through the case studies.
Due to the extent of this problem in the Offshore Helicopter Industry at the
moment, the last part will look at specific Non-Technical Skills for Helicopter crews
and Tailored Crew Resource and Threat and Error Management Training for crews.
INTRODUCTIONSeveral research studies have been conducted in the past for the Airline Industry
to fully comprehend and understand the interaction between pilots in a multi-
crew environment and the automation they interact with. From these studies there
have been some significant improvements in the Simulator Training Programs and
Standard Operating Procedures (SOPs) to improve the effective use of Automation
and the appropriate selection of Flight Director (FD) Modes.
However, although automation has been present in the Helicopter Industry for a
couple of decades now, there still seem to be a degree of “mode confusion” to which
FD modes should be selected during the different phases of flight (both onshore
and offshore) and the significant automation design differences in the various
helicopter types. This article will focus on reviewing some of these issues and how
they contribute to a helicopter being placed in an Undesired Helicopter State (UHS)
at some stage during the flight.
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More importantly, it would be beneficial to look into active control measures to
manage these threats as they occur before they lead to an error that may further
escalate into the so called “error-chain.”
It is also important to review the content and structure of SOPs, especially how
they address the effective and safe use of automation. From personal audits and
flight reviews I have conducted, it is evident that most operators are not specific
enough (sometimes very ambiguous and vague) on what modes to select and
provide the crews with too many available options (i.e. either IAS or VS may be
selected during the descent).
Furthermore, SOPs are written by humans (mostly pilots) and may be
unintentionally designed and worded as such to potentially set people up for failure.
From experience, helicopter pilots will follow SOPs to the letter and there has been
incidents where a poorly defined SOP has significantly contributed to incidents.
USING A FRAMEWORK TO UNDERSTAND THE ONSET OF AN INCIDENT OR ACCIDENT
Before later analysing the dynamics of the S92 incident and AS332L2 accident, it
will be helpful if we can use a model to map out the various aspects and contributing
factors for each of these occurrences. This will provide the required framework
that can be applied to any event that has taken place, both in a proactive (Line
Operational Safety Audits or HFDM) and reactive manner (incident or accident).
Although most offshore helicopter pilots would have completed some form of
Crew Resource Management, Human Factors and/or Threat and Error Management
(TEM) training during their career, let’s review some of the elements of a TEM model
and how helicopter crews react to changes in the system and how a threat can either
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be managed successfully and the event becomes inconsequential. However, what
happens if this does not occur and how does a helicopter end up in an Undesired
Helicopter State (UHS)?
THE THREAT AND ERROR MANAGEMENT (TEM) MODELThe Threat and Error Management (TEM) model is a conceptual framework that
assists in understanding, from an operational perspective, the inter-relationship
between safety and human performance in dynamic and challenging operational
contexts, such as flying in adverse offshore weather.
The TEM model focuses simultaneously on the operational context and the
people discharging operational duties in such context. The model is descriptive
and diagnostic of both human and system performance. It is descriptive because it
captures human and system performance in the normal operational context, resulting
in realistic descriptions. It is diagnostic because it allows quantifying complexities of
the operational context in relation to the description of human performance in that
context, and vice-versa.
The TEM model can be used in several ways. As a safety analysis tool, the model
can focus on a single event, as is the case with accident/incident analysis; or it can be
used to understand systemic patterns within a large set of events, as is the case with
operational audits. This will be illustrated by analysing the two case studies ain a later
part that will provide the reader with the practical application of this model.
Originally developed for Airline operations, the TEM Model can nonetheless be
used at different levels and sectors within an organization, and across different
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organizations within the aviation industry, such as Offshore Helicopter Operations.
It is therefore important, when applying TEM principles, to keep the user’s
perspective in the forefront. Depending on “who” is using TEM (front-line personnel
like the offshore helicopter pilots, intermediate management, senior management;
flight operations, maintenance, air traffic control), slight adjustments to related
definitions may be required. This article focuses on the helicopter crew as “user”, and
the discussion herein presents the perspective of helicopter crews’ use of TEM.
THE COMPONENTS OF THE TEM MODELThere are three basic components in the TEM model (see figure below), from the
perspective of helicopter crews: Threats, Errors and Undesired Helicopter States
(UHS). The model proposes that threats and errors are part of everyday offshore
operations that must be managed by helicopter crews, since both threats and
errors carry the potential to generate undesired helicopter states. Helicopter crews
must also manage UHS, since they carry the potential for unsafe outcomes. UHS
management is an essential component of the TEM model, as important as threat and
error management. UHS management largely represents the last opportunity to avoid
an unsafe outcome and thus maintain safety margins in offshore operations.
THREAT AND ERROR MODEL
The Threat and Error Management (TEM) model is a conceptual framework that assists in understanding, from an operational perspective, the inter-relationship between safety and human performance in dynamic and challenging operational contexts, such as flying in adverse offshore weather.
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THREATSThreats are defined as “events or errors that occur beyond the influence of the
helicopter crew, increase operational complexity, and which must be managed to
maintain the margins of safety”. During typical offshore operations, helicopter crews
have to manage various contextual complexities. Such complexities would include,
for example, errors committed by People outside of the cockpit, such as Offshore
Radio Operators, Helicopter Landing Officers (HLOs), Flight Dispatchers, Ground
Support or Maintenance workers, dealing with adverse Environmental conditions
(offshore and enroute weather), Equipment malfunctions and in-flight emergencies,
and all the other Operational conditions and hazards of flying offshore . The TEM
model considers these complexities as threats because they all have the potential to
negatively affect offshore operations by reducing margins of safety.
There are 3 categories of threats, namely: anticipated, unanticipated and latent
which all have the potential to negatively affect flight operations by reducing
margins of safety. The objective of threat management is to gain awareness of the
potential threats within the operating environment both prior to and during flight.
Understanding what a threat is, and being aware of these threats enables the flight
crew to both plan and execute the flight in a safe manner by selecting the appropriate
countermeasure and achieving a safe outcome
ANTICIPATEDSome threats can be anticipated, since they are expected or known to the
helicopter crew. For example, helicopter crews can anticipate the consequences
of turbulence coming through the main structure by briefing their approach
considerations in advance, or prepare to set up for an Offshore NDB/Airborne Radar
Approach (ARA) when ceilings and visibility are at company minimas.
Other anticipated threats may include:
u Thunderstorms/icing/wind shear and other forecast inclement weather;
u Congested airport/heliport;
u Wires/obstacles;
u Complex SIDs/STARs/clearances;
u Cross and/or downwind approaches/landings;
u Outside air temperature/density altitude extremes;
u Mass and balance;
u Forecast/known bird activity.
UNANTICIPATED / UNEXPECTEDLY Some threats may occur unexpectedly, such as an in-flight helicopter system
malfunction that happens suddenly and without warning or severe icing enroute that
was not forecasted during the pre-flight briefing. In this case, helicopter crews must
apply their skills and knowledge acquired through training and operational experience
to manage these threats effectively as they occur, such as:
u In-flight helicopter malfunction;
u Automation – anomalies/over reliance;
u Un-forecast weather/turbulence/icing;
u ATC re-routing/congestion/non-standard phraseology/navigation aid
un serviceability/similar call-signs;
u Ground handling;
u Offshore Obstacles;
u Unmanned aircraft systems;
u TCAS RA/TA;
u Un-forecast bird activity;
u Contaminated/moving helidecks
LATENTLastly, some threats may not be directly obvious to, or observable by, helicopter
crews immersed in the operational context, and may need to be uncovered by safety
analyses.
These are considered latent threats and may include organisational weaknesses
and the psychological state of the pilot such as:
u Organisational culture/changes;
u Incorrect/incomplete documentation;
u Equipment design issues;
u Operational pressures/delays;
u Optical illusions;
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u Fatigue/rostering;
u Stress;
u Complacency;
u Over or under confidence;
u Lack of recent experience and proficiency
u Failure to address / manage hazards that have been raised through the SMS
Regardless of whether threats are expected, unexpected, or latent, one measure
of the effectiveness of a helicopter crew’s ability to manage threats is whether threats
are detected with the necessary anticipation to enable the helicopter crew to respond
to them through deployment of appropriate countermeasures.
Threat management is a building block to Error and UHS management. Although
the threat-error linkage is not necessarily straightforward, although it may not be
always possible to establish a linear relationship, or one-to-one mapping between
threats, errors and undesired states, archival data demonstrates that mismanaged
threats are normally linked to errors committed by helicopter crews, which in turn are
often linked to undesired helicopter states. Threat management provides the most
proactive option to maintain margins of safety in offshore helicopter operations, by
voiding safety-compromising situations at their roots. As front-line threat managers,
helicopter crews are the last line of defence to keep threats from impacting on the
safety of offshore operations. If threats go unchecked or are not managed when they
occur, then this will most likely lead to error(s) being committed.
ERRORSErrors are defined “actions or inactions by the helicopter crew that lead to
deviations from organizational or helicopter crew intentions or expectations”.
Unmanaged and/or mismanaged errors frequently lead to UHS. Errors in the
operational context thus tend to reduce the margins of safety and increase the
probability of adverse events.
Errors can be spontaneous (i.e., without direct linkage to specific, obvious threats),
linked to threats, or part of an error chain. Examples of errors would include the
inability to maintain stabilized approach parameters, selecting an incorrect Flight
Director mode, failing to challenge the Pilot Flying when operating outside the SOPs,
or misinterpreting an ATC clearance.
Regardless of the type of error, an error’s effect on safety depends on whether the
helicopter crew detects and responds to the error before it leads to an UHS and to a
potential unsafe outcome. This is why one of the objectives of TEM is to understand
error management (i.e., detection and response), rather than solely focusing on error
causality (i.e., causation and commission).
From the safety perspective, operational errors that are timely detected and
promptly responded to (i.e., properly managed), errors that do not lead to UHS,
do not reduce margins of safety in offshore operations, and thus become
operationally inconsequential. In addition to its safety value, proper error
management represents an example of successful human performance, presenting
both learning and training value.
Capturing how errors are managed is then as important, if not more, than
capturing the prevalence of different types of error. It is of interest to capture if and
when errors are detected and by whom, the response(s) upon detecting errors, and
the outcome of errors. Some errors are quickly detected and resolved, thus becoming
operationally inconsequential, while others go undetected or are mismanaged. A
mismanaged error is defined as an error that is linked to or induces an additional
error (onset of the “error-chain”) or UHS.
Errors (derived from the TEM model) are grouped under three basic categories,
namely: aircraft handling, procedural and communication). In the TEM concept, errors
have to be “observable” and therefore, the TEM model uses the “primary interaction”
as the point of reference for defining the error categories.
AIRCRAFT HANDLING ERRORSTo be classified as an aircraft handling error, the pilot or flight crew must be
interacting with the aircraft (for example through its controls, automation or systems).
u Manual handling, flight controls: vertical, lateral or speed deviations, flight or
power settings;
u Automation: incorrect upper-mode settings and failure to monitor mode, engage/
disengage and arm/disarm;
u Systems, radio, instruments: incorrect anti-icing, incorrect altimeter, incorrect fuel
switches settings or incorrect radio frequency dialled;
u Heliport/airport operations: hovering – too low/too fast, attempting to turn down
wrong taxiway or runway, failure to hold short or missed taxiway or runway.
PROCEDURAL ERRORSTo be classified as a procedural error, the pilot or flight crew must be interacting
with a procedure (for example checklists; SOPs; etc.).
u Documentation: wrong mass and balance, fuel information, ATIS, or clearance
information recorded, misinterpreted items on paperwork; incorrect logbook
entries or incorrect application of MEL procedures.
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u SOPs: failure to cross-verify automation inputs;
u Checklists: from memory; items missed, checklist performed late or at the wrong
time; wrong challenge and response;
u Callouts: omitted or incorrect callouts;
u Briefings: omitted briefings; items missed;
COMMUNICATIONS ERRORSTo be classified as a communication error, the pilot or flight crew must
be interacting with people (ATC, HLO, Offshore radio operators or other
crewmembers, etc.)
u Crew to external: missed calls, incorrect phraseology; transmitting while another
transmission is in progress; misinterpretations of instructions, incorrect read-back,
wrong clearance, taxiway, pad or runway communicated;
u Pilot to pilot/crew: miscommunication or misinterpretation.
Regardless of the type of error, it is the detection, interpretation and response
that influence the potential effect on safety. The objective of error management is the
timely detection and prompt appropriate response in flight operations in order for the
error to become operationally inconsequential.
A mismanaged error is defined as an error that is linked to or induces an additional
error (error chain) or UAS.
UNDESIRED HELICOPTER STATES (UHS)Undesired helicopter states are defined as ‘helicopter crew-induced helicopter
position or speed deviations, misapplication of flight controls, or incorrect automation
selections, associated with a reduction in margins of safety”. UHS that result from
ineffective threat and/or error management may lead to compromising situations
and reduce margins of safety in offshore operations. Often considered at the cusp of
becoming an incident or accident, undesired helicopter states must be managed by
helicopter crews.
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Examples of UHS would include engaging go around when the helicopter is not
trimmed after take-off and engaging go around or selecting the incorrect Flight
Director Mode on the approach (i.e. VS – 2 cue only) and reducing power to a level
where the airspeed drops below VMINI (Minimum IFR Speed) that adversely impact
on the stability of the helicopter. Events such as equipment malfunctions or Flight
Dispatcher / Radio Operator errors can also reduce margins of safety in offshore
operations, but these would be considered threats.
UHS can be managed effectively, restoring margins of safety, or flight crew
response(s) can induce an additional error, incident, or accident.
UHS are grouped into three basic categories derived from the TEM model and
outlined below.
AIRCRAFT HANDLINGu Vortex ring state;
u Loss of Tail rotor Effectiveness (LTE);
u Degraded Visual Environment (DVE);
u Aircraft control (attitude);
u Vertical, lateral or speed deviations;
u Unnecessary weather penetration;
u Unauthorised airspace penetration;
u Operation outside aircraft limitations;
u Unstable approach;
u Continued landing after unstable approach;
u Over shooting the landing area or a hard landing.
GROUND NAVIGATION (HELIPORT OPERATIONS)u Proceeding towards wrong taxiway or runway;
u Wrong taxiway, ramp, helipad or hold spot.
INCORRECT AIRCRAFT CONFIGURATIONSu Systems;
u Flight controls;
u Automation;
u Engine;
u Mass and balance.
Regardless of the type of error, it is the detection, interpretation and response that influence the potential effect on safety. The objective of error management is the timely detection and prompt appropriate response in flight operations in order for the error to become operationally inconsequential.
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The illustration above highlights how threats and errors are part of everyday
offshore operations that must be managed by helicopter crews, since both threats
and errors carry the potential to generate a UHS. Once a UHS has arisen it is equally
important to manage the UHS as it is the last opportunity for flight crews to ensure a
safe outcome in flight operations.
TEM COUNTERMEASURESHelicopter crews must, as part of the normal discharge of their operational duties,
employ countermeasures to keep threats, errors UHS from reducing margins of
safety in offshore operations. Examples of countermeasures would include checklists,
briefings, call-outs and SOPs, as well as personal strategies and tactics. Helicopter
crews dedicate significant amounts of time and energies to the application of
countermeasures to ensure margins of safety during flight operations. Empirical
observations during training and checking suggest that as much as 70% of flight crew
activities may be countermeasures-related activities.
All countermeasures are necessarily helicopter crew actions. However, some
countermeasures to threats, errors and undesired helicopter states that crews employ
build upon “hard” resources provided by the aviation system. These resources are
already in place in the system before helicopter crews report for duty, and are
therefore considered as systemic-based countermeasures. The following would
be examples of “hard” resources that helicopter crews employ as systemic-based
countermeasures:
Planning countermeasures are essential for managing anticipated and unexpected
threats, for example:
u Thorough planning/briefing, concise, not rushed, and meet requirements;
u Plans/aims/decisions communicated and acknowledged;
u Workload assignment roles and responsibilities defined and communicated for
normal and non-normal situations;
ThreatsAnticipatedUnexpected
Latent
ErrorsAircraft Handling
ProceduralCommunication
UHSAircraft Handling
Ground NavigationIncorrect configuration
ACCIDENT OR
INCIDENT
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u Contingency management with effective strategies to manage threats to safety;
u Threats and their consequences anticipated and all available resources used to
manage threats.
Execution countermeasures are essential for error detection and error response, for
example:
u Crew members actively monitored and cross-checked systems and other crew
members;
u Aircraft position, settings, and crew actions verified;
u Operational tasks prioritised and properly managed to handle primary flight
duties;
u Avoidance of task fixation;
u Avoidance of work overload;
u Automation properly managed to balance situational and workload requirements;
u Automation setup briefed to other crew members;
u Effective recovery techniques from automation anomalies.
Review countermeasures are essential for managing the changing conditions of a
flight, for example:
u Evaluation and modification of plans;
u Crew decisions and actions openly analysed to make sure the existing plan was
the best plan;
u Crew members asked questions to investigate and/or clarify current plans of
action;
u Crew members not afraid to express a lack of knowledge: ‘Nothing taken for
granted’;
u Crew members state critical information or solutions with appropriate persistence;
u Crew members speak up without hesitation.
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CONCLUSIONThis article provided the reader with the fundamentals of the Threat and Error
Management (TEM) model and how the various components of the Model can
contribute to a potential incident or accident. It highlighted how offshore helicopter
crews are exposed throughout their flight with different types of threats. If these
threats are managed by the crew, the event becomes inconsequential. However, it
the threat(s) are not managed at the time it was introduced, then this will potentially
lead to error(s) being committed by the crews. This was refer to as the error-chain.
The crews still have an opportunity to prevent this chain of errors escalating through
several countermeasures introduced, if effectively managed, then the system is
restored and once again the event becomes inconsequential.
However, if both threats and errors are not managed by the crews in an effectively
and reasonable timeframe, then this will introduce an Undesired Helicopter State. This
is the last phase of the TEM model for the crew to take the appropriate action(s) to
restore the system to normal. Any failure to do so, will ultimately set the helicopter up
for an incident or accident.
This article has laid the foundation for the reader to be able to use this Model to
effectively analyse any incident or accident to determine the contributing factors
that lead to any event. This will then provide the user to change Standard Operating
Procedures (SOPs) and Simulator Training Programs as required to enforce the best
countermeasures and strategies to effectively manage threats and errors as they
occur and to recover from any Undesired Helicopter States. HO
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September 26–28, 2016C H A R L O T T E
AMTC16CA210mmx297mm+Bleed.indd 1 2/10/16 12:50 PM
INNOVATING THE WAY THE WORLD FLIESThe Bell 505 Jet Ranger X is a new fi ve-seat aircraft designed to deliver safety, effi ciency and reliability
through the use of advanced technology. Featuring the Garmin G1000H™ fl ight deck and large cabin doors
for easy loading of passengers and cargo, the new Bell 505 Jet Ranger X offers multi-mission capabilities
with exceptional performance characteristics.
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