heliops issue 101
DESCRIPTION
Rod Lewis - Getting out of the Office. Crude Awakening. Automation.TRANSCRIPT
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2 0 1 6 I I S S U E 1 0 1
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CONTENTS2 0 1 6 I I S S U E 1 0 1
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FEATURES
GETTING OUT OF THE OFFICERod Lewis Puts the Bell 429 to Work
While the oil and gas industry is well known for its extensive utilization of helicopters in a support role, the owner of one energy company takes that a step further, regularly flying his own helicopter in his daily work routine. Rod Lewis tells HeliOps about his new Bell 429 and the advantages it offers.
CRUDE AWAKENINGIs Helicopter Offshore Support Mounting a Comeback?
After a long free-fall, energy prices are finally bouncing back. We examine whether resurgence in the energy patch will soon translate into a turnaround in the beleaguered offshore helicopter sector.
AUTOMATION THREAT & ERROR MANAGEMENT IN HELICOPTER OPERATIONPART ONE – A New Era... A New Culture
UKRAINE’S RE-ENGINING AFFAIR Already well steeped in aviation history, the Mi-8 is receiving an engine update that will extend even further the lifespan of this Russian classic. Alex Mladenov reviews the Motor Sich Mi-8MSB re-engining program and what it promises to deliver.
HELIEXPO 2016 WRAP UPHeliExpo, Thumbs Up. Louisville, Thumbs Down.
As HeliExpo 2016 comes to a close, it is time to reflect on the event itself and gauge some reactions to HAI’s premier occasion. We had to opportunity to talk with people representing several different perspectives, from attendees, venders, exhibitors and many others.
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REGULARS COLUMNS
FROM THE PUBLISHER 6
INDUSTRY NEWS 9
FLIGHT TRAINING 32
THE AMERICAS 34
A GREATER VIEW 38
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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
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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 Henderson 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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“May you live in interesting times” appears to be more a rule these days than a purported Chinese Curse. Never more so was this evident than at HAI Louisville this year. UAVs are becoming
more embedded in the aviation industry with each passing day with near misses increasing in frequency as their capabilities continue improving. As mentioned previously, while providing the helicopter industry with one of the biggest commercial challenges, the UAV has the potential to provide operators with opportunities particularly because helicopter operators have a good understanding of the rules, risks and capabilities of vertical flight. Some of the UAVs I saw at HAI are bringing new significant capabilities to clients as the technologies seem to be ever improving. There is however, a significant amount of concern about the increasing number of conflicts between UAVs and manned aircraft with the problem expected to worsen as the number of UAVs continue increasing.
Another interesting development that I think has the potential to shake the market is the release of UH-60A Black Hawk helicopter to the civilian market by the US Army. HAI had companies such as Timberline and Arista showing off their examples of the Black Hawk – stripped of military additions, the helicopter basic weight is coming in well below 10,000lbs (4,536kg). Apparently 800 examples are to be released. Currently they are limited to operations such as firefighting due to their restricted category. The interesting thing is that companies are buying these helicopters, having them refurbished and then put into service fighting fires but despite the helicopter’s obvious design features and capabilities, Sikorsky has no plan to certify the aircraft under FARs – probably a good thing for Airbus and AgustaWestland as the Black Hawk would be ideal for EMS and law enforcement – imagine a helicopter at half to a third of the price of a current medium sized helicopter that travels at least 30% faster in all weather carrying a load over 1.2 times it’s basic weight? I think though that Sikorsky is missing a major commercial opportunity in not certifying the Black Hawk. The Black Hawk is, and will be, in service for a long time so spares are not going to be an issue. There’s a significant pool of pilots and mechanics to service and operate the aircraft – and it’s a proven aircraft for operations in the field. Now also think about how the aircraft will mature further as the world
FROM THE EDITOR
Interesting Times
military operators implement improvements that could flow across to the civilian fleet such as the uprated engine and improved transmission.
Think it a bit farfetched? Well, look at the success Columbia and now other operators are having with the Chinook in civilian clothing. Already a proven performer in the oil field and firefighting, the CH-47D’s further potential using internal tanks in firefighting have yet to be fully realized.
The next technology that will likely lead to the next big paradigm shift in helicopter training and operations, is Virtual Reality (VR). VR has been a promising development over the last 10 years but has not yet quite delivered in the promise. As computer-processing power continues improving and big money is now being spent on consumer-oriented development, I think we will see significant improvements in VR and its eventual adoption in the aviation industry, probably in ways we have not yet considered.
We live in interesting times as technology races ahead of our ability to fully comprehend its impact on the aviation industry. Those who will likely succeed are the people who can see the potential and develop business models to implement the technological changes coming our way.
FROM THE EDITOR
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FIRST H215 FOR FINNISH BOARDER GUARDSThe first of two H215s has been delivered to join the Finnish Boarder Guard fleet of three AS332s used for Border Security and Maritime SAR duties from the Turku and Helsinki bases.
FAA QUALIFY S-76C+ AND S-76C++ SIMULATORFlightSafety International has now had its simulator for the S-76C+ and S-76C+ located in Singapore qualified to Level D by the FAA. The facility has also been approved to provide FAA Part 142 training under FlightSafety’s single certificate.
JAPAN COAST GUARD ORDERS H225The Japanese Coast Guard has ordered an additional H225 to operate with the existing five on order, scheduled delivery is 2018.
HELICENTRE AVIATION HEADS TO AMERICAUK based Helicentre Aviation has finalized plans to expand their operations to the USA with a agreement with US Guimbal distributor Precision Helicopters. Precision will support Helicentre Aviation’s operation with parts and maintenance. The new facility will open in Central Florida in 2016 with the first new G2 painted in corporate livery, scheduled for delivery in late April.
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UK HEMS STARTS NIGHT FLYINGThames Valley Air Ambulance and Hampshire and Isle of Wight Air Ambulance have officially started night-time HEMS operations across the UK South Central Ambulance Service region and the Isle of Wight with their H135.
GOTHAM AIR ORDER TWO 407GXPSNew York based helicopter Charter Company Gotham Air has ordered two additional Bell 407GXPs to add to its existing fleet of a 427 and 407’s.
PAKISTAN ENGINEERS TO TRAIN IN NEW ZEALANDOceania Aviation have signed an agreement with Pakistan authorities for the training and development of government-nominated engineers in the overhaul and servicing of the S300C. Engineers from Pakistan will be accommodated in New Zealand for the duration of their onsite training.
INDUSTRY NEWS
EASA CERTIFIES A800 ON AW139EASA has issued an STC data package for the installation of the TrakkaBeam A800 searchlight onto the AW139 helicopter short and long nose variants.
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NHV H175 FLEET EXCEEDS 3,000 FLIGHT HOURSAfter less than one year of operations, NHV have reached 3,000 flight hours with their H175 fleet. The first of three H175s entered service in 2014 and achieved the 1,000 flight-hour milestone, now in operation in Den Helder and Aberdeen.
AICHI PREFECTURE ORDERS BELL 412EPIThe Aichi Prefecture, Japan, has ordered a Bell 412EPI configured for parapublic operations and will be used specifically for firefighting missions and disaster relief across Aichi the region.
MULTI-AIRCRAFT AGREEMENT WITH DRFWaypoint Leasing has signed a Multi-Aircraft Purchase and Leaseback Agreement
with Germany’s DRF Luftrettung and is the first transaction with DRF and Entry into German EMS Market.
ITP SIGNS CONTRACT WITH HELI CHARTERHeli Charter and ITP have signed a ten year hourly-based service support contract to cover the full maintenance services of the PW207D1 engines powering the British company’s fleet of Bell 429s.
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HEAVY LIFT CONTRACT IN PERU Erickson has been selected to provide heavy lift services for Pluspetrol in Peru operating a single S-64F to transport and precision placement of oil and gas equipment.
BOND WINS NEW CONTRACTBond has been awarded a new contract to provide offshore crew transport on behalf of Premier Oil in a three year deal and will serve areas including Premier’s olan field, which is expected to deliver first oil shortly.
WHITESKY AVIATION SIGNS FOR BELL 505SThe Indonesian based PT Whitesky Aviation has signed a letter of intent for 30 Jet Ranger Xs to be used for air taxi operations throughout Indonesia and its more than 14,000 islands.
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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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SECOND MD902 FOR LONDONA second emergency medical MD902 is now operational in London, England thanks to the generosity of the people and organizations in London, including London Freemasons, who pledged £2 million to the campaign. The annual running cost of the service has now increased to £6 million.
AW189 10,000 FLIGHT HOURSA fleet of 26 AW189 in service with customers across four continents, has exceeded 10,000 flight hours, the milestone has been achieved less than two years after the first aircraft delivery.
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VECTOR TO PERFORM AS350BA TO B2 CONVERSIONSMercy Air South Africa, a humanitarian aid aviation service provider, has signed a contract with Vector Aerospace to convert its AS350BA to B2 standard.
AW109 TREKKER FIRST FLIGHT Finmeccanica has announced the maiden flight of the AW109 Trekker light twin with the prototype taking to the air for the first time at the Cascina Costa facility, Italy.
429 TO CHIHUAHUA STATE GOVERNMENTThe Chilean Chihuahua State Government has taken delivery of a 429 configured for corporate transport.
ERA AW609 TILTROTOR PROGRAMME Era has signed a Memorandum of Understanding with Finmeccanica for the development of the Emergency Medical Service variant of the AW609 TiltRotor.
FIRST FLIGHTS FOR PETROFACBristow Helicopters has commenced flights for Petrofac in the Central North Sea using a mixed fleet of S-92s and EC225s, the contract sees Bristow flying Petrofac passengers for the first time.
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heliSUPPORTN E W Z E A L A N D L I M I T E D
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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.
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FIRST H135 FOR DARTMOUTH-HITCHCOCKDartmouth-Hitchcock Advanced Response Team, an air medical transport services provider for Northern New England, has ordered a single H135 with delivery scheduled for the end of 2016.
H145 FOR WALES AIR AMBULANCEWales Air Ambulance has signed an agreement with Bond to lease a new fleet of three H145s to go operational in January 2017; Bond currently supplies the charity with three EC135s.
FAA CERTIFIES AUXILIARY FUEL TANK FOR R66Robinson has received FAA certification for a 43-gallon auxiliary fuel tank for the R66, extending the range by as much as 200 nautical miles. The fuel tank weighs approximately 37lb and is mounted in the forward section of the baggage compartment occupying two-thirds of the compartment but still leaving space for up to 100lb of cargo.
INDUSTRY NEWS
UK AIR AMBULANCE TRUST TO ORDER AW169The UK Essex & Herts Air Ambulance Trust has ordered an AW169 to replace their current MD902 Explorer, the new aircraft will arrive in in early 2017 and will commence flying from June 2017.
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FOURTH G2 CABRI TO HELICENTRE AVIATIONUK Cotswold Helicopter Centre has delivered the 17th Guimbal G2 Cabri for the UK and is the fourth Cabri purchased by Helicentre Aviation who operate G2 fleet for pilot training.
CANADIAN COAST GUARD ACCEPTS LAST 429The Canadian Coast Guard has taken delivery of the last of fifteen 429s ordered in 2014, currently twelve are already in service including: Shearwater, Nova Scotia.
BELL 412EP FOR GOVERNMENT OF UTTAR PRADESHThe Government of Uttar Pradesh, India, has taken delivery of the first Bell 412EPI, the aircraft will be used for VIP transportation throughout the region.
S64 TO CONSTRUCT TRANSMISSION TOWERS IN INDIASterlite Grid and Erickson are partnering to install 160 power transmission towers in the challenging terrain of the Pir Panjal mountain range in northern India using S64 Aircrane. The initiative will be the first time transmission lines are constructed utilizing precision heavy lift helicopters in India.
MULTI PACIFIC ORDER TWO 429SIndonesian company Multi Pacific has ordered two 429s who will provide them to the Indonesian National Police to support their operations.
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EASA CERTIFICATION OF THE RIG’N FLYThe Rig’N Fly avionics enhancement, designed to provide automatic rig approaches for offshore operations, has been certified by EASA. Originally first developed for the H225 it will be implemented on H175 and H160.
H145 DEMONSTRATES OFFSHORE MISSIONSOffshore operators Wiking Helikopter Service GmbH and HTM Offshore were able to test the H145 in a number of offshore operations including transfer of harbor pilots, technicians for wind turbines and cargo transport.
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THALES AND HELISIM JOIN FOR H160 FFS DEPLOYMENTAirbus Helicopters has partnered with Thales and Helisim to develop and deploy the full flight simulator for the H160, the FFS will be used to support the H160’s entry into service.
H145 MERCEDES BENZ FOR KÖRFEZ AVIATIONKörfez Aviation in Turkey has taken delivery of the first H145 Mercedes Benz Style, this is the first of two helicopters acquired by Körfez Aviation to expand its fleet dedicated to business and private aviation.
INDUSTRY NEWS
ERA FIRST OPERATOR OF NEW GWE S-92Era has become the first operator of the S-92® helicopter with Gross Weight Expansion entering into revenue service in the Gulf of Mexico.
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NINE RUSSIAN HELICOPTERS TO CHINAThe Fire Department of the Department of Public Safety, Qingdao, China, will receive two Ka-31A11BCs in firefighting version and four more multirole Ka-32A11BCs will be supplied to Chinese company Jiangsu Baoli.
NEW R22 COLLECTIVE-ACTIVATED HOUR METERRobinson has introduced a collective activated hour meter as standard on all new R22 Beta IIs. Pre-viously an oil-pressure-activated meter recorded all engine run time, the new collective meter now records collective up time and does not include engine warm up and cool down time.
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TWO CUSTOMERS IN CHILE SIGN FOR 505 JET RANGER XBell has two 505 letters of intent in Chile to two corporate customers with both aircraft outfitted for corporate and VIP transport for flights throughout the region.
IRISH COAST GUARD PERFORM 1,000 MISSIONSThe Irish Coast Guard in partnership with CHC Helicopter has completed over 1,000 SAR missions in 2015 with its fleet of five S-92s. The milestone is an increase of 12 percent on the previous year.
INDUSTRY NEWS
H130 FOR PHOENIX HELI-FLIGHTPhoenix Heli-Flight, a charter helicopter company operating out of Fort McMurray, Alberta, Canada, have taken delivery of the first utility configured H130 in North America.
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NEW R44 CADETAlthough not FAA certified Robinson is now accepting orders for its new two-place R44 Cadet. The Cadet is basically the same as the Raven I but has the rear seats removed providing ample cargo space and the maximum gross weight has been reduced to 2200 lb.
THE BELL 505 TO ENTER THE PHILIPPINE MARKETThe Philippines company PhilJets Group has signed a letter of intent for a single Bell 505 outfitted for corporate and VIP transport for flights throughout the region.
INDUSTRY NEWS
NEST NOW NORTHLAND RESCUE HELICOPTERThe Northland Emergency Services Trust (NEST) will have re-branded as the Northland Rescue Helicopter. The move comes as a result of a need to maintain consistency when the trust’s helicopters are referred to in the media and by the public.
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I know there have been numerous articles and columns talking about
dealing with inadvertent IMC, but I feel the need to emphasize TRAINING
to meet the challenges faced by such an encounter. There continues to
be a large number of accidents that fall into this category. Loss of control
after entering low visibility conditions has proven to be fatal in many of the
accidents. Let’s go back to basics. Poor visibility or IFR conditions mostly
mean we can’t see outside the aircraft. We may not realize just how much
we rely on visual cues from outside, but we find out very quickly when the
visual cues are no longer there. The “inadvertent” part makes it even worse
because we weren’t expecting the lack of visibility. Therefore, we may not
be prepared to respond to the situation. This is a very dangerous condition. I
would like to propose some “Rules to LIVE by.”
Rule One: Practice instrument skills. Let’s start by doing an honest self-
appraisal. Most helicopter flight is VFR. It is nature of the missions that we
fly. When was the last time you practiced your instrument skills? Instrument
skills are perishable. The expiration date of these skills varies by the level of
experience and ratings; however these skills are perishable and will expire
for everyone that does not practice. If you don’t practice often, the skills
become weak at best. Weak skills combined with an unplanned encounter
can be fatal.
Rule Two: Train frequently. The next part of the self assessment, how
often do you train? Since we have already established that practicing
instrument skills is crucial, how often it should be done depends on your
comfort level with flying by instruments. If you have an instrument rating and
are proficient with the aircraft model, mission and environment, then once a
year may be enough. If you don’t have an instrument rating, or you are flying
a new aircraft model or in an unfamiliar area, then at least twice a year makes
more sense.
Rule Three: Take training seriously. Now let’s look at how you train for IMC
encounters. There are several ways to practice all with varying degrees of
effectiveness. The most effective is using a simulator where you can practice
to all levels of IMC conditions with little or no risk to person or aircraft. Many
pilots tell me that training in a simulator can be very humbling because we
are often not as proficient as we thought we were. This is especially true
for inadvertent IMC. In other emergencies such as power loss or hydraulic
FLIGHT TRAINING
INADVERTENT IMC
BY T E RRY
PALMER
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failure, we have learned procedures that can almost be classified as muscle
memory from training the procedures with the same checklist each time.
In the case of IMC, muscle memory seems to fade as we lose our sight. The
sudden realization that you can’t see can lead to “I don’t know what to do
because I can’t see the results of what I am doing. “Am I climbing, descending,
banking?” Some muscle memory for inadvertent IMC can be learned in a
simulator with concentrated practice.
Training in an aircraft can be effective if the pilot truly uses a view
limiting device and doesn’t cheat by looking under or around the goggles
or hood. Training in an aircraft does have some limitations. Under normal
circumstances, you can’t actually fly in IMC conditions during training so the
inadvertent part is not accurate when you have to take time to put on a hood
in order to train. The training does allow you to practice flying by instruments
and sharpen your scan which can be crucial to surviving a real encounter.
Rule Four: Recognize your limitations. The most elusive of the skills is the
ability to make a sound and appropriate decision. The hardest part is putting
ego and pressures aside and not taking a flight that circumstances predict
could lead to that inadvertent IMC episode. The right answer to planning a
flight may be to say “No, I’m not going”. So back to the self assessment, do
you have the will power to say No to a flight that you know could put you in
a situation where your current skill level does not meet the circumstances?
Do you have the strength of character to recognize your limitations? It is
strength, not weakness, to admit that the situation could be more than you
are equipped to handle.
Training both in aircraft and simulator can effectively demonstrate a pilot’s
limitations providing the training scenarios allow the pilot to reach his or her
limit. This can mean allowing the pilot to fail a task because they just could
not do it. Training allows you to learn your limitations. Through practice and
awareness these limits will improve and allow more flexibility.
Rule Five: Do an accurate risk assessment. The last part is your personal
risk assessment. Can you put the stress and pressures from both personal
and business aside in order to make the best decision about the flight? Have
you taken the time to do thorough flight planning? Are you prepared to take
the flight? Are you also prepared to make the right decisions if circumstances
change? Training can help you recognize your limitations, but it takes personal
discipline and professionalism to make good decisions.
So now you have followed the rules. You know what you can do and how
to do it. Then suddenly there it is, inadvertent IMC. Fly like you trained. Fly the
aircraft. Believe in the instruments. Trust your HeliSas. Declare an emergency. Get
assistance from air traffic control. And as soon as safely possible, land the aircraft.
When you show up for your next training session, you practice again and
because you followed the “Rules” you are alive to do it. HO
FLIGHT TRAINING
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Commercial unmanned aerial vehicles (UAVs) are evolving from
science fiction to a huge mainstream consumer industry. Indeed, UAV
sales 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.
Sure, pilot-less drones are increasingly pervasive in the military sector, as
the U.S. and other countries use them to combat terrorism and to fight the
“asymmetrical” wars of the 21st century.
However, they’re also invading the civilian sector, for a wide range of
practical that include energy pipeline patrol, utility infrastructure repair,
hurricane hunting, 3-D geological mapping, search and rescue, wildlife
protection, and forest fire prevention, to name just a few. They’re also
becoming more prevalent in the para-public realm, from border patrol to
civilian policing.
Should the commercial operators and pilots who once performed these
functions be concerned? Not just yet.
That said, many local police and sheriff departments are already buying
UAVs and integrating them into their helicopter fleets. Notable case in
point: the Montgomery County Sheriff’s Department in Houston Texas,
recently purchased its own MK-II ShadowHawk UAV from Vanguard Defense
THE AMERICAS
CLOSE ENCOUNTERS: WILL DRONES REPLACE CIVILIAN HELICOPTERS?
BY JOHN P ERSINOS
EDI TOR TH E AMER ICAS
Unmanned aerial vehicles are increasingly pervasive in the civilian sector, which poses opportunity as well as challenges. Here’s how the civilian helicopter community should respond to the rise of pilot-less drones.
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Industries for about $220,000. As opposed to smaller battery operated
drones, Montgomery County’s UAV has a roughly 6’ wingspan, weighs 29
pounds and flies on jet fuel. It’s used for neighborhood patrol and to back up
civilian helicopters.
As a barometer of the spread of drones in civilian life, look to the
International Consumer Electronics Show (CES), which was last held in
January 2016. In a sign that many aspects of automotive manufacturing is
merging with consumer technology, General Motors CEO Mary Barra and
Chief Business Officer of Alphabet’s YouTube Robert Kyncl delivered the
event’s keynote address.
CES is an influential venue for the latest gee-whiz gadgets, making it an
early harbinger of the consumer’s mood for the rest of the year. Stealing the
spotlight at CES this year were pilotless drones.
Amazon’s flirtation with the use of drones to deliver packages is likely
to continue in 2016. And in yet another sign that drones are entering the
consumer mainstream, the FAA in December released new regulations
mandating the registration of civilian drones.
A growth industry right now is the manufacture of small and nimble UAVs
that have the ability to 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.
But if you’re a helicopter pilot for, say, a utility company or a civilian police
force, don’t worry about having to apply for unemployment insurance. Your
job is safe for now.
It’s entirely likely that at some point in the near future, civilian UAVs will be
operating in a greater capacity in American skies, even over populated areas,
and performing functions that were once the purview of helicopters. But
we’re still many years away from getting the regulatory, safety and practical
challenges hammered out.
Indeed, as of this writing, Congress is busily at work trying to amend the
new FAA rules. In most cases, this army of K Street lobbyists is trying to
soften the FAA’s safety and privacy rules, to create more flexibility for the
testing and deployment of drones.
Lawmakers are nearly finished with a draft of a bill that is more to
industry’s liking. Notably, the proposed legislation would ease current FAA
restrictions for the use of drones for delivery and make it easier to test their
use in public spaces.
Some groups want to strengthen the FAA’s rules in certain areas, and
THE AMERICAS
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I S S U E S Serving Papua New Guinea since 1975
they appear likely to get their way as well. For example, the Air Line Pilots
Association (ALPA) wants to enhance the FAA’s existing mandate for drone
registration to include point-of-sale registrations at retail stories or online.
Fixed and rotary wing pilots are increasingly concerned that drones pose a
risk to commercial aircraft and fear their unimpeded use in American airspace.
What should U.S. civilian helicopter pilots do? Get involved in the process.
Stay abreast of regulatory changes. If safety regulations aren’t to your liking,
write to your local congressman or FAA representative. Attend hearings; make
your voice heard. People typically don’t exert the grassroots power that they
still hold in the world’s greatest democracy.
The rise of pilot-less drones is an unstoppable trend, but it doesn’t
necessarily have to be a bad one for conventional rotorcraft. With
constructive involvement from the helicopter community, drones can be
partners — not competitors — with civilian helicopters. 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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Often I am asked how many women helicopter pilots there are. Usually
that question is coupled with comments on my being the first
that person has met. Until now I’ve not had an answer other than
women are underrepresented across all levels of all helicopter organisations,
particularly as aircrew and engineers. Despite concerted efforts seeking basic
statistics from various aviation regulatory agencies, military organisations
and global helicopter companies, not a lot was garnered. Information was
either not readily available, not a priority for the organisation to make
available, or not information the organisation was willing to share. Even
the FAA’s annual statistical summary does not distinguish between fixed
and rotary in the number of women holding professional licences, which
incidentally was fewer than five per cent at last count. Information sought
from Australia’s aviation authority identifies the percentage of women
holding a commercial helicopter pilot licence at 3.6% and a helicopter
air transport pilot licence at just 1.4%. So at best guess, the number of
professional women helicopter pilots globally sits around five per cent. But
why the bother with difficult to attain statistics anyway? Statistics provide
the basis from which to develop policies that foster greater gender balance
in the workplace.
Why does greater gender balance in the workplace matter? In a word
– Profit. Recent studies have shown that organisations promoting gender
inclusiveness achieve significantly higher productivity, profitability and
customer satisfaction rates. McKinsey, a global management consulting
firm, over a number of significant analyses, found that in comparing the top
quarter of companies who’s executive committees have a share of women
against those who’s are all male the difference in return on equity and in
operating results were 41% and 56% respectively. This extends to a significant
performance advantage of 73% greater return on sales, 83% on equity, and
112% on invested capital where a board of directors included three or more
women. Other studies have shown that a more balanced gender employment
rate at a national level would appreciably increase GDP. McKinsey reports
that $US 12 trillion could be added to global GDP within the decade by
advancing women’s equality, or as much as $US 28 trillion should we reach
A GREATER VIEW
WOMEN IN THE HELICOPTER INDUSTRY
BY I VANA GORL IN
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gender equity in all fields. The simple reason for this is that, according to the
IMF, the most important factor in a country’s global performance is its human
talent; and so it follows likewise for an organisation. Given a more gender
balanced leadership is good for an organisations profit margins, it makes no
sense to narrow the pool from which that talent is drawn to half of what is
available by not encouraging women to join the industry in the first place.
As the International Monetary Fund Managing Director puts it “Women’s
empowerment is not just a fundamentally moral cause, it is also an absolute
economic no-brainer”.
The benefits however go well beyond economics, a more balanced
workforce allows a more balanced society, where men have greater
opportunity to engage in home and community life, bringing greater
wellbeing to themselves, their children and society in general. Research shows
men, especially young fathers with partners in the workforce, highly value a
gender diverse environment with flexible working conditions.
So why are women such few women employed in the helicopter industry?
Attraction to the industry in the first place is a significant issue. Negative
stereotyping and bias starts at school and is generally exacerbated by
workplace culture. Often that bias subconsciously causes people to not
only associate technical employment, such as piloting or maintaining a
helicopter, as being masculine, but also causes negative opinions of women
who pursue the same. Whether at a conscious or subconscious level, it is
human nature for people to favour those who are similar to themselves.
In a workplace environment this bias commences during recruitment and
training, extends through opportunity for professional development and
experience diversification, and impacts promotion, further reinforcing the
existing stereotype. To compound the situation, those who advocate for
change experience the same, if not worse, bias than the group for whom
they advocate. It has been established that the perceived competence and
effectiveness of a manager is judged harshly if they hire or promote someone
similar to themselves unless they themselves conform to the stereotype. I
consider myself to be consciously unbiased when it comes to gender equality
but quite annoyingly found myself rated as somewhat subconsciously biased
towards the ‘men in science and technology, women in arts and humanities’
stereotyping on completion of the Harvard University Implicit Association
Test. Something I will have to work on.
A recent Harvard Business Review article noted “[t]he challenge of
creating equality should not be placed on the shoulders of individuals who
are at greater risk of being crushed by the weight of this goal” (Johnson &
Hekman, March 23, 2016). Encouragingly the challenge has been taken up at
various levels across some elements of the industry. The number of females
serving in military helicopter pilot positions around the world has increased
as a result of broader gender diversity policy implementation. Global and
national organisations, such as the UN, IMF and government agencies,
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have participated in the development of resource kits targeted towards
assisting industries that traditionally have been male dominated to become
more diverse in their employment force. And while not prioritised within
the helicopter industry just yet, broader statistical analysis of similarly male
dominated industries are being used to substantiate sound business cases
for gender equality in the workplace and women as organisational leaders.
Although the encouragement of women into the helicopter industry may
take a while, each individual’s small contribution will draw us ever closer to a
tipping point.
In the following issues of HeliOps we will take steps towards encouraging
a gender balance in the workplace by featuring remarkable women of the
helicopter industry. HO
Note: The gender bias test is freely available via the ‘Social Attitudes’ like at
www.implicit.harvard.edu.
A GREATER VIEW
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While the oil and gas industry is well known for its extensive utilization of helicopters in a support role, the owner of one energy company takes that a step further, regularly flying his own helicopter in his daily work routine. Rod Lewis tells HeliOps about his new Bell 429 and the advantages it offers.
STORY BY LE IGH NE IL I PHOTOS BY NED DAWSON
ROD LEWIS PUTS THE BELL 429 TO WORK
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Rod Lewis started South Texas-
based Lewis Energy in 1983,
drilling for natural gas and
producing oil as a by-product, with
the company today boasting over
1,400 natural gas wells. He used fixed-
wing aircraft from very early on, flying
a Piper PA18 Super-Cub to check
remote wells. In fact, that Cub was
the first new aircraft that Lewis ever
bought and he still owns it. Lewis flew
fixed wings for almost twenty years
before commencing helicopter flying
in a Robinson R22 during 1999, and
obtaining his rating in July of that year.
He now has somewhere approaching
3,000 rotary-wing hours but, like
many industrialists who fly simply as
an adjunct to their business, Lewis is
sketchy on the exact figure as he admits
he doesn’t really keep track of it. “Back
when I got the R44, Robinson had it set
up that you had to have 200hrs in a 22
before you could get a 44, so I did that,
then got a 44 and stuck with those for a
while. Then I moved up to an AS350-B3
The company’s new 429 arrived in the US summer and has been painted in an unusual
design that incorporates opposing curves and a striped motif of machinery that almost
looks steam-punk. The eye-catching paint-job seems to enhance the curves of the sleek design.
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South Texas flying is relatively low level
at around 500 – 1,000ft but if winds
or the desire for cooler temperatures
during triple-figure ground level
temperatures make it preferable, he
will operate at anything up to 10,000ft.
Although the company helicopters
are utilized on support work such as
materiel transfer and pipeline patrol,
Lewis’ own use is geared to maximizing
his effectiveness at work. “I don’t like
to spend too much time in the office
because I actually get much more
productive work done out in the field,
so what the helicopter does is enable
me to spend more time actively working
in the field instead of wasting hours
driving out there. I like that I can fly
directly where I want to go without
in about 2001, as I wanted to go to
a turbine and was flying out to work
in the field a lot. Then I progressed
through the EC135, the EC145 and
now the Bell 429.” The company’s new
429 arrived in the US summer and has
been painted in an unusual design that
incorporates opposing curves and a
striped motif of machinery that almost
looks steam-punk. The eye-catching
paint-job seems to enhance the curves
of the sleek design.
Lewis still flies around three times
a week, clocking up 20-25 hours
each month and the time saving is
substantial. He commented that it also
provides him with a good opportunity
for reconnaissance and a look at what
his competitors are doing. Much of his
C
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full page ad_Helishow 2016.pdf 1 12/9/15 10:08 AM
Rod uses a synthetic mobile helipad for remote landings
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button pushing and time to set up for
what you want. For single-pilot IFR I
think it’s just too much un-necessary
workload. I’m still learning the 429 but
I’m accustomed to the much more user-
friendly Airbus Helicopters autopilot
system.” Overall, though, Lewis is highly
impressed with the new aircraft. “I like
everything about the 429 apart from
that autopilot,” he said. “There are so
many advantages to me, especially the
power. I like the power! I do fly a lot at
high level – particularly in Colorado,
where I have a ranch - and I really
appreciate the extra speed and altitude
performance. That’s the principle
reason I went for the 429.”
Lewis’ company has operations in
Colombia, where it is routine to fly
between 12,000 and 14,000ft after
an 8,400ft takeoff from Bogota, and
Lewis has flown at up to 16,500ft there,
avoiding weather and terrain. For future
helicopter acquisitions, therefore, he has
been considering the H145 (EC145-T2)
to replace the EC135 currently stationed
there, as it offers much-improved
capacity and performance over the
smaller type. He stated though, that if
Bell were to rectify what he considers
the shortcomings in the 429’s autopilot
system, he would not hesitate to
select the 429 for the Colombian work
instead, due to its much better altitude
performance. Who knows, if Bell
receives similar feedback from other
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having to go to an airport.” It’s not just
Lewis who appreciates the benefits
of a company helicopter either. When
company president Craig Rosenstein
joined Lewis Energy about fifteen years
ago, Lewis told him he would get him
rated on the R44 straight away. Since
then, Rosenstein has amassed about
1,500hrs on type and Lewis describes
the R44 as Craig’s company pick-up
truck, while the Bell 429 is his own.
Having just transitioned from the
EC145 to the Bell 429, Lewis is in an
excellent position to draw comparisons
between the two types. “I actually
slightly prefer the stability of the 145,”
he admitted, “but I wanted speed and
I didn’t need such a large machine
because about 90 percent of my
flights are made by myself. If I do take
passengers its only two or three so I
don’t need the number of seats or the
capacity that the 145 has. I love the
machine though; there’s nothing wrong
with it. I’m not dis-satisfied with it; it
just doesn’t quite fit my mission. One
thing that I don’t like about the 429 is
the autopilot system. It takes too much
Lewis’ company has operations in Colombia, where it is routine to fly between 12,000 and
14,000ft after an 8,400ft takeoff from Bogota, and Lewis has flown at up to 16,500ft there,
avoiding weather and terrain.
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Presenting Heliops DownloadsClick on the covers to have access to a whole new world
of possibilities at your fingertips. Save it to iBooks, Kindle or any PDF reader – your magazine, your choice.
www.heliopsmag.com/magazine-downloads
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operators, perhaps the manufacturer
may decide to act promptly to address
the matter? Almost as an aside, Lewis
revealed that he had been in line for
the first EC145-T2 but had cancelled
because the delivery had taken too
long. Like any truly professional
pilot, safety and training are primary
concerns to Lewis and he has his type
ratings and currency training carried
out by manufacturer instructors – either
Bell or Airbus as appropriate for the
type. As a rule, he has the instructors
conduct currency training on site, even
in Colombia, as he recognizes that
competency in the specific locale and
operation is enhanced by that practice.
Lewis’ aviation interests extend well
beyond the use of helicopters within
his company however, he also flies the
company Cessna Citation X+ bizjet
and he flies warbirds recreationally. He
started his museum of warbirds with the
purchase of a T28 Trojan in 1995 and
the spectacular collection now numbers
24 widely diverse aircraft including,
among others, a Ryan PT-22 recruit,
numerous WWII fighters and bombers,
an F86 Sabre and a CF-5D Freedom
Fighter. It is a nice serendipity that in
the 429 he has Bell’s newest production
helicopter (the new 505 and 525 types
are still awaiting certification), while in
the same hangar sits their earliest truly
successful aircraft, a magnificent Bell
P39 AiraCobra, plus a fine example of
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the legendary AH1-G Cobra gunship.
Lewis has a true passion for aviation
and rates the helicopters as his favorite
aircraft for the type of flying he does
in South Texas because of the amount
he gets to see, things he misses when
flying the warbirds or jet aircraft. He
does love the recreational flying in
the warbirds though, and was busy
organizing a warbird fly-past for the
Like any truly professional pilot, safety and training are primary concerns to Lewis and he has his type ratings
and currency training carried out by manufacturer instructors – either Bell or Airbus as appropriate for
the type. As a rule, he has the instructors conduct currency training on site, even in Colombia, as he
recognizes that competency in the specific locale and operation is enhanced by that practice.
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funeral of a friend’s WWII-veteran
father on the day after his interview
with HeliOps. Flying the jet around the
world to fascinating and challenging
destinations also provides Lewis with
a great deal of satisfaction and he is
quick to admit that he is fortunate to
be able to experience more of aviation’s
diverse challenges and rewards than
all but a very few other pilots. For such
a widely experienced airman to be
so impressed by Bell’s 429 is positive
testament to the type’s qualities.
Lewis still flies around three times
a week, clocking up 20-25 hours
each month and the time saving is
substantial. He commented that it also
provides him with a good opportunity
for reconnaissance and a look at what
his competitors are doing. Much of his
South Texas flying is relatively low level
at around 500 – 1,000ft but if winds
or the desire for cooler temperatures
during triple-figure ground level
temperatures make it preferable, he
will operate at anything up to 10,000ft.
Although the company helicopters
are utilized on support work such as
materiel transfer and pipeline patrol,
Lewis’ own use is geared to maximizing
his effectiveness at work. “I don’t like
to spend too much time in the office
because I actually get much more
productive work done out in the field,
so what the helicopter does is enable
me to spend more time actively working
in the field instead of wasting hours
driving out there. I like that I can fly
directly where I want to go without
having to go to an airport.” It’s not just
Lewis who appreciates the benefits
of a company helicopter either. When
company president Craig Rosenstein
joined Lewis Energy about fifteen years
ago, Lewis told him he would get him
rated on the R44 straight away. Since
then, Rosenstein has amassed about
1,500hrs on type and Lewis describes
the R44 as Craig’s company pick-up
truck, while the Bell 429 is his own.
Having just transitioned from the
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The eye-catching paint-job seems to enhance the curves of the sleek design.
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EC145 to the Bell 429, Lewis is in an
excellent position to draw comparisons
between the two types. “I actually
slightly prefer the stability of the 145,”
he admitted, “but I wanted speed and
I didn’t need such a large machine
because about 90 percent of my
flights are made by myself. If I do take
passengers its only two or three so I
don’t need the number of seats or the
capacity that the 145 has. I love the
machine though; there’s nothing wrong
with it. I’m not dis-satisfied with it; it
just doesn’t quite fit my mission. One
thing that I don’t like about the 429 is
the autopilot system. It takes too much
button pushing and time to set up for
what you want. For single-pilot IFR I
think it’s just too much un-necessary
workload. I’m still learning the 429 but
I’m accustomed to the much more user-
friendly Airbus Helicopters autopilot
system.” Overall, though, Lewis is highly
impressed with the new aircraft. “I like
everything about the 429 apart from
that autopilot,” he said. “There are so
many advantages to me, especially the
power. I like the power! I do fly a lot at
high level – particularly in Colorado,
where I have a ranch - and I really
appreciate the extra speed and altitude
performance. That’s the principle
reason I went for the 429.”
Lewis’ company has operations in
Colombia, where it is routine to fly
between 12,000 and 14,000ft after
an 8,400ft takeoff from Bogota, and
Lewis has flown at up to 16,500ft there,
avoiding weather and terrain. For future
helicopter acquisitions, therefore, he has
been considering the H145 (EC145-T2)
to replace the EC135 currently stationed
there, as it offers much-improved
capacity and performance over the
smaller type. He stated though, that if
Bell were to rectify what he considers
the shortcomings in the 429’s autopilot
system, he would not hesitate to
select the 429 for the Colombian work
instead, due to its much better altitude
performance. Who knows, if Bell
receives similar feedback from other
operators, perhaps the manufacturer
may decide to act promptly to address
the matter? Almost as an aside, Lewis
revealed that he had been in line for
the first EC145-T2 but had cancelled
because the delivery had taken too
long. Like any truly professional
pilot, safety and training are primary
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concerns to Lewis and he has his type
ratings and currency training carried
out by manufacturer instructors – either
Bell or Airbus as appropriate for the
type. As a rule, he has the instructors
conduct currency training on site, even
in Colombia, as he recognizes that
competency in the specific locale and
operation is enhanced by that practice.
Lewis’ aviation interests extend well
beyond the use of helicopters within
his company however, he also flies the
company Cessna Citation X+ bizjet
and he flies warbirds recreationally. He
started his museum of warbirds with the
purchase of a T28 Trojan in 1995 and
the spectacular collection now numbers
24 widely diverse aircraft including,
among others, a Ryan PT-22 recruit,
numerous WWII fighters and bombers,
an F86 Sabre and a CF-5D Freedom
Fighter. It is a nice serendipity that in
the 429 he has Bell’s newest production
helicopter (the new 505 and 525 types
are still awaiting certification), while in
the same hangar sits their earliest truly
successful aircraft, a magnificent Bell
P39 AiraCobra, plus a fine example of
the legendary AH1-G Cobra gunship.
Lewis has a true passion for aviation
and rates the helicopters as his favorite
aircraft for the type of flying he does
in South Texas because of the amount
he gets to see, things he misses when
flying the warbirds or jet aircraft.
He does love the recreational flying in
the warbirds though, and was
busy organizing a warbird fly-past
for the funeral of a friend’s WWII-
veteran father on the day after his
interview with HeliOps. Flying the jet
around the world to fascinating and
challenging destinations also provides
Lewis with a great deal of satisfaction
and he is quick to admit that he is
fortunate to be able to experience more
of aviation’s diverse challenges and
rewards than all but a very few other
pilots. For such a widely experienced
airman to be so impressed by Bell’s
429 is positive testament to the type’s
qualities. HO
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After a long free-fall, energy prices are finally bouncing
back. We examine whether resurgence in the energy
patch will soon translate into a turnaround in the beleaguered
offshore helicopter sector.
STORY BY JOHN PERS INOS
PHOTOS BY NED DAWSON
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To the keffiyeh-wearing ministers
in Saudi Arabia who set energy
policy, it must have seemed like
a clever idea at the time. Throw open
production and generate a worldwide
oil glut, to push down prices and put
the screws to key rivals such as Russia
and North America.
With trillions in cash reserves on
hand, the Saudis figured they had the
wherewithal to wait until competing
energy producers went belly up. With
the competition on the ropes, the Arab
oil sheiks would curtail production to
drive up prices again. Then Saudi Arabia,
the largest oil producer in the world,
could sit back and gobble up larger
market share while prices were high.
That was the plan, anyway. The
problem is that wars (even those
fought over price) often move down
unintended paths. And this war has
careened out of control. Among the
unintended victims: helicopter offshore
operators, which have been caught in a
merciless vise of declining revenue and
canceled contracts.
The massive oil glut, combined with
slowing economic growth, has driven
down prices longer and farther than
the Saudis wanted. Now, the Saudis
are desperately trying to enforce
production cuts on fellow OPEC
members, particularly rogue producers
such as Venezuela and Iran, which have
been intent on pumping as much as
they can to get badly needed revenue
And yet, there are now glimmers
of hope in the offshore sector, as it
appears that maybe…just maybe…oil
and gas prices have found a bottom.
So far in 2016, energy prices have
rebounded, kindling hopes among
helicopter operators that the long
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game. But their newly optimistic plans
are cautious and methodical, because
they don’t want to get burned.
Saudi Arabia now faces an existential
crisis and could very well go broke
before its competitors cry uncle.
However, to the considerable relief
of the energy sector and its ancillary
industries — notably, helicopter offshore
support — oil prices are coming back.
They were as low as the high $20s
earlier this year, but as of this writing,
the price of West Texas Intermediate
crude oil, the U.S. benchmark, hovers
at $36 a barrel. Brent North Sea Crude,
the international benchmark, is now at
about $38 per barrel.
To be sure, those levels are
nightmare of energy’s free-call is
coming to an end. Saudi arm-twisting in
terms of limiting production is starting
to bear fruit and economic growth is
feeding energy demand.
But here’s the quandary: is the
recent surge in energy prices a “sucker’s
rally” that will soon reverse course?
Despite tentative signs of a turnaround
in the energy sector, the energy price
rebound has been tentative.
Below, we examine the extent to
which helicopter operators trust the
energy revival and how it’s affecting
their operational plans.
After years of layoffs and
retrenchment, it appears that some
operators are getting back into the
rise to new heights.
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GLIMMERS OF HOPEExperts express cautious optimism
about the recent energy price rally.
“It’s clear that a bottom appears
to be forming, but volatility could
be persistent this year,” says Richard
Aboulafia, vice president of analysis
at the aerospace consultancy the Teal
Group, based in Fairfax, Virginia.
“We’ve probably got two to four years
down nearly 70% from their highs in midsummer 2014. But it appears that oil has finally found a bottom.
The offshore helicopter sector is a cyclical business, linked to economic growth and energy prices. The fortunes of a company that flies capital-intensive helicopters to oil rigs moves in tandem with the fortunes of energy producers.
What’s it all mean for the hard-pressed helicopter companies?
After years of layoffs and retrenchment, it appears that some operators are getting back into the game.
But their newly optimistic plans are cautious and methodical, because they don’t want to get burned.
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of sub-$50 a barrel prices ahead,
which is better than previous forecasts
that called for oil to fall below $30 a
barrel. It’s also likely that by the end of
the decade we’ll be at a considerably
higher level.”
Aboulafia says that from his
observations, offshore helicopter
operators are responding to the surge
in oil and gas prices with relief and
greater confidence.
“They’re grateful!” he said with a
laugh. “Persistent $25 a barrel prices
would have meant doom for some, and
serious pain for the rest. Right now,
they’re in wait and see mode, because
they hadn’t made the necessary painful
moves to cope with even lower prices.
But the hemorrhaging, in terms of
drastic layoffs and shuttered bases has
now stopped.”
Aboulafia cautions, however, that it
may still be a while before the offshore
helicopter sector starts to experience
rising profits and revenue, or at least
equilibrium.
“This may take another year,” he
says. “Many operators have been
trying to diversify with different
services, such as search and rescue or
other government work, but there just
isn’t that much secondary revenue to
go around.”
Aboulafia says the offshore industry
is still saddled with the results of its
overexpansion during the days of high
energy prices, when it went on a huge
acquisition spree of super medium and
large helicopters. But he says these
advanced aircraft, once they come
out of mothballs, will be of enormous
value to operators because they’re fuel-
efficient and state-of-the-art.
Combined with new operational
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reducing operating expenses company-
wide, deferring aircraft deliveries and
decreasing our quarterly dividend,”
Bristow’s King points out. “As market
challenges are expected to continue
through the year, we have identified
additional cost-saving measures to
improve our operational and financial
position, including seeking additional
company-wide productivity gains,
further efficiencies with original
equipment manufacturers and the
return of leased aircraft upon expiry.”
Bristow, after getting into leaner
shape during the downturn, has
positioned itself to benefit from
rising energy prices. As a more
efficient operation, its profit margins
should be even higher when energy
prices stabilize.
“We continue to see the benefits
of our diversification into civilian
search and rescue services in the U.K.
and fixed-wing with the acquisitions
of Airnorth and Eastern Airways,
which provide long-term stability
and revenues not tied to oil and gas,”
King says.
In addition, Bristow’s fleet mix
of owned and leased aircraft gives
the operator additional flexibility to
reduce costs in future years, because
it retains the option to return leased
aircraft as leases expire and utilize its
owned fleet and commitment orders
for future aircraft to meet current
business demand.
The situation is similar at Era Group: past pain will soon give birth to new
opportunities.
With a market cap of $183 million,
Era is one of the largest helicopter
operators in the world. Founded in
1948, it also boasts the distinction of
being the longest serving helicopter
transport operator in the U.S.
Based in Louisiana, with substantial
operations in both the Gulf of Mexico
and Alaska and a wide international
presence, Era’s fleet of more than
160 helicopters is chiefly devoted to
offshore transportation, in addition to
search and rescue, emergency medical
services, and firefighting.
Era’s fleet includes such time-proven
offshore models as the AW139, S-76,
EC-135 and EC-225 Super Puma. The
latter can carry up to 19 passengers for
demanding deepwater missions.
Era previously had outstanding
contract options to purchase up to 10
AW189s and three S-92s, all of which
were largely scheduled for deepwater
work, but these purchase plans were
put on the shelf in 2015 until energy
prices turned around. That moment
may have come.
“Despite the challenging industry
conditions, which continued to
deteriorate throughout the year, Era
generated positive operating cash flow
of $44 million in 2015,” points out Era
CEO Chris Bradshaw.
Bradshaw notes that Era took
“the difficult steps to adjust staffing
levels for the prevailing market
conditions, which have resulted in a
26% reduction in our U.S. headcount,
including a 44% reduction in general
and administrative staff.”
Era is the only operator with a
diversified heavy helicopter fleet in
the Gulf of Mexico, which gives energy
clients enormous flexibility to ramp-up
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production when prices are bouncing
back. The capital outlay for these
new helicopters was largely offset by
the sale last year of Era’s fixed base
operation in Alaska for $14 million,
and the sale of helicopters and related
equipment for $37 million.
Era has also worked closely with its
OEMs to gain reductions and deferrals
of capital commitments for new aircraft.
Indeed, 2015 was Era’s most active
year for asset sales. The operator
disposed of a total of 20 helicopters,
which represents 14% of its owned
helicopter fleet at the beginning of
last year. Notably, Era continued to sell
helicopters at a premium to book value,
recording gains of $6 million in 2015.
Bradshaw summarizes Era’s
approach to 2016: “We will remain
focused on the following key objectives:
number one, maintaining the best safety
standards; number two, maximizing
the utilization of our helicopter fleet;
number three, realizing efficiencies in
our cost structure; and number four,
protecting our balance sheet and
liquidity position.”
He adds: “On the positive side,
we are seeing select opportunities to
compete for new projects and certain
opportunities to take market share.”
PHI is another major player in the
Gulf, operating one of the largest
commercial helicopter fleets in
the U.S. The company maintains
operations around the world, but its
core business is the energy patch in
the Gulf of Mexico. About two thirds
of the company’s revenue derives
from offshore transport to rigs in the
Gulf; most of the rest derives from air
medical.
PHI maintains a highly diversified
PHOTO COURTESY HELICONIA
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The offshore operators in the strongest shape right now to benefit from an energy
sector rebound appear to be industry leaders Bristow and Era. After getting into leaner
shape during the downturn, they’re poised right now to benefit from rising energy prices.
efficiencies and advanced aircraft,
operators will be able to flaunt higher
energy prices to a greater extent, for
higher operating margins that were
hitherto possible.
Amy Groeschel, manager, cost and
operating performance at the business
consultancy IHS Energy, warns that
energy volatility will continue to plague
helicopter operators. The IHS forecast is
PHOTO COURTESY BRISTOW HELICOPTERS
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an average Brent price of $38 per barrel
for 2016, which would at least reflect
a stabilization of the energy markets,
but there’s still a lot of downside risk.
She says the key to the glut is onshore
production, which has surged in the
United States.
“As onshore rigs have fallen to an all-
time low, production is just now starting
to ease,” she says. “That combined with
high rates of global storage will mean
that it will take some time for the world
to work off the oversupply. Once prices
start to inch back up, that will make
onshore production profitable again
and increase supply.”
As for how it impacts the offshore
helicopter segment, there is a lag
between changes in price and demand
for helicopters. E&P operators are
still cutting costs and delaying projects,
which will mean continued headwinds
for helicopter operators. Groeschel
says helicopter offshore operators
remain in a defensive mode, noting that
many operators had greatly diminished
presences at 2016 Heli-Expo.
“In fact, for the helicopter offshore
industry, Heli-Expo this year was a
bloodbath,” she says. “The sector
barely showed up, in terms of both
operators and OEMs. By walking the
halls of Heli-Expo, you could tell that
offshore was hurting.”
She notes that there’s an
oversupply of oil and aircraft that will
make reaching equilibrium difficult.
“Previously, E&P operators were
demanding new equipment and
helicopter operators were renewing
their fleets,” she says. “This led to
record numbers of helicopter orders
and deliveries.”
Helicopter OEMs, meanwhile, have
learned that they can’t be overly reliant
on offshore as a segment. “The offshore
segment is only 5% of all civilian
helicopter activity, but it was providing
a key revenue stream for the OEMs,”
Groeschel says.
HOW OPERATORS ARE RESPONDING
The offshore operators in the
strongest shape right now to benefit
from an energy sector rebound appear
to be industry leaders Bristow and Era.
After getting into leaner shape during
the downturn, they’re poised right now
to benefit from rising energy prices.
“We continue to work closely with
our customers on innovative solutions
to improve efficiencies and reduce
their costs without compromising on
safety,” says Julie King, spokesperson
for Bristow.
Houston-based Bristow Group
operates the largest fleet of commercial
helicopters in the world for offshore
transport to oil and gas platforms,
making it a barometer of the industry.
Models include the S-92 and S-76;
AW189; Bell 206, 212, 407, and 412;
EC-135; and AS350 and AS332.
With a market cap of $622 million,
Bristow’s global footprint is extensive,
with operations in every inhabitable
continent. Until energy prices started
to collapse in 2014, the company had
been in rapid expansion mode among
its offshore energy clients in Argentina,
Brazil, Colombia, Mexico and Venezuela.
The company considers Brazil as
the “North Sea” of South America
and maintains an huge presence in
the country.
“Over the past year, we have
successfully implemented a number
of measures to improve our financial
flexibility through the downturn by
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fleet. Since it was founded in 1949, the
company has operated a wide variety
of aircraft, including the Bell 206L, 407,
222/230, 412, and 430; Airbus AS350
B2/B3, BK-117, EC-145, and EC-135; S-76
A++, C+, C++, and S-92; and the AW139.
PHI’s has weathered the downturn
in energy prices by placing greater
emphasis on air medical. PHI’s
reliance on the booming EMS sector
to compensate for declining offshore
revenue will continue throughout
2016, unless energy prices spike
considerably higher.
CHC Helicopter, headquartered in
Richmond, British Columbia, Canada,
operates more than 250 aircraft in
30 countries around the world. CHC
has long-term working relationships
with most of the major oil and gas
companies.
“Despite the current market there
are several long-term trends that
benefit CHC and ultimately drive
demand for helicopter services, which
are mission critical for the offshore,
oil and gas industry,” states CHC CEO
Karl Fessenden. “First, world demand
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for oil is forecasted to grow over time.
Second, the distance from offshore
platform to shore continues to grow
as near shore reserves are declining.
And third, discoveries in deep and
ultra-deep water depth have increased
particularly in the past few years.”
He adds: “We believe that the
market will eventually recover and
long-term demand for flying services
will improve.”
In today’s current energy climate,
CHC’s three-pronged strategy is
to leverage customer and OEM
relationships, by seeking more favorable
contractural conditions; execute
strict cost control; and boost capital
efficiency through fix charge reduction
and fleet optimization.
CHC this year will continue to exploit
its ability to operate successfully in
remote and challenging environments,
which remains a key competitive
advantage. CHC also will weather the
storm by leveraging its capabilities as
one of the world’s leading commercial
providers of search and rescue and
emergency services.
PHOTO BY MARK OGDEN
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THE NORWEGIAN UPSTARTThis year, smaller operators are
using the turmoil in the energy patch
to go after the market share of bigger
operators.
“Everything is up for bid right
now,” says Amy Groeschel of IHS. “I
have heard that E&P operators are no
longer taking options at the end of their
contracts and are instead retendering.
This will leave the door open for
smaller helicopter operators. The
major helicopter operators are under
huge pressure from oil companies to
reduce their rates, which is fostering
competition.”
Exemplifying this entrepreneurial
activity is Noordzee Helikopters
Vlaanderen (NHV), founded in 1997.
Based in Ostend, Norway and now
operating a fleet of 26 helicopters, NHV
is a fiesty upstart that has expanded
over the past two years, despite
depressed oil and gas prices and hard
times among the major operators.
Almost as if it were poking the “Big
Boys” in the eye, NHV in December
2015 announced the opening of a new
base in Aberdeen, Scotland to serve
the offshore sector, operating two
Airbus H175 helicopters. This new base
was opened at a time when the large
operators were drastically curtailing
their Aberdeen operations.
Although quite small compared to
behemoths such as Bristow, NHV’s
professed goal is to emerge as a
smaller, cheaper and more flexible
alternative. NHV last year took delivery
of one AW 139, four H175s (of which
three were delivered in December) and
expects to receive four additional H175s
in 2016.
NHV’s fleet also includes Airbus
Helicopters-built AS365N3 Dauphins,
H225s, AS332 L2 Super Pumas, H155s
and EC145s.
NHV’s long-term strategy is to carve
out a beachhead in the vital offshore
hub of Aberdeen, positioning its fledging
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helicopter fleet as a credible competitor.
This bold plan should pay off in coming
months, as oil prices rebound.
NHV Group CEO Eric Van Hal
characterizes the Aberdeen base as
“strategically very important.” The
opening of the Aberdeen base and the
first Aberdeen based contract with
Chevron North Sea Limited started on
January 1.
DEAD CAT BOUNCE?The question remains: Has the
energy sector finally turned the corner
in a lasting way, or are we witnessing
what Wall Street traders call a “dead cat
bounce”? (The metaphor is that even
a dead cat will briefly bounce upwards
after it hits bottom.)
Fact is, the energy’s recovery
is showing signs of sustainability.
Economic growth remains on track, oil
producers are achieving some success
in curtailing production, and rig counts
have gotten so low, drilling under-
capacity is now becoming a problem.
Also helpful is that the latest
economic indicators in March suggest
slower growth, not a recession.
China’s economy is slowing, but
not at a calamitous pace. In America,
employment numbers remain firm and
gross domestic product growth (GDP)
is on track in the first quarter to reach
an annualized increase of 1.9%. This rate
of GDP growth is hardly gangbusters
but it’s also no cause for great concern.
Meanwhile in Europe, the European
Central Bank launched a stimulus
package for the European Union
that includes an interest rate cut and
incentives for banks to lend money.
The cumulative effect of this sanguine
data is to push up energy prices.
What’s all this have to do with Bristow,
Era, CHC, PHI, and the rest? Plenty.
Offshore helicopter support is one of the
most cyclical industries on the planet.
When the global economy catches cold,
offshore support sneezes. By the same
token, the economy and offshore support
return to health in unison.
Based on the empirical evidence
(and not just hope), the prognosis for
the offshore sector is looking pretty
darn good. HO
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
PHOTO COURTESY PHI INC.
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
STORY BY MORNE WI ID
A NEW ERA... A NEW CULTUREPART ONE
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EXECUTIVE SUMMARY
Modern helicopter cockpits these days are as advanced and
sophisticated as most of the Airliners currently in service globally. Great
technological improvements have made been made in the last decade
in the ergonomics and user-interface of auto-pilots and Flight Directors
in both single and multi-turbine helicopters. So what makes the Airline
environment so different from Offshore Helicopter Operations? How do
we operate our machines and utilise the on board avionics (Autopilots
and Flight Directors) differently compared to our high-flyer colleagues?
This article will focus on the dynamic and hostile environment we
operate in as offshore helicopter crews and the significant threats we
face on a daily basis. It will focus on the behavioural and cultural aspects
of helicopter pilots and address some of the hazardous attitudes that
crews occasionally display when flying in marginal weather and the over
reliance on the helicopter’s design characteristics to go lower and slower
to get the “job done”. These attributes have been cited as contributing
factors in recent offshore incidents and accidents and they will both be
analysed in detail and to provide the end-user with the some mitigating
strategies to effectively manage threats and errors as they occur during
both normal and emergency situations.
PHOTO BY NED DAWSON
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INTRODUCTION
The information presented in this article adapts both an operational (operator-
practical) and theoretical (academic-systematic) approach to address the issues at
hand when looking at defining a rationale model for Automation Threat and Error
Management in helicopter operations. The influences of the organisational and
professional cultures will be discussed to highlight their impact on the safety culture
within an organisation.
Furthermore, a new culture, “The Chopper Culture,” will be introduced and discussed
as it has never been defined in any text book nor researched. This stems from an
industry where helicopter pilots start their flying career with the skill to operate
a machine at low level with the ability to change altitude, speed and heading in
quickly in mostly hostile environments. Pilots are trained to fly the machine by the
“feel of their pants” and this becomes part of their automated behaviour leading to
the acceptance of a wider risk envelope in flying.
In 2006 an Australian Black Hawk S70-A-9 crashed on the deck of HMAS
Kanimbla killing the pilot and a SAS trooper. While the report blamed “pilot error”
it also cited a culture of calculated risk which made such a tragedy inevitable.
Although the crash was a culmination of unnoticed risk-taking and lapses in safety
management; a “can do culture” or “cowboy culture”, inadequate supervision, and
pressure for preparing for missions were also flagged as contributing factors.
To draw a comparison between pilots in the Airlines and Offshore industry,
Crew Resource Management (CRM) (especially use of automation in a procedural
environment) and IFR skills, it is important to draw on some of the differences
between the early careers of fixed wing and rotary wing pilots and how they
advance to the multi-engine / multi-crew Airline and Offshore cockpits.
Fixed wing pilots normally start their flying with a small charter company with a
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reasonable amount of supervision from instructors and senior pilots on base. They
mostly operate in an environment where IFR procedures and skills are developed
at an early stage of their careers. Furthermore, they normally obtain a multi-
engine rating much earlier when compared to helicopter pilots and have the ability
to develop CRM skills in a controlled environment between airfields (prepared
surfaces).
Helicopter pilots on the other hand, start their careers in remote areas as single
pilots with very little supervision (often none) and normally manage and operate
their machines with only a mechanic occasionally onsite to do maintenance. IFR
training is very limited and only provided as a means of recovering from inadvertent
IMC. Also, single engine helicopters are not as well equipped to fly IFR compared to
some of the smaller fixed wings. They are also less stable, so helicopter pilots do not
develop their IFR skills until much later, sometimes only when getting a twin-engine
IFR rating.
This single-pilot behaviour and operating framework, combined with limited
CRM and IFR skills, produce very independent and strong minded individuals that
can operate in isolation from others. This must be a focus point in the Automation
Threat and Error Model for Helicopter operations viewed in the context of a multi-
crew and sometimes multi-cultural environment.
CULTURES AND SAFETY CLIMATE
To develop a better understanding of the associated Risks and Threats present
when flying advanced and modern helicopters with sophisticated Avionics in a
hostile offshore environment, it is important to review some of the cultural aspects
of helicopter professionals and to focus on some of the aspects that influence and
define the safety climate of an organisation.
The following section discusses the different cultures and factors of a healthy
safety climate and the article will be aiming to draw on this background information
to lay the foundation of an Automation Threat and Error Management Model.
PHOTO BY NED DAWSON
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DEFINING SAFETY CULTURE - WHAT IS A SAFETY CULTURE?
It is difficult to find a specific starting date for the field of “safety culture” in
aviation or other high risk industries. It can be argued that as organizations have
always had a culture, safety culture per se has always been present. However as
previously discussed, there is a close link between safety management and safety
culture; safety culture is an intrinsic part of safety management and effective
modern safety management cannot exist without a culture that addresses safety. It
is generally accepted that the science of safety culture evolved from the aftermath
of a series of disasters. Safety cases started to evolve after the 1987 Piper Alpha
disaster that introduced a systematic approach to safety management.
In the mid-eighties the oil and gas companies, such as Shell, started to
implement systems and address cultural issues by realising safety was of prime
importance and that it was not just a matter of individual personal responsibility.
They developed a set of eleven principles of enhanced safety management based
largely on the experience of another industry leader, DuPont. This occurred in a
generally top down, prescriptive regulatory environment which could at times be
contrary to common sense or even sound engineering practice.
This evolution has been characterised as having four phases. The first is
generally considered the “technical period” during which there were rapid
technological developments and accidents were viewed as having mechanical
causes. The second phase was the “human error” period where the limitations of
humans were identified as being the major cause of breakdowns. The third phase is
referred to as the “sociotechnical” period where the negative impact of ergonomics
and poor design were seen as a cause of human error. The final stage is often called
the “safety culture” period which recognises that operators are not performing
their duties or interacting with technology in isolation, but are rather working as
coordinated teams within an organizational culture (Wiegmann et al, 2007: p1-12).
KEY TRAITS & FEATURES OF CULTURE
The safety culture of an organization has a large role to play in effectiveness
of its safety and risk management practices. The safety culture sets up the
environment in which the workers of an industry operate. When it comes to
aviation, the culture influences how the crew and passengers of an aviation
operation interact.
It is important to understand the influences that are affecting the environment
and the safety culture within which people work.
DEFINING THE DIFFERENT ASPECTS OF CULTURE
Culture surrounds us and influences the values, beliefs, and behaviours that
we share with other members of groups. Culture serves to bind us together as
It is difficult to find a specific starting date for the field of “safety culture” in aviation or other high risk industries. It can be argued that as organizations have always had a culture, safety culture per se has always been present.
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PHOTO BY NED DAWSON
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members of groups and to provide clues and cues as to how to behave in normal
and novel situations. When thinking of culture, what comes to mind first is national
culture, the attributes that differentiate between natives of one culture and those
of another. For pilots, however, there are three cultures operating to shape actions
and attitudes.
The first, of course, is national culture. However, since national cultures are
highly resistant to change and unique to every country, the focus here is on the
professional and organizational cultures, as they are possible to modifiy given
strong incentives (Helmriech, 1999). As mentioned in the introduction, a new culture
not defined in any text book or subject to academic research (which may be further
explored), the “Chopper Culture” will also be discussed in outlining the uniqueness
of helicopters pilots and their attributes, strengths and weaknesses.
PROFESSIONAL CULTURE
On Professional Culture, Helmriech (1998) states: “A very positive aspect of
the culture of pilots is pride in their profession. They love their work and are
strongly motivated to do it well. This can help organizations work toward safety
and efficiency in operations. The professional culture of pilots also has a strong
negative component in a near-universal sense of personal invulnerability. It has been
found that the majority of pilots in all cultures feel that their decision making is as
good in emergencies as normal situations, that their performance is not affected
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by personal problems, and that they do not make more errors in situations of high
stress. This misplaced sense of personal invulnerability can result in a failure to
utilize the Crew Resource Management (CRM) practices that have been outlined in
this course as countermeasures against error.”
The transition from single pilot VFR to multi-crew twin-engine IFR offshore
operations is also a significant adjustment for many pilots. This equally applies for
military pilots transitioning into the commercial world. Pilots from both backgrounds
have a fixed mindsets of how to manage themselves in an emergency or high stress
situation. This can sometimes lead to conflict among crewmembers adjusting to
this new operating environment. One of the most effective ways to merge these
different professional cultures and backgrounds together, is the implementation
of Standard Operating Practices (SOPs). Well defined SOPs is there to ensure
crews comply with company procedures and policies and to provide a platform
for crews to develop a mutual understanding of what is required from them. In
return, companies provide pilots with an opportunity to define and shape a new
professional culture and to operate as well equipped and trained crews in a hostile
and high risk environment.
ORGANIZATIONAL CULTURE
On Organizational Culture, Helmriech (1998) states: “The organization provides
the shell within which national and professional cultures operate and is a major
determinant of behaviour. It is at the organizational level that the greatest leverage
can be exerted to create and nourish a safety culture. To achieve this requires the
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strong and demonstrated commitment of senior management as well as policies
that encourage open communication and action instead of denial as a reaction to
problems and risks uncovered.”
“THE CHOPPER CULTURE”
I have been involved in military and offshore helicopter flying and operations
since 1989. During this time I have met some exceptional and remarkable helicopter
pilots with very diverse skills and qualifications from a wide range of cultural
backgrounds. It has been fascinating to witness the very distinct personalities and
social characteristics of helicopter pilots and how they conduct themselves as
professionals both in the cockpit and the workplace when interacting with others.
When looking at the nature of our employment, a large number of offshore
helicopter pilots are required to tour away from home, sometimes to very hostile
and remote areas around the world. This lifestyle and rotational cycle do take a
certain type of individual to be able to function and operate for extended periods
and to get the job done in an environment that is usually less than ideal or safe.
Without the early flying experiences of helicopter pilots operating in the “bush” with
very little supervision, there will be very few people that would be able to survive
this challenge.
There is no question that we are a unique group of individuals and professionals
that greatly differ from our airline colleagues and high flyers and that we can truly
justify our own “Chopper Culture”. It has to be factored into our discussions to
develop an understanding how this can contribute to some of the incidents and
accidents seen in recent years within the Offshore Industry.
SAFETY CULTURE
National Culture, Professional Culture, and Organizational Culture all have major
influences on an organization’s Safety Culture and the way “we do business around
here”. Wiegmann et al (2002) conducted a comprehensive study of safety culture
and from the various definitions, both inside and outside the aviation industry, found
several commonalities that exist regardless of the industry being considered.
These commonalities are:
1. Safety culture is a concept defined at the group level or higher, which refers to
the shared values among all the group or organization members;
2. Safety culture is concerned with formal safety issues in an organization, and
closely related to, but not restricted to, the management and supervisory
systems;
3. Safety culture emphasizes the contribution from everyone at every level of an
organization;
4. The safety culture of an organization has an impact on its members’ behaviour
at work;
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5. Safety culture is usually reflected in the contingency between reward systems
and safety performance;
6. Safety culture is reflected in an organization’s willingness to develop and learn
from errors, incidents, and accidents; and
7. Safety culture is relatively enduring, stable and resistant to change.
From these commonalities Weigmann et al (2002) determined the following
definition of Safety Culture:
“Safety culture is the enduring value and priority placed on worker and public safety by everyone in every group at every level of an organization. It refers to the extent to which individuals and groups will commit to personal responsibility for safety, act to preserve, enhance and communicate safety concerns, strive to actively learn, adapt and modify (both individual and organizational) behaviour based on lessons learned from mistakes, and be rewarded in a manner consistent with these values”.
It is important to note that this definition is stated in neutral terms. The definition
implies that an organization’s safety culture exists on a continuum and that the
safety culture can either be a good or bad culture.
SAFETY CLIMATE
Wiegmann et al (2002) identified that the term safety climate was often used
synonymously with the term safety culture. There is, however, a distinction between
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the two terms. Wiegmann et al (2002) found that safety climate differs from safety
culture in the following ways:
1. Safety climate is a psychological phenomenon, which is usually defined as the
perceptions of the state of safety at a particular time;
2. Safety climate is closely concerned with intangible issues such as situational and
environmental factors; and
3. Safety climate is a temporal phenomenon, a “snapshot” of safety culture,
relatively unstable and subject to change.
Using these points and a detailed study of various definitions for safety climate,
Wiegmann et al (2002) determined the following definition:
“Safety climate is the temporal state measure of safety culture, subject to commonalities among individual perceptions of the organization. It is therefore situationally based, refers to the perceived state of safety at a particular place at a particular time, is relatively unstable, and subject to change depending on the features of the current environment or prevailing conditions.”
MATURITY OF THE SAFETY CULTURE
Westrum (cited in Westrum & Adamski, 1999) suggests that the critical feature
of organizational culture is information flow. Hudson (2001) further developed this
work by defining five distinct climates that define stages of an organization’s safety
culture. These five stages are:
1. Pathological: The organization cares less about safety than about not being
caught;
2. Reactive: The organization looks for fixes to accidents and incidents after they
happen;
3. Calculative: The organization has systems in place to manage hazards; however
the system is applied mechanically. Staff and management follow the procedures
but do not necessarily believe those procedures are critically important to their
jobs or the operation;
4. Proactive: The organization has systems in place to manage hazards and
staff and management have begun to acquire beliefs that safety is genuinely
worthwhile; and
5. Generative: Safety behaviour is fully integrated into everything the organization
does. The value system associated with safety and safe working is fully
internalised as beliefs, almost to the point of invisibility (Hudson 2001).
There is no question that we are a unique group of individuals and professionals that greatly differ from our airline colleagues and high flyers and that we can truly justify our own “Chopper Culture”.
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These five stages provide a model for measuring the maturity of an
organization’s safety culture, culminating in the Generative stage. It might be
worthwhile for the reader to identify which safety culture your own organisation
portrays, as this will ultimately impact on the Safety Climate and the way pilots
conduct their duties.
Part Two of this article will introduce a NOTECH framework for Offshore
Helicopter Operations, consisting of four categories: cooperation, leadership and
managerial skills, situation awareness, and decision-making (with elements below
those). Thanks to Dr Suzanne Kearns, Associate Professor at Western University,
President of University Aviation Association, for sharing thoughts on the manuscript.
The NOTEC framework will assist us to develop an understanding of how some
a breakdown of these elements can contribute to Threats being mismanaged and
Errors committed by crews as part of normal line flying duties which potentially can
place the helicopter in an unsafe condition / state and if not managed / restored by
the crews, an incident of accident occur. The Threat and Error Management will be
utilised to highlight how the incorrect use of automation can lead to disaster.
This will further be achieved by reviewing the latest AS332L2 accident in
Sumburgh, Scotland in 2013 and a S92 incident that occurred off the coast of
Newfoundland in 2011 and the causes and contributing factors in these 2 events. HO
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Already well steeped in aviation history, the Mi-8 is receiving an engine update that will extend even further the lifespan of this Russian classic. ALEX MLADENOV reviews the Motor Sich Mi-8MSB re-engining program and what it promises to deliver.
PHOTOS BY ALEX ML ADENOV AND MOTOR S ICH
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A new powerplant for the
popular but presently
underpowered Mi-8T/P 12-tonne
utility helicopter is being offered
by Motor Sich, an engine developer
and manufacturer from Zaporozhye
in Ukraine. The company had
already undertaken a successful and
straightforward re-engining
project for Mi-8, approved by the
Ukrainian civil airworthiness authorities
in 2012 that resulted in a ‘vanilla’ Mi-8
(in terms of avionic and systems) on
steroids.
The opinion among many operators
of the Klimov TV2-117-powered Mi-8T/P
is that the type is, despite its design
dating back to the mid-1960s, still
doing pretty well and the fleet is
far from retirement. In addition and
in the foreseeable future, Russian
or Western manufacturers are not
offering affordable alternatives that
would encourage the Mi-8T/P’s mass
replacement.
Vyacheslav Boguslaev, Motor Sich’s
long-time influential and all-powerful
chairman, had made a significant and
costly effort to position his company as
a powerful aftermarket player in Russia
and the rest of the world by promoting
its TV3-117VMA-SBM1V Series 4E
turboshaft re-engine program. It has
Vyacheslav Boguslaev, Motor Sich’s long-time influential and all-powerful chairman, had made a
significant and costly effort to position his company as a powerful aftermarket player in Russia and the
rest of the world by promoting its TV3-117VMA-SBM1V Series 4E turboshaft re-engine program.
drastically improved the Mi-8T/P’s
hot and high performance and fuel
efficiency, as well as contributing to a
reduction in direct maintenance costs.
This new engine, developed in the late
2000s, is in fact a de-rated derivative
of the company’s TV3-117SBM1V. The
Mi-8T’s original TV2-117 engine suffers
from a notably weaker performance
in hot and high conditions. The new
engine can reach its full power rating
from idle in eight seconds only,
compared to 15 seconds for the TV2-117-
powered derivatives. Cold engine start
is possible at altitudes of up to 15,088ft
(4,600m) above sea level. At altitudes
up to 1,600ft (500m) above sea level
the Mi-8MSB’s performance is identical
to that of the 1980s-vintage Mi-17 and
Vyacheslav Boguslaev
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Mi-8MT helicopters, powered by the
more powerful but more fuel-thirsty
TV3-117M engine.
The new engine increases the Mi-8T/
P’s static ceiling from 5,900ft (1,800m)
to 13,800ft (4,200m), while the dynamic
ceiling rises from 14,800 (4,500m) to
19,700ft (6,000m). The practical range
with one auxiliary tank in the cabin is
extended from 780km (484 miles) to
900km (559 miles).
There was minimal airframe and
system changes associated to the
re-engining. For instance, a new
fuselage frame #2a was added to
house the front support of the new
engine, in addition to some structural
reinforcements of the engine bay,
improved engine cowlings, newly-made
engine inlets and a cooling fan inlet.
The engine control mechanisms were
also fully replaced, while the oil, air
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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.
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and de-icing systems were modified
to improve engine reliability. The
electrical system was also altered to
accommodate the new engine control
instruments. The re-engined Mi-8MSB
also received the BUR-4-1-07 crash-
resistant flight data recorder, capable of
recording eight to 28 analogue signals
(flight data and system parameters)
as well as six to 23 binary commands;
for instance switched ON or OFF anti-
icing system or the existence of some
warnings which are useful for post-flight
analysis or crash investigation.
IMPROVED PERFORMANCE The re-engined helicopter
designated as the Mi-8MSB (MSB
denoting Motor Sich Boguslaev) took
the air for the first time in November
2010. The fuel consumption rate has
now reduced to 500kg per hour
(1,102lb), down from 600kg (1,322lb)
for the TV2-117-powered Mi-8T/P. Dry
engine weight is 295kg (650lb),
which is 39kg (85lb) less than that of
the TV2-117.
The Mi-8MSB can carry between 1.2
and 1.7 tons more payload or fuel than
that of the Mi-8 at altitudes between
1,312ft (400m) and 13,779ft (4,200m).
The maximum payload in the cabin has
increased to 4,100kg (9,038lb) from
4,000kg (8,818lb). The airframe has a
TBO of eight years and the service life
has been extended to no less than ten
years and 5,000 hours. Anticipated
service life of the airframe may extend
to 15,000 flight hours, while the
transmission could be good for up to
7,500 hours (with a main overhaul at
each 1,500 hours), the main rotor blades
for 2,000 hours and the tail rotor
blades for 1,500 hours.
Motor Sich is offering the re-engined,
overhauled and life-extended Mi-8MSB
for about US$6 million. A glass cockpit
is offered as an option but no such
upgrades have been carried out so far.
The re-engined helicopter can be
operated in ambient air temperatures
up to 60oC (140oF) as the FADEC-
equipped TV3-117VMA-SBM1V Series
4E maintains its output rating at
1,500shp (1,103kW) up to 55oC against
the TV2-117AG’s 15oC. It demonstrated
climbing out to 14,800ft (4,500m) in
seven minutes only while performing a
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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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test flight dedicated to completion of
certification testing.
In 2011, the Aviation Register of the
Commonwealth of Independent States
(CIS) Interstate Aviation Committee
issued a supplementary type certificate
for the TV3-117VMA-SBM1V Series 4
air-started engine and for its
electrically-started 4E derivative. The
new engine completed its flight tests
program in 2012.
A single Mi-8MSB fitted with a
pair of TV3-117VMA-SBM1V Series 4E
engines is currently in operation with
the Belarusian carrier Orsha Air. This is
believed to be the first serial-upgraded
Mi-8MSB, rolled out in September 2013
at the Orsha Aviation Repair Plant.
ECONOMIC JUSTIFICATION Between 2011 and 2014, Boguslaev
spent a lot of effort widely promoting
the re-engined option in Russia,
considered as the main market for the
type. Orders for the upgrade were
received from government operators
in Ukraine and Belarus but these were
optioned to the minimum standard in
order to keep costs as low as possible.
According to Boguslaev, over
a period of 5,000 flight hours,
re-engining could result in significant
savings of around US $2 to 2.5 million
per helicopter. This is existing TV2-117A/
AG would be cycled through three
major overhauls, one conducted at
every 1,500 flight hours, combined with
a so-called minor overhaul at 500 flight
hours, with total maintenance expenses
amounting to no less than $1.355 million
during the cycle. Bogulaev says that
because the new TV3-117SBM1V Series
4E enjoys 20 per cent lower fuel burn
resulting in $744,000 of savings
(based on an aviation fuel price of
$1,200 per ton).
The Mi-8MSB helicopter received
the certificate of airworthiness from
the aviation authorities of Ukraine in
September 2012, while Byelorussia
certified it in September 2013. The
first Mi-8Ts were re-engined by Orsha
Aircraft Repair Plant in Byelorussia and
rolled as Mi-8MSBs in 2013. In 2013 the
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Mi-8MSB certificate was validated by the Peruvian civil aviation authorities, which
opened the door for deliveries to commercial customers in the South American
state. Not long after one of the first production-standard Mi-8MSBs re-engined in
Orsha was leased out for aviation works in mountain regions in Peru. In December
2013 the Mi-8MSB was also demonstrated to the Mexican military, which expressed
intentions to purchase up to 14 machines, but no orders have been placed so far.
At the Aviasvit-2012 air show in Kiev in September 2012 it was announced that
a Mi-8MSB had just set a world altitude record by climbing to 27,060ft (8,250m).
The record was claimed by the Feodosia-based State Research and Testing Center
of the Ukrainian Armed Forces. In August 2013 the type set a new record, reaching
9,150m (30,012ft). It also demonstrated one engine inoperative climb out to
16,400ft (5,000m).
For commercial and government customers the re-engined helicopter is offered
in several configurations including passenger transport, utility transport, firefighting
and SAR/air ambulance. For the firefighting role it can use a Bambi Bucket system
for 2,500 or 3,000 liters of water or fire retardant.
CUSTOMER DILEMMA Those Mi-8T operators that fly mostly in cold-weather conditions would
probably consider the output rating of the existing TV2-117A/AG engines sufficient
and do not see a compelling case for investing millions to re-engine their machines
for better performance and reliability. Instead, they would tend to prefer to rely on
extension of the TBO and total service life of their existing TV2-117A/AG engines,
Mi-8T Mi-8MSB
Engine type TV2-117A TV3-117VMA-SBM1V S4E
Power rating, shp 2x1,500shp 2x1,500shp
Start-up system Electrical Electrical
Static ceiling, m 1,800 2,400
Dynamic ceiling, m 4,500 6,600
Range on internal fuel, km 480 560
Hourly fuel consumption, kg 620 500
Maximum take-off weight, kg 12,000 12,000
Normal take-off weight, kg 11,100 11,100
Max payload in cabin, kg 4,000 4,100
Max payload on external sling, kg 2,500 3,000
Cruise speed at normal take-off weight at altitudes up to 1,000m, km/h 220-230 220-230
Cruise speed at maximum take-off weight at altitudes up to 1,000m, km/h 205-220 205-215
Range with one aux fuel tank in the cabin, km 780 920
Max ambient air temperature, 0C +35 +60
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Mi-8T worldwide proliferation
As many as 8,200 examples of the first-generation Mi-8T/P classic versions, powered by TV2-117 turboshafts were produced in the formed Soviet Union - at both Kazan Helicopters (4,500) and Ulan-Ude Aviation Plant (3,700). The first machines rolled out in 1964 and the last of the type was handed over in the early 1990s.
The Mi-8T is a 12t-class helicopter with a 4,000kg internal and 3,000kg external payload. The stand-up passenger cabin is 1.80m high by 5.34m long and 2.29m wide, with a volume of 23m3. When used in the passenger transport role, the cabin can accommodate up to 24 seats. Cruise speed is between 110 and 124kt, ferry range on internal fuel is 480km and can be extended to 780km with one auxiliary tank in the cabin. The helicopter can be operated in ambient air temperatures of up to 35°C due to the engine’s inherent weakness.
The Mi-8T accounts for some 57% of Russia’s commercial helicopter fleet and around 530 examples, built in the 1970s and 1980s, are active, with another 200-plus machines held in long-term storage, ready to be re-introduced in service in times of increased demand. In addition, according to data supplied by Mil MHP, there are 135 more Mi-8Ts remaining in commercial operation in the Commonwealth of Independent States, four in Europe, five in Latin America, seven in Africa, 16 in the Middle East and 11 in Southeast Asia, while 825 Mi-8Ts are in military operation worldwide. By early 2016, these figures are believed to have been reduced by around 10 percent.
Currently, the Mi-8T’s service life, as approved by Mil MHP, is 30,000 hours (or 20,000 flight hours for helicopters with serial numbers up to 4884 built by Kazan Helicopters and up to 9744401 built by Ulan-Ude Aviation Plant) and there is no calendar time limit set for the type. Airframe time between overhauls (TBO) is 4,500 hours or 12 years, whichever is reached the first.
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combined with an array of minor improvements in the configuration and the
maintenance schedule.
There are about 2,500 TV2-117A/AG engines worldwide in operation or waiting
for overhaul and life extension. Currently, the lifespan of this old but dependable
engine is set at 12,000 flight hours and TBO is 1,500 hours.
Re-engining the Mi-8T with the new Ukrainian engine would make much more
sense for those Mi-8T/P operators who frequently fly in hot and high conditions,
where the TV2-117A/AG-powered helicopter suffers.
At the same time, Mil MHP, the Mi-8’s design authority, and Russia’s State
Civil Aviation Science-Research Institute have both insisted that the Mi-8MSB
upgrade package proposed by Motor Sich of Ukraine, shall pass through a detailed
certification program in Russia before being approved for the installation onto
commercially-operated Mi-8s. Both of them cite Russia’s AP-21 airworthiness rules,
which do not provide for mutual recognition of supplementary certificates within
the CIS zone. This means that both the design authority and the principal research
body in Russia are definitely unwilling to make a straightforward validation of
the certification process that has been carried out by Ukraine’s civil aviation
authorities between 2010 and 2012.
Such a conservative and somewhat protectionist approach towards the
Mi-8T’s re-engining by a non-Russian engine maker would eventually call for a
notably protracted and costly certification effort in Russia. This grim situation, in
turn, has eventually rendered the re-engining option for the Russian commercial
operators too late and also rather expensive, effectively nullifying its potential
customer base.
Despite a huge effort by operators, equipment suppliers and Russia’s Helicopter
Industry Association (which supported the re-engine effort), there has been no
significant progress towards agreeing a realistic upgrade program for the Mi-8T/P
feet in Russia since the early 2000s, allegedly due to a lack of a clear interest by
Mil MHP. The complete breakdown in political and economic relations between
Russia and Ukraine over the crisis in eastern Ukraine in early/mid 2014 finally killed
any chances for re-engining the Russian-registered Mi-8s.
Currently the only known customers for the Mi-8MSB are government operators
in Ukraine. The Army Aviation Service has an order for 10 and the National Guard
holds three more orders, the first of which were handed over in December 2014.
The Ministry of Emergency Situations also has an order for an undisclosed number
of Mi-8MSBs the first of which, configured for MEDEVAC and SAR, was taken in
July 2015. HO
Engine ratings, shp TV2-117A TV3-117VMA-SBM1V S4E TV3-117VM
OEI n/a 1,700 2,200
Take-off 1,500 1,500 2,000
Max continuous 1,200 1,200 1,700
Cruise flight 1,000 1,000 1,500
Sfc, kg/shp/hr 0.310 0.290 0.220
Comparisons of the power ratings and specific fuel consumption of the engines powering the Mi-8T, Mi-8MSB and Mi-8MTV (Mi-17-1V)
Notes: Specific fuel consumption (sfc) is valid for the cruise flight rating
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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.
STORY BY BUZZ COVINGTON
PHOTOS BY NICK HENDERSON
HELIEXPO,THUMBS UP. LOUISVILLE, THUMBS DOWN.
HeliExpo2016
HeliExpo2016
As HeliExpo 2016 comes to a close, it is time to reflect on the event itself and gauge some reactions to HAI’s premier occasion. We had to opportunity to talk with people representing several different perspectives, from attendees, venders, exhibitors and many others.
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Approximately 14,000 people
attended HeliExpo, held at the
Kentucky Exhibition Center
from March 1st through the 3rd and
located hallway between the Louisville
Airport and downtown Louisville.
Covering approximately 1 million square
feet, the exhibition center was able
to host just under 700 exhibiters, and
had approximately 60 helicopters on
display. The helicopters on display
ranged in size from the tiny French
Guimbal Cabri G2 to the impressively
large Sikorsky S-92, owned by ERA
Helicopters.
For starters, the expected turnout
for HeliExpo was projected (and
promoted) to attract some 20,000
visitors. With foot traffic coming in
around 14,000 people, that is 30%
lower than anticipated. How many
venders would have chosen to spend
Louisville was just a bit too remote, and logistically difficult for those coming from
outside the United States. In addition, the costs associated with the show this year were
too high, especially the booth space.
IAN WINKWORTH, TRAKKA SYSTEMS
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even greater when he found out that
he had to pay an additional expense for
parking at the exhibition center. And
his thoughts on Louisville were not very
encouraging either. “There’s just not
much to do here.”
On a slightly different tack, Bob
Summers, a business development
manager with Frasca Flight Simulation,
said that he was pleasantly surprised
with HAI deciding to come to Louisville.
He thought that it was a good idea
to spread out the locations for the
conventions so that people weren’t
always going to the same two or three
locations from events past. He said
that it was pleasant to work with the
people at the exhibition center, and
that business for his industry was very
good right now. He claims that this
is largely due to recent technological
innovations in the simulator industry,
as well as some recent FAA rulings
that have steered more flight schools
towards simulators, and not having to
rely as much on the more expensive
costs associated with flying helicopters
for training purposes. His only criticism
their money in other ways had they
known that ahead of time? There was
some speculation among attendees
that this may have been a direct result
of a slump in the oil and gas industry,
and the corresponding decline in
the helicopter industry that supports
these operations. Many feel that
the industry will pick up when the
record low oil prices recover from their
current decline.
One of the vendors we talked to
was Ian Winkworth of Trakka Systems.
Coming all the way from Australia,
it would be difficult to get to many
locations, but he felt that Louisville was
just a bit too remote, and logistically
difficult for those coming from outside
the United States. In addition, he said
that the costs associated with the show
this year were too high, especially the
booth space. Echoing the sentiment
that many vendors shared was that
since HAI had been given this space
for HeliExpo for free, the cost savings
should have been shared by reducing
some of the costs associated with
having a booth. Ian’s frustration was
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Though costs associated
with buildup and teardown
were a bit more expensive
than other convention
centers, the local build teams
were great to work with.
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his thoughts regarding Louisville as a
location for future HeliExpos, he says
“No.” Though he is looking forward to
attending more HAI events, Louisville’s
accommodations were “too spread out”
and he favors more traditional venues
like Orlando, Dallas, or Anaheim. Those
criticisms were shared by many, to
include VP of Marketing for the Whirly
Girls Organization, Krista Thomas.
Complaining mostly about the low
traffic throughout the show, she was
just not a fan of Louisville or the locale.
When asked where she would rather
regarding this year’s location was the
crummy weather.
Bart Brainerd of BHI2 Helicopters
was very optimistic when discussing
the business side of things at this year’s
show. As a first-time exhibiter, he was
happy that the organizers were able
to get his “C-Hawk” (Sikorsky UH-60A
“Commercial Hawk”) floor space at the
venue. “Business development is very
good here, lots of CEOs.” He said that
though there was less foot traffic than
he expected, the people that were here,
were here to do business. Asked about
It was pleasant to work with the people at the exhibition center, and business
for our industry is very good right now.
BOB SUMMERS, FRASCA FLIGHT SIMULATION
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many of their feelings. He couldn’t say
enough about the friendly people in
the area and the hospitality they were
enjoying during their stay. Business was
good, and they were glad to report
that they managed to sign up many
more people to their organization than
they originally thought they were going
to. Happy that the booth space was
donated to CHPA by HAI, Rusty went
on to say that the exhibition center itself
was a first class facility. When pressed
to come up with an “improve” for the
next convention, he said that the hotels
for this location were too far away, and
that it would be better if we had some
say as to where our booth was going to
be located.
Bob Mabli, Executive Vice President
of Trace Worldwide, was also not
enamored with Louisville as a host city.
“Transportation has not been great”
he told us, and added that though
you can’t always count on having nice
weather, maybe choosing a location
that historically enjoys better weather
during the expo timeframe might make
for a more enjoyable experience. He
did say that the exhibition center was
just fine and met their needs, and that
he found the people he dealt with in
Kentucky to be gracious. But overall,
he found business this year was “so-
so, more buyers than sellers, and much
less foot traffic” than he was expecting.
He thinks that this was largely due to
the majority of those travelling “had to
make at least two or three flights to get
here.”
Some of those asked about their
experiences were more positive
and up beat than others. Amy
Romano, Director of Marketing and
Communications for MD Helicopters felt
see HeliExpo located in the future, she
quickly answered “Denver, Las Vegas,
Anaheim…” Despite the slow foot traffic,
Krista maintains that she will come
back, wherever the Expo is held.
When we had the chance to speak
to somebody who was attending
HeliExpo as a guest, the perspective
was completely different. Brian and
Mary Brown of Indianapolis liked the
fact that the Expo was being held
somewhere new. They have family in
the area, so they decided to attend.
Brian took advantage of several of the
safety classes and meetings that were
held, and thought that it was a great
place for a young pilot to network.
Brian and Mary both thought that there
were actually plenty of other activities
in the local area, but that they were not
very well known to those attending.
Rusty Bourgoyne, who was attending
HeliExpo on behalf of the Combat
Helicopter Pilot’s Association, shared
Business development is very good here, lots of CEOs. There is less foot traffic than I expected, but the
people that are here, are here to do business. BART BRAINERD, BHI² HELICOPTERS
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that foot traffic was steady throughout
the expo, and enjoyed the good
reception that the MD display booth
received from those attending. To be
fair, it WAS an outstanding, sleek design
they displayed, and it was easy to see
why it received such a nice response.
Amy did go on to say that she felt
the foot traffic flow could have been
improved by the addition of access
points to the venue, and I have to
agree. Such a limited number of places
to enter and exit stifled the number of
people that may have wanted to explore
a it further into the booths. In addition,
she felt that the lack of overhead
rigging was a drawback to how some
of the displays were presented. Though
costs associated with buildup and
teardown were a bit more expensive
than other convention centers, the
local build teams were great to work
with. Despite these minor drawbacks,
Amy went on to say that the business
prospects from this year’s expo were
very good. In addition, she mentioned
that the local Chamber of Commerce
and HAI did an excellent job on the
familiarization tour in May of 2015,
educating the vendors that attended.
The overall sentiment of people we
spoke to could be summed up thus:
HAI HeliExpo 2016, Thumbs UP. HAI
locating HeliExpo in Louisville Kentucky,
Thumbs DOWN. There were myriad
reasons why these opinions panned
out this way, and the majority of those
we spoke to seemed to be on par with
each other as to why they felt the way
they did. In general it would seem that
the business side of HeliExpo 2016 was
mostly positive. People were making
deals, attending classes, watching nicely
produced presentations, and taking
lots of meetings. The main complaints
concerning the entire enterprise
seemed to be costs associated with
exhibiting, hotels nearly doubling their
prices for the week that HeliExpo was in
town, the poor weather throughout the
expo, and the lack of activities outside
of the exhibition center for people to
attend. As one businessman visiting
from Europe asked me “If your wife
and children don’t drink bourbon, why
would you bring them to Louisville?” HO
At AMTC 2016, you’ll find:• 2500 attendeesrepresentingover250internationalemergencymedical
transportprograms.
• Morethan150 education sessionsontopicspertinenttothefollowingdisciplines:
Aviation,Safety,Clinical,Communications,Management/Administration&Marketing,GlobalPerspectives
• Atradeshowfeaturingmorethan150 vendorspresentingawidevarietyofthelatestproductsandservicesavailableforemergencymedicaltransportproviders!
• Unmatchednetworkingeventsandopportunities!
• The AAMS SIM Cup!
Thisannualcriticalcareskillseventutilizesthelatestinhumanpatientsimulation.Upto10teamsgohead-to-headtoshowofftheirrealtime,realsituationskillsonstate-of-the-artpatientsimulators.
Visit www.AAMS.org for all the details and to register.
September 26–28, 2016C H A R L O T T E
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