WINTER :199:1-92 BY THE INDUSTRY· FOR THE INDUSTRY

THINK OF I T AS CLOSI AIR SUPPORT FOR YOUR TROOPS IN THE CORPORATE JUNGU.

In today's fiercely competitive business world, time is measured in dollars. And eyery second mums. Com� need fust, reliaI::lk! air suppon that \\IOfk5 well in the tight confines of inner-city he�ports

-as well as theevm tighter confines of a balance sheet.

Meet <he Aerospatiale Dauphin.

Cruising at 176 mph, the AS365N-2 Dauphin ClITies up to eight executh.es faster, farther, and on less fuel than Sikorsky's S-76C, Bell's 412, or any other medium twin on the market today. Because, instead of ,""ply tinkering.;th old cJcs;gns, v.e pioneered f"Ie\.Y technologies that made such gUns m peri:Jnnance Jl(l5ObIe.

;D aeroSPattale helicopter corporation

Perhaps that's why, worldwide, there are more Dauphins flying today than a1rnc6t all S-76s and 412s, combined.

fu more information and a head-to­head, hard-numbcr analysis on how the Dauphin can suP\Xlrt)ourcompany's troops, just give us a call, toll·free, at 1·000-242-8123.

"If you're 1Io1looki"B oJ Aerospa1iale, you 're 1101 looking jar &JOU8h ahw;ul "

On the cover

The McDonnell Douglas 520N NOTAR­lands at the Portland Helipon- during a recent nationwide tour. The NOTAI{" (no t:lil rotor) ship is the first new helicopter in :llmost a decade to receive Federal Avia­tion Administration type certification. The $1.3 million heliport in downtown Port­land averages three to four helicopter nights per day, according to John Helm, General Manager of Transwestern Helicopters Inc., and president of the Northwest ROlorcrafl Association. TIlls issue of ROTOR is dedi­cated 10 increasing awareness of the need for more public-use heliports around the nalion. (Pholo by Huge Ackroyd).

14 HELI·EXPO '92

Checklist· All you need

_ to know to prepare for the HAl's Exposition.

Up Front ROTOR Leners Ask rhe Aclminisrracor Industry News ROTOR FYI ROTOR View

20 Heliport Growth in

the ·Valley of the

- Sun"· Arizona's multi­cicyarea surrounding Phoenix is looking ro rhe fmure for heliport growth.

22 Mobil Helidecks

Support

- Worldwide Oil Exploration· From the Gulf of Mexico, to the Jungles of Indonesia,

to the North Arlanric.

Coming In the SPRING 1992 issue of ROTOR:

• Operator Economic&

• Heli-Expo '92 Show Issue

28 Flight Training,

Sales Part of - Hillsboro's Growth· " ... where a person learns to fly is where he'll buy his or her helicopter. "

30 -

32 -

Public Acceptance

of Heliports Based

on Many Factors.

An Overview

of Innovative

Economics L-_ _ Workshop • TRB Wo<kshop

sponsored by HAl and FAA.

Atlanta 24 Vertlpark: 21st Century Eiffel Tower· _ Vertical Lift Heliport is combined with park.

Departments Heliport Happenings Safety & Flight DPS Update HFI Historic Legislative Update Committee News

Market Trends Safety Overview Regulatory Review ROTOR Classifieds Advertisers' Index

� :J? FRONT � I--------�i

eli rts/ Vertiport +VTOL -- Tnms

"When people finaUy

realize that they

NEED heliports and

vertiports, we won't

be able to build them

fast enough to meet

the demand" Mati Zuccaro, Pa!;t Chairman of HAl

might add to that probably accurate statement the fol­lowing: " And until then, (orgl.'t about

:o;ceing hl'Jirorl.� cropping up on ev­ery street corner:'

You might ask: � Why don't we jllst go Olll and convince folks that tht:y do nct:d heliports and vert i­POTtS?" We' re working on Ih:ll, and we're :let ually 1ll:lking some progress!

Ongoing Programs There :In;' a number of ongoing programs which afC aiml.'d al edu­c:lling the puhlic. and Ihl! govcrn­iTIt!nls which rl:'presen\ them, on how VrOL transport can .�ignific:lntly hen­di! society, :lI1U how lhese VfOL ain:rart :LfC l>tililooking for a place to land, prderahly properly-locH ed, public WK' helipor(s!vertiports.

First, Fly Neighborly Let's star( hy cliscussing till: "fly Neighhorly" pJ'Ogram, which IIAI started in 19t12. This is a voluntary. coorerativ�' prngr:rlll which is aimed at gaining puhliC' acceptance of the helicopter by red ucing tlH': amount of actual (or perceived) nois\." i111-po"';l:<! during overnights. The �Fly Neighborly" progr..Ull is now Widely

2 fIC1JOR • Winter 1991-92

By Fl'8nk L Jensen, Jr.

known and followed hy many pilots and operators, both civil :mu mili­tary, arollnd lhe world.

HAl's "Fly Neighbor ly· Commit­tee is chai red h y John I-!elm, TmnsWestem Helicopters, and is hath :lCtive :lIld productive. The Com­millee's m:wcst pr<)duct is a 54-page Fly Neighhorly Guidt.', copies of which afe available through HAL

Heliport: Promotion and Development Committee This HAl c(1I11mitlct!, chaired hy l(oger Carlin, McDonnell Doug[as Helicop­ter Company, develops market strat­egics and promotional rmHeri:lls to txJu(';rLe civic leadt:·rs, and the public,

10 promote heliports, and to hdp overcorl1l..: n.:sistance 10 heliport op­eration.s.

The <.:onlmitlcc has a long history of :lchk:vcment, and h'ls worked closely with communities and incH­viduals in promoting speciflc heli­ports. An example of a recent ac­complishment of this committee is cooperation with lbe city of Mesa,

AZ in the establishment of a pub[ic­LIse heliport in that community.

Heliport Technical Planning Committee Deborah Peisen, Systems Comrol Technology, chairs this committee, whicb is yet another very productive group. The commiueedevelops guid­ance materials, reviews new design Criteria, and works to develop safe and efTicient heliportslvertiports to serve the public.

Among the many achievements of Ihis comminc."e: cCXlperalion with the FAA in the developmem and publica­lion of FAA Advisory Circulars, Heli­pon Design Guide :mel Vertipon De­sign Guide, as weU as the publishing of HAl's Helip()]1 Development Guide.

FAA·AH5-IIAI Public Awareness and Aviation Education Partnership for Vertical Take Off and Landing Aircraft This partnership was staned in 1989, and, as the name implies, is active in ed ucating the public as to the value of vrOL aircraft.

Some examples of achievements of this Partnership: • Reprod uction and distribution of

the uFundamental Lessons in Gen­eral Helicopter Tec hnology� (uF.LI.G.H:r.�) [mllerial. This is a well-researched program, in­tended for use in secondary schools, which provides comp[ete lesson plans and a video tape. Deve[oped by Bell Helicopter Textron , the F.LI.G.H.T. system has already received acceptance by educational author ities in Tex:lS.

• RepJ'Oduction and distribution of uComlTIunity Benefits Rotorcraft Transportation and Opportuni­ties.� This 1 85-page reference W:IS developed under NASA contmct, and has been widely uSt!d both

Being face to face with serious business demands a no-nonsense response. The public service missions you fly � emergency

medical service (EMS), airborne surveillance, drug InlerdlcliOfl, search and rescue (SAR) - demand an aircraft that can respond to any situation wiTh a com­bination of safety, pc:MA:!r, high maneuverability, and rugged reliability.

The MBB BO 105 is the helicopter !hol ansvvers this challenge head on.

The BO 105 has the pavver 10 handle your toughest lobs. A superlOf povver 10 vvelghl ralio offers excellent In and oul of ground effecT hover performance, while twin engines and redundant systems provide enhanced safety.

MBS's unique hingeless rolor system provides excel­lent maneuverabtltly and the aircraft's compact exterior dimensions offer superior confined area operation. Which makes the SO 105 v-.rell sulled for missions where

compact size and agility can provide you with a tacfi­cal advantage.

A sizable cabin allows yau to configure the aircrafT for mulTIple mission requirements, and rear entry clam­shell doors offer safe, easy; straight-In loading. The SO lOS's high standard of dispatch reliability means the aircraft Is ready 10 go, while low maintenance and low direct operal1ng Cosls make i) cost-effective for the missions you fly.

The hardworking, highly reliable SO 105 is available In two models, the BO 105 CBS and the more powerful BO 105 lS, which provides OUTSTanding perfOfmance in hot environments and high denSITy altiTudes.

So, when The missions you fly demand a no­nonsense approach, respond with The MBB BO 105.

Innovations at work.

II1II -

MBB Hell�op'erCorporotlon, 900 A1rlXlf1 Rood. P.O Sox 2349, We!.! Chesler, flO, 19380, USA, (21 5) 431-� ISO

MBB Hell�op'er C<moda Umlled, 1100Gtlmore Rood. P.O Sox 250. fan Erie. OOlorlo L2A 5M9. Caoo6o. (�16) 871-7772

Messef"S�hmJn·/IOlkow·Blohm GmbH, HeilCopIef and MI1Il0ry Alrcrofl Gfaup. P.O Box 80 II 60. 8000 MunICh 80. Germany

within the industl)' ;111<1 hy p]an­nl:rs.

• IkproduClioll and distrihution of ··PnKc .... dings of thl: Confcr .... ncc on Rotol"cr:.lft Transportation. � This 170-page document comprises a wl!alth uf casy-to-rl!ad pllpers on all lIspe<.·ts of heliport racility dl:­sign and dl:velopmcnt.

• Provision or:1 10 X 10 exbibit booth for usc at seminars, trade shows and symposia ;trouncl the natiOIl. Tilis booth is complete with eh:lrts ;lI1d visual aids.

• Coopermion in the planning and conduct or seminars, .�ymposia and expositions which promote vrOL Notable aillong these is a spl:dal serie.� or seminars de­scribed next.

Intermodal Transportation Seminars Conducted under the leadership of Aviation Education Partnerships, Inc., these sell1imlrs h:lve been evolving into their present format over:l 2 1/2 YC;J.r time-span, having started with a l'vlid-Atlantic Helicopter Associa­tion (MAHA) event held at Kent Island, MD.

Thesl' seminars have the coopera­tion of AHS, HAl, FAA,;] number of airframe and engine manuf:\cturers, and others. Most importantly. they include participation of planners. community leaders, and representa­tives of oth�r modes of transport.

FAA's Activities Each of the progmms/col11rnittees/ activities ll1�ntioned ahove receives full coopcfiltion from the FAA, not:l­bly: • Vertical-Flight Program Office

• Rotorcr.lft Task Force (HOTAF)

• Airpol1s Division

A Fairly Well-Coordinated Effort Despite the many entities/interests/ personalities which lire involved in the progr.1 ms/collllll i tt ecs/act i vit ics described in this column, r am vel)'

..f RO'IDR • Winter 1991 -92

LJ :J? FRONT ��----------------

S Ollle of the Illore poplIl:ir puhlic-use beliports in the US which are in operation,

and which are serving their re­spective comlllunities: • Dowl1lown Manhattan heli­

ports. including: W;lIl Street, E;I.�t 34th St. :!nd Wl'st 30th St. These account for a large vol­ume of operations, :Ind are strong boosts 10 the IOGtI busi­ness and commerce leaders.

• Indianapolis Downtown J-1eli-POIt

• Costa Mesa, CA

• l"I'Il'sa, AZ • Portland, OR Downlowl1 Heli-

pan • Glendale, AZ • Ft. Lauderdale, FL

pleased to report that there is a good amount of cooperation and coordi­nation. This is very significant, be­cause of the importance of the ef­forts, and because of the need to minimize duplication of efTorts, in order to conserve resources.

We're Making Progress Progress is being made; heliports/ veltiports are being developed. Some examples of achievements are sum­marized in the above box.

There are several good reasons why progress should be expected in these most important heliport/ vertiport development activities: • We have been working on this

problem ror mHny years ... it is rea­sonable that we would have de­veloped some knowledge and ex­pertise.

• More and more, non-helicopter people are recognizing the im­portant role that VrOL aircraft could vel)' well play in alleviating airport congestion.

• The combination of increasingly bel!('r machines, increasing SllC-

Cl'SS of the Fly Nl .. ighborly pro­gram, and cllllllliativl' rt':.>'ult::. of �lll of the collec!ive(no pun intended) efforts described ah()Ve, r>lw; many others.

• increasing recognition by the general public that hdi(:opters afe safe, and are continually gl,tting even sarer.

Is it Just Possible ... ? Is it just possible lhat sometime,

somewhere, in the not-too-di.�!ant futlln .. ', people will realize that they do, in fact, need heliports/vertiports? And that we'll be up to our ears in building these facilities?

I believe that will happen. And wben it does, people who haven't been working on heJipolt/vertiport development for decades, as you and I have, will be amazed at how easy it all was.

Meanwhile, Let's Stay the Course Let's keep on doing what we're doing ... Flying Neighborly, ;lIld en­couraging evelyone else to do the Sllmej working on or chairing a heli­port commilleej cooperJting with lhe FAA-AHS-HAI Partnership; sup­porting seminars and symposia. and encouraging new ideas and new participants into these efforts.

This is the best way to provide the most urgently-needed stimulus to industry growth, and to fulfilling society's VTOL needs. The lack of properly-located, public-use heli­ports/vertiports has been the long­est-standing obstacle to VTOL ex­pansion. and I, for one, am optimis­tic that we are on the correct track.

If you would like more informa­tion on how to gel involvt.:d in any of tbese a"ivities, call me or HAl's Director of Helipons <Ind Technical Programs, Pam Charles. We'd be very pleased to speak with you.

Meanwhile, best wishes ror contin­ued safe and ndghhorly nying. il

F,·ank L.JenSftll,J". is PI"£'sidcnl uflbc Helicopter Associalioll IlIIerllali()1wl.

Wlnler 1991-92 VoL 4, No.4 Publlsher

Frank L. JenS(.·n,)r

EdItor Daniel l'. Warsky

A8soclate Editor Suzanne C. Andt:r:<on

Contributing Ecllton David A. Carter

Pamela K. Charles Annol M. Min:lya

Circulation S. Andcr.mn

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Designed i3rcllllllcr & Gori:-;

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h�"'m �'" nOl "L'1.e�"",I1)· lin....: "r II", puh

Il_her lhlu",iall'<"Hnhuth,,,. �r.., ",�k"meu hy ROTOR hill (""�nnut l"'nln.'ld",�d Ilnl"�'jlu., ame�'i.I exd".,i,·c_ All l'tlllml.ll lln . . 111(1 l>l1nlU' IU"phk �x"'lrlhullon, "I .. " II., :,<ulnlp:111Il'd by relurn pto<;lar-:e �"tJ ... ;11 I>e hJml!ed ",(II rca· o,(Hlahk '"":. ((n"..:,,·,. (he plIIIII<,I,,·, :l",,,tne' n" ""fKl'll<lhll;,)' ({If Ihl' I\.�urn ." ,.letl· ur

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-.enpt;o" pn,'" for ",_,,,Ienl� .. r Ih" I � .Hld I" p''''';c''>.''nn, i, $1'> I"" 1<�JT, tU"'I.,,, �"ho;,.r!Jl­UOll� SZ� pcr �"'ar_ All \"('m·'pund,·n,,· ,hmdd f, •. ;ul<lrc>wtllu ROTOR M"j:.'�'m·. Ildk"I""r A ... "",'I.<ll1>" lnlCltllUiulul, It'll'/ nuke Stn ... ·' At<.·��l1driJ, Virxln(a 21.\14-.1".19_ R01'OR .­l"Ulll...t h)' WiIIl:ull lIyltl l'''''� hK Rll'hm"nd, " PO!!I ...... Ier. '""'_ ,"",nd add"",,, chan8l'l'

10 ROTOR "'.pzlno:. 1619 Duke "ilroed.

A)C:lUndri •• V1rxln!. 2ljloi·:H)9.

Dt::I1' Sir: W'e believeyolIl"lX!lio(/ical, ROmN

Magazille, is WI)' illjol'lI/tllillf! alld selTJ(!S Ibe i 1I(/IISI'.111/ '('II. lVe also belie/ '(! Pa 11S Ma IIIIjl/ctl/I'f>1" APlJI'Ol1{/1 (PMA) is (/ si811ijiclII/I 1X!lIcifil fo fbe hull/sfi1'. If/lib fbt.fl ill lIIilld, 1I'e {//'(' COllce/"ll

�Y-'

alxmf Mr. SIal/fey G/"r.t(!J/:� feller pnu­fisbed ill tbe F(lli !sslleo/N07DR /11(./1-:(1. zll/e. I\"e he/ie/If! if is {I biased IJOinl of /Ji(!w (./lId bope yOIl lI'iII pl/bfish tbe

JOIIOII'illg rr.'S/JOlIse. \fie belie/Ie fbis is {III fmp0l1('1I1/ isslle (/Ild llc.�11 '('s a/air hemillg.

�The lel1erfrOrll Mr. St:tnlcyGre�n of the Gellel,ll Aviation Manlifaclllr­ers Association th:11 appe:mxl in the Fall issue of HOTOI{ Magazine re­neclcd the typical OEM position on PMA's. The OEM, :tnd Ihen.�r/lr� Ihe

Gcner.11 Avialion M:lnufa(:llIn:rs As­sociation, has :I vesled intert::sl in cunvincing the world Ih:lt any PMA nOI approved by Iht:: OEM is :1 �b:td 1'r.,'IA." Their mOliv:tlioll is to fcSlric\ competitioll Ihat would impacl OEM profils.

"The PMA pr()Cl.:ss is siricily rl.:gu­i:lIed h), the FAA. Each candidale's (il:siXn musllX':tpprol/ed. each manu­facturer mm;! bc ;'pprovcd. and a completc qualitycol1trol syslelll muSI he in place bdorc a PMA is i"sUL'd,

"Ir. as Ml'. GreL'11 :t:-;SCriS. I'M;\ has been issued without Ilte.�t: cOlllrol.s, Ihl.:rl.: h:ls hL'l.:n :1 mislakl.: m:lde. A mbl:lkc no diITert:I'1 than when :In OEM pan is approv,-"I :ll1d l:uerflll1nd to have d,-'siAn or manufal'luring de­fl..'CIs.

"The FAA has ."1udled tlte Pr.IA process in det:ljJ and c()tJlI11is.�ionl.."(l twO reporls hy lile Comsis COrp()l�l­tion which were issued in Dect::1ll­l)(:r, 19M, :md t\'i:trch, 19HH, rcs]x'l'­lively. Tht:sc repons s\:lled Ihal "Ihere is no evidence of :l :-;i�nificanl s:tfety prohlem willl PMA p:trls." In­tuitiVl.'ly, one would think Ihis 10 lx' the casc. I'MA p:lrls arc normally

introdltced sevt,:ral yl:ar.� aflcr thc OEJ\oI p:lrl. By thai time. till' problems with 11lL' OEM p:111 are well umkr­stood :md Gill of len hL' correl:lt::d in Ihe 1Ir.IA de ... ign. Conscquentl}', PMA parts are often more reliable and dur;lhk than the OEM p:lrI.

"ThL' rt:port furtller StalL'S Ihal till.: I'MA process h:I.� re.�ulti.:d in hellcr competitioll and )owt:r pril"e.� for till' end user. The PI'-]A prol.:l:�.� has allowed many or�anizalions to rr.::· rn:lin in husiness. One wuuld think thai Mr. Grt:t:n and GAi\'Ii\ would support any proces:-. that would fur­thL'f the Glse of Gene'�11 Aviall0n. �

Ag:lin, wt: enjoy your maXazinl.: and bdiL'vt: that the PMA issLll' is an illlporl:tnt one Ih:1I desl'rvt:s more discussion.

Sincerely, Larry Shiembob V.P., Business Development Superior Air Parts, Inc.

Dear Sir: 1 was Ihrilled to set: Ihe picture of

11K' XV-l in your Fall 1991 is!'>lle. I!:tYing hecn thc !1ight tt:sleIlAine,-'r on Ihis projL'ct hoth the :Hlidt: :lnd plio!!) hrotl}lhl h:tck 1lK'lllorit:s. This :tirn:,rt was :1 r,-':II da . ."sic. JllSI :t

minor con'celion, howcv,-·r. The or­Iki:ll desiAn:ttion of Ihe XV-\ hy M<:l)clnndl DOllgl:l!,> \\':1.'" COIl­vel"tipi:ttlt:. nol COl lvcrl:tpl:mt: :t.'"

noled in the :trtidc. AI prc,"'l'nl 1 :1111 :t cOllsuit:ml 10 Sdl\l/eizef' Aircr.d'i Corp. and :lIlll'ondul'ting tilt: j\hxlcl 330 night lest pnJgt�lllJ. Thl' :lin:r.lfI is l:rrgl'l,-'d for lite Army\ NTI [ 1 '.-1-mary TrainL'r I'r(Jgl�l1n.

Sincerely, Jack Ernst

Winler 1991-92 • flOfDii '5

�Ask the Admillistrator" is a 1T!1},11-lar/eatll/"(! ill RO.,OR. It reaches the top leaders 0/ the civil belicopter jll­dllstIJ't//ul serves as a direct CQmll/lI­Illcailofls /il/k beWI£."C11 tbe rotorcra!t cOlI/lIIl/lIlIy (/Iu:l Ibc 1;/lA Admill;S­Im/o/".

ROTOR:

T he worldwioedvil helicop­tt;!r industry has long advo­cated the development of public-use helilxlrts. The FAA is a recognized le:tder

in helicopter deydopment. Examples of FAA actions in the area include: the Prototype Heliport Progr<un, the Hdiport Design Advisory Circubr, and the Vcrtiport Design AdvisOlY Circular. What is the stams of FAA actions in support of heliport devel­opme::nt activities in the Washington, D.C. area? What is the status of the rooftop heliport at the FAA 1·le:1d­quarters? What docs the FAA n(.'t.-o from the dvil helicopter industry to further advance the development of public-use heliports?

Administrator Busey: Let's take these qlleslions one at :1

time:

1) What is the status of FAA ac­tions in suppon of heliport de­velopment activities in the Wash­ington, D.C. area?

The FAA continues to sUPIXlrt the concept of a pllblic-use heliport for the Metropolitan Washington, D.C. area. In f:lct, we swnd l"e;:ldy to assist with the planning and development of a network of public-usc heliports for this area and otht:r areas across the nation. The first step in this process is for a slx>nsor to come forward and request assistance for planning studies, environmental stud­ies, airspace studies, or develop­ment grants.

·nlC city of W:lshington, D.C. is working with a privatc company Ihat will use its own funds to develop a heliport :11 a sil.e on Ihe AnacQStia Hiycr. This site W:IS the subject of a previous FAA :Iirspace sllldy. and since the initial air.�pace utilization finding was favor:lble, further study is not required. We h:lve also met

61lOJOR • Winter 1991-92

By James B. Busey

with MayorSharon Pr:llt Dixon'sstalT, the developer/fixed-base oper:ltor. and the owner to provide them with technical advice, and to express our SUppOI1 for this elTort.

2) What is the status of the roof­top heliport at the FAA Head­quarters?

The facility wa.� inaugurated onJunt: 9, 1965, by Najeeh E. Halahy, and was a private-lise heliport originally intended for emergency lise only. During the next nineteen year's, the facility was infrequently used; the records indicate only six bndings, the last of which took place:: in 1972.

We are sensitiv(! to the fact that the heliport was a symhol of the FAA's support for downtown heli­ports. We feci th.1I we can better demonstrate our support by helping sponsors who arc seeking to build such facilities.

To that end, we have committed over S 11 million dollars to the city of Dallas, Texas, for ilS downtown he­liport, and we :Ire planning to sup­port the city of Pittsburgh, Pa. for :I similar project.

3) What does the FAA need from the civil helicopter industry to

further advance the development of public-use heliports?

Several things come to mind: contin­ued elTorts to improve night safety ;Ind to reduce noise; reduction of the direct oper:lIing costs for ope .... lIors; exp:mded efforts to im:rcase public awareness and appreciation of hdi­copters and belirx}rts; educating pub­lic officials about the pOlential bell­efits that the vertical night industry can olTer their communities; and kecring the lines of communication with the agency opt.:"n and :!Ctive.

Enorrnolls imrrovcments in ro­tornan uperational safety have been achieved oyer the past tWl!nty ye:lfs. This tn.:nd can be maintairlt.!O by the continuing l'ffort.� of industry and government working together to achieve the common goal of im­proved safety and effidency of ver­tical night aircraft.

New technology promises to de­liyer faster, more efficient and qui­eter helicopters in this deGlde and the next. Success in this area will solve rn;IllY of the problems which have historically limited the growth :lnd integration of the vertical night industry into the national airspace system. Success in this area will also crc:l!e a greater demand for a net­work of heliports and an air traffic control environmenl designed to meet the special needs and unique C:IIXlililities of the vertical night in­duslly.

Again, let me stress, we need 10 know where you need our help. For example, we need to know what specific Research and Development (R&D) studies we could conductlhat would be of benefit to the industry.

I assure you, the FAA will con­tinue to work :llongside the Vertic .. ) night industry and with local govern­ments to insure that the potcntial benefits of the helicopter and yerti­cal Oight industries are realized.

We share many common goals and we face the same challenges, and I am confident that together we will succeed. 11

James B. Bluey was Admillistrator of tIJe Federal Aviatioll Administration. He Is "ow AcU"8 Secretary of Trallsporla­/(011.

BELL 412HP

What is it that truly defInes a corporate hclicopteI1 Cabin size? A S/1'lCDh ride? A well-appointed interior? Or knowingyou're in an aircraft you can coonl on?

With the technoi<l!Y that's been incapoIlIted into the Be1l412Hp, you can be sure it's all these and more.

The 412HP's cabin � large ef'Kllgh to carry semi exccu­tMos in boordroom·l�e oomfort. Or in other "",f_1ions. up to 15. Plusyou can outfit the 412HP with yoor choice offme·gr.llned leather and polished i1ardooods.

Wah dependable Prntt& Whitney PT6T·3B Twin Pac" engines, yoor 412HPwiH be able to fly over traffic at speeds up to 155 mph. And thanks in part 10 our ad­vanced fOOf·blade rotor system, you and your ooIleagues will enjoy one of the smoothest rides in the sky.

Then there is BeU's reputation for making some of the mast reliabk ain:rnft ",,, to liIl 011. The 412HP iI no exception. Buill by BeI\ the world's mast experienced he6· oopIer manufacturer, your 412HP iI backed by ",mce and SlIppat that are second to none.

For more infonnatioo 00 the oorporate he�copter that's without eq.Jal, contact Bell Helicopter Textroo lnc., W. Box 4S2, Fort IIbrth, Texas 76101. (SI7) 280-S200. FAX: (SI7) 2St). 3631.

.ell Hellcopteriinitt.m A SOOsidIalY 01 Jex\nr1 �

U.S. GEARS UP FOR INTERNATIONAL HELICOPTER COMPETITION NATIONALS TO BE HELD IN LAS VEGAS DURING HAl's HEU-EXPO '92, MARCH 22·24, 1992.

The Seventh World Helicopter Competition is scheduled to be held in England in 1992. The Heflcopter Club 01 America (HCA) is responsible lor the sponsorship and development of a program 10 select the learn which

will represent the U.S. in the next internalional competition. Both civilian and mi�lary pilot slOb wil be evaluated during a U.S. NATIONAL COMPETmON to be held during HEll-EXPO '92 in las

Vegas, Nevada in lale March 011992. The COMPETITION will consist of Ihree precision lIVing, non-aaobatic 8VeolS.

The HCA assumes this responsibili� as a non-profit organization under the auspices 01 the National Aeronautic Association (NAA), the official U.S. representative to the Federation A8fOnautique Internationale (FAI), Your participation. as a member, in the activities 0( the Helicopter Club of America will contribute greaUy to the developme1l1 of professiona�sm and sportsmanship in the operation 01 rotary wing aircraft. To participate in the NATIONAL competitions you must be a member of the Hekopler Club of America.

The rules and regulations for the U,S, Nationals are available for purchase. To obtain more information contactlhe Helicopter Club of America.

ANNUAL DUES: (INDIVIDUAL) Regular Member $20.00 Charter Member $50.00

P.O. Box 7300, Menlo Park, CA 94027·7300 PH: 415·325·9198. FAX: 415·323-3840

WEWANTVOUR

lin y

Air Method. Corporation Interna­tional is imt;l1lit'8 its seventh cus­tom designed Bell 4 1 2 medic:Li inte­rior. The " Pauley Pak II" me(lisaJ interior is being installed in a Bell 4 121 11' destined for:tir medic:.l tmns­pmt services in Munich. Germany. The hclicoplLT is the sC<:(lIld Bell 412 tt) be operated hy I rDM Flll�Setvice Gmb.

Turbomeca Arrlel I E turhosh:tn en­gine received its DGAC celtifkation in Qctoher. The Arrid I E. config­ured for install.llion in the �H.m UK 1 17 twin-cnginl.· helicoptt!T, will Ix: offt!red as both :1 new and retrofit option in lhe 13K 1 17. Certification is scht'duled for Spring. 1992.

Hellplanners will assist with the rt:loc:llion of a heliport for the County of San I3ernadino. The heliport relo­cation is part orthe emergency room expansion and reloc:nion currently underway. ·11)e new heliport will offer improved patient access to emergency facilities. Hdiplanners will :lssist meuic:ll Center slaff with planning, uesign and permit pro­cessing for the new heliport.

,I'IDUSTR � < >

N P "" S

-

. . ' "l\... . .. • ". -<>LL �� � I.<. -.--:-:: • ..... Jb fhM.b",i.*f.· rtf red Bell Helicopter Textron ""lodeI 230 helicopter recently recorded its first night :11 Bell's Mir:lhd faCility in Quebt..-<:, C:mada. Certillc:llion of the Model 230 is scheduled for Spring 1992. The Model 230's first l1ight lasted I S minutes incorporating such maneuvers :ts bovcringand passes :lround the pbnt's heliport

MBB has initiated l.he development of two commerci:ll Helicop­

ter Advisory Teams (CHAT), one in North America, and one in Eu­

rope. Each CHAT consists of key representatives from the various com­mercial helicopter applications, off­shore, air medical lr.mspon, public service, utility appl ications, and ex­ecutive tr:lnsporl.

The North American te:U11 had its inaugur.11 meeting October 10- 1 1 , 1991 in Dallas, Texas. The initial foeul"> for the group was the model DO 108 helicopter, piclUred here.

PHI Chairman Carroll Suggs, riglll, presenls II pictorial hislOry of the company's 42-ye:lr association with Bell Helicopters to Bell IleHcopter Textron Chairman Jack Homer. The occasion was the ce1chr.nion of PHI's seven millionth flight hour, almo.�! six million of which were flown in Bell aircr-.lfl.

HAl has extended the de:ldline for nominations (0 the "Salltte 10 Ex­cellence AW:Hds" program. The new deauline isJ:muary 10, 1992. For more information ahout HAl's fiSaiute to Excellence Awards" pro­gr.ttn, please cont:tct: Su ... ..annc Anderson. AW,"Irus Coordinator, "' (703) 683-4646.

Winter 1991 -92 • R0101l 9

-------------....1 � �pusT;:_ I:-----------N F ....y.;�

Pratt & Whitney Canada and MBB signed a commcttosupply Pratt & WhimeyCanada PW206B engines for the MBB BO 108 helicopter progmm to be developed at the

Fort Erie Facility. The pW206B engine is the new­

est addition 10 Pratt & Whitney's turbos haft engines designed spe­cifically for light to medium heli­copters.

• •

David A. Carter has been named Director of Safety and Flight Oper<l­lions for the Helicopter Association International (I-lAO. Carter is the founder of Metropolitan Helicopters, Inc. of Manassas, Virginia, of which he served as President :md CEO since 1983. Caner relinquished his responsibilities at Metropolitan to accept the HAl posilion. Carter be­gan his aviation career in the U.S. Army in 1970. He currently holds a commercial helicopter and fixed­wing pilot certificate, helicopter and ftxed-wing flight inst'nlCtor certifi­cate, with instrument r:llings. He is also a commercial helicopter and fixed-wing airline transport pilot, and he is ,lll FAA d(!signatccl Pilot Exam­iner. Carter is currently assigned to a District ofColumbkl National Guard Aviation Unit

HAl, represenled by Roger Carlin, Chairman of the Association's Heliport Promolion and Development Committee, presented the City of Glendale, Arizona a certificate of appreciation for its efforts in the construction and promotion of a public-use heliport. The Glendale Heliport is one of several public-use heliports to open under the "Valley of the Sun Heliport Network" program in Arizona. (See rehlted SIO!), this issue.)

Robinson HelicopterCompany de­livered 236 new R22 helicopters dur­ing the first half of 1992; more units

HAl NEWS

HAl and the FAA sponsored a Transportation Research Board Work­shop on civil helicopter economics November 12-13. The workshop was staffed with high-level industry professionals covering such issues as helicopter economic problems and their long-tenn implications. The workshop was considered a "huge success� by parlicipants.

10 ROffJR • Winter 1991-92

than any mher u.s. manufacturer of general aviation helicopters or air­planes, according to a company spokesman.

Avfuel Corporation announced its new network of Fixed Based Opera­tors, a.k.a. Avnet These FBO's will be supplied by Avfucl. According to an Avfucl spokesperson, Avruel will provide fuel Cllstomers a high level of personal service, and a " network atmosphere." R

•

C . .

.

III I) • .

. I .

• I �"'\ :1 II. �'I

500-750 SHP LIGHT HELICOPTER ENGINE.

,

ROTOR CALENDAR OF UPCOMING EVENTS 1992 January 18-HeUcopter ATPWrit­len Ground School, Woburn, Mas­sachusetts, Conl;1C1: Greg Harville, New I larnpshirc I lelicopter.� (603) 926-4949.

February 3-14 -Schweizer Main­tenance Training Course, Schweizer AiH.:rafl PaclolY, 1�lrnira, NL'W York. Conla<.:l: Dehhie Ander­son (607) 739-3831 .

February 4-6 - Army Aviation Association Product SupportSym­posiunt, 51 . LOllis, Missouri. Con­(:lel: Susan Werkmeister (3l4) 298-

2786.

February 25-27 - Professional

Aviation Maintenance Association (PAMA)AnnuaIMectillg, Nashville. Contact: PAMA (304) 739-2580.

March 3-8 - Lawyer-Pilots Har Association Meeting, Tempe. Ari­zona. Contact: David E. Prewitt (215) 569-0100.

March B-15-FlDAE lnternational '92 Air Show, Santiago, Chile. Con­tact: Aml.:ric;t n Aerosp:lcl.: Industril.:s, Inc., 550 Mamaroneck Ave., Harrison, NY 10528 (914) 698-9385.

March 10-11 - The AviaU Re­gional Parts and Maintenance Symposium, MOntreal , QUd1I.:C. Contact: William W:dtman (214) 406-2104.

AIJ\ \\CED GEAH TECI I\OLOCY 1j;!esterllal! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T O D A y . . . . . . . . . . . . . . . . . . . . . TOMORROW . . . . . . . . • . • .

Wil� OYer roe hllldred years of experience. littoo PretlSIOO Gear b:lday is a tleallhy majllr subOOlllral:!llr supplyirl\llriIIJS­missions 10 Ul! U S. Almy'l AH.f>4A I!i CH·47D programs. W� 11iM! !he knowledjje and expertise to manulaclwe the compilu. precis�. 1II1d i!dvanced fIII�ring lor p7ffl!r·I,lt air vehicles 01 the IUlu,e. Om ullfB"allaled gflilr pattern developmerot eapacity is the resull 01 )'ears 01 cOOllemtioo with the chief filial dasigrers of many leading prime COflI'ac\(Jfs. To lhis experiera. we 8PCl1y coolil1ll3lly OOvallCing technology 10 maoofoct!lla ge�ring i!flV housing.

linoo Precision Gear has beeo emrvsled III deveklp and (IIiJIlU' lact .. e milll'f systems and componems bof [Wime contractors who haY!! COOle 10 depend 00 our e�peIlisa. The pe!iormance 01 0\lI products in the aviation industry is ll'lide!1ced bv the SIlCCeSIl 01 our (uslome.s.

, . ' .

WE'RE HERE WHEN YOU NEEO US. TOMORROW'S TECHNOLOGY TOOAY.

UttGn Precision Gear

1 2 1lO1OR • Wint�r 199:1-92

ChlClgo, IL 110609

!3121 841-421 t

fAX 13121 847·7594

March 11-14- 10th Annual EMS Today Conference, Albuquerque, Ncw Mexico. Contact: Lisa Nicks, The Conference Corporation (619) 43 1-8088,

March 23-27 - Airport Planning and Design, Georgia Institule of TedllloJogy, Atl:tnt:l, Georgi:!, Con� I:let: Continuing EduGllion (404)

894-2547.

April 6-10-ICAO Worldwide Air Transport ColJoquim, Montreal, QlIl:bl:c, C;ln;lcia. Contact: [CAO, (514) 285-8220.

May 6-9 � Avi.ation/Space Writ­ers (AWA) Annual News Confer­ence, r.·!ontre;ll, QtI�bec, Canada. Contact: Bil l Sweetman (612) 779-

9390 or Madel ine Field (614) 221-1900.

June 1-12 - Schweizer Mainte­nanceTrainingCollrse, Schweizer Aircr:tli FaclolY, Elmira. New York. Contact: Debhie Anderson (607)

739·3831 .

June 3-5 - American Helicopter Society (AHS) Annual Forum, W:I!>hill£lon. D.C. Contact: Virgilli:l Sax (703) 684-6777,

June 15-19 - Schweizer Trans­mission Overhaul Training Course, Schweizer Aircr:lft FlICtOiY, Elmira, New York. COtll:1Ct: Debbie Anderson (607) 7039-3831 .

June 15-21-UA '92 International Aerospace Exhibition, Berl in. I3raneJenbllrg, Germany. Contact : AI\ll K Berlin/North America. Ann: Ms. Noel Hockst!":l, 1 0 1 W. Grand Avt: . .. Sllil� 601, Chicago. 11. 60610 (312) 245-5230.

August 11-16-Mosaeroshow'92, Moscow Zhukovsky Airport, Mos­cow. Contact: Glahe International KG Tckphone: 02 21/62 43 00 FAX: 02 2 1/62 56 90.

NEW HAl MEMBERS WELCOME ABOARD! Join u:-; in wdeoming the following cump:tnil.:s and individuals who h:lvc recently joined HAl. [( you would like further information 011 111'-'111bcrship in HAl, Of know of SOllll.:!one who qll;llifies as a member, contact HAl's Membership Dl:pal'llllenl :11 (703) 683-4646 :111c1 we will send ),OLl an :Ipplic:nion.

REGULAR (OPERATORS) Amcric:'n Avlmlon Inc. Ilro .. k:;vilic. 1'1.

The lIoston lIc1.icoplcr Co., IIIC. IJo;.l(ln, MA

ClIlnighl, Inc. Newark. NJ

Dillinger Ch:lrtcr Serv Icc 1-1(1. F:lrlnlngtiait..·. NY

Il:Iwall HeIiCOIlIl!I'li, Inc. K�hulul. I-I[

Hclleoillcr Flight, Inc. Minnc:lpolis, MN

Hdl.l,lnk Zuridl . SwiI7-cri:Jnd

Horizon IIdlcolllcrs, Inc. Nell'ark. DE

HllIlllnglOll Ik!:teh Polla: Oept. Aero Unit (-!\lllllngton tk:Jch. <'::A

K:tchlm. Avlallon lk,;sc, m !.yllton Aviation Charter, Inc. Morristown. NJ

Ma/or Controls Inc. Tul.o;; •. 01\ Mayt> Aviation, luc. Denver, CO

Miller . Crest:lr Hcllcupu�rs, Inc. Port Matilda, I'A

Rainbow lIelicopter Charter, Inc. Sevier-·ilk'. TN Raleigh lIeUeoplers, 'nc. Kni).llud.'!k. NC Rapid A.lr lIelicoplcr Scrvlcl!s Eugeoe. Olt S. 1'erry Woods. Inc. HuITtn:m l-'-�13Ies. I L

Scrvlcioli Ac.roflaulicos EJccullvos C.A. C:U�Il':lS . Ven ... ·lt1c1"

SUIlcoasl Helicopters, Inc. !'omp:mCl 1I ... �ch. I'L

Tennessee Valley Author/ly MUl><:lc Shn:LI�, AI.

Trlg:ona A.lr Service J:lkJrl:J . lndone�ia

Y:U1kt.'t.' Hdlcol'lcr, Lnc. Sherhom. MA

ASSOCIATES A.ll.D. (Avl:llloll lIuyel'li Directory) St:llllrOr(J. cr Adv:anced Aircraft Co:ttlngs, Inc. Sh:lwnec. OK

Acrosp:l<-� COmponent S:llcs InleMlallon:tl, Inc. fo-'I1:Ul1l. F1.

Aero SUllport U.s.A. Ille. Nell' York. NY

Alr 'l'cehnology Inc. �aplt"'. FL

Al.ATI�C North 1 l(lllyll',M ..... CA

AII:III U. lk!vlcr, Inc. lI:dtimure, M D

Andreini & Company Or.mJ-:;e. CA AOPA pUot Frederick, /.II>

Audio Intermilional ine. Nnrth Liuk- noek. AJ{

Aviation S:lfety ItCSOIln:,:S, Inc. D:II1:J�, TX AvIation Specia lists, Inc. A(klbon. TX "vionic Irlstrumelll..; Inc, AI· ... ·ncl. NJ

Rig(lrrc Acros)I:lce Curporntloll I'lncn,,� l':lrk. Fl.

Uyrnc Indostries, Inc. lI:oupp:mge. NY

CoIK'Ordc AcroS:tk-s Inc. 1'0M l.:mdenl:Jle, Fl

ConncctlC"lII Machine l Avililion Ilic. WorJdjcl Trading A/S Prod uets, I lie. Gn.."Cru.boro. NC Copcnh;'llcn . lknm:.rk EUgI:WDC)(I, NY Glenn A. I.cister '" ZI'X/Avialion Custom f!mhroidery "" A.<;soci:llcS Inform;lIion hy Fax Punching Inc. F,lirf,lJ( Sl;lIion, VA WCS1borOlijolh, MA :oie:l11k. WA I.Inoll Special

AmUATE Cullcr Avlallon, Inc. Device!! I'hoenix, /lZ Sprin):ridd. I'A I'lying Doctors of

Dlgllal Sky Morris & AssocialC!! America

1)�le. IN Insurance Allama, GA

Dodson Inlcrmllioll:ll Services Inc. INDIVIDUAL Fol.,;ul11. CA 1':lrlS Inc. MEMBERS

Olla"'a. K!'i I'all Land & Marille

OUliiop Avl:lllon, Inc. Corp. "'lOW " on Richey. Fl SUSTAINING

Ch:IISI\·onh. CA P:Iclnc Southwest Arlc Urct.-d

ELECMA • SI. TIlom:l.,. ON . C:m:ub The Electronic!! Iflstrumcn�

Division of SNF.CMA Corona. C/I James I). Callell

SlIre�nes • Fr.mec I'arkcr lI:tllnifin OI)"ll1pl:l, WA

Fibcrtroll. llle. CorporatlOIl Rlchard J. Cudilla

I luu�lOn. TX Nichol.'! Alrcrafl ChfT�ide I'ark, NJ Division David Ouddles !'Iight M:lllagement W:lhh:lln. MA

1'l/Il1i�l·. MI Systcms Inc. QUl' ker City W:.�hinglon. DC Joe I)an Dwyer PI:.tJng, Ud. n<-�ds $prin�. ,\10 Ploal..; &:: "uel Cdls Whil1k·r. CA

Menlph;.�. TN Ram:opo Helicopters

Tlbor Fark:.s Or.IIlP.<:. eA Gelle A. WillIOn Lincoln I'ark. NJ

Enterprises. Inc. Rice Aircraft, Inc.

11:.1 O. Foreman LouiS:l. KY Washington, nc

H:lUpp:tUgl·. NY Gencral Helicopters

Roscn I'roduct William C. fra7-cr

Ifilermilionallnc. Development. Inc.

Green Celi'O: Sprin�', FL I !umingtun. WV

F.ugcnl·, Ok Jay lIopkins Gcotcch

Sensor Systems. Inc. Euit.."",-" TX

Irl1erllallonal lid. Chic:J),:o. II.

Clmlswurlh. eA KcnJones Falrpmt. NY

Gerard Technology Sharon

ASliOclalc.'I Manuf:lcturing, Inc. Waiter O. Lamon

llmrntblc. I'A Sharon Center, Oil Enfield, cr Sigm:1 Tech · Alien LUIllon

Helicopter Stn.ctun.:s, Inc. Elcctromagnetic Phoenix. liZ ell,hiIlS, OK ShJekling Tcchllologlt:'l'l Jorge Onlz·Orunet

I.Inl"llln. NF. H:llo Rey, PR lIellSouree. lue. Bcdrord. fo-IA SKYM.EO David II. Koben

Columhus. Oli fo-Iollnl.'!in Ilomc. AK Insuralll� M,umgcment

SOH.tA /ls:olOClaICS, Illc. Charles E. Scpriell, III Wlchita. KS I'ari.� · F ... �nc<: U:.l!imorc. MI)

IAI . Israel A.lrcrart Southern Ulillols Stcphen Slavin Indulilrlcs, I.ld./Mat:t UlIlVUlilty S:ml:1 l1:1rh:lr.t. C/I Ilelleupters at Carbondale

1.0d · 1�"'Jd Grbc:md"k·. Il Thomas E. W:trlh M:trinc on 51 Croix. MN

KAUK Ucnrlng TEAM Inc. llurhank. CA 51. 1"llIr�·m. PQ . C:1Il:td:1 COl/lintled 011 JXlge 16

Winter 1991·92 • IIC1IOR 13

RISK MANAGEMENT

FOR AVIATION Flightline Reliability. Bottomline Accountability

Alpha is the 3vinsurance coverage specialist. Offering worldwide capabilities 'With local service, Alpha has the rotary-wing expertise necessary to help you manage the risks associated with the helicopter specialty. Our carefully-configured programs are designed to keep you competitive. with operational flexibility and cost efficiency.

Get the facts. Call larry Mattiello at our New Jersey headquarters toll-free. 1-800-526-0415. for a no-obligation review of your current coverage program.

Alpha. Truly the aviation agency.

Airport 17, 377 Route 17 Hasbrouck Heights. N.J. 07604 1-800-526-0415

14 ROJOR • Winter 1991-92

HELl-EXPO '92 Checklist "YOU'''' planning to be among the 0.,.,.10,000 helicopter proteaIonaIs who will be atfendlttg HELJ.EXPO '92 In La V.,..., you IfIIIY want to keep .",... of the following points in mind:

rd !!'!!��:�t��!����!���I�I.���;� t..:.I J-Ieadquarlen;) should be aware that the hOle! has ch:lIlged its registr.uion procl:.-dures. One night's deposit in :Idvance is now required. Credit cards used to guarantee rooms will be ch:lrgc. .. d upon receipt of reservation form. Cancella­tions must be rcccivc. .. d :1\ least 7 days before :lrrlv:l1 d:lte. Check your confirm:uion slip fOf details. Attendees making reserva­tions at other hotels should refer to their confirmation slips for deadlines and deposit information.

rut �!�,�In�,� IO��,�!!I�! l!�,�� � pbn to arrive on FridayorSaturday, be sure to make reservations as early as possible. Sped:ll HELl-EXPO discounts on :Iir travel :lIld C:lf rental are aV:lilah1c through Travel !{csources. C:l11 toll free :11 (800) 638-8427, and refer to our identification cooe: GR 2317.

� AVOIDING LINES AIOcodee, C'," pl,k up registr:ltion materi:lls, or register on-site, by stopping by the Convention Center between

10:00 :1.111. and 5:00 p.m. on S:lturday, March 21. This is an excellent way to :Ivoid crowds on opening morning. For those arriving early, the Helicopter Club of America will be sponsor­ing the 1992 National I']elicopler Ch:unpionships in conjunc­tion with !-lEU-EXPO '92. Teams from all over the U.S. will compete in three evenl.S: Medical Rescue, Precision Flying and Fire Brigade. Come OUi to Silver Bowl I'ark. adjacent to the University of Nevada, on Saturday, M:lrch 2 1 lUld support the IleA as it prepares for the Scvt:n1h World Ht:lic.:op!I.!rChampion­ships to be held in England next F;dl. For more inform:l\ion. please c:llI Ms. jc:m Tinsley :It: 415/325-9198.

� WHAT TO PACK I,,, v's'" '''''he< I, generally mild in M:lrch, evenings :Ire often cool. Bring a swe:l!er. And don't forget to pack something

nOSl:l lgic for HFl's "Turn Back the Clock P:lrty" on Monday evening. 1 1 1'1 will be laking us h:lCk to the 40'5, 50's and 6O's with :1 night of non-stop entcrt:linment including :1 dance contest open to :1]1 :Ittcndees. So bring your letter jacket or your poodle skirt. Who knows? We might be taking your picture :IS the winner of our door prize - a 1992 llMW sedan! R

SEE YOU AT HELI-EXPO '921

Helicopter Pioneer Charles IlLes"

Morris Dead at 82

Charles Lester ("Les") Morri:;, helicopter industry pioneer. died Oct. 12, 1991. lie was A2. Morris' six­

decade ;lVi<1lion c<m:ef included the following: the first cross-country helicopter night; the fir.;( helicopter night at night; the first helicopter flight of 100 miles per hOUT; the first night ofa helicoplerlo 5,000 fcci llit iludc: and the fjrst rooftop l:lnding.

lie was the third Sikorsky test pilot following Igor Sikorsky and Serge Gluhardr. I n J:mu:u)', "1942 Morris hecame the first pilOl to fly the XH-4 (the first production helicoptcr i n the Unih.:::d States) in which he demon­str:1ted full aUlorot:Hion;tl boding. Morris also was a founder and president of the Twirly Birds, :Ln organiza­lion of pioneer hdicopter pilots.

The slory oflhese devclopme::nlal years was published in Morris' book. Piollt.'er(l/g tbe Helicopter in 194'), The book, with a new prcf:lce::, was rc�published in 1985 by lbt.' 1lclic(jpter Foundalion lnlt.'rnal iun.!] ( I I Ill) under Ihe allspices of Ihe Ilclicnpwr Associalion inl(.!rnalional (HAl).

(/1I!onlltl/(OIl IIS('(/ (1/ tb,:f tlrlfcle /I'W; prol'fdc."I I�I' StepbeN Morris. For (I cOlllp/(!/e COl)' oj (be Ob(lilfIYJ' illJorlllfllioll. please lI'1'f/(!:jobll S/afte,.y. H1'I. 1619 Dllh' Sf., II/e.'·(/Iuil'fu. FA 22314.J

16 IIJJIIl • Winter 1991�92

New Members Cfllllilll/('djiT)II/ pO,!!,!' U jam(."!1 A. WHey W;.l1er.�. 01\ II.G. Woleo

Wimer H�ven, PI.

PILOTS Gary j. Baginski U,S. Army

Kenn"lh R. COlldicl, jr. I\emti Air

Raymond N. lk.-Gull:1 C:.lif"rni:l Nallonal Gu�rd

David C. Delisio U!,. O:mst GU:1r(1

1':Hrlck E. 1)01l0V:1II U.S. N:ovy O:lvld Falls U.S. "brine CorpS

O.A. Geiger U.S Army

Donald W. Hicks Virginia Anny National GU:lrd

Tom Ilughe", U,S. ArIllY Ke:.l'rvc.�

Ernest R. Kender II "I.G. Hdkopl"r

()on Knopff Hughc� Ain:r:lrt

D:lvld MeCutcheon Canadi:111 Ildicul""rs 1.ld.

Steven Metheny Cunnecticut Nalloll:tl Guard

Dennis M. Murphy 1:(.-der:11 '\"I:lliun Administr:lliun

Thomas D. Pember Cit)' of Wkcwood Sherirr� 0,,1'1.

Richard I). Piper lJ & A Helicopters

R. Scott Sc:hramm Hdicopler fll�hl. tnc

juan A. Serrato Omninighl Hdicoplers, Inc.

David A. Szoph�skl U.S. Arm}'

Jim Szym:lIIskl licit HelIcopter "l"cxlron

Thom:.s Tveit U.S. Marine C()rp�

Har"Vey E. White U.S. Arm}'

David P. Wighl Feder:11 Avlalion Adminlslr:Hion

Peler P. Wohlars U.S. AnllY

MECHANIC/ TECHNICIANS Druce n. Davis SOGEIlEP - Bell I lelicoptcr Ar;lbi;l

S. Dean Sheppard Evergreen l'ldicoptcrs

Martin V. Solvbcrg I leH-Air Inc.

SlUDENTS Stephen M. Ileruoc Munrot'. cr Salvador Oroch Lon}: l3c:u.:h, CA

Kell Curtis Porll:md, OR

ItOil jacob Drory Montr<·al. I'Q - C:ltI:ld,1

Man E. Engclbreeht PI:lno. TX

Geo(frey Hoc,kmeyer Fitchburg, MA

ShlJlya Mlyata Miami \.:Ikcs, Fl

Didier Nouveau Paris · 1'r:l!ll'C Kathryn). Polomlk Bridg"lxJrI. all

Clark L Siellhens North Guilrord, cr Craig Summcrs NapervUle. II.

joseph j. Walc:sc:wlcz Green 1l:IY. WI

• , •

New OAS Right Check Requirements

A previous issue of RO­TOR magazine con­tained an article discuss­ing the burden of the new Department of the

Interior (001) night check require­ments. After six months of hislOry, i( does nOI appe:lr the tremendolls burden suggested in the previous article has materializt::d.

Office of Aircr.lfl Services (GAS), the aviation management office for Department orthe Interior, is charged with plUviding safe airCl1lrt at a rea­sonable <.:ost to the variOllS organiza­tions within 001.

In 1986, 001 experienced three accidents in one month Ihal took the lives of 14 001 employees which prompted several investigations inlo why those events look place. The inquiry involved DOl smdy groups, tht! 001 Inspector Geller..ll and pri­vate aviation consultams. All of the variolLs groups proposed 3 limit on the length of time between �spccial use� night checks. The J"t.x:ommended interval ranged from every 6 months to eve!)' 36 months, The revised night check requirements are an out­growth of these efrorts ;Lnd a com­promit'e among the various propos­als, In �Lddition, not aJl "special uses� require a recheck every 24 months, Below is an excerpt from Interior's Department:11 Manual that w:lssigned into effect on May 7, 199 1 . "O)An initial night check shall be

conducted for e:lch :luthori7.ed special lise activity.

(2) The pilot shall be given a night check in an aircrart properly equipped for the slx:cial lise activity being eV:llu3ted.

(3) The following spt . .ocial use night activities require periodic night chccks. In order to pcrfonn the special use night activity, a pilot

must have had a night check within the preceding 24 months in that activity, except as indi­cated in the nOte below,

Group

(:I) Low level night

(b) Water/ret;mlant application

(c) Parachute delivery of per­sonnel or cargo

(d) Wheel operations on unpre-pared landing areas

(e) Helicopter external loads

(f) Helicopter long line

(g) Night vision goggles

(11) Hover site operations

(i) I�appclling

(j) Short haul

(k) 2 Animal gathering and cap­turing

(I) 2 Animal eradic:llion and tag­ging

(m) Offshore vessel landings

(n) Toe-in, single-skid and stcp­alit landings."

"Note: SpeCial lise jligbt activities witb tbe same grOllp //lImber (i.e., I or 2) reqllire a biennial evalliation % nJyolie s/X'Cial llseaetivity withill Ihal group, 'Ibe aetivOy eualllaliol1 suffices/or all olhers ii' (bar grol/p. "

001 is currently negotiating with the U.S. Forest Service los{andardize Oight check procedures between the two agencies, Progre!ois h"s been made, but no final agreement has heen rellched as of this date.

Current Trends in Antitrust Enforcement By Wm. R"'-pII SmIth

A ntilrust cnforcemt!nt is a growlh industry. Not only did fcdel.ll :u1tilflLSt prosecutors rt!ceive a bigger hudget from Con­

gress, blll the Bush ndminisimtion identified dt!tection and prost "Clition of ilk'gal conspiracic. .. among competi­to rs (otherWise known as ·'horizon;rl conspir:.ttors") as ;1 top priority. James F. Rill, Assist:Hlt Allomey General for theArllitnlst Division, which ischargcd with invt:Sligatingand prosL't:uting an­titmst violations, l"L"'CCntly IXXlstt.'d alxmt

the success of the criminal t!nforce­melll program.

IWI stressed thai 8 1 criminal :1I11i­trust casc.� were !lIed last ye;Lr against 58 individuals :md 70 corpof'..Jtions. By year's end. the Division obtained 105 convictions against 54 corpora­tions lind 5 1 individuals. Criminal fines for individuals aV(;nlged $75,830 per defendant, and corporate fines aver.lged $308,759. Most notably, individuals found guilty of antitnLst violalions in 1990 were .�t:ntenced to an aver-lge of 10 months in jlLil.

Winter 1991-92 • IIJJDR 17

Strict Enforcement Thus, tbere can be liule douht tbat Ihe stakes of violating the antitru.�t laws an.: hi�h and Ihal the govern� ment is very serious in its d('tcrmina� tion to convict and punish individu� als who choose to lest fate in this arena.

Congress. in IXlssin� the "Anli� trust Improvemenl Act of 1990" last Novemher, senl a mess;tgc to the puhlic Ih:u it Sllpported the Bush administration's intention to severely Pllnish vi()btor.� of the ant itnlst 1:lws. Corporations now fact.! a maximuill lint.! f()r antitrust crimes of ten million Uollar ... (lip frolll ont.! million). Indi� viuuals can he tlnt.:d up to $350,000, in addition to scrving lip to threc y!.!:lrs in j:lil. Th!.! ncw sentencing guidelines h:lVt: forecd judges to hand out mor�' severe sentt!nces.

Increased Fines In addition to incrt:ased lines ami prosectllorial resources, the govern� 1111.;nt has bet'ome even more effcc� tive in conducting investigations and prosecu ting illegal cnnspirades among cOIllp<:titors. Thc Justice Dcpartment is increasingly Llsing \t'chniqm:s fOl"lllcrly ass( lci:lted with h:U"d corc crime, such as informants and tdcphnne wiretaps. On several (x'c;l. .. i()I1s, antitrust investi�:n(}rs have utilized videotaping, body wires, or photogr.lph teams In capture meel� ings among co�conspiralt)rs. [n ad� dition. the Antitrust l)ivi ... ion has made greater lISC of the resources of olher fedel�tI agencies, including the FBI, Department of Defense. Depanment of Transport:ltion, Environillental Protection Agency. :Ind the U.S. PosI:11 St'rvice. to assist in invt'stigations.

/lltillsll)lassocialiolls, II Ilisi',/£' lar­p,el/urtlll/ol'(.:t'lIIeJJI acliollS. ill ll'bicb cUlllpeti/or.., II/eel, talk alld ael l{)� p,elber. J)I'(!�'ell/ II jer/ile p,/"O/lJld /01' aliI i/ntsl uiolaliolls (llid tI IJisilJle 11Ir� /-:III/or borizOillal cOl/spirt/lorial (!II� /orcemeJJI lICriOIlS, /JeCIIIISf! Ibe risk o/prosecutioll is mal aJJd tbe I)(!I/(/I� lies (Ill! .,"el)(!I"f!. (lss()ciallcJII member.., sbolild /walerl lo III/)lII COII�'lill/les all lIIep,a/ boriZOll/al cOllspiracy I.lIId

18 RC1I'OR • Wintt'r 1991-92

sbould cOli/arm tbe;r /Je/Javior ill order to allOid potel/tial uiolariollS.

The essential element of a crimi� nal antitnlst vioi:uioll is an �agree� ment" among compelitors not to compete. This general Stand:lrd in� dudes price tlxing, bid rigging, cus� tomer or territorial allo<::lIion, and concerted refusals \0 deal. The ":lgrcement� need not be in writing or even expressly discussed; a !<Ieit conspir.tcy can be implied from the behavior of the competitors.

Because the effect of these anti� tnlSI violations is plainly anti-com­petitive, theJustice Department long ago figured out Ihal the only effec� tive deterrence was in pursuing crimin:lI charges against individuals - officers and employees of cornpa� ni!.!s who partieip:lte in the illegal conduct.

The risk of personal exposure and the sev(!rity of the penalties lead sopilisticat!.!d comp:lnies to avoid all

questionable conduct. Caution dic� tales that competitors should nOI agree on, or even discuss, any or the following: • prices or other terms of sale;

• costs or volume of sales data for individual firms;

• contract bids;

• dividing customers or contracts;

• dividing territorial or product lines; 0'

• boycotting (or reFusing to deal with) suppliers, customers or com� petitors.

While certain ,Issociation activi­ties and join! ventures are perfectly lawful, they should be pursued only wilh the advice of counsel.

W,n. R(mdQlpb SmitlJ specializes in (/lIlilrllsl, and is a /Xlrflll!r wilb Ibeflrm Crowell & Morin8, Iflashill8lOIl, D.C.

A Rebuttal: PMA Parts are Not Manufactured to a Lesser Standard 111 the previous two issues of

UOJOU Mag:lzine, information has been puhlished addressing the issue of Parts Manufacturer Approval (PMA) and Counterfeit

Parts. Both art ides were very good; however, there is some concern that the picture painted for those unfa� miliar with Ihe system, might be that I'MA parts arc manufactured to a lesser stand:nd than an Original Equipment Manufacturer (OEM) re� placement part. or that PMA parts could be fr.tuciulenl. This is, in fact, not trlle.

Production Approvals Are Regulated Feder.11 Aviation Regulation Part 21

entitled Certification Procedures for Products and Pllrts regulates the is� sLlancc of all Type Certifications erC). According to FAR Pari 2 1 , the only items issued a TC are :lircraft, aircraft engines and propellers. All items not issued a TC must be manufactured under a Production Approval. Pro� duct ion approvals are as follows:

AI'IS "ppro""d l'rOOUCllon {21 Subpan Gl tn.<p.xliun Sy.�h:m

PC I'rodu�"Iion Co:n;fiO:�lc (21 Subpar! f) TSOA T�'"Chn;l'at Sl"nd�rd

Ordcr AUlhori�:lliun

PM" 1'3r1.� �hn"r"l"lurcr Approvat

(2t Subp�r1 0)

All of lhe above pans production

approvals are authorizations issued by the Federal Aviation Admini:;;tra� tion (FAA). Before a pal1 can be installed on any aircraft with a Stan� d:lrd Airworthiness Certificate (FAA form 8100�2) il must be approved by the FAA through one of these pro­cesses. This means that any part approved by the FAA, no mauer which process is chosen, has the same Quality Standard requirements. I t also means that lhe parts manufac­tured under any of the above are controlled and identified by the type of production. In most cases parts that are manufactured by the Origi­nal Equipment Manufacturer (OEM) are manufactured under ,10 APIS or a PC approval process. OEM's have some of their parts m:mufactured for them by olllside, cO/llr.1cted ven­dors. This is done, in most cases, under the OEM's supply quality sys­tem which is part of their APIS or PC procedures. OEM's support the manufacture ;lnd/or installation of parts manufactured by TSOA ap· provals. These parts are avionics, instruments, seat bellS, and other types of equipment. The OEM's also install and sell SI;mdard Parts. FAR Part 21 also states that a PMA can be issued for the parts that make u p an STC as long as the STC holder has Production Approval. In most cases, OEM's support STC programs be-

This edition of R070R fea­tures a new layout and

design fonnat for standard departments and feature sto­ries. We hope our re�t ders and advertisers appreciate the style changes which were made to present the edito­rial material in a more cohesive, organized manner. We apologize for any delay in publication due to the new design. Reader com­ments on ROTOR 's fonnat and content are welcome. R

cause STC's either enhance or de­velop other uses for their TC prod� ucl.

Procedural Requirements FAR P:lrt 21.301 prescribes proce­dural requirements for celtain mate­ri:lls, parts, or processes ;md appli­ances. FAR Part 21.303 requires that no person, as defined by FAR Part I , may produce :1 modificmion o r re­placement p:lrt for sale or installa­tion all :t type certificated product unless it is produced pursuant to a PMA issued under Subpart K of FAn P:1I1 21.

FAn Part 2 1 .303 subparagraph b lists certain exceptions for parts that do not need :J PMA approv:11. There ;Ire several differenl methods for receiving PMA approval. Among these is showing th:1I the design of a part is identic;d to ;1 part covered under a type certificate.

Normally, TC holders and OEM's have prohlems with these approvals because, basically, :J part is being copied. OEM's also argue that a p:lrt certified in this manner may not meet their current produclion re� quirements or their st:lndards of qual� ity. However, approval of PM A p:trts comes directly from the FAA. P:trts developed this way and approved by the FAA undera PMA are equal to, or exceed the st:tndards of. the origi· nal OEM p:trts. FedemJly funded studies back up this poilli. One sllch study is entitled Parts Manufacturing Approval Progralll EV;llu;l\ion Ph:lse I and I!. You can gel a copy of this report from:

COMSIS Corp. 8737 Coalsville !toad. Suire I I Silver Spring, Maryland 20910 Phone (30 I) 588-0800

Reduction of Direct Operating Costs (DOC) is tht;: primary reason a market place for so-c:llled counter­feit parts has been created. Counter­feit parts arc a seriOllS problem for all parLo; supplit;:rs in relationship to the above outlined FAA approvals. End users who install ont' of these coun-

lcrfcit parts, whether knowingly or not, will void the St;mdard Airwor­thiness of the product that it is in­stalled on.

The OEM, as well as the oper.Jtor, could install a non-airworthy parI. The rt;!al problem seems to be a rnisunderst;mding of the airworthi­ness of a product, and the parts :Ipproval procedure. If you review FAI� Part I entitled Definilions and Abbrevi;ltions yOll will find that air� worthiness is not defined. The only dl!t:liled definition of this term is conl;tined on block 5 oj' FAA form 8100-2 entitled SI:lndard Airworthi­ness Certifjc,l\e. The rmin points of the :;;tatement arc:

( I ) To be in condition for s:lfe operation.

(2) Conform to type certificate (tyr>c de.�ign).

Do people really understand when they make ;111 airworthy entry into :1 product's record what that me,lOS ? When you as a technician. whether as the holder of a Pilot's Certificate. :111 Airfr.une andlor Powerplant Cer� tifi(. ... lte. or <I Repair St:llion Certifi­Glle, approve a product as defined under FAn Part 21 for return to selvice, you are saying th:tt the prod­uct meets its Typl' CertifiC:l\e, and that the product i.� airworthy. If this is underslood. why do we have a counterfeit p:lrts problem ?

Counterfeit parts are parts that arc being, or have been malllifactured, without meeting the requirements of FAll Part 2 1 . Counterfeit p:lrL� can be accompanied by fraudulent docu­menls showing the part is airworthy for installation on :1 Standard Certifi­cated Product. Any parI, no lll;lIter how it wa:;; originally certificaK'<l, that, for any reason, h:IS had its original Standard Airworthiness Cer­tific:al(' removed, and then returned to service oLltside or tht.: approved means, is a counterreit or bogu:;; part. This is why military surplus parts are considcrt.'{l to be countt:rrcit. even though' they arc tht! same as those installed on :J Standard Airworthi­ness Certificated Aircmft. The two

COl/liulled 01/ page 44

Wimer 19')1 ·92 • fIDIOR 19

VALLEY OFTHE SUN' OFFERS

PROMISE FOR INCREASED

HELIPORTS By George Powell liT he Valley" is new to me.

"The V:I][ey" is the com­mon name for the multi­city :lft,:a around the mountains in greater

phoenix. It is located in Maricopa County. whose popublion is over two million. Most are in this valley. City names include: Phoenix, Scottsdale, Mesa and Chandler. Lesser known lowns sllch as Carefree and Cave Creek arc al lht: northern ex­treme, and Glend;,lc, Tempe and Par.ldisc V:tllcy lie hetween.

100 Helicopters In County The valley -rovcrs* arc the TV hel;­copters of Channels 12, IOand3j :lnd the medical evacuation helicopters of Samaritan Airev:!c and E:lgk Iks­clie. In all there are about 100 helicopters in the counly; most are in the Valley. For the county, the per capita r.l1e is one helicopter per 20,000 residenls.

Roto,. magazine solicited this :1r­ticle 10 be :;l piece of Ihe National Heliports PUL'.zk. Arc We in Maricopa CounlY integrating our efforts? Are we achicving the heliport Sllccess so desired by Ihe industry as ils catlilyst to growlh� Are any new public heliports scheduled? Who's behind their creation? How many helicop­ters operate in the Valley, and for whal purpose?

, asked these questions of several

20 IlC1fOR • Winter 1991-92

experts including: Richard Thomas, FAA FSDOj Tony Garci<l, pilot of Wing and nOlor; and noger Carlin, McDonnell Douglas Helicopter Co. :lnd Chairman of HAl's Heliport Pro­mOliQn and Development Commit­tet!.

No Adversaries Thomas of the FAA said, �There arc no helicopter adversaries here. We have an open door to growth :l1ld it will continue to come. � Wing and Rotor's Garcia said,"We have almost more training applicants than we can handle with our 1 9 helicopters in Chandler. ..

In this region, Carlin is known �ts �Mr. Heliport." He says the next success (after the City of Glendale Heliport which opened Oct. 22) is the Rooftop Heliport al Phoenix Sky Harbor Terminal No. 3, now under cons\rtlclion.

Carlin's innuence and efforts are unrelenting. He laments that 9<Y*I government (Arizona Department of Transportation) funds are available for new heliport or vertiport devel­opment, but there are few takers without some prodding.

More Heliport Openings Scheduled But he and other public heliport boosters such as Rusty Fisher, Man­agerofGlendale Airport, will tell you of the continuing heliport openings schecluled. They are as follows: ter­minal #3, then one in downtown Phoenix, and at terminal ..-4, and at Chandler and .. .?

One exciting addition forlhe Phoe­nix Police are the NOTARs· (no tail rotor) of McDonnell Douglas which began operdtions at the end of Octo­ber. This NOTAR- excitement is seen as a calalyst to a new level of helicopter awareness and accept:lnce.

Mike McDonald, a pilot wiLh KPNX (TV 12) said, �The Air Tmffic Control here is supportive. Most of us will ny at 500' AGL. ATC permits liS to ny anywhere without them whenever we ;Ire nortb of camelback Moun­tain which means most of the Val­ley.n

!here are no helicopter adversaries here. We have an open door to

growth and it will continue to come."

'"If you h:lve an occasional priority to land, then ask in advance: you will gct an o.k. You just dan', want to abuse this opportunity. There is a lot of open sp:lce around the ;,Irea. News helicopters :Ire well aCl.:cptL-'d de­spitc our v:lried mutes ;lIld landing .�pots." he :Idded.

McDonald and J new over the pllblic heliport in Mesa, and over the heliport in Glendale. Our rollnd trip from the Scottsdale Airport took 35 minutes. The pilot hoasted, "It would Iwvc taken you all day by car. �

Rotary Reverence for Samaritan Valley " rotary reverence� is reserv(.'"ti for Samaritan Airevac, the medical evacuation opemlions of Samaritan Hospital. With their 6 BK-I 17's, they aver:lge over a dozen life-S<lving calls a day as they input patients to five participating hospitals with sc:ltIered IOCdtions and medicdl specialties. It seems that the helicopters in the Val­ley now opemte in solid, continuous al'C'.ls of business and public well being. 1111: .. Vel1ical Flight Progr.ll11 is solidly entrenched here with contri­butions to puhlic service, flight train­ing, airevac and 'rV news, etc., serving as the root.� for f1ll1her grnwth. LeI'S sec Wh:ll another deCide in tht! sun can bring to helicopter growth in the Valley. R

George Powell is Program M((IU/8f!1� New Services. for Air !}elvia'S '"l/!nUl­fiol/(//.

MEX

/;

( /1 I, (

o FHRh!slIits o CliSlOIll Fi! o Fligh! J:Kkel.� o Standard Fi! o l\l"("(> .... 'i(Jrie!i o GlIar.lll!ccd Delivery

100% SATISFAcrlON GUARANTEED

FLIGHT APPAREL INDUSTRIES 1-800-257-8558

609-561 -9200

Winter 1991-92 • RCROR 2 1

\

From the Gulf oj Mexico, to the Jungles oj lndonesia, to the North Atlantic

fh,·,h,', operating from pemlanenl, :Ill-steel helldecks in the Gulf of Mexico, or from wooden hclipads in the jungles of Indonesia, Mobil's Aircmfl Services Department utillzcs helicopter.; as an integral pan of Its world­

wide exploration and drilling activities. ]-I:trry Houckes, Mobil's Manager of Aircraft Opcr:Hions,

Reston, VA,says Mobil's fk"Cl lnciudessevcl"Jl lypesofhelicopters In the corporation's offshore and exploratory operations. ]-]ouckes, under Ihe direction of Aviation General Manager David Sheehan, supervises worldwide air transportation for Mobil's exploration and production teams.

Sheehan and j'louckcs, along with a learn of ;Jvi:llion advisors, supervise neet activities in the United Slates, Canada, Indonesia, South America, Zimbabwe, and other locations. 'J1lis team, which includes Aviation Manager Jon McBride, is in daily communication with local aviation m:lOagers and chief pilots at worldwide Mobil operational areas.

Sheehan and HOlLckes are responsible for re<:onullending the right fixed wing or rotary wing aircraft for Mobil's explor­atory and production teams. "We seled the best helicopter for each situation by conSidering its ca­pabilities, r.lOge, paylo;Ld :md the kinds of tasks it must per­fOfm in the specific geographic region," HOlLckes S:LYS.

400 Heliport. In Gulf Jim Such, Aviation Advisor, ReslOn, VA says that the company utilizes 400 helipons across the Gulf of Mexico stretching from Galveston, Texas to Morgan City, IA. "11lC m;ljority of the 400

platforms are offshore with the ones onshore co-located with a m;lrine facility," Such says.

He says the helicopter is the basic mode of transportation between oil fields, and that within a field there ;Lre typically 15 to 20 platfonns with he1iI>orts. Such explains that Mobil's 24 helicopters (both company-owned or contractor supplied) in the Gulf include: S-76s, Bell 212s and 4 125, Bell 206 L·ls and L-3s, and the 130-105.

"I-Ielicopters are eS!iential in moving people and materials in the Gulf in ;1 short time, :lnd morc work is completed," Such adds. "Using the main heliport like :1 hub, the smaller helicop­ters work inter-field ti.lIlspon:Ltion. ll1cy will be offshore all day working two or three fields In a fifty-mile r .. dius, carrying inspectors who check the platforms for safety, monitor fluid levels and vessel pressures and, generally, keeping the oil flowing, � Such says.

lie says the larger heliCOpters, slLch as the s-76, fly between onshore ;lnd offshore heliports at distances of 45 to 105 miles performing crew changes or ti.lnsporting cargo. Over the years, the helicopter opt:r:llors and oil companies have de­veloped standards for heliports and helidecks b,lsed both on experience and guidance from the Department of Transportation's "Heliport DeSign Guide."

111is in turn led to the development and publication of the �Orrshore Heliport Design Guide" by lhe Helicopter Safety Advisory Conference (HSAC) in cooperation with the State of

22 11OJOR • Winter 1991-92

Louisiana. This guide is the generally accepted minimum standard for helipons in the Gulf of Mexico.

From the Gulf to the Jungle In the remote reaches of the three-canopy jungles of Peru, Argentina, Bolivia or Irian Jaya, Indonesia, heHpad construc­tion takes on a whole new meaning for Mobil aviation. Tom Bergeron, Aviation Advisor, says the first step in building a lungle helipad is to train the local residents as tree cutters. Once the local residents become a pan of the team, engineers can clear the land and design and construct built-to-spec hellpads In the deepest jungle settings,� Bergeron says.

He says that 2,000 wooden helipads were built in Indonesia over a three-year period. They were built 15 to 20 kilometers apart and used to help in the transportation of seismic equipment and personnel above the dense jungles. Mobil used the MBS 105 to nm seismic data, and the Super PUma to drop long seismic lines into jungle areas where no heJipads existed.

·Wooden heUpads have a three-to-six month Iifespan,� Bergeron says adding that a computer tracks the lifespan of each helipad so the company knows when they have become obsolete. He said the jungle helipads "don't need aim of engineering: but that they are built 10 specifications.

$11 BIllion 011 Pletform Also Has Helidecks Mobil also was involved in the placement of two helidecks on the $11 billion Hibernia oil plat­form, loc'Jted 160 nautical miles from 51. John's, Newfoundland. Mobil, one of the members of the four-company consortiulll de­veloping the Hibernia oil field, says that the result of recent wind-tunnel testing indicated that two helidecks (one in the west quadrant of the platform, the second in the northwest quad­rant) were needed to ensure safe nying in the turbulent skies above the rugged North Atlantic.

carey Howard, Aviation Advisor, and recently working on Mobil's behalf regarding Hibernia helideck operations, suc­cinctly stated, -Mobil's principles remain the same whether we ,Ire building hclipads in the jungle or building a hdideck on an $11 billion platfonn-we don't compromise on quality." R

Mobil Rotary Wing FllgIrt ActIvities In the Gulf of Mexico-

Jim. 1, 1990 to Dec. 31, 1990

Twenty-fou" Hellcopte,.s Trips (Take-offs and Landings) Passengers carried cargo Lbs. Medical evacuations Lost time weather (hours) Lost time maintenance

(unscheduled hours) Flight time (hours)

3]3,386 297,384 6,430,702 117 3,236 740

27.325 Mobil, nmked the fifth largest U.S. corpor.Hion by Fortune magaZine, has an aviation division which includes: 67 pilots, 66 mechanics, 48 management or support personnel, and 65 contracted workers among its 68,000, worldwide employees. Mobil has 20 refineries, thousands of gas and oil wells, and 37,000 miles of pipelines in more than 25 countries.

The A Inter Yertipa A 21st Tower By Holly L Moore

n the morning of Sep­tember 18, 1990, At­lanta erupted into a dty-wide celebration upon being awarded

the honor of hosting the 1996 Cen­tennial Olympic Games.

In addition (0 global recognition, the Olympics have traditionally pro­vided host cities with the opportu­nity to explore new ideas in technol­ogy, architecture, transponation, and clty planning.

The Atlanta International VCl1ipark is onc of those ideas. The facility, designed by a graduate level city planning class at the Georgia Insti­tute of Techno1ogy, will incorporate spatial city planning with an intennodal transportation system while demonstrating Liltrolor aircraft.

Dr. ClifTord R. Bragdon, Professor of City Planning and Special Assis­tant, Office of lhe President, is the instructor for this course.

uOur cities have been built on a one-dimensional plane, in other words, on the ground, and we are running out of room," explained Dr. I3ragdon. "Vertical lift technology expands the concept of what space is from a one- dimensional toa Ihree­dimensional concept.�

Vertical uti HellP«t I. Combined With a Park The Vertipark combines a vertical lift

24 IIC1IfJR • Winter 1991-92

heliporl with a park. In :Iddilion, the proposed faci lity incllldes a three­level parking garagl.',:1 {.:onneclion to a MARTA station (Atlanta's r.liI and hus syslem), fecreational facilities, :Intl private husiness opportunities.

·1111.' plan :llso calls for vehicular at·t·ess from I merstate 75/85 and SlIf­rounding strects, plus 1')(.'(I(;'stri;m and hicycle :icct;'s.... The students howe propos(:d a uniquc site for the facil­ity. They wish to utilize the air rights :md huild tht;' Vertipark al)()vt;' the fn...--cway. 111C Georgia Tech campus and :10 adj:tcent h()usin� develop­ment have tx"Cn selecll.-d as the sill' of Ihe Olympic Village and the Vel1ipark will he <Icvclopcd nearhy

The students involved in thi. .. project would like to see the Vertipark utilizcd as ;1 trihll!e 10 tht: Olympics and to the city of Atlanta. The 1996 Summer Olympics will be the largest even! ever viewed on television with more countries par­ticipaTing th:m ever hefofe. -We wanl to make this :t sign:l1llre project r..Llher than a signature huilding and wl" d like the Olympics tkd into it,­Dr. Br.lgdon said. -The Vcrtipark wmlld he :1 ncw gateway to the cilY, it would he a 2 1 s1 Century EiITe! Tower, ;I 51 Luuis Arch. It would crcale a new ima�e :tnd hrc:uhe :t new dimension into the city'-

Helicopter Use Widespread in Atlanta Presc::nlly, tr;lditional hc.:licoptcr us­:lge i'i widespre:ld in Atlanta. News hro:ldc:l .. tin�, t'�lmc reporting, emer­gency mt:dieal services, and law en­foreerm:nt arc all conducled by heli­copters. I lelicopters will contimle to play ,111 impurtant role in Ihe OIYIll-

26 RC1fOR • Winter 1991-92

V-22s ill jllp,bl.

pics as they did in Lo..<; Angeles in 1984. They will be needed for safely.

security, and for Ihe movement of critical individuals: judges, the me­dia. and VIP's.

While most oflhe sporting venues

Pamel:t Charles, IIAl's Din."Ctor or lIelipol1s and Technical Programs, is 1·IAl's rcpresent:u/ve 10 the Atlanta Regional Commission's Project Advi· sory 1"e:II11. This advisory leam is currently unden;lking an update of the Federal Aviation Portion or their Regional Systems plan. This will be the firsl time heliports have been inclu(kd in this pl:tn.

are centrally located within a three­mile area, some events will be held .,earby at Slone MOllntain, and far­ther aW:ly al Savannah :lnd along the Georgia-Tennessee border. MVerti_ cal lift lechnologycould playa major role in tr.lveli ng 10 these outre-.Ich siles: Dr. Bragdon said.

111e Vertipark designers would like 10 see :1 demonSIf:nion al Ihe lime of the Olympics to show how a hclicopleror vertic.l.l lifl aircraft could be used in a partnership within a tr.tnsportation system. More specifi­cally, ;1 demonstration of the tiltrotor could establish its capabilities and allow for a performance evaluation in terms of a real Jive silU<ltion, as

Vertipark Would Create Three Dilliensional 1'lransportation

A n innovative idea for the Vertipark is to lise it as a stimulant for new eco­

nomic development. Businesses wanting to loc.He in Atl:mta and the Slate of Georgia, could come to the center to sce what is bap­pening around the region.

11Iree-01menaional T __ 1on With transportation on sire, the city and swte could easily be explored by rail, automobile, or helicopter. �This would be the first example of three-dimen­sional transportation in the United States, H according to Dr. Bragdon. QJt would selve as a 'shopping center' for econom ic develop­ment.�

Currently, the project has re­ceived informal support from both the fAA and NASA. The Mayor's Office, the Atlanta Re­gional Commission, and the AI-

1,lOla Commitlec for the Olympic

opposed to an experimental case study.

"The idea," proposed by Dr. Bragdon, �is to have a variety of traditional helicopters, of various types, as well as al least one, if not two, vertic:!l lift ti!trotor aircr..lft for this demonstr:.nion. The test would stan before the Olympics, last during the Olympics and then there would be a transfer of these ide:ls into an integrated transpon:llion system for the region."

Not a Heliport In the Classical Sense To facilit:Hl' this tr.:lnsfer, the pro­posed Vertipark c;tnnot be jLlst a

Games have ,Ill indicated that the idea has v:llue. The committee for the Allanta Olympic Village h:15 said that it will endorse the proposed site if funding is ac­quired.

Efforts are now being made to assemble the v:lriow; interest grOllp,'; into an organization which c:m begin to ch:1rt a feasibility plan of action. Financial backing will be sought from a variety of sources. BOlh the fedeml, state, �md ciry governments will need to be involved. Additionally, 1-Iousingand Urban Development may contribute because the pro­posed site is adjacent to both an historical area :md puhlic hOlls­ing. The private sector COlO also benefit from the Vertipark. It is projected that the Vertipark and ilS surroundings will become an attractive location for real estate development. Georgi .. Tech and nearby hospitals might also lise the facility. R

heliport in the dassic�t l sense. A mult i-modal, three-dimensional sys­tem will integr:He vertical lirt tech­nology into all1omobile, tr.1Il.�it, and pedl.:!stri:m movement. �One objec­t ivt:, " said Dr. l3r..tgdon, "is to show that transportation c;m no longer be isolated. We can't rely upon high­ways. we can't rely upon airports, we C:1I)'t rely upon subways . . . wc need to rely upon :, vcrtic:d integra­tion of :,11 tr..tnsportation:

The Vertipark planners wish to utilize the air rights and huild above the Interstate for several reasons. One rcason is to demonstr:.llc a plat­form three-dimensional system; an­other is to LIse land that wi!] not have

10 be :lCquired because it is es.�en­tially within the puhlic domain. Ad­dition.dly, the site is close to other

modes of tr:msportation :lIld finally, the noise level of the lntl'rstale Gl1l

selve a,� a masking devite for thl' helicoptl'fS :md tiltrotor ain:r:.lfl.

Acoustical Signature Detenninecl Part or the stlldent.�' preliminary re­search included :1 study or the site

implic:ltions. l n ter,�tate noise levels were actually recorded and then tht' noise levds urthe >"'V-15 and the V-22 (taken from previou.� night tests) were :;;uperimposed tl) determine tht' acoustical signature. The results in­dicate that in cruise mode, tht' tillmtor's noise level is below th:1I or the vehicle noi."I::. Hover noise, dur­ing take off and landing. could ex­ceed vehicle noise up to SOO r\!et aW:ly. The proposL'd venipon cover ;md the high level of vehide noise would reduce the over:.dl noise. The Vertipark will accommodate 3tiltrotor :tircraft. Helicoptt'rs with .. rotor cliarneterof less than 7S ret't will also he able to usc the f;lCility.

Part of a Networt< of FacilItIes �While the Vcrtipark would serve as a dcmonstr:.ltion shOWrtXJIll, it would ultimately be part of :1 network of facilities, " hopes Dr. l3r.lgdon. In addition to Hartsfield A irport. At-

1:lI1ta has sever:.tl reliever airports. The vcniport would fit into this sy.�­h::m hy serving hoth the rdievc::r airpons and I lartsfidd. R

lIolly L MOQre i.� (//rt't4(/IICC juurlll/list /I'bo COlltrihutes l/rtidl'S Oil tlJe IlItmy­Il'IlIg illdl/slly.

Winter 1991-92 • IiORJIii 27

Flight Training, Sales are Part of Hillsboro's Diversified Method of Business Growth

rowlh and st'ability are the twO key words Jerry Trimble uses when de* scribing Hillsboro Heli­copters, Inc. an intema­tiOn:llly recognized cen­

ter for helicopter flight training and sales. Established in December 1980, Hillsboro Helicopters, Inc, is a Part 141 and 135 operation, located at the Portland-Hillsboro Airport, Portland, Oregon.

"Flight tl"dining is our principle business," Trimble says adding, "Im­proving curriculum, and recruiting a profcssion:ll SHirr is also our chief concern. However, diversification is important in any economic situation 10 eliminate risk, We pursue such work liS infrared imaging through government contracts, and occa­sionally provide assistance for search and rescue missions.�

Afterobtaining his Certified Flight Instructor Certificate, and Airframe

28 ROJOIii • Wimer 1991-92

Hillsboro appeals tojJXed and rotary-wing studel1fs.

II A;.�� •• .au"", ;:>Iflu.u .. n

is important in any

• economIc situation to eliminate

risk"

and Powerplam mechanics licenses in 1973, Trimble worked for Robinson Helicopters as a production test pilot and mechanic. After two years with Robinson, he founded Hillsboro He­licopters, Inc. serving as both in­structor and mechanic. Hillsboro acquired a Robinson dealership, al­lowing the company to expand from flight instruction into the aircraft sales arena.

AIRMAN'S PROfICIENCY CENTER Always envisioning the future for Hillsboro, Trimble added the phrase �Ainnan's Proficiency Center� to his company's litemture suggesting to potential students the opportunity for fixed-wing instruction besides helicopter instruction and sales. By operating both types of aircraft, Hillsboro appeals to both Axed and rotor�willg students. UWe added turbine helicopters four years ago to

provide C'.Irecr-Sttking pilots the add­on needed to be fully marketable as a professional pilOl," said Trimble.

Trimble says Hillsboro Helicop­ters, Inc./Airman's Proficiency Cen­ter bills over $2 million in sales annually. Hillsboro is also one of the largest flight training operations in the western hemisphere. With a fa­cility of over 28,000 square feet of office and hangar space, Hillsboro's fleet includes thirteen fixc..-d and eiglu rotor-Wing aircraft with 23 instructor pilots on staff, and one flight simula­tor. "Part of our biggest operating expense is workman's compens:l­tion insurance, followed by fllel costs. The cost of insurance hasn't hit us tOO hard. About five years ago it was hard to get insurancei then, in 1991, it beC' .... me easy again. I hear it might be tough again in '92," said Trimble.

COMPREHENSIVE PROGRAM Hillsboro also performs most aircraft maintenance in-house offering a com­prehensive progmm to aviators, in­cluding housing and language train­ing for international students. Hillsboro Helicopters, Inc. is also VA-approved.

·We're an entry-level business. Where a person learns to fly is where he'll buy his or her helicopter," Trimble says. "Everything starts in training, I'm convinced of that,· he :Idds. R

Jerry V. r,-/Illble is the SOil of tbe /afe Robert H. Trimble, jo/' wbom HAl all/Ill­lilly dl.'(/lclItes ils ·Robel1 Ii. Trimble MI. ... morlal Award" for moullfllflljlyill8, at tbe f/Iil.i-EXPO "Salute to ExcellelJce Awards� C8I1?IIIOIlY.

Hillsoo/'O 's operatiolls stressjlil!.bt trailJilll!..

/I • • • where a person learns to fly is where he'U huy his or her

helicopter. "

A studell/ (It the COil/lOis.

Winter 1991-92 • IIOf'OR 29

Puh6e Acceptance for Ue6ports Is Based on Many Faetors By _ Pel..,

F Of years the helicopter in­dustry has heen saying that for helicopters 10 be sue­ccs. .. rul. more heliports must he huilt. 1111!rC have been

some nOI:thlc Sliccesses, hut overall, huilding helipol'ts seems 10 he more and 1110re difficult. Why?

The slock answer is lhe I:Lck of puhlk :u':l.:cptancc due 10 nois!.! :ll1d saft:ty concern .... That's lnlt!, but :U'C noise and safelY the only concerns the public have? Or arc IIu.:sc illsl tht: e:l.�icsl. rllO.'it (lhvj()Us explanations for the industry and the community?

FL'W individual:. explore heyond thL' noise and safety issues to genu­inely undcrsl:lnd all the ,,:oncerns the Jluhlic..· has with heliport develop­ment. I lowcvcr, the Hdirx>r1 Tcch­Ilk,;,] 1'1:lTming CormniuL"'C's Modd Ordinance Workin� Group did just

The Ilcllpr".' Tccl),,/cal Pla"" /"R Crlmm/llee, dlflill'd /JI' M<�. PI'i,,'I''', i,� Wll' lif IIAI',( 11I1J I.It'flPuI1-1l"(t/I'd COIII­IIIIII('{'S. 'I1JI! S('(;/lIId is II.Ii' /-/('lfpw', I�m­/lillI/VII lIlid Ih',�dIJ/J/II(" 11 G'llIIlIIi//('l' dl(l/n'd I�IIH(IRI'/'Ctl""/I, IlldJlllllldllAI/I­).I/(/S I h'l/cujJiI'/' Co,

30 RaroR • Wint!.:r 199 1-92

th:iI when writing Gliidelil/(!s lor OevelDpfllB {I Heliport Orrlill(lIIcl.!. By evaluating existing heliport ordi­nances, we began to under,;t:md the community is concerned with more issues than noise and safety. These issues arc the onl-'S that repc:lleC!ly surf'lced in the existing helipon ordi­nance'i, We sdected tht:t:lcvcn most frequently occurring concerns 10 :Id­dress in Gllfdelilll.!$/Ol' Developing {.{ Heli/JOrt OrdinllJlce. E:.H.:h concern and its import:lnce is diSClissed be­low,

Stand_zed DeIlnitlon. Who in the industry (;an define heli­port, helistop, and helipad to t!vt!ryont"s s<lIisfaction? We all have :1 conception of wh:1l eaeh term means, but precise uS:lge has yet to he achit:ved. If we in the industry cannot agree on our own definitions, then think how confusing it is to the uninitiated,

That's why stand:lrdized defini­tions are one of the first issues that communities wish to underst:md. Once mutually accepted definitions arc agn..--ed to, at least everyone in­volved in hclipon development in that panicularcommunity has;l(.'om· mon b: .. "is from which to understand each other.

Gov_ R_oIbillty It is vitally impon:lIlt to both the community lind heliport proponents that the role each level of govcrn· ment plays in heliport dcvelopment is defined. Local authorities usually have Iimitcd experience in heliport development and can confuse their role with that of thc Fcder.d govern­ment, pankularly for airspace :lIld oper.lIionOlI areas. This can C:lllse confusion and may create uns:lfc situations, l{cmemhcr:

• The Federal government, through the PAA. is solely rcsponsiblc for aircr.lft operating procL"tilires, cer· tifiL"':uion of aircraft and operator,;. and :Iirsp:lce.

• Th!.! allthority cxercisc...od by each st:lI .... varics, Some arc very in­volvl-'(l with Ilclipon t!t.'vclopment :Lnd otht!rs clloos .... not to play a signincant role.

"1'\,\\ illdi> id,ml,

,I'IJIOI'(I h'"�'nlld tlU'

IIOis.· mltl silfl'.�

iS�II(�s tn ":('lInhlt'l�'

IIlId(" '," lII,,1 "II II",

('011(,(,,'11' Ih� IlIIhli('

1m, \I ilh 1,,'lilllll'l

II(IHIIOllIIl(llit ...

• The loe:11 government is respon­sible for helipon development wilh reg:lrd to land usc and enforce­ment of local codes and regula­tions,

....... Uoe _ Zoning This is the primary jurisdiction of the local community, It is an area with which the helicopter industry needs to becomc more familiar. This is where learning the other person's language pays off.

The municipality exercises its le­gal control ovcrcolllpcting land uses frolll authority derived from its po­licc powers. Through lhis power, the community seeks to balance of­ten connicting soci:ll, economic, and environmental is."ues. Regulating compatible locations for helipons is the COt1Hllllllity's :Hlempt to .. chieve this bat:.ncc. In other wor(l'i, when the community tells you where you can and cannot build a hclipon. it is b:lSt..-d on their legitimate concern to protL"<-1. their citizens. TIley are not jllst trying to complie .. te your life, even if it does appear lhat way,

Helipoft/V_port DesI� Requirements. Yes, the FAA advisory circulars on hclipon and veniport design arc only advisory, For private-use ht!lipor\s, yOll can still usc an opcn field and a wind indicator, if that is what YOlI

de.sire. However, communities and sometimes states adopt the FAA re­quirements verbatim because there is no other source that specified how to build heliports. No municipality, or state, has the time, money, or interest to test alternative heliport designs for their own lise.

In the long run, it may be best to design the facility according to the requirements of the FAA Advisory Circulars, especially when planning a public-use facility. You must do so anyway if you plan to apply for Federal funds, plus the FAA will have to approve your airspace. After all, the FAA guidelines are based on extensive research regarding the saf­est requirement.

Airspace Requh' __ All aspects of airspace requirements, including transitional surfaces and approach/departure paths, come under the auspices of the FAA when the facility is publicly funded. Don't let the community diclate unsafe requirements due to their inexperi­ence. Explain the problem to them. They usually want to learn and they definitely don't want accidents.

OperatIonal Control Negotialing the operational aspects of the heliport must be done care­fully. 111e municipality really holds all the cards. Clearly stated, if you don't do what they want, they can simply close you down. Fair or not, that is the way its been done. So think of this as yollrchance to meet the community half way. Let the community feel it controls its own fate. If both sides start with open minds, disparities COIn be worked out fairly.

Theamountof regulation imposed on each heliport should consider the land use where the heliport is situ­ated, what the heliport is being used for, and the types of aircraft using the facility. Any operational limitation should be defined before the heli­port opens so there is no misunder­standing by either the municipality or the heliport operator. Any changes to the requirements should be ac­complished through due process and mutual participation by both the municipality (lnd helipol1 opemlol·.

.. \u IImnt'l' hu" \\('

lIIi�h' "i�h h olh" I'\\ i�('. "l' n� UII indll�" '�' 1II11�1 1"lIIt'ndH'I' dm. 1110-.:1 Or

.IU' timt' it i� "t' ,,110

mllli 10 build 1 ... 1i1""" S

in .Iu' t'OIl1l1lUlli.�� \\ hil,·

flU' ,luih .. I" or 11111-':'

('Ulllnlllllitil'" l'mlU:"�

i .. "" i"diii" "',,1 '0 ho�.il,'."

NoIse Mitigation Too often the control of heliport noise is done without regard for the real situation, often in an emotional environment. Each heliport site should beevalu;lted individually. The extent of noise evaluation should depend on the land use surrounding the heliport, tbe lype of heliport, operations (number of operations, mix of aircraft types, multiple ap­proach and departure paths), with additional considerations given to ambient masking noise in the area.

The heliport owner/marmger/ ap­plicant should be allowed to partici­pate in any noise evaluation and to make reasonable modifications to the heliport plan in order to meet land usc compatibility guidelines.

Fire Protection Statistically, it has been shown that helicopters do not crash al heJiporls. When accidents do occur, there are very few post crash fires. However, you will probably never convince those people in the community who have seen all the TV shows and movies of helicopters blowing up, so don't try. Just understand that fire protection is 11 very relll community concern. It needs to be provided �illst in casc� of that fn:::llk occur­rence, and if nothing else, to ease the minds of the community.

Safety Safety is the reason given not to build or to eliminate a lot or heli­ports. Safety is therefore a prime concern for the community and may even be morc important to the heli­port operator. Most of the issues previously discussed promote safety. However, in addition, assure the community that all efforts will be taken to ensun.! thaI the oper..rtional aspects of the heliport meet appro­priate Federal, state, and ICCdl safety standards.

Insurance Requirements It is vit,,1 that heliports be insured. The community should be mUlled as an additionally insured party on the policy so it is fully protected. 130th the community and the heliport should maintain adequate li.rbility inSUf"dnc:e as thought appropriate to the type and location of the facility.

Enforcement Once a heliport is built, how does the community ensure Ih:1I il will be a good neighbor and operate the way the owner said it would? For this, the municipality needs the power of enforcement. To protect the heli­port operator from unre;lsoll:lble demands, this enforcement must be governed by due process with a defined right of appeal.

No matter how we might wish it otherwise, we as an industry must reillembt'r th:.t most of the time it is we who want 10 build heliports in the community, whilc the altitllde of most communitic.s ranges from indifferem to hostile. TIle maturity do not yet see the benefits of heliports or vertiports. The point is, they can live without heliports; we c::rnnot. We must there­fore Ie-.Jm to meet lhe community at /c..-,(ISI hal/way, learn the hrngu;rge of community officials Imd planners, and consider lind address their UJllcems. 11le first step is easY--R.>cognize their right of control overtheirown commu­nity. With this :tpproo.ch, it is easier to work effectively with community lead­ers and planners to accomplish our goal. R

Debor'alJ Pelsen is ClJair/llul/ of /fAI s /fell1JOrl Tt-cbl//c(Jf FIUI/ll/Ilg COl/llll1l1et! (/nW;).

Winter 1991-92 • Rt1IfJR 31

AN OVERVIEW OF THE INNOVA TIVE TRB HELICOPTER ECONOMICS WORKSHOP

1/ W c "'c r"c,d Wilh :dmost insur­mountable oppor­tunities. � So L<lrry Jenney of the

Transport:ltion Research Board closed the recent two-day workshop on "Helicopter Economics.� Those words summed the mixed feelings of concern and hopes from the "find­ings They will be published as Orfici:ll by the Tim in early '92.

(Editors note: The official pro­ceedings of Ihe workshop will Ix: published by TRI3 in early '92. The TRi3 hdd its anntJaI meeting Mon­day,janualY L3, 1992 allhe Shorcham WashingLOn D.C,)

The prestigious Beckman Center orthe National Acadcmy of Sciences on the UCLA Irvine campus, about 40 miles somheast of Los Angeles, W:1S the setting for the workshop.

First of Its Kind Initialed by HAl and FAA, the work­shop was the first of its kind. Almost 100 attended, by invitation. That assured a full range of industry rep­resentation. They left perspectives and needs lhat will trigger continu­ing actions and programs. Following lip with an Irvine '92 or '93 could be lhe decisive catalysts for the decade.

The idea for the '91 workshop arose March 15, rrolll the results or

Informal Consensus of AHendees • Wt: ,Lrt: nUl currenlly a lSifung growlh

induslry, hut we show further signs of :III dt-'menL� teaming for ruture SUt'CCs:>. Vertical night n.:main ... uniqlLe.

However. most opcrJ\{)r� do nOI make enough profil 10 rund future new (:quipmenl purch!l:>t:s.

• The HAl Econ(}mh;s ConlLniuee will conlin ue 10 survey 0PI.'I",uor COSIS bill with revised, hrierer, pt!riodic ques­tionni.ires. A M:Lndard definition of opcr.uing co�ts "ccounL'; b. needed for accouming purposcs :md viSibil ity ",ILhin till' In­dustry.

• HAl's ·yt:!low hook," Ih .. opt!rating cost �uide, W'IS l'fedlled wILh much or Ihe <.:OSI awaren .... ss, Acquisition COSIS musl now r .... ceive :LS mudl erl\phllsls as 1).0.C's. Induslry must assure ils own : "Hcli­Glasnost" ror sharing and teaming

lhe ncw MI)X :ul(I II(l-IOtImodcls appe:lr to address :lll the� econollliC Ill-'Cd�. l1w manufacturers should creatl:' nt--dihle

32 1iOR1l • Winter 1991-92

guarantees or w:Lrr.ulIlcs 10 support lhcir claims. (11It: EH·tQ1 Is being imroduccd as a milil:lry product hut cxpt."t 1mkJns commercially are shn!lar).

• Operators musl c:mphasize personal business relationships wllh Iheir hank­ers anu insuf3nce brokers and musl be armed with the t:fft:·ctive facts and plan.�.

• Airframe bY·lhe-hour S progr.lms c:m finance and escrow helicopter opcr�­lions. 1111 .• ')' provide predictablc costs :md enh,LI\ct: resale value, too.

• '111e rcl i:lbility feedb:lck from operator to manuf:lcturer .md 10 HAl must be Improved. The I-IAI's"MMIR" reporting progmlll (with data h:mk) lllUM he fully Implemenled. (Ed note; ilAI plans to cxhibll screens of its MMIR progr:ulI on a computer during HEU-I::XPO '92),

• FAA I'M" parts and FAA SF"R j6 rep:lirs enahle opcramrs 10 sarely rt'duce Op" I:rating COSIS.

• '111efC is not a "p:H'inEl" �hort;lge of hellc:opler J11echanlc� and pilot.�.

• Some opcrntors arc concerned that

lhe 1991 �Rotorcran I{oundtable in­volving FAA's Administralor Admiral James Busey, HAl's President Fmnk Jensen, and AHS Execlilive Director John Zugschwert. John Mathewson or FAA and Larry Jenney of NTHB teamed from there to organize the Oct. 'IZ .mel 13lh "Economics� pro­gr;:ltn. The fuJI background and ob­[eClives, as stated by Busey and Jensen, were published in the Fall '91 issue of Rotor.

100 Invitees J was one of over 100 invitees that included: oper.ltors, manufaclurers, repairstalions, bankers, insurers, con­sultants, educators, TRB, FAA, AHS,

COl/til/ued on page 45

uncertified fort:lgn helicopters may enter Ihe U,S,A, on waiver, then compele extenSively with U,S. opo.::r.uors,

• 'J11t� HAl-Ale lIuU-U:Lbllhy Insurance program should be re-energized 10 meel this next "bow-w:lve� of cost increases.

• The HA1-AHScan collal>orJIC furthcrto lnlcgr:uc opcrnlor and manufacturer m::eds (each must be profitable).

• Standard product (!conomic Indicators of "mcrit" need be developed and publish<.-d by HAl to permit produci COSI t'Omp'lrisons lind stimulate favor­able economic trends.

• The HAl and AHS supported by TRB­IIAA should lead Ihe 90's economic IhrusL� vi:L momentum rrom Irvine '91 lind :L possible '92 andlor '93 seminar,

The conference conclusions :lpply 10 our Indu�try Worldwide.

Thert: was little direct diSCUSSion on, and no action Issues for noise, S,,1rety, or heliports (vertiport::t). The confer­elll:t: obviously targeted Ihe iLnmooiale t"conomir concerns. R

(71Jis Ilelll NOTOR 1II(f,q(fZilie secliOIl fllill discl/ss II({I iOl/u'ida beliporl pro­motiOIl (llId deliclopmellt (fctivilies. Reader comments (fud illjormatioll Jor/l If I Ill: cvli /111 II." (Ill! tI/Jprecia fed).

Pittsburgh, Pennsylvania

I n 1986 the SouthweSlCrn Pcm,+ sylvania Regional Planning 0)111· mission, which includes Ihe City of Pi Its burgh. adopted :l Regional Heliport System Pl:tn. This pbn

recommcnded two tr:lnsport hcli­po11S. One of these heliports was to be located in downtown Pittsburgh and Ihe olher at Ihe new Midnl.:ld terminal al greater Pittsburgh Inter· nation:Ll Airport. The city of Pilts+ burgh completed a siteselection pre­cess in 1988. An environmenl:d Assessment was then completed and approved by (hI.: Federal Aviation Ad11linistl�lti()n (FAA).

On July 15. 1990 the City submitted :1 pre·:lpplicLlion to (he FAA ror gr.ml funding in the amount of $ 7,470,QIX). for the acquisition of 7 acres of land and rcloc:llion assist:Il1CC for (he prop­erty lenanL.,. As of this date, \he cily of Pittsburgh still has not n:.·(.'cived fund­ing for this projed. For more infonll:l· tion on this heliport, plelSl.:! com:la lhe HAl.

Novi, Michigan The Michigan Helicopter Associa­tion (MHA) is \0 be commended for taking the initiative in establishing:1 heliport in the cityof Novi, Mithig:ln. Novi is a suburb just outside DClroil. MHA, in one of its regular meetings, determined Ihat building a heliport would he ;111 excellent projeci to undertakl.!. The site scnled on W:IS

'J1)e ciZl' oj IJrJI11tllld opel/ed Ibe jirsl dOllllllollll1 pllblic-llse belijJOJ1 ;', tbe l/1('slenl Ulliled Slates ii' April. 1989.

on the grouncls orlhe Sheraton Oaks Hotel which is :Icro.o;;s the street from the city'S planned Convention Cen· ler. The cc.::nter is expected to be completed in late 1993.

The hOlel, as well as Ihe City, was receptive 10 the idea of;1 heliport so the MHA went to work. They held a membership picnic at the site and 26 people spent 1 4 holll's 10 complete construction of the heliport in jLlsl one day. The Association estimates it spent 52,000 on Ihe heliport; but the residual value 10 Ihe hOld has already exceeded $ 10,000. This ho­tel served as the sile for the 141h Annll:11 Midwcsl l-ielioopler Seminaf in October. Those interesled in addi· tiona I informaTion can conTact the Michigan Helicopter Association.

Fort uuderdale, Florida The city of Fort lauderdale now has a public usc heliport. The helip0l1 is seen as a progreSSive move by tile cily to :Illr;tct and/or retain busi­nesses in the downtown are:l th:1I mighl consider other locations more accessible. The site being llli\i7..ed at presC:!nt is a grOlmd-b3sC:!d hdiport adjacent to the downtown area.

However. this site is tcmpor.try ;H,d was const!'Ucted wilh minimal expense to allow for immediate ac­cess by helicopters to the city. Fort l:llldcrdale intt!nds 10 file :J gr.mt :Ipplication with tht! F AA TO establish :1 permanent heliport for its city. Special lhanks 10 William Crouch on his persistence. For more informa­tion on Ibe Fort l.auderdale helipon, cont:lC! Crouch at (305) 491·1302.

Annapolis, Maryland The owners of the five-month-old Annapolis helipon have, unfortu· Ilalely, shut down this f:lciIiIY. The helilXlr\ opemlion was linked to rent· ing office Sp:lCC in the huilding adja­cent to Ibe heliport. Sales of office space have not been suffident to justify full-time attend:lnce of the heliporl :lIld the owners chose not to operale it unattended.

There is movement to involvl.: the county in assuming responsibility fOf the heliport so thai it may can· tinue 10 be utilized. However, this effort net."(ls opcr.ttor suPPOrt. Those of yOll who have or would usc the facility, and those of you who would like to sec the heliport rem:lin opC:!n :IS a public·use helipon, please write TO: Robert Neall. County Executive, Arundel Center, 44 Calvert Street, Annapolis, MD 2 1401. R

Winter 1991 -92 • IiORIi 33

SAFETY& F I U P '-!-. '

HT OPS D A T E

Ii:

NTSB Chairman Asks HAl to Notify Members of Potential Dangers

During In-Flight Inspections

By David c.ter

T he Chairm:m, NTSB, has asked HAl to :,!crl all mem­hers ,o the dangt'r.� associ­ated with J}l:rforming in­niRhl insJk(·tions :md the

nced for improved :lcrnn:nJlical de­cision-making foll()wiIlH ;1 recent :1('­eidenl which tr::l1-(ica liy ilIuSIr:ucs Ihis need.

On Apri14. 1991 a midair collision involving a !Jell 131-1412 and Pi�r PA-60 occulTed near Philadelphia, Pennsylvania. This acciut'nt resulted in IhL' UL':lths of seven persons, and seri(}LI.� injuries to five olhers.

The Piper Aerosl:tr I'A-60 was inbound 10 Phibddphkt lntcrnatillllal Airport (PHI.), when the pilot n;­floncd th:tt he did not h:lve a green li�hl for lhe nose landing gear. He laler rl'porl�:d thaI he could see the nos!.: )-:!.:ar in [he rdlcClion on [he spinner. :lnu it :Ippeal'ed to be down,

"Looks Uke Ge_ ls Down" A &:11 131-14 1 2 helicopter (N7RS) was (lwbollnd from PHI.. The rliRhl path (If [Ill' B114!1 look it henea[h [he inhound !'A-<lO and Ihe c:lplain H.'­ported 10 PHI. low!.:r "lh:1I Aerosl:Jf tilal \\'l'nl p:I."1 U,", looks like Ihe W:::lr L .. d{)wn,�

PHL lower offered to ohserve the �e:lr :IS the pilot made a low pass, The pilol :l("("cpted and the Tower advised Ihal Ihl' nosl' gt!:lr appl':lrt.'d 10 he down,

j" ROlDR • Winter 1991-92

The caplain of the Bell BH412 offered to return and "fake (/ real close look, � This tmnsmission was acknowledged by PHI. Tower which advised the captain of tile PA-60 that the 131-141 2 was inbound and could t:lke ;1 look :It the nose gear, PHL tower provided directional infor111a­tion until the pilots of both aircmft reported each other in sight.

A visual inspection was conducted .mel the captain of the 4 1 2 stated '"l;.'vl;.'lYlhing looks good from here." The captain of Ihe PA-60 replied "okay. appreciate thaI we'll start 10 lurn in.� No fmlher communication W;IS made, and the accident ensued.

No Training in Fonnation Flight The NTSB investig;lIion found thaI none of the four pilots h"d received any forma! training in formation night. Thl;.' NTSB report cited thi; inex­perience of the captain of the PA-60 :IS si)-:nificant in that he apparently did not know thaI the locking mecha­nism of Ihe nose gear is covered by the ge:lr dexHs and is no\ visible no matter how dose the ob.�ervcr is. Thl;.' captain of Ihe PA-60 had re­ceived two independenl confinna­lions of his own observation that Ihe nost..' gear W;lS down and, as NTSH noted, there was no henefit to be gainl'd hy funher observation oflhe gear.

The NTS8 reporl continued: " A

more experienced pilol , . . would have landed the airplane accepting the poSSibility of nose gellr collapse, . . and sho/lld have rejected the offer

for /be close illspection hy N785 (81-1412). " The PA-60 captain was :I!so f:llllted for relinquishing rhe responsibility for ensuring the safety of his aircraft by not inSisting on setting a s.afe separation distance with the other pilot,

The NTSB :llso wrote, "The cap­tain of N78S (81-1412) should have known that he was undenaking a futile and ultimately unsafe task when he offered to take :1 "real close look" at the nose gear of N364S0 (PA-60)."

The Safety Bo;lrd'S conclusion lists poor judgement and poor decision­making by the pilots of bOlh aircraft as lIlt! cause of this accident. In recent years, sOl11e very useful guides (indLlding the Aeronautical Decision­M:lking for Helicopter Pilots, avail­able from the Helicopter Association International) have been published on Ihe subjeci and have I:x:en shown to have significant accident preven­tion benefits.

HAl encour:lges all oper.ltors and all pilots to review their decision­makingtr.:lining and pr:lctices locon­stantly guard against accepling un­necessary risk. R

Otwltl CarieI' is /-IAI's DilVJClorojSlI!ety {/lid Higbl Opemliull.s,

The Rotabuggy: A Distinctly Different Aircraft

(Tbisfealllre all the Helicopter FOil IIdatiOI1 International's (HFl's) ROlahllB8Y Is the second of a conlillliing ROTOR sen'es oIl /be I.Inique scale models il1 the HFI collee/ioll).

O ne of the most cu­rious scale models in the Helicopter P o u n d a t i o n I n l e rna t i o n a 1 's

CHPI) historic miniature collec­tion is the Rotabuggy. Con­structed in 1987 by Pal March, BFI's Rotabuggy is a scale model or the 1943 British military pro­totype or this unique, dual-role trans­portation vehicle.

The real Rotabuggy was designed in England (by the Rotary Wing Sec­tion of the Airlx>rne Forces Expcri­menial Establishment (AFEE) at Ringway, in Manchester, England) to increase the versatility of the stan­dard British Army Jeep. The Rotabuggy's first assisted flight was recorded November 16, 1943, reach­ing airborne speeds up to 65 mph. Over thirty-seven test flights were recorded as "highly satisfactory.�

Constructed with free-wheeling rotor blades, a stabilizing tail "fair­ing" with twin fins, and powered by a 4.5 liter supercharged Bentley en­gine, the Rotltbuggy was an impres­sive nying machine. Nexl to the

steering wheel was :1 hanging rotor blade control lever and, on the dash, nl.lvigation:ll instruments and a rotor tachometer.

Three Requirements Design requirements for the Rotabuggy were three-fold: it W:lS required 10 have the capability of being lowed at a speed between 120-150 MPH by a Royal Air Force (RAF) lug aircraft; it must be capable of being nown by an RAF pilot; and il must be able to land in difficult country.

The RAF aircraft llsed 10 tow the ROlabuggy was an Armstrong Whitworth Whitley bomber. The ROlabuggy was fitted with a front­end cable lltlllchrncnt, which con-

neeted to the bomber. This mechanism contributed to the RowbLlggy'S airborne capabil­ity.

The "capstan" of the rolorbJ:ldes was connected to a second vehicle by a ISO-fOOl cable. The cable, wound 74 times around the "capstan,� was a tension device to accel­erate the rotorblades as the Rotllbuggy was initially gain­ing altilUde. With these two simultaneous actions, the ROlahuggy was to have main­tained free-night. However, before the experimental air­

crart ever recorded "free night,� experiments ended. The develop­ment of the Hors:1 II and l-Iami1car vehicle-carrying gliders superseded the Rotabllggy.

Model on Display by HFI March, a member of tbe Interna­tional Plastic Modelers Society. cre­ated Ihe HOl"abllggy scale model us­ing a standard Willy's Truck model kit. He modified the rear section and added rotor bl:ldes to scale by using drawing specifications of the llclLlal Rotabuggy.

March presented I-IFI Curator John Slauery with the unolabuggy� model which is one of the hundreds on display by the IWI at 1619 Duke Street, Alexandria, Virginia. R

Winter 1991-92 • II.OJDR 35

IN CONGRESS

I n Iht: mOnlhs of October and November, Congress was oc�u­pied with finishing the apprO­priations hill!'! needed 10 finance! the government for Fiscal Year

1992, which beg,ln on October 1 . Of concern 10 aviation was I-LIt 2942, the Transportation Appropriations bill , which emerged from the confer­ence commiuee with an FAA budgcl of $8.872 bil l ion. Also quietly amended inlo lhe bill, which was recently signed into bw by President Bush, were three issues of special importance [0 genera1 aviation:

Drug and Alcohol Testing for Transportation Employees Originally introduced by Senator Ernest Hollings (D-SC) as Senate Bill 676, Ibis amendment requires the DOT Sccret:IlY to establish :1 pro­g1":1111 to conduct pre-employment, reasonable suspicion, post-accident, and random alcohol and drug testing of "safety sensitive" avialion, rail, and mass transit workers, including the FAA. Hegulations requiring simi­Jar testing in civil aviation have been in effect .�incc Dec. 18, 1989 for air carriers, bul have 1101 included test­ing for alcohol :lbuse. The Depart­ment of Tranportation is given 12 months from enactment \0 issue rules.

Aging Aircraft InspecUons Under this measure. proposed by '·Iouse Aviation Subcommitlee Chair­lllan James Obcl'star (D-Minn), Part 121 and 135 air carriers are required 10 conduct C :.lI1d D checks (large­scale inspections) on all airCl�lft tl1m are nfteen years or nlder. The con­ference agreement gives the FAA discretion to est:lblish dilTerent in­spection intclvals for different cat­egories of :Lircrafl. This will take into tICCOllllt th:H. as thl.:: agreement statt:s, �hours and cycles of aircrafl opera­tions may be more important than age in detennining the structural condition of an aircraf1.�

36 ROrrJR • Winter 1991-92

update

Blockage of Flight Service Stations Consolidation Semllor Ted Stevens (H-AK) added a prOvision that the DOT m:Ly not use funds la cansolidate orchange Flight Service St:llions (FSS) opel�L1ions (in­dueling the disconnection of tele­phone lines) until nine months after the Auxili:u)' Flight Service Station plan, required in last year's appro­priations bill, has been submitted. In ,I letlt:r to FAA Administrator Busey, HAl had pr:liscd the FAA for its decision to declare a moratoriulll on FSS consoliclation prior \0 the final­ization of the Auxiliary Flight Selvice Station system.

The following is a list of some of the biHs HAl has been monitoring and their status at the end of the 1 st session of the 102nd Congress. For more infonn:ltion. ple;lse contact Anna Minaya, Legislative Assistant, (703) 683-4646.

Senate Bills

S 5 TITLE: The Family and Medical Leave Act SPONSOR(S): Dodd (D-NY) INTRODUCED: January 14, 1991

Description: This bill mand:ltes em­ployers to provide 1 2 weeks of un­paid leave for a serious personal illness or so that the employee can take care of ;111 ill immediate family member. The leave could also he llsed to care for a newhorn or newly adopted child . The prOvision ap­plit:s to businesses with SO or more workers.

NAI, (IS (/ IIIf.!lIJlX!r oj' tbe Small Bllsilless LegislaNve COllllell (SSLe). oppuses tbis bill. '/7Je /Jofl/l/(clly.jlex­ible. bellej'il.�I'SI(,III. dl1veloped by tbe private sector. has ll'ol'J..>ed well si/ICe its il/(;eptioll. Employc!/'!; /IIQIlId IX!

forced 10 forego otbel' discreliolltilY bellefil ... ill order to proVide the mal/­dated leave.

Status: Congressio!l:ll Democrats, re;L(.:t ing 10 President i3ush's veto last year of the bill, have mad!.! this legislation a priority matter. On to/

2/9'1, the full Senate passed the mea­sure by a voice vote. A VOle on a substitute motion showed that 67 (65 votes and 2 absent senators) sup­ported the bill. This would be jll!:it enough to override a veto. The House passed its own f:Llllily leave measure on 1 1/13/91, but fell 30 Vales shOrl of tile fWo-thirds majority necess;u)' to override an t:xpected presidential veto. Houst: leaders will nOl ask for a quick conference to reconci le the IWO ver.�ions ,mel are said to be waiting until next year when Bush might be convinced to reconsider his opposition.

S 64S TI'ILE: General Aviation Accident Liability Standard Acl SPONSOR(S): Kassebaum (R-KS) and 26 others INTRODUCED: March 13, 1991

Description: This acl, sponsored by Senator Kassebaum (n-KS), eSlab­Iishes :L uniform general aviation product liability law in all States. M:mufacturers wOllld continue lO be jointly and severally liable to an injured party, but liabi lity between manuf;lcturers and non-manufactur­ers would be ;Lllocated based upon their precentage of responsibi lity. It also sets a lime limitation on liability of 20 years.

HAl joills with A QPA. NBAA, NA JA, alld GAMA, ill sllpportillg prodllc/ liahifity rf:!forlll. 71Je {loia­lioll IIser associatiolls 1I11{111illlOllSljl

/(.>e/ lbat mcb tort r�forl1l is essell/itd 10 boosl tiJe ailillg U.S. general Cloia­NOli I/Ulllllj'(lctllrillg cOlIIlIIl/lli�)I.

Status: The Association of Trial I.awyers of America (ATLA) are still the biggesl harrier to 10rt reform. The Senate Commerce Committee held hearings in mid-September for

this bill and Sen. Hobert Kasten's geneml product Ii:lbility reform bill (S.640), 5,640 was passed by th(' commillee 1 3-7, despite opposition from ComrnitteeChainlwn Sen. Ernest Hollings (D-SC), and is headed for the tough Senate judici:lry Commit­tee. Though it excludes :Iirpillnes Llsed to transport p ..... sengcrs for hire from a 25 year s!:ltllte of repose, s.640 does �llIow prcm:lrket ccrtinca­tion by the FAA as a defense against punitive (!<Images. As for S. 645, Senator Hollings has st:lled publicly th:H he has no prescnt intentions to allow the measure to be brought up for consideration.

5 1239 TITLE: Repeal of Luxury Excise Tax on Alrcraft SPONSOR(S): Kassebaum CR-KS) INTRODUCED: June 6. 1991

Description: Thisbill, along with its companion I-IR 2581 introduced by Representative Glickman, wOllkl rc­peal the luxury excise tax on aircraft costing more than $250,000 and used for business purposes less than BO% of the time. The tax was passed as part of the 1990 Omnibus l3udget Hecondliation Agreement,

HAl slIpports tbis /egis/alioll, de­spite tbe/act tbat tbe civil belicopter ind,lsfly, as yet, bas not been siglll/l­cantly affected by the 111,\"111)1 tax. GAiI·IA (General AviatioH Melllll/ac­tl/ rersAssociatioll) bas stated tbollg/) tb(1f tbe tax bas cost Ibe baflel'cd general (/I1j(lIiOII illdllstlY 53 sales W0I1b $97.4 millioll, a/ld gellerl/led ollly $60,000 in flIx relJ(flllle./ar /ess tball Ibe $ 1 millioll Co/l}!,lT.!SS pre­dicled,

Status: This hill has heen referred to the Senate Finance Commillec, This comminee is also considering a bill to repeal the luxury tax on boats (s.649) and a more comprchensiVl! bill proposed by Senator Dole (R­KS) to repeal the entin.! luxlIry tax (S. 1261). Hearings were held in June.

pdate

House Bills HR 5

TlTI.E: Workplace Fairness ACI C"Slriker Replacement Omn) SPONSOR(S), Clay (D-MO) INTRODUCED: January 3. 199]

Description: This legislation, along with companion bill S. 55, prohibits the hiring of pcmlanem workers during a labor dispute for economic concessions.

IIAI, as a SBLC met/lfJel� ojJ/JOses Ibis bill. IVorkel:5 lilY! clIlTelllly pm­t(feted fl'OUI perm(llIellt replacement dl/rillg a d ispute ollcr /l1I/flir labor /Jraclices by tbe Natiol/(lI I..{IOOr Rt!la� fiollS Act. 'f1Je bill (If/ell/pts to extelld tbis protectioll to workers slriklllgfor (!conomic lY!a$Olls. Such all (./ctiol1 1/'OlIld 1Y!IIIOue (J critiCal/actor that bas btl/anced the ill/emsls 0/ ell/­ployer (II1l1 employee. II I fill Legisla­Ifve Alert l/las selll to members}lIly 5 IIl'gilig tbelr Represel/ttltiues to f}()te agaillst tbi$ le}!,i$lalioll.

Status: L:.lbar Secretary Lynn Martin testined llgainst the bill March 6, saying it would do little to discour­age unions from striking. Neverthe­less, it passed on the 1 louse noar 71 17/91 (with an amendment limiting its scope to union businesses) 247 to 182, This margin (277 votes an: Il(;:cded) is not sufficient to override thl..' threatened Presidenti:11 veto, Becallse it is not veto-proof, the Senate docs not seem interested in t:lking up the bill. Action in the Senate is unlikely this year.

HR3494 TITI.E: General Aviation Assess­ment Act of 1991 SPONSOR: Glickman CD-KS) IN­TRODUCED: October 3. 1991

Description: Provides for a study

by the Secretary of Tmnsportation on the causes ;llld efTects of the depressed state of the general avia­tion industry including the impOlct of the the tort system and the en'ecls on pilot training, air transportation ca­pacity and the industry'S ability to compete with foreign companies, The bill dtes that from 19BO to 1990 the number of gener.11 aviation air­p1:IIlCS deJivt:red by United States pl'Oducers has dropped over 90 per­cent,

HAl $Upporfs immediate aClion to l'l.'viIJC tiJe}!,elleml a/Jialioll illl/flst/y, n)e st fldy we)/ / Itl sbow I he necessity of (II/Illediate rcforlll$ ill tbe product lialJility (11'(1(1 (IS IIIlI/ly companies "'t? ceasillg or limiting production due to tbe incf"(!(lsillg costs associa/ed /l'itb defcll$e ill aqcidellt claim.�. SI/cb costs bave tlr{l$Iica/()I cut into tbe international competilivelless of Alllerica/l firms.

Status: The bill has been aSSigned to the !-louse Public Works and Tralls­portation Committee.

HR3537 TITLE: Civil Tiltrotor Develop­ment Advisory Committee Act of 1991 SPONSORS: Oberstar CD-Minn) and six others INTRODUCED: October 9, 1991

Description: Establishes in the De­partment of Transportation :I Civil Tiltrotor Advisory Committee, con­sisting of DOT/FAA/NASAlindustry represent:nivcs, to evaluate the tech­nic.::ll and ec.:onomic fea:-;ibililY of de­veloping dvil tiltrotor aircr:.Lft and a national system of infrastnLcture to suppOrt the incorporation oftiltrotor :Iircraft technology and other ad­vanced vertic.:al takeoff and landing :Iirnaft into the national transporta­tion system. The study will also rec­ommend which of the associate-d costs of development should IX! paid

COl/timl.ed 01/ page 44

Winter 1991-92 • RDRJi' 37

T he last few months have been a very active lime with, to some extent, the work progr.un being paced by the activities in JM, as a

part of developing JAR(OPS)3, and the aim to gel a good undcl"Smnding prior to a joint meeting between EHA (European Helicopter Associa· tion) and HAl, held at HELITECH '91 al Redhill, England on Thursday, 26 September 1991. Most of the detail work has been carried out by the OlTshore Industry through HSAC(He· licoptcr Safety Advisory Conference). As a result, two International Opera· lions Requirements Group (lORG) meetings were held in New Orleans. More recently, an IORG meeting was held at HAl headquarters in Alex:m· dria, VA, 10 aUrJ.C( more Monshore operalOrs, � but this did not achieve the desirt.'<I result. Even so, it must not be overlooked thaI even though HSAC is mainly considered :m �off· shore group, � its members opemte from onshore bascs, and h"ve many onshore operations. Thus, HSAC comments are broader b:lsed than simply 'Gulf operations.' Also, more recently clue to efforts by the HAl President and Board, more interest in the onshore aspects ;m: being shown, and it is expeclt.'(.\ that an 'cffL'Ctive' Onshore Working Group will be es tablished by the end of the ye:lr.

Beginning to Pay Off 10RG discussions ap(X!ar to pay ofT :Ind, except for issues .. elating to CI.ASS 3 which cover singlc-englne and sm:l]I twin engine helicoptcrs, :I consensus for �future operations· is developing. This was dearly cvident :It the Septembcr '91 EHAlHAI mL"Cting which nOI only funhcr ce­mented a good working relationship betwt!cn EHA and HAl, hut saw a further appreciation of Ihe various point.s of view.

38 .,. • Winter 1991·92

IORG

By Dr. John Le •• lfon

Out of this meeting grew :1 gen­eral acceptance Ih:1t for oper.lllons in a hostile environment, the use of CLASS 1 helicopters was the desired long·tenn aim. No specific dates were discussed; but clearly in the backs of people's minds were the latest JAA prolx>sals which call for existing helicopters (and those types certificated prior to 2000) to meet such rules in 2010, and new types certificlted after 2000 at Ihe date of enlry into sclVice.

Dlfllc:ulll .. Developing COnsen ... s 11,C JAA Pcrfonl\;tncc Subgroup h3s now adopted the suggestion that CLASS 1 should only be required for helicopters with 19-passenger and/ or 20,50011>. AUW or more, rather than 15 passcngcrsJ12,5001h. AUW, as originally proposed-this is again in line with [ORG thinking.

Even so, the difficulties of devel· oping a consensus for CLASS 3 with 10RG C.lnnot be underestimated, and this is not only Clusing a Illajor problem, hut :1150 :Ibsorbing ;t con· siderable amount of lonG eITort. In thi.s context it ShOlllel be remembered that lonG is initially · ;IS is JAA -consickring Kcolll1llercial transJXlrt" only. Ont: problem here is that somt: view this :IS schcclult..-d (f:lre-paying) p:lsscnger:; only and others :,11 fare· pllying passengers, while most cur· rent regulations gencmlly use this to apply \0 Ix>th "passengers :lnd cargo� for hire.

Stumbilng lllodts The mainstllmbling blocks:!t present,

however, are related 10 CLASS 3 oper:.Hions at night and under [Me conditions with "fare paying passen­gers.· 111C Europeans have acccpt(.'<i tbal lhese types of opcr.llions should be phased out in the future; but ,I numberoflORG members argue this will have a major impact on the industry, ;Ind inhibit the growth 1'0-tenti:11 in many parts of the world. This issue is being vigorously debaled ;ll lhe prescnt time, and it is not dear if a satisfactory consensus can be developed. If you have strong views ;md arc not involved in 10RG, please contad John W. I.everton at 703-486-BOOO or FAX 703-685-0063.

Two-tlered System The generlll concept or a two-tiered system b;lsed on HOSTILEanci NON· HOSTILE, r:tther lhan �harsh� and "non·harsh," is 10RG policy and this is contil1Uing to gain support outside the IOI\G. '111is allows Onshore and Offshore both to be considered un­der the sallle framework. For ex· ample, thc North Sea where adverse weather is HOSTILE, but so is a Oight over a "built-up (congested) :lre:I" with no forced landing areas. On the other hanel, a �single-engine heli· copter roUle,· or a roule with ad­equate forced landing areas over a city, will be NON-HOSTILE. A full list or requirements has nO( yct been agreed to by 10RG, but this gives a feel of the current thinking.

Even with tbe apparent insur· moun(:lble difficulties over CLASS 3, progress is being made, and a con· sensus on CLASS 1, CLASS 2, and other CLASS 3 operations is devel­oping, and it is still hoped lhat an initial fr:unework (".In be developed by early 1992. R

Dr. Job" Ltwerto" is the MarLoe/fll8 Developmelll Director for £Jl lndus/ries Inc., and Is Chairman of HAl's IORG.

------------�Go�Tr���-----------­

Key committee activities have included participa­tion in FAA Airworthiness Regulation Advisory Com­minee working groups,

response to [he NPRM for Primary Category Aircraft, continued devel­opment of JAR 27129, commenting on the turbine burst advisory circular and other regulatory activities in con­junction with the Aerospace Indus­tries Association and AECMA (Euro­pean ManufaClUrers).

The committee chainnan repre­sented HAl on the General Aviation Operation Subcommittee's Working Group 6 (Restricted Category and Experimental Aircraft). HAl views are that restricted category operating rules arc adequate and these aircraft should not be used for compensa­tion or hire except for external lift, should not can)' passengers unes­sential to lhe sped:11 purpose, and should not carry cargo or passengers for hire.

"The goal L< to barmollize tbeJoltll

Ain,'o,tlJilless Rilles aARs) wilb Ibe FAA

Fet/eral ALI/alioll Reglliatums"

The HAl supported some provi­sions of the Primary Aircraft NPRM but did not agree they should be used for primary pilot training or any �for hire" operation. HAl also qucs� tioned the proposed disc loading of 6 for these 2700 pound helicopters. HAl, working with the AlA, is partici­pating in the development of Euro­pean E.C. airworthiness and opcf"J.� lion nlles. The goal is to harmonize the Joint Airworthiness Rules (jARs) with PAA Federal Avi:lIion Regula­tions. As a member of the Airwonhi-

�� �.s

Regulations Committee

ness Task Porce, I wil l represent the AlA at the next JAA Helicopter OJ>"" ermion Study Group meeting. The HOSG is devclopingJAA operations rules.

The final major activity was to comment on the draft advisory circu� lar for design precautions to protect from turbine burst. The HAl/AlA

position was that the advisory circu� l<lr was too fixed�winglairplane ori­entated to be considered for rotor� craft. A separate A.C. for rotorcraft W:IS recommended. Activit!!:!s for the near term include the first meet� ing of the ARAC Rotorcraft SlIbcom� millee and selection of tasks and working groups plus increased JAR! FAR h .. mlonization. The JAA will develop JARs for Category A perfor­mance P<lrt 27 helicopters. Ii

Robert WI,rrell is Chief CIvil Aviatiull Requirements, Sikorsky Aircraft, and Cbairmall ofNAI·s Regu/lIliolisCommil­lee.

! ALLISON 250 SERIES ! ENGINE SUPPORT

I-�-<:-�-lJ-[)-I-�-(; \-1A-IOR O\"[RIlALL'i/TII\IE CONTINm:D OVERIIAI·L."i, REPAIUS

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QD 5R141� Telex 11296496

Allison � FACTORY AUTHORIZED FOR "ALLISON 250 SERIES"

Winter 1991-92 • IiO'RIl 39

Helicopters, Old or New, Remain Strong Investments

By llany -. - ­_ R"'"" Ro_

I n our prior �Markt!1 Trends� re-1'011::> we ha\'cshowil Ihe hisl01Y, eVIIll1lion, developmcllI :mcl CJ(­p:msion of the business of heli­cvpler funding. \'(Ie.: :llsu showed

how the rmK:CSS of gclting and using money (KcurS in Our industry. Rec­ognizing ;! nd exploit ing these cvcnl,� bas hclpcd prove hdicop\ers arc indct::d worthy or serious consider­ation by lending ins!illilions, and we Ildicvc this activity should he con­tinued.

So much for the casy part! We then went on 10 say that the industry has donI! such a good job of con­vincing the world thai WI;: are now a �real bLlsiness,� thai pcrh�lrs we have "created a rnonsler.� Everyone i n thl.: world of hdicopll.:rs is doing their "missionary work.�

Missionary Work We (It!fine "missionary work� as tt:aching anti convt:rting the unin itiated into the specialized skills or tbe hdicopter industry. Do we now have a brge grOLIp of peoplt: who possess a lillie knowledge in a unique field�

So wday's ljllt:stion is: Will the "monster" we helped t() <.:reate ahsorb all the "secrcts� and inner workings of the helicopter husint:s..'i, and wil l some think they know more ahout OLLr husiness than we do?

In :r word: �N(l]"' In many more words: Not onl), �No," hut we bt:lieve that the mort..' people know about hDW and why helicopters arc designed. produced. solei new, Ix)u).(ht. employed. m:rintairwd. re� lI.�t:d. n:sold, rehuilt, refurbished. :Ind

40 ROJDR • Winter 1991�92

(:ontinued as vi-able long-term w()rking whiclcs, the more they will h:lve confi­dence in lhe hel­licoptcr industry.

$1. Sikorsky 5-768

Cumulative Amounts based on 750 hrslyear

$9

$8 c-c-o New Aircraft :)-()-O Used Aircraft

$7 •••••••• Paid into Reserve

'" $6 C .2 $5 .-:; $4

$3

$2 $1

$0

1 1 t: l i c o p l c r m:l n u f:rcturcrs. owners, OpCr:I� IOrs, suppliers and vendors have learned how to " . . . put your mon­cy where your mouth is'" More of these gmups are w i l l i n g to "shuw and tell" so much more

1 2 3 4 5 6 7 8 Year

9 10 11 12 13 14 15

ahout the intri-cate bcets of the helicopter world. Years ago Illany or these same people w(;:rc not willing to reveal whal they knt.:w of helkopter sales, the cost of ownt.:rship and oper:.Hions, nor the cOlllplexities of Illaintenance.

Immediate Benefits One of tht! immt.:diatc benefits to arrive aLit or this new rt:!alionship and openness is the fa(:t tb:lt most hankers and insurers now unck:r­stand that ht.:licopter values really only change aS :I result of two major f:rcturs: "The Markct� (othen-vis!.." known as �SlIpply and Dcrn:m(n; and the Components' Service !.ife St:L1US (the �Specinc:ltions�).

"111OSC Jleoplt.: who have all work<-"",I :.() hard to convince and cducatt: about how and why helicopters are valu:lhlt:. now understand that lhe v:r llles rn:ry go down over a long period arUmt.:. while at cert:lin other times ht.:licopter v:lllIes :lctu:dly go

Lip! This incrcasing vall1t: Llscd to drive the financial CXPCltS Cr-.Jzy be­cause it was contr:.rry to everything Ihey had experienced with other mech:lnical asset values.

There really is long-term proof that l11;lny helicopters actually ap� preciatc in vallie. How do we go about showing wh:n is involved i n rt:taining these high asset values, and at th\:! same time, not scare them (and ourselves) away from helicop­ters?

If you look al Ch:1I1 It I YOll will St..'C some Ilumlx=rs which could causc Ilnancial misunderstanding if they went unexplained. We chose the Sikorsky S�76B for s(!v(!r:.rl reasons: It is a modern m:rchilll..'. it has onRO­ing improvements :uld cost reduc­tions for it.� components' sr.:rvice lives, it h:ls had relatively predicl:lblt.: p:uls <:Ostli. :rlld those costs 11:I\le inCre:lsed :It :l relatively sll.':tciy rate. We have

used 7% per year increases for OUT calculations. (Note: This is NOT 7% for innation, it is primarily the aver­age yearly cost increase for new p:lrtS purchases).

We show three things in this ci13rt: 1. A MNew�S-76B is taken from �0

TSW at the factory and assumed to ny 750 hours in each of the next 1 5 years. The vertical columns for its 1 5 years o f operation show the cumula­tive COSt of the overhauls and time retirements, as well a s some Kunscheduledft maintenance func­tions.

2. A �Used· S-76B, with 2,000 night hours on the airfr:mle and all its components, is also sInned at the same calendar time and nies the same 750 hours for each of the 1 5 years studied. Notice lhal even though there are some times of greater expenses, the u.sed helicoptergener­ally parallels the cumulative yearly expenses of the new machine.

3. An "Hourly Maintenance Costft Reserve (savings account), b:lsed on a cumulative hourly amount, which was also increased 7% per ye:Lr to :Iccommodate the rising parts costs.

This HMC Reserve has been col­lected and saved so :IS to MbankroW most of the maintenance costs of the helicopter liS they COme due. But remember, each year's cash reserve or maintenance reserve account hlls had each of the prior years' full dollar amounts added to it, along with a 7% increase per yellr for the P:lrts costs.

The chan shows three vital points: First, a well planned and sincerely followed reserve account can usu­ally keep up with most of the major overhaul and retirement operations and their anticipmed costs; Second, there is not a tremendous difference between the YC;lrly and total cumu� laLive cost or reserve figures when comparing a new or llsed machine. More on that astounding point in a moment; Third, since we all know it is difficult to tell the year of manufac­ture or the value of a helicopter from its appearnnce, installed equipment, or its performance, we .lIso know that the majority of its value is tied 10 the status of its overhaul and relire­ment maintenancespccifications. We 311 have the confidence that the

banking, leas­

Sikorsky S-768 Annual Amounts based on 750 hrs! ear

ing. and insur­ing people now know that mon-

.. o

S2

�Sl i

c-o--o New Aircraft � Used Aircralt

•••••••• Paid into Reserve

...... ..

..

o 1 2 3 4 5 6 7 8 9 10 11 12 1 3 14 1 5 Year

ey invested in proper mainte­nam."C is usually money returned through i n -creased value or the whole- heli-copter.

Chan . 2 con­tains figures which have been graphiC:llly con­densed from a

lJOnion of The Official Helicop­ter Blue Book entitled H.E.L.P

("Helicopter Equipment Lists ;lnd Prices�), which gives a detailed :IC­coutlling of each civil helicopter's components' new, reselling, mainte­nance, and operntional costs.

Win Some, Lose Some What we have are the same two (new and used) S-76B helicopters and their annual expenditures for maintenance given for each ye;lr. You c...";;.lO sec that when comparing these expenses i n each year for the used and new helicopters, it is onen a "win some, lose some" situation in thaI one machine may have lillie expense while al the same time the other one may need i;!xtensive main­tenance expenditures.

The ch<lrt indicates lh:11 over a long time period there is not too much difference between the usc...>d and the new aircraft's ongOing maintenancecosLS. This isespeci:llly true if the Maintenance Reserve :IC­COllnt savings schedule is strictly lIdhered to from the new helicopter's delivery time.

ll1e "P:lid Into HeserveM linec1e:lrly shows th.1I the ubankrolled" cash on hand is not always more than one of the helicopters may need to com­plete its rC<luinxl maintenance. But having a significant pol1ion of the required funds available when it is ne<.>ded must surely be comfol1ing to both the Oper..ltor and the banker. Most important. ev<::ryone can now have :l greater degree of conlidence til:l\ the asset value of the helicopter will he preserved over :tn extensive period of time. R

Barry Desfo,. is l7'esidemojHl'IiV(lllleS, Inc.; Sharon DesfO,. is Editor of K7be Officl(ll Nelicopler Bille JJook�; Ralph Rosenbrock is l�jde"l of NeliTecb. I.ld .• (llId Hdilor of H.E.J..I).- "Helicop. ter Eqllipmellt USIS (/1/(/ Prices."

Winter 1991-92 • IIOftIi 4 1

n the Fall. 1991 issue or Rotor, emergency actIon planning at ground bases was discussed. [n this segment [ want to consider actions that should take place in

the event of an ,tirCT"".lft mishap.

In an aviation organization the general altitude and correspond­ing efforts are elevated to serious innight mishaps. A good prevention and response program deals ag­gressively with minor misbaps and ground and air incidents. The effort is to stop the progression berore ;I catastrophic event. Use the tech­niqlles on minor mishaps as the sitllation dictates.

Company man­:lgemenl is responsible for imple­menting the plan. Coordination and task assignments will be completed in accord:mce with the provisions or the plan. Care of individuals involved, prOlection or comp:lny assets and derense against liability action are high priority activities. One impor­tant act is the assignment or an individual who will coordinate and/ or perrom1 all medin and public relations conlluunications.

Collection or records nOti­fication to: • government agencies

• insurance carrier

• customcr or corpor.llt: staff

• families of individuals involved (lise judgement)

• legal c1epartmem, public relations department

• others ;IS appropriatc (company specific)

• c;lre of those involved

• securing of wreckage

• perform tasks assigned by man­agement

All aircraft records should he (;Qlleclcd and secllred.

42 Rr1JOR • Winter 1991-92

SAFETY OVERVIEW

-

By Walt UmOll

• aircraft records secured

• component records se­cured

.. personnel records se­cured (mechanics)

• securing of wreckage

• perform l,\sks assigned by management

The operations de­partment should secure all records of aircrew memhers involved.

• pilot records

• training records

• operations manual

• training manual

• medical records Oravail­able)

• perform tasks assigned by management

The adminis­tration swff should deal with com­munications into, and rrom, the company.

• Communications log. Keep complete records or all tdcphone, personal, and print communica­tions involved with the mishap. Assist the company spokesman in rormulating responses.

• telephone log

• print log

• tmnscripts or company statements

• procedures for dealing with me-dia

• assistance to senior management

• arrange ror lravel 1"0 accident site

• perform tasks assigned by man­agement

The safety manager is the best trained to represent thecompany at the accident scene. Activities should protect Ihe individual and the company. Assistance to the FAA and NTSB wUl comprise most of the on site activity.

• Write your emergency action plan

• conduct preliminary ac­cident invesligation

• help secure the wreck­age

• represent company to FAA and NTSB

• perrorm tasks assigned by management

A properly designed Emergency Action Plan will be a valuable com­pany document. Proper care and planning will ensure the plan will work when needed. Each section should be devised or reviewed by the appropriate department. Once the plan has been written and imple­mented, it should be exercised peri­odically, and improved.

This has been an overview or ingredients in an Emergency Action Plan. I urge all profe.ssionai llviation departments to assign an individual the responsibility or sarety ror the depaltment. Give that person the proper tmining to succeed, the re­sponsibility, and the performance standards lypical of other manage­mem functions.

Benefits to the company will be significanl: • fewer losses, improved company

performance,

• company image enhanced,

.. :lOd reduced insuT"".lOcc premiums are just some or the benefits.

An investment in a Safety Man­agement System is sound, measured by any standard.

Walt LamQ" Is [onner Director o[ Cor­porareSa[oty[orC1GNA Corpora/1M and Cba(rmall of HAl's Safety Commfltcc.

1991-92 HAl Gift Shop Puff Ink Neon T-Shirts - $15.00 Colors - Orange, Green Si1.eS - Adult, one size tits all

Kids, one size fits all Toy Helicopter - $10.00

Cable Oper:IH..>d, b:lucry powcr(.><1

HAl Poplin Caps - $10.50 C.alors - Royal with White, White with l{oY:ll

HAl Yo-Yo - $2.00 Colors - Blue with White,

Ik-d with White

HAl White Coffee Mugs - $5.00

Take-Apart Toy Helicopter -

$12.00

HAl Frisbee - $2.00 Colors - Royal ;lI1U While,

White and ROYJ!

HAl Inflatable Helicopter -

$10.00 Color - Red and White with I-IAI

logo

HAl Oversized Folding Um­brella - $22.00 Color - Blue with White panels

HAl Crest Emblem Sweat Shirt -$25.00 Colors - Grey, White

Size - Small, Medium, l.argc, ExtrJ Large

HAl Winged logo Sweat Pants -

$20.00 Color - Navy

Sizes - Sm:lll, Ml->dium, Large, Extr.l large

HAl Embroidered logo Sweat Shirts -

$25.00 Sizes - Small, Medium, uuge, Ex\m large

Mesh Cap - $5.00

Colors - White with noyal, noyal with White One size filS all

HAl logo-Motion Watches -

190.00

Pewter Models - $70.00

Ucll 2{)6, !-Iughes SOOD, M1U3 105

HAl logo Pins with Military Back - $5.00

HAl Avanti Jackets - $50.00 Colors - noya!, N:IVY. Grey, and Cream Si1.cS - Small, Medium, 1..1rge, ExtrJ Large

HAl Sweat Shirt and Pants -

522.00 Each Set - 535.00 Colors - Navy with White Sizes - Sm31l, Medium, Large

HAl logo Ties - $20.00 Colors - Navy, Maroon with Silver Grey

Pattern

HAl Regular T-Shirts - $ 10.00 Colors · White, Royal, Grey Sizes - Sm311, ML-diull1, Large, ExIra l:trge Kids sizes - 6-8 HAl Hover lover T-Shirt -$10.00 Colors - Red, Blue, Yellow Sizes · Small, Medium, L.1rge

HAl Puff Ink Sweat Shirts -

$25.00 Colors - White with Yellow, ught Blue with Yellow Sizes - Small, ML>(\iufll, Large, Extra Large

Please send your orders to:

Helicopter Association

International

Fulfillment Department

1619 Duke Street

Alexandria, VA 22314-3439

, - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - , I Name Oate I I Address Phone I I City State Zip I I Visa, MC, Money Order, Check CCI Exp. Date I I Shipping & Handling . Domestic: 3 Ilems or less, $3,50; 5-9 ilems 54.50;10 or more Items sa,OO. I I Inlernational' 3 Ilems or less. sa 00' 3 9 11ems $12 00' 10 or more Items $18 00 I I I I I I I I I I I I I I I L _ _ _ _ _ _ _ _ _ _ �

PMA: A Rebuttal COlllilllled/orlll /lage 19

parts can h<c: id<c:ntical, hr.mJ new and never nown , howev<c:r, the re:l­son that a milit:IIY p;nt cannot be installed on a S\;mdard Airw()rLhi� ness Certificated Aircr-Ift is beclllse the military pan was not manufac­tllrl!d toan FAA production approval.

Keys to determining if a part is counterfeit/hogus:

• Can it he inst:llled on a Swndard Certificated Aircraft and the air­erart meet the requirement that it will be airworthy ? ( Meet the origi­n:.1 TC).

• Does the p;1I1 h;lve a heli<.."vahlc service record ?

Do You HaV9 A

"WHERE TO PUT YOUR

Wh9th9r on th9 ground-in your parking lot-or on the roof, all spac9 is valuable!

• Is the price for:m OEM p:lrt within reason �

• [s the part tr.lCeable back \0 the original manuf:lCturer?

• Docs the pari have correel identi­fie;lIion markings?

• [s the price more important than Ibe history of lhe part?

This issue will be explored i n depth a t the Maintenance DireelOr·s Forum lhis March at Heli-Expo 92. Please pl:m to attend. R

Robert La,merd is tbeDireCloro/Prod­IICf ASSlIl"ll/lCe for Era Aviatioll, IIIC., alld CbalrmrJl/ o/Hilis Techllical Com­millee.

New!

I j lifti�,t.iiW. �. update

legislative Update c.'onlilllledjrom page 3 7

b y the Federal Government :tnd which should be paid by private industlY·

HAl has aclive(), slIpporled Ihe deuefopmelll of a civifiail lilirofor and lest/jled L'lpril 25, 1990 be/ore Ihe HOllse AviatioN Subcommillee on behalf oj lhis advallcemell/. 7be HA l recognizes Ihe henefil 10 Ihe civil iJelicopler COIIIIIIII l1i1y ill lerms 0/ i/lj/"aSIr/./cfltre enhallce­mell/ which wOllld resl.lfljrom a viable I iltrotor Ira I"/Sp0l1alioll pro� gram.

Status: The bill has been as­signed 10 Ihe House Public Works and Transport.ation Committee. R

Pholo I. 01. modt-I Mllport. Aclull d.l • .. ,II,b1, on requnl.

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44 IlOJDil • Winl<c:r 1991-92

TRB COl/lilllled forll/ pa",e 32 Ai lS, HAl. and Ih� pr�ss. Thh. arlick is ;\n unofTicial view from the per­spt.:l:livc of Ihis :lH�ndcc, who w:l.<; assigned 10 onc of the five working gruups Ihat 1llet 1)()lh day . ..;. A general .o,;cssion opened and concluded tilt.: workshop. HA l Chainll:lIl ltobct1 Fox provided the opening remarks.

Our group was chaired hy StCVl' Sullivan, Aris Helicoptcrs. with G:IIY Kov:u.:h, MJ3B :IS facilit:uor. Our Gllcgory: operators with 6 to 25 helicopters (medium neet size). We averaged 10 in :H!end:mce. The count went up or down I or 2 as ceftain individuals designated �rc­sources" sampled actions frol11 each gmup and provided inpul :ts needed.

Many Excellent Resources Till,' FAA, AI·IS, insure!"!'>. :Incl h:lnk­ers. for example, Wen.! ""reSources." Thl· I·AA W:IS p:II'licubrly wdl repre­st:ntl.:d with Cllarlt:s Dennis. l\'I:In­:Igt:r Systcms Itequirelllcnt Hranch, l:o-ho!'>ting with Jt:nney. FAA's Ho­torcraft DireL101-::lle was repn,:sl!ntcd by Manal-\er Jim Erickson; l)oliL'y Planning by Mil:hael Mon"ct; and till: Vertical Flight l)rogr:lI11 OITk:1.: hy Midlad Zyworkartc.

AilS W:I. .. reprl:sclltcd by Hht:11 Flater its new Executive Dire<.:tor. I IAI E<.:onomics and TL'Chnical Com­minces wcrc represented by Chair­men Brandon 13:mles. and Itobl:n Lannerd.

How docs one dr:nv conclusions

f!"Om sllch a variety of input? Well, e:l(:h of Ihe five working group.'; presented its nndings on Ihe second day. We heard from thdr chairmcn: Man ZlIC(';JfO ( I to 5 Ol.:f.,.·t sizd: StevL' Sullivan (6 \0 2,) - medium); Unll"f..· Stoehr (o\,er 25 - larl-\I.:): Hoben Cloud (corpor:.tlt: and private): :md Dou­glas T:lylor (puhli<.: service).

In relrospe<.:L I hI.: organiz�1tion of working groups by Ol:C\ sizl.: W:IS almost irrell.:vant 10 llle conclusions. Mo.";\ <.:onclusiOlls wt:re generic tn the indllstly reg:lrdlcss of 11I.:l"t sizc, The woups working indt.:pcndently W:l.� :1 way 10 rc:lffirm key needs. il

George M. Powefl prol'lded this OH:/"­/'ie/ll oj/he I"('WIII nUl 1I'()/"k.�b(J/J'-;.

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Vise Master cerd ............. .1 ........•.... .1 ...•.•.....•. J ............. . ChequeJlMO No. ..••.......••.....................................• Invoice my company ........................................................ .

Neme/Position: ....................................... . ..................................... 0 Send a semple{Send a media kit

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.............................................................. lip ....................................... .

Mail 10: Avie Press Associates, 75 Elm Tree Road. locking. Weston·s·Mare. Avon, England 8524 aEL Tel: +44 10)934822524 Fax: +44 10)934 822400

Winter 1991-92 • ROJDil 45

Rocky Mountain Helicopters Pioneers IAMDe" Agreement With

Allison Engines

Rocky MounI:lin Helicopters, Inc. (JtM1 l1) has long been con:;i(lerecl :1 pioneer in the helicopter indus­try with ;l series of firsts in its history. A first in everything from oper:lting aircraft new 10 the U.s. markel, to designing and developing :lircrafl

medical configur,ulons, RMHI is most rccentlythe firsl and only Allison authorized nwintenance/overhaul center ;Ind origina l equipment manuf:lclUrcr for Ihe AIISt:lr pmgnlm.

Hocky Moumain Helicopters is an offiCial Model 250 Au­thorized M::lin[cnance/Overhaul Center (AMQC) for Allison Gas Turbine Division, Gener-II Motors Corpor:llion. ItMIII was ;ltready an Allison Original Equipment ManufaclUrer(OEM) for ils AIISI:lf progmm since the comp:my holds Ihe supplement:l] type certificate for the Acrospati:lle AS350 AStar powered by :In Allison 2SQ-C30M engine.

"We have already signed distribution :l&rL'Cmems with Hawker P:lCific and European Helicopters to provide the retrofit in the Pacific Rim and European Helicopters," says

ItMHI Project Man:1ger Jim I.either. ].eitiler says the distributorships mark RMH[,s efforts to

make the AIIStar available worldwide. I,either says the com­pany is continuing research to make the :lircr;lft lighter, s;lfcr, :md more efficient, and ItMHI has installed a new particle separator, a new diffuser, and other improvements. As an AMOC, ItMHI may overhllul lind test Allison engines. "Rocky Mountain Helico pters will soon he able to offer the service \0 oUl"side customers as well,� s:lys lcither.

Jack Schweibold, Allison's Manager of Fl ight Operations :md Marketing, says RMHl's new sWtus provides a number of adv;tntages to Allison's 250 operators in addition to retrofit customers. "The network of Allison Authorized Distributor Organizations and AMOC's not only provides engine/compo­nenl rcp:lir and overh:wl, hut also new parts sales :md repair services, factory-trained field service representatives, 24-hour emergency service nnd w:lrr:lIl1Y :Idministmtion among a wealth of Dlher services 100," s:lys Schweibold. R

THE COST OF INSURANCE COME TO EARTH

INTRODUCING A HUll AND lIA81l1TY PROGRAM THAT Will SU8STANTIAll Y SAVE ON INSURANCE COSTS.

In cooperation with Helicopter Association International, Aviation Insurance Center, Inc. has developed the most exciting helicopter insurance program ever offered.

This program, underwritten by Century Indemnity Company (A CIGNA Company), provides insurance al a very affordable rate for Single engine helicopters with a maximum capacity of seven persons, while enhancing safety through regularly scheduled pilot checks and maintenance inspections.

All personal & business flying Is covered and most commercial uses

46 IICIfOR • Winter 1991-92

including instruction. The program also covers student pilots who are participating in a factory approved training program. There are special sales demo rates for factOfY distributorsiservice centers.

Exclusively endorsed by: Aerospatiale Helicopter Corporation, Bell Helicopter Textron, Schweizer Aircraft

Helicopter Association International.

Don't walt. call today (215) 374-4040 for more infonnation about this cost savings program, or send for FREE KIT.

AVIATION INSURANCE CENTER, INC. A loomis Company P.O. Box 7011 Wyomissing, PA 19610-7011 (215) 374-4040

T itle 14 of the Code of Fed­erdl Regulations (CFR) is enlilled, "Aeronautics and Space." Fedeml Aviation Regulation (FAR) is com­

monly substituted for 14 CPR when citing regulations in parts 1 1hnl 199. This is due to the fact that Parts 1 thTU 199 of 14 CFR comprise Chapter I entitled Federal Aviation Adminis­tration (FAA), Department of Tmlls­port'ation.

All regulations promulgated by the FAA under 1 4 CFR mllst abide by a general rl.llemaking process. 14 CPR Part 1 1 governs this rulem;:lking process. Prior to issuing a rule under 14 CFR 1 thTU 199, the FAA is re­quired to issue a Notice of Proposed Rulemaking (NPRM) to allow inter­ested parties to participate i n proce­dures involving a substantive rule. There are certain circumstances that allow the FAA to skip this notice and go directly to issuance of a final nIle, these circumstances being impracti­cability, unnecessary or contmry to public interest. Normally this excep­tion is used for rulemaking directly related to safety.

Responding to an NPRM When a Notice of Proposed Rulemaking, or any other action re­lated to rulemaking, is undertaken by the FAA, it must be entered on a

The Rulemaking

Process ... An

Overview

By Pamela Chal'les

docket maintained by the Office of the Chief Counsel. A summary of the proposed nile is then published in the Federdl Register with a specific comment period. A contrary, or unfavorable, proposed regulation is best dealt with during this comment period. Commenting to a proposed rule is extremely easy. A letter, which must include the docket nurll­ber, addressed !O the Chief Counsel ,md stating your position, is all that is necessary. All comments are evalu­:lted prior to issuance of a final nIle. The FAA receives, on the average, less than 100 comments on any pro­posed nile.

Once the comment period on a proposed nIle has closed, the nIle is then evaluated. This evaluation in­cludes the consideration of all com­ments received. During the evalua­tion process, the FAA may incorpo­rate any comments or changes deemed appropriate or they may leave the proposed rule unchanged.

The FAA may then issue a Final Rule. This is also done through the Federal Register.

Lengthy Process As lengthy and frustrating as the rulemaking process may seem, peti­tioning the FAA for a ru!emaking change, or an exemption, is a fairly simple procedure. Part 11.25 states that any interested person may l)Cti­tion the AdminislrdtOr for ndemaking, or for temporary or permanent ex­emption, from any rule issued by the FAA under st:Hulory authority. This can be done by writing a letter con­taining appropriate information as reqUired by Part 1 1 , submitted in duplicate, 10 the appropriate entity liS applicable.

There are occasions when a par­ticular FAR might negatively impact your operation or you might, for whatever reason, need to deviate from a specific regulation. In these instances where ;1I1 appropriale level of safety can be maintained, an op­emtor should consider petitioning the FAA for an exemption. If you would like additional information on this subject you can contact HAl at: (703) 683-4646 R

Pamela CIJaries is DlrectoroJfle/ipor/S {jlld 7khnical ProgramsJor HAl.

Winter 1991-92 • ROJIJl 47

------�I�t�� �I-------

Calendar of Upcoming Events COIl/irllled from page 12 September 6·13 - Farnborollgh International, Royal Aerospace Establishment, Farnborough, En­gland. ConlaCl: SUAC, 29 King Street, SaintJatlll:s, England. phone: 1/8393231.

COURSES PRECEDING HEll­EXPO '92, MARCH 22-24, LAS VEGAS, NEVADA March 19·21 - HAl-SIU Manage­ment for the Maintenance Super­visor. Contact: HAl, Cheryl Kriegel ,", (703) 683-4646.

March 19-21 - HAl Safety Man-

agement Course. Cont:1el: HAl, Terrie Moses al: (703) 683-4646.

March 19·21 - HAl Pilot Human Factors Safety Course. Contact: HAl, Terrie Moses at: (703) 683-4646.

March 19-2 1 - HAJ-GA Tech. He­liport Planning, las Vegas, Ne­vada. Contact: HAl, Cheryl Kriegel ,,', (703) 683-4646

March 21-23-HAl-Allison Flight Instructor Refresher Course, Con­tact: HAl, Terrie Moses at: (703) 683-4646.

March 22-24 - HAl's HEll-EXPO '92, Las Vegas, Nevada. Contact: HAl, Alec Dickey, or Linda Peters, at: (703) 683-4646. R

CLASSIFIEDS AS332t SUPER PUMA For Sale: AS332L Super Puma with a 2.5 ton C'MgO hook installed. Equipped with floats and standard interior. Excellent for executive transport. Valid airwonhiness certificate included. Asking price: 5.6 million. Available immediately. (Extensive spares package available for sale as well). Contact:Jeff Jacobllcci,JJ .Jefferson Export-Import 38 Alex Taylor Dr., Winnipeg, Manitoba, Canada R2C 4Rl Phone: (204) 233-1189.

ADVERTISERS

I N D E X -

Aeronautical Accessories .... ... . . . . . . . . . Cover 4

Aerospaliale Helicopter Corp. .. .. Cover 2

Alpha Aviation Insurance . . . . 14

Aviation Insurance Center .... .. .. . . . ... . . . . . . .... ....... ... . 46 Bell Helicopter ... . .. 7

Downing Electronics ......... .44

Flight Apparel

HAl Gift Shop ..

. . . . ... . . ... ... . 21

. . . . . . . . . . . . .. .43

HAl HEll-EXPO '92 .. . . . . . . . . . 15

Helicopter Club of Anlerica . . . . . . . . .. . . . .. . . . . . . . . .. . . . . 8

Helicopter International . . . . . . . .. . . . . . . .. . 45

Litton Precision Gear .. . . . .. . . . 12

MBB Helicopter Corp . . . . . .. . . . . 3

Pratr & Whitney... ... . . 1 1

Precision Air-Power ..... ... . . . . 39

Rotor Blades Inc. . .. .. 8

UNC Airworks .. . . . . . . . . . Cover 3

r - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - , CLASSIFIED ORDER FORM Your way oj reachill8 Ihe entire civil helicopter cOlllllllllliryl

To: ROTOR M:lg;Jzin� 1619 Duke Street Alexandria, Virginia 22314

Plea�e run my cJas�ified ad in the next ___ i�sue(s) of ROTOR ,!( the rate of $85.00 (per Issue) for first 50 words; 51-100 words is 595.00: 101-159 words is 5135.00. Ads over 150 words will change in price to st:lndard 1/3 p,lge b/w f'Jte: 5454.00 for Illembt:r�. (5632.00 for non-members.) No agency commision discounts. The tot:ll cost of the "d will be S ,md must be paid in advance.

UST AD WORDS: __________ _

please fill in this inform:ltion completely for billing pur­poses.

Name __________________ _ Company _______________ _ Street Address

City, Slate, Zip/Country __________ _ Telephone Null1ber ___________ _ o Check 0 MaSlerCard 0 Visa"' _______ _ Expiralion Dale ______________ _ Signalure _________________ _

L _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ �

48 ROlDR • Winter 1991-92

The VRS'" VIBRATION REDUCTION SYSTEM from Aeronautical Accessories, Inc. Is the break­through In vibration dampening technology Bell 206 owners have long awaited. The system Improves the ride of the heli-

• Reduces Pilot and Passenger fatigue.

copter so significantly, we expect it soon to be accepted as an absolutely essential piece of equipment for all JetRangers.

If you are one of the major­ity of JetRanger pilots and owners that have long wished for their helicopter to fly as smoothly as a LongRanger, we have the system available today to make your wish come true.

AERONAUTICAL ACCESSORIES, INC.

P.o. BOX 3689 BrnSTOL. TENNESSEE 37625

61 &538·5151 Telex 55-3446 1·800-251·7094 Telefox 615-538-846<;1

FSCM 1dJ162

• Saves on vibration-resultant wear and tear on your airframe and

avionics.

• Makes a great helicopter beHer.

Contact Aeronautical Accessories, Inc. to order your VRSfM today.

FAAjPMA approved for Baa 20M and Bell 206B hellcopl8fS. VRS'" lor other model helicopters ore currently undef development.

Without 11f11lVRS"

"After experiencIng the smoothness of a VRS ... ·eQulpped Bell 206, our cus­tomers now Insist a VRS™ be Insfalled In all the Jetr?anger helicopters we provide them. - .Jorrlel B. Panoff. President

RotorCroft PoftnershJps, LTD