Untitled - HFI Historical Archive - Helicopter Association International


Untitled - HFI Historical Archive - Helicopter Association International





Frank L. Jensen, Jr.


Daniel P. Wars ley

Associate Editor

Carolyn A. Vujcec

Production Manager

Edward F. DiCmnpti

Art Director

James S. R. Brown

Contributing Editors

Ronald C. Bunch

Alexander G, Dickey

Glenn A. Leister

Mauhew D. Ubben

Editorial Advisory Board

Jobn Anderson

New Englund Helicuptcr Pilots AssocialiOIl

Frans Bokma

Europc;1n IIdiooph:r Opcrmor.< CommiHcc

Davie A. Buschkottcr

ProtCssiOlml Helicopter PilOls Association of


Lynn Clough

Helicopter Safety Advisory Conference

Guy Lloyd

Helicopter Associmioll of Auscmlia

Ron Lombardo

Eastern Region Iklicopll!r COllncil

Jack Thompson

Mid-Atlllluic Ifclicoplcr Associmion (MAliA I

In additioll. mc:rnbcrs of HAl. its boon! of Dircemrs.

cornmiuee chainncn (lnd HAl swff rvc: on

ROTOR's Edilurilll Advir.llry Boord.


(703) 550-8421

Kathie Gruel.

Marjorie K. McRae

ROTOR (1SSN) 0lW7.H31XJ I, 1"",'Isloro 'l"''''''' hy d",

1Ic11copicr A __ i.,i"" Intern." .. ",I. Iblll Duk" Si.tt,.

AIeand'; •• Vif"m. l2314·J4J'l: (7Q3J 6IU-4b4b. Cr.opyriglll

19811 by ,'''' IIdi",,\*, ," A .. "",iaI_ Inlcmolinlnl. AU ."hr:.

...,. .,r"'Idurn,m of ROTOR In ... ""Ie Of In pun ... II>

1=in"'" C·




Before gelling to the "theme" Oflhis issue of ROTOR ... the humanitarian role of the helicopter in Ihe

modern world ... 1 would like to louch upon another timely topic, ie., top leadership:

Jensen and Secretary Samuel K. Skinner.

Jensen and Administrator James B. Busey.

Secretary of Transportation Samuel K.

Skinner has established himself as a truly

outstanding individual. Clearly endowed with a

great mind, Secretary Skinner is a pilot. a leader,

and closely in touch with the real world. He

visited HAl's offices during the recent Board

meeting,* and impressed all of us with his

first-hand knowledge of aviation mailers.

Secretary Skinner has been awarded by HAl the

designation of "Honorary Helicopter Pilot".

More significantly. he is quite interested in

getting his add-on ticket as a real helicopter

pilot! We're very fortunate 10 have Mr. Skinner

as our Secretary of Transportation.

FAA Administrator James B. Busey IV,

selected for this position by Secretary Skinner,

confirmed by Congress and appointed by

President Bush, isanolherlop-notch individual.

(Allhough Busey is not yel rated in helicopters,

his son, James B. Busey V, is a civilian

helicopter night test engineer.) Adminslralor

Busey recently spent almost two hours with

HAl's Board··, where there was a very candid,

open e)(change of views. I am certain thai

Administrator Busey will be among the all-time

top administrators of the FAA.

Look at the piclure ... the President of the

United States. the Secretary of Transportation

and the FAA Administrator, all piiOlS! Do we

dare 10 hope thai, with Ihis line-up of winners

at the lOp, perhaps they can bring about a relUm

10 reality on the part of those few in the FAA

who are imposing unreasonable regulatory burdens on the civil aviation industry ... primarily

through draconian enforcement procedures? I would like 10 hear your views on [hat IOpic.

The civil helicopter industry was greatly saddened by the dC'llh Sept. 4 of RObe11 L. Suggs, Chainnan

of the Board of Petroleum Helicopters, Inc. *"'*

Now to the subject of helicopters as humanitarian servants of society. Every one of us in the

helicopter industry. whatever our role. should be most proud of the record which our remarkable

machine has made as a lifesaver! Please read the articles on the following pages which describe just

a few of the disasters in which the helicopter has been the hero ... and lei your chest expand with the

knowledge tl1U1 you, as a helicopter professional, are parI of that winning team. To quote the theme

from HAl's 1988 show. "HELICOPTERS. ABOVE ALL. SAVE LIVES !n

• See (mide 011 {Jage 6

•• Set' arficlt, oll/Joge 8

* •• Set' (lI"fic/e 011 /mge 39

?e::: .


Fall 1989



By Honorable Samuel Knox Skinner

The nation's greatest ll'allSportalion

project, President Eisenhower's inler·

state highway system. i!> nearing COIllpletion.

Americ111ls are proud of their

freedom and ability to trowel from one

end of our land \0 the other. TIle next

challenge is how [0 preserve and enhlLllce

our mobility.

We cnnnol lnkcour tnlllsporialion system

for granted. We l11usl maintain and

selectively expand our roads ,md transit

systems and cnhllllce our air traffic

capacity. Walking Ihrough a busy airport

or sitting in rush hour Inlffic

provides rcal mClIning to Ihe words

"capacity problems" in tnmsl>ortalion.

1'!owever,lIs Jimmy Duntll1c said, "YOll

ain't seen nothing yet." By the year

2000, U.S. airlines will be carrying 70

percent more passengers than today and

over 200 million cars :md trucks will be

crowding our highways.

Staggering Statistics

These st:lggcring statistics signal the

critic;11 need for a national transportation

policy that addresses today's

problems. and deals with our coumry's

transportation needs into thc year 2020

and beyond. Such a systcm is essential

to the country's economic vitality and

its nutional defense.

Few business executives would think

of operating their company without a

strlltegic plan. Yet. transportation accounts

for as much as a fifth of our

Ilation's gross Ilational product and as a

nation wedo not have:l firill assessment

Mr. Skinner is lite Secretary of

Transporlatioll oflhe Unired Slates.


of where we are headed or the obstacles

we aTe likely to encounter.

Assessment High Priority

One of my highest priorities is to

develop such an assessment by the

beginning of 1990. A group of experts

from both goveTllrncm and the private

sector. called the N:ltion:d Transportation

Pol icy Team. is developing a

slr.ltegic policy to help make transpor­

\;Ition more efficient. less expensive.

and. above nil. safe fOT the American


nlis te,ull consists of several major

working groups that will zero in on

specific 'Ireas of transportation. They


Urb'lIl/Suburban Transportation

Systems and Services

Rural America Transportalioll

Systems and Services

[ntercity Passenger: Domestic

Transportation Systems and Services

Intercity Freight: Domestic

Transportation Systcm and Services

[ntemat ional TranslxlrIat ion S ystems

and Services

Innovation and Human F;lctors in


111ese groups wi II hold publ ic hearings

und work with transportation industry

associations to llssess current demand

:md project future transportation needs.

TIle policy will consider how mass

t T:msil. h ighwa ys. ai rports. sell ports. and

r:lilroads can complement each other

and provide tOlal transponation service

to Americlltls. The team will seek

answers to questions such as: How can

we solve the problems of 'Iirpon congestion

and nil' traffic contro[ capncity?

What is the future for high-speed passenger

trains in heavily populated

transportation corridors of the country?

1·low can we rcpair:md extend our highway

and bridge systems and who will

pay the bi lis? em privilte entrepreneurs

be "primary players" in llUlSS transit services?

How can public tmnsportntion

relieve some of the pressure on the highw:ly

and aviation systems? Will

trnnsponation into space be a mission

contrtlilcd by the fedel'ill govcrnme11l or

by the private sector'! Will U.S.

maritime resources be :ldcqllflte forcivil

and military needs?

Environment, Trade j Economy

Must be Considerea

For this 10 be a renlistic transportation

strategy forthe next century. it must :llso

consider factors such ,IS: ellvironmental

impact. international tT:lde. economic

opportunity. energy resources. and national

security requirements while

painting the transportation picture of the

21st century.

After this assessment. we must then

find the mellllS to get the job done. Wc

may have more requirements th'lIl

resources. bUI this should stimulate

creOJtive solutions. lIot illduce stagnation.

Both the highway :lnd the :lirport

programs will be reauthorized in 1991.

This pl'(x;c.s will provide an 0pl>or·

\LInity to work with Congress in lackling

some of our tough tr.lnsportation

problems and present ing a vision lor the


There are many variables remaining.

but one item is certain--this effort will

require cooperation from every level of

government. rrom every aspect of the

private sector and from every creative

trans l >Oftation user.

In the coming weeks you or your organization

Illay have constructive ideas

regarding the future of transportation. [f

so please send them to me. OUTworking

groups will seek to incorporate thcm

into the National Transl>OT\illion Policy.

Input from all aspects of the transportalion

industry is illl l >onanl.

[ like Wayne Grctzky's delinition of

slnltegy. Ice hockey's greatest player

says he skates to where thc puck is going

to be. Our t:l5k is to anticipate transport:llion

needs and stay ahe:ld of the curve.



Fall 1989





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Chattanooga, 37411

Admiral Busey meets with HAl Board.

(Ed. Note: Wi,II permissioll of Adm;lIi.\'/I'(/(or

Bw;l'Y. r(IIII/!/" ,hal/ prim (/

"stalll/O/'ll" ASK THE AD­

MINISTRATOR cofumll illlhiJ i.u//(' of

ROTOR. we wiff iI/stead prilll excerpls

frolll IIi.f me/'Iil/g recelllfy lI'itll NAI's

Board of Director'. at II'IIi( __ II tillle tile

a/)m'e photog rlIlJIIII'(lS rakel/.)

Administrator Busey met with HAl's

Board of Directors, during n regularly

scheduled meeting. After welcoming

comments and inlroductions. HAl made

:1 20-minute slide presentation- on I·IA I

history, org,l1lization and progml1ls.

Then the Administrator made wille

informal commellls. prior to opening

the discussion:

BUSEY: It is a pleasure to be here

with you today. This i.\ one or my first

visits to a Washington-area avi:uion

tr:lde :lssoeiation in my new capacity.

Although I am not rated as a helicopter

pilot. I have nown milil,")' helicopters

quite a bi!. Also, I have discussed HAl

with (FAA ExecUlive Director) "Tex"

Melugin. and received glowing words

from him. about IA1. And I do have a

growing appreciation for the role of

helicopters in civil aviation.

Concerning my new responsibilities

as FAA Administrator:

• I feel very good about working with

Secretary of Transportation Sam Skinnel".

He has already let me know that he

williellve to FAA the resl>onsibilities of

regul:uion and safety enhancement.

• I am quite favorably impressed with

the high professional standards of the

FAA's workforce. at all levels.

Some of my objcctives are:

• To continue to improve aviatiOIl

safcty across the bomd.

• To get thc moncy out of the Avi:uion

Trust Fund. to be spent for the purposes

for which it was collected.

• To really "Outreach" ... to aviation

interest groups such as HAI.:ls well as

.. This slide p/'CJellf(l/ioll inc/II(les 116

35 mm slilles. (/Irlllta. {/ /'ecordl'(f audio

I/flrm/ion. C opie. al'l' amilable tllroug It

HAts D(//! WlI/'sll'y.



pilots. mechanics tlnd other clements

of the industry. which must all be

heard from and listened to. I illlend to

do my best to hear all sides of the

issues .

• To improve thc infrastruClUre for

air traflic control .

• To position FAA to provide ser

vice with mllximum benefit :lcross

the entire spectrum of the industry.

including helicopters, :lnd all of

general aviation. air carriers. and the


Well. those :Ire my opening COIllments.

Shll11 we open it up for discus


slon , .

HAl: !-IAI's quarterly magazine

receives wide distribution ("veragc

print run 17500 copies). We IIlIVC been

very pleased to have" column called


which has been supported by FAA's

Administrator since ROTOR started

(1ast ye:lr). Will you continue with this


BUSEY: I have seen the column. Yes.

I will continue with it.

HAl: FAA's enforcement practices

IllIve become actually counter-productive

to safcty. This problem is n01 isolated

to helicopters ... it arfects all segmcnts

of avilltion. All of the aviation

trade publications are c:lTTying stories

on this topic.

Basically, all of us in the industry

agree lhat scor-flaws and bad operators

must be dealt with, :md harshly. But the

FAA has swung 100 far in Ihe enrorce

ment direction. Many opcr..llors have

just phtin quit talking to the FAA in

SpeClOrs, for fe .. r of punitive actions. It

is re:llly irn l >Ort:lnt th:lt we restore g()(X1

communic:ltiolls betwecn civil

operators and Ihe FAA.

Since FAA took lIuthority/discretioll

"W:lY from the FSDO :lnd Illoved this

rurther up the linc. the close relationship

between loenl inspectors/operators hus

been lost. and safety is "clU:llly being

diminished in the process.

We frequently hear FAA employees

agreeing with this viewpoinl.

lllere has been continuing ambiguity

in the interpretation of regul:ttions. For

one exmnple. the pertinent FAA handbook

for inspectors actually contr.tdicts

FAR 133. We also have the problem of

regulation by AC (advisory circular).

.. nd both the handbooks and the AC's

are being used to short-circuit the rule

making process.

(COl/lilli/cd 011 ,,/e 36;

Fall 1989

GSA Administrator Responds to FAA Administrator About Excess Aircraft

Richard G. Austin has served as Acting

Administrator of the U.S. General

Services Administration (GSA) since

September, 1988.

A former member of the executive

committee of the Republican Central

Commiltee 01 Sangamon County, III.

and the 1981 While House Conference

on Aging, Austin served since 1986 as

regional administrator for GSA's slxstate

midwest region headquartered In

Chicago prior to his appointment as

GSA deputy administrator with White

House concurrence.

Austin Is a decorated U.S. Marine

Corps veteren who served In South

Vietnam, and a malor In the illinois

Army National Guard, serving as public

affairs officer for the Adjutant General

lor the State of illinois, his homestate.

The GSA, a 20,OOO-employee central

management agency, sets lederal

polley In area of supply and service

procurement, properly management,

teleeommuncalions, and automated

data processing.

Richard G. Auslln

The (lIffowillg leiter hy Ri£:hard G. AII.lill.

Cellauf Serl'ia.l· Al/millil'/l'fIlioll

(GSA) Ac/illg Al/milli!UI'(I/(}/', is ill

r('spllIIse to former Felh'r(11 II I'illiioll IIl/millisrrmioll

(FAA) IIdmillislmlor Mr. 1'.

Affllil Mcllrf()r·. "Relif(!lIIelll 0/ DOD

MifiwI)' Neikopll'r.I·" l/r/icle, I'rilll('d ill

the SprillK 1989 is.fIIl' o/ROTOR.

We are advised by the Departmcnl of

Dc!fense (DOD) thai apprOlumatc::ly 900

helicopters of various types are schcduled

for rellrcment rOm) current Am)y assignments

by fiscul year 1992, About 400 of

these arc VB-I H "Huey" helico p ters. The

U.S. Forest Service (USFS) is mterested

in obtaining 104 VH-IH's in connC{;lioll

with Slale coopcr.l1ive forest fire control

program re4uircrnenls. Our records indicate

thnl 13 helicopters were Ir.lllsfcrrcd \0

the USFS earlier this yellT for Slate usc.

No addiliol1111 VH-11-l's arc antici p ated

\0 be released by DOD as excess p nor to

fi sc al year 1991 becnuse of known

projected demand in connection with 011going

DOD programs such as foreign

mililury sales, drone target uses, and law

enforcement support. Approximately 30

EI-I-I helicopters. which consist of a VI-!-

11-1 airframe with significant modifications

for special electronics warfare missions,

ll1:ty be dClcnnined excess by DOD

later this year.

(Co/llinl/cd OJI fwgc 35)

Addilimw/ ill/UI'mOlioll re{ali"e 10 issues

l'lIi.n!d ill Mr. McArtor's lmide i.f oll/fillcd

ill the hox below.


Uy Richard G. Austin

Q. HM thc GSA perfomlcd an annlysis of the llircmfl to be

lmnsferrcd demonslr;uing lhm it is clc.lrly a benefit to the l'lxpayer

10 refurbish this fleet of aging aircraft,!

1\. While GSA makes excess property nvnilable for lransfer to

Olher Federal agencies. the dClenllin:llion to aC( l llire such property

is lIlade by the pOient ill1 recipient. GSA docs nol perform

cosl/bcnefit analyses pertaiuing to other llgencies' excess properly

llcquisitions. In this instance. the individual State's participllting in

the USPS's coopcnl1ive forest fire cOll1rol progmm would make the

cconomic delermin:nion 10 acquire excess niremft in lieu of exercising

other alternatives under applicable State laws and regulations.

Q. What aooul surety? To wh;lIl1irworlhine.s sllIndllrd will these

aircmft be cCrlificd ,U1d l11ain\;li11cd'! Will public aircraft oper"tor.

continue to be allowcd to carry personnel and c:lrgo in aircraft

certilied in the reslricted cmegory'!

A. Any DOD helicopters lransfcrred for usc by Federal. Stale. or

local govemlllcnt aelivities would be subj(..'Ctto stalutory prOvisions

npplicable to "public" aircrnft.

Q. Is the long tcml impact of transferring this large neet of aging

miliHlry aircraft to the publ ic operators not el\l\cerbnting the

problems uncovered in theGcneml Accounting Office report. A viat

ion Safety: Federal Regulutio n of Public Aircraft. (see

GAO/RCED·87-19BR. Deccmber 1986)?

A. This GAO reporl dealt primurily with lhe issue of whether and

to what elllent FAA regUlations and Nmionlll Transportation SafelY

Board (NTSB) procedures should be upplied 10 public aireraft. 11

concludcd without specific recommendnlion lhm the Congress

should consider lhese mallers.lllld also noted thatthcrc WHS no clear

consensus among FAA and NTSB regarding appropriate actions.

Q. Because public operalions ure self-insuring (underwriuen at

tnl\l:h1yer expense). has an impact analysis been conducted evnluating

the increased liability of conducting operations with aircraft in

an airworthiness cluegory prescribed for civilian operator.; by the


Fall 1989

A The previously citcd GAO repol'l. Aviation Safety: Fedeml

Regulmion of Public Aircraft (GAO{RCED·87-19BR). concluded

lhat there is no cle ar dcmonstmtion that surely problcm stern from

lhe ,Lbsence of FAA and NTSB ovcrsight of public aircraft.

Q. The civil hclicopter industry has spent decades on rcsearch and

dcvelopmcntto eng ineer quieter airemfi , comply ins with even more

.lringenl noise abl.1lement restriClions. Hns lhe GSA conducted a

noise impacl study lodctennine lhe cffectthis largc numbcr of older

technology militllry helicopters will have on continuing public

Ilcccplnncc of the helicopter industry?

A. A noise implLct slUdy on helicopters has not been conducted by


Q. In lestimony before Congress on September 28.1988. GAO

spoke of improving GSA's focus relative 10 implemcL1ling all thc

GAO recoml1lendations regl1rding avimion administTlllion. 'flIc

lmnsferofthe aging neet ormililary aircmf1 appears in conllicl with

lhc avi:uion cnvironment of the 1990's in general. nnd initiatives

fostered by the FAA. GAO and OMB in pmiclilur.

Whal is the status of GSA's effort 10 implcment the recommendations

made by GAO for a centralized aviation administr;lIion

office? 1(Sce Federal Civilian Agencies C:m Better MUllllge Their

Aircmft :mtl Rdaled Serviccs. GAOJPLRD-83-64, June 24. 1983).

lmd more recenlly by OMS in lheir Circular A-126 (Januury 18.


A. GSA h:1S implemented II centralized public aircr .. n invemory

systcm. which was referenced in both the 1983 GAO report lind

more recenlly in lhe revision orOMB Circular A-126.

Cenlmlized administration of the :tircrnft manngemenl program

outlined in A-126 is currently housed in the GSA Feder .. 1 Supply

Service's Tmnsportatioll Managemenl Division. We're are !Ilso

working wilh OMB to streamline the A-76 procedures rclative to

public aircraft.

Finally. GSA has begun the process of establishing an interngency

committee to address public uircraft management issues. We ill\ticipate

this commillee will be fully opcrJtional later this yeur.




By Ted Veal

This i lite slory of how three Colunl­

bia Helicopters' Boeing l07s supplied

food 10 remote villages when no other

method of transport was possible.

The year WllS 1985. Thousands of

Sudanese in the western province of

Darfur knew what it"s like 10 be without

food. Some villages had gone without


(Cfllllillll(!(ljrom I}(IRe 10)

Sudanese village anxiously awaits grain delivery by helicopter. Over 7

million pounds o!sorghum grain were Uown to remote areas.

operations. Flying seven days a week

for over 14 week.. the three helicopters

amassed a lotal of 2600 hours, an

average of close to nine hours per day,

per helicopter.

Considerin g Ihe operalion was

rcslricted \0 daylight periods only, Ih;s

effort may well be a record for susla;ned

helicopter operations, if not under nor·

mal slaleside based conditiOIlS, then cer­

tainly for remote area operalions.

Heavy Rains, Blowing Sand

Flying conditions varied from heavy

nlins to blowing dllS! and slmd. Each

night. maintenance crews worked 10

rCildy lhe machines for the next day's

nying wilhout benefit of hangars or

other shelters to shield them from the

sornelimes torrential downpours ;md

high winds or from the voracious ap­

petites of insects.

The U.S. AID relief program with

helicopter nights ended arler 100 days.

'!lle Sudanese harvesled their crop of

dura by that time. and a bumpcr harvesl

looked promising due 10 large amounts

of rainfall that growing ljcason. quite in

conti.lSI 10 the previous few years of


Cruig Noren, project development of­

ficer ror U.S. AID in Nyala. calculated

th:lt thousands of lives were saved from

famine beC.lUSC of U.S. efforts. Credit

musl also be given to world org:miza­

tions and other nalions who were bllck-

Fall 1989

ing the farninc relief program in Sudan.

jusl onc of thc African countries where

sllIrvlltion was occurring. Ethiopia,

Chad and Mali had serious food

shonagcs: they too were receiving help.

Never before had there been such a con­

certed effort by as mllny first-world na­

tions to feed lind bring relief to the un­

rortunlltc and starving peoples of third­

world nations.

Total hours: 2.598 hours

Food hauled: 7.488.300 pounds

Fuel lind misc: 893.100 pounds


II Helicopter


,, International

Editor's nOle: U.S. A I D h,ld considered

sending H cOlltingcIII of U.S. AmlY Blilckhawks

to accomplish this mi .... ion. HAt

requcsted a cost compurion of milimry

'IS. civil helico]lter.. Using CllsI figure

provided by the U.S. Anny. U.S. AID

officiul issued (I rcqucSl for proposal llild

thell cOlllraeted with Columbi:1 Helicol>tcr.;.

This bcc:tmc 1I "win·win" situation:

the starving Sudanese got lhcir rood and

the U.S. taxp:lycr paid much less ror

helicopter support.





















6910 Hayvenhurst Ave . • Van Nuys. CA 91406

TELEPHONE (8\8) 901-1434

FAX (818) 988·4n7




By James l. Kolstad

"Let's get a helicopter up as soon

after an accident as possible .o we

can gel a good look at (he wreckage


That is a typical comment from

investigators al the National

Transportation Safety Board

(NTSB) following an accident. It

;llso suggests the important role

helicopters arc playing in accident


Hovering Ability Makes

Hel icopters Superior

Reconnaissance is just one of the

jobs fOf which helicopters are so

well suited. und they are considered su­

perior 10 light aircmft because of their

ability to hover. But it goes beyond this

because helicopters can reach rcmote

areas to transport investigators, rescue

victims and quickly remove important

wreckage from accident siles for

1:lbo11ltory analysis.

As the nation's chief transponafion

accidcllI investigation agency, all

NTSB investigators must use every 1001

avai lable to develop the facIual

evidence so crucial to determining the

probable cause of an accident and

recommending what can be done to

prevem a recurrence. It is nOl surprising,

then. that helicopters have come to play

such an important role. In some 2.500 or

.o aviation :u,:cideills II year. hel icoplers

are used by our investigators about 30%

of the time in one way or another.

And it's notjus\ in aviation acci(ienls

Ihat helicopters al1: pressed into service

by NTSB. Board investigators lise Ihem

when necessllry for transportation and

to help survey accidelll sites resulting

from pipeline explosions, bridge collap­

ses. and railroad and highway col­

lisions. And, of course. helicopters are

used al times for marine accidents .

./all/t's L. Ko/swd is (lClillg cllairl//all of

Ihe NlIIiollal Trall.tporl(l{iol/ Safel),



A team of one dozen Invesligators eKamined the

site of the Cessna accident.

Wide Application in Accident


Out it's in ;\viation accidenls th:L1

helicopters seem 10 have their widest



(Cmllillllt'djrnlll l)(IK" 12)

Location and Recovery

Impossible without Helicopter

Similarly, a McDonnell Douglas 500

helicopter W:IS used ror wreckage and

victim recovery in an accident that oc­

curred in 11 remote HawaiiHll Island val­

ley in June. A Scenic Air Tours twill

engine Beech 18 slammed into an

1.800-foot high valley wall and all

cleven abo:ml were ki lled. WithoUi the

usc or a helicopter. location. inspection

and recovery from the 70-80 degree

slope would have been virtually impos­


The reconnaissnnee capabilities of

helicopters is evidenced in two recent.

separate accident investigations. The

best known of these involved the

sabol:lge of Pilll Am night 103 which

crashed at Lockerbie. Scotland lasl

December. killing 270 persons.

111ree Aerospatinle AStars were used

by separate teams or investigmors to

scour the countryside looking ror bomb

damaged pll1'tsofthe aircraft. Parts from

night 103 were strewn over hundred. of

square miles. mnny of which were dif­

ficult to rc:leh except by air. The effort

W:IS IIccolllplished with the necessnry

urgency with helicopters. Without

them. the job would have been a walk­

ing search through the countryside that

could have taken years.

The second accident occurred laSI

March ncar FLWorth. Texas when the

cargo door on an Evergreen Airlines

DC-9 suddenly opened after lakeoff and

the plane crashed. The aircraft wascom­

ing back to the airport for an emergency

landing. Both pilots. lhe sole occupanls.

were killed.

NTSB Used Helicopter to Save

Personnel and Time

InvestigUlors used a Bell-206, with a

pilot .md tWO observers aboard, nying:1I

about 200 feel over the DC-9's route of

night, 10 see if anything had fallen off

the jet. Usc of the helicopter s:IVed personnel

and time.

Helicopters also playa signific:Ult role

in searching for accident wreckage and

victims of smaller aircraft. An area

where this is particularly so is Alaska.

For instance. in July. a plane crashed

on Bums Glilcier. locllted Ileal' Whinier.

Fall 1989

Alasb. resulting in four fmalities.

Helicopters were used extensively in

senrcll unci victim recovery as well as

tr.msportution of Safety Board person­

nel to the uccidenl site. The light plane

was from a U.S. Air Force Aero Club.

The helicopter. provided by the Air

Force was /I Sikorski ],]-3. It was invalu­

able in the invcstigmion for the Safety


In :mother case. a pilot executed :111

instrument approach. descended below

minimums. and struck 11 rnotlnlain. The

accident occul'red on Hinchbrook Isl:md

near Valdez. Alaska. U.S. Coast Guard

helicopters were used. first. to locate the

wrcckage. then to tr.msport the NTSB

investigator and others to the accident

site. 'nle site was located at Ihe 2.000-

foot level of a mount:lin on an extremely

remole portion of the island.

Vital Investigative Tool

The Safety 8oal'd has long recognized

the importance of helicopters as 11 vital

investigative 1001 and welcomcs their

increasing utility for life saving. scat'ch

and rescue. photographic missions.

night path reconstruction and wreckage


James l. Kolstad became a member

of the National Transportation

Safety Board (NTSB) in 1987, and

was appointed, by President Reagan

in 1988, the NTSB Chairman of the

Board for a two-year term.

Since joining the NTSB, Kolstad has

headed Safety Board teams investigating

both railroad and aircraft acddents.

Kolstad's experience in

transportation and aviaiton has been

In both the private industry and

government sectors.

He was Director of Community and

Congressional Affairs for lhe former

Civil Aeronautics Board in

Washington from 1973·78, and

served as Head of Corporate Communications

for Frontier Airlines lor

seven years. Kolstad also served as

Director of Intergovernmental Relations

for the U.S. Department of


A Washington, D.C. native, Kolstad

served in the U.S. Navy from 1962-




for which


did you say?

Ho/d on,

I've got

them all



The Aircraft Cost Evaluator­

Helicopters gives operating costs for all

the popular turbine helicopters. It is

published by the same people who

h made The Evaluators for jets and

turboprops the reoogri2ed """" "'ds ""

lhe industry.

An indispensable reference Ihal

puts In corrrnand d all the rumbers

)00" need to be >OJr firm's authority on

costs. When considerIng a new

helicopter or at budget time. Any lime

the boss wants some expense related

answers fas\.

There are t'NO pages for each

helicopter. An update fNerY six months.

Here are numbers can count on to

be consistent, conservative and reliable.

It's a resource every helicopter operator,

consultant or dealer sl'\(>ujd have.

For all !he facts, write:

Al Conklin

Associates, Inc.

II1/bnllatioll SefVices for AVlCUWIl

P.O Box lt42 • Orleans . Massachusetts

• 02653 (508) 255-5975


· .. _Ioo ."_

r.o . .... .. 6IiW , .... .. no, .... a.\ 7GiOi

3,U711-4Il' ! T., .. 012 ...... ' FAJ! 3,1\..070.U,H

_, ld_n.l _.rflt1W7




By Don Andrews

One of our great early American

heroes, Benjamin Franklin. wrote about

a program he designed 10 eliminate all

of his shortcomings and vices. The approach

WllS simple: concentmte on each

vice one at a time: once one weakness

was mastered. move on to the next

shortcoming .md tackle it. By approaching

self-improvement in this manner,

Franklin concluded that he would see

dramatic results in a very short period of


Whll! he soon discovered. however.

was that a vice, once conquered. {lid not

stay sulxlued. If Franklin rciaxe{1 his

guard even slightly. the vice reappeared.

The lesson Ben Franklin leamed

about defeating personal problem areas

has a direct application to our mission

of accident prevention and risk management.

We Keep Repeating Our


Then! is un old axiom concerning

aircraft accidents that states "there arc

no new accidents. just new ways of

repeating the same old mistakes."

Every time I read of a weather-related

accident, I recall the very first accident

I was exposed to over 30 years ago. A

friend of mine was killed when he attempted

to push the weather. when

neither he nor the aircraft were certified

for instrumcnt night. We just keep

repeating the smne old mistakes in differenl.

bUl rarely origin.Li, ways.

Ben Franklin's Lesson

Applicable To Safety

When accident investigations establish

a failure of a part or system. we ,Ire

quick to implemcnt a fix. These "4uick

fixes" come in the fOnll of airworthiness

directives. mandatory service bulletins,

or other direelion from the rmmufae­

IUrer or the appropriate civil aviation

authority. But when the investigation

indic:ltes human error, or that human

faclor.; were involved, we oftcn lind it

difficult to produce a valid fix.

When an attempt 10 corTect human

error is made. it is oftcn in the form of a

new rule to follow. We must remcmbcr

DOli Alldrews is l'i("e presitlellf, Hocky

MOllntaill Helkopters. allll chairlllall of

HAl" oS SafelY COllllllilll'e.

the lesson Ben Franklin taughl us: more

new rules are not the answer. We simply

cannot write a rule 10 address every

conceivable wny that can be used 10

create an accident. Therefore. if more

rules arc not the solution to improving

safety and enhancing risk rn:U1l1gement.

whal is,!

Professionalism Is Key

The answer i. simply to!:11 professionalism

on the parI of all pi lOIs and

mechanics, and an aggressive safety

program at all levels in an organization

that contributes to the professionalism

of the individual crew members. The

safety programs must aWlck head-on its

four mortal enemies: carelessness:

stupidity: ignorance: and complacency.

A safety officer's role is not ellsy. The

job description is nOl well defined, the

t:lsks are illusive, the result.:lre difficult

to quantify. and the work is never completed.

Whcre a sound safety program

exists. however. professionalism


A safety officer recently addressed

these issllcs in his monthly report. He

stated. "One of the strongest attribllles

of thi. particular contract is thaI safety

is foremost in everyone's mind and is

never sacrificed. Across the board, the

people involved in this program have

given .afcty the priority it dcserves."

A wonderful endorselllenl, my wish is

that all safcty officers enjoyed Ih:lt typc

of support. He continued to say, "II is

one thing 10 get your progmm on th

HEll-EXPO '90, the Civil Helicopter Trade

Show, Combining the Best of Today and


Helicopter Association lnlcmalional

(HAl) President Frank L. Jensen Jr. is

confident thal l·IArs HEll-EXPO '90,

Fcbnmry 4-6, 1990, Dallas. TX, will set

:I precedent for the next decade of future

civil helicopter industry expositions.

"HAl's ]'IELI-EXPO '90 will usher in

the 90's as a decade of outstanding opporlLLnit)'

and growth for the civil

helicopter industry," Jensen s:lid.

Annually aUrHcling between 8,500 -

9,000 auendees. HEll-EXPO '90 participants,

while focusing their attention

on the innovations

A viation Associations Help Develop Transportation Policy

By Matthew Ubben

The National Aviation Associntion.

(NAA) n coalition of trade associations

representing all components of civil

aviation. including Helicopter Associatioll

International (HAl), recently expressed

its endorsement of the Department

of Transportation's dcveJopmcllI

of a national transportation policy as

"high priority" in a leller to Transportation

Secretary Samuel K. Skinner.

The coalition requested thaI it and the

Secretary "work together" in developing

a "provision in the Nccific National Aviation

Policy." TIle letter also recommended

"an extension of al least thirty (30)

clays" of tile September 1. 1989 dC:ldlinc

for comments. as published in thc

Federal Regisler.

Policy Statement Will Establish


The National Transportation Policy

Statement. to be issued by the Secretary

early next year, will establish the

framework through which decisions on

transportation infrastructure. services

and related needs can be systcmatically

assessed lind implemented during the

next decade. lind inlo the 21st century.

The Dcpart1l1cIH's policy development

process consists of four principal


The first coml>onent. "A Context for

Transportation Po[icy." will briefly examine

thc cutTcnt ll:1tiorw[ transponation

system and its external environment.

and will summarize key issues.

both cross-cutting and modal specific.

related to transportation today nnd in the

ne:lr future.


The second component will focus on

policy development outreach. The third

component will focus on public issues

seminars and the last component will

focus on overall policies and strategics.

In addition to the above three components.

the development of a national


For nearly 40 years. Sikorsky Aircmft

has honored the skill and courage of

individuals participating in a helicopter

lifesaving mission by awarding the

Sikorsky Helicopter Rescue Award

(commonly known as the Winged "S",)

Initiated in 1950, the lifesaving Res·

cue Award Progrllnl at Sikorsky

Aircraft recognizes pilots and aircrew,

in both the military and civiliun sectors,

who have taken pan in:1 rescue, lifesav­

ing or MEDEVAC mission in 1I

Sikorsky helicopter. More than 20,000

awards have been presented to U.S.,

foreign military and civilian helicopter

crews since its inception.

One of First Known Missions

One of the rirst known helicopter



By Bryan Blixhaven

For years. helicopters h:id been an in­

tegral part of Alyeska Pipeline Service

Co. 's oil spill contingency 1 '1:111 should

a major spill ever occur at or near the

Valdez. Alaska \cnllinllS of the Trans­


(COn/illllet/from !JlI!W Ill)

McKeown pul experienced aircrafl

oper:non; on the task of allocating

aircraft for lhe appropriale missions.

He sel up an organizational schematic

based on aircnlft needs. manpower.

equipment and olhcr assels and assembled

a base support elcmenl 10 lake

cllre of fac ilities. life suppon equipment.

fuel and ramp management and

other mission-suPP0l1 OIeli vilies.

Specific Uses

Er:l's V:tldez b;lse manager Wall

Woodrow said the majority sharc of

hclicopler operations in thc sound and

surrounding oilcd areas have been dcdic:lted

10 movemenl of personnel ;lIld

equipment. For example. Era has two

Aerosp;lIiale Twin Sial'S on contract

with VECO. an oil proouclion servicing

company. to move its beach cleanup

force from thcirshipbo.ud accommodations

to the cleanup sites.

Smaller helicopters such as Bell Jet

Rangen; arc being uscd :IS observmioll

platforms and to direct boats in skimming

operations in the sound. 111C Jet

Ranger coordin:I1es the OIctions of two

ships with a line of booms (absorbent

material used to SD:lk up the oil) strung


L;:lrger rotary aircraft are deployed in

various situ;ltions whcre large freight or

personnel loads dictate the expense of

Bell 212 or I;lrger cmf1. The 212 has

been used extcn.sively to move up to a

dozen employees al ;, lime to work or

supporl sites.

The 212's have also been deployed to

move marine mammals. birds and other

wildlife to rescue centers in Sew;lrd.

Horner. Kodiak and other local ions.

The 212'5 larger cargo area allows the

animal handlers to ride along with specially-designed

portable kennels filled

with Oilers. seals. seagulls and olher

creatures injured by Ihe spill.

The Aerospmiale Twin Stars have

filled the gap between the 212 and the

Jet Ranger. With a five-passenger

capacity. the Twin Star is tailor made for

dropping off slll;llIer loads of people or

gear. serving as a medical evacuation

appamtus and ferrying relief and work

crews back and forth.

Other rOlary wing aircraft have been

used in more specialized projects. In

Fall 1989

mid-July. Era moved a lOO-foot communications

tower 01110 a remote mountaintop

from Ihe Vnldez airport for oil

spill cleanup opemtions. Using ,I Super

Puma AS332L. Era transported the

8.000 pOllnd-plus tower and equipmell1

in one piece to the top of a nearby peak

Ul>illg a l,:u:-.IOIII III"dl,: Iillg ilppilr;llu.

Helicopters: A Cost Effective


While the price of helicopter operations

is higher than fixed wing. the cost

is more than recoul>cd when considering

the speed and eflicicncy offered by

rotary wing aircraft. L;:\Ilding on top of

a mountain 01' rescuing a sick crewman

from the deck or ;m oil rig could take

hours longer using tmnsportlltion other

Ihan a helicO I )ter.

Years :lgo. oil companies used boms to

Ir;Ulsport oi I rig workers. However. llfter

;tssessing the cost and the time factor in

using that method oftmnsportlltion. the

industry quickly realized it would be

cheaper to get the workcrs 10 and from

Ihe job sitc using Ihe helicopler. Addilion;dly.

when critical parts were

nce(tcd. the hel icoptcrcould move those

parl. quickly to tcchnicians at a

moment's notice.

Commercial and mililUry helicoplcn;

are positioned to respond to any cmergency

anywhere in the world in a m;uter

of hours. In the C:lse of the Exxon V;lldez:

oil spill. Era Aviation. Inc. alone

went from one helicopter to 17 operat·

Cleanup crew boarding ERA's Bell 212·s.

ing out of Valdez in a m;lIIer of five

d;IYs. To do that. Era mobilized helicopters

from all over the nalion.

The next task for opcrators in the are;l

will be the expectcd ph;lse down program

in the face of adverse weather

conditions. The helicopter neel will be

an inlegml part of the work. :IS Exxon.

VECO ilnd other companies involved in

the spill scale down Ol:ler:ltions for the

willler. ECluipment. supplies ;tnd the

substantial work force will have 10 he

ferried to shore to wait out several

monlhs ofmargirwl wealhrCOlllmon to

the sound.

State Requires That

Contingency Plans Include


There is no doubt that the industry's

ability 10 respond immediately 10 a

major emergency was again proven

with the Prince William Sound oil spill.

The helicopter proved agnin to be the

workhorse for emergency airlift operations.

Every emergency contingency plan in

the Slate of Alaska requires rOlOr

aircraft sllPI>ort. whether the operation

is oil spill cleanup. forest fire ormedical

evacuation. Gelling the goods :md the

manpower on sile eXI>cdiently can mean

the difference between life or dellih

failure or success. and the industry ha

spent yean; fine-wning its helicopter

operation with that urgency in mind.



Join us in welcoming the

following companies and

individuals who have

recently joined [·IAI. If you

would like further infonnalion

on membership in HAl

or know of someone who

quulifies as u member, contact

HAl's Membership

Manager Kille Miller to find

out how an HAl membership

can work to your

benefit! t1



Air Shark Copter Co.

Bowie. MD

Aircraft Operations Inc.

Louisville, KY

B.C. Helicopter Service


Pittstown, NJ

Bellevue Helicopter Inc.

Bellevue. WA

Blair & Son. 1nc.

Bryn Mawr, PA

c.c. Air

Los Angeles. CA

Choate Trucking

Bel Air. MD

COllllllonwealth Je\

Service, Inc.

Sandston. VA

DN Air Charter, Inc.

lillie Ferry, NJ

Gary Foster

(Private Owner)

Sterling City. TX

David M. Friedline

(Private Owner)


Glllrick Helicopters, Inc.

Hamillan, MT

Helicopter Services Inc.

Jenkimown, PA

JR Copters, LId.

S!. Paul. MN

H. Randolph Klein

(Privnte Owner)

Ocala, FL


Lear Siegler, Inc.

Morristown. Nl

Darrell Lingle

(Private Owner)

Clearfield, PA

Frank Menix

(Privllte Owner)

Big Spring. TX

Mir.sion Aviation


Redlands, CA

Ohio Valley Helicopters


Pocono Helicopters Ltd.

Stroudsburg. PA

Roman Catholic


of Los Angeles


Roger Mahony

Los Angeles. CA

Ritel CopIer Service Inc.

Hudson. IA

South Bay Scenic Flights

San Pedro, CA

T-Air Helicopters. Inc.

Columbus, 01-1

Tridair Helicopters. inc.

Costa Mesa. CA


The CIT Group

Industrial Financing

Fort Lauderdale. FL

Fairchild AviatiOIl


Clearwater. FL

Helicenlro Llcla.

Bogota, Colombia

Sunrise Helicotpcr. Inc.

Spring. TX



Russell M. Appleton

Tucson, AZ

Stacey Brcitbart

Old Westbury. NY

Robert J. Carnie

Calgary - Alberta. Canada

Sam Castillo

Bogota. Colombia

Edward Cole

Newtown. PA

Steven E. Cooper

Gladesville. Austmlia

Peter Dorland

Ellenwood, GA

Nicholas Ferraro

Rialto, CA

Michael A. France


Pierluigi Fumagalli

Galibate. Italy

Opal Hassell

Denver, CO

Robert A. Heyde

Santa Clam. CA

Joseph C. Kenles

Saull Ste. Marie. MI

Erich M. Linder


La urence W. Lytton

Scarsdale, NY

1·lernan G. Morales

Bogota. Colombia

David J. Morse

Kansas City, MO

Clemente M. Ortega

Ciuclacl Bolivar,


Peler R. Oswald

Danville. CA

Luis Pinilla

Bogota, Colombia

Jose A. Ramos

Bronx. NY

Bernard Scharf

Great Neck. NY

James Slaller

Gaithersburg. MD

Jay Hamillon Tabor II

Kamuela. H [

LI.Conward S.Thompson.


l;lcksonville. NC

Andrea Tr.wersi

Milan, Ituly


Jeff Allen

Arctic Air Service

Allen S. Conrud

U.S. Navy

Ansennot Emmanuel

Helog Ltd.

Daniel J. Grossman

Paramount Aviation


Mark Pyles

Metro Aviation, Inc.

Markus Schiess

Sunrise Helicopters

Harvey Simon

Helicopter Minit-Men.


George M. Tawes

City of Los Angeles

Dale L. Weir

Columbia Helicopters,




David C. Burch

Bell HelicopterTextron.


Donald J. Fisher

Pammount Aviation



Martin Duval

Chicago, IL

Rasti Farhad

Long Beach. CA

Ken Petrelli

Maywood, NJ

Sharon M. Vail

Scotch Plains, NJ

Fall 1989

HAl's New Award



I-IAI recently honored 157 mechanics

lind technicians with its new "Avitllion

Mechanicffechnician SafcIY" award in

recognition of their outstanding COIltribution

[0 snfelY in the civil helicopter


The award, prescnted 10 certified lIvialion



by Mel Larson

My phone rang carly on

the morning of Novclllbcr

21. 1980. Ilhoughl il

IVlIS my hOle] wake-up

en!1. but it was TV-I),

reporting l1wl lile sky wns

ntlc(1 with smoke from

the direction of Ihe thell­

MGM Grand (now

Bally's) and Caesars

Pnlace hotel-casinos.

both on the Las Vegas

SHip. They needed II

helicopter \0 pick II I ' their


Helicopter Performs Lifesaving Work in Colombian

Volcano's Aftermath

Al 9:04 pm. Novem­

ber 13, 1985. Nevado

del Ruiz. a 17.716 fool

dormant volcano 110

miles west of Bogola.

Colornbiu, erupted in

full fury. The rirs[

eruption. which shot

ash and steam Illiles

high over the Andes.

was followed ninety

miml1es later by a mas­

sive explosion. Theil,

an eerie silence fell

over [he land.

n,e white hal molten

rock nowed Oui of the

volcano mehing mil­

lions of lOllS of ancient

ice. W:ucr, mixed with m;lI. began [0

rush down the mounlllin. T I le tidal

wave of viscous mud.known as lahar.

casclIdcd down the slopes. funncl ling

illlo three river channels. 'nlC uiguni Iia

River lalll1f poured over the lown of

Annero covering more than three­

qU:lrlcrs of the !Own in a thick layer of

mud. Thousands were killed lind

hundreds of survivors were partially


Super Puma Pressed Into Action

When aerial rescue operations were

finally able to begin four days lalel'.

Canada's Sealand Helicopters' (now

Canadian Helicopters) Aerospatiule

Super Puma (AS332-C) was pressed

into uction along with all olheravailable


It WUli a stroke of luck that the high

powered Newfoundland-based Su]>cr

Puma happened to be working in

Bogota. Colombia for Occident.1I

Petroleum when the emergency arose.

Occidental released the Puma and

generously paid for all the rescue work

subsequently done by the aircraft.

lVil" 1J(!rmissirm [mm Ihe puhli.l'her. Ihi.

arlide 11'0.1' e.n'r l Jll'tJ by jlll/Y GO.l'IIl'Y.

ManageI' o[ CO/POI't/fl' RcI(I/;o/ls.

ClIIuulial/ Helicoptel's Cmp .. [rOIll (/II

al'lil'ie hy UII'I'Y Carlx)1 l'''filled. "A

Cal/adi(ll/'s Colombian Ollyssey."

whil'h \\'(1.\' prill/ell i" fhe Fall. J9R5

"Hl'licoJJf(,I'J Magldl/('. Calltu/t,."

Fall 1989

---- -.- -- -- -- -- -

Super Puma used by Sealand during rescue work In Colombia.

Captained by Canndian Rob Freeman

and co-piloted by Colombian Gabriel

Ospina. the SUIx:r Puma proved able to

perform well .ll high altitudes as well ali

lift thousands of pounds of supplies :md

carry 18 survivors at one time. The

helicopter·s unique hovering ability

also made it an invaluable :lsset in all

aspects of the rescue ol>CTlItions from

the quicksand-like mud.

Flight and Maintenance Crew


The new generation twin-engilled

Super Puma. which had been introduced

10 the market in 198 1. performed. of

course, only as well as its outstanding

night and maintenance crew. Freeman,

an English sl>caking Newfoundlander,

shared nying dUlies 50/50 with Ospina

whose excellent nying skills and in­

timate knowledge of the country made

him invaluable 10 Ihe operation. As al­

ways, the "ircraft·s l x:rfonl1:lI1ce was

:llso dependant on the nl:lintenancc

crew who worked 'round the clock in

the ash-I:ldened :lttHosphere to keep the

Puma airworthy.

The first llfternoon 011 the job Rob and

Gabriel sl}(Jlled two men tr . lPIx:d in the

sticky mud up to their :lrmpits. Gabriel

hovered the big rumn low over the sur­

vivors lind held it for over half an hom

as workers stood in the doorway strug­

gling to pry the men loose from the

tenacious hold of the hardening mud.

Fin'llly. after repeated allel1lp1., both

men were rescued ;lnd Rob climbed

away from the sea

of desolation that

was Annel'o.

The Super Puma .

which ultimately

made many niglus

into the afrcctcu

areas, continued 10

fly supply and

evacuation mis­

sions lit the nlte of

40-50 hours 11 week.

Due to the high al­

titude capabilities

of the AS332-C.

Rob also was asked

to fly a team of

scientists up the

slopes of Nevada del Ruiz to install

waming equipment every 1000 feel \0

monitor the volcano's slatus. Lc:lpfrog­

ging up the mountain, they worked their

way up 10 Ihe 15.000 fool level where

they made their highest landing and


Scientists Viewed the Crater

Once finished. the pi lOIS climbed the

Supcr Puma up to 17.500 feet 10 allow

the scientists to view the crater itself.

After 20 minutes of circling the still

steaming bowl. Rob headed back down

to the staging area at Manizales Airport,

about 15 miles west or!he volcano.

PleaslIIlIly surprised. he had only

dmwn 15 degrees of pitch at 80 knots

ilnd felt the helicopter still had some

power Icf. in reserve.

Crew Performed Heroically

Not only did the Super Puma and its

crew perfonn heroically on the volc.mo

rescue operations bUI also Ihey were

called on (II the same time to altempt a

totally unrelated rescue in the high

Andes. Based on Ihe Puma's exemplary

high alti.ude perfomlance 011 Ihe first

day of the volcano opemtions. Rob was

asked by the Colombian authori.ies ifhe

would go 10 Ihe rescue of a plane that

had crashed II days e:lrlier above the

10.000 foot level of the Andes. Due to

the high altitude Ihe military helicopters

(COl/liIlUCIJ Otl l '"gl' 27)



CHRISTOPH 31 : Omniflight's Berlin Operation

By Ronald Bunch

West Berlin may be isolmed in muny

respects from West Gcnnany, but it is

not isolated from lhe services nommlly

offered by the Allgemeine Deutsche

Automobile Club

(ADAC) network of rescue

helicopters with the

c;llI-sign "CI-IRISTOPH".

Mosl of Berlin is

covered by seven

Notarzlwagcns. Illrge

emergency service

vehicles under control of

the Fire Depllnmcn!



By Ronald Bunch

lllC UniTed Stales Interagency Group

on InternatioJl:l1 Aviation (lOlA). in

response to the Intcmatiorml Civil Aviation

Organization's proposed changes

to helicopter standards and reeom·

mended practices. has sent ICAD COlnments

recognizing the need for improvements

in several areas. The lOlA

has expressed concern Ihal proposed

standards arc more appropriate 10 Ihe

adverse climates of "harsh" opemling

environments than [0 worldwide operations.

Recommending a two-lier system of

standards similar to Ihat of the International

Maritime Organiz;lIion (IMO).

the response disagreed with reliance on

only on-shore ahcrnalcs for [Me operations,

expressing concern that such

restrictions would require c:lrrying

more fuel :It the expense of passengers

and degr..de the economics of offshore


Two landing lights

Since most lranspon c,l!egory hel icopters

already conduct night openltions


safely with [l single landing light, disagreement

was expressed with the

proposed "excessiye" re

By Paul Powers

HELP Created for Life-Threatening Situations

Helicopters have made more than

400,000 rescues from high places, low

places. hot pillces and cold places

throughout the world.

There is good reason for this. According

to a recent comparative emergency

medical transportation study released

by the JouI'I1111 orlhe American Medical

Association, Ihe chances of surviving 11

very serious injury are morc than twice

liS good when a helicopter is used for

emergency transport.·

The helicopter has unquestioningly

proven itself in lllany appliclIliol1s induding

life-threatening situations. The

Dall:ts-Fort Worth MctToplex Helicopter

Emergency Lifesaving Pilln (HELP)

was created in 1982 to provide helicopter

assistance in the event of: high-rise

building tire. noods. lornadoes, aircraft

cmshes. major induslrial accidenls and

mass CHsuullies from htlzardous

m;lterials accidenl. or spills. (The

HELP Emergency/Accident phone.

answered 24 hours a day. is: (817) 282-


Coordinated Effort

Helicopter SUppOrL was to be accomplished

through the coordinated effans

of the Dailas(farmnt Counly offices

of Emergency Preparedness. A viation

Management. Fire and Police

Departmenls and the Bell Helicopter

Textron Corp.

TIle CilY of Dallas' Centrol Fire Dispalell

serves HS the focal poinl for

receiving. eV:lluating and implemenling

the HELP whose participants nlso include

the Texas AmlY National Guard.

the U.S. Anny Reserve ;uul the U.S.

Marine Corps. Reserve.

Forty-One Participating


Fourteen hospitals. which participale

in the Dallas/Fort Worth HELP, have

designated. marked helistops. Twentyseven

hospilOlls have a designated. un­

(·Thl' AMA JOl//"IIol SIII//IIUII)' Sf(/ll'S.

"A .1'I1IIiSlil'al alltllysis r/l'siglll'll 10

IJ /,l'Ilic" //lor/ali!)' !JtI.'it'd 011 il/jur)'

sel'i'ri!y rel'C'lI/ell ... rhl'H' lI'a. (/ 52%

rl'lIIiCrioll i 1/ IJrulim/l'd mortality of the

lIermllet/iClIl R/'(}/I{J. which \\'l/.r highly

si,l/ifiCflllf. N)

Pmt/ Powers i, Director of SafelY (11/({

Cl'I'rificfl tioll for /Jell Neli('oprer

Textroll, IIIC.


marked arell upon which a I·IELP

helicopter can land,

TIle first HELP event was a workshop

in February. 19M2. TIlc cilies of Dallas

:md Fort Worth had requested :lssistnnce

in fonmllizing high-rise rooftop

evacuations, In one six-month period,

the Metroplex ,Irea hadexpericnced five

high-rise lires involving three hotels. ,Ill

aparlment and a hospital. The area also

has seen significant nooding. and there

lire an average of three conf'inned tornadoes

per yellr.

Exercise Scenarios

·Ille firsl HELP cxercise was a highrise

rooflOp eVllcumion in Dallas in

Nov" 1982 in which the cilY activated

il. emergency celller to carry out 11 complete

rn,ISS c;lsu:Llty scenario.

In May. 1983 the HELP plan was implemented

10 exercise a scenario involving

the crtlsh of a simulated 8727 in

Irving. Texas,

Undcr the scell

Colombian Rescue

(Comilll/cli fmm {}{lXI' 23)

Rob Freemon i.t lite Chief IFR Pi/nl for Sea/alld Nelit:nfHer,\" of SI. JOhl/',f

Neuiol/l1(J/olld who flew IIII' rest'//(' ",i.\'.\';o/l.\' (/esc:ri/)et/ ill (lte (I(.'COIIII)(III)';118

arlie/e. His niflectiolls oil /he missioll "/'pet/I" ill lhis hox.

It has always bothered me thaI I Tl!(;civcd the lion's share (of media attCll­

tion)whcll, in fact. it WilS a team effort by a truly internalional crew. The first night

Gabriel Ospinu made as my co-pilot ill Ihe SUI>er Puma was \0 the volcano. We

would not have been nCcricnce. we meshed well as a team. To illustrate: I knew the aircrafl and lOok

care or the English requirements (deilling with scientists. volcanologists. etc.) He

knew the terrain. and took care or the Spanish (ATC. military etc.)

We shared the nying duties 50/50 right rrom day one. As Gabriel Ospinosa is

still part or the Calladian Helicopter ramily in Ecuador. he should gct the recog­

nition he deserves. The CHC maintenance crews worked miracle. in keeping the

helicopter airworlhy. Each night round us in a different Colombian tOWIl. with few

spare parts. Even in the ash-laden atmosphere. the crews worked round-the-clock

to keep us opemlionnl, as well, during the nying. They st:lyed on-board 10 assist

the injured. :tet as loadmasters and helpers as well.

Iwd been unable 10 reach the scene

where 1I Piper Seneca III had crashed in

bad weather. Rob and Gabriel agreed to

altempt the reSClle.

Ec]uipped with only 11 shovel and 11

rope, the military reSClle specialists

were picked up by the Super Puma at

Paslo, 35 miles from the crash site.

Despile the clouds and heavy Hlin

showers, the crew bcgan the long climb

up the mountain range. knowing that

lime was critical if there were any livc,'1

10 be saved. finally. when all hope of

sighting the cmsh had almost been ex­

tinguished, due to the min lind low

visibility. there it was! AI just over

11.000 feet the remains of the Seneca

were scallered over Ihe mountain.

Rob circled. looking in vain for 11 level

pot 10 land. It seemed hopeless. Just

tiS he was about to helld back to PaslO

they S l >OlIcd a hand waving ncar the

remains or the :tircran. Local nmives

had found the cr..tsh, and the survivor.

and wcre able to give her food and shel­

ter {a small canopy tent) but no medical

:lid. She was too badly injured to cilrry

out Ihrough the heavy jungle :tnd steep

terrain. !-Ier sittlHtion was truly critic:l!'

Helicopter Rescues Woman

From Inaccessible Mountainside

With renewed hOI;IC. the rescue crew

began pUlling knots every fOOl in the

Fall 1989

long rescue rope ,l\l(1 Rob brought the

Pumn to :t higher hover over the site.

The helicopter dipped and swayed

alanningly in Ihe downwind now orf of

the mountain ridge: bul Gabriel held it

in position as the Colombian rescuers

climbed down the rope. A sling Iype

troop se:tt was passed down and im­

provised intOli liller for the 18 year-old­

girl who was the sale survivor. She w:ts

pulled up into the helicopter i1l1d the

make-up sling was passed down for the

body of the olher occup:mt of the pl:tne

as Ihe Super Puma hovered overhead.

Howllrd Storae. Dc:1Il POrler and Dan

Merrill, thc three C:tnHdian engineers,

were able 10 pull up the survivor, one

body and the Colombian rescue team

through 11 greal deal of physical strength

and detcnllinalion.

After45 rninutesofhovcringat 11.000

feet al 16.5 degrees pitch. ncar Ihe 17

degree maximum. Rob tr..tllslated into

forward Oight and handed the controls

over to Gabriel for the short flight down

to Pasto. The critically injured girL who

had becn found by natives and given

rood and sheller. for 12 days aner the

cntsh. survived.

Again. a helicopter had m:lde the dif­

ference between life .lIld certain death.

.. -

Steffanie J. Lewis, Esq.

- fanner HAl General Counsel -

Albert Z. Lewis, Jr., Esq.

Lewis & Lewis

Expanding Services to

the Helicopter Industry,

merging with:




International Trade

Int. Financial Transactions

E.E.C. Trade / Lobbying

F.A.A. Enforcement Actions

Government Conlracting

EXpOl1 Licensing

Aircraft Sales & L.easing

Fed, Agency Representation

Congressional Relations

Foreign Representation

Telecommunications Law

High Technology Matters

Joint Ventures / Subsidiaries

Litigation / Defense


lei: 703 243-2333. fa ... ; 703 243-298 1



lei; 202 833-8500. fll ... : 202 293-7498


tel: 212 956-6435. fu ... : 212 956-6435


lei: 2.649.42.00. fax: 2.642.90.48


leI: 1.45.484862, fax: 1.45.449077


By Glenn A. Leister

Igor Sikorsky's "Angels" Proudly Remembered

Twenty-eight years after his first

airplane new. Igor Sikorsky's first

helicopter lifled from the first U.S.

helipad at Stratford. Connecticut. That

first flight is recorded in a familiar

photograph of Mr. Sikorsky 111 the controls.

wearing his black fedom. Since

Ihul day in 1939. the helicopter has been

developed into a capable machine

which serves 1l1llnkind in :1 variety of

humanitarian services throughout Ihe

world. WhHl was nOI revealed in Ihal

famous photograph of Igor Sikorsky

realizing his dream were his family. including

his wife Elizabeth. who witnessed

Ihis historical achievement. and

of course their son. Sergei Sikorsky.

On August 1 1. 1989. at the Igor

Sikorsky Memorial Airport. Mrs.

Sikorsky spoke of her husband as a

"gre:lt visiollary" to the small crowd

alfending the Centcnni:ll ceremony

recognizing the lOOth annivcrsury of

Igor Sikorsky's birth. In her remarks.

Elizabeth Sikorsky said "he had such

great vision."

Bronze Bust

Before the bronze bust of Igor

Sikorsky was unveiled. the Mayor and

Airport Manager briefly spoke, mcntioning

the need for airport funding. interestingly.

with this grellt visionary 's

invention. :lirpons aren't always a


Mrs. Sikorsky was asked to describe

her feelings as she and her family

watched [gar Sikorsky successfully fly

the first helicopter. She thought for a

few moments and then she gently and

proudly lifted her hand to illustrate how

high the machine hovered. It was obvious

that she must have been as exhilarated

as her husband. She added

that she "had greal faith in his ability to

carry out his vision."

She said that he would come home

every night and draw the plans on the

control systems so that work could continue

the next day. "Sometime later,

after a briefing on his invention to the

Secretary of War in Washington. he was

told th,,' it was a useless mllchine with

no possible value. She said that Igor

Sikorsky was very deeply hurt as he

returned home, but that he was still convinced

that his visions for the helicopter

would eventually be proven and that it

would serve many humanitarian purposes.

Mrs. Sikorsky relayed several experiences

of later years. She said that he


had respect for every living person. and

he made it a practice to meet all workers

in his planl, regularly going through the

manufacturing areas to speak with each

employee about being creative. He

considered that each employee offered

creativity which enabled the company

to build a remarkable and unique


Sikorsky's Angels

Recalling a much later mcmorable occasion

in about 1969. Mrs. Sikorsky told

about an event at the Sikorsky Headquarters

which recognized a number of

military pilots and crew members who

had been saved by rescue helicopters

and several of these men had becn

seriously injured and bleeding in the

North Vietnamese jungle with lillie

hope of survival. One jet pilot who had

been shot down described his hopeless

situation below the jungle canopies,

until he heard the engines above and

saw the rescue line coming down

through the foliage. He described those

beautiful machines as "Sikorsky's Angels."

That mllst have been a special occasion

for those who designed, built.

flew. mainlained and serviced the

helicopters which ga ... e life back to so

many of our American fighting men

during the Korean and Vietnillll eras.

No doubt Igor Sikorsky would be

ple;tsed thaI his military and civilian

"Angels", and other manufacturers'

helicopters today. ure transporting und

giving life back to hundreds of

thousands of human beings in COIl1tllunities

throughout the world. "


Helicopter Dream Ride for School


Eagtes, who hetped arrange the "dream ride" with

Lindbergh school students, and an S-76.

For six elementary school children in

Palisades Park. New Jersey one version

of the "American Dream" was the opportunity

to view Manhattan Island

from an AStar cruising al 1,000 feet

above the Big Apple.

According to Barbara S. Bilmes. Vice

President Sales and Marketing.

American Business Aviation. Inc.

(A BA) the six, sixth grade students were

all winners in the "Mele Money Game"

named after Frank Mele. a te,\cher at

Lindbergh Elementary School in

Palisades Park.

"This game is based on American

Capitalism and allows students to earn

'Mele Money' and it must be used to plly

for poor grades and poor attendance."

Bilmes says. Students can also invest

"Mele" money in simulated stocks.

bonds. mutual funds and

money market accounts.

Helicopter Tour Was


The six students with

the most "money" at the

end of the school year

receive their " American

Dream." 1l1ese winning

students wanted to see

Manhatlan from a

helicopter. Through

American Business A viation,

that dream was realized.

Bilrnes said that before

Iheir flight, the students were given a

tour of ABA facilities al New Jersey's

Teterboro Airport. She said that the students

asked how fur and how high

helicopters could Oy. what they could

do and. in keeping with money game

winners. how much one costs.

"] explained the functions of the tail

rotor to one student. Another had seen a

television story on the Notar," Ililmes

said refen-ing to the McDonnell Douglas

helicopter which operates without a tail

rotor. The students also received a tour

of ABA's wemher briefing room and

they were photographcd sitting in the

pilot seats of AStar.. Bell-222s lind S-


The lour concluded with thc "dream

flight" over Manhattan which made a

lasting impression on six new helicopter

enthusiasts. Ii


Fall 1989

Bill Number: H.R.968

Bill Title: Noise Reduction Reimbursement

Act of 1989

Description: To provide for the

Federal reimbursement of local noise

abatement funds.

Impact : The bill allows airports louse

their own funds 10 implement fedcmlly­

approved noise programs, and then be

reimbursed later by the federal govern­

ment for the federal share of such


HAl Position: HAl supports this bill.

Status: The House of Representatives

passed the bill, as amended. on May 16.

1989: the Sennte Commerce, Science.

and Transportation. reponed the bill on

July II, 1989.

Bill Number: H.R.1307

Hill Title: General Aviation Standards

ACI of 1989

Description: A bill to amend the

Federal Aviation Act of 1958 relating to

general aviation accidents. It establishes

a uniform general aviation product

liability I:lw in all St:ltes.

Impm:t: The bill establishes joint

H:lbility among manuf:lcturers; non­

manufacturers would be held liable for

their own actions. Allocation of

damages would be basel] upon com­

parative responsibility. whereby e:lch

defendant pays the corresponding

equivulent percentage of damage 10 the


HAl Position : HAl supports the

adoption of this legislation.

Status: The House Committee on

Public Works :lnd Tr:msportalion ummimously

approved tlie bill on July 20.

1989: the House Committee on The

Judici:lry :lnd the House Commillee on

Energy and Commerce have yet to

schedule hem·ings.

Fall 1989



Dill Number: H.R.l633

Bill Title: Independent Federal Aviu­

tion Administmtion Act of 1989

Description: A bill to improve safety

of air travel by establishing the Federal

Avi;l\ion Administration as an inde­

pendent Fedeml agency.

Impact : The bill establishes an inde­

pendent FAA under three administra­

tive regions. heuded by an Ad­

ministrator, who shall be appointed by

the President, to serve a s-year teon.

HAl Posilio n : HAl supports an

autonomous FAA, not necessarily an

independent one.

Status: Joint referral to House Com­

millee on Public Works and Transpor­

tation. Joint referral to House Commit­

tee on The Judiciary. Joint referral to

House Committee on Energy and Com­


Dill Number: H.R.l638

nill Title: Wayport Development Act

of 1989

Desnipliun: To provide for eswb­

lishment ofa revolving 1(x1I1 fund forlhe

dcvelopmcnt of wayports and to estab­

lish a commission to propose areas

suitable for the location of such


Impad: 111is bill establishes a 15-

member "Wayport Development Com­

mission" thaI would propose u list of

areas suitable for the location of

wayports_ propose design criteria. and

de\el'lnine loans limits.

HAl 1)lIsil io n : HAl is currenlly

reviewing Ihis bill.

StlltuS: Joint referral to House Corn­

mil1ee all Public Works and Tnmspor­

talion_ Joint referral to House Commit­

tee on Rules


Hill Number: S.561

Dill Title: To provide for testing for

the usc. without lawful authorization, of

alcohol or controlled substances by the

operators of aircraft, railroads, and com­

mercial motor vehicles, and for other


Description: The bill calls for all

types of testing, such as pre-employ­

ment. random, and post accident. but

does nOt include mandatory reinstate­

ment for employees who complete a

rehabilitation program after testing


Impact: The bill expands drug testing

to include alcohol, and would affect

those individuals in commercial avia­

tion, but not those in general aviution.

HAl Posi tion : HAl is currently

reviewing it's position on the bill.

Sialus: The Semite Comm iuee on

Commerce, Science. and Tnmsportation

held a hearing on June 15, 1989.

Bill Number: S,640

llill Title: General Avi:ltion Accident

Liability Swndards Act of 1989

Description: A bill to regulate inter-

stnle commerce by providing for

uniform standnrds of liubility for hnnn

arising out of general aviation ucd­


Impact: Same us H.R.1307, except

thnt no suit may be broughl ag:linsl a

manufucturcr for damage allegedly

caused by an aircraft or part 20 yellrs

after initial delivery or installation.

HAl Position: HAl supports the pus­

sage of this bill.

Status: Referred to Senate Committee

on Commerce_ Science_ and Transpor­

tlllion; the Subcommittee on Aviation

held a hearing on June 21, 1989 . ... c!.



Air Florida Rescue:

Shows National TV Audience Helicopter's Value as Lifesaver

By Carolyn Vujcec and

Daniel Warsley

The hel icopter's cruci:Ll role in disaster

assistance was v i vid ly

demonstrated 1:tnuary 13. 1982 when

two U. S. PMk Police :Ivi;ltors rescued

five survivors of the Air Florida 90

planc crash from the frozen Potomac

River. The dramatic tel evis i on

footage. broadcast that evening 011 the

national news, projected lhe image of

the helicopter liS lifesaver to milliolls

of American viewers.

On that chilly, snowblown January

afternoon a Boeing 737. departing

NatiOnal Airport followi ng several

wing dc-icing crrans. crashed into

Washington. D.C:s 14[h Street bridge.

killing four motorists and 74 passengers

and crew.

The snowstorm, snarled city Ir:tffic.

and the traum.llie condition orthe crash

survivors, made helicopter assistance

Ihe only avenue for the rescue.·

"The helicopter was the only vehicle

c;lp"ble of performing the rescue," said

Don Usher. Ihe U.S. Park Police pilot

", : ho took charge of lhe mission frOll1 the


Usher. and park police pOlramedic

Gene Windsor. responded to a call from

Ihe FAA Slating thm a scheduled fixedwing

commercial aircraft was "down."

The policemen, on duty at U.S. Park

Police Headquarters in Anacostia Park.

Maryland. (]uickly gmbbed life preservers

and rope, boarded their Bell Long

Rangel". and look off.

300 Foot Ceiling

With a cciling orJOO feet and Olle-half

mile visibility. Usher new "Eagle One"

through the ince.s"nt snowstorm and

IOwards the 141h Street bridge by looking

through the helicopter's "chin bubble"

(the II":1I1spareilt iower windscreen.)

Area radio communication channels

were congested with calls frorn police.

fire and rescue personnel. "It was ne:lrly

impossible to communicale with

aUlhorilies :lIld rescue vehicles 011 the

scene due to the heavy radio lraffic, so

we had lillie indicalion where the survivors

were," Windsor said. Finally.

shallercd icc in the Potomac pinpointed

the c.:r.J.sh.

The wreckage was between the inbound

and outbound 141h Street

(·The /"I'.H·I/I', (InCIII/I t'll I ell by

Me/rollo/itall D.C.fire ((lid r/!.\Tlte radio

Inll/slII issiolls. look 1('11 mi 11111 e.f. J



longRanger hovers above the frozen

Potomac during dramatic recue of Air

Florida 90 crash survivors.

bridges. The plane's fragmented pieces

jUllcd from Ihe ice chunks. and thc sur

vivors desperatcly IllIcmpted to stay

aflont by clutching remnants of

fuselage. Usher and Windsor also saw

emcrgenc.:y vehicles parked on Ihe outbound

1 4th Strect bridge unable to reach

Ihe clOlsh sile.

Flew in Immediately

"We flew in Ihe momenl we spOiled

Ihe survivors." Windsor said. The sur

vivol's. who had broken wrists. arms and

legs. were Irying to main lain Iheir grips

on slippery. flo;l1ing airplane pans.

Theirexposure 10 Ihe icy POlomac rivcr

(approximately 33 degrees Fahrenheit)

posed Ihe serious threal of hypothermi;l.

Usher and Windsor fin;t new toward

Roger Olilll1. a bystander who had tied

a rope to his waist and had anempted to

rescue thc survivors. but who was. him­

self. l1oundering,

As Usher descended. Ihe people on

shore began pulling Ihe rope. and Oli:m .

10 s:,fety. Usher new towards the other

survivors: Ben I-I:nnillon. an employee

of Fairchild Induslries. lnc .. in Genmllllown.

Muryland; Kelly Duncan. an Air

r-lorida night allendunl: Joe Sliley. an

executive for a GTE division in Mc­

Lean. Virginia. and Patriciu Felch. his

administrative assistant: and Priscilla

Tirado. who was lTl.Lvclli ng 10 Florida

with her family.

Ushcr hovered while Windsor threw a

looped rope to ;111 unidentified man in

the river.The m11l1 unselfishly passed the

rope to Hamilton. who had a broken

right ann and wrisl and could 1101 grasp

the helicopter's skids. Finally. Usher

hoisted Hamillon from the water and

new him 10 rescue units on the shore.

Usher again new back 10 Ihe survivors.

Kelly Duncan slipped inlo a "running

bowline" knotted rope, tied by

Windsor. ;1I1d Ihe pilol Iifled her to


Helicopter's Downdraft

Facilitates Rescue

The rescuers relurned 10 the survivors

a Ihird time and Windsor threw

both lines inlo Ihe river. II was difficull

for Felch and Stiley. both with

limb i njuries. to gmb onto the ropes.

Stiley somehow managed 10 grasp Ihe

rescue rope, and 10 hold Priscill;l

Tirado al1o;lI.

"I couldn't lil"l lhe Ihree of Ihcm, so

we lowed them in the w;uertoward the

bank." Usher said. TIle helicopter's

downdmfl lllld cleared a palh amid some

icc jn the water.

Stiley was :[ble to reach Ihe riverbank;

however. the two women lost hold of

lhe rope ;lnd were ag:tin 1reading Ihe

frigid water. Suddenly. Lenny Skulnik.

a bys111nder on Ihe shore, pulled off his

bools. jumped into Ihe river and began

swimllling 10 Tin.do. He swam to her

,lIld IllUll:lged to safely maneuver Ihe

woman 10 shore.

Usher Skillfully Hovers as

Windsor Hoists Victim

Usher again new toward Felch. He

hovered IWO inches from her while

Windsor br;lced his reet on the

helicopter's skids, which were partially

immersed in Ihe river. His bal:k supported

by Ihe LongRanger's door opening,

Windsor held onlO the woman's

anllS while Usher new IOwards shore

and safety.

They returned to the crash sile yet

again to search for the heroic man who

had earlier handed Ihe rescue rope to

Hamilton. Usher hovered near the

wreckage fOi' nearly lell minutes as he

and Windsor scanned the water. The

man, however, was gone.

Helicopter Assistance Vital

Usher and Windsor cited several

reasons for the helicopter's vital role in

Ihe Air Florida rescue. r-irst. a helicopter

was the only vehicle Ihal could hover

and search for the victims. whose

precise loe.llion was unknown immedi­

;Itely following the cnlsh.

In addition, the helicoph.:r was vinually

the only re1\cue vehicle uble 10 quickly

reach and rescue Ihe survivors. It

wou Id have taken an icebre"ker several

hours 10 plow its way through the frozen

(ColI/illlled Oil /lage 38)

Fall 1989


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Helicopter Response to Disaster : Do It Safely!

By Glenn Leister

The helicopter's emergency response

role is well-known and accepted by the

public. The helicopter pilot's skill and

reaction during a dramatic rescue is also

accepted and admired, and the last thing

needed at the disaster sile, oren route to

il. is another accident.

An emergency response can turn sour,

and helicoptcr operators and pilots must

think about potential hazards, and be

prepared to make sound "go/no-go"

decisions. Almost every helicopterpilol

at one time or another is called upon to

assist in an emergency; and not all are

prepared to cope with the challenge of a

rescue attempt involving marginal

weather and critical terrain.

Pre-Accident Response



Without proper training, pre-mission

preparation (pre-event), careful planning,

coordination and continuous radio

contact with all parties, the probability

for a successful rescue is diminished.

The remarkable response to the Sioux

City DC- IO accident, and others

reported in this ROTOR, occurred because

of careful planning and tmining

of the flight crew, firefighting, air ambulance

and ground ambulance crews.

Seek Assistance, Eliminate


Complete plans cannot be made for

cvery disaster, but the basic procedures

can be established. to includc

knowledge of the helicoptcr

capabilities. Plans should include an

uwareness that immedialc assistance i.

available through the FAA Opcrations

Centcr in Washington, D.C. The number,

for cmergency use only. is 202/863-


Through radio/telephone cOnlact with

an FAA facility, you can be patchcd

directly to technical speciulists in explosives,

ailframes, and powerplants,

who may be able to assist in handling of

in-night emergencies. You could also

be connected to your company or other

qualified professionals who could help

remove the uncenainty of the performance

envelope needed for'l gi ven missian.

Caution With Toxic Spills,


Openttions at sites with toxic substances

should never be attempted without

knowledge of the potential h'lzard.


The first priority must be safety; the

second priority is assistance to thc relief

teams, and subsequent priorities should

be concerns such as news reporting.

Operations on Site

Before reaching the accidcnt site,

pilots should be tuned to thc local

CTAF, night following, pilot-to-pilot

radio frequencies and maintain contact

with the law enforcement or crash scene

officials. If in doubt, stay out of the

immediate area!

Helicopter News Gathering (HNG)

operations should be safe and professional.

Flight to an accident site

demands special attention to "see and

avoid" principles. Additional care must

be placed on avoiding other aircraft and

maintaining consciousness of wind conditions,

airspeed, and directional control.

Settling with power is also a concern,

especially in mountainous terrain

or at high altitude. The prudent pilot will

establish contact with appropriate

ATC/FSS facilitics. obtain a weather

briefing. and say no when continued

night would become unsafe.

Inexperienced helicopter pilots should

not become involved in low-speed.

down-wind l1ying or hovering Out of

Ground Effect (OGE), especially with

the need for cross-checks in the cockpit.

the monitoring of aircraft position and

separation from other aircraft.

Remain Well Clear of the

Accident Sites

There is. and will continue 10 be, milch

controversy over the use of Helicoptcr

News Gathering (l'ING) helicopters at

accident scencs. Thc FAA issued FAR

91.91 as a means of controlling unw'l!1ted

flight activity at accident sites.

Lack of judgement on the part of li very

few, brought this rule about.

The rulc, in some instances. has been

applied witholl1 a careful assessment of

need. HAl has rccommended that FAA

regional Air Traffic Managers .11ld

fucilities review policy and judiciously

apply the rule to fit the need.

NTSB, FAA Concerns

There have been complaints that news

coverage has endangered accident

workers on the ground -- toxic fumes

were cited in one instance -- and the

mere presence or proximity of helicopters

overhead could understandably be

a distraction to rescue effol1S. FAA h;ls

proposed new guidance on the issue

which responds to NTSB recommendations

to enhance safety at accident sites.

Professional Actions Needed

Operators, supervisors and pilots

share the responsibility for exercising

sound judgement while providing emergcncy

assistunce and when covering

newsworthy events. Sound judgment is

crucial. Responsible attitudes and reactions

are equally important.

Nap of the Earth (NOE) thinking -- a

necessity in the military -- simply has no

place in the civil helicopter world.

Safety is enhanced and lives are saved

when managers make it clearly understood

to pilots that such actions are not

tolerated, and then follow-up by disciplining

those who don't comply.

Operating and insuTllllce costs also go


Many law enforcement agencies and

news gathering operators have adopted

Fly Ncighborly and Safely attitudes in

their night operations, and conduct their

nights at sure altitudes. Lower altitudes

are flown only when rcquircd by the

specific mission.

Fly Higher, Reduce the Risk!

There are missions when low altitude

is needed to get the job done or to avoid

connict with other airport/heliport lraffie.

But pilots c(ln {'hoose higher 0/titlldes

whenel'er /he sill/(i/ioll ll'a/'/'(//1/.I'.

Professionals will also consider the

community's concerns as well as passenger

and bystander safcty.

Inform the Customer of Safest

Flight Profile

HAl's President Frank L. Jcnscn, Jr.

and I were panelists at a Nationa!

Geographic photographer's workshop

in 1988 as part of an effort 10 help

photogntpher's identify and choose safe

operators and pilots. The panel included

helicopter WXIA-TV news reporter,

Bruce Erion. It became apparent tlull

many photogmphers had no idea that

certain night techniques involved inherelllly

lower risk than others. As

pilots. we owe that infOI11l;Hion to all of

ourpasscngers, whctherornot the night

is for hirc!

Careful Preparation Saves Lives

The use of forward flight. rathcr than

a low altitll(le OGE hovcr, is onc example

where a pilot briefing could significantly

enhance thc pilot's ability 10

pCrfOnll a sare recovery in thc event of

;111 emergency. Careful prcpnration

saves lives. Donning lifc jackets.

removing unnecessary passengers, and

Fall 1989

the conduct of thorough mission briefings.

are marks of the professional.

To be "mentally prepared" for in-flight

emergencies or calls for disasler assis·

lance. pilots IIIII.W kllow Ihe !Jeifor/l/(/I/C:e

caplIbililies of rhemsell't!s. rheil' crew

lIlId Iheir helicopter lIlId respolld only

FAA Genernl Avi:llion Comptian(e & Enforcement

I'rogram UnderwllY! FAA Litening

Sessions respond to HAl's eonc:em about enforcement

policies. Angust 28·29 ses.ions in Long

Beach and Van Nuys W(: poorly altended. Sec

ROTOR Calendar on Page 33 for maining se.sions.

The program is pan of the FAA SyStt:1Il

Safety and Efficiency Review whieh has ccntered

arot.llld ATe system "nd capacity problem at a

few major U.S.ltirports. FAA h.u confinned lhm

the program will address Non-Sched wid On­

Ocrnnd Part 135 AirTai opcrntions.

Regulatory l'rogrorn lIa.o;; Three Phases -

These n: (I) Data !lathering. view of rcpuns.

policies. and dictives 10 be studied by the r.AA­

Industry team, (2) Listening sessions arranged by

various orgonizations, in cluding HAt, and (3)

Concentrated nctivity by II FAA-Industry Policy


(Iller a (.'(11'1'/111 assessment of the night


Information is available 10 help

prepare for all kinds of emergencies and

the HAl Safety Manual· is bUI one on

the many resources which will help

prevent accidents.

and Progrrun MUrJagcment T3ms. Tatlls will

analyze and study FAA policies. industry wril1n

comments and listening session comments. FAA

Team Lellders will laler meet to prepare recommendotions

for FAA Safety Associate Administrator

Keith POIL. Potts will submit the final

recommendations to FAA Administrator lames


Industry Chnllcnges The eompliancel

enforcement progmm will be closely

monitored by tOP FAA lind DOT officials. and

prompt corrc

By Barry Deslor and Sharon Deslor

Just when you thought il waS safe to

lell the banker how much your/his

helicopter is worth, out jumps somcone

named Desfor waving u copy of The

Offici;11 Helicopter Hloe nook in your

face. Worse yct. thischamctcl' is preaching

10 your vcry own bankcr. (yes. the

same one you've finally trained to think

your way) that the Hloe nook is the

gospel ofhelicoplcr pricing history.

Moreover. Desfor says Ihat hc's Ihe

guru of the true f

Regulatory Review

(Cmlfil/llnl from page 25 J

The ICAD propos

Ask the Administrator

(ColI/illlled /rom page 8)

Much of the present difficult situation

between FAA and the industry must be

blamed on the lawyers. They have

placed an undue burden on the local

FAA inspectors by requiring s.melions

for all known violations. and shifted the

decision making level \0 FAA Headquarters.

Al one meeting where most of the

general aviation associations were

present, there had been a discussion of

this deterioration of FAA/industry

cOllllnunication and the increasingly

heavyhunded enforcement practices of

FAA. Every onc al lhal meeting agreed

that Ihis is a serious and growing problem.

Fonner FAA Adminislmlor Alan Me­

Anorhad been symp:l1hclic to this problem

and hed mel wilh the lOp executives

of the general aviation [rmle associations.

As a resull orlhe meeling u "self­

:lUdil " program had been conceived

(not yet implemcntcd) and considcration

had been given to establishment of

un FAA "ombudsman" at the top

echelon \0 provide standardiz.ed interpretation

of the FARs and to disseminate

this infonnation for use throughout

the system. This is felt to be a good and

practical idea.

DUSEY: I-Jas the recent FAA shirt to

a "straight-line" org:lI1izution been or

any help in dealing with this situation?

HAl: Yes. In fact, there huve been

several recent insllLnces where

operators have received very responsive

action on priority requests ror FAA IISsistance,

thanks to the straight-line


To continue on this positive note,there

are many good things about FAA's organization

and practices, and many excellent

individuals among FAA's personnel.

Notable among these are

Messrs. Donahue, Melugin and POliS,

and or course there are many others too

numerous to memion.

FAA has done an excellent job or communicating

with the industry in the ongoing

update of the Rotorcraft Muster

Plan. And FAA's Airpons people have

been doing an exellent job of assisting

in gelling heliports buill.

BUSEY: I agree that the airports clement

of FAA is doing quite well. Working

with them, I hope to put public-use

heliports in the correct places to satisfy

the needs of both the operators and the


HAl: Do you support the tilt-rotor as

strongly as your predecessor. Alan Mc­



BUSEY: Yes. indeed. I have nown the

XV-IS, and I was part or the Navy's

procurement team for the v-no I feel

that the tilt-rotor has much to orfer both

military and civil aviation. How do you

feel about it, as a civil :IiTemft?

HAl: We share your high regard for

the tilt-rotor's potential: but our immcdiate

concern in the USA is meeting the

needs or the 7.000 or so active civil

helicopters in this country. It will be

many years, even under the most optimistic

scenario, before there will be

any sizeable numbers of civil t ilt-rolors

in operution.

We arc pleased 10 sce the IUllount of

interest in the tilt-rotor, but we wllnt to

make cerltlin that fac ilities imd infmstructures

built to serve the tilt-rotor

are fully accessible by. and avuilable to,

the large and growing neet of convenlional

hclicopters. We must diligemly

avoid a "Masspon" syndrome which

would deny the use orvertiports to conventional

hcliwpters operating both

VFR ,lIld [FR.

UUSEY: I would like to thank you for

your candor in discussing these problem

areas Wilh me. ObvioLlsly it would not

be appropriate for me to make any

judgements right now concerning the

infomlation you have shared with me.

1·lowever, I will look into these mailers.

Before departing. I would like tocover

a few more points which h:lve not been

discussed yet:

• I support Secrelary Skinner's position

of leaving the FAA within the

Department of Transportation.

• Concerning access to the money in

the aviation trust fund ... 1 nlll confident

that by next year, we will be able to

discern clear trends in that direction.

• I do 110t believe lhat we have been

successrul in identifying aviation safety


• Concerning cominued funding of

development or the tiit-rotor ... 1 believe

that some of the R&D money cut from

the SOl program will be used for tiltrotor.

HAl: There was strong exprcssion or

appreciation to the Administrator for

attending this meeting, and for listening

to the vicws expressed on behalf of the

operational elements or the civil

helicopter industry. i'ilf_

(Ed' ,f IIOfe: FAA·.f SY.ffe/ll Safety &

Efficiellcy Rel.jew begal/ /lSCI'.f mee/ings

ill AI/gllst 011 the FAA Compliallt;(!

& EII!ol'cell/clI/ Progl'tJlII.

Sec ROTON Calmdar.)

Market Trends

(C(III/illlll'll fmm p(l,C 34}

Interesting is 1he faetthat we can now

see enough of fl pnllem to verify lenders

and lessors that today·. market and

prices are not the aberration: this is

where prices should have been had there

not been such tough times for the past

few years. So now that we know the

"good times" arc here, let's look at some

of the impressive gains made by reselling


And we'll see you in future issues of

ROTOR magazine. as we discuss why

v:llue, like beauty, is often in the eye or

the beholder ... or the seller.

What's Hapop ening in the

Helicopter M arkef

"What's really happening in the

helicopter market?" ROTOR magazine

asked The OFricial HclicO I )ter Bluc

Book. Shilron Desfor, editor and publisher,


"About what you'd expect, if you've

becn watching or panicipating yourself."

The table on p"ge 34 Cl1n give you

some insights into the increases as

shown in the HIlle Book for averageequipped,

"low" to "mid" time helicopters.

In the last fifteen months, res"le pricing

trenus have been strongly upwards.

in some cases. increasing more than

35%, Light single-turbine ships are

leading the pack in upward mobility,

medium twins follow closely, in the

25% to 35% increment range. Heavier

twins,as well asa few helicopters which

were not expected to appreciate, actually

increased slightly in the 3-1 5% range.

Market Extremely Strong

Although the market is still extremely

strong, and although the price of used

helicopters continues to increase, the

feeding frenz.y h!L calmed. Look for

some stabiliz:ltion, but don't believe

that prices ure "through the roof."

Today 's market is still recovering from

the severe depression earlier this


Remember these words of ten years

ago. when inllation was the subject:

"TIle rate of increase of the rate of increase

is slowing." Today the subject is

helicopter resale prices. 11lese price increases

are startling: but they clearly

demonstrate tll:1I those abnonnal1y-Iow

helicoptcr prices of past years urc finally

gone, while strong prices of today will

continue into the near future. Q

Fall 1989

Heliport Technical Planning


The Heliport Technical Planning

Committee (HTPC) recently has concentratcd

on thc proposed international

regulations embodicd in the ICAO

HELIOPS/4 Report (see article by

HAl's Director of Heliports and Technical

Programs Ronald Bunch, p.tge [5

Summer '89 ROTOR).

The thrust has been to support HAl's

suggestion of a "two-tiered" system.

The system would allow: I) Illany of the

current operations to continue 2) minimize

the economic impact 3) enhance

the safety lind operating standnrds

where necess:uy and 4) encourage a

movement toward the lise of high pcrfonl1ance

level. This effort is progressing

slowly, and thcre is little official

support for these proposals.

A parallel effort has been hlking place

with the International Maritime Organization

(IMO), where it has been

proposed to adopt the ICAO

I-iELIOP S/4 helideck requirements.

The HAl and HTPC have becn assisting

the International Association ofDl"illing

Contractors (lADe) with prcparation of

submissions to [MO, the U.S. Coast

Guard and Ihe FAA. The Helicopter

Safcty Advisory Conference (HSAC)

has also been involved. and is making

progress in this area, as the IMO is likely

10 main!:lin ils current "two-tiered" 'Ipproach

with one set of standards for

harsh areas like the North Sea, and one

for other areas.

The work of the FAA/Industry Ver­

I.iporl Working Gruup has resulted in

issue of a draft Vertiport Design Guide

(Advisory Circular 150/53xx-xx). This

has been issued for comment to HAl and

AHS members. and circulated to most

of the HTPC (those interested in receiving

a copy may contact HAl's Ron.tld

Bunch at 703/683-4646).

Most of the issues have been resolved,

but the "landing angle/procedures" to be

assumed and the corresponding

airspace requirements is causing major

debate. The current document conlftins

the lalest FAA opinion. Airspace

protection surfaces are large. and may

create m.tjor problems in establishing

"inner-city vertiports." HTPC will coordinate

any industry commenls on the

draft A/e. Ple.lsc forward comments to

either HTPC Chainn:m John Leverton

or HAl's Ronald BUllch.

Fall 1989


Safety Committee

HAl's Safety COlllmillee, under

Chainnan Don Andrews, Vice President

of Operations/SafelY for Rocky

Mountain Helicopters Inc .. addressed 11

number of current industry safety issues

during a recent two-day meeting at HAl


The committee met with several FAA

officiuls to develop the concept and format

for a safely videolllpe. An ad hoc

group of committee members will COlltribute

content information. Production

will be funded by the FAA. The

videotape will be :1vailable in early

1990 for general use through the safety

specialist at each Flight Standards District


The recent request for the aviation industry

to provide major safety priorities

Hnd focus wasHudressed. A comprehensive

list was developed and is being

finalized by HAL The committee also

mel with representatives of AAMS to

finalize the joint HAI/AAMS

guidelines ror the helicopter EMS industry.

The goal is 10 have the manullis

of both organiziltions renect identical


Issues and pl:tnS for HEll-EXPO '90

were also discussed. In ltddition to an

open committee meeting, a three-day

S:lfety Management Course, jointly

sponsored by the I-IAI .md University of

Southern California, is scheduled. The

third day of the course addresses current

industry issues and will be t .. ught by

committee members. Following the

success of the Safety Director's Forum

at fonner HAl meetings, the committee

will ltgain host this forum in Dallas,

Texas, 1990 .

The committee encourages HA I members

to attend the three-day Safety

Man;lgement Course, scheduled to

precede HEll-EXPO '90 in Dallas. Infonnation

on the course can be obtained

by contacting Director of Safety and

Flight OpeTfltions Glenn Leister. the

University or Southern C;llifornia, or

any Safety Cummittee member.

The Safety Committee is also working

closely with the USAIG insu\"ltncc

group to develop themes rOf helicopter

safety posters. USAIG will produce and

distribute the posters to member organizations.

At the conclusion of the

formal meeting, committee members

lOured the US Marine Air Wing, which

provides helicoptersupport to the President

of the United States and the Executive

Departmcnt. The commillec was

quite impressed with the quality of the

equipment and the professionalism of

the marine pilots, mechanics and

security personnel involved.

The next scheduled Safety Commillee

meeting will be October 23 and 24.

1989 in Denver, Colorado, at the Hyatt

Regency Hotel. The meeting is open.

Local HAl members are encouraged to


Flight Operations Committee

The new ch;linnan of the Flight Operations

Committee is W. A. "Dub" Blessing.

Correspondence may be sent to the

following address: P.O. Box 149 29,

Fon Worth, Texas, 76117: telephone:

214/616-56 14.

Fornler committee chainnan Arthur

Hitl will continue to be a member oflhe


legislative Advisory Committee

William McKenna, President, U.S. Jet

Aviation Inc .. was elected chairman of

HAI's Legislative Advisory Committee

during the committee's recent meeting

HI HAl Headquarters. McKenna succeeds

Jane Reese, Evergreen International.

"Jane Reese did :ln outstanding job as

chainnan of the committee," said HAl

President Frank L. Jensen, Jr. "Bill Mc­

Kenna is 11 helicopter operator with a

strong understanding of the politics in

Washington. and how proposed legislation

can affect civil helicopter interests."

Jensen said. Legishllive Advisory

Committee meetings will now be held

monthly, instead of quarlcrly, in an effort

to improve attendance and focus

resources 011 t.lrgeted issues.

HAl's Manager of Government Affairs,

Matt Ubben, submitted two draft

resolutions for the committee's consideration.

Onc resolution would establish

N.t1ional Helicopter Day: the

sccond resolution focuses on the

development of a ru lly-integrated

heliport system plan. TIle resolutions

were approved by the committee and

sent to the Board of Directors for endorscment.

Legal Committee Develops New

Member Services

!-lArs Legal Committee recently reelected

l'lyman Hillcnbmnd to a second

one-year teml as committee clHtinnan.

(Colllilllle" 011 111'.1'/ (JO,f!,e)


Air Florida

(Co1llilllled[rom page 30)

Potomac. Innmable lifeboats were also

inhibited by Ihe ice noes. Even a fire

depanment airbom, capable of gliding

over solid ice, was unable [0 m:mcuvcr

through the frugmcllted icc surrounding

the crash survivors.

"With its ability to tmnsport people to

area hospitals. the helicopter functioned

as both a rescue vehicle :md a medev

Robert L. Suggs, Chainmm of the

Board of Petroleum Helicopters, Inc.

(PI'II), the largest commercial

helicopter operatioll in the world,

died Sept. 4 in Metairie, Louisiana.

He was 77.

Under his leadership, PHI grew

from nn operation of three helicopters

and seven employees to an international

company with more th.m

2,300 employees operating 300

helicopters with headquarters in

Lafayeue and New Orleans. LA.

Mr. Suggs was a true helicopter industry

pioneer, lind one of the

111O ... i ng forces beh ind PHI's

dramatic development into the

largest commercial helicopter

operator. His insistence on s:lfe

operations, based on maintcnance,

m:lnagcment and pilot training excel­

Icnce, has become a standard for the

industry. The helicopter community

i deeply saddened by his death, and

offers condolences to his family.

Mr. Suggs also was un orgunizer,

and Chairman of the Boanl, of Offshore

Navig:llioll, Inc. (ONI)

founded in 1946. Undcr his leadcrship,

ONI furnished radio- l }Qsitioniug

services to the petroleum industry.

Mr. Suggs was a past president of

the Helicopter Association of

Amcrica (forerunner name of I-IAI).

and he WHS the 1971 recipient or the

L.1wrCI1Ce D. Bcll Mcmorial Award.

MemoriHI contributions can be

made to the Robert L. Suggs Medical

Rcsearch Fund. c/o Louis A. BlIIlII'I,

M.D" Ochsner Clinic. 1514 Jerrerson

Highwuy, New Orle.ms, LA.


A new cmcrgency mcdical serviccs

(EMS) interior. designed and eonligured

fortheAerospatiale350and 355

Fall 1989


Pictured above during their ... Isil to Washington, D.C. are, lell to rlghl: Peter Clemence

(AFAP and Chief Pllol, Jayrow Helicopters PTV • lid.); Ian Paull (CAA); Ron Croft (CAA

Team leader); Da ... ld Allan (AFAP); Ronatd Bunch (HAt); Leon Ktppln (HAA); Ray

Brent (CAA Representative to the FAA); and Gary Ticehurst, Chalnnan. New South

Wates Branch, HAA).

Providence Hospital's "LIFEGUARD ALASKA" program recently took delivery 01 their

new BO 105 operated by Rocky Mountain Helicopters, tnc.,ln Anchorage, Ataska.

scries. (introduced at Paris Air Show)

features beller payload. improved options

and enhanced crew safcty. TIle

instuliation. in both single and dual littcrs,

meets or excecds all new FAA.

AAMS and ASTM stllndards.

Representatives of the Australian

Civil Avi:llion Authority (CAA).

Helicopter Association of Australia

(HAA), and the Australian Fedcration

of Air Pilots (AFAP), recently visited

scver:ll countrics, including the United

States, to study foreign standards llild

prHctices. Thc group is working to

revise Australian helicopter operating

standards. While in the U.S; the

Australian Dclllgation visitcd HAL and

met with Prcsiderll Frank L Jensen.Jr

and Director or Heliports and Technical

Programs Ronald C. Bunch. (see photo)

HAl President Frank L. Jensen, Jr.

rccently announced that the McDonnell

Douglas 1.Jclicopler Co., lllullufacturer

of the M 0-500 series single-enginc. tUfbine-l}Qwcre

"Helicopter Day"

(Continued/rom pagt' 16)

-sar of IOOny's modem helicopter. The

development of the VS-3OO led 10 contracts

with the Army Air Corps \0

develop an experimental helicopter.

Known as the XR-4, it first flew in

January 1942. and was the first helicop­

ter produced for the AmlY.

The joint resolution also cites the

helicopter as demonstrating u unique

life-saving and time-saving capability in

the arena of civil aviation, as well as

being used by the United Slates armed

forces in many areas of the defense orthe

United States.

If adopted, the resolution would desig­

nate September 14, 1989 as "National

Helicopter Day," and calls upon the

President of the United States to

authorize and issue a proclamation call­

ing upon the people orlhe United States

to observe this occasion with ap·

propriate ceremonies and activities.

This yenr also marks the lOOth anniver·

sary year of Igor Sikorsky's binh. I i._


February 4-6, 1990



A '90

11=:". DaUas,

''''lnternational Texas


Salary Raises for Air Traffic


In an effort to encoumge employees to

work at the busiest airports and air traf­

fic control centers in the country.

Transportation Secretary Samuel K.

Skinner recently announced that the

Federal Aviation Administr:ltion (FAA)

will be giving pay raises of up to 20

percent to air traffic controllers.

The program, which took effect on

June 18. gives raises to approximately

2.100 workers at II FAA centers in the

New York. Chicago, Los Angeles. and

Oakland areas. The agency has haddif­

ficulty staffing those facilities with

qualified personnel because of the cost

of Ii ving. complex operations. and other

factors. Safety inspectors nnd tech­

nicians. who service and mnintain air

traffic control computers and other

equipment. are also receiving raises.

House Backs limit on Offshore

011 Drilling

The increased concem over recent

maritime oil spills has led the House to

:lpprove new restrictions on offshore oil

drilling. including the first-ever prohibi­

tion on oil lind gas leasing off the Alas­

kan coas!.

Despite objections from the Bush ad­

ministration to the drilling and leasing

restrictions. no aHempt was made

during debate to make the restrictions

less severe. TIle administrmion argued

that new restrictions are inappropriate

:lIld pending an interagency task force

review of the environmental risks of

offshore drilling.

Interior Depllrtment spokesman

Steven Goldstein said that restrictions

on drilling, when most spills involve

tankers, defied logic. Proponents of the

moratoria, however, view the adoption

of the restrictions as a turning point in

the effon to contain plans for massive

offshore drilling first proposed in 1981.

House Votes to Limit Logging in

Vast Alaskan Tract

Due to concern over global warming

lind the gmdual disappearance of the

eanh's forests. the 1·louse overwhelm­

ingly tlpproved a measure aimed at

preserving :l vast section of SQUlheastem


Alaska containing a large. tempemte

rain forest.

The bill would end fedcml1y mandated

timber sales in the 17 million-llere Ton­

gass National Foresl, eliminate the re­

quired logging rate, cancel contracts

and establish new wilderness areas.

Since 1982, the Forest Service hns spent

$386 million on the Tongass timber pro­

gram, while receiving $32 million from

timber companies.

The measure provoked strong opposi­

tion from Rep. Don Young (R-AK),

who stlid it would cause a "breach of

ftlith" with timber companies in

southeastern Alaska, while resulting in

the loss of 6,000 jobs. Environmen­

talists have emphasized thut the Ton­

gass is more valuable to the Alaskan

economy as a tourist attraction and as n

spawning ground for salmon.

Oppose Diversion of Aviation

Tax Revenues

Seventeen aviation trade associations.

including Helicopter Associution Inter­

nmional (HAl), recently issued a press

release criticizing the proposed diver­

sion of aviution taxes collected for the

Airport and AirwaysTrust Fund,calling

the proposed action 11 "skyway rol>­


The coalition urged Congress \0 assure

the immediate withdrawal of the



Ground-Level. Rooftop. Elevated or Floating

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The issues of feasibility, site selection,

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Aeron:lUlical Accessories . . . . . . . . . . . . . • . . . . . . . . . , . ................ Cover 4

Airwork Corpor:llion . . . . ... . . . . , . . . . , . . . . • . . . . , . ..................... 7

AI Conklin . . . . . . . . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . • . . . . . . . . . . . . . . . 13

AleJCander& AleJ;ander ....... 43

Alpha Aviulion lnsumuce . . . . . . • . . . . • . . . . . • . . . . • . . . . . 31

Avilliion Insuf'Jllce Ce11lcr ... ... ... . . . . ...... 46

Bcll l'leliC(lplerTexlron . .. . . . . . . . . . . . • . . . . . • . . . . . • . ....... 5

Devore: Avi:llioll . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . J I

Downing Eleclronic ...... ...... . . ............................. 35

Em Aviulion. lnc . ......................... , ......................... 14

HAl Education Programs ... . . . . . . . . . . . . . . . . • . . . . . . . . . • . . ........ 2S

HAl Heliport Course .. .. ... .... . .. ... .... . ....... . .... . . ..... 15

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Inlcntalioo:11 Busincss Law . . . . . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . . 27

McDonnell Douglas 1'lclicoplcrCompany ........................... COver 2

Municipal Corllrncting ............................................... 31

J>lastici7.cr Avimion Polishing . . . . . . . . . . .. . . . . . . . . . . . . . . . .. . . . . . . . . . . . . 21

Pmll & Whitney Canadll. tllC . . .................................... Cover )

Raymond A. Syms ami Associmc. . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . . . . . . . 41

Robinson I-telicopler . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . • . . . . . . . . . . . . . . . 44

ROlor Bhldcs. lnc. . .. . . . .. . . .. . . . . . . . . . .. . .. . . . . . . ..... .46

20/2U Enlerprises . . . . . . . . . . . . . . . . . . . . . . . . ............... 8

Vertical Aeronautics . . . . . . . • . . . . • . . . . • . . . . . . . . , . . . . . . . . . . • . . . . . . . . . . II

Fall 1989



brought to you by

Helicopter Foundation


Who was the first operator 10 PUI

the S-64E commercial Skycmnc

helicopter into operational


'6%1 u1 ·SClt:"l.1

'UOlsnoH JO ,(ulldwo:J 5U111!JO UC .... O}:j .

)0 .uU!P!Sqllli 'BU!lllJ:"Ido J:"IldoJ!I:"I11

11 'S:"IlIllJ;:) J!V u\lMO :Ja ... \sIIV


The Helicopter and the Valtellina, Italy Flood

By Andrea Traversi

The urgent need for helicopter assistance

was successfully

dcmonslr..ucd in July. 1987, after II

series of natural disasters thrust II

region of northern Illlly into a Siale

of emergency.

First. a massive Oood destroyed

pari of Ihc Vallcllinu valley, located

north of the Italian Alps. Then. a

section of the mountain separated

and crumbled into the valley.

destroying villages. roadways. and

railroads in the process. The result:

over $2.86 billion worth of damage.

Landslide Isolates Italian


111e massive 1;lIldslide also caused

the obstruction of the Addu River

course, resulting l11 1hc formation of

Lake S. Antonio Morignone. [-[cavy

rains c,lUscd the ICTUliolts

al sea. A 300 kgf [o,ld capacity winch is mounted above

the Ka-32 's sliding glass door to assist rescue efforts.

The transport Ka-32can ferry c:lrgoes insideoron an extem,,1

load sling; assist in constructing and erecting power tr,ll1smission

lines: service drilling dcch at sca: and perform rescuc

operations. a(.

... . "",

Forcst:lle: Guardia di Finanza;

Polizia; Vigiel del Fuoco: and

seve1"JI civil opermors.

A total of 152 helicoptcrs. however,

were involved throughout the

emergency, Helicopter assistance

helped save thousands of lives;

provisions were supplied to people

who lost their homes; and technicians.

rcscue people and goods

were trllnsponed by helicopter

where necessary.

Air Traffic Control Systems

Prove Successful

Civil :lOd milit:lry helicopters ncw

day and night. In order to properly

monitor niglu activity. two air traffic

control syslems wcre established.

Each pilot was regularly required

to report thcir respective vertical

positions. which helped to

maintain a safe nying environment

within the tenninal control area.

The CH-47 Chinook. Ilmong other

helicoptcrs, played a key role in

transport ing escavalors: pre-fabricated

elements; largc. hCHVY pipelines; and.

utilizing the rotor downwllsh to their

advantage, to fmp logs and other debris

tloating in the lake.

lllc helicoptcr proved to be an indispensiblc.

rescuc :lI1d disaster assistance

vehicle in the Vahellinu emergency.

The pilots. technicians and controllers

involvcd demonstrated their ability to

accomplish many diffult tasks. under

cXlremely demanding psychological

and environment:1I conditions. in a

designated "high risk" area.

Funher prllise is warr:lnted for thc

operators and controllers involved in

the Valtellina emergency: for tOUlI

opcTUtiol1s, there were no uccidcnts. ii

42 ROTOR Fall 1989



When it comes to aviation and aerospace insurance, look to

the leaders-Alexander & Alexander and Reed Stenhouse.

We recognize that these coverages can be extremely com­

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gel individually designed insurance programs.

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Aviation & Aerospace Division

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Ian A. Flack


Alexander Howden, ltd.

Aviation Division

8 Devonshire Square

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Robert A. PlncoU

Senior V:P.-International

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2700 One Palliser Square

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A company

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here that

can get you

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Whether you need to be in

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Air Hanson will look after every

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From helicopter charter to

aircraft sales, management lind



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Telephone: 0252 890089

Fax Sales: 0252 890 102

Fax Eng: 0252 876439

A Hanson pic Company





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Mo,.. R22s .,.. sold .v.,.y y •• " Ihan .ny olher plslon

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September 26 FAA Cornpliunce & Enfon::e­

I1lcm Listening Session. RUl!mda Il1n-S.E..

6101 EaSt 87th Stn:et. KunsasChy. MO. HAl

Con lCl: l Glenn Leier. 703/683-4646.

September 27 FAA Compliance & Enforcemem

Listening Session, Sheraton No. Shon:

Inn, 312/498-6500, 933 Skokie Blvd.

Nonhbrook. IL. HAl COnlact: Glenn Leister.


5foplember 28 Mid·AIIMtic I-ielicopter As-

5OCiaiion Meeting (MAliA), Amelia's Resmuron!,

Crysml City. VA. Conlae!: Norman


Selltember 28 FAA Cornpliaroce & EnForcemCIIl

Listening Session. '-Ioliduy Inn. 11040

So. Hulsted. Harvey, IL. HAl COIllIICI: Glenn

Leister, 703/683-4646.

Cklober 1-(1 Trans. Overhaul Training

Course. Schweizer Aircraft Corp.,

Elmira, NY. Contact: Lorrie Teske, (lJ71


Octobtr 5 FAA Compliance & Enfom:mc11l

Listening Session. Georgi:t World Congress

Ctr.(NBAA). Atlutlta. GA. HAl Contacts:

Glenn Leistcrrrom Salm.

(kto!J.tor 14 Helit'OplcrSafcty Seminar. KeyslOne

Helicopters. We:o;tchester. PA. Sponsored

by Eastern Region l1elicopter Council

(ERHC). COIlIact: r-J.ul Smith. 5161228-9355

or Steve Gn:y. 215/644-4430.

Oclobrr 18-21 Aircmrt OWlH'rs and Pilots

Assodariotl annu:II cooventioll. Orlutldo. FI...

Contact: AOPA. JO 1/695-2052.

October 20 FAA COlllplilince & Enforcement

Listening Session. Buenu Visto Paloce HOiel

(AOPAl. l-ake Buena V;S!a. FL. I1A1 Contoct:

Glenn Leister. 703{fJl:1J-4646.

Oc:tobcr 20 FAA Rotorcrnft Tas.k Force

(ROTAF) meeting, 9:30 a.m.-12:00 noon.

FAA Ilcadquaners. 800 IlKIepcndt:ncc Ave ..

SW. WlIShington. D.C.Contact: Edwin Rubinson.

202/267-11 194.

October 24-27 FAA-Industry Complinnce &

Enforcement Teams meet 10 rcview/analYl.e

FAA pol icies. din:ctive.. userconcems. 1 istening

scssioll & wrillen comments. Washington.

DC. HAl Reps: Vernon Alben. 3181235-2452

& Tom Salm 212/535-5759, Staff Com:lct

Glenn Leister.

October 26 HeJit'OPlet Slifety Advisory Conren:nce

(HSAC) quanerly meeting. Houston.

TX. Comact: Lynn CIOllgh. 713n57·8107.

NO"ember 12·J6 AvililiOll Distributors uoo

Munufncturers Associmion (ADMA) semiannual

meeting. Marco Island. FL. Contact;


November 13·15 Professionul Aviation

Career Education (PACE) progrnm. Dallas.

TX. Contacl: SimuFlhe Tmining lmematiotl-

01. 214/456-8000.

No,'cmber 13-17 AssociatiOlI of Air Medical

Services (AAMS) Annual Confertoce. Hyall

Regency. Pl\oen;ll. AZ. Contoct: Nin:. Merrill.


NO"ember 17, III , I!' Eas tern Region

Helicopter Council Annu:11 Meeting. Sand

HOIeI. Atlantic City, NJ. ConUtCt: George PiS3



Fcbruury "·6 1990 HAl liELl-EXPO '90.

Dallas ConVel1tiOll Center. Dlillas. Te3s.

COnlllct: Aoon:w Miller at HAl: 703/683-


MIlrt'h 24. 1990 Big Apple Sufety Semiuar.

location TBA. Sponsored by the ERl-lC. FAA

Dnd HAl. Contact: Paul Smith. 5161228-9355.

Fall 1989

HEll-EXPO '90

(Collfillued [rolll 11lI./! 15)

Pre-show educlItion:l1 programs include

courses on helicoptcr safety

managemcnt, hclipot'l dcvelopmcnt and

financial mamtgcmcnt of hclicopter


The Founh Annual Fly In, the Membership

Breakfast and the Annual

Awards Banquet are among Ihe

fuvorile. regular events scheduled for

the convenlion in Dallas. Over 250 exhibits

and 750 booths. including a Siatic

disp1:IY of over 50 helicopters. will be

located inside the lHII1.

Management for the

Maintenance Supervisor

HAL in conjunclion wilh Soulhern

Illinois University. will again offer

Managemelll for lhe Mailllcnance Supcrvisol'.

a three-day advan(.;cd level

course providing formal education in

specific man;lgemelll skills required by

the helicopter maitUennnce environmcnt.

Maintenance Plays Vital Role

in Helicopter Safety

Mtlinlemmce technicians play a

vilal role in making turbine-engine

helicopters the safest of all lighl







In cooperation with Helicopter

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This program, underwritten by

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A divisionof Acronalilical Accessories. [oc. Appmved by

Bell . McDo,mell-D,mglas. Enstrom· Hiller . Schweizer

Fall 1989

MBB B0105l5 (Demo) MD 900



All around the world, you'll find Aeronautical Accessories'fuil line

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For quick and dependable service. call Aeronautical

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Additional accessories include: NlghtScanner@l, Quick

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