Rotor & Wing 2010-02.pdf

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February 2010
Serving the Worldwide Helicopter Industry
Helicopter Financing:
Turmoil in the Market
HUMS 2K10
What’s a Sprag?
Keeping Instrument
Proficient
EUROCOPTER’S
TAK E S O FF
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Welcome
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Rotor & Wing
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Vol. 44 | No. 2
February 2010
Personal|Corporate
Commercial
Military
Public Service
Training
Products
Services
Departments
12 Rotorcraft Report
27 People
28
32
Program Insider
Kiowa Warrior Upgrades
Coming Events
Hot Products
Classified Ads
Ad Index
Columns
(Cover) Eurocopter has conducted the maiden flight of its new model,
the EC175. (Bottom) A maintenance test pilot conducts engine
vibration checks on a Black Hawk using a Goodrich HUMS unit.
4 Editor’s Notebook
8 Feedback
10 Meet the Contributors
66 Eurowatch
68 Military Insider
Features
COVER STORY
32 ■ EC175 Takes to the Air
Eurocopter introduces its new model, which can carry 16
passengers up to 270 nautical miles. By Thierry Dubois
38 ■ Helicopter Financing
Credit markets, including helicopter financing, took a dive last year.
Is there light at the end of the tunnel? By Charlotte Adams
46 ■ HUMS 2K10
The sophistication of HUMS has improved, allowing maintenance
personnel to diagnose faults “right down to individual gear teeth.”
By Dale Smith
52 ■ Autorotation is a Sprag Thing
Many helicopter operators don’t know what a sprag clutch is. But
this device is the key to autorotation. By David Brooksbank
58 ■ Instrument Proficiency
Economical ways to keep your instrument proficiency up.
By Ed Van Winkle
46
The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md.
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Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in
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©2010 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission.
Publication Mail Sales Agreement No. 40558009
3
FEBRUARY 2010 | ROTOR & WING MAGAZINE
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Editor’s Notebook
By Joy Finnegan
Stay Proicient
T he following was adapted from
an area of convective activity and pre-
cipitation. Weather reports for the area
surrounding the accident site were not
available, as the automated weather obser-
vation station at GGE had been out of
service for weeks. However, witnesses
described its flight path as paralleling U.S.
Route 17 in moderate to heavy rain.
Examination of the main wreckage
revealed no evidence of any pre-crash fail-
ures or malfunctions of the engine, drive
train, main rotor, tail rotor, or structure of
the helicopter. Additionally, there was no
indication of an in-flight fire [meaning it
was a perfectly good and functioning heli-
copter.] Evidence of unburned jet fuel also
existed at the scene [meaning that they
didn’t run out of fuel].
According to (FAA) records, the pilot
held a commercial pilot certificate with
ratings for airplane single-engine-land,
airplane-multiengine-land, rotorcraft-
helicopter, and instrument airplane and
helicopter. However, he did not meet
instrument currency requirements as
would be required by regulations for flight
conducted in IMC. The pilot’s improper
decision to attempt VFR flight into known
instrument flight conditions and failure to
maintain altitude clearance resulted in the
aircraft colliding with trees and crashing.”
All of this can be much more simply
stated by saying that this helicopter
entered inadvertent instrument meteo-
rological conditions and crashed, killing
all on board. When writer Ed Van Winkle
and I talked about his story on page 58,
regarding maintaining instrument profi-
ciency, I was shocked to learn that many
helicopter pilots not only rarely fly IFR,
they don’t even bother to keep current.
I came from the world of fixed-wing
aviation, so bear with me. As a fixed wing
commercial pilot, I almost never flew a
flight where I wasn’t IFR, meaning flying
under instrument flight rules regardless
of the weather. Every single flight I flew
with an airline was done IFR with a rare,
occasional cancellation of IFR to get in
somewhere VFR or special VFR. As a pro-
fessional pilot, working for a commercial
operation, it was almost inconceivable
that a flight would be conducted VFR.
VFR was for amateurs, weekend puddle-
jumper jockeys who were out for their
$100 hamburger flight.
But I understand it is just the opposite
for helicopter operators and that the vast
majority of flights conducted in helicop-
ters are VFR. I have also heard that some
operators even discourage operating
under IFR (again I’m talking flight rules
not IMC). This is so very contrary to the
way the fixed-wing world works that I had
to call around and make sure I understood
the situation correctly. After many calls
and e-mails, I’m still having difficulty with
the concept.
I remember my first inadvertent
encounter with weather as a young stu-
dent pilot, before I got my commercial cer-
tificate or instrument rating. I had taken
off for the practice area. Weather was a
fairly high 7,000-foot ceiling. But it was
summer in Florida and the unstable air
played havoc that day and before I knew it
that ceiling had dropped and I went right
into the soup.
Never one to panic, I simply picked up
the mic and called ATC. I explained I was
a student pilot on a VFR flight and that I
had just flown into the clouds. I asked for
help, and although I never declared an
emergency, I could have. Since I was close
to the airport, ATC basically vectored me
back for a landing, essentially giving me a
PAR approach, stepping my altitude down
just as though I was on an instrument
approach. I broke out, saw the runway and
landed. That was that.
But time and time again, we see acci-
dent reports about helicopters encounter-
ing inadvertent IMC and crashing. This
can be prevented.
Stay instrument proficient. Ask for
help if you encounter IMC inadvertently.
Declare an emergency, if necessary, to
get the help you need. Doing just that
would have prevented the tragedy above
and the now infamous Maryland State
Police Trooper 2 crash, among so many
others.
an NTSB preliminary accident
report: “On Sept. 25, 2009, at
approximately 11:30 p.m., a Euro-
copter AS350B2 was substantially dam-
aged when it crashed near Georgetown
County Airport (GGE), Georgetown, S.C.
The certificated commercial pilot and
two others on board were killed in the
crash. Instrument meteorological condi-
tions prevailed, and a company visual
flight rules (VFR) flight plan was active
for the Part 91 positioning flight, which
departed from Charleston Air Force Base
(CHS), in Charleston, S.C., destined for
Conway-Horry County Airport (HYW),
Conway, S. C. After refueling, the helicop-
ter departed for HYW at 11:02. The pilot
advised MUSC flight control that he had
2 hours and 45 minutes of fuel onboard,
would be flying at 1,500 feet above mean
sea level (msl), and estimated arrival at his
destination in 45 minutes.
According to preliminary information
provided by the Federal Aviation Admin-
istration (FAA), at 11:05, the accident
helicopter had departed CHS, eastbound,
VFR, receiving flight following to Mt.
Pleasant Regional Airport-Faison Field
(LRO). The pilot reported LRO in sight
at 6 miles at 11:09, and CHS tower termi-
nated service.
The helicopter then flew past LRO
towards Georgetown. When the SROC
was contacted to request an Alert Notice
(ALNOT) be issued, the SROC called
CHS tower, who reviewed the radar data
in an attempt to locate the accident heli-
copter and observed that it had continued
past LRO. Radar data also showed weather
20 to 30 miles east of LRO.
The weather at CHS about 9 minutes
prior to the helicopter’s departure was
recorded at 11 knot winds, visibility 10
miles, scattered clouds at 2,000 feet, bro-
ken clouds at 6,000 feet, broken clouds at
8,000 feet. However, 23 minutes after the
accident helicopter departed, light rain
began to fall at CHS.
Review of radar data revealed that
after passing LRO, the helicopter entered
4
RotoR & Wing magazine | febR uaR y 2010
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