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Feds lighten-up on US helicopter pilot medical requirements

A bill introduced in the U.S. House of Representatives on Wednesday, Dec. 11, 2013, has the potential to significantly lower one of the barriers for prospective pilots. The General Aviation Pilot Protection Act (H.R. 3708), introduced by Rep. Todd Rokita (R-N.Y.) and Rep. Sam Graves (R-Mo.), and co-sponsored by four additional members of the House General Aviation Caucus, would direct the FAA to revise or issue new regulations that would allow pilots to fly aircraft up to six-place aircraft weighing less than 6,000 lbs. using the same driver’s license standard for medical certification that currently applies only to Sport Pilot certificate holders. (The four additional co-sponsors are Rep. Bill Flores (R-Texas), Rep. Richard Hanna (R-N.Y.), Rep. Collin Peterson (D-Minn.), and Rep. Mike Pompeo (R-Kansas).)

“This bill addresses the advanced state of the general aviation operating environment, reduces cost for GA pilots, and recognizes the historical data which indicates medical incapacitation has not been a significant safety issue,” said Matt Zuccaro, president of the Helicopter Association International. “This legislation will promote more individuals pursuing helicopter pilot certification, which is good for our industry and our nation's economy. We strongly support this legislation.”

The bill would give the FAA no more than 180 days from its enactment to change medical certification requirements so that a pilot flying an aircraft authorized to carry no more than six occupants and with a maximum certified takeoff weight of no more than 6,000 lbs. would only need a valid State driver’s license as evidence of adequate health. The bill makes no distinction between fixed- and rotary-wing aircraft.

The pilot would be required to comply with any medical requirements associated with that license.

A pilot choosing to use the driver’s license medical certification standard would only be permitted to fly under visual flight rules (VFR), could not carry more than five passengers or fly for compensation, and would be required to remain at or below 14,000’ above sea level and below 250 knots airspeed. The pilot would also not be allowed to fly outside the United States (unless authorized by the country in which the flight would take place).

“Historically the FAA has taken an overly cautious approach to changing medical certification standards, and caution where safety’s concerned is a good thing,” concluded Zuccaro. “However we believe the time has come for the FAA to acknowledge that there is no significant data indicating that the driver's license option will compromise safety in the general aviation community.

“Accordingly we appreciate Congressional General Aviation Caucus members sponsoring this legislative initiative directing the FAA to take action on this matter.”

HAI: General Aviation Pilot Protection Act good for growing the pilot population | Vertical Magazine - The Pulse of the Helicopter Industry


New helicopter landing system successfully tested

A new aviation landing system is lighting the way to the future of helicopter landings aboard air-capable and amphibious assault ships.

Test pilots from Naval Air Station Patuxent River successfully employed the Advanced Stabilized Glide Slope Indicator (ASGSI) to approach and land on the USS Fort Worth (LCS 3) in San Diego this fall. This first-ever operational flight test granted the system an interim certification, clearing the way for use on two other ships currently equipped with ASGSI, the USS Coronado (LCS 4) and USNS Dahl (T-AKR-312).


During helicopter approach and landing, the Advanced Stabilized Glide Slope Indicator (ASGSI) projects a single beam of green light when the aircraft is above the correct glide slope, a red beam when below and amber when at the perfect glide slope. Similar to the color cues, pilots utilizing Night Vision Devices see slow flashes when the aircraft is above the correct glide slope, fast rapid flashes when below, and a solid beam at the accurate angle. The Aircraft Launch and Recovery Equipment Program Office (PMA-251) Visual Landing Aids team installed this ASGSI unit aboard the USNS Dahl in September. (U.S. Navy photo)

“The testing went extremely well,” said Kurt Hartig,Aircraft Launch and Recovery Equipment Program Office (PMA-251)Next GenerationVisual Landing Aidsteam lead. “The system performed as designed with only minor adjustments necessary, which will be resolved in preparation for a full rate production determination.”

ASGSI provides helicopter pilots with stabilized visual information relating to the correct approach angle to flight decks on air-capable and amphibious assault ships.

Approximately 55 future construction ships are slated to receive the system, with more anticipated. Hartig said there are currently no plans to retrofit the system on ships utilizing the current legacy Stabilized Slope Indicator (SGSI) technology.

Compared to SGSI, ASGSI provides night vision device (NVD) compatibility with the addition of pulse coding. Because NVDs eliminate color distinction, ASGSI indicates approach slope with pulsing or flashing beams of light; fast rapid flashes signal a low approach, slow flashes signal a high approach and a solid beam appears with a perfect glide slope, Hartig said.

“The intent of this night vision capability system is to provide greater operational availability and an improved level of accuracy for pilots,” said Cmdr. Tony Hernandez,PMA-251fleet liaison officer. “I think fleet pilots will find this a welcomed addition, one that provides enhanced visual cues that will only increase safe landings.”

Located on a platform just above the hangar, ASGSI uses electromechanical stabilization that automatically adjusts to the ship’s pitch and roll. The system replaces hydraulic powered stabilization with enhanced electromechanical technology that reduces environmental and maintenance hazards.

Hartig said ASGSI also utilizes LED lighting that can be adjusted based on pilot requirements via the Aviation Lighting System Control Panel Set (ALS-CPS) located in the helicopter control station. This allows operators to adjust lighting brightness for adverse weather to allow for a smooth landing.

Helicopter landing system successfully tested - Southern Maryland News