North American News
Excellent bit of piloting.....Well Done!
The rest of the story.....this is the third accident for PJ in the past three years.
One was a MD that had some sort of malfunction while doing a powerline survey.....no injuries but a bent up Bird.
The second was a MD that collided with a Truck while slinging Christmas Trees injuring the pilot and damaging the aircraft.
Then this one.....where the aircraft had an engine failure, damaged the aircraft and injured the pilot and passenger.
Their web site claims an Accident free history.....you reckon they will get around to changing that claim after this latest event?
The rest of the story.....this is the third accident for PJ in the past three years.
One was a MD that had some sort of malfunction while doing a powerline survey.....no injuries but a bent up Bird.
The second was a MD that collided with a Truck while slinging Christmas Trees injuring the pilot and damaging the aircraft.
Then this one.....where the aircraft had an engine failure, damaged the aircraft and injured the pilot and passenger.
Their web site claims an Accident free history.....you reckon they will get around to changing that claim after this latest event?
As a recognized leader in the helicopter utility world of powerline construction and fire, PJ Helicopters has become the number one innovator and designer of a variety of specialized methods and procedures involving powerline construction. With Safety being the single most important consideration in successful utility operations and procedures, PJ Helicopters has taken an industry lead role in developing and implementing a Safety Management System (SMS) specifically designed for a utility helicopter operator.
Four years ago, PJ Helicopter staff personnel studied and reviewed numerous SMS programs developed by the Airline Industry as well as guidelines from the FAA and HAI (Helicopter Association International) to design and tailor a program that fitted the needs of the company and that would actually work and be accepted by employees of PJ Helicopters. The driving force behind this innovative approach began with the guidance and direction the owners of PJ Helicopters and staff personnel holding a Bachelors Degree from the Embry – Riddle School of Aeronautics specializing in Aircraft Safety and Pilot Psychology and the company check pilot and safety officer with over 18,000 hours of utility flying . The resultant SMS Program developed by PJ Helicopters has proven itself to be invaluable and accepted by Federal and State Agencies such as the California Department of Forestry, Department of Interior, Bureau of Land Management and the U.S. Forest Service.
With nineteen aircraft and about 15,000 hours of utility flying each year, PJ Helicopters has enjoyed an accident free safety record in the most hazardous flight environment in the industry. In instituting the SMS Program at PJ Helicopters, it has ensured that safety objectives are met as set forth in the PJ Helicopters Safety Policy. The policies, procedures, controls, and process measures as well as other safety attributes are designed into the SMS Program to reduce human error while permitting personnel at all levels within the organization to effectively manage both safety and quality of work completed.
Safety is NO accident! PJ Helicopters will always provide the highest reasonable standard of safety for all procedures, systems, and activities coupled with identifying and minimizing the risks which could contribute to incidents, accidents, or injury to persons or property.
Four years ago, PJ Helicopter staff personnel studied and reviewed numerous SMS programs developed by the Airline Industry as well as guidelines from the FAA and HAI (Helicopter Association International) to design and tailor a program that fitted the needs of the company and that would actually work and be accepted by employees of PJ Helicopters. The driving force behind this innovative approach began with the guidance and direction the owners of PJ Helicopters and staff personnel holding a Bachelors Degree from the Embry – Riddle School of Aeronautics specializing in Aircraft Safety and Pilot Psychology and the company check pilot and safety officer with over 18,000 hours of utility flying . The resultant SMS Program developed by PJ Helicopters has proven itself to be invaluable and accepted by Federal and State Agencies such as the California Department of Forestry, Department of Interior, Bureau of Land Management and the U.S. Forest Service.
With nineteen aircraft and about 15,000 hours of utility flying each year, PJ Helicopters has enjoyed an accident free safety record in the most hazardous flight environment in the industry. In instituting the SMS Program at PJ Helicopters, it has ensured that safety objectives are met as set forth in the PJ Helicopters Safety Policy. The policies, procedures, controls, and process measures as well as other safety attributes are designed into the SMS Program to reduce human error while permitting personnel at all levels within the organization to effectively manage both safety and quality of work completed.
Safety is NO accident! PJ Helicopters will always provide the highest reasonable standard of safety for all procedures, systems, and activities coupled with identifying and minimizing the risks which could contribute to incidents, accidents, or injury to persons or property.
Last edited by SASless; 14th Aug 2013 at 01:08.
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NIMBY news from the US
http://www.sheboyganpress.com/articl...nclick_check=1
Complaint lodged on helicopter landings - Dyersville Commercial: News
A request from a Louisiana-based company to locate a charter helicopter business in Elkhart Lake has raised the ire of village residents.
The business, Mustang Helicopters, submitted a request to the village in June to locate a helipad at 610 Aero Drive.
Many in the village became upset when they got wind of the plan with more than 100 people showing up for the Aug. 5 public hearing on the rezoning request, said Village Board president Alan Rudnick.
The business, Mustang Helicopters, submitted a request to the village in June to locate a helipad at 610 Aero Drive.
Many in the village became upset when they got wind of the plan with more than 100 people showing up for the Aug. 5 public hearing on the rezoning request, said Village Board president Alan Rudnick.
Complaint lodged on helicopter landings - Dyersville Commercial: News
Last edited by Heli-News; 14th Aug 2013 at 16:15.
Boeing Delivers 5th Canadian CH-147F Chinook Helicopter
Boeing Delivers 5th Canadian CH-147F Chinook Helicopter | Canadian Aviation News
Sounds very similar to the kind of service the Canadians are experiencing from another American manufacturer!
Boeing has delivered the Royal Canadian Air Force's (RCAF) fifth CH-147F Chinook helicopter one month ahead of schedule and only three months after the arrival of the first in June.
Sounds very similar to the kind of service the Canadians are experiencing from another American manufacturer!
Reduction in Hudson River movements agreed
Agreement reached to limit helicopter flights on NJ side of Hudson River - Daily Journal
JERSEY CITY, New Jersey — An agreement has been reached to reduce the hours and number of helicopter tours operating out of a heliport in Jersey City.
U.S. Sen. Robert Menendez and Rep. Albio Sires asked the Federal Aviation Administration to examine the issue after residents had complained that the low-flying aircraft create constant noise and safety issues.
Helicopter flights at the Paulus Hook Helipad will be limited to one at a time instead of three. Hours of operation will take place between 9 a.m. and 7 p.m. Monday through Saturday and from 9 a.m. to 5 p.m. on Sundays.
The operations conform to the helipad's agreement with the state.
Sires says he expects the FAA to begin looking for ways to ease flight patterns along the New Jersey side of the Hudson River.
U.S. Sen. Robert Menendez and Rep. Albio Sires asked the Federal Aviation Administration to examine the issue after residents had complained that the low-flying aircraft create constant noise and safety issues.
Helicopter flights at the Paulus Hook Helipad will be limited to one at a time instead of three. Hours of operation will take place between 9 a.m. and 7 p.m. Monday through Saturday and from 9 a.m. to 5 p.m. on Sundays.
The operations conform to the helipad's agreement with the state.
Sires says he expects the FAA to begin looking for ways to ease flight patterns along the New Jersey side of the Hudson River.
Defective blade caused November 2011 crash of Bell 206L in Kapuskasing, Ontario
Defective blade caused November 2011 crash of a Bell 206L helicopter in Kapuskasing, Ontario - Press Release - Digital Journal
RICHMOND HILL, ON, Dec. 10, 2013 /CNW/ - The Transportation Safety Board of Canada (TSB) today released its investigation report (A11O0205) into the November 2011 collision with terrain of a Bell 206L helicopter in Kapuskasing, Ontario.
On 2 November 2011, a Bell 206L helicopter, operated by Sunrise Helicopters Inc., departed Kapuskasing, Ontario. The aircraft was chartered by a forestry company for a local timber survey flight. On board were the pilot and 2 passengers employed by the forestry company. At 10:48 Eastern Daylight Time, the helicopter experienced an in-flight separation of a main rotor blade and the helicopter crashed. All occupants were fatally injured and the helicopter was destroyed. There was no post-impact fire.
The investigation found that the main rotor blades were manufactured with defects. As several fatigue cracks developed, one of them progressed until the occurrence main rotor blade separated in flight. A similar accident occurred in August 2008. After that accident, Bell Helicopter implemented a damage tolerance approach for the main rotor blades. This approach did not provide adequate inspection criteria to prevent this accident. As a result, a fatigue crack progressed undetected until the blade failed.
In February 2012, Transport Canada mandated a life limit of 1400 hours air time for all affected main rotor blades, regardless of previous inspections performed. Consequently, all affected main rotor blades were to be removed from service prior to the accumulation of 1400 hours air time.
On 2 November 2011, a Bell 206L helicopter, operated by Sunrise Helicopters Inc., departed Kapuskasing, Ontario. The aircraft was chartered by a forestry company for a local timber survey flight. On board were the pilot and 2 passengers employed by the forestry company. At 10:48 Eastern Daylight Time, the helicopter experienced an in-flight separation of a main rotor blade and the helicopter crashed. All occupants were fatally injured and the helicopter was destroyed. There was no post-impact fire.
The investigation found that the main rotor blades were manufactured with defects. As several fatigue cracks developed, one of them progressed until the occurrence main rotor blade separated in flight. A similar accident occurred in August 2008. After that accident, Bell Helicopter implemented a damage tolerance approach for the main rotor blades. This approach did not provide adequate inspection criteria to prevent this accident. As a result, a fatigue crack progressed undetected until the blade failed.
In February 2012, Transport Canada mandated a life limit of 1400 hours air time for all affected main rotor blades, regardless of previous inspections performed. Consequently, all affected main rotor blades were to be removed from service prior to the accumulation of 1400 hours air time.
Feds lighten-up on US helicopter pilot medical requirements
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
Helicopter landing system successfully tested - Southern Maryland News
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.”
“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.”
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.
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.
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Arkansas man tries to recreate scene from Die Hard: Live Free or Die Hard, drives car into not one but three sheriff's department helicopters:
(OH-58s)
I/C
(OH-58s)
I/C
I like the news story and its slight twist on the truth. Apparently these 'recently bought' gems, a couple of old DoD surplus OH-58s, were worth $50,000 even though they had paid a measly $1,300 for them in an auction!
looks like the old feller in the car is faced with a big insurance claim when he gets better!
So why would Baxter County leave such expensive equipment rotting in a field for two years and three months [yes the purchase was that recent] if it was worth as much?
looks like the old feller in the car is faced with a big insurance claim when he gets better!
So why would Baxter County leave such expensive equipment rotting in a field for two years and three months [yes the purchase was that recent] if it was worth as much?
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I like the news story and its slight twist on the truth. Apparently these 'recently bought' gems, a couple of old DoD surplus OH-58s, were worth $50,000 even though they had paid a measly $1,300 for them in an auction!
looks like the old feller in the car is faced with a big insurance claim when he gets better!
So why would Baxter County leave such expensive equipment rotting in a field for two years and three months [yes the purchase was that recent] if it was worth as much?
looks like the old feller in the car is faced with a big insurance claim when he gets better!
So why would Baxter County leave such expensive equipment rotting in a field for two years and three months [yes the purchase was that recent] if it was worth as much?
Under and over valuation is another tactic. You tell the potential funders "Look how cheap we can buy these, just $1300!" and you tell the insurer "These were nearly airworthy and very valuable machines!" The car insurance will pay no more than $30K (if they don't deny the claim) and the Department's insurer pays the rest. From the $50K settlement another ~$1300 will be spent on replacements at the next auction with those machines sitting around rotting just the same. There will be found more pressing uses for the left-over money. It's all about greed over here anymore, and if I could afford it I'd be going south about as far as one can go in that direction to escape. I love my land and it's people but the rest has deteriorated so badly there's no way to fix it.
