Articles for category Safety
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Mar
29
2021
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Posted by Admin
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By inventing technological advances that allow Health, Usage and Monitoring Systems (HUMS) to expand to the smallest of rotorcraft, GPMS is democratizing a powerful tool that not long ago was reserved only for heavy helicopters.
GPMS launched its compact, speedy and lightweight next-gen Foresight MX in 2018, and it's already proving its worth many times over.
GPMS co-founders Eric Bechhoefer and Jack Taylor met at Goodrich (now Collins Aerospace), where they worked on first-generation HUMS that weren't feasible for 95 percent of aircraft because they cost hundreds of thousands of dollars, weighed more than 100 pounds, and required signal processing experts to interpret data. A former Naval aviator, Bechhoefer decided he was going to re-engineer and put the product within reach of all sizes of helicopter.
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Categories:
Company Profiles
Safety
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Feb
08
2021
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Posted by Admin
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My first exposure to aviation began in the U.S. Air Force. When training in my chosen field was postponed, I was asked to crosstrain to a secondary career field. “We really need aircraft mechanics,” I was told. I readily agreed, and so the adventure began. Later, as a crew chief for the F16 Fighting Falcon, I quickly learned the importance of marshaling aircraft and the use of hand signals…flight controls-check, speed brake-check, stop, go, chock, and the aircraft salute. Little did I know at the time that these simple hand signals would become part of an especially important essential tool that we must use every day. We have already discussed the tool of integrity: doing the right thing, and the tool of commitment: the fuel for action. Let us now look at the essential tool of communication.
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Tags:
aircraft mechanics
Aviation Maintenance
Helicopter Maintenance
Maintenance Minute
Mark Tyler
Categories:
Career Development
Safety
Opinion-Editorial
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Oct
19
2020
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Posted by Admin
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This true ordeal occurred on 14 April 2000, and was written by Chris Kruse, a retired U.S. Army and civilian medevac pilot:
St. Paul, MN
14 April 2000, 16:12 hrs.
Bell 222UT, N225LL
NTSB: CHI-000FA111
Sometimes life comes at you in small drips. At other times, like a fire hose stream. And still at other times, it resembles a water tower collapse.
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Tags:
Helicopter Crashes
Helicopter Emergency Procedures
Helicopter Safety
Categories:
Career Development
Safety
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Aug
17
2020
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Posted by Admin
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USHST August 2020 Monthly Safety Report
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Tags:
Helicopter Accidents
Helicopter Safety
USHST Safety Report
Categories:
Safety
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Nov
18
2019
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Posted by Admin
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In the world of rotorcraft emergencies, not all situations are equal. There’s a huge difference between a generator failure, engine fire or anti-torque system failure. I think if you were to poll pilots, just the mention of certain crises will make the hair stand up on the back of every pilot’s neck, and they pray that it never will happen to them. For me, there are two such crises: a tail-rotor gearbox failure, and any situation that would cause me to hit the ground hard enough to rupture a fuel tank and spark a post-crash fire.
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Categories:
Safety
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Oct
15
2019
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Posted by Admin
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I was so lucky, when I first began flying helicopter EMS in 1999 when my first director of ops told me that he would rather me turn down a flight and go back to sleep, than push weather limits. However, the go/no-go decision was still my sole decision to make. At the time, I probably did not appreciate my director’s sentiment as much as I should have.
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Categories:
Safety
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Jun
03
2019
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Posted by Admin
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As a child, the value of the risk we would incur doing an activity was often measured by the spectators involved. Jumping a bicycle over a ditch brought a certain amount of fear, however the broken arm received as a result of such an attempt was looked upon as a badge of honor. Even as children, we justified risk through our belief that we could do what others could not or would not do.
Today we assess flight risk through Flight Risk Assessment Tools (FRAT) and other various risk-based systems to aid our decision-making to determine whether the risk incurred during a flight is acceptable or not. In many cases, the risk assessment scoring mechanism will reflect a color-coded or numeric based indicator of the risk involved.
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Categories:
Safety
Training
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Jan
28
2019
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Posted by Admin
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The use of night vision imaging systems (NVIS) by civil helicopter operators is increasing significantly all over the world. North America has a leading role in terms of NVIS adoption. “In the United States, for example, very nearly all helicopter air ambulance (HAA) operators use night visions goggles (NVG) logging tens of thousands of NVIS flight hours each year,” says Kim Harris, director of business development at ASU. “However, NVIS HAA operations are becoming much more common also in Europe, the Middle East, Africa, and Asia,” he says.
REB Technologies Senior Vice President of Operations and Systems Jeff Stubbs also believes Eastern Europe, Asia, South America, and Africa are poised for big growth in civil NVG operations. “These regions are geographically very similar to the U.S. and Canada, in that the cities and towns are separated by a large expanse of countryside. We have also had significant success in Africa with the anti-poaching sector, with an instant drop off from poaching once NVIS aircraft are introduced. Although not a huge sector, it serves a vital need for the environment,” he says.
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Categories:
Safety
Training
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Dec
31
2018
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Posted by Admin
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The United States Helicopter Safety Team (www.USHST.org), a cooperative effort between industry and government, continues to promote safety and reduce civil helicopter accidents and fatalities nationwide. The team was formed in 2013 as a regional partner within the International Helicopter Safety Team (www.IHST.org) and has become a worldwide leader in improving safe helicopter operations.
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Categories:
Safety
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Nov
26
2018
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Posted by Admin
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Crew Resource Management (CRM) gives us the tools to make safe, prudent decisions; it’s something I wish I’d had while flying a JetRanger on a seismic survey contract in Papua New Guinea. Knowing what could hurt me would have prevented my nearly being eaten by a huge crocodile.
Mike Keith, a pilot with me on contract, and I (stupidly) agreed to go crocodile hunting at midnight with two line cutters Russ and Tom Dooley. I should have known to say no; a week earlier; Russ had thrown a 16-foot python in the back seat of my aircraft in a burlap sack.
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Categories:
Safety