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Recent Job Postings -APPLY HERE:buff.ly/3MUexuQ
• Chief Pilot, Apollo Medflight
• Helicopter Painter, Rotorcraft Support
• Pilot/CFII, Michigan Helicopters
• Line Pilot (20% Geo Mod, $15K Sign On Bonus - Quincy, IL), Air Evac Lifeteam
• Flight Instructor/CFI/CFII/Tour Pilot (Ronkonkoma, NY) Flying Helicopter Made Easy
• Pilot - CBP Air Interdiction Agent (Homestead, FL), US Customs and Border Protection
• R44 Tour Pilot (Kauai, HI) Aloha Helicopter Tours
• Line Pilot (20% Geo Mod, $15K Sign On Bonus - Olney, IL), Air Evac Lifeteam
• Aircraft Mechanic, State of Florida (Forest Service)
• Check Airman - EC135/145 ($46K Retention Bonus/$15K Stipend), Apollo Medflight
• Director of Operations, Lohman Helicopters
• Line Pilot (20% Geo Mod, $15K Sign On Bonus - Fort Smith, AK), Air Evac Lifeteam
• Part 141 Chief Flight Instructor, Palm Beach Helicopters
• Line Pilot (20% Geo Mod, $15K Sign On Bonus - Idabel, OK), Air Evac Lifeteam
• Line Pilot (20% Geo Mod, $15K Sign On Bonus - Troy, TN), Air Evac Lifeteam
• Mechanic, Santa Barbara County Fire Dept - Air Support Unit
• ENG Pilot (Philadelphia, PA), U.S. Helicopters Inc.
• Part 135 Chief Pilot, Confidential
• Pilot ($46K Retention - Burlington WI), Apollo Medflight
• Pilot ($46K Retention - Grand Island, NE), Apollo Medflight
• Field Mechanic, Wilson Construction
• CFI/CFII (Boeing Field - Seattle), Helicopters Northwest
• EC 130 Float Pilot ($15K Sign On Bonus - $40K Retention Bonus - $12K Stipend), Med-Trans
• AS350 Fire Relief Pilot (Los Lunes, NM), Mountain Air Helicopters
• Helicopter Pilot/CFI/CFII (Long Beach, CA), Anthelion Helicopters
• Helicopter Pilot - Kearney, NE ($46,000 Retention Bonus - Kearney, NE), Apollo Medflight
• Helicopter Mechanic, Los Angeles County Sheriff's Department
• Helicopter Flight Instructor/CFII, Lake Superior Helicopters
• Line Pilot (Seminole, OK - 20% Geo Mod, $15K Sign on Bonus), Air Evac Lifeteam
• CFII Pilot Instructor/R22 and R44, Sierra Air Helicopters
• Robinson Helicopter Mechanic, Florida Suncoast Helicopters
• R22/R44 CFI/CFII ENG Astar Pilot, Vertical Limit Aviation
• A&P Helicopter Mechanic, Vertical Limit Aviation
• Pilot, County of Sonoma Sheriff's Office
•AND MANY MORE
#Helicopter #Pilot #PilotJobs #Rotorcraft #Rotorpro

3 days ago | [YT] | 4

JUSTHELICOPTERS

FEATURED ARTICLE: Helmet Inspections Critical to Safe Flight

When it comes to flight helmets, Steve Mifsud has seen it all.

“I’ve seen helmets that were picked up by tornadoes and thrown a ways away,” Mifsud related. “Dogs have torn them up. They’ve even been used as bowling balls in Antarctica (by bored researchers). And one was burned on one side in a wildfire.”

Mifsud has seen all this damage on various helmets because people chose to repair them. So they sent their headgear to Evolution Helmets in Melbourne, Florida to get them restored to mint condition. “You see some crazy things,” concluded Mifsud, a helmet tech at Evolution Helmets.

Mifsud recalls totally refurbishing a 1990s-era Army helmet for one customer. About six months later, the pilot called Mifsud from the hospital to ask him to restore his helmet again – after he was a passenger in a rotorcraft that spun out and crashed. Luckily he walked away with a concussion and a dented helmet but nothing worse. “The helmet was up to OEM standards...and that definitely could have helped,” Mifsud said. The new styrofoam likely softened the impact when the g-force shoved the passenger’s head against the machine, he added.

Mifsud especially enjoys restoring military flight helmets – sometimes for museums, sometimes for veterans themselves, and sometimes for the funerals of veterans. “Stuff like that means a lot,” he said. “I’ve had so many memorable conversations with veterans.”

Preflight checks and biennial inspections

Some flight helmet issues are a bit more subtle than an indented shell. That’s why Mifsud highly recommends that helmet owners read their manuals, check their helmets during each preflight, and send helmets into refurbishment and repair shops for inspection at least every two years whether they’ve personally spotted an issue or not.
“We can find something usually in every component after about a year and a half,” he said. “One way or another, they’re going to end up with a better helmet than the one they sent in.”

Evolution does all its sewing, wiring, modifications, etc. in-house. “We’re extremely capable with our in-house capabilities,” Mifsud assured. “It all comes down to speed, quality and cost.”

About half the helmet parts that need switching out within a few years are those that Mifsud categorizes as “hygiene” components – materials including liners, pads and mic muffs that gather human sweat and grime. Lenses also commonly degrade with use. “Lenses scratch, they get debris, they get dirty and then over time, they get foggy and eventually you can’t see well...just like a windshield on a car,” he added.

While pilots can notice that lenses are getting damaged, other critical components are out of sight such as sheathing on communications wires that can slowly degrade over time. Pilots might get hints that the wires are degrading when they briefly lose sound. Or they might not realize they have a problem until they find themselves in the air without a way to talk to anyone on the ground. That’s a major reason why biennial inspections are crucial, Mifsud said; professional techs dismantle helmets to locate such hidden issues. You can’t see cancer inside you,” he said. “I can see what they can’t see. I’m the MRI, the lab results.”

Call or train too

Mifsud has no problem getting calls for assistance from people who are trying to troubleshoot problems. It could be something as simple as tightening one or two screws on the microphone. Others want to replace some of the simpler parts themselves, such as hygiene components. And Evo even sells CEP and CME kits online.

Then there are refurbishment projects that Mifsud advises pilots to leave to the experts, such as ANR systems upgrades – unless they are willing to risk $1,000 mistakes.
For those companies and pilots who really want to learn the more complicated procedures, Evo will qualify them in-house or elsewhere. That’s because Evo strives “to fully empower customers...so they can maintain a safe environment,” Mifsud said.

Evolution techs use light permeation to see deeper into the helmet components and spot issues such as fibers that are separating. If the issues are deeper than the gel coat and finish levels, techs will conclude the helmet needs replacement. They will not try to repair a cracked shell. Treatment, use frequency and location of use are all factors in the speed of helmet degradation, Mifsud said. Helicopter linemen might bump their heads almost daily, and that slowly breaks down the shell integrity.

Evolution offers price quotes in advance of refurbishment projects to maintain transparency. An Evo inspection including labor can cost as little as $75 plus parts. Breaking down and rebuilding a helmet costs more like $175. Work usually takes about two weeks unless a paint job is involved; then the time can expand to 4-6 weeks because the refurbishment project has to get in line with Evo’s new production helmets.

Add another $350 if you want Evo to strip and repaint a helmet. The company does in-house graphics for solid colors with company decals, but it also works with specialists on custom paint jobs at the request of customers. In those cases Evo strips the helmet to a raw shell, sends it to the custom shop for the paint, then puts it back together. Some of the custom painters who have worked with Mifsud include local artist Mike Savage of Savage Designs and Mark Keller of Helmet Effects in Pennsylvania.

Sometimes new is best

Evolution can upgrade flight helmets with everything from new communications systems to improved noise reduction components to better safety features.

But Mifsud doesn’t necessarily advise people to use some older helmets in flight, even if they are refurbished, since base helmet technology is regularly being improved. After all, the first flight “helmets” were leather caps.

So in some cases, pilots may want a new helmet for a variety of reasons: they’re designed for better visibility with features such as a wider field of view; integrated communications systems for constant outside contact; better head protection with improved padding and secured features; lighter components that help reduce fatigue; advanced noise-cancelling features that reduce fatigue and increase eardrum protection; and advanced materials and construction that provide more durability.

Ignore at your peril

In all cases, Mifsud is quick to remind customers to inspect their headgear regularly so they can get repairs before they’re stuck in the air without a critical component. And that advice goes out to leisure pilots just as strongly as it goes out to medevac pilots, because they’re all basically doing the same thing.

“You’re in the sky in an upside-down lawn mower,” he noted with his usual wry humor.

buff.ly/3TzzDml

3 days ago | [YT] | 0

JUSTHELICOPTERS

Cockpit Views @raynosnymanphotography 😍

@sikorskyair UH-60A Black Hawk during Fire Fighting ops.

#leadingedgeaviationsa #uh60 #uh60blackhawk #sikorsky #helicopterpilot #aerielfirefighting #firefighting #fire #helicopter #pilot #Rotorcraft #rotorpro

3 days ago | [YT] | 7

JUSTHELICOPTERS

Rotor Pro Weekly News - Jobs, News, Video, Discussion - Week of September 16th


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#Rotorpro #Helicopter #Pilot #HelicopterPilot

4 days ago | [YT] | 0

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Get your tickets now and be part of the show!

Ready to fly? Join us in Amsterdam to enjoy EUROPEAN ROTORS! Get your tickets now and be part of an exciting helicopter show of the year.

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Tickets are selling fast—grab yours today! buff.ly/3XkJ6yE
#EuropeanRotors2024
#AmsterdamEvents
#VerticalAvitionLovers
#FutureOfFlight
#TechInnovation
#VTOL

5 days ago | [YT] | 2

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1 week ago | [YT] | 3

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@henrimarhelicopteros Maintenance Team. We would be nothing without these teams! 🛠️ 🚁✨

1 week ago | [YT] | 0

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Executive Watch - Ray Lamas, VP-North America, Loft Dynamics

It was bound to happen. As the American workforce and aerospace industry becomes more diverse, we now have two consecutive Executive Watch profiles, published last issue on Anthony Rios and this time on Ray Lamas, that feature second-generation Hispanic Americans who make positive contributions to the vertical-lift industry and show how healthy immigration fuels American economic growth and ingenuity. Lamas said, “Everyone is born somewhere and I was very fortunate to be born in the United States.”

More specifically, the life-long Steelers football fan was born and raised in Pittsburgh by his father (a doctor) and mother (a lawyer) who immigrated from Spain in 1972. “Many immigrant families have a high level of patriotism and deep appreciation for this country and I attended the U.S. Naval Academy as a way to pay back the United States for what it offered our family,” Lamas says, “and also because I’m a history buff with a great interest in Naval aviation and its role in defeating Japan in World War II.” That interest motivated him to earn a bachelor degree in history as a midshipman in Annapolis, Maryland, and his history appetite is still strong today. For example, he’s currently reading Eighteen Days in October: the Yom Kippur War and How it Created the Modern Middle East by Uri Kaufman. “I’m passionate about history and like to study how past events occurred and influence what is happening today,” he said.

After graduation from the academy, Lamas fulfilled his 11-year military commitment as a Naval Flight Officer flying the S-3 Viking, the F-14 Tomcat, and the F-18 Super Hornet. “It was an absolute honor to fly those machines and serve my country overseas in Operation Iraqi Freedom,” he said. He also served a stint as an aide to Admiral Chris Weaver (ret.) in Washington D.C.. Lamas acknowledges the flag officer as a key mentor, “He was an amazing and true gentleman and I witnessed how well he worked and balanced things at his high level. He also taught me about the challenges one needs to handle in an organization, such as time management and setting priorities to use your time—and other people’s time—wisely.”

READ FULL ARTICLE buff.ly/3MEKMyn

1 week ago | [YT] | 2

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Today, we mark the 23rd anniversary of September 11th, honoring the 2,977 lives tragically lost and acknowledging the profound impact this day has had on our nation. We pay tribute to the resilience of those affected and the bravery of the heroes who rose to the occasion. 🇺🇸

1 week ago | [YT] | 4

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Rotorcraft Checkride | ACS….Part Deux

Yes, I’m dropping a little French on you. For the first time since I took over this column nearly two years ago, I am writing a “Part Two” to follow up on my last issue’s column. I feel this topic is that important.

The new Airman Certification Standards took effect on 31 May 2024. From my observations, there haven't been many "hiccups," but I can only assume that, like me, my fellow DPE colleagues across the country have received a lot of questions on ACS particulars. A perfunctory glance at the new ACS just won't cut it. Hence the reason for this Part Two.

My last piece was an introduction to the ACS. In this piece, I’ll go more in-depth and discuss some, but obviously there’s not enough space for all changes. First up, let’s look at a couple of airspeed changes, including changes to the autorotation speed tolerance (more on that soon). For the maximum performance takeoff and climb task, the standard now specifies "transition to normal climb attitude, airspeed +/- 5 knots" for both the Private and Commercial tasks. The previous PTS listed the tolerance at +/-10 knots for the Private and +/-5 for the Commercial standard.

For the straight-in autorotation, autorotation with turns, and powerplant failure at altitude, the new Private ACS now allows a +/-10 knot tolerance whereas the previous Private PTS listed the standard at +/- 5 knots. The autorotation tolerance for the Commercial ACS remains at +/-5 knots. While speaking of autorotations, you should read this section thoroughly in the new ACS. Under both the straight-in and autorotation with turns, you will find that the ACS—under the notes section—will direct you to "see Appendix 2: Safety of Flight and Appendix 3: Aircraft, Equipment and Operational Requirements & Limitations for information related to this task.” Focusing on Appendix 3 alone, we find verbiage that states: "The minimum entry altitude must be at least 500 feet AGL or a suitable higher entry altitude in strong wind conditions"(for straight-in Autorotations). This section also states that: "Initiating a go-around as a result of an applicant's inability to complete this Task within the tolerances specified in the skill elements is considered unsatisfactory." So, being off on the selected spot and doing a go-around isn't going to cut it. Looking at the autorotation with turns task, Appendix 3 reads:

"The minimum entry altitude must be above 700 feet AGL or a suitable higher entry altitude in strong wind conditions. At least two 90 degree turns in the same direction or one continuous 180-degree turn must be performed. The 180-degree turn refers to a change in direction with respect to ground track, and not an exact reciprocal heading. If the applicant does not roll out of the turn by 300 feet AGL then the evaluator must direct the applicant to perform a power recovery and initiate a go-around, and the Task is considered unsatisfactory"

Indeed, there’s a lot to digest here. For one, the minimum altitudes specified for both the straight-in and autorotation with turns are just that— a minimum.

Another topic of interest is about the new requirements in the Commercial ACS for Flight Solely by Reference to Instruments and Recovery from Unusual Flight Attitudes. The common question surrounds itself with what instrumentation is required. For this answer, direct your attention to “Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations.” Here, we find a statement under the "Equipment Requirements & Limitations" header that reads: "The aircraft must meet the requirements as outlined in 14 CFR part 61, section 61.45". This information was confirmed in a good briefing that was uploaded on YouTube by the FAA GA and Commercial Division, Testing Standards Section in May 2024. Essentially, the helicopter must be instrument-equipped, but is not required to be certified for instrument flight. It is essential also to note that guidance also clarifies that a helicopter only capable of a partial panel is not acceptable for flight solely by reference to instruments and recovery from unusual flight attitude tasks.

Also for Instrument and ATP folks, previous versions of the Instrument and ATP ACS and PTS described the 300 foot height above touchdown (HAT) on an LPV line of minima, as the dividing factor between a Precision and Non-Precision Operation. In the new version of the ACS and PTS, the 300 feet HAT was removed. Any RNAV (GPS) LNAV/VNAV or LPV line-of-minima approach to a Decision Altitude is considered a Precision Approach Operation for Training and Testing.

The ACS deserves your undivided attention. Like anything, it will take time to settle into this new way. I still like what I see and what I’ve experienced with the ACS thus far. I am optimistic that it will only improve with future updates. ​

READ FULL BLOG POST: buff.ly/4cYZXNm

1 week ago | [YT] | 0