Read More: "Don't Let Anything Get in Your Way"
May 20, 2019

Helicopter Foundation International (HFI) scholarship winner Cory Oestreich’s desire to be in aviation started at a young age. Fascinated by the television show M*A*S*H, he loved to watch the helicopters.

As he grew older, that interest caused him to pursue a career in aviation. After Oestreich graduated high school, he attended a fixed-wing flight training program for two years at the University of Minnesota Crookston.

Realizing that his passion was for aviation maintenance, he transferred his credits to a two-year aviation maintenance technology (AMT) program at the Helena College University of Montana. He graduated in December 2017 with an Associate’s in Applied Science degree in AMT.

Oestreich participated in a couple of helicopter discovery flights and logged some flight hours with Hillsboro Aviation in Oregon. This led to a job with the US Forest Service helitack crew, Central Montana Helitack. He was a wildland firefighter as well as a helicopter crew member. Being in this position helped him make connections and build his network with a variety of helicopter companies.

Realizing the importance of continuing his training, Oestreich applied for and won the HFI Bill Sanderson AMT Scholarship. He used his scholarship to attend the Safran Arriel 2B/2B1 and 2D turboshaft engine maintenance course.

He is looking forward to continuing his training and plans to obtain his second-line maintenance qualification through Safran, as well as attend Airbus Helicopters factory training. Oestreich’s ultimate goal is to work for a helicopter air ambulance company.

When asked about his advice to those still working on their certification, he says, “Maintain an open mind first and foremost, and network whenever possible! Be willing to take less desirable jobs to eventually work your way up. Lastly, if aviation is what you want, just dive in headfirst and go for it. Don’t let anything get in your way.”

Read More: Meet Lisa Rezende
May 20, 2019

Lisa Rezende
Edinburg, Texas, USA

Quick Facts
First aviation job: 
Working for Air Florida Helicopter in Orlando, Florida
Current job: Air interdiction agent for US Customs and Border Protection
Favorite helicopter: Sikorsky UH-60 Black Hawk

Your current position?
I am a dual-rated pilot currently working as an air interdiction agent for US Customs and Border Protection and flying the Eurocopter AS350. Our mission is to be guardians of our nation’s border and to safeguard the American homeland, both at and beyond the border.

How did you get to where you are now?
When I was working for Air Florida Helicopters in Orlando, Florida, one of the pilots who worked there was a contractor for a military training program based out of Titusville, Florida. He saw me working about five different jobs at the same time to pay for my fixed-wing training.

As I completed my advanced ground certificate, he offered me a job to train Air Force pilots. He became my mentor in both aviation and in life. They eventually invested in my training to become a helicopter pilot with commercial, CFI, CFII, and NVG ratings.

Read More: Recent Accidents and Incidents
May 20, 2019

The rotorcraft accidents and incidents listed below occurred between January 1 and March 31, 2019. All details were obtained through the official websites listed below, where you can learn more details about each event.

January 2019

Robinson R22
Waterloo Station, NT, Australia
01-01-2019 | ATSB 201900001
No injuries | Personal flight
The aircraft collided with terrain shortly after liftoff.

Robinson R44 II
Ubatuba, SP, Brazil
01-01-2019 | NTSB ERA19WA088
3 injuries, 1 fatality | Noncommercial flight
No description available.

Bell 429
Melksham, WIL, United Kingdom
01-02-2019 | AAIB G-WLTS
No injuries | Type of flight unknown
Uncommanded yaw input and rotation on the ground.

Robinson R44
Santa Maria Island, FL, USA
01-02-2019 | NTSB GAA19CA124
No injuries | Commercial flight
No description available.

Robinson R44
Grace, ID, USA
01-03-2019 | NTSB GAA19CA110
No injuries| Personal flight
Main rotor blades struck power lines while maneuvering at low altitude.

Robinson R44
Barwon Heads, VC, Australia
01-06-2019 | ATSB 201900026
No injuries | Charter flight
Helicopter missed landing site and impacted water after misinterpretation of the wind direction.

Robinson R44
Carinda, NSW, Australia
01-07-2019 | ATSB 201900014
No injuries | Aerial work
Helicopter conducted forced landing and collided with terrain after pilot detected vibrations throughout helicopter followed by low RPM alarm.

Bell 206
Tindal Aerodrome, NT, Australia
01-08-2019 | ATSB 201900028
No injuries | Agricultural flight
Pilot conducted forced landing after engine failure, resulting in substantial damage.

Robinson R44
Uvalde, TX, USA
01-08-2019 | NTSB CEN19LA065
1 injury | Training flight
Shortly after takeoff for an autorotation, helicopter experienced a hard landing.

Bell 205A-1
Talbingo, NSW, Australia
01-10-2019 | ATSB AO-2019-003
1 injury | Aerial work
During sling load operations, the load released and struck the loadmaster.

Robinson R22
Jandakot Aerodrome, WA, Australia
01-10-2019 | ATSB 201900043
No injuries| Training flight
Loss of control during hover training because of unexpected wind resulted in helicopter colliding with terrain.

Aerospatiale AS350
Ponca City, OK, USA
01-11-2019 | NTSB CEN19LA068
No injuries | Positioning flight
Helicopter experienced dynamic rollover during landing and sustained substantial damage.

Bell 206
Yuma, AZ, USA
01-11-2019 | NTSB WPR19TA061
1 injury | Agricultural flight
The helicopter struck a transmission wire during an agricultural flight.

Bell 47G
Belen, NM, USA
01-11-2019 | NTSB CEN19LA067
No injuries | Personal flight
Helicopter collided with terrain during an emergency landing after experiencing unsafe main rotor speed. Main rotor blades subsequently impacted tail boom and tail rotor.

Bell 212
Slim Creek, BC, Canada
01-19-2019 | TCSB A19P0012
No injuries | Heli-skiing flight
No description available.

Eurocopter EC130
Mansfield, VC, Australia
01-19-2019 | ATSB AO-2019-005
No injuries | Personal flight
Helicopter began to yaw and roll to the left at an increasing rate during initial climb. The pilot initiated an emergency landing. Upon hitting the ground, the helicopter rolled over.

Aerospatiale AS350 B3
Lac Manouane, QC, Canada
01-23-2019 | TCSB A19Q0011
No injuries |Aerial observation flight
No description available.

Bell 206
Ashland, OR, USA
01-23-2019 | NTSB WPR19LA071
1 fatality| Aerial work
Helicopter collided with trees while maneuvering.

Sikorsky S-64E Skycrane
Jericho, VC, Australia
01-28-2019 | ATSB AO-2019-008
3 injuries | Firefighting flight
Helicopter impacted water during aerial fire-control operations.

Bell 407
Zaleski, OH, USA
01-29-2019 | NTSB CEN19FA072
3 fatalities | Air medical flight
Helicopter collided with forested, rising terrain during air medical operations.

Eurocopter AS350
Tampa, FL, USA
01-29-2019 | NTSB GAA19CA121
No injuries | Commercial flight
No description available.

Sikorsky S-92A
St. John’s, NL, Canada
01-31-2019 | TSBC A19A0007
No injuries | Training flight
Sling load released during operations.

February 2019

Bell 206
Barueri County, SP, Brazil
02-11-2019 | NTSB ERA19WA099
3 fatalities | Type of flight unknown
No description available.

Eurocopter AS350
Pigeon Valley, NSN, New Zealand
02-17-2019 | TAIC AO-2019-001
1 injury | Firefighting flight
Helicopter impacted terrain during emergency landing.

Robinson R44
Røldal, HVL, Norway
02-17-2019 | NTSB CEN19WA083
2 fatalities | Type of flight unknown
No description available.

Airbus AS350
Glennallen, AK, USA
02-18-2019 | NTSB GAA19CA139
No injuries | Charter flight
No description available.

Robinson R22
Clearwater, FL, USA
02-19-2019 | NTSB GAA19CA141
No injuries| Training flight
Helicopter skids caught on ground during hover training; helicopter subsequently rolled over.

MD 369
Kukuihaele, HI, USA
02-21-2019 | NTSB WPR19LA087
1 injury | Positioning flight
Pilot initiated forced landing after engine-out light illumination and alarm. During autorotational touchdown, the tail rotor assembly and left skid broke away, and the helicopter rolled to the left.

Sikorsky HH-60L
Tullahoma, TN, USA
02-28-2019 | NTSB ERA19TA110
2 injuries | Charter flight
Helicopter struck trees and terrain while flying during instrument meteorological conditions.

March 2019

Bell 407
Union Center, SD, USA
03-03-2019 | NTSB CEN19LA092
1 injury | Air medical flight
Ambulance drove toward helicopter during routine engine cooldown postlanding and impacted main rotor blades, resulting in substantial damage.

Hughes 369D
Talking Rock, GA, USA
03-05-2019 | NTSB ERA19FA118
1 fatality | External load flight
Wind conditions caused helicopter to impact trees and terrain during an aerial tree-trimming flight.

Bell UH-1B
Forks, WA, USA
03-08-2019 | NTSB WPR19FA091
1 fatality | External load flight
Helicopter collided with mountainous terrain during logging operation.

Bell 407
Galliano, LA, USA
03-10-2019 | NTSB CEN19FA095
2 fatalities | Charter flight
Helicopter impacted marsh after descending from cruise flight.

Bell OH-58A
Ponte Vedra Beach, FL, USA
03-13-2019 | NTSB unallocated
No injuries | Law enforcement flight
Description not available.

Robinson R44
Bool Lagoon, SA, Australia
03-13-2019 | ATSB AO-2019-011
1 injury | Agricultural flight
Helicopter struck power line and then collided with terrain during aerial application work.

Schweizer TH-55
Keene, NH, USA
03-13-2019 | NTSB GAA19CA168
No injuries | Personal flight
Description not available.

MD 369HS
Newberg, OR, USA
03-17-2019 | NTSB unallocated
No injuries | Unknown flight type
Description not available.

Eurocopter AS350
Woomera, SA, Australia
03-20-2019 | ATSB AO-2019-015
1 fatality | Utility flight
During power line stringing operations, helicopter came into contact with a tower and subsequently collided with terrain.

Robinson R22
Madill, OK, USA
03-20-2019 | NTSB CEN19LA106
No injuries | Personal flight
Pilot initiated emergency landing after clutch warning light illumination and helicopter shuddering. The helicopter landed roughly during autorotation and rolled onto its side.

Airbus AS350 B3
Montgomery, TX, USA
03-27-2019 | NTSB CEN19FA109
0 injuries, 1 fatality | Firefighting flight
Description not available.

Bell 206B
Valley Center, CA, USA
03-29-2019 | NTSB GAA19CA186
No injuries | Agricultural flight
Description not available.

Bell 222
Montgomery, NY, USA
03-30-2019 | NTSB unallocated
No injuries | Unknown flight type
Description not available.

Read More: Too Much Fun
May 20, 2019

Did a pilot’s search for adventure lead to tragedy instead?

Aviation is exhilarating. The career paths that make up the industry’s pilot pipeline couldn’t be sustained if it weren’t. The steep expense of initial training, the long hours and low pay of flight instruction, the tedium and hazards of pipeline patrol, air tours, and offshore shuttles are all made tolerable by the innate joy of flight. If pilots occasionally indulge in the taste for the thrills that originally attracted them to flight training, well, that’s only human nature.

Of course, most of what’s considered safety culture consists of thwarting human nature, or at least restricting its scope for circumventing the rational mind’s efforts at risk assessment and mitigation. That’s the reasoning behind standard operating procedures that remove as many decisions as possible from the individuals who actually operate the aircraft.

The Flight

N74137 was an Airbus AS350 B3 air ambulance operating from Air Methods’ local base in Globe, Arizona. Early in the afternoon of December 15, 2015, it was dispatched to transport a cardiac patient from Globe to Mesa. The flight was crewed by a pilot, flight nurse, and flight paramedic. Conditions were characteristic of the Phoenix area in December: clear skies, light northwest winds, and essentially unlimited visibility.

The flight was short, about 25 minutes, and the patient remained stable throughout. After unloading him, the helicopter refueled at Phoenix-Mesa Gateway Airport (KIWA) before departing for home.

Data recovered from the aircraft’s onboard Appareo GAU2000 data logger, which obtained position and altitude data from its own internal GPS and airspeed and altitude readings from the helicopter’s pitot-static system, showed the helicopter initially traversing the area around Gold Canyon at about 500 feet above ground level (agl). As it approached the Superstition Mountains heading east-northeasterly, it climbed enough to begin skimming over the hills at altitudes ranging from more than 1,000 feet above the valley floors to as little as 240 feet above the peaks.

During the last three minutes of the flight it flew even lower, remaining below 800 feet agl and crossing ridgelines with less than 50 feet to spare. After traversing the rim of Rogers Canyon just 30 feet above a saddle, the ship descended and accelerated, following the canyon floor. Ground speed reached 148 knots at an altitude of no more than 300 feet agl as the helicopter tracked toward the next ridge.

The flight paramedic later recalled hearing the pilot say, “Oh, shit” and seeing him making “jerky fast hand movements” on the controls. After a hard right bank the paramedic likened to “try[ing] to do a U-turn at 60 miles an hour,” the aircraft hit the next ridgeline just below another saddle point at an altitude of 5,035 feet. It was 5:23 p.m.

The Pilot

The 51-year-old commercial pilot had logged 5,670 hours in a 25-year flying career. He was the Globe base’s safety officer, a role that the paramedic said he “took very seriously.” The pilot was well liked by his teammates, in part because of his willingness to help clean the aircraft and equipment after transports. The paramedic also described him as liking to fly lower than their other pilots, but “not like dangerously low or anything.”

The paramedic also mentioned the pilot’s service in the US Army, as did other flight crew at the Globe base. It would appear, however, that he didn’t fly for the army. His résumé cited no military flight experience, and the file assembled during the National Transportation Safety Board (NTSB) investigation includes his honorable discharge with the explanation “Failure to qualify for flight training – no disability.” His civilian medical certificate required the use of corrective lenses.

The Flight Controls

The NTSB’s report makes particular note of the phenomenon of servo transparency, a condition in which the aerodynamic loads generated by the main rotor system exceed the forces produced by the aircraft’s hydraulic system. The difference “is transmitted back through the pilot’s collective and cyclic controls” and increases rapidly, potentially creating the impression that the controls have jammed. On helicopters like the AS350 with clockwise-turning main rotors, “it results in a right and aft cyclic motion accompanied by down collective movement.”

The amount of feedback is proportional to the severity of the maneuver that instigates it, but it “normally lasts less than 2 seconds when the pilot is aware of the conditions and relaxes the pressure on the controls”—not the most natural reaction to a mountain ridge rushing toward you at 250 feet per second. The paramedic’s impression of the flight’s final seconds was “Hard right. Lost altitude fast. See it coming. Then we just hit …”

Search and Rescue

The helicopter’s emergency locator transmitter was undamaged but did not activate … until the wreckage was moved onto a flatbed trailer during recovery.

The flight was tracked by satellite, but the staff at the national communications center failed to notice its disappearance for more than two hours. Some time after 7:30, they alerted Air Methods’ Operations Control Center, which launched a search. Company aircraft located the accident site at about 8:30 p.m., but because of the steep terrain and limited access had to summon another helicopter with hoist equipment to lower medics to the scene. The first rescuers reached the victims at 9:54, four and a half hours after the crash.

The pilot had stopped breathing shortly after impact. The paramedic found himself hanging in his straps outside the high side of the wreckage. His glasses and helmet “were gone.” He cut himself free with his trauma shears and dropped to the snow, falling into a stream of fuel leaking from the ruptured tanks. The flight nurse was conscious but badly hurt, pinned under the wreckage with the right skid across his throat and jaw. The paramedic’s own injuries left him unable to walk. They tried to use their mobile phones but couldn’t get a signal.

Temperatures dropped rapidly after the sun set, and both men began suffering from hypothermia. The flight nurse diagnosed himself with a collapsed lung, but his aspiration needles were in a pocket of his flight suit that was out of reach beneath the wreckage. His breathing became increasingly labored until he succumbed.

His autopsy showed multiple rib fractures with a left-sided flail chest (a serious condition where a segment of the rib cage becomes detached from the chest wall) and significant internal bleeding from intraabdominal injuries. His Injury Severity Score was graded as 22 (severe), and the NTSB concluded that “it is unlikely that he would have survived until help arrived even if the initial notification of the crash had occurred more rapidly.”

The paramedic was eventually able to signal the search aircraft with the light on his mobile phone. He survived and provided investigators with his account of the flight.

The Takeaway

It should go without saying: the purpose of satellite tracking is to guarantee immediate response when an aircraft can’t be accounted for. A prompt initiation of search-and-rescue efforts might have located the wreckage before sunset, making it easier for rescuers to reach the scene and minimizing hypothermia. Interviews with staff at the communications center suggested that unusually heavy volume in her sector might have overloaded the relatively inexperienced specialist tracking the flight, the kind of single-point failure institutional systems are presumably designed to prevent.

But of course there’d have been no need for search or rescue had the pilot chosen to cross the mountains at a conservative 1,000 feet above the peaks. Skies were clear, and the altitude records set by the AS350 B3 include landing on the summit of Mt. Everest, so neither the meteorological nor service ceiling was a factor.

From outside, one can see no practical reason to risk the ship and its crew by zipping 30 feet over ridgelines and racing down canyons at 150 knots. But as the paramedic recalled, “Each pilot has their own little route … I say they’re like surfers. They have their own little way they do things.” The accident pilot’s preferred route to Globe from the west passed “some rock formations … he just liked to fly by.”

Three days after the accident, Air Methods’ chief pilot issued a critical bulletin announcing a zero-tolerance policy for violations of the minimum VFR altitude standards set by the company’s General Operations Manual. Increasing consumer sales of unmanned aerial vehicles (drones) were cited as a reason.

Read More: Training to the Individual
May 20, 2019

Flight instruction shouldn’t be one-size-fits-all.

A colleague of mine once told a story about a student pilot who could not be talked out of making large inputs to his helicopter controls. This never worked, of course, but the student kept making the same mistake, no matter how many times he was corrected. The student didn’t understand how to fix his mistake.

Finally, the instructor asked the student if he had a wife or a girlfriend. “Yes, I have a wife,” said the student. His instructor then asked, “When talking to your wife, if you yell, ‘This is what I want!’—does that communication style work well for you? Or do you get better results by saying a little, then waiting for her to say a little, and then talking back and forth?

“Just make small adjustments to the controls,” said the instructor. “If you communicate with the helicopter, then it will tell you what it needs.”

After this feedback, the student began to get the hang of making smaller control inputs. Whenever he overcorrected, his instructor would say, “Stop yelling at the helicopter.” Over time, the student was able to overcome the bad habit he had struggled with for so long.

We all have different personalities, backgrounds, and ways of viewing the world, and therefore, we all have different ways that we learn. For those of us who are flight instructors, it is our job to see our students as individuals and to find the techniques and strategies that work for them, while still providing the structure that ensures they have the skills and attitudes to be successful, safe pilots.

Not everyone must travel the same path, but we all need to end up at the same destination. Some students will be ready to be a PIC as soon as you give them the controls, while others will consistently rely on their instructor to give them permission to make decisions. Flight instructors must be flexible and able to work with differing personality types, while still enabling each student to reach their potential.

Not only will each student learn differently, but they may learn differently from day to day. A student may come in for a flight lesson tired from a poor night’s sleep. Or she may be worried about something unrelated to flight training. These are just a few of the situations that can affect a student’s ability to learn. Flight training is an excellent time to introduce the student pilot to the importance of human factors in aviation safety and the IMSAFE checklist.

As instructors, it is our job to first read the student’s performance. Are they distracted or tired? Have they prepared for the lesson? Are they having trouble with a particular maneuver?

Next, we must determine how to provide the student with the strategies they need to succeed. The strategy that works for one student may not work for another. That student who was having trouble with flight control inputs had been told many times that he was doing it wrong. But it wasn’t until his instructor told him how to fix the issue—in a way that student could understand and use—that the student could move ahead in his training.

Be aware of the need to adapt your teaching style to suit each student’s learning style. Think of this as a feature, not a bug, of the flight instructor’s job. Your ability to approach students as individuals will make you a better instructor and will reinforce your own knowledge of flight principles.

As your students progress and eventually become pilots and perhaps flight instructors themselves, the foundation that you laid during their training will affect not only what kind of pilot they become, but how they train their students, who will probably go on to teach other students, and so on. The way you teach will affect the industry for years to come.

Read More: Is Technology Killing Us?
May 20, 2019

Pilots need to maintain basic stick-and-rudder skills.

When I was a brand-new US Navy officer and pilot in the SH-60B Seahawk, one of my first commanding officers was a guy feared among the newbies for being extremely demanding during training flights.

If you flew with him, it was almost guaranteed that he would secure the hydraulic boost in the aircraft at some inopportune time during the sortie. There were times when he would go hydraulic “boost-off” almost immediately after lifting into a hover, and then leave it off for nearly the entire flight. For this reason, he earned the “affectionate” nickname Boost-Off among the wardroom pilots. I’m sure that, like me, some pilots still think back to the dreadful flights they had with him.

I now realize that those training flights with Boost-Off were not so dreadful. The skill he forced me to practice made me into a proficient instrument pilot. In fact, that earned skill could have been responsible for saving my life more than once.

As I advanced through the ranks and became an instructor pilot and pilot examiner myself, I continued to shoot many an instrument approach with the stability augmentation system and trim secured (and yes, even the hydraulic boost), and I frequently required my students to do the same. It was that adherence to basic stick-and-rudder skills that kept me right side up on many a dark and stormy night when, after essential stabilization equipment failed in flight, I had to depend on my instrument skills to get the crew home safely. This was typically at the worst possible moment (think dark nights over the water with no visible horizon, or flights through driving rainstorms).

Advancements in aircraft stabilization have created stability augmentation systems, autopilot, flight directors, coupled flight, and now the ability to fly from point A to point B completely hands-off. Some commercial airliners are now equipped and certified to fly required navigation performance (RNP) radius-to-fix (RF) terminal arrivals, and then descend on a glide slope to a landing—all without a human hand on the controls.

This all sounds wonderful—but not at the expense of basic flying skills. Many of the younger pilots today have never experienced flying an older generation aircraft equipped with steam gauges and “the basic six,” arranged for viewing in a circular scan pattern during instrument flight.

Yes, pilots have benefited from safety technology such as HTAWS or ADS-B In. And there’s no question that electronic flight bags, GPS, and other flight aids have made our lives easier.

But according to the US Department of Transportation and the FAA, pilots are becoming dependent on technology to the point of losing their stick-and-rudder skills. Overreliance on onboard computers and cockpit complacency has been named by the National Transportation Safety Board as a contributing factor in some recent high-visibility international mishaps.

In the world of helicopters, could pilot overreliance on technology be causing deterioration and breakdown of pilot instrument skills and scan habits? This could be a causal factor in the all-too-common accidents involving loss of control and controlled flight into terrain that plague our industry.

Read More: The Pressure to Fix
May 20, 2019

Pressuring maintenance technicians to rush helps no one.

Feeling pressure to fly is a common topic of conversation in aviation safety circles. Flying an aircraft while maintaining the expected level of safety for all aboard is complex and should command our full attention.

There are many policies and industry best practices aimed at preventing external stressors from affecting pilots and crewmembers. These stresses are many and varied. They may include personal stressors from home or family; work stresses from co-workers, bosses, and customers; or flight conditions such as the current or forecast weather.

But what about the pressure on maintenance technicians? The number of aircraft in service today has outpaced the supply of maintenance technicians, resulting in fewer mechanics to service an ever-growing fleet. They perform both mandated maintenance and unexpected repairs, often in a rapidly changing environment. In many cases, the people they work for are concerned about the amount of time the aircraft will be out of service or the cost of the work to be performed. 

Human factors are a direct cause of or a contributing factor to most aviation accidents, and we should not forget that this applies to maintenance technicians too. One simple way to prevent an A&P from feeling pressure is to give them the time and space to do their job.

I was recently asked to repair the engine of a Beech Debonair that had developed an internal gear problem. I accepted the task and assembled a capable team to assist me. This not only enabled me to get the job done faster but also provided redundant quality assurance.
 

Read More: Rotorcorp Serves the Global Market
May 20, 2019

Doing its part to keep Robinson helicopters flying.

Tucked back in a corner of Atlanta’s Fulton County Airport (KFTY), the Rotorcorp office is small and unassuming. You’d never guess that this humble operation maintains the largest in-stock inventory of Robinson Helicopter Company parts in the world.

An authorized service center for R22, R44, and R66 helicopters, Rotorcorp has just five employees. In addition to its Atlanta headquarters, the company also has maintenance facilities in Baton Rouge, Louisiana.

In an industry where AOG is defined as “lost revenue,” Rotorcorp’s challenge is to process and ship orders to customers in more than 45 countries quickly and efficiently.

Read More: About This Issue
March 01, 2019

On the cover: Dan Sweet, HAI’s director of public relations and communications, set out to discover how the Robinson Helicopter Company captured top marks in customer service in a recent industry survey. While conducting interviews for the story that appears here, Dan shot Robinson’s test pilot Scot Woolums as he maneuvers a Robinson R66 through the skies above the Port of Long Beach in Southern California. 

Winter 2019 | Vol. 31 No. 4

©2019 Helicopter Association International. ALL RIGHTS RESERVED.
ROTOR (ISSN) 0897-831X is published quarterly by Helicopter Association International, 1920 Ballenger Ave., 4th Flr., Alexandria, VA 22314‑2898.

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