Radio Controlled Helicopters - What is Best Electric Or Nitro?
By [http://ezinearticles.com/?expert=Robert_A_Phillips]Robert A Phillips
RC (radio controlled) helicopters are quickly becoming one of the most popular hobbies for "boys." By "boys" of course we mean adults. We have all gone through Christmas when we were all envious of the toys that the kids were getting and have all been guilty of buying things so that we could actually play with them ourselves. Now, we finally don't have to make excuses anymore as RC helicopters are the perfect toy for us that we don't have to be ashamed of buying.
The fact is RC helicopters are more of an adult hobby than they are toys. After you start to look into the hobby, you will quickly realize it is quite complex and thoroughly enjoyable. There are so many varieties of helicopters available in both style and type. One of the first decisions you are going to have to make is if you want to purchase an electric or nitro powered RC helicopter. They both have great features and in the end, it all comes down to a matter of preference, exactly how much time you have to devote to the hobby, and how much you want to spend on your new hobby.
Before you actually go out and make a purchase, you should really make sure that this hobby is for you. Ideally, you have a friend or relative that owns one and will let you check it out and educate you all about it. If not, you can of course pay a visit to your local hobby shop that carries both types and do your research there. Then of course once you decide what you want you should always start your training with a flight simulator. Regardless of the route you go, this will give you a general idea of what this hobby is about and everything that you are looking for. In most cases, you will find that you are searching the internet or running out to the closest hobby shop and pricing out all the helicopter kits!
Electric Radio Controlled Helicopters present a great option for novice RC helicopter pilots. In general you will usually find that they are a little less expensive and require less maintenance than their counterparts. There is much less of an aspect of maintenance required with them also, therefore electric RC helicopters will take up less of your time. Another feature of electric RC helicopters is that they run much quieter than the nitro helicopters, but this may be a negative to some people. All in all, electric RC helicopters are a great way to start out in the hobby.
Pros of Electric RC Helicopters
o Cheaper start up costs
o Not a lot of maintenance
o Quicker power up
o You do not have to buy expensive gasoline for the engine
o Quieter operation
o Easier to operate
o Will generally be more powerful than a nitro RC helicopter
Cons of Electric RC Helicopters
o Shorter flying times
o Crashes can result in battery breakage which can be very expensive to replace
o Must charge battery between flights
Nitro Radio Controlled Helicopters tend to be a popular choice for the more experienced RC Helicopter pilots. Once you get into the hobby, you will find out why the nitro models can be absolutely addicting. Nitro models are more like flying the real thing. They operate on a petroleum mixture known as Nitro which creates an authentic sound that is actually quite exciting to a lot of enthusiasts. It is almost as though you are flying a real helicopter!
Nitro helicopters will also require a bit of maintenance after their flights, you will have to clean and maintain the parts and engine of the helicopter so that it won't break down on future flights. While this may be considered a negative for the casual hobbyist, this is part of the lure of the people who like nitro RC Helicopters.
Now they obviously run on nitro and there is no way to get around the cost of this. If you fly them on a steady basis, you could realistically spend well over $1500 a year on gasoline. Compare that to the cost of about $800 for of a few good batteries for an electric RC helicopter and you can see how some people may find this reason enough to stay away from nitro RC helicopters. For the purist though, this is just a cost to be justified in order to have a more realistic flying experience.
Pros of a Nitro PC Helicopter
o More realistic flying experience
o Shorter time between flights
o Less damage usually incurred during a crash
o Longer flight times
Cons of a Nitro PC Helicopter
o Nitro can be very expensive
o Helicopters require more maintenance (enthusiasts find this is a lure to nitro helicopters)
o Power up time can be longer
o Most not as powerful as electric
o Require a little more knowledge to fly (i.e. combustion engine tune ups, etc)
When you initially look at all of the pros and cons of each type of RC helicopter, on the surface it may seem that an electric one would be much more attractive, but the more involved you become in the hobby, you will find that a lot of the features that may be considered as cons for the novice, are actually pros for the veteran pilot.
An honest recommendation would be to start out with a lower cost electric radio controlled helicopter until you get the hang of the hobby. As you get more involved, you will find that you will naturally purchase a variety of helicopters to fly and during that expansion, you can start to experiment with the nitro helicopters and get a feel for what is required in owning one of them.
You may find that you, like many enthusiasts, get hooked on the upkeep of the nitro helicopter just as much as the actual flying of it. As we stated earlier though, in the end, it is simply a matter of preference. Once you get involved in the hobby, you are more than likely going to make plenty of friends that are also involved in the hobby and you will have ample opportunity to try out more expensive electric helicopters and plenty of nitro helicopters to give you a better idea of what you will enjoy more.
By: Robert Phillips [http://www.trphobbyshop.com]
Article Source: [http://EzineArticles.com/?Radio-Controlled-Helicopters---What-is-Best-Electric-Or-Nitro?&id=2035398] Radio Controlled Helicopters - What is Best Electric Or Nitro?
Wednesday, January 5, 2011
Syma RC helicopter Models and More
Diecast Helicopter Model - Black Shark Ka-50 Combat Helicopter
By [http://ezinearticles.com/?expert=Ugin_Klim]Ugin Klim
About Ka-50 combat helicopter:
In developing the advanced Ka-50 combat helicopter in 1977 at the time the fleet of the Soviet Army's combat helicopters was made up of Mi- 24s. In terms of performance they could not challenge the new American AH- 64 "Apache" fire support helicopter, which was at that time being developed. Several helicopter configurations and were studied, as "Kamov" designers tried to create a new superior combat machine. The experience in Vietnam and in Afghanistan had disclosed the low survivability of the classic single-rotor helicopter due to its vulnerable tail rotor and extended rotor drive.
The advantages of an aerodynamically symmetrical coaxial main rotor came to the fore. Such a rotor assures easier helicopter control both in the manual and, more importantly, automatic mode, excellent manoeuvrability, take-off and landing in windy weather. Furthermore, the coaxial rotor considerably improves helicopter survivability, makes the rotor drive more compact and substantially reduces engine power losses. Today, Ka-50 is the world's best helicopter in terms of efficient use of engine power.
Many of us with no doubt can recall one of Russia's MiG-29 and its world famous stunt aerobatics nicknamed "the bell", or Su-27's "Pugachov cobra", which shock both experts and spectators. Ka- 50 also has its own aerobatic our de force: no other machine can execute the so-called "funnel" as perfectly as Ka-50. In actual fact, the "funnel" is an element of aerobatics, ensuring concentration of helicopter fire on pinpoint targets. Moreover, continuous displacement of the helicopter in the "funnel" in azimuth and elevation makes enemy timing extremely difficult. The Ka-50 can sideslip at 80 km/h or move backwards at 90 km/h. It only takes a few seconds to reverse flight direction. Ka-50 is the only craft in the world which can hover motionlessly for twelve hours in succession! The priorities of the "Kamov" company extend far beyond its unsurpassed experience in the theory and practice of building coaxial rotor helicopters. In 1965, the company started issuing fibre glass rotor blades in their helicopters ten years before the rest of the world. Similar fourth- generation blades are now being installed in Ka-50. One of the Ka- 50's rotor blades sustained 30 holes caused by automatic gunfire to test the helicopter's survivability. The craft continued flying for 80 accident- free hours.
The Ka-50's combat power is based essentially on anti-tank guided missiles and cannon fire. Frequently, then a helicopter attacks tanks, it becomes a good enemy target. Ka- 50 is able to counter this menace with its "Vikhr" supersonic anti-tank missiles, with a maximum range of 10 km. This weapon helps reduce the time spent by the helicopter in the firing zone, exceeding at the same time the effective range of enemy anti-aircraft missiles. The combination warhead of the supersonic missile includes several different fuses. All these factors, combined with a high-accuracy jam-proof guidance system, ensures effective engagement of different targets, including armoured targets (with dynamically protected armour up to 900 mm thick) as well as airborne targets flying at a speed of up to 800 km/h, using the same type of ammunition. The missile is renowned for its stealth: the enemy only detects the attack when hit. This weapon is characterized by lower reserves, which may well be used to enhance its combat capabilities. Extensive firing tests have proved the excellent qualities of the automatic guidance system: small-size targets are defeated at maximum ranges far more effectively.
The powerful 30 mm gun was borrowed from the Army and in terms of ammunition fully standardized with the one used in the BMP-2 mechanized infantry vehicle. The 2A42 gun has a selectable rate of fire and permits selective ammunition supply from two boxes loaded with armour-piercing and high-explosive sounds. Such design increases gun efficiency by more than 30 per cent in fire against light armour or airborne targets. The barrel life permits one to fire the complete 500-round load uninterruptedly without intermediate cooling. The BMP-2's and the Army combat helicopter's gun mount has proved reliable in conditions of extreme dust. The gun arrangement in Ka-50 is quite unusual. To preserve high accuracy of fire along with other remarkable properties, the gun is installed in the helicopter's centre of gravity.
This ensures strength requirements and eliminates any need for additional reinforcement of the structure. In addition, this factor helps reduce the recoil effect, helicopter weight and retain the center of gravity, as the rounds are expended. The electro hydraulic servo drive provides for the vertical and horizontal movements of the barrel to maintain the line of fire. The 2A42 guns mount "Kamov" experts in the development and operation of avionics. The contract for an integrated electronic weapons control and avionics system was awarded to a specialized company, which developed similar systems for MiG and Su single-seat fighters. The Ka-50's crew was thereby and the "Vikhr" missiles are designed by a team of weapon designers headed by A.G. Shipunov, corresponding Member of the Russian Academy of Sciences.
Various Ka-50 armament versions have been proposed to better adapt the craft to the existing fleet of army combat helicopters and enable firing against different targets. Ordnance items are attached to four suspension fittings, which can receive virtually any airborne weapon: pylon locks' load-carrying capacity constitutes the only limitation. To use the whole ordnance range, no changes in the design or algorithm of the weapons control system are required.
The weapon pylons can be tilted. Owing to a 10-degree downward deflection, the pylons can impart, to a certain extent, new properties to the conventional weapons suspended on them. Fuel tanks may be counted on all suspension fittings, whenever necessary.
For combat helicopter group operations, Ka-50 has the requisite equipment and receives reconnaissance data from various guidance systems. The received data are also displayed on the windshield indicator.
To ensure high accuracy in the operation of airborne weapons, the human operator was replaced by an automatic guidance system. The human factor, liable to emotions and stresses, was eliminated from the most critical element of the system thanks to the high standard of the national defence industry and the long-term experience gained by "Kamov" experts in the development and operation of avionics. The contract for an integrated electronic weapons control and avionics system was awarded to a specialized company, which developed similar systems for MiG and Su single-seat fighters. The Ka-50's crew was hereby reduced to the minimum: it consists of a single pilot.
From the very start the helicopter featured enhanced survivability. On the one hand, a compact single- pilot raft was easier to protect, while at the same time the protection should be reliable enough to safeguard the single crewman. Unlike its counterpart "Apache", the Ka-50's essential units are considerably smaller in size. Complete elimination of the tail rotor, together with its controls and gear box, means that tail boom damage can be sustained without serious implications. Measures taken to improve both the craft's and rew's survivability ensured the successful solution of at least twenty-six problems. They include continuous operation of the rotor drive despite a damaged oil system, assisted emergency escape, an extensive fire extinguishing system and many others.
Composite materials constitute thirty-five per cent of the helicopter's load-carrying structure. They do not simply reduce the craft's weight. When hit by bullets or shells, the composites do not produce secondary effects (splinters, splashes) characteristic of a metal surface.
Particular care has been taken to protect the flight compartment and fuel system. The Ka-50's pilot is seated in a completely armoured and screened cockpit weighing a little over 300 kg. Multiple tests of various protection materials proved the high operational and combat properties of the combination steel armour. The matter is part of the fuselage's basic structure, providing it with additional strength. Due to improved counter shell resistance of such armour the pilot is protected from direct hits of several 20 mm shells. The cockpit design and layout restrict changes to 10-15% of the flight compartment's internal volume upon impact with the ground. No helicopter components can penetrate into the cockpit, when their attachment Parts are destroyed.
The new helicopter's landing gear and fuselage are designed to absorb ground impact overloads. The fuel system arrangement prevents any possibility of fire after any rough landing of the craft. If one of the two engines is damaged, the Ka-50 can continue the flight on one operating engine. The rotor swash plate control rods will remain operational, even if one has sustained two large-calibre machine gun shot holes.
The assisted emergency escape system deserves special attention. It is the world's first usable helicopter pilot rescue ejection system. The system operates reliably in any critical situation. The single-seat helicopter concept ensures maximum pilot survivability. The K-37 seat designed at the firm "Zvezda" by the team headed by G.I. Severin, Corresponding Member of the Russian Academy of Sciences, allows pilot ejection at all altitudes and velocities, including zero. The pilot can also bail out without ejection. A number of consecutive operations are performed on board the craft as the system is actuated. They include jettisoning the main rotor blade followed by the opening of the cockpit panel and actuation of the ejection pocket motor. The aforementioned system is most convenient for a single-seat helicopter, owing to the lack of time available during the escape at minimum altitudes.
The problem of time and effort needed by the ground personnel to prepare the craft for combat was also solved successfully for the Ka-50. As the helicopter is armed on the ground, electric hoists built, to ensure easy suspension of weapons weighing up to 500 kg. The supersonic missiles are loaded as an integral block; the stowage process of the belted ammunition in the boxes is simplified and mechanized. Arrangement of the equipment in the helicopter ensures the operation of several specialists at a time. The equipment is easily accessible, owing to the large cowl openings. The Ka-50's peculiar features include grease free Teflon hinges used in all bearings of the mechanical system.
They enjoy a service life at least ten times as long as regular bearings. The Army's Ka-50 is designed for prolonged service from unprepared landing grounds located far from the main bases.
According to Air Force specialists and foreign experts, Ka-50 is not merely another good combat craft: it constitutes a new trend in helicopter construction and Army Aviation tactics. Designed initially to "neutralize" the US AH-64A "Apache" attack helicopter, Ka-50 has outperformed its rival in every respect. Now foreign companies, which received orders for Army combat helicopters must meet customer requirements to provide a machine at least as good as Kamov-50.
One of the producers of Black Shark Ka-50 combat helicopter Diecast Model is "Revell".
If you're interested in seeing more of Military [http://www.carsdiecast.com.au/category90_1.htm]Diecast Helicopter Models please visit http://www.carsdiecast.com.au/
Article Source: [http://EzineArticles.com/?Diecast-Helicopter-Model---Black-Shark-Ka-50-Combat-Helicopter&id=1473166] Diecast Helicopter Model - Black Shark Ka-50 Combat Helicopter
By [http://ezinearticles.com/?expert=Ugin_Klim]Ugin Klim
About Ka-50 combat helicopter:
In developing the advanced Ka-50 combat helicopter in 1977 at the time the fleet of the Soviet Army's combat helicopters was made up of Mi- 24s. In terms of performance they could not challenge the new American AH- 64 "Apache" fire support helicopter, which was at that time being developed. Several helicopter configurations and were studied, as "Kamov" designers tried to create a new superior combat machine. The experience in Vietnam and in Afghanistan had disclosed the low survivability of the classic single-rotor helicopter due to its vulnerable tail rotor and extended rotor drive.
The advantages of an aerodynamically symmetrical coaxial main rotor came to the fore. Such a rotor assures easier helicopter control both in the manual and, more importantly, automatic mode, excellent manoeuvrability, take-off and landing in windy weather. Furthermore, the coaxial rotor considerably improves helicopter survivability, makes the rotor drive more compact and substantially reduces engine power losses. Today, Ka-50 is the world's best helicopter in terms of efficient use of engine power.
Many of us with no doubt can recall one of Russia's MiG-29 and its world famous stunt aerobatics nicknamed "the bell", or Su-27's "Pugachov cobra", which shock both experts and spectators. Ka- 50 also has its own aerobatic our de force: no other machine can execute the so-called "funnel" as perfectly as Ka-50. In actual fact, the "funnel" is an element of aerobatics, ensuring concentration of helicopter fire on pinpoint targets. Moreover, continuous displacement of the helicopter in the "funnel" in azimuth and elevation makes enemy timing extremely difficult. The Ka-50 can sideslip at 80 km/h or move backwards at 90 km/h. It only takes a few seconds to reverse flight direction. Ka-50 is the only craft in the world which can hover motionlessly for twelve hours in succession! The priorities of the "Kamov" company extend far beyond its unsurpassed experience in the theory and practice of building coaxial rotor helicopters. In 1965, the company started issuing fibre glass rotor blades in their helicopters ten years before the rest of the world. Similar fourth- generation blades are now being installed in Ka-50. One of the Ka- 50's rotor blades sustained 30 holes caused by automatic gunfire to test the helicopter's survivability. The craft continued flying for 80 accident- free hours.
The Ka-50's combat power is based essentially on anti-tank guided missiles and cannon fire. Frequently, then a helicopter attacks tanks, it becomes a good enemy target. Ka- 50 is able to counter this menace with its "Vikhr" supersonic anti-tank missiles, with a maximum range of 10 km. This weapon helps reduce the time spent by the helicopter in the firing zone, exceeding at the same time the effective range of enemy anti-aircraft missiles. The combination warhead of the supersonic missile includes several different fuses. All these factors, combined with a high-accuracy jam-proof guidance system, ensures effective engagement of different targets, including armoured targets (with dynamically protected armour up to 900 mm thick) as well as airborne targets flying at a speed of up to 800 km/h, using the same type of ammunition. The missile is renowned for its stealth: the enemy only detects the attack when hit. This weapon is characterized by lower reserves, which may well be used to enhance its combat capabilities. Extensive firing tests have proved the excellent qualities of the automatic guidance system: small-size targets are defeated at maximum ranges far more effectively.
The powerful 30 mm gun was borrowed from the Army and in terms of ammunition fully standardized with the one used in the BMP-2 mechanized infantry vehicle. The 2A42 gun has a selectable rate of fire and permits selective ammunition supply from two boxes loaded with armour-piercing and high-explosive sounds. Such design increases gun efficiency by more than 30 per cent in fire against light armour or airborne targets. The barrel life permits one to fire the complete 500-round load uninterruptedly without intermediate cooling. The BMP-2's and the Army combat helicopter's gun mount has proved reliable in conditions of extreme dust. The gun arrangement in Ka-50 is quite unusual. To preserve high accuracy of fire along with other remarkable properties, the gun is installed in the helicopter's centre of gravity.
This ensures strength requirements and eliminates any need for additional reinforcement of the structure. In addition, this factor helps reduce the recoil effect, helicopter weight and retain the center of gravity, as the rounds are expended. The electro hydraulic servo drive provides for the vertical and horizontal movements of the barrel to maintain the line of fire. The 2A42 guns mount "Kamov" experts in the development and operation of avionics. The contract for an integrated electronic weapons control and avionics system was awarded to a specialized company, which developed similar systems for MiG and Su single-seat fighters. The Ka-50's crew was thereby and the "Vikhr" missiles are designed by a team of weapon designers headed by A.G. Shipunov, corresponding Member of the Russian Academy of Sciences.
Various Ka-50 armament versions have been proposed to better adapt the craft to the existing fleet of army combat helicopters and enable firing against different targets. Ordnance items are attached to four suspension fittings, which can receive virtually any airborne weapon: pylon locks' load-carrying capacity constitutes the only limitation. To use the whole ordnance range, no changes in the design or algorithm of the weapons control system are required.
The weapon pylons can be tilted. Owing to a 10-degree downward deflection, the pylons can impart, to a certain extent, new properties to the conventional weapons suspended on them. Fuel tanks may be counted on all suspension fittings, whenever necessary.
For combat helicopter group operations, Ka-50 has the requisite equipment and receives reconnaissance data from various guidance systems. The received data are also displayed on the windshield indicator.
To ensure high accuracy in the operation of airborne weapons, the human operator was replaced by an automatic guidance system. The human factor, liable to emotions and stresses, was eliminated from the most critical element of the system thanks to the high standard of the national defence industry and the long-term experience gained by "Kamov" experts in the development and operation of avionics. The contract for an integrated electronic weapons control and avionics system was awarded to a specialized company, which developed similar systems for MiG and Su single-seat fighters. The Ka-50's crew was hereby reduced to the minimum: it consists of a single pilot.
From the very start the helicopter featured enhanced survivability. On the one hand, a compact single- pilot raft was easier to protect, while at the same time the protection should be reliable enough to safeguard the single crewman. Unlike its counterpart "Apache", the Ka-50's essential units are considerably smaller in size. Complete elimination of the tail rotor, together with its controls and gear box, means that tail boom damage can be sustained without serious implications. Measures taken to improve both the craft's and rew's survivability ensured the successful solution of at least twenty-six problems. They include continuous operation of the rotor drive despite a damaged oil system, assisted emergency escape, an extensive fire extinguishing system and many others.
Composite materials constitute thirty-five per cent of the helicopter's load-carrying structure. They do not simply reduce the craft's weight. When hit by bullets or shells, the composites do not produce secondary effects (splinters, splashes) characteristic of a metal surface.
Particular care has been taken to protect the flight compartment and fuel system. The Ka-50's pilot is seated in a completely armoured and screened cockpit weighing a little over 300 kg. Multiple tests of various protection materials proved the high operational and combat properties of the combination steel armour. The matter is part of the fuselage's basic structure, providing it with additional strength. Due to improved counter shell resistance of such armour the pilot is protected from direct hits of several 20 mm shells. The cockpit design and layout restrict changes to 10-15% of the flight compartment's internal volume upon impact with the ground. No helicopter components can penetrate into the cockpit, when their attachment Parts are destroyed.
The new helicopter's landing gear and fuselage are designed to absorb ground impact overloads. The fuel system arrangement prevents any possibility of fire after any rough landing of the craft. If one of the two engines is damaged, the Ka-50 can continue the flight on one operating engine. The rotor swash plate control rods will remain operational, even if one has sustained two large-calibre machine gun shot holes.
The assisted emergency escape system deserves special attention. It is the world's first usable helicopter pilot rescue ejection system. The system operates reliably in any critical situation. The single-seat helicopter concept ensures maximum pilot survivability. The K-37 seat designed at the firm "Zvezda" by the team headed by G.I. Severin, Corresponding Member of the Russian Academy of Sciences, allows pilot ejection at all altitudes and velocities, including zero. The pilot can also bail out without ejection. A number of consecutive operations are performed on board the craft as the system is actuated. They include jettisoning the main rotor blade followed by the opening of the cockpit panel and actuation of the ejection pocket motor. The aforementioned system is most convenient for a single-seat helicopter, owing to the lack of time available during the escape at minimum altitudes.
The problem of time and effort needed by the ground personnel to prepare the craft for combat was also solved successfully for the Ka-50. As the helicopter is armed on the ground, electric hoists built, to ensure easy suspension of weapons weighing up to 500 kg. The supersonic missiles are loaded as an integral block; the stowage process of the belted ammunition in the boxes is simplified and mechanized. Arrangement of the equipment in the helicopter ensures the operation of several specialists at a time. The equipment is easily accessible, owing to the large cowl openings. The Ka-50's peculiar features include grease free Teflon hinges used in all bearings of the mechanical system.
They enjoy a service life at least ten times as long as regular bearings. The Army's Ka-50 is designed for prolonged service from unprepared landing grounds located far from the main bases.
According to Air Force specialists and foreign experts, Ka-50 is not merely another good combat craft: it constitutes a new trend in helicopter construction and Army Aviation tactics. Designed initially to "neutralize" the US AH-64A "Apache" attack helicopter, Ka-50 has outperformed its rival in every respect. Now foreign companies, which received orders for Army combat helicopters must meet customer requirements to provide a machine at least as good as Kamov-50.
One of the producers of Black Shark Ka-50 combat helicopter Diecast Model is "Revell".
If you're interested in seeing more of Military [http://www.carsdiecast.com.au/category90_1.htm]Diecast Helicopter Models please visit http://www.carsdiecast.com.au/
Article Source: [http://EzineArticles.com/?Diecast-Helicopter-Model---Black-Shark-Ka-50-Combat-Helicopter&id=1473166] Diecast Helicopter Model - Black Shark Ka-50 Combat Helicopter
5 Things To Know About Syma RC helicopters with gyroscopes
5 Things You Need to Know Before Buying Radio Controlled Helicopters
By [http://ezinearticles.com/?expert=Nicole_Roberts]Nicole Roberts
Radio controlled helicopters provide endless entertainment for people of all ages. The fact that you can pilot a small helicopter around is fun and exciting. If you are planning to buy rc helicopters, there are several things that you need to know. There are difference in the blade control, the performance of the helicopter, and different power sources.
The first thing you need to know is that an RC helicopter comes in different sizes. The larger the scale it is, the better it will look. Obviously, the craftsmanship involved in making one will mean that it will be more expensive. These helicopters are made to look like real helicopters and also perform like them too.
The next thing you need to know about is the tail rotor and the main blade of the rc helicopters. Radio controlled helicopters perform based on the quality of the blades that are used to fly them. A better blade and design will mean that it will fly more evenly, even with winds affecting its flight. The helicopter will respond better to your control compared to ones with lower quality blades.
Third, if you're looking to perform stunts, you should go for pod and boom models. The scale helicopters are heavier and more vulnerable to crashes. You can clearly see which ones are designed for flight and which ones are designed for stunts. Fortunately, the stunt helicopters are very affordable compared to scale RC helicopters.
The fourth thing you need to know is the material of the helicopter. Radio controlled helicopters can be made out of polycarbonate, polystyrene, fiber glass, and carbon fiber. Both polycarbonate and polystyrene are made for smaller helicopters but can be affected by the wind and cold temperature. Fiberglass can withstand more pressure but it is heavier. Carbon fiber is the lightest and strongest material but is the most expensive.
Finally, you have to choose the energy source used. There are nitro, gas, and electric fueled radio controlled helicopters. When using nitro and gas, you'll have a lot of power but the problem is that these helicopters are louder and fuel will have to be refilled often. You also need to be careful and store it in a dry, cool space.
That's why electric RC helicopters are often a better choice. They are quiet so you won't disrupt anybody when flying them and you can use rechargeable batteries. The rechargeable batteries make your investment into the helicopter more economical as you'll be using less money on fuel.
So those are the 5 things that you need to know when buying radio controlled helicopters. You want to take a look at all your options from the energy source used, material, type of helicopter, scale, and the blades of the helicopter. Your budget will also be a big part of which one you buy as RC helicopters can cost anywhere from $80-$1000. 5 Things You Need to Know Before Buying Radio Controlled Helicopters
Radio controlled helicopters provide endless entertainment for people of all ages. The fact that you can pilot a small helicopter around is fun and exciting. If you are planning to buy rc helicopters, there are several things that you need to know. There are difference in the blade control, the performance of the helicopter, and different power sources.
The first thing you need to know is that an RC helicopter comes in different sizes. The larger the scale it is, the better it will look. Obviously, the craftsmanship involved in making one will mean that it will be more expensive. These helicopters are made to look like real helicopters and also perform like them too.
The next thing you need to know about is the tail rotor and the main blade of the rc helicopters. Radio controlled helicopters perform based on the quality of the blades that are used to fly them. A better blade and design will mean that it will fly more evenly, even with winds affecting its flight. The helicopter will respond better to your control compared to ones with lower quality blades.
Third, if you're looking to perform stunts, you should go for pod and boom models. The scale helicopters are heavier and more vulnerable to crashes. You can clearly see which ones are designed for flight and which ones are designed for stunts. Fortunately, the stunt helicopters are very affordable compared to scale RC helicopters.
The fourth thing you need to know is the material of the helicopter. Radio controlled helicopters can be made out of polycarbonate, polystyrene, fiber glass, and carbon fiber. Both polycarbonate and polystyrene are made for smaller helicopters but can be affected by the wind and cold temperature. Fiberglass can withstand more pressure but it is heavier. Carbon fiber is the lightest and strongest material but is the most expensive.
Finally, you have to choose the energy source used. There are nitro, gas, and electric fueled radio controlled helicopters. When using nitro and gas, you'll have a lot of power but the problem is that these helicopters are louder and fuel will have to be refilled often. You also need to be careful and store it in a dry, cool space.
That's why electric RC helicopters are often a better choice. They are quiet so you won't disrupt anybody when flying them and you can use rechargeable batteries. The rechargeable batteries make your investment into the helicopter more economical as you'll be using less money on fuel.
So those are the 5 things that you need to know when buying rel=nofollow [http://www.rc-helicopter-store.com]radio controlled helicopters. You want to take a look at all your options from the energy source used, material, type of helicopter, scale, and the blades of the helicopter. Your budget will also be a big part of which one you buy as RC helicopters can cost anywhere from $80-$1000.
Nicole Roberts
Welcome to RC Helicopter Store, inside you will discover an amazing selection of low priced and excellent quality [http://www.rc-helicopter-store.com]radio controlled helicopters.
Article Source: [http://EzineArticles.com/?5-Things-You-Need-to-Know-Before-Buying-Radio-Controlled-Helicopters&id=5554426] 5 Things You Need to Know Before Buying Radio Controlled Helicopters
By [http://ezinearticles.com/?expert=Nicole_Roberts]Nicole Roberts
Radio controlled helicopters provide endless entertainment for people of all ages. The fact that you can pilot a small helicopter around is fun and exciting. If you are planning to buy rc helicopters, there are several things that you need to know. There are difference in the blade control, the performance of the helicopter, and different power sources.
The first thing you need to know is that an RC helicopter comes in different sizes. The larger the scale it is, the better it will look. Obviously, the craftsmanship involved in making one will mean that it will be more expensive. These helicopters are made to look like real helicopters and also perform like them too.
The next thing you need to know about is the tail rotor and the main blade of the rc helicopters. Radio controlled helicopters perform based on the quality of the blades that are used to fly them. A better blade and design will mean that it will fly more evenly, even with winds affecting its flight. The helicopter will respond better to your control compared to ones with lower quality blades.
Third, if you're looking to perform stunts, you should go for pod and boom models. The scale helicopters are heavier and more vulnerable to crashes. You can clearly see which ones are designed for flight and which ones are designed for stunts. Fortunately, the stunt helicopters are very affordable compared to scale RC helicopters.
The fourth thing you need to know is the material of the helicopter. Radio controlled helicopters can be made out of polycarbonate, polystyrene, fiber glass, and carbon fiber. Both polycarbonate and polystyrene are made for smaller helicopters but can be affected by the wind and cold temperature. Fiberglass can withstand more pressure but it is heavier. Carbon fiber is the lightest and strongest material but is the most expensive.
Finally, you have to choose the energy source used. There are nitro, gas, and electric fueled radio controlled helicopters. When using nitro and gas, you'll have a lot of power but the problem is that these helicopters are louder and fuel will have to be refilled often. You also need to be careful and store it in a dry, cool space.
That's why electric RC helicopters are often a better choice. They are quiet so you won't disrupt anybody when flying them and you can use rechargeable batteries. The rechargeable batteries make your investment into the helicopter more economical as you'll be using less money on fuel.
So those are the 5 things that you need to know when buying radio controlled helicopters. You want to take a look at all your options from the energy source used, material, type of helicopter, scale, and the blades of the helicopter. Your budget will also be a big part of which one you buy as RC helicopters can cost anywhere from $80-$1000. 5 Things You Need to Know Before Buying Radio Controlled Helicopters
Radio controlled helicopters provide endless entertainment for people of all ages. The fact that you can pilot a small helicopter around is fun and exciting. If you are planning to buy rc helicopters, there are several things that you need to know. There are difference in the blade control, the performance of the helicopter, and different power sources.
The first thing you need to know is that an RC helicopter comes in different sizes. The larger the scale it is, the better it will look. Obviously, the craftsmanship involved in making one will mean that it will be more expensive. These helicopters are made to look like real helicopters and also perform like them too.
The next thing you need to know about is the tail rotor and the main blade of the rc helicopters. Radio controlled helicopters perform based on the quality of the blades that are used to fly them. A better blade and design will mean that it will fly more evenly, even with winds affecting its flight. The helicopter will respond better to your control compared to ones with lower quality blades.
Third, if you're looking to perform stunts, you should go for pod and boom models. The scale helicopters are heavier and more vulnerable to crashes. You can clearly see which ones are designed for flight and which ones are designed for stunts. Fortunately, the stunt helicopters are very affordable compared to scale RC helicopters.
The fourth thing you need to know is the material of the helicopter. Radio controlled helicopters can be made out of polycarbonate, polystyrene, fiber glass, and carbon fiber. Both polycarbonate and polystyrene are made for smaller helicopters but can be affected by the wind and cold temperature. Fiberglass can withstand more pressure but it is heavier. Carbon fiber is the lightest and strongest material but is the most expensive.
Finally, you have to choose the energy source used. There are nitro, gas, and electric fueled radio controlled helicopters. When using nitro and gas, you'll have a lot of power but the problem is that these helicopters are louder and fuel will have to be refilled often. You also need to be careful and store it in a dry, cool space.
That's why electric RC helicopters are often a better choice. They are quiet so you won't disrupt anybody when flying them and you can use rechargeable batteries. The rechargeable batteries make your investment into the helicopter more economical as you'll be using less money on fuel.
So those are the 5 things that you need to know when buying rel=nofollow [http://www.rc-helicopter-store.com]radio controlled helicopters. You want to take a look at all your options from the energy source used, material, type of helicopter, scale, and the blades of the helicopter. Your budget will also be a big part of which one you buy as RC helicopters can cost anywhere from $80-$1000.
Nicole Roberts
Welcome to RC Helicopter Store, inside you will discover an amazing selection of low priced and excellent quality [http://www.rc-helicopter-store.com]radio controlled helicopters.
Article Source: [http://EzineArticles.com/?5-Things-You-Need-to-Know-Before-Buying-Radio-Controlled-Helicopters&id=5554426] 5 Things You Need to Know Before Buying Radio Controlled Helicopters
Fix Syma Elicopter EMS Accident Rates
How to Fix the Helicopter EMS Accident Rate
By [http://ezinearticles.com/?expert=Byron_Edgington]Byron Edgington
Helicopter Emergency Medical Services(HEMS) is an industry at risk. Due to a rash of fatal accidents, the industry is sicker than the patients being flown. The air med business is dying because, instead of saving lives, it's killing people, namely helicopter crews, and often their patients.
The problem didn't happen overnight; the solution won't come quickly, either.
From the beginning, air medical helicopters have experienced a high accident rate. The risk can never be eliminated, but it can be mitigated and reduced to the point where an air med accident is rare. The following treatise tells how that can be done. If all the initiatives listed here were put in place tomorrow, the HEMS accident rate would drop to near zero. Here's the road map of how that can happen.
" First recommendation: for those programs requesting it, an immediate safety stand-down for FAA or other outside party review on all aspects of the HEMS operation.
One of the difficulties with the accident rate in air medical is simple semantics. What is an accident, and how are the statistics compiled? Here's the bottom line: the stated expectation must be a zero accident rate.
A Special FAR is needed, a new regulation aimed specifically at air medical operations similar to the regs in place for helicopter tour operators. For years the FAA has been unwilling or unable to simply shut down an operator or individual program site for safety or regulatory violations. There should be the institution of an anonymous tip line to the FAA, a whistle-blower feature for passengers, crew, or other employees of the various operators to use, something similar to the NASA safety reporting form. The potential for abuse is always present with such a system; but the potential for increased transparency is, as well, and the issue is critical.
" Pilots must be better vetted and trained.
There are too many programs, and too many helicopter operators such that the pilot staffing pool is too thin. With lower experience levels, and more programs flying more aircraft more hours, a growing accident rate is almost inevitable. A direct link can be made between the start of hostilities in Iraq, and the latest rise in the rate of air medical accidents. Many veteran pilots with a military affiliation are flying overseas, leaving programs at home understaffed, or with less experienced pilots in cockpits, or both.
Given the fact that most air medical accidents are weather related this makes sense. Military pilots are better able to maintain control in IIMC. The skills military pilots acquire, both in flight and with access to simulators, also confer a level of confidence unavailable to non-military pilots.
Another reason air med requires more professionalism and oversight is, that programs are 24/7 operations, with a high percentage of flying at night. Pilot error is the single most common factor in air medical accidents, and current crew rest rules are inadequate to address that. Shutting down a program after dark is not an option*, as these are emergency response vehicles, and must be staffed accordingly.
" Instrument Flight capability for recovery only in all air medical helicopters.
If used correctly, IFR capability is a powerful risk reducer in HEMS operations. What operators commonly substitute for IFR capability is company policy which demands that pilots avoid instrument weather at all cost. But denial of upgraded capability is inexcusable in a company which offers aviation assets to the public. The FAA should demand IFR capability for air medical helicopters as part of the new SFAR. This would serve two purposes: it would give pilots needed options; it would increase the standard of companies competing for air med business, drive marginal operators away.
Let me be clear about this: I propose IFR capability for recovery only, not for launch. IFR equipment, coupled with ongoing instrument training, will go a long way toward eliminating air med accidents.
Most fatal accidents have happened en-route to a patient pickup, or after a pilot has aborted the flight, and turned toward home base. This says that air med crews are accepting missions in weather that's marginal at best, an attempt to take off and check conditions over a commonly flown route. Just so, the more emphasis placed on weather avoidance, and dismissal of IFR capability in lieu of weather minimums and dogmatic measures, have made air medical less safe.
Pilots must find the delicate balance between program needs and their professional standing. Air med pilots are just charter pilots with a single client. But the trappings of the air med program, the flight suits, logos, and close interaction with medical staff is a constant enforcement of the team concept at a client hospital. There's nothing wrong with team spirit. But the elite nature of air med flight crews can dilute a pilot's command authority in situations where patient need appears to override aviation considerations. Weather factors can be minimized. Nuisance maintenance issues ignored. Crew rest times can be arbitrarily extended to pursue a patient mission at crew change time. At most programs, pilots are shielded from patient information, to avoid undue pressure on them to accept or reject a flight. This is a good protocol. But the simple truth is, that pilot exposure patient medical condition is unavoidable at the onset of the mission, or at any time during the flight. What's needed is a more professional, more objective pilot in the first place.
Give site managers the authority they need to enforce safe practices. Site managers have little authority to enforce pilot codes, or punish unprofessional behavior. Most accidents begin in the hiring phase, lying in wait for the right conditions. Posting a pilot to a contract site is expensive. But when a client hospital demands a pilot's removal, or a site manager learns of safety infractions, that manager must be able to take action.
Air medical flying has always had a reputation for having an emergency, rapid-response atmosphere. This sheen of excitement is what attracts certain people to it, the so-called adrenaline junkies. From my 20 years in a HEMS cockpit, I can attest to the high-profile nature of the work. There's nothing more exciting than having the helicopter clatter out of the sky, arrive on scene, and land to save the day. The feeling is intoxicating, even if it is illusory. It's easy to lose sight of the aviation aspect of it.
The bottom line is, that pilots at air med programs are locked and loaded to fly, and not every pilot is cut out for it. Accepting a mission is the default mode. But instead of being paid to fly, pilots must understand that they're being paid for the judgement to not fly at times. FAR part 105, the so-called 'pilot-in-command' rule, not only protects pilots and the decisions they make, but it eliminates the potential hazard of a diluted decision, a decision made by a committee. Especially with the rapid growth of the HEMS industry, hour requirements and necessary experience levels have dropped. The pilot pool has shrunk beyond the competence level required.
" Multi-engine aircraft in air medical operations.
All air medical programs should field multi-engine helicopters. If that proves too much for the budget, the hospital should abandon the air medical program, or seek a consortium arrangement.
Having two engines, and the doubling of other on-board systems, simply brings the aviation asset up to par with the medical equipment it carries. Medical staff routinely have backups for everything; their aircraft should have nothing less.
Multi-engine aircraft also obviate additional mechanic staffing. Two mechanics are more efficient, better rested, doubly trained, and have more latitude toward performing required tasks to keep the equipment operating.
Another less obvious benefit to fielding twin-engine aircraft is the potential for pilot training. Depending on the aircraft, an extra seat is available in the cockpit on every flight. That empty seat ought to be used for an observer, a rookie pilot, or a new hire to ride along, to see first hand how the operation works.
Another advantage of this change is, that the copilot could be someone in training. If done properly, this position could be a revenue source for innovative operators willing to help a pilot build up his or her logbook, and willing to pay for the opportunity, to the benefit of the operator's bottom line.
" CVR/FDR/TAWS/GPS moving map installation in air med helicopter cockpits.
The FAA should mandate cockpit voice recorders, and/or flight data recorders in every HEMS cockpit. This would add transparency to every air med mission. These boxes would have two additional benefits: they would assist in an accident investigation, a use for which they were designed; and they would facilitate maintenance work by recording and archiving system operating parameters. TAWS is nothing more than ground avoidance technology, another layer of protection. GPS should be a requirement in all HEMS cockpits.
" De-emphasize rapid response/takeoff time.
In spite of programs' PR efforts, and patient impact evidence to the contrary, a rapid response only puts the aircraft and crew at risk, makes negligible difference in patient outcome, and should be de-emphasized. A launch time of ten minutes is not unreasonable. No other part 135 operation would advertise a five minute takeoff time, nor would the FAA grant operations specifications for such a thing. In actual practice, the HEMS mission is, by and large, a transport system to provide a stable, monitored environment for patients between hospitals.
" Higher program weather minimums, and mandatory down-status.
Weather is a factor in 50% of HEMS accidents. Program and FAA-mandated weather minimums are typically stringent, but at most programs they still border on marginal VFR. The environment in which air medical aircraft operate is typically where weather information is least available and/or reliable--below three thousand feet, far from weather reporting outlets, and often below radar coverage.
" Hospital administration must be more involved.
The administration of air med programs must become more intimately involved in day to day operations. Launch decisions should be reviewed; mandatory short takeoff times should be abandoned; borderline pilots, or those who consistently make poor decisions should be held accountable; safety committees should be established, with authority to make major decisions, including the configuration of the aircraft.
Medical directors should apprise physician staff of safety issues concerning air medical, including the need for better triage to eliminate non-emergent air transports. A culture of support must be effected for no-go decisions. The tendency for medical staff receiving a transport request is to use the helicopter if any indication exists that it's needed. The underlying assumption is, that the patient needs to be flown, or a doctor would not have called.
But patients are often flown only for mundane logistical reasons. Various EMS services are available on a limited basis. Taking a ground rig away leaves the county uncovered for long periods. The helicopter is often used as a substitute in these cases. Thus, the air medical asset closest to the patient is often used when there's no indication the patient needs to be flown.
I was a pilot in command of an air medical helicopter for twenty years. I understand the pressures and contingencies, regulations, environment and politics that air med pilots are exposed to every day. From my first air medical flight in July 1983, to my last in October 2003 I saw one of every kind of patient mission there is, except one. I never witnessed a birth on board the helicopter. That simple fact, that in 3,200 patient missions I never once witnessed a birth is instructive. It means triage for women about to deliver was done with utmost care. Both attending and receiving physicians knew not to call the helicopter.
The point is, that adequate triage, better consultation, or both, especially with today's technical ability for doctors to share information, is a key in the air medical safety puzzle, because it means fewer flights, thus more attention to truly urgent flights.
With four pilots per contract, and where program hours are low anyway, the operator may (rightly) be concerned about less flying proficiency. In this case the sponsoring hospital should contract for more training hours, match their assets with another hospital in a consortium arrangement, or cede the air medical transport service altogether, thus saving needed health care dollars.
Do fewer flights mean lowered service to potential clients? No, it means better service to clients who need the service more. While flying a routine, stable hospital transfer patient, the helicopter is out of service to respond to a trauma, or other emergent patient.
"The bottom line must be secondary to safe practices, and hard aviation realities.
Typically, a hospital based helicopter system is set up on a mixed staff basis, with pilots and mechanics employed by the aviation vendor, and the hospital staff employed in house. Sponsoring hospitals can budget for aircraft services; they have the option of renewing a contract with a vendor--or not; they don't assume the burden of aircraft maintenance, or staff training; and they avoid out of service time by having a backup aircraft within guidelines established in the contract. Leasing the asset also provides a hospital the opportunity to more easily upgrade to additional program functionality, such as IFR, NVG, multi-engine, or other changes.
But contracts offer only so much, and therein lies one of the more entrenched problems, with air medical safety often hanging in the balance: innovation is stifled, and safety initiatives shuttled between client and vendor, with little or no, or extremely slow resolution. There's no direct connection between funding and safety, of course. But there needs to be more attention paid to backup systems for HEMS operations. No surgeon would operate when the hospital's standby generator is out of service. No flight nurse would take off with no backup batteries for a heart monitor, or extra oxygen bottles. No hospital would place its million dollar MRI machinery uncovered in the parking lot, exposed to the elements.
But hospitals use single-engine helicopters, with VFR only cockpits, no NVG or GPS or TAWS capability, one electrical system, one hydraulic system, and one pilot on the overwhelming number of air med missions. The aircraft is typically parked on a pad outside, exposed to wind, rain, icing, heat, and all manner of corrosive elements, when hangarage could be acquired for little cost, keeping the helicopter dry, clean, ice and snow free, reducing maintenance issues, and more quickly prepared for flight.
Accountability is a very good thing. But due to the glacial pace of change in any institution, and given today's focus on reducing health care costs, any innovation, regardless of how appealing or relevant to minimizing risk in the air medical environment, is inevitably caught up in the control/justification/budget triangle, with numerous layers of bureaucracy. In the meantime, needed innovations and safety measures are shelved, or passed between client and vendor, with neither accepting financial responsibility. Until such time as safety prevails in the air medical field, contracts should be renegotiated year to year, with an escape clause for both parties. This would allow clients to better budget for new innovations, and for operators to escape onerous contracts, better serve customer demands, and be more attentive to the bottom line in a field already littered with bankrupt operators.
One beneficial byproduct of yearly contracting would be to drive out marginal operators, by recognizing that only larger, more flexible companies can bid on and expect to win hospital contracts, which require a rapid turnaround of assets. Another advantage to one-year contracts is, that this would force standardization of equipment. Presently, even two aircraft sited at the same hospital often have different medical installations, radio packages, lighting, warning systems and cockpit instrumentation. This may not be a problem for a contract site using the same pilots all the time, (or it may be a major problem), but the lack of standardization precludes another solution to the air medical accident puzzle.
Pilots at a particular program operate with little or no oversight from company headquarters. In such an arrangement, pilots often share only among themselves the various problems, maintenance gripes, and operational glitches. There exists no mechanism for collective focus and sharing of safety information company-wide, except for contact through annual check flights, or a company newsletter of some kind. This is yet another reason client hospitals should employ larger companies, as they have more latitude to hire and employ check pilots and relief pilot staff to float between programs. Doing so would disseminate good data and safety practices across the company.
Larger companies are also better able to use another innovation that would enhance safe operations: the transfer, or shared pilot concept. Transference between contract sites would add to the transparency and oversight of programs, and increase the level of professionalism. This is yet another reason hospitals should field multi-engine aircraft. The unoccupied cockpit seat could be used to orient a relief or transfer pilot, as a company check pilot station, or again, to train a new hire pilot, a functionality unavailable to single-engine operations.
In addition to the transparency and increased knowledge base, visiting pilots would offer the medical staff an objective forum to discuss deficiencies in the program, or challenges with sited pilot staff. It would also have the desirable effect of decreasing whatever level of protective opacity that may exist in the 'team oriented' environment.
Yet another solution to safe operations is to decrease the level of team cohesion that may promote a protective amnesia about unsafe or marginal individuals, either aviation or medical staff. Client hospitals may even consider altering the makeup of flight staff, replacing the traditional flight nurse team with floating medical staff to go along with visiting pilot staff. This would place more emphasis on the 'air', and less on the 'medical' part of the equation, increasing the level of safety. Patients and nurses don't crash; pilots and helicopters do.
One solution to this dilemma has already been listed, a solution that is open heresy to the air medical community. There are simply too many air medical helicopters, operating at too many hospitals, by too many vendors. If patient outcomes, mortality and morbidity were being positively affected, all to the good. But, after thirty years of operating air medical helicopters, there's no objective evidence either of those is happening. Meantime, more air medical crews are dying in accidents. There's plenty of anecdotal information, and hundreds of patients will testify to the good these aircraft and crews have done, as will I. But the simple, stark reality is, that air medical aviation is sicker than the patients it's attempting to reach. Measures must be taken to change the situation.
" Reduce operating areas at night, or use two pilots/ IFR/NVG and TAWS.
One of the boldest solutions to the air medical accident rate will also be the most controversial. Given the nature of air medical, particularly in light of its image Vs reality, hospitals interested in reducing risks, and raising the standard of safety should consider reducing their response radius after a certain time, midnight being the likely cutoff, to a distance of twenty-five miles from the home facility. This restriction would benefit safety in several ways: it would automatically reduce fatigue levels in air med crews; it would be an automatic triage function, putting requesting hospitals and physicians on notice that a patient needing air transport must be flown before midnight, or wait till morning. A reduced operations area would cut the risk of weather-related accidents, putting helicopters closer to the home hospital, thus obviating the aircraft's use for only emergent patients. Shrinking the response area would also preclude much of the risk associated with weather changes en-route, or due to long wait times at outer hospitals and/or loiter points. Another benefit, particularly at programs with two or more aircraft, is the increased availability for maintenance. It would also save sponsor hospitals money, since the revenue hours flown would likely be less. Plus, the possibility exists that fewer pilots would be needed with a reduced coverage area after midnight.
An alternative to this proposal is the use of IFR cockpits, NVG equipped crews (including medical staff), and adoption of proposed Terrain Awareness & Warning System in all air medical helicopter cockpits per Section 508 of S. 1300*, a bill in the U.S. Senate aimed at rectifying the accident rate in HEMS operations**.
Every program's statistics are different, and air medical is, after all, an emergency rescue service. But limiting the rescue service would not be the intent; the intent is increased oversight through better triage of transport requests. At most programs, so-called on-scene missions comprise the lowest percentage of response flights. The larger number is stable, non-emergent patient missions. It's been debated for years whether or not the use of helicopters impacts patient mortality and/or morbidity. That debate will continue. But until the safety issue is adequately addressed, it will override all others. And until safe flight of air medical helicopters becomes a given, advisability of using them for patient transport must be watched more carefully.
The HEMS accident rate will only be reduced when the three legs of the stool are in place: pilots; aircraft & equipment; and hospital/operator oversight. Until the changes listed herein are accepted practice in air medical flying, accidents will continue to plague this critical industry. It's my hope that all involved can step away from the habits of the past, and focus on the changes needed to make HEMS the safe, efficient patient transport system it can be.
Accidents are not inevitable; they happen when factors conspire against a program and pilots which are relaxed and complacent in regard to safe practices. Helicopter air medical is terribly unforgiving of neglect and incompetence; operators, pilots and their colleagues, and sponsor hospitals must be aggressive in identifying and addressing any and all safety issues immediately, without regard to personnel, political, financial or administrative matters. There's too much at stake to maintain a cavalier attitude, or assume that an accident can't happen. Helicopters are flown safely all the time. But it doesn't happen by accident.
In summary, my recommendations for raising the safety level of air medical helicopters are the following:
*Senate Rule S.1300 is listed.
- For those programs requesting it, an immediate safety stand-down for FAA or other outside party review and report on all aspects of the operation.
- Pilots must be better vetted, and trained emphasizing weather incursion recovery.
- Instrument flight capability for recovery only in all air medical helicopters.
- Higher pilot hours in the aircraft being flown, to include a minimum of 2,000 hours to be hired, 20 hours in type, 10 hours at night, and 50 hours of actual or simulated weather time.
- Multi-engine aircraft in all HEMS operations.
- CVR/FDR/TAWS installation in air med helicopter cockpits + modular installations.
- De-emphasize rapid response/takeoff time.
- Higher program weather minimums, and mandatory down-status.
- Hospital administration must be more involved.
- The contract bottom line must be secondary to safe practices and hard aviation realities. Yearly contracts to expedite innovation time for safety proposals.
- Reduce operating areas at night, or use two pilots.
- Requirement for availability to all medical crews of a no-flight or abandon-mission protocol without fear of repercussion.
- Site manager a hospital employee with authority to hire and fire, with pilot status a plus.
- FAA SFAR for air medical helicopter operations codifying weather minimums, IFR equipment, NVG, TAWS, dual pilot capability, and op specs required for expanded area operations after dark or below specific weather values.
- All air medical flights conducted under part 135 regardless of patient presence.
Equipment Requirements:
Multi-engine aircraft
IFR for recovery only
NVG capability
TAWS
Wire cutters
CVR/FDR
GPS moving map
Weather access in the cockpit in real time
*Legislation, S. 1300, has been introduced in the U.S. Senate to authorize appropriations for the Federal Aviation Administration (FAA) for fiscal years 2008 through 2011 to improve safety and capacity and to modernize the air traffic control system. In addition to the issues previously discussed concerning user fees and surcharges and an increase in the fuel tax, S. 1300 also would mandate significant changes for helicopter emergency medical service operators.
Section 508 of S. 1300 would mandate compliance with Part 135 regulations whenever medical crew are on board, without regard to whether there are patients on board the helicopter. Within 60 days of the date of enactment of S. 1300, the FAA would be required to initiate rulemakings to create standardized checklists of risk evaluation factors and require helicopter EMS operators to use the checklist to determine whether a mission should be accepted. Additionally, the FAA would be required to complete a rulemaking to create standardized flight dispatch procedures for helicopter EMS operators and require operators to use those procedures for flights.
Any helicopter used for EMS operations that is ordered, purchased, or otherwise obtained after the date S. 1300 was enacted would also be required to have on board an operational terrain awareness and warning system (TAWS) that meets the technical specifications of section 135.154 of the Federal Aviation Regulations (14 C.F.R. 135.154).
To improve the data available to National Transportation Safety Board (NTSB) investigators at crash sites, the FAA would also be required to complete a feasibility study of requiring flight data and cockpit voice recorders on new and existing helicopters used to EMS operations. Subsequent to the feasibility study, the FAA would be required within two years of S. 1300's enactment to complete a rulemaking requiring flight data and cockpit voice recorders on board such helicopters.
All Helicopter Association International (HAI) operators conducting EMS operations are strongly encouraged to review the provisions contained in *Section 508 of S. 1300. HAI is interested in hearing from you with respect to any concerns you might have over the requirements contained in this legislation. Please contact David York or Ann Carroll via email at david.york@rotor.com or ann.carroll@rotor.com.
HAI continues to analyze legislation in the U.S. House of Representatives and the U.S. Senate with respect to FAA reauthorization and general aviation user fees, surcharges, and other safety provisions. More information will be provided on the HAI Web site as developments occur in Washington.
**Section 508 of S. 1300
S.1300
Aviation Investment and Modernization Act of 2007 (Introduced in Senate)
SEC. 508. INCREASING SAFETY FOR HELICOPTER EMERGENCY MEDICAL SERVICE OPERATORS.
(a) Compliance With 14 CFR Part 135 Regulations- No later than 18 months after the date of enactment of this Act, all helicopter emergency medical service operators shall comply with the regulations in part 135 of title 14, Code of Federal Regulations whenever there is a medical crew on board, without regard to whether there are patients on board the helicopter.
(b) IMPLEMENTATION OF FLIGHT RISK EVALUATION PROGRAM- Within 60 days after the date of enactment of this Act, the Federal Aviation Administration shall initiate, and complete within 18 months, a rulemaking--
(1) to create a standardized checklist of risk evaluation factors based on its Notice 8000.301, issued in August, 2005; and
(2) to require helicopter emergency medical service operators to use the checklist to determine whether a mission should be accepted.
(c) COMPREHENSIVE CONSISTENT FLIGHT DISPATCH PROCEDURES- Within 60 days after the date of enactment of this Act, the Federal Aviation Administration shall initiate, and complete within 18 months, a rulemaking--
(1) to create standardized flight dispatch procedures for helicopter emergency medical service operators based on the regulations in part 121 of title 14, Code of Federal Regulations; and
(2) require such operators to use those procedures for flights.
(d) IMPROVING SITUATIONAL AWARENESS- Any helicopter used for helicopter emergency medical service operations that is ordered, purchased, or otherwise obtained after the date of enactment of this Act shall have on board an operational terrain awareness and warning system that meets the technical specifications of section 135.154 of the Federal Aviation Regulations (14 C.F.R. 135.154).
(e) Improving the Data Available to NTSB Investigators at Crash Sites-
(1) STUDY- Within 1 year after the date of enactment of this Act, the Federal Aviation Administration shall complete a feasibility study of requiring flight data and cockpit voice recorders on new and existing helicopters used for emergency medical service operations. The study shall address, at a minimum, issues related to survivability, weight, and financial considerations of such a requirement.
RULEMAKING- Within 2 years after the date of enactment of this Act, the Federal Aviation Administration shall complete a rulemaking to require flight data and cockpit voice recorders on board such helicopters.
About the Author:
Byron Edgington is a former Helicopter Air Medical pilot with 35 years, 12,500 hours in the cockpit, and with over 3,200 patient flights. His career in commercial aviation included corporate, air medical, offshore, forest fire and tour flying. Byron Edgington is the author of several books, including his memoir The Sky Behind Me, available soon on Amazon.com. This article is a condensed version taken from chapter 7 of the memoir.
Article Source: [http://EzineArticles.com/?How-to-Fix-the-Helicopter-EMS-Accident-Rate&id=2272623] How to Fix the Helicopter EMS Accident Rate
By [http://ezinearticles.com/?expert=Byron_Edgington]Byron Edgington
Helicopter Emergency Medical Services(HEMS) is an industry at risk. Due to a rash of fatal accidents, the industry is sicker than the patients being flown. The air med business is dying because, instead of saving lives, it's killing people, namely helicopter crews, and often their patients.
The problem didn't happen overnight; the solution won't come quickly, either.
From the beginning, air medical helicopters have experienced a high accident rate. The risk can never be eliminated, but it can be mitigated and reduced to the point where an air med accident is rare. The following treatise tells how that can be done. If all the initiatives listed here were put in place tomorrow, the HEMS accident rate would drop to near zero. Here's the road map of how that can happen.
" First recommendation: for those programs requesting it, an immediate safety stand-down for FAA or other outside party review on all aspects of the HEMS operation.
One of the difficulties with the accident rate in air medical is simple semantics. What is an accident, and how are the statistics compiled? Here's the bottom line: the stated expectation must be a zero accident rate.
A Special FAR is needed, a new regulation aimed specifically at air medical operations similar to the regs in place for helicopter tour operators. For years the FAA has been unwilling or unable to simply shut down an operator or individual program site for safety or regulatory violations. There should be the institution of an anonymous tip line to the FAA, a whistle-blower feature for passengers, crew, or other employees of the various operators to use, something similar to the NASA safety reporting form. The potential for abuse is always present with such a system; but the potential for increased transparency is, as well, and the issue is critical.
" Pilots must be better vetted and trained.
There are too many programs, and too many helicopter operators such that the pilot staffing pool is too thin. With lower experience levels, and more programs flying more aircraft more hours, a growing accident rate is almost inevitable. A direct link can be made between the start of hostilities in Iraq, and the latest rise in the rate of air medical accidents. Many veteran pilots with a military affiliation are flying overseas, leaving programs at home understaffed, or with less experienced pilots in cockpits, or both.
Given the fact that most air medical accidents are weather related this makes sense. Military pilots are better able to maintain control in IIMC. The skills military pilots acquire, both in flight and with access to simulators, also confer a level of confidence unavailable to non-military pilots.
Another reason air med requires more professionalism and oversight is, that programs are 24/7 operations, with a high percentage of flying at night. Pilot error is the single most common factor in air medical accidents, and current crew rest rules are inadequate to address that. Shutting down a program after dark is not an option*, as these are emergency response vehicles, and must be staffed accordingly.
" Instrument Flight capability for recovery only in all air medical helicopters.
If used correctly, IFR capability is a powerful risk reducer in HEMS operations. What operators commonly substitute for IFR capability is company policy which demands that pilots avoid instrument weather at all cost. But denial of upgraded capability is inexcusable in a company which offers aviation assets to the public. The FAA should demand IFR capability for air medical helicopters as part of the new SFAR. This would serve two purposes: it would give pilots needed options; it would increase the standard of companies competing for air med business, drive marginal operators away.
Let me be clear about this: I propose IFR capability for recovery only, not for launch. IFR equipment, coupled with ongoing instrument training, will go a long way toward eliminating air med accidents.
Most fatal accidents have happened en-route to a patient pickup, or after a pilot has aborted the flight, and turned toward home base. This says that air med crews are accepting missions in weather that's marginal at best, an attempt to take off and check conditions over a commonly flown route. Just so, the more emphasis placed on weather avoidance, and dismissal of IFR capability in lieu of weather minimums and dogmatic measures, have made air medical less safe.
Pilots must find the delicate balance between program needs and their professional standing. Air med pilots are just charter pilots with a single client. But the trappings of the air med program, the flight suits, logos, and close interaction with medical staff is a constant enforcement of the team concept at a client hospital. There's nothing wrong with team spirit. But the elite nature of air med flight crews can dilute a pilot's command authority in situations where patient need appears to override aviation considerations. Weather factors can be minimized. Nuisance maintenance issues ignored. Crew rest times can be arbitrarily extended to pursue a patient mission at crew change time. At most programs, pilots are shielded from patient information, to avoid undue pressure on them to accept or reject a flight. This is a good protocol. But the simple truth is, that pilot exposure patient medical condition is unavoidable at the onset of the mission, or at any time during the flight. What's needed is a more professional, more objective pilot in the first place.
Give site managers the authority they need to enforce safe practices. Site managers have little authority to enforce pilot codes, or punish unprofessional behavior. Most accidents begin in the hiring phase, lying in wait for the right conditions. Posting a pilot to a contract site is expensive. But when a client hospital demands a pilot's removal, or a site manager learns of safety infractions, that manager must be able to take action.
Air medical flying has always had a reputation for having an emergency, rapid-response atmosphere. This sheen of excitement is what attracts certain people to it, the so-called adrenaline junkies. From my 20 years in a HEMS cockpit, I can attest to the high-profile nature of the work. There's nothing more exciting than having the helicopter clatter out of the sky, arrive on scene, and land to save the day. The feeling is intoxicating, even if it is illusory. It's easy to lose sight of the aviation aspect of it.
The bottom line is, that pilots at air med programs are locked and loaded to fly, and not every pilot is cut out for it. Accepting a mission is the default mode. But instead of being paid to fly, pilots must understand that they're being paid for the judgement to not fly at times. FAR part 105, the so-called 'pilot-in-command' rule, not only protects pilots and the decisions they make, but it eliminates the potential hazard of a diluted decision, a decision made by a committee. Especially with the rapid growth of the HEMS industry, hour requirements and necessary experience levels have dropped. The pilot pool has shrunk beyond the competence level required.
" Multi-engine aircraft in air medical operations.
All air medical programs should field multi-engine helicopters. If that proves too much for the budget, the hospital should abandon the air medical program, or seek a consortium arrangement.
Having two engines, and the doubling of other on-board systems, simply brings the aviation asset up to par with the medical equipment it carries. Medical staff routinely have backups for everything; their aircraft should have nothing less.
Multi-engine aircraft also obviate additional mechanic staffing. Two mechanics are more efficient, better rested, doubly trained, and have more latitude toward performing required tasks to keep the equipment operating.
Another less obvious benefit to fielding twin-engine aircraft is the potential for pilot training. Depending on the aircraft, an extra seat is available in the cockpit on every flight. That empty seat ought to be used for an observer, a rookie pilot, or a new hire to ride along, to see first hand how the operation works.
Another advantage of this change is, that the copilot could be someone in training. If done properly, this position could be a revenue source for innovative operators willing to help a pilot build up his or her logbook, and willing to pay for the opportunity, to the benefit of the operator's bottom line.
" CVR/FDR/TAWS/GPS moving map installation in air med helicopter cockpits.
The FAA should mandate cockpit voice recorders, and/or flight data recorders in every HEMS cockpit. This would add transparency to every air med mission. These boxes would have two additional benefits: they would assist in an accident investigation, a use for which they were designed; and they would facilitate maintenance work by recording and archiving system operating parameters. TAWS is nothing more than ground avoidance technology, another layer of protection. GPS should be a requirement in all HEMS cockpits.
" De-emphasize rapid response/takeoff time.
In spite of programs' PR efforts, and patient impact evidence to the contrary, a rapid response only puts the aircraft and crew at risk, makes negligible difference in patient outcome, and should be de-emphasized. A launch time of ten minutes is not unreasonable. No other part 135 operation would advertise a five minute takeoff time, nor would the FAA grant operations specifications for such a thing. In actual practice, the HEMS mission is, by and large, a transport system to provide a stable, monitored environment for patients between hospitals.
" Higher program weather minimums, and mandatory down-status.
Weather is a factor in 50% of HEMS accidents. Program and FAA-mandated weather minimums are typically stringent, but at most programs they still border on marginal VFR. The environment in which air medical aircraft operate is typically where weather information is least available and/or reliable--below three thousand feet, far from weather reporting outlets, and often below radar coverage.
" Hospital administration must be more involved.
The administration of air med programs must become more intimately involved in day to day operations. Launch decisions should be reviewed; mandatory short takeoff times should be abandoned; borderline pilots, or those who consistently make poor decisions should be held accountable; safety committees should be established, with authority to make major decisions, including the configuration of the aircraft.
Medical directors should apprise physician staff of safety issues concerning air medical, including the need for better triage to eliminate non-emergent air transports. A culture of support must be effected for no-go decisions. The tendency for medical staff receiving a transport request is to use the helicopter if any indication exists that it's needed. The underlying assumption is, that the patient needs to be flown, or a doctor would not have called.
But patients are often flown only for mundane logistical reasons. Various EMS services are available on a limited basis. Taking a ground rig away leaves the county uncovered for long periods. The helicopter is often used as a substitute in these cases. Thus, the air medical asset closest to the patient is often used when there's no indication the patient needs to be flown.
I was a pilot in command of an air medical helicopter for twenty years. I understand the pressures and contingencies, regulations, environment and politics that air med pilots are exposed to every day. From my first air medical flight in July 1983, to my last in October 2003 I saw one of every kind of patient mission there is, except one. I never witnessed a birth on board the helicopter. That simple fact, that in 3,200 patient missions I never once witnessed a birth is instructive. It means triage for women about to deliver was done with utmost care. Both attending and receiving physicians knew not to call the helicopter.
The point is, that adequate triage, better consultation, or both, especially with today's technical ability for doctors to share information, is a key in the air medical safety puzzle, because it means fewer flights, thus more attention to truly urgent flights.
With four pilots per contract, and where program hours are low anyway, the operator may (rightly) be concerned about less flying proficiency. In this case the sponsoring hospital should contract for more training hours, match their assets with another hospital in a consortium arrangement, or cede the air medical transport service altogether, thus saving needed health care dollars.
Do fewer flights mean lowered service to potential clients? No, it means better service to clients who need the service more. While flying a routine, stable hospital transfer patient, the helicopter is out of service to respond to a trauma, or other emergent patient.
"The bottom line must be secondary to safe practices, and hard aviation realities.
Typically, a hospital based helicopter system is set up on a mixed staff basis, with pilots and mechanics employed by the aviation vendor, and the hospital staff employed in house. Sponsoring hospitals can budget for aircraft services; they have the option of renewing a contract with a vendor--or not; they don't assume the burden of aircraft maintenance, or staff training; and they avoid out of service time by having a backup aircraft within guidelines established in the contract. Leasing the asset also provides a hospital the opportunity to more easily upgrade to additional program functionality, such as IFR, NVG, multi-engine, or other changes.
But contracts offer only so much, and therein lies one of the more entrenched problems, with air medical safety often hanging in the balance: innovation is stifled, and safety initiatives shuttled between client and vendor, with little or no, or extremely slow resolution. There's no direct connection between funding and safety, of course. But there needs to be more attention paid to backup systems for HEMS operations. No surgeon would operate when the hospital's standby generator is out of service. No flight nurse would take off with no backup batteries for a heart monitor, or extra oxygen bottles. No hospital would place its million dollar MRI machinery uncovered in the parking lot, exposed to the elements.
But hospitals use single-engine helicopters, with VFR only cockpits, no NVG or GPS or TAWS capability, one electrical system, one hydraulic system, and one pilot on the overwhelming number of air med missions. The aircraft is typically parked on a pad outside, exposed to wind, rain, icing, heat, and all manner of corrosive elements, when hangarage could be acquired for little cost, keeping the helicopter dry, clean, ice and snow free, reducing maintenance issues, and more quickly prepared for flight.
Accountability is a very good thing. But due to the glacial pace of change in any institution, and given today's focus on reducing health care costs, any innovation, regardless of how appealing or relevant to minimizing risk in the air medical environment, is inevitably caught up in the control/justification/budget triangle, with numerous layers of bureaucracy. In the meantime, needed innovations and safety measures are shelved, or passed between client and vendor, with neither accepting financial responsibility. Until such time as safety prevails in the air medical field, contracts should be renegotiated year to year, with an escape clause for both parties. This would allow clients to better budget for new innovations, and for operators to escape onerous contracts, better serve customer demands, and be more attentive to the bottom line in a field already littered with bankrupt operators.
One beneficial byproduct of yearly contracting would be to drive out marginal operators, by recognizing that only larger, more flexible companies can bid on and expect to win hospital contracts, which require a rapid turnaround of assets. Another advantage to one-year contracts is, that this would force standardization of equipment. Presently, even two aircraft sited at the same hospital often have different medical installations, radio packages, lighting, warning systems and cockpit instrumentation. This may not be a problem for a contract site using the same pilots all the time, (or it may be a major problem), but the lack of standardization precludes another solution to the air medical accident puzzle.
Pilots at a particular program operate with little or no oversight from company headquarters. In such an arrangement, pilots often share only among themselves the various problems, maintenance gripes, and operational glitches. There exists no mechanism for collective focus and sharing of safety information company-wide, except for contact through annual check flights, or a company newsletter of some kind. This is yet another reason client hospitals should employ larger companies, as they have more latitude to hire and employ check pilots and relief pilot staff to float between programs. Doing so would disseminate good data and safety practices across the company.
Larger companies are also better able to use another innovation that would enhance safe operations: the transfer, or shared pilot concept. Transference between contract sites would add to the transparency and oversight of programs, and increase the level of professionalism. This is yet another reason hospitals should field multi-engine aircraft. The unoccupied cockpit seat could be used to orient a relief or transfer pilot, as a company check pilot station, or again, to train a new hire pilot, a functionality unavailable to single-engine operations.
In addition to the transparency and increased knowledge base, visiting pilots would offer the medical staff an objective forum to discuss deficiencies in the program, or challenges with sited pilot staff. It would also have the desirable effect of decreasing whatever level of protective opacity that may exist in the 'team oriented' environment.
Yet another solution to safe operations is to decrease the level of team cohesion that may promote a protective amnesia about unsafe or marginal individuals, either aviation or medical staff. Client hospitals may even consider altering the makeup of flight staff, replacing the traditional flight nurse team with floating medical staff to go along with visiting pilot staff. This would place more emphasis on the 'air', and less on the 'medical' part of the equation, increasing the level of safety. Patients and nurses don't crash; pilots and helicopters do.
One solution to this dilemma has already been listed, a solution that is open heresy to the air medical community. There are simply too many air medical helicopters, operating at too many hospitals, by too many vendors. If patient outcomes, mortality and morbidity were being positively affected, all to the good. But, after thirty years of operating air medical helicopters, there's no objective evidence either of those is happening. Meantime, more air medical crews are dying in accidents. There's plenty of anecdotal information, and hundreds of patients will testify to the good these aircraft and crews have done, as will I. But the simple, stark reality is, that air medical aviation is sicker than the patients it's attempting to reach. Measures must be taken to change the situation.
" Reduce operating areas at night, or use two pilots/ IFR/NVG and TAWS.
One of the boldest solutions to the air medical accident rate will also be the most controversial. Given the nature of air medical, particularly in light of its image Vs reality, hospitals interested in reducing risks, and raising the standard of safety should consider reducing their response radius after a certain time, midnight being the likely cutoff, to a distance of twenty-five miles from the home facility. This restriction would benefit safety in several ways: it would automatically reduce fatigue levels in air med crews; it would be an automatic triage function, putting requesting hospitals and physicians on notice that a patient needing air transport must be flown before midnight, or wait till morning. A reduced operations area would cut the risk of weather-related accidents, putting helicopters closer to the home hospital, thus obviating the aircraft's use for only emergent patients. Shrinking the response area would also preclude much of the risk associated with weather changes en-route, or due to long wait times at outer hospitals and/or loiter points. Another benefit, particularly at programs with two or more aircraft, is the increased availability for maintenance. It would also save sponsor hospitals money, since the revenue hours flown would likely be less. Plus, the possibility exists that fewer pilots would be needed with a reduced coverage area after midnight.
An alternative to this proposal is the use of IFR cockpits, NVG equipped crews (including medical staff), and adoption of proposed Terrain Awareness & Warning System in all air medical helicopter cockpits per Section 508 of S. 1300*, a bill in the U.S. Senate aimed at rectifying the accident rate in HEMS operations**.
Every program's statistics are different, and air medical is, after all, an emergency rescue service. But limiting the rescue service would not be the intent; the intent is increased oversight through better triage of transport requests. At most programs, so-called on-scene missions comprise the lowest percentage of response flights. The larger number is stable, non-emergent patient missions. It's been debated for years whether or not the use of helicopters impacts patient mortality and/or morbidity. That debate will continue. But until the safety issue is adequately addressed, it will override all others. And until safe flight of air medical helicopters becomes a given, advisability of using them for patient transport must be watched more carefully.
The HEMS accident rate will only be reduced when the three legs of the stool are in place: pilots; aircraft & equipment; and hospital/operator oversight. Until the changes listed herein are accepted practice in air medical flying, accidents will continue to plague this critical industry. It's my hope that all involved can step away from the habits of the past, and focus on the changes needed to make HEMS the safe, efficient patient transport system it can be.
Accidents are not inevitable; they happen when factors conspire against a program and pilots which are relaxed and complacent in regard to safe practices. Helicopter air medical is terribly unforgiving of neglect and incompetence; operators, pilots and their colleagues, and sponsor hospitals must be aggressive in identifying and addressing any and all safety issues immediately, without regard to personnel, political, financial or administrative matters. There's too much at stake to maintain a cavalier attitude, or assume that an accident can't happen. Helicopters are flown safely all the time. But it doesn't happen by accident.
In summary, my recommendations for raising the safety level of air medical helicopters are the following:
*Senate Rule S.1300 is listed.
- For those programs requesting it, an immediate safety stand-down for FAA or other outside party review and report on all aspects of the operation.
- Pilots must be better vetted, and trained emphasizing weather incursion recovery.
- Instrument flight capability for recovery only in all air medical helicopters.
- Higher pilot hours in the aircraft being flown, to include a minimum of 2,000 hours to be hired, 20 hours in type, 10 hours at night, and 50 hours of actual or simulated weather time.
- Multi-engine aircraft in all HEMS operations.
- CVR/FDR/TAWS installation in air med helicopter cockpits + modular installations.
- De-emphasize rapid response/takeoff time.
- Higher program weather minimums, and mandatory down-status.
- Hospital administration must be more involved.
- The contract bottom line must be secondary to safe practices and hard aviation realities. Yearly contracts to expedite innovation time for safety proposals.
- Reduce operating areas at night, or use two pilots.
- Requirement for availability to all medical crews of a no-flight or abandon-mission protocol without fear of repercussion.
- Site manager a hospital employee with authority to hire and fire, with pilot status a plus.
- FAA SFAR for air medical helicopter operations codifying weather minimums, IFR equipment, NVG, TAWS, dual pilot capability, and op specs required for expanded area operations after dark or below specific weather values.
- All air medical flights conducted under part 135 regardless of patient presence.
Equipment Requirements:
Multi-engine aircraft
IFR for recovery only
NVG capability
TAWS
Wire cutters
CVR/FDR
GPS moving map
Weather access in the cockpit in real time
*Legislation, S. 1300, has been introduced in the U.S. Senate to authorize appropriations for the Federal Aviation Administration (FAA) for fiscal years 2008 through 2011 to improve safety and capacity and to modernize the air traffic control system. In addition to the issues previously discussed concerning user fees and surcharges and an increase in the fuel tax, S. 1300 also would mandate significant changes for helicopter emergency medical service operators.
Section 508 of S. 1300 would mandate compliance with Part 135 regulations whenever medical crew are on board, without regard to whether there are patients on board the helicopter. Within 60 days of the date of enactment of S. 1300, the FAA would be required to initiate rulemakings to create standardized checklists of risk evaluation factors and require helicopter EMS operators to use the checklist to determine whether a mission should be accepted. Additionally, the FAA would be required to complete a rulemaking to create standardized flight dispatch procedures for helicopter EMS operators and require operators to use those procedures for flights.
Any helicopter used for EMS operations that is ordered, purchased, or otherwise obtained after the date S. 1300 was enacted would also be required to have on board an operational terrain awareness and warning system (TAWS) that meets the technical specifications of section 135.154 of the Federal Aviation Regulations (14 C.F.R. 135.154).
To improve the data available to National Transportation Safety Board (NTSB) investigators at crash sites, the FAA would also be required to complete a feasibility study of requiring flight data and cockpit voice recorders on new and existing helicopters used to EMS operations. Subsequent to the feasibility study, the FAA would be required within two years of S. 1300's enactment to complete a rulemaking requiring flight data and cockpit voice recorders on board such helicopters.
All Helicopter Association International (HAI) operators conducting EMS operations are strongly encouraged to review the provisions contained in *Section 508 of S. 1300. HAI is interested in hearing from you with respect to any concerns you might have over the requirements contained in this legislation. Please contact David York or Ann Carroll via email at david.york@rotor.com or ann.carroll@rotor.com.
HAI continues to analyze legislation in the U.S. House of Representatives and the U.S. Senate with respect to FAA reauthorization and general aviation user fees, surcharges, and other safety provisions. More information will be provided on the HAI Web site as developments occur in Washington.
**Section 508 of S. 1300
S.1300
Aviation Investment and Modernization Act of 2007 (Introduced in Senate)
SEC. 508. INCREASING SAFETY FOR HELICOPTER EMERGENCY MEDICAL SERVICE OPERATORS.
(a) Compliance With 14 CFR Part 135 Regulations- No later than 18 months after the date of enactment of this Act, all helicopter emergency medical service operators shall comply with the regulations in part 135 of title 14, Code of Federal Regulations whenever there is a medical crew on board, without regard to whether there are patients on board the helicopter.
(b) IMPLEMENTATION OF FLIGHT RISK EVALUATION PROGRAM- Within 60 days after the date of enactment of this Act, the Federal Aviation Administration shall initiate, and complete within 18 months, a rulemaking--
(1) to create a standardized checklist of risk evaluation factors based on its Notice 8000.301, issued in August, 2005; and
(2) to require helicopter emergency medical service operators to use the checklist to determine whether a mission should be accepted.
(c) COMPREHENSIVE CONSISTENT FLIGHT DISPATCH PROCEDURES- Within 60 days after the date of enactment of this Act, the Federal Aviation Administration shall initiate, and complete within 18 months, a rulemaking--
(1) to create standardized flight dispatch procedures for helicopter emergency medical service operators based on the regulations in part 121 of title 14, Code of Federal Regulations; and
(2) require such operators to use those procedures for flights.
(d) IMPROVING SITUATIONAL AWARENESS- Any helicopter used for helicopter emergency medical service operations that is ordered, purchased, or otherwise obtained after the date of enactment of this Act shall have on board an operational terrain awareness and warning system that meets the technical specifications of section 135.154 of the Federal Aviation Regulations (14 C.F.R. 135.154).
(e) Improving the Data Available to NTSB Investigators at Crash Sites-
(1) STUDY- Within 1 year after the date of enactment of this Act, the Federal Aviation Administration shall complete a feasibility study of requiring flight data and cockpit voice recorders on new and existing helicopters used for emergency medical service operations. The study shall address, at a minimum, issues related to survivability, weight, and financial considerations of such a requirement.
RULEMAKING- Within 2 years after the date of enactment of this Act, the Federal Aviation Administration shall complete a rulemaking to require flight data and cockpit voice recorders on board such helicopters.
About the Author:
Byron Edgington is a former Helicopter Air Medical pilot with 35 years, 12,500 hours in the cockpit, and with over 3,200 patient flights. His career in commercial aviation included corporate, air medical, offshore, forest fire and tour flying. Byron Edgington is the author of several books, including his memoir The Sky Behind Me, available soon on Amazon.com. This article is a condensed version taken from chapter 7 of the memoir.
Article Source: [http://EzineArticles.com/?How-to-Fix-the-Helicopter-EMS-Accident-Rate&id=2272623] How to Fix the Helicopter EMS Accident Rate
How To Hover Syma RC Helicopter
How to Hover a Remote Control Helicopter
By [http://ezinearticles.com/?expert=Brett_Mills]Brett Mills
The main goal of hovering an RC helicopter is to keep it in one spot with as little moving or drifting as possible. Ultimately, you'd like it to remain absolutely motionless, but in a non perfect world, that's nearly impossible as there are too many factors that will cause drift or motion. For the beginner pilot hovering an RC helicopter can prove to be excessively difficult and many people give up on the hobby because they can't master hovering. While it is possible and people do fly RC helicopters without being able to hover properly, it's not recommended. It's like learning to run before you can walk and you'll eventually run into a problem. Being able to hover teaches control and fine motor skills that you'll want to have to become a better overall pilot. Even top performers practice hovering to hone their skills. There are 4 main hovering positions, or 8 if you count inverted hovering, but I'm not going to get into that as it's a lot more complicated than learning basic, right side up hovering that we'll discuss in this 'how to' article....
Tail in hovering is where the tail is pointing towards you and the nose of your helicopter is away from you. Nose in is the opposite - where the nose of your helicopter is pointing towards you and the tail is pointing away from you. Right side in is where the nose is pointing to the right, the tail is pointing to the left and you're facing the right side of the helicopter. Left side is the opposite, where the nose is pointing to the left, the tail to the right and you're facing the left side of the helicopter.
Pre-flight Setup & Checklist
Before you can learn to hover your RC helicopter, you need to make sure your helicopter and radio is properly setup. If unsure, consult an experienced pilot or your local hobby store. Put your training gear on. If you don't have some, buy it. It costs $20 - $50 and if you're just starting out will save you hundreds in crash damages. The training gear also makes a good visual aid that help you see the pitching and rolling of your RC helicopter before you notice them in your helicopter. If you're flying a nitro helicopter, have lots of fuel available. If you're going electric, make sure your batteries are charged and have more than one available if possible. The more you can fly continually, the faster you'll improve your skills.
Make sure your gyro is set to heading hold mode. While some people recommend flying with a gyro in rate mode because you'll get a better feel for the helicopter, I don't recommend it for the simple reason that unless you plan on building scale ships, you'll probably never use rate mode, so there's no sense learning to fly with it. Also, make sure your radio and helicopter is set up for hovering and that it's not too sensitive. If it's too sensitive or quick to respond, you can try adding some expo to the cyclic to soften the sticks around their centres, or decrease the endpoints to decrease the amount of cyclic pitch and responsiveness of the helicopter. And finally, go through your preflght checks.
Getting a Feel for Your Helicopter
Before you learn to hover, you need to understand how your RC helicopter works. When you move the sticks, how does your helicopter react? If you input right cyclic, how quickly does your helicopter react? The goal is to learn how your helicopter moves and corresponds with the inputs you give. Once your RC helicopter and radio are setup, you'll need a practice area. You're going to want the surface you're practicing on to be as smooth as possible so you can slide around a bit. A gym floor, a large and smooth cement basement, a ice rink or a smooth asphalt make the best practice surfaces - the smoother the better. If you're trying to learn on a rough or uneven surface like grass or gravel, your RC helicopter can catch on it and tip over. The training gear will help you slide around without fear or tippage. Make sure you have at least a 10ft x 10ft (20ft x 20ft or larger recommended) area that is clear of any and all obstructions. The larger your helicopter is, the more space you'll need. If there's no marking to use as a reference point, use a marker or masking tape to create one. Put your helicopter into the middle of the space pointing into the wind (if outdoors) and stand 10 - 15ft behind it. Start to throttle up very slowly - you don't want it to lift off the ground, just get it light on the training gear so you can slide it around. If your main blades rotate clockwise and your helicopter has been built properly, there's a good chance that it will want to drift slightly to the left to counteract the tail rotor thrust pushing to the right. If your rotors spin counter clockwise, your helicopter should drift slightly to the right. Use the trims to compensate for the drifting until your RC helicopter stays fairly stationery. Once you've got the trims set, give a little right cyclic input and watch as the helicopter moves to the right. Then give left cyclic input to move it back to the reference point. Then do the same thing moving your helicopter forwards and backwards. The main goal here is to get a feel for how the helicopter responds to your stick inputs and how much input is necessary to get it to move. You'll find small stick inputs are all that is necessary. Once you're comfortable with side to side and forwards / backwards movement, bring the helicopter back to your reference point and move it diagonally in all 4 directions. This will be a lot harder then left/right forwards/backwards movement because you'll be inputting multiple cyclic commands simultaneously as well as controlling the tail. You'll want to practice this until you can make very precise movements and are comfortable moving your helicopter around. Remember to always fly your helicopter by watching its nose, never by looking at the tail boom.
Learning To Hover All right...on to the good stuff.
Once you've got a feel for how your helicopter moves and how to control it using your radio, it's time to get it off the ground. For this, you'll want to move from your smooth surface to something softer, preferable short grass. This will help to absorb any impact from hard landings and prevent damage. If you have a really small or micro RC helicopter, you can do this on the same hard surface you used earlier as there's not much weight to cause damage. Pick or mark a reference spot and place your helicopter there going through all the pre-flight checks mentioned earlier. Input collective until your helicopter is just a few inches off the ground and try to hold it there. Remember that very small inputs make a big difference, so be gentle on the controls. Pay attention to your helicopter and the balls on the training gear and try to anticipate any movement and try to compensate for it in advance. To become a masterful hoverer you need to be able to tell what's going to happen in terms of movement and react to it in advance to prevent it from happening. As you become more comfortable, start to bring it a little higher and higher until you get it up to 2 - 3ft and can hold it in one spot.
Congratulations!!!
You can now hover an RC helicopter... everything else is downhill from here. Though you'll probably want to go through at least 3 - 5 batteries or tanks of fuel practicing stationary hovering before you start to move your helicopter around to make sure you'll be able to react in time in case of a mishap. As s side note, when practicing hovering, you'll usually want to hover above 2 - 3ft to avoid ground effect. Ground effect is when your RC helicopter is hovered close to the ground (under one rotor diameter) and the downwash of the rotor blades creates a high pressure bubble of air. This bubble of air applies an uneven upwards force which causes the helicopter to wobble or move sideways making stable flight difficult. It's a little like balancing a basketball on your finger (when it's not spinning). For those reasons, when practicing hovering, I prefer to hover at about 3 - 5ft. It's high enough to avoid the ground effect and low enough that I'm looking slightly down at the helicopter and can use the ground as a reference. The higher you get, the harder it is to perceive depth and keep the helicopter in one place - there's also no easily perceivable frame of reference against the sky as there is on the ground. However, with that being said, if you're just starting out you might want to hover a little higher in case you make a mistake so you have time to recover. Many people use the saying "practice 2 mistakes high" meaning that you have time to recover from at least two mistakes before your helicopter becomes acquainted with the ground, the hard way. Tip: Use a simulator for practicing and once you're comfortable on your computer try it on your RC helicopter. Once you're able to easily hover your RC helicopter tail in, it's time to start moving it around a little. Repeat the same left/right forwards/backwards and diagonal movements that you did in the previous section, but this time your helicopter will be 2-3ft in the air and when you get to your new position, hold it there for 15-20 seconds before moving on. Transitioning from flight to hovering will help to improve your skills and take you to the next step. Stationary side in and nose in hovering is significantly more difficult than the tail in hovering exercises mentioned in this article because cyclic commands are 90 or 180 degrees off depending on the position. For example, when nose in hovering, if you input a right cyclic command, your helicopter will move to the left and vice versa, so I'll save them for another time.
Now go out there and enjoy your Remote Control Helicopter, by far the best remote control toy money can buy.
Hi. My name is Brett Mills and i am the proud owner of http://www.myradiocontrol.com
I have been flying remote control helicopters for many years now and have decided to make my knowledge available to others. I have some great rc helicopters available for purchase as well. Ranging from $30 up to $750.
I also have a blog running alongside my website at http://radiocontrolhelicopter-brettmillsy.blogspot.com/ with updates, funny stories and the odd crash movie.
I do hope you enjoyed the article and you come and visit my site soon.
Article Source: [http://EzineArticles.com/?How-to-Hover-a-Remote-Control-Helicopter&id=2099510] How to Hover a Remote Control Helicopter
By [http://ezinearticles.com/?expert=Brett_Mills]Brett Mills
The main goal of hovering an RC helicopter is to keep it in one spot with as little moving or drifting as possible. Ultimately, you'd like it to remain absolutely motionless, but in a non perfect world, that's nearly impossible as there are too many factors that will cause drift or motion. For the beginner pilot hovering an RC helicopter can prove to be excessively difficult and many people give up on the hobby because they can't master hovering. While it is possible and people do fly RC helicopters without being able to hover properly, it's not recommended. It's like learning to run before you can walk and you'll eventually run into a problem. Being able to hover teaches control and fine motor skills that you'll want to have to become a better overall pilot. Even top performers practice hovering to hone their skills. There are 4 main hovering positions, or 8 if you count inverted hovering, but I'm not going to get into that as it's a lot more complicated than learning basic, right side up hovering that we'll discuss in this 'how to' article....
Tail in hovering is where the tail is pointing towards you and the nose of your helicopter is away from you. Nose in is the opposite - where the nose of your helicopter is pointing towards you and the tail is pointing away from you. Right side in is where the nose is pointing to the right, the tail is pointing to the left and you're facing the right side of the helicopter. Left side is the opposite, where the nose is pointing to the left, the tail to the right and you're facing the left side of the helicopter.
Pre-flight Setup & Checklist
Before you can learn to hover your RC helicopter, you need to make sure your helicopter and radio is properly setup. If unsure, consult an experienced pilot or your local hobby store. Put your training gear on. If you don't have some, buy it. It costs $20 - $50 and if you're just starting out will save you hundreds in crash damages. The training gear also makes a good visual aid that help you see the pitching and rolling of your RC helicopter before you notice them in your helicopter. If you're flying a nitro helicopter, have lots of fuel available. If you're going electric, make sure your batteries are charged and have more than one available if possible. The more you can fly continually, the faster you'll improve your skills.
Make sure your gyro is set to heading hold mode. While some people recommend flying with a gyro in rate mode because you'll get a better feel for the helicopter, I don't recommend it for the simple reason that unless you plan on building scale ships, you'll probably never use rate mode, so there's no sense learning to fly with it. Also, make sure your radio and helicopter is set up for hovering and that it's not too sensitive. If it's too sensitive or quick to respond, you can try adding some expo to the cyclic to soften the sticks around their centres, or decrease the endpoints to decrease the amount of cyclic pitch and responsiveness of the helicopter. And finally, go through your preflght checks.
Getting a Feel for Your Helicopter
Before you learn to hover, you need to understand how your RC helicopter works. When you move the sticks, how does your helicopter react? If you input right cyclic, how quickly does your helicopter react? The goal is to learn how your helicopter moves and corresponds with the inputs you give. Once your RC helicopter and radio are setup, you'll need a practice area. You're going to want the surface you're practicing on to be as smooth as possible so you can slide around a bit. A gym floor, a large and smooth cement basement, a ice rink or a smooth asphalt make the best practice surfaces - the smoother the better. If you're trying to learn on a rough or uneven surface like grass or gravel, your RC helicopter can catch on it and tip over. The training gear will help you slide around without fear or tippage. Make sure you have at least a 10ft x 10ft (20ft x 20ft or larger recommended) area that is clear of any and all obstructions. The larger your helicopter is, the more space you'll need. If there's no marking to use as a reference point, use a marker or masking tape to create one. Put your helicopter into the middle of the space pointing into the wind (if outdoors) and stand 10 - 15ft behind it. Start to throttle up very slowly - you don't want it to lift off the ground, just get it light on the training gear so you can slide it around. If your main blades rotate clockwise and your helicopter has been built properly, there's a good chance that it will want to drift slightly to the left to counteract the tail rotor thrust pushing to the right. If your rotors spin counter clockwise, your helicopter should drift slightly to the right. Use the trims to compensate for the drifting until your RC helicopter stays fairly stationery. Once you've got the trims set, give a little right cyclic input and watch as the helicopter moves to the right. Then give left cyclic input to move it back to the reference point. Then do the same thing moving your helicopter forwards and backwards. The main goal here is to get a feel for how the helicopter responds to your stick inputs and how much input is necessary to get it to move. You'll find small stick inputs are all that is necessary. Once you're comfortable with side to side and forwards / backwards movement, bring the helicopter back to your reference point and move it diagonally in all 4 directions. This will be a lot harder then left/right forwards/backwards movement because you'll be inputting multiple cyclic commands simultaneously as well as controlling the tail. You'll want to practice this until you can make very precise movements and are comfortable moving your helicopter around. Remember to always fly your helicopter by watching its nose, never by looking at the tail boom.
Learning To Hover All right...on to the good stuff.
Once you've got a feel for how your helicopter moves and how to control it using your radio, it's time to get it off the ground. For this, you'll want to move from your smooth surface to something softer, preferable short grass. This will help to absorb any impact from hard landings and prevent damage. If you have a really small or micro RC helicopter, you can do this on the same hard surface you used earlier as there's not much weight to cause damage. Pick or mark a reference spot and place your helicopter there going through all the pre-flight checks mentioned earlier. Input collective until your helicopter is just a few inches off the ground and try to hold it there. Remember that very small inputs make a big difference, so be gentle on the controls. Pay attention to your helicopter and the balls on the training gear and try to anticipate any movement and try to compensate for it in advance. To become a masterful hoverer you need to be able to tell what's going to happen in terms of movement and react to it in advance to prevent it from happening. As you become more comfortable, start to bring it a little higher and higher until you get it up to 2 - 3ft and can hold it in one spot.
Congratulations!!!
You can now hover an RC helicopter... everything else is downhill from here. Though you'll probably want to go through at least 3 - 5 batteries or tanks of fuel practicing stationary hovering before you start to move your helicopter around to make sure you'll be able to react in time in case of a mishap. As s side note, when practicing hovering, you'll usually want to hover above 2 - 3ft to avoid ground effect. Ground effect is when your RC helicopter is hovered close to the ground (under one rotor diameter) and the downwash of the rotor blades creates a high pressure bubble of air. This bubble of air applies an uneven upwards force which causes the helicopter to wobble or move sideways making stable flight difficult. It's a little like balancing a basketball on your finger (when it's not spinning). For those reasons, when practicing hovering, I prefer to hover at about 3 - 5ft. It's high enough to avoid the ground effect and low enough that I'm looking slightly down at the helicopter and can use the ground as a reference. The higher you get, the harder it is to perceive depth and keep the helicopter in one place - there's also no easily perceivable frame of reference against the sky as there is on the ground. However, with that being said, if you're just starting out you might want to hover a little higher in case you make a mistake so you have time to recover. Many people use the saying "practice 2 mistakes high" meaning that you have time to recover from at least two mistakes before your helicopter becomes acquainted with the ground, the hard way. Tip: Use a simulator for practicing and once you're comfortable on your computer try it on your RC helicopter. Once you're able to easily hover your RC helicopter tail in, it's time to start moving it around a little. Repeat the same left/right forwards/backwards and diagonal movements that you did in the previous section, but this time your helicopter will be 2-3ft in the air and when you get to your new position, hold it there for 15-20 seconds before moving on. Transitioning from flight to hovering will help to improve your skills and take you to the next step. Stationary side in and nose in hovering is significantly more difficult than the tail in hovering exercises mentioned in this article because cyclic commands are 90 or 180 degrees off depending on the position. For example, when nose in hovering, if you input a right cyclic command, your helicopter will move to the left and vice versa, so I'll save them for another time.
Now go out there and enjoy your Remote Control Helicopter, by far the best remote control toy money can buy.
Hi. My name is Brett Mills and i am the proud owner of http://www.myradiocontrol.com
I have been flying remote control helicopters for many years now and have decided to make my knowledge available to others. I have some great rc helicopters available for purchase as well. Ranging from $30 up to $750.
I also have a blog running alongside my website at http://radiocontrolhelicopter-brettmillsy.blogspot.com/ with updates, funny stories and the odd crash movie.
I do hope you enjoyed the article and you come and visit my site soon.
Article Source: [http://EzineArticles.com/?How-to-Hover-a-Remote-Control-Helicopter&id=2099510] How to Hover a Remote Control Helicopter
Sunday, January 2, 2011
Syma RC Helicopter With Gyroscope
Syma RC Helicopter With Gyroscope
I was able to buy the Syma 3 channel helicopter with the gyroscope as well as 3 more helicopters. 3 helicopters were bought from Syma and one off brand helicopter. The reason I got these helicopters because the only ones I have flown were were only 2 channel helicopters and if one broken I would have backup.
New Syma 3 Channel S107 Mini Indoor Co-Axial Metal Body Frame & Built-in Gyroscope RC Remote Controlled Helicopters
Both Syma helicopters are VERY strong since they are finished metal and hard plastic. The blades are also tough. There are some differences in the S107 and S105. The S105 is a little wider and slightly longer. It also has two LED lights on each side and one in the front, a total of 6, which can be cool or annoying, it just depends on liking.
Flying The Syma Gyroscope Helicopters
I got the Syma S107 and S105 simultaniously, and the S107 got here to begin with moreover the S105 was delivered before the next day. the Synma gyroscope helicopter I was suprised how secure and easy the air travel happened to be. The age limit is supposed to be 14 and up ,personally, I think that anybody with a little experience can manipulate this helicopter. It goes up, down, left, right, forward, and backwards, all at a steady speed thats fine for indoor flight. It is not too slow to be boring or too fast that you can't controll it. The trim button on the controller is pretty much not needed because it does not spin out of control. I still havnt adjusted the trim after about 20 flights.
Both Syma helicopters are VERY resilient since they are made of metal and hard plastic. The blades are also stable. There are some differences in the S107 and S105. The S105 is somewhat wider and somewhat longer. It also has two LED lights on each side and one in the front, a total of 6, which can be cool or annoying, it just depends on liking.
The s107 has a single light on the front. The S105 seems to spin out more than the S107 and is more tricky to trim. This is an obvious defect that was addressed with the newer S107, because it wont spin out at all. They both can be charged with the controller or through a USB port on your PC which is good if you don't want to use up your batteries on your controller.
Final Recommendation of the Syma Helicopters
The 2 Syma gyroscope helicopters make make use of of 6 AA batteries in the controller. Both helicopters are extremely stable and have been crashed several times. My only complaint with them is the flight time is only around 5 minutes, although I don't have anything to compare it to because the other 2 helicopters I was very happy when i bought are still not here yet after more than enough time.
Overall I would advocate the S107 over the S105 because of the trim issue with the S105, but both are excellent helicopters and they are a very good price.
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