April | May 2023

The Source for Helicopter Maintenance Professionals

CORROSION
Airborne Chemical Cling-Ons
Helicopter Maintenance —
A Personal Perspective
New to Part 107?
Bolingbrook, IL
PERMIT NO. 546
PAID
U.S. POSTAGE

HelicopterMaintenanceMagazine.com
PRSRT STD
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 April | May 2023

April | May 2023

The Source for Helicopter Maintenance Professionals

CORROSION
Airborne Chemical Cling-Ons
Helicopter Maintenance —
A Personal Perspective
New to Part 107?
Bolingbrook, IL
PERMIT NO. 546
PAID
U.S. POSTAGE

HelicopterMaintenanceMagazine.com
PRSRT STD

8 DEPARTMENTS
The Doc is In 6, 22
Editorial Director 30

Editorial Director
Joe Escobar | 920.747.0195
jescobar@HelicopterMaintenanceMagazine.com

Contributing Writers
Mike Broderick, Mario Pierobon,

16 18
Kevin Stewart

Publisher
Greg Napert | 608.436.3376
gnapert@HelicopterMaintenanceMagazine.com
FEATURES Director of Sales/Production Coordinator
Bob Graf | 608.774.4901
Airframe 8 bgraf@HelicopterMaintenanceMagazine.com
Corrosion
Marketing/Sales
Rotordoc LLC — Mike Broderick
Engines 12 661.644.5370 | rotordoc1223@icloud.com

Airborne Chemical Cling-Ons

Drone Scents 16
New to Part 107?
Industry Perspective 18
Helicopter Maintenance — A Personal Perspective
Creative/Production Director
Becker 505, LLC | info@becker505.com
Helicopter Maintenance
Helicopter Maintenance magazine is published six times
per year. All statements, including product claims, are those
of the person or organization making the statement or
claim. The publisher does not adopt any such statement or
claim as its own and any such statement or claim does not
necessarily reflect the opinion of the publisher. Printed in the
USA. POSTMASTER: Send address changes to Helicopter
Maintenance magazine at P.O. Box 175, Milton, WI 53563.
All rights reserved. Permission to reprint articles or quote
excerpts granted only upon written request.

4 HelicopterMaintenanceMagazine.com April | May 2023

DUNCAN AVIATION
PROVIDES THE
HIGHEST QUALIT Y
AVIONICS &
INSTRUMENT
REPAIR AND
OVERHAULS IN
THE INDUSTRY.

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We have more than 1,500 avionics and instrument

repair capabilities, including NDT, on the following
model helicopters: Agusta (A109A/C/E), Bell
(205, 206, 222, 412, 430, 212, 214, 429), Airbus (AS
350B/C/D/E, AS355F/N, SA 365C/N), McDonnell
Douglas (369D), Sikorsky (S-76A/B/C, S-92A).
 FLYING TOOLS AND
OFFENSIVE LANGUAGE?
I just returned from this year’s HELI-EXPO
convention which took place from March
6-9 in Atlanta. As the first get-together
since COVID no longer lurked within the
handshakes and meetings, the show was
lively and well attended. The HAI staff made
a noticeable effort to make it entertaining
and educational while providing generous
opportunities for business connections between
attendees and exhibitors. However, speaking
as an A&P with slightly more than 50 years
as a professional mechanic, I take umbrage at
the language on a T-shirt that was for sale in
the HAI souvenir store. I assume it is intended
to be humorous — however it sends an
MIKE BRODERICK inaccurate and insulting message about the
helicopter A&P, which is apparently reinforced and counterproductive — particularly, from
by the Helicopter Association International. I the industry’s leading organization, and it could
personally have not thrown any wrenches while hamper our recruiting efforts. The days of the
working on a helicopter — and neither have ill-tempered, knuckle dragging oaf who can only
the mechanics with whom I have associated speak in profane phrases are or should be history
with over the years, who also have too much (if they existed at all), and for sure not promoted
respect for flying aircraft and those who bet even as a tongue in cheek attempt at humor
their lives upon our work. So “flying wrenches” — especially given our purported outreach
— nope, shouldn’t and doesn’t happen! to attract educated young women and men.
As an industry we are desperate for A&P Helicopter maintenance is a profession that takes
technicians to fill our depleting ranks. The skill, patience, and dedication — sorting through
HAI has formed working groups to address the unconventional behavior of a machine
this issue. And while there are several factors whose flight is an ever-changing challenge to
involved with the shrinking population of A&P the laws of physics. And we, as the Helicopter
mechanics (compensation vs responsibility, Association International, should be promoting
adverse working conditions, etc.), this overt lack and fostering that concept, not making a buck
of respect for our profession is inappropriate on this insulting shirt. That’s my opinion!
The Doc is out!

6 HelicopterMaintenanceMagazine.com April | May 2023

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 CORROSION
BY MARIO PIEROBON

ALTHOUGH COMPOSITE DESIGN IS BECOMING MORE AND MORE APPARENT IN HELICOPTER DESIGN, MANY
LOAD CARRYING COMPONENTS OF HELICOPTERS ARE METALLIC. CONSIDERING THAT HELICOPTERS ARE
OFTEN OPERATED IN EXTREME CONDITIONS, CORROSION IS INDEED AN IMPORTANT TOPIC IN THE DOMAIN
OF HELICOPTER MAINTENANCE. IN THIS FEATURE, WE HAVE REACHED OUT TO INDUSTRY EXPERTS TO
ASSESS THE PECULIARITIES AND IMPACT OF CORROSION ON HELICOPTERS, THE PARTS OF HELICOPTERS
THAT ARE MOST EXPOSED TO CORROSION, AND THE TECHNIQUES AND TECHNOLOGIES AVAILABLE TO
MANAGE CORROSION.

PECULIARITIES AND IMPACT
The complexity of helicopter design makes for intricate
structures which are not always easily accessible, and
this leads to a volume of work required to gain access
for inspection, points out Lee Holland director of
airworthiness at Bristow. “The selected materials and
the corrosion prevention process plays a big role in
how an aircraft will perform under adverse operating
conditions,” he says. “Helicopters can also operate in
environmental conditions which promote corrosion,
also adding additional burden to the maintenance
regime due to the need for constant cleaning,
monitoring, and application of preventative measures.”

8 HelicopterMaintenanceMagazine.com April | May 2023

 “The selected materials and the corrosion prevention process
plays a big role in how an aircraft will perform under adverse
operating conditions.”
The demanding and intricate inspection regimes
required through to the preventative and restorative
process applied during maintenance are time
consuming, observes Holland. “There is also a need to
collect data from inspection findings and repairs and
feed this information to allow operational experience
to drive change in corrosion control measures,” he
affirms.
The preventative and repair activities range from
simple treatments to areas found to be affected by
minor corrosion problems, to the replacement of major
components when the corrosion is stress related or is
found deep within the aircraft structure during major
maintenance activities, highlights Holland. “As a fleet
ages, corrosion can be a major cause of lost revenue
due to unavailability. If corrosion is left undetected or
untreated, it could lead to stress cracks in load path
carrying structural components, restrictions in flight
controls and nuisance defects in electrical and avionics
systems,” he says. “These issues are considered in
maintenance programming and contribute toward the
high frequency of maintenance interventions all are
familiar with.”
EXPOSED PARTS
From an operational standpoint, the causes and sources
of corrosion may relate to maintenance or neglect (e.g.,
improper repairs and poor corrosion control programs
and training), the operational environment (tropical
or salt laden, humidity, etc.), accidental contamination
(chemical spills, human fluids, etc.), or to finish
deterioration (chipping, scratches, abrasion), affirms
Holland.
Indeed, helicopters routinely contend with dust,
sand, and debris that attack turbine engines thereby
impacting engine reliability and hampering efficient
engine operation, affirms Donaldson Aerospace. “For
missions over oceans or near coastal regions, tests show
that inlet barrier filters (IBF) are able to significantly
reduce airborne salts from entering the turbine and
10 HelicopterMaintenanceMagazine.com April | May 2023
degrading the performance of helicopter turboshaft
engines,” the company says.
Failure to adequately protect turbine engines
from daily and long-term salt ingestion can lead to
an array of serious operational challenges, according
to Donaldson Aerospace. “Among these there is
decreased mission capability with limited hover time
over saltwater, engine component corrosion exposure,
negative power trending reduction due to salt-related
engine maintenance, aggressive daily engine wash
regime required, increased engine overhaul cost, and
programmatic operational costs,” the company says.
According to Holland, structural areas of helicopters
that are most vulnerable to corrosion include the
external fuselage, external fuselage high load paths
(smoking rivets), access doors rims, landing gear bays
and jacking points, the cabin and baggage compartment
floor, the tail boom and fuselage internal bottom area,
and the tail drive shaft area. “With regard to flight
controls, corrosion vulnerable areas include bell cranks
(interface areas with retaining hardware, bearings),
rod ends or rod interface areas. In the landing gear,
corrosion criticalities can be found in connecting
hardware, bushings, wheel rims, brake disks or pads
hardware, and in spherical bearings. Lastly, in electrical
and avionics systems, corrosion can be found in
connectors and equipment mountings (e.g., antennas,
lights, line replaceable units),” he says.
TECHNIQUES AND TECHNOLOGIES
Corrosion prevention starts with the basic corrosion
treatments applied to the aircraft and components
during manufacturing, affirms Holland. “Basic
corrosion protection applied to materials in chemical
form, the application of primers and jointing
compounds, and the application of corrosion
preventative compounds all play an important role,”
he says. “During maintenance, the goal is to detect
entropy and restore these treatments as they deteriorate
with the age and use of the aircraft. The use of visual,
detailed, and non-destructive inspection techniques
is incorporated into maintenance programming.
Currently advancements can be seen in corrosion
control programming.”
The use of modern maintenance programming
techniques which incorporate data collection and
sharing lead to collaborative efforts between operators
and OEMs, explains Holland. “This serves to better
understand what is being experienced during
operations, feed this information back into working
groups, who can then analyze the information and
make decisions as to the best mitigation pathway
to manage corrosion issues,” he says. “This takes
inputs from the maintenance technicians on the
shop floor and it can also help optimise maintenance
programming to ensure interventions are effective and
frequency can be reduced where it is appropriate to
do so.”
IBF systems are a technology to protect engines from
damage ranging from lost efficiency to catastrophic
failure. “IBFs also add significant advantages including
meeting established engine time between overhaul
requirements, often making more power available than
alternate sand filter options, longer engine life due to
the reduction of erosion, reduced engine maintenance
cost,” says Donaldson Aerospace.
According to Holland, important technological
advancements are coming in the form of material
selection. “More composite design in newer types
reduces the exposure to corrosion issues to some extent.
The techniques applied to preventive measures make
use of well-established technologies that are proven to
be effective. The real battle with corrosion in helicopters
at the operators’ level is related to the effectiveness of
the currently applied techniques and appropriate use of
existing technologies,” he concludes.
Mario Pierobon is a safety management consultant
and content producer. His specialties include the
delivery of training on safety management systems
and on the European aviation safety regulations,
the auditing and authoring of safety management
documentation, the running of safety risk management sessions
and organizational auditing for the upgrade of safety management
capabilities. He is a recurrent contributor to several aviation
industry publications.
www.alpine.aero
Alpine Air Support GmbH
Switzerland
e
ur la nguag
eak yo P
We sp N SHI
W E C A
" YES, IATELY "
D
IMME
April | May 2023 HelicopterMaintenanceMagazine.com 11
 AIRBORNE CHEMICAL
CLING-ONS BY MIKE BRODERICK

QUESTION — DO YOU KNOW WHAT YOUR TURBINE ENGINE IS SNACKING ON DURING WORKING HOURS?
JUNK FOOD — THAT’S WHAT! INTERMINGLED IN THE AMBIENT INTAKE-AIR AND VIA THE COMPRESSOR INLET,
YOUR TURBINE ENGINE IS CONSUMING, COMPRESSING, AND EXTRACTING ENERGY FROM MOUTHFULS OF
CORROSIVE AND EROSIVE AIRBORNE CLING-ONS! THESE AERIAL RESIDENTS ARE AN ENSEMBLE OF SULFUR
DIOXIDE, NITROGEN OXIDE, SMOG, BENZENE, METHANE, FINE SAND AND GRIT PARTICULATE, ASH. A VERY
UNHEALTHY AND COSTLY AIRBORNE SNACK FOOD THAT LEADS TO THE ENGINE’S EARLY PART 145 VISIT!

Let’s review our turbine engine’s activity.
Without hesitation, passing through and exiting the
compressor, the now compressed and concentrated,
airborne chemical cuisine moves to the combustion
section which energizes the inbound air with a
kerosene-based superheated brew of turbine fuel
consisting of corrosive hydrocarbon compounds
(paraffins, cycloparaffins or naphthenes, aromatics, and
olefins). And by “superheated” I mean the tip of the
combustion section flame averages 3,000 degrees F
(1649 degrees C). At this point, while moving from
combustion to turbine section and looking for the
nearest exit, the energized air expands. Flowing close
to Mach speed the hot air, loaded with energy, erosive
and corrosive elements, enthusiastically impacts the
airfoils of the turbine wheels, exchanging and depleting
its speed, and heat energy for kinetic energy. This
application of thermodynamics causes the wheel /
airfoil assembly to react mechanically and rotate as
the exhausted air exits the engine. The now reactive
mechanical motion of the turbine wheels converts
to usable shaft power to and for the dynamic flight
components to produce flight. With the engine power
section (compressor and turbine) processing 3.5 lbs
of air per second and operating at Revolutions Per
Minute ranging from 50,000 (N1/Ng speed at 100%)
to 30,000 (N2 / PT speed at 100%) keeping a constant
6016 power output shaft speed driving the main rotor
gearbox.
Because there is no escaping the toxins suspended in
the air in which we exist, fly, and manipulate, to power
our flight, the preceding takes place each time our pilot
exercises his or her flight skills. At an altitude of 1,000
ft AGL, it makes you appreciate the robust competence
of the modern turbine engine. Also, something else to
consider, that air, while a rather important component
in the sustenance of all terrestrial life and deeds, is
basically inert. Beyond the passive act of our breathing,
air is an unwilling participant in the support of
any activity. And this fact is particularly apparent in
helicopter flight. Flying a helicopter, unlike breathing,
is not a passive occupation. Thus, when forced to
participate in the pursuit of sustained helicopter
flight, air will extract a physical toll upon the airframe,
dynamic components and particularly the gas path of
the turbine engine. And this behavior is delivered by
means of air movement or flow, and resident, airborne,
chemical cling-ons supplying two forms of turbine
engine abuse — erosion and corrosion.
So, what say we examine these two naturally
occurring, dynamic forces and see how they work
in harmony to affect the health of our helicopter.
After which we will then discuss what we can do as
technicians to reduce the pace of their endeavor.
EROSION
Erosion is “the slow, steady destruction or diminution
of something by wind, water, or other natural agents.”
A great example of erosion is evidenced by its effect
upon an airfoil. To understand this better, let’s examine
the theory of lift as presented by Dr. Daniel Bernoulli.
And yes, I know there is a competing theory out there
espoused by Sir Isaac Newton, but for this discussion
we will work with Dr. Dan’s theory. Air flows over and
under the airfoil, wing / rotor blade. The airfoil shape
causes the flowing streamline of air to separate at the
leading edge and reunites at the trailing edge — this
causes lift. Why? Because of a couple of unbreakable
physics laws. The upper and lower streamline must
reunite at the same moment at the trailing edge of the

12 HelicopterMaintenanceMagazine.com April | May 2023

airfoil. This is a Physics law of fluid flow, and air, being a
member of the fluid family, always obeys this law! Since
the upper streamline has a greater distance to travel, it
must increase its velocity to meet the lower streamline
which is traveling at a slower speed. Shazaam! Lift of
the airfoil! High speed equals lower pressure and low
speed equals higher pressure. Another Physics Law —
objects exposed to a pressure differential will always
move from high pressure to low pressure.
Now if the confrontation angle of the airfoil remains
the same and maintains its aerodynamic shape, air will
obediently pass unruffled around the sides creating the
lift effect as.
However, change the angle of airfoil or alter its shape
or do both actions, and you mess up the airflow, thus
upsetting the lift. The airflow will begin to separate
from the surface which adversely effects the High-
and low-pressure balance of the air. The industry
vernacular for messing up the lift is “stall.” Stall of the
air flow around the aircraft wings or main rotorblades,
if not corrected, will cause the flying aircraft to head
earthbound like a homesick rock. Further, stall of
a single compressor or hot section airfoil (blade)
will influence adjacent blades into a stall condition
eventually initiating a reverse “surge” of airflow within
the engine and a subsequent total loss of engine power,
resulting in the aircraft possibly slipping into the afore
mentioned “homesick rock” attitude. We have a fine
example of a complete compressor stall caused by
corrosion and erosion located a little further along in
our discussion.
So, besides messing with the airfoil physics, the
wealth of microscopic size solid bits and pieces of sand,
grit, ash etc. residing in the flowing air are thumping
the aircraft during every flight. Each of these pesky
items while flowing over under and around the aircraft
are impacting the air frame, wings (aka rotorblades),
and internal engine components — eroding the
surfaces, removing component surface material,
exposing the now unprotected foundation material
while altering the shape of the part. Conclusion? Air
flow, while keeping the aircraft in the air, is creating its
own mischief, messing with Dr. Dan’s theory, as well
as smoothing the way for the corrosive constituents,
coexisting with these erosive natives, to execute their
deteriorating influence.
April | May 2023 HelicopterMaintenanceMagazine.com 13
 Corrosion is a phenomenon of oxidation of metal in the presence
of oxygen when it is exposed to external environmental factors...
INLET FILTRATION
OK, what is our defense against the fine sand and grit
particulate and ash that wear on our engine, creating
job opportunity for their corrosive co-workers. Well,
we need to capture them at the compressor inlet before
they can whittle away at the vulnerable turbine engine.
Will this remove the corrosive agents as well? Nope!
But hang on, we also have a solution for handling these
culprits. Stay with me.
Now, regarding inlet filtration, there are choices from
the OEM and the aftermarket. The OEM filters are a
combination of pleated filters, often assisted by an air
purge system that uses compressor-supplied “bleed”
air to vent the incoming debris overboard. Each OEM
has its own design and inlet filter configuration. But
because these systems use compressor bleed air, they
negatively affect the engine power. The OEM systems
do filter the air, but not as efficiently as after-market
inlet barrier filters (IBF).
The IBF filter collects and holds sand, dirt, and
debris that is then washed away from the filter during
a maintenance event. The filter itself is a pleated with
an oil-impregnated design that results in up to 99.3%
capture efficiency. Depending upon the manufacturer,
you can also install an IBF Filter that uses a “dry”
media on the pleats, that is as effective but easier to
clean. The IBF is more efficient in managing and
keeping the erosive elements out of the engine while
having a positive effect on the inlet airflow that assists
with power, significantly reduces erosion to engine
components, and protects against foreign object
damage. Should the filter become clogged there is an
inlet to outlet pressure differential sensor that alerts the
pilot, who then activates an alternate air access thereby
bypassing the filter. As an added benefit, the filter media
will also extract up to 96% of salt nuclei from the air in
a marine environment.
Keep in mind, whichever system you choose, the
bottom line is that all filters extend engine in-service
time, as well as reduce engine overhaul costs and
aircraft downtime when coupled with a comprehensive
engine hygiene program using ultra-pure dihydrogen
monoxide. All right, now that we have explored the way
to control the erosive felons, let’s discuss our solution for
defense against the corrosive intruders — water!
14 HelicopterMaintenanceMagazine.com April | May 2023
CORROSION
Corrosion is a phenomenon of oxidation of metal in
the presence of oxygen when it is exposed to external
environmental factors which include moisture, acid
rain, etc., and chemicals like acids, bases, etc.”
The corrosive members of our airborne caravan
of ingredients (sulfur dioxide, nitrogen oxide, smog,
paraffins, cycloparaffins or naphthenes, aromatics, and
olefins) are elusive and normally not visually obvious,
but they do leave clear visible signs of their work.
THE SOLUTION: PURE DISTILLED DIHYDROGEN
MONOXIDE
Dihydrogen monoxide is “an inorganic substance
composed of the chemical elements hydrogen and
oxygen and existing in gaseous, liquid, and solid states.
It is a tasteless and odorless liquid at room temperature,
it has the important ability to dissolve many other
substances.” Perhaps better known as — WATER!
Water plays an important role in our approach to
mititgate the effects of erosion and corrosion. Ok,
harken back to your high school chemistry as we
review some facts about water which make it an ideal
combatant in the “cling-on” battle.
Water, as we learned in High School chemistry class,
is formed by two positivly charged hydrogyn atoms
attracted to a single central oxygen atom via a covalent
bond. “Covalent”? Covalent bonding is the sharing of
electrons between atoms seeking stability.This type of bonding
occurs between two atoms of the same element or of elements
close to each other in the periodic table. And because water
is inorganic and endowed with this self-attraction
magnetic personality, it will also draw and hold the
corrosive, inorganic chemicals that attack our turbine
engine components. For the water we use in the engine
hygiene process to work effectively we gotta clean it
up — force it to let go of any cling-ons it might have
attracted in its natural state.
The various methods to perform this process are
filtration, de-ionization, reverse osmosis, and distillation.
Out of this group of processes, nothing works better
than distillation. To purify water to an effective aviation
grade cleaning agent, we elevate its temperature
beyond boiling point transforming the water from a
liquid to a vapor or steam. Once the water is heated
into steam separation of the H2O molecules from the
contaminants occurs. During this vapor phase change
process, the water volume increases by a factor of 1600
so that all contaminants are released and left behind in
the distillation process. Then through condensation, the
steam returns to liquid water minus all the impurities.
Distillation is the only method that produces consistent
ultra-pure aviation grade water, capable of completely
removing the “cling-ons” the engine has attracted.
The benefit of cleaning with
ultra-pure clean distilled water is
two-fold:
customer support rep, and owner of a Part 145
engine overhaul facility. He was also the VP of
Business Development at H.E.R.O.S. Inc., which
is a Part 145 repair station for the Rolls-Royce
250 engine, and a Honeywell fuel system overhaul
agency and the director of Business Development for TRACE
Worldwide Corporation. His is the owner of Rotordoc LLC, a
consulting company serving the helicopter industry.

TAKE ACTION
• First you get the flow action
of the water moving across
the engine gas path parts
“washing” as it flows. WHEN YOU NEED
M250 ENGINE & MODULE
• Next you have the pure
water performing as
a HAZMAT magnet,
attracting, and holding OVERHAUL AND REPAIR
onto the corrosive causing
elements it finds on its
journey through the engine
during the cleaning process.
Now that you understand the
why, how and what of turbine
engine hygiene, let’s discuss
the when. Think of it like your
own oral hygiene — AKA,
brushing your teeth. Brushing
your teeth should be the last
activity before bed-time — this
way all the Cling-Ons you have
accumulated on your teeth,
especially that last chocolate chip FAA & EASA CERTIFIED OVERHAUL
cookie, will not get the chance FOR RR 250 SERIES ENGINES
to attack, corrode and promote
NOW CERTIFIED TO OVERHAUL RR250-B17 ENGINES
tooth decay, as well as preventing
a lecture from your dentist. If
you think of this comparison
while waiting for your engine to
cool down after that last flight it
will make the job a little more
palatable. And have a couple of
chocolate chip cookies while
you wait, after all you will be
brushing your teeth later.
10570 Olympic Drive, Dallas, TX 75220
Mike Broderick has been an A&P
Technician since 1971. During his 214.351.1284 | 800.909.7616 | mary@actionaircraft.com
career he has worked as a shop and SALES CONTACTS:
hangar technician, field tech and Kevin Peterson – 775.857.9535 | Renee Bellrose Cootz – 503.858.0869

ACTIONAIRCRAFT.COM

April | May 2023 HelicopterMaintenanceMagazine.com 15

 NEW TO PART 107?
BY MIKE BRODERICK
Welcome to another session of DRONE SCENTS.
As I have been reviewing Advisory Circular 107-2A
Chapter 7: “sUAS Maintenance and Inspection” and
Appendix C: “Small UAS Maintenance and Inspection
Best Practices” I figured now is a good time for sharing
a few thoughts on sUAS maintenance. And remember:
“Advisory Circulars are intended to provide advice and
guidance to illustrate a means, but not necessarily the
only means, of complying with the regulations, or to
explain certain regulatory requirements by providing
informative, interpretative and explanatory material…”.
So, If you are new to operating under 14CFR
Part 107 then the information in AC107-2A will do
you in good stead for an establishing an organized,
comprehensive and traceable maintenance program.
And should you ever be involved in an FAA regulatory
challenge you will be glad you set up an organized
documented maintenance program that is developed in
correlation with this AC.
As the sUAS has graduated from the hobbyist
to public safety as a force multiplier — utilities
inspecting power lines and structures; construction
monitoring and surveying building sites and the
entertainment industry broadcasting sporting events
and movie productions — equipment has become
more sophisticated and expensive. And each of these
new uses for the sUAS has pushed the FAA into
unfamiliar territory as it tries to wrap its regulatory
arms around Small Unmanned Aircraft Systems. These
16 HelicopterMaintenanceMagazine.com April | May 2023
diminutive aircraft, by proliferation, have muscled into
the governed airspace that has taken the FAA a century
to establish and manage a system of safety checks and
balances. Initially flown recreationally by ungoverned,
uninformed pilots lacking any aviation experience,
this part of the aviation industry now boasts more
than 250,000 licensed pilots flying 1,000,000 aircraft.
The 1,000,000 (estimated 2022) total registration
figure includes 878,000 hobbyists, who receive one
identification number for all the drones they own, and
122,000 commercial, public, and other drones, which
are individually registered.
However, (you knew there was a “however” coming)
while the information in the AC is informative there
is a missing piece to the inspection/maintenance
puzzle known as a base line of aircraft condition. As
the Part 107 Pilot in Command (PIC), how do you
know what abnormal behavior is unless you know the
aircraft’s normal behavior? How do you know what
an acceptable field “repair” is or when a visit to the
repair facility is necessary? The answer is — experience!
Knowing the aircraft. Anyone, mechanic or pilot, who
has attended my training sessions will attest my mantra
for troubleshooting and maintenance — “Get to know
your helicopter when it is operating as advertised.” As
much as we would like to believe (or have been led to
believe) that a particular brand, or model of helicopter
(also an sUAS) operates the same across its brand or
model — that just ain’t so. Trust me each aircraft has
a unique operating persona. While their behavior is and hangar technician, field tech and customer
established within acceptable parameters, you as the PIC support rep, and owner of a Part 145 engine
or technician need to learn and know where and how overhaul facility. He was also the VP of Business
your aircraft operates within the OEM established limits. Development at H.E.R.O.S. Inc., which is a Part
During your initial introductory flight, learn the 145 repair station for the Rolls-Royce 250 engine,
specifics of the sUAS operation. Learn its distinct sound and a Honeywell fuel system overhaul agency and the director of
signature at idle, take off speed, and landing speed. Business Development for TRACE Worldwide Corporation. His
Prior to launch, feel the aircraft’s vibration signature, is the owner of Rotordoc LLC, a consulting company serving the
particularly near the drive motors. Notice the visual helicopter industry.
signature of the props.Visually
inspect the battery before and
after a charge. Pay attention to
the way the battery engages WHERE INSPIRATION
its aircraft connection and MEETS INNOVATION
disengages from the aircraft
connection, be aware of and
investigate any changes. If this Did You Know?
Barfield is also an authorized distributor for the Original Equipment
aircraft has flight time, but this Manufacturers (OEMs) and US companies with over 50 product lines
is your first flight with this
aircraft, inspect the airframe
FALGAYRAS STELIA
and landing gear for cracks,
dents, or blemishes. During Wiper Blades Arms and CAGE CODE F4643
Wiper Blade Motor Seats and Seat Parts
flight operations, pay attention CAGE CODE:
to the way it flies — both F6914
visually and auditorily. Do
a comprehensive post flight
inspection of the props for ELTA
damage, airframe damage, loose CAGE CODE: F6614
electrical connections or camera ELITE RANGE
EMERGENCY
damage and retention. Note any LOCATOR
discrepancy for the maintenance TRANSMITTERS
crew. Log the flight time and OLAER Automatic Fixed &
Survival Elts
adhere to the manufacturer’s CAGE CODE:
recommended inspection F1801
schedule. Follow a prescribed
preflight as required for GPS and AIRBUS AVIONICS
camera calibration. PRODUCT TESTERS
If you are diligent about CAGE CODE: F6198
“knowing” the aircraft, you
should not be caught off guard
SIEMENS
with unexpected maintenance
issues. So, with that said, safe CAGE CODE: F4885
SMOKE DETECTION SYSTEM
flight and watchout for those
pesky manned helicopters who
often share your 400 ft airspace.
Helicopter pilots are nervous on
a good day, and discovering your
sUAS near their flying aircraft
plays havoc on their already
wary composure.
Visit Us MRO Americas
Mike Broderick has been an A&P April 18 - 20, 2023 - Atlanta, GA Visit Us at AEA
Technician since 1971. During Booth #3433 April 24 - 27, 2023 - Orlando, FL
Booth #427
his career he has worked as a shop @barfieldinc @barfieldinc w w w. b a r fi e l d i n c . c o m

April | May 2023 HelicopterMaintenanceMagazine.com 17

 HELICOPTER MAINTENANCE
— A PERSONAL PERSPECTIVE
BY KEVIN STEWART

I AM GOING TO INTRODUCE YOU ALL TO MY PERSONAL EXPERIENCES EMPLOYED IN A VARIETY OF ACTIVITIES

SURROUNDING THE HELICOPTER MAINTENANCE INDUSTRY FOR THE PAST 40 YEARS. THIS IS IN THE HOPE
THAT SOME OF THE INFORMATION I IMPART TO THE READER WILL OPEN UP CAREER OPTIONS THAT MAY NOT
HAVE BEEN CONSIDERED. PLEASE BEAR IN MIND THAT THIS IS FROM MY PERSPECTIVE AND CANNOT COVER
EVERY POSSIBLE ASPECT. PLEASE FEEL FREE TO ADMONISH ME IF I OVERLOOKED ANY SEGMENT. YOUR
RESULTS MAY VARY.

18 HelicopterMaintenanceMagazine.com April | May 2023

FAR PART 145 CERTIFIED REPAIR FAR PART 135 COMMUTER AND ON DEMAND
STATIONS (CRS) OPERATIONS (135 OPERATORS)
My first position as a helicopter technician was with a Ok, so now we have some experience under our belt
well-known Gulf Coast operator in the company’s 145 and a ticket to boot!
CRS as an A&P Certified structural repair technician. I My next several jobs were as a field maintenance
could claim at that time to have had previous (although technician. Now when you think of a 135 Commuter
minimal) sheet metal experience and being certificated you may think of the so called “puddle jumpers,” —
could sign for mine or others work. I made better pay the smaller turboprop and jets of regional airlines.
but was also expected to perform to a higher standard. Those aircraft are run by a schedule. We as helicopter
Let me say right now that a CRS is a good starting guys are on the “on-demand” side of the equation.
point for certificated/uncertificated technicians looking Although scheduled runs do occur on certain contracts
to gain experience or a technician coming out of the for service, most helicopter operations are flown when
military with previous aircraft experience. The work needed. It is not uncommon for 135 operators to hire
is varied and interesting with the ability to specialize their own CRS to perform maintenance. However, due
in a certain discipline if desired. Heavy overhaul of to the very nature of “on-demand” the aircraft could
airframes, long interval inspections and installation of be situated almost anywhere, and CRS work is not
modifications for the helicopters’ particular application practical. This is where an experienced A&P is needed.
and safety are the order of the day. Some CRS’s repair The technician must be able to legally sign for the
and overhaul powerplants. The CRS has the authority work performed in any location to get the helicopter
under FAR 145.159 to issue a Repairmen Certificate returned to service expediently. Examples of the
to otherwise uncertificated technicians in a specialty operations I undertook with various or the same 135
that allows them to sign
for their work under CRS
auspices. This authorization
is only good for that CRS
and is not exportable to a
different organization. This is a
great way to increase income
and a good step towards
obtaining an A, P, or A&P
if sought after. This is also a
good avenue for experienced
but uncertificated ex-military
personnel to take. The job has
steady hours even if shift work
is involved and you can enjoy
a fairly reasonable work/life
balance while gaining valuable
experience. The average pay
and benefits can be lower at a
CRS but vary with geography.
Promotion from within is
often possible for individuals
interested in advancement.
I was promoted to being an
inspector for the CRS. From
that point on I always had a
foot in that field no matter my
position — it has served for
advancement in my subsequent
career.

April | May 2023 HelicopterMaintenanceMagazine.com 19

1-3 Page HeliMX ad.indd 1 7/14/20 2:44 PM
 I believe 135 operations are the niche most helicopter A&Ps spend
their careers in due to the sheer diversity of activity and the number
of operators.

operators were electronic news gathering, helicopter
air ambulance, offshore oil support, airborne law
enforcement, harbor pilot support, helicopter tourism
and scientific research. Each of those activities had
its unique requirements that kept the jobs interesting
and me on my toes! There are many more I did not
have an opportunity to be involved with. I believe 135
operations are the niche most helicopter A&P’s spend
their careers in due to the sheer diversity of activity and
the number of operators. Schedules can vary greatly
from being home every night to working 7-7, 14-14
or 28-28 living in austere conditions — a common
house or hotel rooms with per diem. Being away from
family is a factor to consider. In some operations you
will be required to be on call 24/7 and getting time off
can be challenging. Many also require the maintenance
to be carried out overnight so the helicopter can be
available for daylight missions. Pay seems to depend
on the operations and geography and varies greatly
with experience as well. Work/life balance is entirely
up to the tech and choice of
residence is not limited to work
location. The thing is there is

TURBO a technician shortage and with

that comes advantage in wages
PURE WATER and circumstances. We literally
have a world of choices!

Rinse. FAR PART 91 GENERAL

OPERATING
AND FLIGHT RULES

Fly.
The first government
contractor I was hired by
had a contract to support the
Department of Homeland

Smile. Security’s Customs and

Border Protection. The
support organization was an

Repeat.
FAA CRS under FAR part
145. U.S. Customs however
operated their aircraft under
FAR part 91. This was also my
first experience with a Labor
Union. I was an inspector for
Helicopter Turbine Rinse Systems the CRS based on my previous
position after being promoted.
1.800.863.9343 Customs operated the aircraft
much the same as any private
info@turbopurewater.com
TurboPureWater.com

20 HelicopterMaintenanceMagazine.com April | May 2023

or corporate owner/operator would. The rules are a bit look at advancement or moving to the field is an open
different in that world but FAR part 145 technicians option. If not, a Repairmen Certificate is available.
still must remember FAR parts 39, 43 and 65 to legally Going into the field offers a myriad of options for
perform their functions. certificated technicians to explore and gain experience
on varying aircraft in countless situations. Like I said
DA PAM 738-751 (ARMY) AND at the beginning of this article, the sheer diversity of
COMNAVAIRFORINST 4790.2(NAVY) the helicopter industry brings with it such a range of
I got involved with the U.S. Army and Navy through choices that an entire career can be successfully built
working for government contractors even though I within just the maintenance side.
had no prior military experience. Familiarity with the Good luck choosing!
platforms being flown at the locations I was assigned Kevin Stewart has been in the helicopter industry
to got me the positions. These aircraft were operated as an A&P technician since 1982, earning his
solely under military regulations although the pilots Inspection Authorization in 1997. He has been
themselves had to abide by FAR part 91 in the U.S. employed in both contract military and civil
Airspace system. These aircraft also did not hold U.S. aviation, in foreign and domestic positions, as a
registration or airworthiness certificates so FAR’s 39, structural repairman, field mechanic, inspector, Part 135 DOM
43, 65, 135 and 145 were rendered moot. The challenge and Part 145 CI. He is currently employed as a civilian quality
here for me was learning the military regulations. Early assurance representative with a military contractor working for a
in my career almost all the senior mechanics who U.S. Navy training program in Florida.
trained me on helicopters were Vietnam veterans, so I
had a slight understanding, but
the experience was basically
brand new to me. Fortunately,
all aircraft must be maintained
in much the same manner and
practice to be safe, so I was
not totally lost. There is some
advantage in that we get paid
according to our positions in
maintenance. Some are not
certificated and do not need to
be but those who are receive
more pay. However, your
certificate will not be placed
in jeopardy by the FAA for
a mistake. Sure, the company
could fire you, but the FAA
has absolutely no interest in
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April | May 2023 HelicopterMaintenanceMagazine.com 21

 ELIZABETH “BESSIE” COLEMAN
Ever hear of Bessie Coleman? Nope? Well,
me neither. I just met her myself — or met
her legacy anyway and am grateful to have
connected with her. I discovered Bessie on the
FAA.gov web site. While investigating some
other official FAA stuff, I read that the US
Mint has just presented a Commemorative
Quarter in her name and image to the FAA,
as part of Black History Month. Her claim
to fame? Coleman was the first certificated
female pilot of Native American / African
American heritage. Overcoming the odds
of discrimination, bigotry and misogyny,
she received her international license at the
age of 29 from the Federation Aeronautique
International in Paris on June 15,1921. While
the achievement of the goal is what awarded
her with the fame, what captivated me was
her committed tenacity and determination
towards achieving her goal of becoming a pilot
coupled with her dedication to overtly stand in
opposition to bigotry. She never compromised
principle to satisfy ambition.Ya gotta keep in
mind this was in the early days of the 20th
century. Discrimination, bigotry and misogyny
MIKE BRODERICK were in full bloom. But regrettably, while
admirable and worthy of acclaim, we shall see
these same attributes were also contributory to
her early departure from this world.
One of 13 children, Bessie Coleman was
born January 26, 1892 in Atlanta, TX. She
spent her atypical childhood living the typical
life of a poor child of mixed heritage growing
up in the South — walking four miles to a
single room school which was lacking even the
basics in educational aids. Determined even
then, she excelled in math — completing all 8
grades. At 18 she briefly attended college at the
Oklahoma Agricultural and Normal University
in Langston, leaving after one semester because
she could no longer afford tuition. At age
23, Coleman headed North to Chicago and
moved in with a brother. There she trained as
a manicurist and began working for a local
barber. Over the next five years of listening to
her brother, who fought in World War 1, regale
her with stories of the life and privileges in
France as well as the pilots returning from World
War 1 also sharing their “deeds of daring,” she
became enthralled with not just flying but
22 HelicopterMaintenanceMagazine.com April | May 2023
flying her own plane. Determined to become
a pilot, paired with encouragement from her
brother about the societal equalities of France,
and underscored by the howl of bigoted and
narrow-minded rejections from flight schools
within the US, she took her flight dreams to
France where being a woman of African and
Native American heritage was not a barrier
to flight training. With financial and moral
support from “Chicago Defender” publisher
Robert Abbott (The Chicago Defender is a
Chicago-based African American newspaper)
and a local banker, Bessie studied French and
headed to Paris in late 1920 to attend the
Caudron Brothers School of Aviation in Le
Crotoy France. She learned to read, write and
speak French fluently so she could learn to fly
in the Nieuport Type 82 bi-plane, a rudimentary
French ex-military aircraft. Her French
Language lessons paid-off as the was able to pass
her pilot’s written and practical exam.
With her career hopes and license in hand
she came back to the US and realized if she
was going to make money as an airshow stunt
pilot (the only part of the profession accessible
to her) she needed more stick-time. Back to
France for an intensive two-month advanced
course in the fine art of stunt flying. Then
during a fortuitous visit to the Netherlands,
and Germany she befriended Anthony Fokker.
Mr. Fokker, impressed by her desire to not
only learn to fly but to share her passion for
flight when she returned to the U.S. through
her own flight school, provided one of his top
pilots to give her “graduate level” flight lessons
in one of his famed Fokker aircraft.
In September 1921 she returned to the
U.S. to promote her aircraft dexterity. To earn
money for her first plane (a Curtis JN-4) she
promoted her career, speaking at churches
and theaters showing films of her talent. Her
fearless attitude extended beyond her flying
and included her politics as Bessie was equally
known for her vocal anti-segregation stance
as much as her flair in the air. She flew where
she could but refused to speak or demonstrate
her skills where there was obvious segregation
or discrimination. In Feb. 1922 she appeared
in her first American airshow held at Curtiss
Field on Long Island New York, an event
honoring the Veterans of the 369th infantry — an nothing to halt Coleman’s fall from the cockpit, and
exclusive African American brigade who fought in the 34-year-old trailblazer was instantly killed upon
World War 1. After this debut her popularity as a stunt hitting the ground. Wills also died in the subsequent
flier soared. She toured the country acquiring the crash, and investigators soon discovered a wrench,
moniker of “Queen Bess the world’s greatest flier.” In which apparently remained after a maintenance event,
1923 Coleman survived her first major aircraft accident had jammed the controls and caused the plane’s
caused by an engine failure. By 1925, with a “new” JN- uncontrollable behavior.
4, after healing from a broken leg, and few broken ribs Her committed tenacity, and determination are
and facial lacerations, she was back in the air dazzling noteworthy and impressive — particularly when
all with her airborne acrobatics of loops and figure 8’s. coupled with her dedication to overtly standing in
When her tour arrived near her hometown in Texas opposition to bigotry. What is equally sobering is
true to her convictions, she refused to fly because the that these same attributes she used to successfully
managers of the event planned two entry gates for reach goals distorted her view of the near- and far-
spectators — one for African Americans and one for sighted risks involved — sadly resulting in an early
Whites. Eventually it was settled that there would be a exit from life. But even with that said, she is worthy
single gate for all, but for “crowd safety concerns,” there of the historical accolades as her strength of character
would be segregated seating. passed on a positive influence and for sure gave worthy
On April 30, 1926 “Queen Bessie” was in evidence of her passage.
Jacksonville, Fl with her expanded show troupe, The Doc is out!
comprised of other African American pilots and
parachutists. Before arriving at this show Bessie To learn more about Bessie Coleman, visitbessiecoleman.org.
completed the purchase of a Curtiss JN 4. Pilot William To learn more about the newly issued Betsy Coleman quarter,
Wills (who was also her mechanic, publicity agent, www.faa.gov/newsroom/bessie-coleman-quarter.
and a Southern White man)
delivered her prize from its
base in Texas. Wills arrived later
than expected, as mechanical
problems had prompted a pair
of unscheduled stops. After
touching down at Jacksonville’s
Paxon Field, other pilots
cringed upon examining the
Jenny’s “poorly maintained”
engine. Nevertheless, Bessie
was determined to press
forward as usual, and she and
Wills went out for a test flight
on the morning of April 30,
1926 with William controlling
the plane in the front cockpit.
This flight had dual purpose:
a maintenance check flight,
as well as a scouting tour
for her to locate a suitable
jump location for the show’s
parachute exhibition. She
was not wearing her seatbelt,
as being strapped in would
restrict her ability to get a
good view. According to
witnesses, the plane suddenly
accelerated and nose-dived,
before flipping upside-down
at about 500 feet. There was

HelicopterMaintenanceMagazine.com April | May 2023 23

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PHI ANNOUNCES SERVICE CENTER
AGREEMENT WITH SIKORSKY
PHI MRO Services, a division of PHI and a pro-
vider in maintenance, repair and overhaul services,
announced at 2023 HAI Heli-Expo that it is now
a Sikorsky-authorized Customer Support Center
for the S-92® helicopter and the S-76C™ series
helicopter. PHI has nationwide and international
capabilities, providing expert support for operators
at its Lafayette, LA, facility.
“This partnership shows a commitment from
PHI to support Sikorsky and all of its operators
around the world,” says Tom Neumann, president of
PHI MRO Services. “With 74 years of experience,
our entire team — from engineers to aircraft
maintenance technicians — are ready for anything,
including heavy maintenance and specialized
completions.”
“Sikorsky values our long-standing partnership
with PHI and are thrilled to expand our worldwide
Customer Support Center network to support
S-76® and S-92® aircraft,” says Leon Silva, vice
president of Global Commercial and Military
Systems at Sikorsky. “Our customers will benefit
from the advanced service capabilities and technical
expertise provided by PHI, allowing their fleet to
stay mission-ready.”
Sikorsky and PHI have an extensive history, and
the Customer Support Center appointment is a
natural evolution in the long-standing partnership
between the two companies. As a Customer
Support Center, PHI MRO Services will provide
advanced service capabilities to organizations
around the world, whether the need is utility, air-
medical,VIP or Head of State.
For more information, visit www.phihelico.com/mro.
AIRBUS AND NORWEGIAN AIR AMBULANCE
FOUNDATION TO DEVELOP CITYAIRBUS
NEXTGEN’S FUTURE MEDICAL MISSIONS IN
NORWAY
Airbus Helicopters has partnered with the Nor-
wegian Air Ambulance Foundation to develop
CityAirbus NextGen’s future missions for medi-
cal services in Norway. To this end, the parties will
jointly measure the added value of electric vertical
take-off and landing (eVTOL) aircraft for a selec-
tion of medical-services use cases across the country
to integrate the operational requirements right into
the configuration of Airbus’ eVTOL.
Focusing on how eVTOL aircraft can be used
for different types of air-medical missions, Airbus
Helicopters and the Norwegian Air Ambulance
Foundation will elaborate a comprehensive roadmap
toward reducing emergency response time through the
researched scenarios in Norway. In order to improve
patient outcome and the overall performance of the
Norwegian Emergency Medical Services system, the
signatories will follow a long-term strategic approach
to research the complementarity of existing assets, such
as conventional helicopters, and eVTOLs when the
technology enters into service. This approach could be
further expanded in the region through collaboration
with other countries to optimize operations beyond the
national healthcare system.
Prof. Hans-Morten Lossius, secretary general of the
Norwegian Air Ambulance Foundation, says, “Airbus’
aviation expertise across the board is a major asset to
help us combine different aircraft for medical services.
Complementarity is a key driver in this endeavor:
Helicopters remain essential to perform EMS missions,
whilst eVTOLs can bring additional capabilities to support
first responders — for instance, by transporting medical
specialists to accident scenes or organs from one medical
site to another.”
Balkiz Sarihan, head of Urban Air Mobility at Airbus,
says, “The Norwegian Air Ambulance Foundation has
Composite Structures
and Rotor Blade
Repair Training
Contact us today to
learn more
Onsite & +1.775.827.6568
Consultation training@abaris.com
Services www.abaris.com
L
Available ROL
EN OW
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April | May 2023 HelicopterMaintenanceMagazine.com 25
 always been at the forefront of medical innovation —
most recently with dedicated research to integrate a CT
scanner into a five-bladed H145 helicopter. We’re looking
forward to working with the Norwegian Air Ambulance
Foundation as a strategic partner to further develop the
exact missions where our eVTOL’s capabilities would
contribute to protecting citizens and making sure they can
access effective healthcare in Norway.”
As a result, the first step toward the creation of a medical
eVTOL ecosystem will be the evaluation of the efficiency
of the current emergency medical system in Norway, and
then to simulate different air-medical services scenarios,
integrating advanced air-mobility assets. To develop the
right concepts of operations for these complementary air-
medical missions, Airbus Helicopters and the Norwegian
Air Ambulance Foundation will drive the definition of
the foundational elements of the eVTOL ecosystem in the
country, including infrastructure, traffic management, and
energy sourcing and distribution.
Operating a mixed fleet of H135 and H145, the
Norwegian Air Ambulance is Norway’s national helicopter
emergency medical service (HEMS) operator. With
more than 40 years of experience in emergency medical
On-demand predictive intelligence
with next-gen HUMS, FDM, Rotor
Track & Balance, and beyond.
SCHEDULE YOUR DEMO
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26 HelicopterMaintenanceMagazine.com April | May 2023
response, the Norwegian Air Ambulance supports
pre-hospital care across the country by delivering
air-ambulance services to provide patients with
advanced medical solutions through state-of-the-art
aircraft configurations and equipment.
ENSTROM HELICOPTER CORPORATION
NAMES TODD TETZLAFF AS INCOMING
PRESIDENT
Enstrom Helicopters enters a new era of growth and
expansion as it welcomes Todd Tetzlaff back to the
Enstrom family as incoming president.
Tetzlaff is no stranger to the company. He first
set foot in the Menominee, MI, factory more than
three decades ago when he spent a summer working
in the engineering department while still a college
student. After graduating, he spent the first part of
his career at Enstrom, playing an integral role in
designing the T-T strap installation, which is still
used by the company today. He left Enstrom to
pursue other engineering positions at companies
such as Boeing and Raytheon (Hawker 4000), but
he never lost touch with his former team members.
He returned to Enstrom for seven years in the
early 2000s, acting as the flight-test engineering
manager, then spent the next 15 years developing
his leadership skills at Gulfstream Aerospace
Corporation, most recently serving as a project
certification specialist.
What convinced Tetzlaff to return home to
Enstrom as its president was new owner Chuck
Surack’s contagious passion for helicopters and the
Enstrom brand. He knew he wanted to be a part of
that. “Chuck is committed to moving the company
forward,” Tetzlaff says. “It is great to be back with my
Enstrom family.”
Current president Matt Francour says, “I think
Todd is the perfect choice to lead Enstrom into
this new era. He not only brings extensive aviation
knowledge and experience but also a deep love for
and history with the company.”
Francour plans to begin his retirement in late
April 2023, at which time he will officially pass the
torch to Tetzlaff. “Matt has mentored me ever since I
first arrived at Enstrom,” Tetzlaff says. “His guidance
has been invaluable as I prepare to take the lead, and
I am forever grateful.”
Tetzlaff is also excited to lead research into
longer-term upgrades. “Enstrom has a rich history
going back more than 60 years,” he says. “There’s
something to be said about that in this industry.
Many great aircraft companies have come and gone
in that time. We are still here, and we plan to be for a
very long time.”
 Tetzlaff earned a B.S. in aircraft engineering
technology from Embry-Riddle Aeronautical
University. He is an FAA-licensed pilot holding CPL-H
and PPL-SEL ratings. He and his wife, Lissette, have
been married for 30 years and have three grown
children.
KEYSTONE TURBINE SERVICES RECEIVES
ROLLS-ROYCE “BEST IN CLASS” AWARD
FOR THIRD YEAR IN A ROW
Atlanta-based Precision Aviation Group, Inc. (PAG), a
provider of products and value-added services to the
aerospace and defense industries worldwide, announces
that Keystone Turbine Services (KTS), a PAG company
located in Coatesville, PA, has received the prestigious
Rolls-Royce 2023 Best in Class Award for the third
year in a row. This award recognizes significant achieve-
ments by KTS in providing continuous world-class
MRO services and support to operators of the M250
and RR300 series of gas turbine engines and related
components to customers worldwide.
“We are proud to again recognize Keystone Turbine
Services as this year’s ‘Best in Class’ award winner,”
says Scott Cunningham, Helicopter Program director
for Rolls-Royce Corporation. “Their longstanding
commitment to service excellence gives M250 and
RR300 customers the peace of mind to know they
will receive only the very best in quality, performance
and reliability every time.”
“This award represents PAG’s ongoing commitment
to further enhance our Rolls-Royce M250 and
RR300 MRO capabilities at KTS and is part of PAG’s
long-term strategy to further expand and strengthen
the deep-rooted relationships we have built with our
key OEMs and customers,” says David Mast, president
and CEO of Precision Aviation Group. “KTS has a
great team of engine professionals, and I’m proud
their peers have again recognized their unwavering
commitment to providing complete customer
satisfaction plus superior service and support.”
“Amongst all the members of the Rolls-Royce
FIRST network, I’m proud Keystone was again chosen
as this year’s winner of the ‘Best in Class’ award,” says
April | May 2023 HelicopterMaintenanceMagazine.com 27
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 John Fraser, general manager of KTS. “This award
recognizes our employees’ commitment to continuous
improvement and dedication to always providing
world-class service excellence each and every day. I’m
proud to share this award with them.”
For more information, visit www.precisionaviationgroup.com.
HELI-ONE RECEIVES STC APPROVAL FOR RNP
MODIFICATION FOR H215/AS332 L1E
Heli-One, a provider of helicopter maintenance, repair
and overhaul (MRO) services, receives EASA supple-
mental type certificate (STC) approval for its required
navigation performance (RNP) approach modification
for the Airbus H215 helicopter. The modification adds
RNP approach capability down to localiser perfor-
mance with vertical guidance (LPV) minima, which re-
solves future obsolescence issues for instrument landing
systems (ILS) and enhances situational awareness.
The STC is part of a long-term modifications
and harmonization project for an Airbus Super
Puma variant fleet operator. Heli-One has extensive
experience supporting the Super Puma helicopter
variant and has developed dozens of major and
hundreds of minor modifications for the versatile and
adaptable aircraft type.
ADVERTISING INDEX
Abaris . . . . . . . . . . . . . . . . . . . . . . . 25
AEA . . . . . . . . . . . . . . . . . . . . . . . . 27
Action Aircraft . . . . . . . . . . . . . . . . . 15
Airbus . . . . . . . . . . . . . . . . . . . . . . . 32
Alpine Air Support . . . . . . . . . . . . . 11
Barfield . . . . . . . . . . . . . . . . . . . . . . 17
Concorde Battery . . . . . . . . . . . . . . 21
Duncan Aviation . . . . . . . . . . . . . . . . 5
First Aviation Services . . . . . . . . . . . . 3
GPMS . . . . . . . . . . . . . . . . . . . . . . 26
HeliLadder . . . . . . . . . . . . . . . . . . . 13
htiGlobal . . . . . . . . . . . . . . . . . . . . . 29
NAASCO . . . . . . . . . . . . . . . . . . . . . 2
PAG . . . . . . . . . . . . . . . . . . . . . . . . . 9
Rapco . . . . . . . . . . . . . . . . . . . . . . . 19
Schweiss Doors . . . . . . . . . . . . . . . . 29
StandardAero . . . . . . . . . . . . . . . . . . . 7
Turbo Pure Water . . . . . . . . . . . . . . 20
USA Borescopes . . . . . . . . . . . . 23, 31
This modification was developed for the H215/
AS332 L1e equipped with the Airbus Advanced
Helicopter Cockpit Avionics System (AHCAS),
electronic flight instrument system (EFIS) system and
CMA-9000 flight management system (FMS). Heli-
One is also working to develop a similar modification
for the AS365. This modification elevates the capability
of the helicopter through precision performance,
improved situational awareness, and enhanced safety.
The modification upgrade also gives the customer
added long-term value to their aircraft by eliminating
the future issue of ILS obsolescence proactively.
“This STC expands the excellent work done by our
team in continuing to progress the operational capability
of this aircraft type, brings more value to the customer,
and provides the pilots with more tools to complete
their missions safely,” says Carolyn Forsyth, general
manager of Sales, Commercial and Customer Support.
Does your company have news it would like to share
with Helicopter Maintenance magazine readers?
Email editorial director Joe Escobar at jescobar@
helicoptermaintenancemagazine.com for consideration.
HELICOPTER
TECHNICAL TRAINING
Helicopter Technical Training
Field Maintenance
Recurrent & Overhaul Courses
Airbus, Bell (205, 212 AND 412),
Leonardo, Rolls Royce,
Pratt & Whitney, Honeywell, Safran,
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Courses can be conducted in English or Spanish
ALL COURSES ARE FAA
AND TRANSPORT CANADA APPROVED
HTIGLOBAL.US | 1.817.301.2659
pablolinares@htiglobal.us
April | May 2023 HelicopterMaintenanceMagazine.com 29
 TRADE SHOW ETIQUETTE
The Spring trade show season is upon us.
The Helicopter Maintenance team was in Atlanta
March 7-9 attending HAI Heli-Expo 2023.
It was nice walking the show talking to the
exhibitors and learning about all the new
products and services available for helicopter
maintenance professionals. Thank you to all
of you who stopped by our booth to say hi.
It was great meeting new people as well as
catching up with longtime acquaintances.
After the first day of the show, we went back
to our Airbnb to relax before heading out to
dinner. Our publisher Greg Napert shared a
story with us. He had stopped by an exhibitor’s
booth to say hi to an old friend. That person
was on the phone, so he continued to walk the
aisles to visit nearby exhibitors. He checked their
booth every now and then. More than an hour
had passed, and his friend was still in the back
of the booth on the phone. Greg finally gave up
and decided to try to stop by the next day.
Communication is an important of our jobs.
We talk to our peers, supervisors, employees
and customers. When we are asked to attend
a trade show, our goal is to communicate
JOE ESCOBAR with our customers, potential customers, and
colleagues. Sitting in the back of the booth
talking on the phone is at the very bottom of
things we should be doing at a trade show.
On the last day of Heli-Expo I walked by
a booth and noticed all the employees were
sitting on a couch at the back of their 20x20
booth. They weren’t even trying to engage
with the attendees passing by their booth.Yes
— the last day of the show is typically much
slower than the first two days. Nonetheless,
those employees were kicking back relaxing
on their couch talking to each other instead of
trying to engage with the attendees walking
right by their booth!
Sometimes the responsibility of bad booth
etiquette is the fault of a company owner or
manager. For example, we were exhibiting at an
NBAA-BACE conference a few years ago. As
the show started, we met the guys at the booth
next to us. Not even an hour into the show,
one of the guys went to the table in the back of
their booth and started working on his laptop.
Then one of the other guys joined him. Shortly
thereafter, the third guy sat down with them.
30 HelicopterMaintenanceMagazine.com April | May 2023
This was the first day of the show, and all three
of them were sitting at their table in the back
of their booth working on their laptops and
talking with each other. We found out that their
boss had assigned them with a huge project.
The boss insisted that they complete it by
Thursday (which was the last day of the show).
For the first two days of the show, they came to
the show and went straight to table in the back
of the booth — where they sat all day trying
to work together to finish the project. They
didn’t even show up on the last day. Think of
all the money the boss spent getting the three
of them to the show — plane tickets, the cost
of the booth, hotel, and food costs. The boss
basically wasted all that money by asking them
to complete a project that should have been
done at the home office — not on the exhibit
floor of a trade show!
It’s expensive to go to a trade show. Let’s
make every effort possible to do what we have
been tasked to do! If you are at a trade show
talking on the phone or working on your
laptop, you might as well just go home.
One last pet peeve of mine regarding
trade shows. I find it crazy that some people
believe they MUST answer their cell phones
immediately. If you are at a technical session or
professional development class, be courteous
and at least silence your phone. Better yet
— turn it off.You can always get back to the
person when the session or class is over. And,
for crying out loud — never answer your
phone when nature has called, and you are in
the restroom! For some reason, some people
answer their phone when they are sitting on
the throne. Worse yet, I even heard someone
place a call from the bathroom stall — and he
did it on speakerphone! Needless to say, there
were lots of urinals and toilets flushing while
he was talking.
The Helicopter Maintenance magazine team
will be at MRO Americas in Atlanta April 18-
20 and at the NBAA Maintenance Conference
in Hartford, CT May 2-4. Hopefully we can
talk to some of you at one of the shows (just
not in the restroom!).
Thanks for reading, and we appreciate your
feedback! – Joe
 airbus.com

HCARE
IS
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LIKE NO
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Helping to keep the world a beautiful place, Airbus HCare 

portfolio offers the best combination of support and services
for every customer. Starting the moment an Airbus helicopter
is delivered, we’ll make sure your operations are carried out
efficiently, safely and cost-effectively. Because when your
focus is on the mission, our focus is on you.