Air Beat Magazine - Journal of the
Airborne Law Enforcement Association
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Developing a Maintenance Checklist for Your Downlink
Equipment
By Robert Murray
Senior Flight Mechanic
Pinellas County (FL) Sheriff’s Office Flight Section
Law enforcement helicopters have come a long way from the
days of just carrying a searchlight and radio. Today’s law enforcement
helicopters are valuable to the officers on the ground because they can get
situational information to them in a real-time format. The interfacing of
the thermal sensing unit, daytime camera and moving map with downlink
capabilities makes this information available to those on the ground.
At the same time, downlink equipment requires the
helicopter technician to have an understanding of how all this equipment
must work together in order to troubleshoot a problem when one or more of
the components are not operating properly. He or she must also understand
how the downlink equipment is compatible with the aircraft and its systems.
This equipment presents many new challenges for the technician in
maintaining its operational capability and meeting the regulatory
requirements of the Federal Aviation Administration (FAA). Specifically,
they must have a checklist describing all of the routine inspections that
are required with the use of downlink equipment.
The Federal Aviation Regulations (FARs) require a
technician to inspect all the miscellaneous equipment installed on an
aircraft during a 100-hour or annual inspection. Whenever a technician
performs an annual or 100-hour inspection, he or she must incorporate the
miscellaneous equipment into the inspection checklist to ensure that the
item continues to meet its airworthiness requirement. When inspecting the
airframe or engine, the manufacturer provides an inspection checklist in the
maintenance manual. However, much of the equipment installed on a law
enforcement helicopter will not have an inspection checklist. That includes
downlink equipment. The technician must personally develop a checklist for
those components.
The FARs allow a technician to use a checklist that he or
she designs. In designing this checklist, the technician needs to develop
inspection criteria that will show that the downlink equipment continues to
meet airworthiness requirements.
How does the technician determine the information to
include in the inspection of the downlink equipment if the manufacturer does
not provide an inspection checklist? First, the checklist must include the
scope and details of the items in FAR Part 43 Appendix D that pertain to
radio equipment and miscellaneous equipment. FAR Part 43 Appendix D lists
the items an individual must inspect during a 100-hour or annual inspection.
All applicable items listed in this appendix that pertain to the equipment
are regulatory and must be on the inspection checklist.
The regulations also require that the owner/operator
receive instructions for continued airworthiness (ICA) upon the installation
of the equipment. This ICA provides information to the technician about the
methods, inspections and procedures necessary to maintain the equipment in
an airworthy condition. The FAA requires that the installer attach the ICA
to FAA form 337 for major alterations.
FAA form 337 is documentation that a technician must fill
out when he or she makes a major alteration to an aircraft. Upon completion
of the equipment installation, the repair station or the individual will
provide the owner a copy of the 337 and submit it to the local Flight
Standards District Office where it becomes part of the permanent record of
the aircraft in Oklahoma City. A technician can go to the FAA form 337 at
any time to find the information that he or she needs to incorporate into
the checklist.
Many times, the ICA will refer the individual back to the
applicable manufacturer’s service manual for inspection information. The
technician can use the information in the service manual and ICA to develop
additional inspection criteria that will become part of the inspection
checklist. In the event that the manufacturer’s service manual does not
provide detailed information to perform the inspection, the technician can
use FAA Advisory Circular 43-13-1B/2A Acceptable Methods, Techniques, and
Practices to help in the development of a checklist. This advisory circular
contains methods, techniques and practices that are acceptable to the FAA in
the inspection and repair of non-pressurized aircraft.
When inspecting downlink equipment, the checklist will
include inspection of the wiring, circuit breakers, switches, annunciator
lights, clamps and racks for security at each inspection. In addition, the
technician needs to pay particular attention to the antenna actuator
assembly, transmitter and exposed wiring. The antenna actuator attaches to
the skid tube and takes all the abuse from the elements. The passengers
entering and exiting the helicopter can also step on the antenna actuator
assembly, inflicting damage. Because of this abuse, the technician should
devote a little extra time to this component. The attachment of the antenna
and actuator to the skid tube is by stainless steel clamps. These clamps
will wear on the concrete since they go around the skid tube. Take some time
and inspect the bottom of the skid tubes to check the condition of the
clamps. Check the condition and attachment of the safety cable that attaches
to the actuator and bracket. Ensure that the transmission line and wiring
for the actuator remain securely attached to the cross tubes and are still
in good condition. Inspect the transmitter and formatter for security of
attachment and the condition of the wiring up to the component. Also check
the condition and security of the shelf or the attach point for the
formatter and transmitter. The transmitter has a fan for cooling, so inspect
the area around the fan and ensure it is free of obstructions.
Incorporating the downlink equipment in the helicopter’s
routine inspection program will ensure that the equipment continues to meet
the regulations requirements and catch potential problems before they arise.
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Digital Downlink:
The Future Of Airborne Video Surveillance
By Jacqueline Roy
MRC Marketing Communications Specialist
Microwave Radio Communications (MRC) has the largest
share of video microwave systems in domestic and global broadcast markets
today. MRC has an install base of over 100,000 microwave radios in more than
60 countries around the world. In addition to the broadcast community, MRC
continues to provide mission-critical, real-time, encrypted standard and
high definition live video in support of the law enforcement, fire, military
and intelligence community.
In 1963, development of lightweight, solid-state
microwave systems by Microwave Associates Communications Equipment Division
(M/A) marked the beginning of live airborne video for the public safety and
military community. NYPD installed M/A airborne transmitters in the late
1960s and broadcast live video to receive antennas on the 81st floor of the
Empire State Building. The U.S. Marine Corps deployed M/A portable radios on
helicopter drones in Vietnam, and U.S Navy helicopters broadcast the Mercury
and Apollo recovery missions live using rugged M/A transmitters.
M/A Com was established in 1978, and a select group of
M/A Com employees founded Microwave Radio Communications (MRC) in 1986. Over
the course of 40 years, MRC has furthered downlink technology in conjunction
with airframe manufacturers, integrators and suppliers of gyro-stabilized
electro optical and infrared camera solutions.
Starting in 2000, with MRC’s introduction of digital
Coded Orthogonal Frequency Division Multiplexing (COFDM) systems, the
industry continued to expand its adoption of digital mobile solutions.
Before the development of COFDM, digital signals emerged
as superior to analog. As illustrated on page 28, the straight black line
denotes a direct path from the helicopter to the tactical receiver case, and
the red colored lines represent indirect signal reflections off a mountain
and nearby vehicle. Receive sites often are also blocked by buildings in
urban environments when a mobile unit transmits to a static receiver, and
the bounce or reflection is the only signal received. The combination of
direct and indirect signals is commonly called multi-path. Prior to the
development of digital transmission technology, multi-path was a constant
problem for analog systems, as it results in severe distortion or blocking
of the direct signal completely. The issue stems from the fact that analog
devices use a single frequency carrier for all data transmitted, and the
carrier is prone to distortion. An analog receiver must distinguish between
inconsistent signals because of reflections and blockage, plus the receiver
must compensate for the time delay associated with such reflections when the
desired direct path signal arrives in advance of the reflected signal.
As illustrated in Figure 1, COFDM, which is a digital
multi-carrier transmission technology, actually minimizes the effects of
multi-path by spreading the information over a range of closely spaced
carrier frequencies then processing for the time-based delay of reflections
and lost data with forward error correction. To a certain degree, the
multiple carriers and the associated reflections actually improve overall
reception and signal quality in the presence of severe multi-path
conditions.
The latest COFDM digital technology from MRC, Max Ratio
Combining Diversity Reception, has greater range facilitated as a
consequence of improved receiver threshold. Multiple receive antennae are
employed in the application, and MRC combines the energy from all antenna
inputs simultaneously and blends the individual carriers on a COFDM symbol
basis to produce the best signal possible. The MRC Tactical Receiver Case
Diversity can be deployed in less than one minute with extended range
antennae and robust performance in support of persistent or tactical
surveillance missions.
The solution was originally developed in conjunction with
Mohawk Technologies in response to a Department of the Army Multi-National
Forces Camp Victory Baghdad requirement for short-, medium- and long-range
full motion live airborne video surveillance. The solution was designed for
instant deployment and ease of use given untrained ground personnel and
operation in harsh environments under extreme temperature ratings. The
receiver was designed to complement the airborne components of the downlink,
which significantly reduces aircraft payload.
In addition, there can be cost savings when one removes the need for a
high-gain, pod-type aircraft antenna and a high-gain tracking antenna
control system on the ground. Both are replaced with passive omni or sector
antennae. There is also a potential security benefit when GPS data is
neither broadcast nor tracked during covert applications.
The MRC solution includes a Strata DO-160D RTCA certified
128 bit AES encrypted transmitter and a simple omni antenna on the aircraft.
The Tactical Receiver Case Diversity includes the digital MRC diversity
receiver, plus a daylight-readable 700 nit TFT LCD monitor in a NEMA 6P/IP68
outdoor housing, plus a lithium ion 2590 rechargeable military battery and
two omni antennae in a MIL-STD-810 (F) Hardigg Storm Case. The City of
Baltimore has accepted delivery of five units for portable deployment
throughout the downtown metropolitan area as a complement to the existing
terrestrial-based downlink network.
The solution outlined above is part of MRC’s Mobile
Network Centric Solutions (MNCS). MNCS provides deployable communications
support for phone, video and internet connectivity. Included are
self-sufficient network solutions that do not require existing
infrastructure such as a power grid or communication network. MNCS is ideal
for applications such as: airborne downlinks, body-worn video, central
command, crowd control, GPS tracking, harbor security, mobile command,
surveillance, tactical video and satellite uplink.
(Back to top)
Downlinking Big Apple Style
Microwave downlink equipment has become more of a
necessity than a luxury,
especially when policing an area like New York City.
By Kenneth J. Solosky
NYPD Aviation Unit
The infamous O.J. Simpson pursuit in 1994 was largely
broadcast by news helicopters flying overhead. Numerous “reality shows” also
have countless videos of police pursuits captured by helicopter. Currently
in the New York City metropolitan area, there are at least six full time
media helicopters. Many people are therefore familiar with live video images
transmitted by helicopters. It was a natural progression for airborne police
agencies to also begin to utilize the technology.
Only a few years ago, microwave downlink equipment was
considered a luxury item that could only be afforded by the news media or
very large police departments. Today, it seems that almost every agency is
getting into the business of transmitting images to mobile receivers or
command posts. It is a tool that can give ground commanders a unique
perspective in a multitude of situations, including large crowd gatherings,
protests, hazardous materials accidents and hostage situations. In those
situations, live images of the scene can assist in intelligence gathering,
evaluation, planning and response by ground personnel.
Policing a city with over eight million people and 324
square miles of land, including two rivers, the Long Island Sound, the
Atlantic Ocean and two major airports, certainly presents challenges.
Considering that New York City is one of the financial, media and tourist
capitals of the world, coupled with numerous high profile events scheduled
every year, such as the United Nations General Assembly every September and
the annual Times Square New Year’s Eve celebration, it is easy to see the
need and demand for high quality live video by NYPD commanders.
The NYPD Aviation Unit currently operates both the Bell
412EP and Agusta A119 Koala helicopters. One of the Bell 412s is dedicated
to counterterrorism missions and utilizes the Wescam MX15 camera and FLIR
system. The camera is operated by a specially trained police
officer/technician from a console in the rear of the aircraft. In addition
to the camera/FLIR capability, the officer also has a moving map and a wide
array of computer databases that can be accessed, allowing investigative
work to be conducted while airborne. The Bell 412 aircraft is an integral
part of Police Commissioner Raymond W. Kelly’s larger counterterrorism
strategy.
Operational considerations prohibit further detail, but
suffice it to say that the aircraft is widely utilized in both observation
and surveillance operations. This particular aircraft is routinely used for
events such as the Republican National Convention, sporting events, the
United Nations General Assembly, major parades and large protests. Usually,
these events are planned months in advance, and there is ample time to
prepare and schedule both the aircraft and crew. However, the Bell 412 also
can be launched in minutes to respond to an impromptu protest, large
emergency or disaster.
The MX15 provides face recognition from a considerable
distance, which allows discreet surveillance and observation. It allows
ground com-manders to develop and implement a response without having to put
any responders in a dangerous situation.
Detective David Zschau, a maintenance technician in the
aviation unit, also acts as camera operator from a specially designed
console in the rear of the Bell 412. “The MX15 allows us to loiter a
considerable distance away and still provide high quality video,” he said.
“We can also loiter at a higher altitude while our other aircraft operate
below us. This all means a safer operation.”
The Agusta A119 Koala is the daily patrol aircraft for
the NYPD Aviation Unit. Staffed by a crew of two, a pilot and copilot, the
aircraft is equipped with the Wescam MS12/DT200 camera/FLIR platform. The
copilot operates the camera for downlink missions utilizing a joystick-type
hand controller. In the dynamic and fast-paced environment of a police
helicopter cockpit, it was felt that this controller provided the best
operating platform versus the laptop keyboard-type controller.
“The A119 Koala gives us a lot more flexibility,” said
Deputy Inspector Joseph A. Gallucci, a 27-year NYPD veteran and rated
commercial/instrument helicopter pilot who oversaw the transition to the
Agusta A119 Koala and currently serves as commanding officer of the aviation
unit. “Now, since every aircraft has the capability to downlink, it has been
much easier to manage our resources.”
Prior to the delivery of the Koalas, the unit had to
lease a downlink system for any event for which it was deemed necessary.
“Obviously, leasing the equipment meant installation and removal time and
the associated FAA paperwork,” said Gallucci. Because of the lead time
needed to lease a system, the use of downlink equipment had to be planned
months in advance. Due to the logistics of leasing, the downlink was used
perhaps once or twice a year.
“The current setup allows for a much smoother operation,
as well as continuous downlink capability at a moment’s notice,” said
Gallucci. With the other aircraft, a last-minute request for a downlink was
impossible. The aviation unit now has seen a sharp increase in requests for
the downlink capability. “Once ground commanders saw the value of the
downlink and live video, they want it deployed at all events.”
There is a downside to the increased use, as the unit has
seen a sharp increase in flight time, largely related to downlink requests.
Increased flight means more scheduled aircraft maintenance and more funding
for the operational budget. Even with five downlink-equipped aircraft,
resources can be spread thin. “In between scheduled and unscheduled
maintenance, as well as our other assignments and missions, the challenge of
managing all the aircraft requires a lot of attention,” said Gallucci.
The current NYPD downlink system allows for transmission
to several sites around the city, which then transmit the images to police
headquarters via hard lines. The aviation unit has taken the necessary steps
for a secure and encrypted transmission of the microwave signal. The unit
has several portable receivers that are given to key ground personnel such
as the Emergency Services Unit (SWAT). The portable receivers are intended
for use in quickly developing tactical situations. The unique perspective
from the air can allow ground tactical commanders to plan, evaluate and
implement their plans based on live information.
Ground commanders are particularly impressed with the
combination video/moving map split screen, which shows the exact location of
the camera’s focus. This combination is so effective that it has almost
become standard operating procedure. In addition to requests for live video,
the department has also requested videotape from events in order to debrief
incidents and evaluate the police response. This has led to all aircraft
always being dispatched with a fresh tape in the recorder.
“In this city, you never know when and where the downlink
will be needed, so we make sure that every aircraft launched can handle that
request,” said Lt. Wendell Sears, the current Director of Flight Operations.
In addition to being used for internal purposes, the
video has also been used by the local media. “Of course, in a quick air-sea
rescue, the media does not have time to respond, and therefore they
sometimes ask us for, and use our video on the local news,” said Sears.
During major events, the aviation unit tries to provide
continuous downlink. This means carefully managing all the resources. For
example, when the primary downlink aircraft needs to depart a scene for fuel
or crew relief, a secondary aircraft must be assigned to provide the
downlink. “Fortunately, our operations supervisors usually have a good sense
of when an aircraft will need fuel or perhaps crew relief, and the signal is
usually provided without interruption,” said Sears.
The new technology does not come without its dangers. The police cockpit can
be a very busy place, and it is not uncommon for the copilot to be handling
three police radio frequencies, coordinating with ground units and operating
the camera and FLIR. The copilot also must interact with the
pilot-in-command, who is busy flying the aircraft and working with air
traffic control. Crew resource management is absolutely essential to get the
mission completed safely and effectively. PO Nate Jamison and Detective
Timothy Hayes, two veteran pilots, agree that the workload can be daunting.
“On some missions, the workload up front is intense,” said Jamison. Hayes
added: “However, no matter how important the specific mission is, we always
focus on safety and constantly remind each other to fly the aircraft, and
the downlink is secondary.”
In order to maintain operational readiness, two downlink
tests are conducted every day. These tests ensure that the system is working
and operational by sending a signal to the various reception sites around
the city and viewing the reception received at police headquarters. These
tests, which are monitored by ground technicians, can quickly isolate and
identify whether a problem is at the receive site or on the aircraft. This
allows for quick discovery of any problems and gives the maintenance
technicians a chance to troubleshoot and fix the equipment. The unit’s Chief
Mechanic and line pilot, Detective Donald Gromling, said that overall, the
maintenance technicians have become good at fixing any system problems. “The
support from Wescam has been excellent, and we have found that the problem
is often simply a switchology issue,” he said. “Normally, we have the system
back up and running in a matter of minutes.”
The unit’s Chief Pilot, Detective Dennis DeRienzo, seemed
pleased with the system overall. “The downlink has certainly enlarged the
scope of our mission. It seems as word gets out about the capability, more
and more commanders request it for their operations,” he said.
At the end of the day, the microwave downlink is truly an
asset that can help police officers on the street. “The bottom line is that
the microwave downlink allows us to better support the cops on the ground
and really, that is our mission, to make certain that everyone goes home to
their families at the end of their tour,” Gallucci said.
(Back to top)
Next Generation Video Downlink Topology
The cedar fire in October 2003 was a watershed event for
first responder agencies throughout San Diego County. The fast-moving
wildfire stretched resources to the breaking point and revealed deficiencies
in interagency telecommunications systems across jurisdictions. The
aftermath of the fire brought intense scrutiny to the county’s
telecommunications systems and resulted in a concerted effort to improve
information sharing with respect to voice, video and data communications.
BY Christopher M. Durso
Pacific Microwave Research, Inc.
San Diego County (CA) was recognized in January 2007 as
one of six national regions to improve interagency communications,
validating the hard work and funds expended to upgrade the infrastructure.
A vital part of this improved telecommunications capacity
is the Regional 3Cs project, which provides high-capacity, high-speed data
communications throughout the region. The 3Cs stand for command, control and
communications, connecting local, state and federal agencies to improve
nformation sharing and facilitate interoperability.
The City of San Diego has developed an innovative use for
the 3Cs project, supporting the transmission of real-time video from its
police and fire airborne cameras to its Emergency Operations Center (EOC),
as well as to police and fire stations anywhere in the city. Through the
network, this real-time video may be shared with other agencies within the
region. This is a significant force multiplier for public safety agencies
that can benefit from tactical airborne imagery but do not have the
resources to operate their own helicopters.
This innovative approach to airborne video information
sharing employs a technical topology that is similar to an 800 MHz trunked
repeater system. Instead of relying on one centrally placed tracking
receiver, the San Diego County system design consists of a distributed
network of receivers that provide coverage where it’s needed.
The San Diego region is particularly difficult to cover
with a single microwave receiver system due to signal shading from the
coastal cliffs, inland valleys and mountainous regions. To solve this issue,
Dan Newland, Information Systems Administrator for the San Diego Police
Department, suggested the concept of a distributed network of microwave
video receivers throughout the city, interconnected to the EOC through the
3Cs digital backbone. This design approach eliminates the single point of
failure scenario common to central receiver implementation and allows for
multiple airborne platforms to utilize the system simultaneously in
different geographic regions.
Microwave receiver locations represent a node on the
network that may be easily added to expand the system coverage or fill in
areas for special events as required. A Pacific Microwave Research (PMR)
digital microwave video receiver, omni-directional antenna and video IP
streamer are all that is required at the site to expand the coverage of the
airborne video network. A telecommunications site constructed to facilitate
800 MHz mobile radio communications is likely to be included in an airborne
digital video network. As such, the infrastructure is already in place
(shelter, tower, utilities, microwave backbone, etc.), making installation
and expansion simple and cost effective.
The use of a digital data network for interconnection and
distribution means that the video product from any given receiver site is
not limited to viewing at the EOC, as is the case with a conventional single
site, central receiver design. For example, a captain at an outlying
sub-station could see real-time helicopter video imagery from an aerial
support helicopter and directly participate in the tactical situation
unfolding in his area of responsibility. If a pursuit crossed into a new
jurisdiction, the newly included agency can immediately view the imagery
from the helicopter on their recorder to help make decisions, lend
assistance and improve response effectiveness.
The distributed digital microwave receiving system designed by the City of
San Diego is not limited to agencies directly connected to its
ever-expanding network. The real time helicopter video can be made available
to outside agencies through a secure internet server. This is useful for
providing an on-demand feed to Sacramento, Washington, D.C., or any other
ad-hoc users when required.
Currently, the San Diego Police Department has a total of
four new American Eurocopter AS350B3s slated for use on the airborne video
network. San Diego Fire-Rescue is operating a single Bell 212HP configured
with a day/night thermal camera and a digital video downlink transmitter and
power amplifier. Each ship was outfitted with the transmission hardware and
a skid-mounted, deployable, omni-directional antenna.
The ground-based receiver sites also incorporate an omni-directional
antenna, simplifying the system set-up and operation. Omni-directional
transmitting and receiving antennas are feasible because the digital video
transmission technique uses Coded Orthogonal Frequency Division Multiplex (COFDM).
As a result of the digital COFDM modulation waveform, multipath immunity is
significantly enhanced, and performance far exceeds what may be achieved
utilizing legacy analog transmission equipment. The digital COFDM system
provides a robust transmission link, and digital security ensures that only
the authorized party is able to decode the video from the helicopter.
A total of three receiver sites (mountain top, building
top and tower site) are currently operational with an additional seven sites
planned as part of the near-term system expansion designed to cover over
2,000 square miles. The digital network backbone consists of 6 and 11 GHz
microwave paths, fiber optic cabling and free space optical paths. The
distributed microwave downlink system will provide immediate service to the
San Diego PD, San Diego Fire-Rescue, San Diego County Sheriff, California
Department of Forestry, Imperial County Sheriff and Yuma County Sheriff in
Phase I. Follow-on phases will add an additional 33 agencies throughout
southern California to the video downlink network.
The backbone network provides interconnection to
communications sites, administrative locations, police and fire stations and
maintenance facilities. Anywhere the network has a presence is a potential
site for a microwave downlink. As a result, coverage problems are easy to
solve by simply placing a downlink system at the closest network
point-of-presence to the problem area. The basic design philosophy assumes a
microwave downlink node can provide coverage within eight miles of the site
with a small omni-directional antenna. Of course, manmade and terrain
obstacles will modify this coverage footprint, and sites located on high
towers or buildings will have an even greater service area.
Temporary sites can even be established for special event
coverage. Unlike a single central receiver topology, the distributed network
approach can expand and contract to provide the required level of service.
Since the data network provides duplex digital
communications, the PMR digital video receiver at each site may be remotely
controlled over the 3Cs intranet to allow the user to select the operational
frequency and monitor the signal strength and signal quality at each site.
This feature facilitates real-time configurability of the system to allow it
to adapt to the usage loading required at any given time. Supporting
multiple downlink channels means that a number of assets can provide video
feeds simultaneously.
Because of the geographic diversity afforded by numerous
receiver sites, it is possible to reuse a frequency within the total
coverage area to support simultaneous operations. For example, the
Fire-Rescue ship could be sending video of a cliff rescue while the
sheriff’s department ship is supporting border patrol operations 50 miles
inland with both ships on the same microwave frequency but using different
local receiver sites. This feature of a distributed microwave video receiver
network adds considerable operational flexibility and increases the capacity
of the system when compared to a single site, central receiver system.
System capacity may be further leveraged by placing additional receivers at
each of the downlink sites. The total number of individual receivers at a
site is governed only by the available bandwidth of the digital backbone at
that particular location.
The system design does not limit itself to airborne
operations. A portable briefcase transmission system may be easily utilized
as a rapid deployment package to provide video from a camera at the scene of
an incident. This is useful for special events (parades, rallies, protests,
etc.) or unplanned incidents where tactical video enhances the command and
control structure. In this scenario, a site configured with multiple
receivers could support a ground-based camera, as well as overhead imagery
from an orbiting helicopter.
(Back to top)
Taking Care of Your Machine:
The Keys to Progressive Maintenance
By Patrick Crippen, Bell Helicopter Training Academy Flight Instructor
People that are afflicted with “tamperitis” usually end
up with aircraft problems they themselves have created. Conversely, lack of
vigilance and attention to your aircraft can result in even greater
problems.
The key to preventive maintenance is taking good care of
your equipment by practicing constant vigilance. But, at the same time,
don’t tamper with the merchandise. If your vigilance uncovers no evidence of
impending defects, malfunctions or wearing parts, leave it alone.
The modern helicopter, with its improved design and
maintenance features, will normally purr along with little attention and few
or no problems in between scheduled maintenance. This tends to create a
sense of false maintenance security on the part of the agency, which may
decide not to incur the expense of qualified maintenance personnel when
things are going great without them.
But like any piece of machinery not attended by qualified
maintenance personnel, problems will appear. Downtime commences, missions
become jeopardized and the agency screams for help at any cost.
It may seem that this situation can be tolerated, perhaps
even justified, if the problems that have suddenly appeared can be
rectified. But when a small item, such as a loose bolt – easily and quickly
corrected in its early stages – reaches a magnitude that grounds the
helicopter, it has then also affected associated parts and components.
Repairs become costly and time consuming.
Mechanical problems that have been allowed to accumulate
over a period of hours do not usually come to the surface at one time, but
will intermittently appear as an endless chain of problems requiring
constant corrective action. In other words, a continuous maintenance
headache will commence from then on, resulting in high cost and downtime.
What is the answer? Simply put, do not sit and wait for
problems to present themselves before taking corrective action. At that
stage, it is too late to prevent the occurrence of associated problems,
forced landings or accidents. Inexperienced or unsuspecting agencies become
victims of lack of qualified maintenance surveillance. Qualified
surveillance will, in practically all cases, be able to detect and correct
minor defects and discrepancies before they break the surface and develop
into full-fledged problems with the associated ramifications.
Conversely, unqualified surveillance conducted by persons
not experienced in helicopter maintenance will not only fail to detect early
stages of impending trouble, but the technician may have a tendency to
suffer from tamperitis, thereby creating additional problems which
ordinarily would not exist.
All helicopter mechanics can become experts in preventive
maintenance simply by being alert and keeping their eyes and ears open for
any hints, as small as they may be, that indicate trouble. In time, and with
some practice, the mechanic will develop a sixth sense, automatically
leading him or her to suspicious areas. He or she must then be qualified to
analyze the situation, arrive at a judgment as to the type and degree of
corrective action required or determine that there is really nothing wrong,
in which case the suspected system, part or component should be left alone.
The accuracy of the judgment, and the proficiency to successfully carry it
through, are in direct proportion to proper schooling and experience of the
personnel involved. It is in this area, more than any other, that the
experienced helicopter mechanic proves his worth.
A baby whose needs are anticipated and taken care of by
an experienced and attentive mother seldom cries or becomes ill. But if
something is wrong, you can bet that attention will be obtained by long and
loud crying. Unfortunately, a helicopter is incapable of crying. But in its
own way, it tries its best to transmit warning signals whenever attention is
required. However, if a receiver is not on hand, or even worse, if one is on
hand but off of the proper frequency, these signals cannot be received and
the helicopter will eventually become very “ill” and perhaps even “die.”
The best way to get on the right frequency is by
performing a thorough, daily pre- or post-flight inspection and developing a
habit of exchanging comments with pilots at the end of each day’s flight.
Signals will then come through loud and clear in the form of unusual noises
or changes in noise level, changes in vibrations, loose bolts or rivets,
paint cracks or chips which may indicate impending failure of base metal,
abnormal heating of parts, gray or black smoke and other discolorations
indicating loose or working joints.
Pilots should report to the ground crew any and all
unusual occurrences noted in flight. These occurrences should, in all cases,
be investigated to determine cause. In some cases, investigations reveal
nothing wrong. But in the majority of cases, some defect or discrepancy is
uncovered and corrected. Serious problems can develop, sometimes causing
accidents or near accidents, when pilots do not report an occurrence or
incident, or if the incident is not investigated.
If a conscientious effort is made to tune in and process
these signals before they develop into sirens, operations free of major
maintenance difficulties will result. This is money in the hand of the
agency. Costly downtime, forced landings and accidents due to mechanical
difficulties will virtually disappear, and repair costs will be kept to a
minimum.
Because operational effectiveness and job accomplishment
are an agency’s prime responsibilities, the burden of the preventive
maintenance program must rest personally with it. However, because of the
complexities of modern helicopters and the various environments in which
they are being used, agencies must rely on the advice of their pilots,
ground personnel and mechanics. It follows then, that preventive maintenance
is not the responsibility of one person alone. It is the responsibility of
every person connected in any way with the helicopter.
The ultimate aim of any maintenance program is the
elimination of accidents and incidents. The personal tragedies, the wasteful
loss of life, personal injuries and equipment losses inflict an unacceptable
drain on the resources of any organization.
There are certain inherent hazards in law enforcement
flying that sometimes must be accepted in the interest of job
accomplishments. However, recognition of these hazards does not dictate
their blind acceptance. Rather, their recognition should serve to indicate
more clearly where the major preventive maintenance effort should be
directed.
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Heli-Expo Took Flight in Florida
By Lisa A. Wright
Among the tropical landscape and tourist attractions, the
city of Orlando, Florida was host to the Helicopter Association
International’s annual event, Heli-Expo 2007. Approximately 14,000 people
walked through the tradeshow floor on day one where 500 exhibitors showcased
their products and services at the Orange County Convention Center. By the
end of the three-day event, it was reported that at least $732 million worth
of aircraft were sold (18% more than last year), led by American Eurocopter
and AgustaWestland. According to Honeywell’s annual outlook study of the
rotorcraft industry released at Heli-Expo, the demand for these new
helicopters is being driven primarily by the age of current aircraft and the
operator’s desire for improved technology, more range, more power and lower
operating costs. Honeywell predicts deliveries of more than 8,000 new
helicopters in the period 2007 to 2017, “reflecting industry conditions that
have never looked stronger in recent history.”
To enhance new and used aircraft, mission equipment and
service providers demonstrated their latest in camera systems, thermal
imagers, cockpit displays, upgraded engines, communication devices, NVGs,
aviation software, flight training, hoists, searchlights, mounts, and the
list goes on to what you could find among the 50-plus aisles of products.
Thirty-five helicopters were displayed throughout the showroom floor
including the Suffolk County (NY) Police Department’s new EC145 and the
Fairfax (VA) Police Department’s modified Bell 407. The Royal Canadian
Mounted Police took delivery of a new AS 350B3 helicopter from Eurocopter
Canada and the San Antonio (TX) Police Department accepted its fourth
Schweizer 333.
ALEA President Dan Schwarzbach, Secretary Martin L.
Jackson, Southeast Region Director Ralph Groover, Executive Director Steve
Ingley, Safety Program Manager Keith Johnson and Education Program Manager
James DiGiovanna were available to answer police aviation questions and
greet new and old ALEA members at the Asssociation’s newly redesigned booth.
“Law enforcement aviation, as witnessed by the number of public safety
aircraft and mission-specific equipment on the exhibit hall floor, is a
significant player in the helicopter market. The ALEA’s participation in
Heli-Expo as an exhibitor, a presenter in the Government Services
Committee’s (GSC) Forum and Meeting, and in the Affiliate Symposium, all
solidify the Association’s standing as the go to source on airborne law
enforcement”, reflected President Schwarzbach.
While sales were soaring, HAI President Matt Zuccaro
stressed the goal of the International Helicopter Safety Team (IHST), which
is to reduce the international helicopter accident rate by 80 percent over
the next 10 years. The goal is “a cultural mindset change, so that everyone
who’s involved in the decision-making process or operational control of the
helicopter will have safety first, above all, in their mental outlook.”
Zuccaro will be a keynote speaker at ALEA’s 37th Annual Conference &
Exhibition to be held in July 2007, also in Orlando, where he will further
explain the missions of IHST.
HAI members, exhibitors, and industry family and friends
honored this year’s “Salute to Excellence” award winners with a video
recognizing their tremendous achievements and contributions. Specific to law
enforcement, the Agusta Community Service Award was presented to the New
York City Police Department Aviation Unit and the MD Helicopters Law
Enforcement Award was presented to Monica McIntyre of the City of Lakewood’s
(CA) Skyknight Program.
One hundred years ago, the first vertical flight was
made. Sergei Sikorsky, son of aviation pioneer Igor Sikorsky, related
personal memories of his father during the days when helicopters were
considered a revolutionary new technology. “If he were here today, my father
would like to thank not only the many engineers and technicians who made the
helicopter a reality, but the air crews who flew the helicopter and helped
to create this great machine – may it continue another 100 years”.
Heli-Expo 2008 will take place in Houston, Texas next
year on February 24-26.
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