Air Methods acquires Omniflight

Central Region
Illinois | Missouri | Nebraska | Oklahoma | South Dakota | Texas
Q3 2011
Air Methods acquires Omniflight
Central Region welcomes three Texas bases
Air Methods announced August 1
that it had successfully completed its
acquisition of Omniflight Helicopters, Inc. Omniflight provides air medical transport
services throughout the United States under both the community-based and hospital-based service delivery models, utilizing
a fleet of approximately 100 helicopters and fixed-wing aircraft.
Omniflight is headquartered in Addison, Texas, with operations
in 18 states involving more than 75 base locations.
With the acquisition, Air Methods’ central region in the community-based division is excited to welcome three Texas bases to
the region: Snyder
(AS350), Midland
(PC12), and Abilene
(AS350). All three
bases are operated
under the Native Air
brand.
“On behalf of the
entire Central
region we extend a
warm welcome to
Omni personnel in
Texas and management throughout
the region,” stated
Patti Klein, Central
regional vice president. “All three bases have strong recognition
in their communities and we look forward to getting to know our
new team members, their customers and learning about these
new markets.”
Air Methods has a wealth of integration experience under its belt
from previous acquisitions, and the outlook is positive for both
operations, which are generally very complementary with less
geographical overlap than seen in previous acquisitions.
Moving forward, the organization will
work with customers to ensure nothing gets lost in the way of great service
due to the acquisition and resulting
integration activities. Once the transition
process is completed, the company’s
network of operating bases and underlying support teams will enhance support
to all operations.
For more than 30 years, Air Methods
has strived for the highest standards in quality, service and a
talented workforce, and it plans to continue that tradition as it
enters into a new era. Air Methods is excited about the opportunity this represents.
Blown Away
By Lyle Butler & Rod Pace
Sunday, May 22 was a memorable day for Joplin Missouri, St. John’s
Mercy and MedFlight. An F5 tornado tore through the center of Joplin destroying everything in its path. The tornado, estimated to be as
much as one mile wide, stayed on the ground decimating everything
in its 13-mile trek across the city, moving from the Southwest corner
of the city across to the Southeastern portion of town, including the
St. John’s campus where MedFlight 1 is based.
The temporary base at the Joplin airport was complete and ready to
go by the end of a long day Tuesday. The base went fully operational
Wednesday May 25 following a complete debriefing with the crews
and the Joplin base stood poised to serve the citizens of the four
state community they have supported for the past 19 years. The first
flight from the new location was completed on May 27.
While all of the work was going on at the Joplin airport to establish
the temporary base, there was as much work occurring on the St.
John’s campus. Media had swarmed the campus and many stories
aired featuring MedFlight program staff. Other behind the scenes
work was feverishly being completed as well. By Thursday, only four
days after the tornado
wreaked havoc and devastation on Joplin, St.
John’s Mercy had begun
establishing their plans
for the Tent Hospital. Included in their plans were
helipads and more permanent accommodations
for the flight program
on-site. Ground breaking
occurred and asphalt was
poured and the helipads
painted by Saturday, May
28, creating the new, dual
helipads for St. John’s
Mercy and MedFlight.
All of the storms that afternoon had originated in Southeast Kansas
and were demonstrating a Northeasterly path and were forecasted
to move across the North end of Joplin. A water-wrapped cell formed
this tornado and with about a minute’s warning, the St. John’s
campus took a direct hit.
Windows were blown
out, the twin towered,
ten story structure suffered structural damage immediately. The
strength of the storm
tossed cars, trucks and
the helicopter around
like a child would toys.
Within minutes of the
tornado leaving the
campus, the staff inside
the hospital began to
react, safely evacuating 209 patients in the
few hours that followed.
The estimated 210 staff
members on duty that
day executed a disaster
response plan with the
assistance of hundreds
of citizens who descended on the facility
to provide whatever help
they could.
Rob Nelson, Regional
Aviation Director, was in
Joplin earlier in the week
giving insight, direction to
the completion of the dual
helipad, measuring 75’ by
150’ complete with fencing, lighting and security
monitoring. The helipads
were completed, painted and secured with fencing on Saturday, less
than one week after. The 60-bed Tent Hospital, complete with 20 ER
Beds, ICU bed capabilities and a labor-delivery unit was completed
late Saturday evening and opened at 0700 on Sunday, May 29. Later
that afternoon, President Obama was on-site to witness the tremendous effort and sense of community towards cleaning up and beginning to rebuild Joplin as the first surgery was being completed inside.
That same evening the Central Region Leadership group was making plans to meet in Joplin to provide support to our partner, St.
John’s Mercy and make every effort to return MedFlight 1 to service
as soon as safely possible. It was going to be a challenging endeavor since the aircraft, medical equipment, supplies, mechanic’s tools
and facilities, spare parts and buildings were all destroyed. Gone.
The Regional Team collaborated with the Medical Base Supervisor
for MedFlight 1, Rod Pace, and St. John’s Mercy to devise a plan
to restore critical care air medical transport services in Joplin. The
regional backup BK117 was ready to depart from St. Louis Monday,
but was delayed by weather. The aircraft arrived in Joplin Tuesday
with a cache of supplies and equipment from ARCH. Through the
graciousness of the city of Joplin Airport authorities, we were able
to secure a temporary location at the old terminal of the airport to
establish quarters for the crew. The staff of St. John’s MedFlight 1 &
2 demonstrated phenomenal teamwork and commitment with their
response to helping set up the temporary base, stock the aircraft and
become mission ready. All disciplines were represented and assisted
with many, many chores and tasks along the way.
That same weekend, the unused quarters located in Drumright were
disassembled and relocated to an area adjacent the helipads and
Tent Hospital. The building was together on Monday and work was
feverishly underway to place utilities to the quarters. A maintenance
building was purchased and brought on-site next to the helipad. By
Friday of the second week water had been connected to the new
quarters. Electricity posed a unique challenge as 90% of the grid
supplying power to the hospital area had been destroyed in the
storm. Generators were brought in and electricians worked through
the majority of the weekend to establish power to the quarters and
other areas across the road from the Tent Hospital. The quarters
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were on generator power by Saturday night and off-duty crew
members were on-site Sunday to clean and begin moving things in
from the temporary location at the Joplin airport. The base “opened”
and the MedFlight 1 crew spent the night in their new home Sunday night, June 5, just two long, interesting weeks after the tornado
destroyed their base and the hospital.
have been faced with new challenges, trials and adjustments as a
result of this. They have responded with true grit, determination and
passion for their roles and the program.
While phone and internet access is still not available, we are
fortunate to be able to continue to operate with a cellular hotspot,
cell phones and radios. While
some things are now gone as a
result of the tornado, the pride at
MedFlight is not, and is as strong
as ever. Without the teamwork
they and St. John’s Mercy demonstrated, this task would have
been nearly impossible. We have
all been “Blown Away” by the
accomplishments of this team in
such a short amount of time!
In the weeks that followed the
Tent Hospital has continued to
grow, and St. John’s MedFlight
– ARCH – Air Methods has
been hand in hand every step
of the way. Two operating room
trailers are on site and fully
functional. Dialysis trailers are
in place and serving patients. A
Cath Lab trailer was brought in.
The first diagnostic heart cath
procedure was successfully
completed on June 15. Needing
access to IABP services before
they would do interventional
procedures, St. John’s Mercy
approached MedFlight and
ARCH-Air Methods. An IABP
pump certified for the aircraft
was relocated to Joplin and the
cath lab is now fully operational
and open to STEMI patients as well.
***The staff of St. John’s
MedFlight would like to express
their sincere appreciation for all
of the support from Air Methods
and especially from the Central
Region Leadership team. Patti
Klein, Kandi Sagehorn, Lyle
Butler, Matt Kasten, Bobby
Groves, Mike Stacey, Jeff
Graham, Rob Nelson and Casey
Marland – for all of your support, concern, text and calls in those first
hours, the next day and every day since. Carolyn Kasten and Chris
Payton for all of the “behind the scenes” work we know you all did to
get us what we needed… Thank you all ! To the AirCom staff in both
St. Louis and Omaha, we appreciate the extra work and diligence
for us... Eddie and Brad – thanks for coming to town to establish the
radio system!***
Today, Mercy continues on their path to restore and bolster healthcare services to the community. A modular hospital facility has been
designed, procured and scheduled to begin arriving in the coming
weeks. The flight program continues to adjust and adapt to their new
environment as well. The crews and staff of the MedFlight program
3
Gone but Not Forgotten
By Scott A Hagemann, Business Development Manager, LIFESTAR CHICAGO
& Lyne Ultstead, Chief Flight Nurse, AirLife
This tribute is long overdue, specifically because I wasn’t sure where
to start. I met Christopher Coon just over two years ago when he
joined the Business Development Team in the Central Region. My
first impression of Chris was why a “kid” his age would want to step
aside from the role of Flight Paramedic to become a member of the
Business Team. After talking with Chris it
was evident that he had a special gift of
working with people. Chris’style of marketing was one of a kind and was noted when
I was training him in the Springfield area.
Chris was respected by every agency
from the hospitals he marketed, to the fire
department and EMS agencies he worked
with so diligently to provide education and
practical training. Chris was responsible for
three bases “AirLife” in Urbana, “ARCH” in
Effingham and “Saints Flight 1” in Springfield. Chris told me many times that he
was going to make each of these bases
increase not only volume but also total requests including scene
responses. Chris worked with many medical directors and made so
many positive changes that I can’t list them all.
Some of Chris’s favorite things: ANYTHING to do with his motorcycle! He was meticulous about that machine. Washing, waxing,
changing the chrome, washing, waxing, changing the leather, washing, waxing, etc. You could always find a smile on his face when he
was on the motorcycle.
Chris was also proud of his history in music/entertainment. He was
a DJ in the 1990s (you know that was the high time for a DJ) and
he had a huge collection of music. He was a drummer and enjoyed
teaching Caleb and Hunter the drums.
Caleb (11) and Hunter (9) are Chris sons. Chris loved attending
Caleb’s baseball games and Hunter’s wrestling matches. Chris
adored his boys and would do anything for them. Chris grew up in
Hoopeston with his mom, Sherry, and his dad, Danny.
The AirLife crew had a running joke about “if Chris is on…your shoes
better be polished and your uniform WITHOUT wrinkles.” If our
shoes were dirty, Chris would make us take them off and he would
polish them for us. He had the same pride for the AirLife helicopter.
Chris would be on the helipad washing the helicopter all by himself –
if necessary. It was imperative for Chris that the helicopter be clean
and presentable to the public. He refused to go on PRs until the
helicopter was washed – and sometimes waxed!!!
Chris has ALWAYS wanted to be in air EMS. His mom, Sherry, tells a
story about Chris getting his toy helicopter and taping toilet paper to
it then turning on the blow dryer in his mother’s beauty shop just to
watch the wind blow the toilet paper over and around the helicopter.
Sherry says, “Chris, since he was a small boy, has always wanted to
be in helicopter EMS.”
As I mentioned earlier Chris was a true family man! Although the
love and respect he had for his AirLife family was also very evident.
The respect that Chris had for the flight crew that he worked with
was admirable. I never heard a negative word out of his mouth
regarding his fellow flight crew members. After Chris’ death that
respect was returned by all that knew Chris both professionally and
personally. Chris’ funeral service was held at the Hoopeston High
School. The representation from the Hoopeston area, Carle Hospital,
Air Methods Corporation staff, area flight programs and personal
friends was amazing. While driving to the cemetery through downtown Hoopeston I was truly amazed by the out pouring of respect
for not only Chris but for his family. Local residents were standing on
their front porches or curbside with their hands over their hearts. The
procession seemed to go on for miles with ambulances, fire apparatus, staff cars and personnel vehicles.
Chris started as a first responder while he was in high school in
1989-1992. He worked at Middle Fork Ambulance. Chris, for a brief
time, worked as a police officer for the City of Hoopeston in 19951996. Chris left the law enforcement field to return to EMS in 1996 at
Hoopeston Ambulance. During his tenure at Hoopeston Ambulance,
Chris rose from EMT to paramedic and worked as the Manager of
the Hoopeston Ambulance. Chris started at AirLife in 2004 – realizing
his dream of becoming a flight paramedic.
As all of the crew at AirLife will tell you, Chris was an AWESOME
flight paramedic. His ability to anticipate what to expect on every
flight was uncanny. He was the epitome of a “scene flight” expert.
Chris was a pleasure to work with as he never considered anything
acceptable other than excellent patient care.
Chris’ life on earth ended on November 9, 2010. When Matt Kasten
notified me that Chris had died it hit me and I’m sure many other
people like they lost their own brother. Chris you are missed by all!!
Every hospital, EMS agency and fire department that AirLife went
to….Chris knew someone in the room. It became the running joke
“are you related to Chris?” because everyone knew him.
4
“Rest in Peace Brother”
Getting to know the central region
Kay Kamish
Flight Nurse – Tulsa Life Flight
Don Janvrin
Pilot – Black Hills Life Flight
Name:
Katherine (Kay) Kamish
Name:
Donald Janvrin
Job title:
Flight Nurse, RN, BSN, EMT-P
Job title:
Line Pilot
Time with company:
18 months
Time with company:
3 years
Family: Brother, sister in law, nephew in Florida. Uncle, cousins in
Minnesota
Work experience:
RN since 1984. Tulsa Life Flight since 1987
Where are you from?
Originally ~ all over! My father was a surgeon in the Army and we
moved duty stations every two years. I’ve lived on both coasts and in
the middle, Germany and Panama. In Oklahoma since 1976.
Biggest accomplishment:
Being a nurse
Family: Wife- Aimee, sons Cade and Jet
Work experience: 13 years prior with Marine Corps
Where are you from?
Cattle ranch in Northwest South Dakota
Biggest accomplishment: Not sure
What do you do on your time off?
Attend kids’ rodeos, team-roping, Ju-Jitsu
Favorite food: Steak and potatoes
What do you do on your time off?
Not enough space here to tell it all! I have a small farm and operate a
horse business. I have my own horses in training, I take outside horses
in training and give some lessons. I enjoy two Martial Arts (Tae Kwon
Do and Tai Chi). I love to travel, in US and overseas. I am a falconer
working with a Red Tail Hawk at the moment, and also assist with
some rehabilitation/rescue of raptors. In quieter times I love to read
and enjoy movies. I also love the theater and usher at the Tulsa PAC.
Oh, and hiking when I can get away! There’s more, but that’s enough!
Favorite food:
Any kind of Thai food! And of course chocolate chip cookies!
Favorite movie: Remember the Titans
Career path you might have taken if you weren’t in
the air medical industry:
Currently working on completing my degree in Professional Counseling
How did you get started in an air medical career?
Moving to the area and the job became available
Pet peeve: Rude people
Trait you most value in a person: Honesty
If you could travel anywhere in the world – where
would it be? Israel
Favorite movie:
Lord of the Rings
Career path you might have taken if you weren’t in the air medical
industry:
I would have enjoyed something in Veterinary medicine. If related to
human medicine, Physical Therapy had always been interesting to me.
Describe yourself in one word: uber-patriotic
How did you get started in an air medical career?
I worked in the Trauma Emergency Center of St. Francis Hospital in Tulsa. I always respected the Flight Nurses, what they did, what
they had to know, what they went through. I ‘Third Rode’ with them several times and loved it. An opening came up and I was approached by the Manager and asked if I would be interested in applying. I did, and found the perfect place for me to practice my nursing.
Pet peeve:
People with negative attitudes who want to dump that bad attitude on everyone else around them and drag people down.
Trait you most value in a person: Optimism and willingness to see the good in a person or situation.
If you could travel anywhere in the world – where would it be?
TNTC!! Too numerous to count! Right now I’d go to Bhutan if I could. But there are so many other places . . .
Describe yourself in one word: Integrity
5
My Story
By Captain Brett R. Koski, Lead Pilot, LifeNet 2-2, St. Joseph, MO
My official hire date with Air Methods was December 7, 2009. About
a month earlier I had seen an ad posted online about a job opening
in Oklahoma, and decided to shoot off an email seeing if there were
any positions open near Omaha, NE. Omaha is my hometown, and
at the time I thought it would be nice to move back to the area. I had
gone to flight school in Chandler, AZ and was currently on my fourth
year working as a tour pilot in Las Vegas, NV. Needless to say I was
tired of the desert, and wanted to return to “greener pastures.” Turns
out there was a position open in St. Joseph, MO. Just about two
hours south of Omaha. This worked out great and I took the opportunity to go visit the base in late November. The base visit went well,
and I was soon on to Colorado for the formal interview, and from
there, on to pilot basic indoctrination.
pilots he’s certified. The FAA in Oklahoma City I guess, didn’t share
his professional opinion. The paperwork was sent to the regional
FAA office in Kansas City, MO so that it could be handled within the
region, and left up to the local FAA staff. This was my first introduction to a true federal bureaucratic process. And quite a surprise to
both myself, and the company.
The first setback was the fact that my application for a Second
Class Medical was denied. This came as a big surprise! Both of my
surgeons, plus the AME, had all signed me off as physically fit to fly
(not to mention the fact that it was my own professional opinion that I
was one hundred percent ready to return to work, hence going in for
the exam in the first place...). Once I got over the fact that the word
from three medical professionals (one who is even certified by the
FAA) meant nothing to the federal government, it was on to step two,
the neurological exam.
Immediately after basic indoc I was off for my initial flight training!
First to Chicago, where we ran into a snow storm, then on to St.
Louis, where we ran into another snow storm, then back to Chicago,
where we were finally able to complete the required training and
checkride. I had my first real shift as a HEMS pilot in February, 2010.
This was to be short lived.
On April 15, two months after my first HEMS shift, I was involved in
a motorcycle accident. Right, another reason to dislike April 15... I
don’t remember anything from the accident, which is probably for the
best. I do however, remember the nine months it took to get back
into the cockpit.
I struck the front-right quarter panel of a minivan (it had to be a
minivan...) at approximately fourty miles per hour. The driver of the
van was making an illegal left turn. Local courts found the driver
guilty of a misdemeanor, yet somehow failed to make him financially
responsible. But that’s another story altogether. As the result of what
was basically a head-on collision, I was left with a fractured left leg,
broken right arm, dislocated right wrist, broken left arm, and a completely shattered left elbow. Witness said I flew fifty feet through the
air, nearly striking the traffic light over the intersection in the process.
No, I did not have a current flight release.
Two days in the local hospital in St. Joseph, multiple CT scans and
surgeries. Seven days residing in a hospital in Omaha, more CT
scans and surgeries. Another nine days laying in a skilled nursing
facility. One month sporting a rented wheelchair waiting for the leg
to heal. Two months with a cast on each arm. Fifty-nine staples, four
metal plates, thirty screws. Permanent loss of motion in both my
left and right arms, accented by the scars that will probably always
remain visible. But chicks dig scars right?
When I first decided to purchase a motorcycle, I knew the helmet I
chose would be one of the most important pieces of gear to focus
on, as far as quality and fit were concerned. I spared no expense
when it came time to buy a helmet, and I was wearing the helmet
at the time of my accident. I wouldn’t be sharing this story if I hadn’t
been wearing a full face helmet. There was nothing in my ambulance or hospital reports or records that even hinted at any sort of
neurological or head injury. Yet the FAA insisted on a neurological
exam. Another $100 down the drain (administered by the same AME
who did my medical, who was also completely baffled as to why I
needed the neuro exam). An exam that I passed with (once again)
flying colors, I mean, anyone can draw a clock face, and count
backwards from 100 in multiples of 7, or recite the order of months
in reverse. With the neurological exam complete, it was time to get
back in the cockpit. But no, not according to the FAA, not just yet.
It seemed like a lifetime waiting for my body to heal, but it made
sense, broken bones and helicopters just don’t mix. There was a
storm on the horizon though, the FAA. I went in for my initial classtwo physical mid August, 2010. I was handed my medical certificate
in January, 2011, five months later.
The first step was to get both of my surgeons to release me to go
back to work. That was easy enough. Step two was to pass my FAA
medical exam, administered by an FAA Aviation Medical Examiner,
naturally. The local AME passed me with flying colors, even going as
far as to say I was much more physically fit than most of the other
Step three turned out to be a logistical nightmare. Step three’s goal
involved me proving (physically, in person) to the FAA, that I was
able to perform the required duties as the PIC of a commercial ro-
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torcraft. Remember, both my surgeons, as well as an FAA AME, had
all signed me off, the AME twice now, months ago... What the FAA
wanted, was to see me physically fly a helicopter, witnessed by one
of their own examiners. It was November by now, when I notified my
AAM that I would be taking a flight test with the FAA. To my surprise,
my AAM told me that Air Methods would provide an aircraft and CCE
to help speed up my certification, and get me back to my base to
once again fly the line. Unfortunately this proved to be a dead end.
The FAA examiner refused to sit in the rear of the aircraft and watch
me perform all PIC duties, with a CCE flying left seat watching over
his companies’ aircraft. Mr. FAA wanted a set of controls for himself.
Long story short, negotiations ended in a stalemate: Company (and
myself) wondering why the FAA couldn’t observe from the back seat,
and Mr. FAA questioning and attacking the legality of the aircraft and
the credibility of our operation. This is where I drew the line, and decided that dealing with the local FAA was going to get me nowhere.
AZ. From the day I arrived in Chandler for my first “training” flight,
to the time I had my new medical certificate, a total of four days had
passed. Yes, what the FAA and I accomplished inside of four days in
Arizona, couldn’t be accomplished in four months back in Missouri.
I’ll let you come to your own conclusion there.
It’s been a little over a year now since the accident. After receiving
my new medical certificate it was decided that I’d go back through
basic indoc a second time, since it had been nine months since I
had flown the line. This was a fabulous idea, as it covered all the
bases needed to get me back in the air as quickly and efficiently as
possible. Plus, this meant that once again I got to enjoy the catered
lunch that is delivered every day during class! I’m currently back
flying the line in St. Joseph, MO. After seeing the initial x-rays of my
left arm there was a period where I thought I may never fly again,
and I feel that just being at work has been the best physical and
mental therapy that I needed. It’s nice to be back doing something
that I’m good at, and I thank Air Methods Corp, as well as all the
pilots that were patient and helpful while I struggled in the process of
returning to work. I’m proud to be part of such a team.
After a “brief” two-week jurisdictional battle between FAA regional
offices, I was able to get some flight training in an R22, and an FAA
examiner lined up, all through my old flight school back in Chandler,
Congratulations Julie Childers on 25 years
By Amy Niewinski, Area 4C Medical Manager
I want to take a moment to introduce you to Julie Childers RN, CFRN. Julie has been with ARCH/Air Methods for 25 years. Here is a
short overview of Julie’s career.
Julie graduated from Southern Illinois University Edwardsville in 1973 with a double major in Anthropology and Psychology and
minor in Education. She just wasn’t settled in this career path and chose to go to nursing school. She graduated from Belleville Area
College with an Associate’s degree in 1981. Julie worked at Belleville Memorial ICU from 1981 to 1982. From 1982 to 1986 she
worked at St Louis University in the CVR unit. In 1986, Julie became one of the original MARC nurses. She worked as a flight nurse
until 2001. In 2001, Julie assumed the role of Medical Base Supervisor at ARCH’s Sparta, IL base. She continued flying but also
stepped into the management realm. In 2005, Julie’s knees would not keep up with her so, she
transitioned into the Medical Education Coordinator position where she continues to thrive today.
On any given day you can find Julie creating a spreadsheet and sharing her wealth of knowledge
with the flight crews. Julie’s credentials include: CFRN, BLS-I, ACLS-I, PALS-I, and ITLS-I.
Fun Facts about Julie:
Hobbies: boating, water sports, kids, grandkids, and Jim.
Favorite saying: I am old – let me alone
Favorite drink: martinis
Favorite food: anything but organ meats - just look at me!!!!
Most memorable rotor flight: Approx 1987 Don Palmer pilot and me. Three drowned kids on
scene. Enough said….
Most memorable fixed wing: Sometime in the 90s –with Kevin Wilson - patient from Hannibal –
ground to aircraft at Quincy airport – pt arrested prior to lift off to SUS. Called Quincy hospital
– they sent paramedic unit to airport and told us to step back because they were ACLS certified
(lol.) Freezing cold, could not turn any aux power on because of battery issue with airplane,
airport closed, ran out of drugs. Quincy called med control – they pronounced but because it
was a Mo patient, they had to call the coroner to the airport, meanwhile Hannibal was trying to
get the patient into their ambulance to take him back to Hannibal – I am asking if you can cross
a state line with a dead body that had not been released by the state where he died. Spent approximately 2 hours in the back of an
ambulance with the deceased patient, medics from Quincy and Hannibal still arguing who had control of the body, until the coroner
(who was an insurance salesman) came and pronounced him. At that point we left – with the 2 services still arguing where the body
should go.
Julie has been in the industry for 25 years and has seen the industry evolve. Through all the ups and downs she has hung in there.
Congratulations Julie on 25 years. We are proud of you!!
7
Unapproved Aircraft Alterations
By Jeff Graham, Area Maintenance Manager
Unapproved Aircraft Alterations can take many forms in our industry.
To begin with, the FAA definition of an Airworthy Aircraft is as follows,
which is not the exact wording but simplified for this purpose.
render the Aircraft Unairworthy, place ourselves at risk for an FAA
violation, loss of our mechanics license, resulting disciplinary action,
loss of pay, and place Air Methods Operating Certificate at risk.
The Aircraft must conform to its Type Certificate. Conformity to Type
Certificate is considered attained when the Aircraft Configuration
and the Components Installed are consistent with the drawings,
specifications, and other data that is part of the TC including any
Supplemental Type Certificates or other Approved Alterations, and
the Aircraft is in a condition for Safe Operation.
The things we can and cannot do take some time to research. There
are so many different medical interiors from different STC holders
and many installations are field approved by the FAA in years past
and it is difficult if not possible to obtain approval from the FAA for
the same installation presently!
Medical equipment mounts are items that this applies to frequently.
Since the Approved Data from STC’s and Field Approvals are aircraft
serial number specific, Medical Equipment Mounts often will transfer
from one aircraft to a similar aircraft and appear to fit just fine however unless the supporting approved data and paperwork exists for
the aircraft serial number the aircraft would not be airworthy with that
piece of equipment installed. It would be an unapproved alteration to
the aircraft!
I will break that simplified statement down and provide a short explanation.
Conforms to Type Certificate: Aircraft are issued a TC at the time
of manufacture stating the items, equipment, and components that
are part of the Aircrafts basic design.
Supplemental Type Certificate: (STC) is a type certificate (TC) issued
when an applicant has received FAA approval to modify an aircraft
from its original design. The STC, which incorporates by reference
the related TC, approves not only the modification but also how that
modification affects the original design.
Some of our Aircraft with STC installations have options in the approved data for different medical mounts; in this case it is just a matter of obtaining the correct mount for the need, making a log entry
and updating the equipment list and weight and balance.
In aircraft that have field approved medical interior installations, it
is usually a several month process to obtain different mounts and
the necessary approvals to change from one piece of equipment to
another, and can cost thousands of dollars.
Approved Alterations: Means an alteration that is performed correctly using FAA Approved Data. For the purposes of this article,
Approved Data is an (STC) or a FAA Field Approval. A Field Approval
is the process of obtaining FAA approval for an Alteration that is not
an STC; this consists of the applicant submitting a data package to
the FAA requesting approval, and it can be a lengthy process. The
Field Approval process and the knowledge that Alterations can also
be broken down into Minor Alteration and Major Alteration are both
lengthy subjects for another day!
Occasionally a mechanic will come across an unapproved modification that was done without his or her knowledge, or it may be an
approved alteration but the supporting documentation drawings do
not exist and the paper trail is not in place for the aircraft it is found
on. In those instances we are required to remove that piece of equipment to continue operation of the aircraft and then take the necessary steps to obtain the approved data for the installation.
Condition for Safe Operation: The condition of the Aircraft and its
Components as related to wear and deterioration.
This does not apply to cargo (carry- on baggage). It is ok to have
a piece of medical equipment as carry-on baggage. The crew can
secure it in the aircraft with an approved seat belt or tie down and it
is perfectly legal. However, as soon as that same piece of medical
equipment is attached to the aircraft in any other manner clamped or
locked into a track etc… It becomes an Alteration to the Aircraft and
the Approved Data must exist for the Installation!
Often as Aircraft Maintenance Professionals, we are asked to modify
or alter an aircraft. For example change this equipment mount to
another equipment mount, add this light in the cabin, move this seat
or piece of equipment to that location, or can we add this pouch at
that location! This is where proceeding with caution is an understatement. If we alter an aircraft without the supporting Approved Data we
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Air Waves is published quarterly by Air Methods’ Central Region. We encourage article contributions, content ideas, and feedback.
Please direct inquiries/comments/suggestions to Chris Payton at 913-397-9335 or [email protected].