FAA Safety Briefing - Mar-Apr 2026

March/April 2026 1

March/April 2026

Rotorcraft

Safety

Insights

7 The USHST – What

it Means for Safety16 From Fixed-wing to Whirlybird –

How to Become a Rotorcraft Pilot20 High Stakes at Low Altitudes

2 FAA Safety BriefingU.S. Department

of Transportation

Federal Aviation

Administration

ISSN: 1057-9648

FAA Safety BriefingMar/Apr 2026Volume 65/Number 2

Sean Duffy Secretary of Transportation

Bryan Bedford Administrator

Tina Amereihn Associate Administrator for Aviation Safety

Hugh Thomas Acting Executive Director

Tom Hoffmann Editor

James Williams Associate Editor / Photo Editor

Rebekah Waters Associate Editor

Nicole Hartman Associate Editor

Paul Cianciolo Associate Editor / Social Media

Sunghee Cho Art Director

Published six times a year, FAA Safety Briefing, formerly

FAA Aviation News, promotes aviation safety by discussing current technical,

regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or informational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

The FAA does not officially endorse any goods, services, materials, or products of

manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.

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of public funds for printing FAA Safety Briefing.

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Send your mailing label with your comments/request to Superintendent of Documents, U.S. Government Publishing Office, Contact Center, Washington, DC 20408-9375. You can also call (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax your information to (202) 512-2104. ABOUT THIS ISSUE…

The March/April 2026 issue of FAA Safety Briefing focuses on the realm of rotorcraft operations. Articles in this issue focus on the real-world risks helicopters face, along with insights on the FAA’s strategy to improve safety in this dynamic operating environment.

The FAA Safety Policy Voice of Non-commercial General Aviation

7The U-S-H-S-T

Find Out What It Means for Helicopter Safety

by Nicole Hartman

12Safety By Segment Navigating the Diverse Risks in the Rotorcraft Community

by Lee Roskop

16From Fixed-wing to Whirlybird Lift Your Flying Career with a Helicopter Rating

by Rebekah Waters

20 High Stakes at Low Altitudes FAA Oversight in the Demanding World of Medical Helicopter Operations

by Jahrod Coates

22 A Virtual Approach to the Real Future

Researching Virtual Reality to Make Helicopter Training Better

by James Williams

25 MOSAIC Fact Sheet

An Overview of the FAA’s Modernization of Special Airworthiness Certification Rule

by Nicole HartmanDEPARTMENTS

2 Jumpseat: an executive policy

perspective

3 ATIS: GA news and current events

5 Aeromedical Advisory: a checkup

on all things aeromedical

31 Checklist: FAA resources and

safety reminders

33 Nuts , Bolts, and Electrons:

GA maintenance issues

35 Flight Forum: letters from the

Safety Briefing mailbag

36 O n Final: an editor's perspective

Inside back cover

FAA Faces: FAA employee profile

March/April 2026 1

2 FAA Safety Briefing

JUMPSEATan executive policy perspective

ROBERT RECKERT, ACTING FLIGHT STANDARDS SERVICE DEPUTY DIRECTOR

VENTURING INTO VERTICAL AVIATION

Did you know there are more than

12,000 helicopters and 32,000 helicop-

ter pilots flying in the United States?

It’s a smaller community compared to

fixed-wing aviation, but the rotorcraft

world is incredibly dynamic — and absolutely essential. From emergency

medical flights and infrastructure

inspections to agricultural work, tourism, and rapid response missions,

helicopters fill roles no other aircraft

can. With that kind of responsibil-

ity, safety has to be front and center.

That’s why this issue of FAA Safety Briefing takes a deep dive into vertical

aviation and the FAA ’s ongoing efforts to strengthen helicopter safety.

Before we get into the details, I

should introduce myself. I’m Rob Reckert, currently the acting deputy

director for the Office of Safety

Standards in the Flight Standards Service. I’ve been around helicopters

for most of my life, and I’ve been

lucky enough to experience them

from just about every angle. I started

out as a helicopter mechanic, then earned my wings through the Army’s

Warrant Officer Flight Training

Program. My active-duty career took me to Korea, Fort Campbell, Ky., and

Iraq as an AH 64D Apache Longbow

maintenance test pilot, and later into the Army National Guard as an HH

60M Black Hawk standardization

instructor pilot. After leaving active

duty, I flew as a part 135 helicopter

air ambulance captain. I have also been an aircraft owner, restoring an

award-winning airplane.

I joined the FAA in 2008, and since

then, I’ve worked in a variety of roles

that let me blend my background with my passion for safety and innovation.

Today, I help develop and oversee the

policy, guidance, and regulations for civil aircraft operations — work that keeps me connected to the aviation

community I care so much about.

I also serve as the government co-

chair for the U.S. Helicopter Safety

Team (USHST), a group of dedi-cated volunteers from government

and industry who are committed to

improving helicopter safety culture and performance. They produce

everything from educational videos

to the groundbreaking, confidential

USHST Peer Pilot Program. Y ou can

learn more about their work in this issue’s article, “The USHST — What It

Means for Helicopter Safety. ”

Rotorcraft operations cover a

huge range of missions, and each one comes with its own challenges. If

you’re interested in how these seg-

ments differ — and what the data tells

us about risks and mitigation — check out “Safety by Segment. ”

Thinking about becoming a helicop-

ter pilot? Or maybe you’re considering

a transition from military to civilian

flying? We’ve got you covered in “From Fixed-wing to Whirly Birds, ” which

also highlights some unique career

paths you might not have considered.

We’re also excited to share some of

the cutting-edge research happening at the FAA ’s Vertical Flight Aviation

Safety Technologies Laboratory and

Cockpit Simulation Facility. Their work explores how new technology can make rotorcraft training safer and

more effective.

I know many of our readers come

from the fixed-wing side of aviation and may not share my enthusiasm for

rotary-wing flight. But I encourage

every pilot — regardless of what cate-

gory or class of aircraft they operate — to learn more about the aircraft they

share the sky with. Understanding how

other aircraft operate and the hazards

they present, can make a real differ -

ence. Just as fixed-wing pilots need to

be mindful of wake turbulence from

large jets, they should also understand

the wake hazards created by helicop-ters. And helicopter pilots, who often

enjoy excellent visibility, benefit from

understanding how fixed-wing design

features can limit a pilot’s ability to

see and avoid.

At the end of the day, one of the

best safety mitigations is a commit-

ment to continuous learning. Use this issue as a chance to expand your

aeronautical knowledge, sharpen your

situational awareness, and strengthen

the sense of community that keeps all

of us safer in the air.

Rob Reckert flying an HH-60M Black Hawk with the Army

over New England.

I ENCOURAGE EVERY PILOT —

REGARDLESS OF WHAT CATEGORY OR CLASS OF AIRCRAFT THEY OPERATE — TO LEARN MORE

ABOUT THE AIRCRAFT THEY SHARE

THE SKY WITH.

AVIATION NEWS ROUNDUP

First National Advanced Air

Mobility Strategy Launched

U.S. Secretary of Transportation Sean

Duffy announced the nation’s first-

ever Advanced Air Mobility (AAM)

National Strategy, setting an ambi-tious roadmap to accelerate American

aviation innovation and transform

our skies for the better.

The strategy and accompanying

action plan outline 40 recommenda-tions to safely and efficiently support

AAM operations. The strategy will

also help advance President Trump’s “ America First” agenda — unleash-

ing America’s economic strength

and ensuring the U.S., and not our

adversaries, remains a global leader in

next-generation aviation.

AAM is a rapidly emerging aero-

space sector focused on safely and efficiently integrating highly auto-

mated aircraft into U.S. airspace.

AAM is not a single technology but rather a range of innovations, partic-

ularly new aircraft types that typically

operate below 5,000 feet, to transport people and packages more efficiently

than ever before. Beyond aircraft,

AAM requires a modern support

system, including a skilled workforce,

upgraded infrastructure, and clear regulatory frameworks.

The action plan gives high-level

implementation items across four distinct strategic action phases, referred to as LIFT. These phases

will advance research, stakeholder

engagement, policy development,

and technical deployment.

1. Leverage existing programs to

support innovation and begin operations.

2. Initiate engagement with partners,

research and development, and smart planning.

3. Forge new policy and models

responsive to public needs.

4. Transform the aviation ecosystem.

Visit bit.ly/AAM_Future for

more information.

Runway Safety Bed Stops

Skidding Plane

The FAA ’s commitment to the safety

of the National Airspace System (NAS) was on display with an engi-

neered materials arresting system

(EMAS) save in September. At

Roanoke-Blacksburg Regional Airport (ROA) in Virginia, an airplane was

safely stopped by the EMAS bed at

the end of the runway. The system,

upgraded last year, was used for the

first time that day, and it worked

exactly as designed.

Thanks in part to the dedicated

work of FAA employees, travelers and crews walked away safely. When the FAA shared the story on its X account

(@FAANews), the post generated

more than 1 million views and drew

widespread praise.

Across the country, there are 122

EMAS installations at 70 U.S. air -

ports. These systems, and the people

who make them possible, continue to

prevent accidents and protect lives.

Safety is and will always remain the FAA ’s top priority. EMAS is just one

example of how the FAA workforce

makes a real difference every day — keeping travelers, flight crews, and

aircraft safe.

Check out the X post at

bit.ly/4aSNeP1.

#FLYSAFE GA SAFETY ENHANCEMENT TOPICS

MARCH

Human Factors and WINGS

APRIL

Angle of Attack AwarenessPlease visit bit.ly/FlySafeMedium for more information on these and other topics.

March/April 2026 3

ATISGA news and current events

The FAA's engineered materials arresting system makes a save at Roanoke-Blacksburg Airport (ROA).

4 FAA Safety Briefing

ATIS GA news and current events

Modernizing the Notice to

Airmen System

Recently, the FAA deployed the first

phase of a brand-new Notice to Airmen

(NOTAM) service. The NOTAM

service, which provides critical safety alerts about changes in the airspace, was

originally built in 1985. It has experi-

enced multiple outages in recent years,

including a nationwide failure in 2023.

This important deployment milestone was achieved on time and on budget.

The new NOTAM Management

Service (NMS) began operations on Sept. 29, 2025, initially distributing

NOTAMs to early adopter stakehold-

ers. This initial deployment establishes

the framework for the new service,

enabling testing and validation with early user adopters. The full transition

to the new single-source NOTAM

service is on track for late Spring 2026.

NOTAMs communicate temporary

changes such as runway closures, air -

space restrictions, and obstructions to

pilots and flight planners. More than

four million are issued annually.

The new NMS has a streamlined,

modern interface. It provides near-real-time data exchange, enabling

efficient data flows and better stake -

holder collaboration. The system is securely hosted in the cloud and has a scalable and resilient architecture

designed for high availability.

For additional information on the

new system, visit nms.aim.faa.gov .

th Richard G. McSpadden Report

AOPA ’s Air Safety Institute released the 35th Richard G. McSpadden Report, which analyzes general aviation

accidents that occurred in 2023. The

report is updated with accident data on a rolling 30-day cycle to provide the

most comprehensive review of avia-

tion safety and the latest report shows

a decline in general aviation accident

rates despite an increase in flight hours.

A total of 1,097 general aviation

accidents occurred in the U.S, with 186 of those crashes resulting in death during the reporting period. The overall

accident rate fell from 4.3 per 100,000

flight hours in 2022 to 3.86 in 2023

and the fatal accident rate declined to

0.65 from 0.68 the previous year.

Non-commercial fixed-wing aircraft

accounted for 929 accidents and 59 were commercial fixed-wing accidents.

Non-commercial helicopter operations

experienced 70 accidents, while com-mercial helicopter operations suffered

39 accidents. Mechanical issues caused

187 accidents, and 91 non-commercial fixed-wing accidents that could not be

attributed to any specific cause.

Review the report at

bit.ly/McSpaddenReport .Spatial Disorientation Training

for Pilots

Given that approximately 80 percent

of all aviation accidents involve human factors, the FAA recommends a greater

focus on spatial disorientation (SD)

training beyond the scope of current

guidelines and recently published an

Information for Operators (InFO) with recommendations and resources.

SD training should emphasize

avoidance of conditions where SD

can occur, as well as recognition of

onset and recovery from SD events. To reduce the possibility of SD acci-

dents in the future, the FAA recom-

mends that operators and training providers incorporate SD theoretical

and practical training into their oper -

ations. Y ou can review the InFO at bit.ly/SD_InFO and learn more about

SD at bit.ly/SpatialDisorientation .

FAA to Overhaul Organizational Structure

A plan to overhaul the FAA ’s orga-

nizational structure was recently announced to enhance safety, embrace

innovation, and increase transparency.

The comprehensive re-organization includes the creation of a new safety

oversight office.

This office, which was supported

by Congress in the 2024 FAA

Reauthorization, will implement a single safety management system

(SMS) and risk management strategy

for the entire FAA. Now, instead of different safety metrics siloed in indi-

vidual offices, the agency will be able

to share safety data more freely. Other

key changes include:

• Launching an Airspace

Modernization office.

• Creating a new Advanced Aviation Technologies office to oversee the

integration of drones, eVTOLs, and

other advanced air mobility vehicles

into the airspace.

Learn more at bit.ly/

NewFAAStructure .

(Graph by AOPA)

March/April 2026 5

AEROMEDICAL ADVISORYa checkup on all things aeromedical

DR. SUSAN NORTHRUP , FAA FEDERAL AIR SURGEON

WATCH OUT FOR BAD VIBES

Vibration is ubiquitous in aviation

regardless of the type of aircraft flown.

Even hot air balloons have a notice-

able vibration when the burner is lit.

However, rotorcraft, the theme for

this issue, are known for vibration more than others. Helicopter pilots

learn early in their training that

different frequencies of vibration are associated with problems in differ -

ent systems, such as the main rotor, engine, or tail rotor. Other vibrations

are normal parts of flight, such as

the vibration from transverse flow effect as a helicopter accelerates or

decelerates and is near ETL (effective

translational lift). Regardless of the cause, vibrations can take a toll on the

pilot, so it’s important to be aware of

their impact on your performance.

The medical effects of vibration

are well recognized in the occu-pational medicine community.

Musculoskeletal pain in the hands,

shoulders, and hips is seen from expo-

sure to vibration. One can develop

Raynaud Phenomenon in the fingers, which is associated with numbness,

pain, and blanching of the skin (pale-

ness followed by cyanosis — blueish color — and redness). Acute low back

pain (LBP) is strongly related to the

average flight hours per day, while

chronic LBP is linked to cumulative

exposure (total flight hours). There is also stress to the cervical spine (neck).

Both neck and LBP are aggravated

by prolonged sitting and whole-body vibration. The chronic discomfort can

be a distraction and degrade perfor -

mance. Bear in mind that helmets and night vision goggles can aggra-

vate neck pain, even though they are essential to many activities. There is

also concern about a possible link to

cardiovascular disease, nerve damage, headaches, and even dizziness and

motion sickness. Disorientation and

interference with fine visual acuity have also been reported.

While many of these issues are rec-

ognized in the military rotary-wing

community, there is less discussion in

the civilian sector. Potential under-re-porting can result since pilots might

not recognize the association with

workplace vibration or appreciate the potential seriousness of the condition.

In addition, many pilots are reluctant

to highlight medical issues, especially

to their aviation medical examiner,

and might not be symptomatic when they are at their primary care doctor’s

office. Y ou should mention that you

fly helicopters and highlight the expo-

sure to vibration, as not all physicians

are familiar with the occupational exposures a helicopter pilot faces.

So, what can you do to minimize

the effects of vibration? Take breaks as often as feasible, preferably exiting the

aircraft and walking around a bit. Pay

attention to the flight regimes asso-

ciated with increased vibration (the

yellow arc for some RPM settings, out of trim flight, etc.) and ensure

that the aircraft is well maintained

and trimmed. Maintain a loose grip, holding controls as lightly as possible to maintain safe control. Avoid poor

posture. If there is a second pilot or

an autopilot, periodically relinquish

the controls and give your hands and

arms a break. Stay warm and wear gloves to keep your hands warm;

this enables better circulation. While

pilots cannot eliminate all vibration in a helicopter, taking steps to minimize

its effect is certainly worthwhile.

There are numerous other activi-

ties outside of flying that also expose

one to vibration, such as hand tools, including drills, sanders, saws, and

chainsaws, as well as push mowers

and lawn tractors, etc. Avoid/min-imize these and other aggravating

factors such as smoking, excessive

alcohol, etc. For those who fly heli-

copter air ambulances, you must also

think of the patients you transport. Decompression sickness, a hazard

for scuba divers or others who are

exposed to rapid changes in pres-

sure, can be triggered by vibration. I

expect that most of you have seen how rapidly gas can evolve in a carbonated

beverage if the container is tapped.

The same can happen from the vibra-tion in a helicopter, even without a

significant change in altitude.

Although vibration cannot be

eliminated in aviation, there are ways

to minimize exposure and impact. Early intervention/treatment can help

prevent chronic complications. Stay

healthy and fly safe.

Dr. Susan Northrup received a bachelor's degree in chem-

istry, a medical degree from The Ohio State University, and

a master’s degree in public health from the University of

Texas. She is double board-certified by the American Board

of Preventive Medicine in Aerospace Medicine and Occupa-tional Medicine. She is a retired U.S. Air Force colonel and a former regional medical director for Delta Airlines. She is

also an active private pilot and aircraft owner.

08:30 – 09:30 10:00 – 11:00 11:30 – 12:30 13:00 – 14:00 14:30 – 15:30

TUESDAY

APRIL 14Don’t Tell Me

What to DoWas That for Us?

Being Safe

round Runways Inspection

Authorization (IA) and

Aircraft MaintenanceTips to Interpret Wx

Data AccuratelyFlying the Fire Boss

Join us

for daily

forums at the

FAA Safety

CenterDr. Ian Johnson

FAADane Guynn

Andrew Applegate

FAAMike Millard

FAAGary Pokodner

FAASteve Guetter

Advanced Flight Training

WINGS: BK1

AFS0140353WINGS: BK2

AFS0140359 AMT/IA

AFS0140360WINGS: BK1

AFS0140361 WINGS: BK2

AFS0140364

WEDNESDAY

APRIL 15Weather or Not

to Fly

Jeff Arnold

LeidosAircraft Tire Care

and Maintenance

Mary Beth Widak

Good Year TiresMOSAIC Final Rule

Overview – Sport Pilots,

Light-Sport Category

Repairmen, Light-Sport

Category Aircraft

FAAThe Fun and

Challenges of

Flying Seaplanes

Steve Guetter

Advanced Flight TrainingAmphibious Aircraft

Safety Systems

Amy Gesch

WipaireTomorrow:

Meet the FAA

WINGS: BK1

AFS0140366WINGS: BK3/AMT

AFS0140367WINGS: BK3/AMT

AFS0140368WINGS: BK3

AFS0140369WINGS: BK3

AFS0140370

THURSDAY

APRIL 16Was That For Us ?

Being Safe Around

RunwaysStraight Talk About

Aviation SafetyZero to 16 Degrees,

An AOA StoryClear Skies,

Sound Decisions:

Navigating Weather Mike Millard

is back with

AMT and

WINGS

Credits!Dane Guynn

Andrew Applegate

FAAJohn & Martha

King SchoolsMark Korin

Alpha Systems Jenna Williamson

Leidos

WINGS: BK2

AFS0140372WINGS: BK3

AFS0140374WINGS: NA

AFS0140375WINGS: BK2/AMT

AFS0140376WINGS: BK3

AFS0140377

FRIDAY

APRIL 17Wilderness Survival

Techniques

(Part 1 of 2)Wilderness Survival

Techniques

(Part 2 of 2)Aircraft Battery

AirworthinessIt’s a Risky Business Aeromedical Updates

for Pilots

Tomorrow:

MOSAIC is

here!Mike Millard

FAAMike Millard

FAAChris Holder

Concorde BatteryRay Heyde

FAASTeam RepDr. Brett Wyrick/

Dr. Susan Northrup

WINGS: BK3

AFS0140379WINGS: BK3

AFS0140380WINGS: BK3/AMT

AFS0140382WINGS: BK1/AMT

AFS0140383WINGS: BK3

AFS0140384

SATURDAY

APRIL 18MOSAIC Final Rule

Overview – Sport Pilots,

Light-Sport Category

Repairmen, Light-Sport

Category AircraftHow to Fly ODPs

and SIDsIn-Flight Loss of

Control: The Most

Frequent Cause of

Fatal AccidentsUsing Augmented

Reality and Virtual

Reality Tools in Flight

TrainingFifty Years of

Attention to Human

Factors: Not Fixed Yet!Make Better

Decisions

Through

EducationFAA Ed Verville

DPEEd Verville

DPEGreg Reverdiau

Pilot InstituteDr. Bill Johnson

Safety Consultant

WINGS: BK3/AMT

AFS0140389 WINGS: AK2

AFS0140387WINGS: BK2

AFS0140388WINGS: BK3

AFS0140385WINGS: BK1

AFS0140390FAA SAFETY CENTER FORUMS

April 14–18, 2026

Access FAASTeam Safety

Brochures here:

bit.ly/FAAST_pamphletsFAA Forums Open Daily at 8:30 a.m. unless otherwise noted.

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bit.ly/FAA_Forums Meet the FAA

6 FAA Safety Briefing

March/April 2026 7THE U-S-H-S-T

Find Out What It Means for

Helicopter Safety

By Nicole Hartman

8 FAA Safety Briefing

Aviation and acronyms go together like thunder and

lightning, and helicopters are no exception to the

rule. One important line-up of letters is the USHST,

or the U.S. Helicopter Safety Team. Established in 2013 as a regional partner to the International Helicopter Safety

Team (IHST), now known as the Vertical Aviation Safety Team (V AST), the USHST is a government-industry

partnership focused on reducing helicopter accidents and

fatalities in the United States.

The team’s vision is ambitious: a civil registered heli-

copter community without fatal accidents, and they are undertaking a whirlwind of efforts to help achieve that

goal. So, let’s take a look at the USHST and its role in the

helicopter community.

Say "Helo" to the USHST

The role of the USHST is collaboration within the civil helicopter community (industry and government) to

prevent fatal accidents through data-driven analysis and

the development of voluntary, consensus-based safety

recommendations. It identifies safety issues, develops heli-

copter safety enhancements (H-SEs), and promotes safety culture and performance through outreach and other

programs. The USHST also provides a confidential mental

health support program for pilots and crew members available at ushstpeer.org .Modeled after initiatives like the Commercial Aviation

Safety Team (CAST), the USHST has a collaborative, pub-

lic-private structure featuring a steering committee for strat-

egy, support teams for operations, and safety enhancement (H-SE) teams that develop data-driven solutions to reduce

fatal accidents. The USHST also works closely with industry

(e.g., trade associations, owners and operators, manufactur -

ers, and schools) and the FAA to develop a consensus-based

approach, mirroring structures such as the General Aviation

Joint Safety Committee (GAJSC). Check out the Nov/Dec

2025 FAA Safety Briefing issue at bit.ly/FAASB-archive for

more information on the GAJSC.

The USHST utilizes a system-level safety cycle and data

from sources such as the FAA ’s Aviation Safety Information

Analysis and Sharing (ASIAS) Rotorcraft Issue Analysis Team (R-IAT) to identify systemic safety issues. It then

creates and disseminates voluntary, risk mitigation recom-

mendations (H-SEs) to improve safety culture and perfor -

mance. Metrics are tracked by setting specific, data-driven goals, such as reducing the fatal accident rate by a certain percentage over a five-year period.

The USHST has finalized all its original H-SEs, result-

ing in valuable resources and training programs to

address the leading causes of fatal accidents. Some notable

initiatives include:

• Flight Data Monitoring (H-SE 82): This enhancement promoted the use of data recording devices and volun-

tary safety programs to identify hazardous behaviors

before they result in accidents. The initiative aimed to

engage small operators effectively in safety monitoring.

USHST Steering Committee

Co-Chairs

• Chris Baur: Hughes Aerospace

• Robert Reckert: FAA

Members

• Chris Hill:VAI

• Carsten Hoyt: GAMA• Seth Buttner: Airbus Helicopters

• Tony Randall: Bell

• Nigel Speedy: Leonardo• Tim Tucker: Robinson• Jill Browning: Sikorsky

• Clarke Peasants: MTSU

• Wes Van Dell: UND• Jorge Castillo: FAA

USHST Support Teams

• Coordination Team• Safety Assurance Team• Safety Promotion TeamHelicopter Safety Enhancement Teams

23-01 , P romote Conservative go/no-go

decision making Lead: VAI Safety Industry Advisory Council

, E ducate hazards of low altitude

operations Lead: USHST Steering Committee

, Impr ove risk management of

night operations Lead: Engineering Systems, Inc (ESI)

, Impor ve fatigue awareness and risk

mitigation of scheduling factors leading to fatigue Lead: Pulsar Informatics

, T raining on effects of adverse

wind situations Lead: Air Methods

Link to ASIAS Program

Rotorcraft Issue Analysis TeamCompleted Helicopter Safety Enhancements (H-SEs)

H-SE 13A

Utilities and

Constructions Practice GuideH-SE 19A

Safety Culture and

ProfessionalismH-SE 22A

Detection and

Management of Risk Level Chang-

es During FlightH-SE 28/112

Final Walk Around

& Security of External Cargo

H-SE 30

Development of

ACS Rotorcraft- Helicopter SeriesH-SE 91

Stability

Augmentation System/AutopilotH-SE 81

Simulators and

Outside-the- Envelope Flight

ConditionsH-SE 82

Helicopter Flight

Data Monitoring

H-SE 90

UAS in High-Risk

EnvironmentsH-SE 91

Enhanced

Helicopter Vision SystemsH-SE 116

Make & Model

Transition TrainingH-SE 123

Simulations for

Safe Decision Making

H-SE 124

Understanding of

Basic Helicopter AerodynamicsH-SE 125

Pre-Flight Risk

Assessment for Student PilotsH-SE 127A

Recognition &

Recovery of Spatial

DisorientationH-SE 130

Hazards of

Over-the-Counter Medication

• “56 Seconds to Live” Campaign (H-SE 127A and

others): This major initiative focused on recognizing

and avoiding spatial disorientation and unintended flight

in instrument meteorological conditions (UIMC). It

produced a video series and a free training course, widely

considered a significant success in providing pilots with critical decision-making tools.

• Safety Culture and Risk Management (Outreach SEs): The USHST has successfully developed H-SEs focused on

"soft" skills, such as improving safety culture and profes-

sionalism (H-SE 19A) and managing risk in flight (H-SE

22A). These efforts have been detailed in various podcasts

and presentations to disseminate the information widely.

The USHST is continuing this vital safety work with five

new H-SEs under development:

• Promote Conservative Go/No-Go Decision Making (H-SE 23-01): Help prevent fatal helicopter accidents

that can be directly or indirectly linked to preflight judg -

ment errors, decision-making errors, and inadequate mission planning.

• Educate Hazards Of Low Altitude Operations (H-SE

23-02): Pursue better avoidance of obstacles (e.g., wires,

towers) in the low-level environment through consider -

ation of identification techniques and both traditional and emerging protection devices.

• Improve Risk Management Of Night Operations (H-SE

23-03): Use the focus areas of training, technology integra-

tion, operational procedures, physiological considerations,

environmental awareness, and equipment to promote

better risk mitigation strategies specific to night flying.• Improve Fatigue

Awareness And Risk

Mitigation Of Scheduling

Factors Leading To

Fatigue (H-Se 23-04):

Evaluate the sources of fatigue risk in helicopter operations, develop a framework

for fatigue risk management, and provide practical resources to support fatigue risk management program implementation.

• Training On Effects Of Adverse Wind Situations (H-SE 23-05): Better illustrate the hazards posed by adverse

winds on rotorcraft performance, especially when oper -

ating at low air speeds.

Visit ushst.org/h-se-details for information on all the H-SEs.

These enhancements produce numerous safety-focused

outputs, all intended to help realize the vision of zero fatal civil helicopter accidents. These products generally fall into the categories of guidelines, training materials, best prac-

tices, videos, and recommendations for new technology.

Guidance and Best Practices

• Recommended Practices for Preflight, Final Walk

Around, and Post-flight Inspections (H-SE 28): These

guidelines emphasize a thorough check of the aircraft to

ensure it is in a condition for safe flight.

• Utility Patrol and Construction (UP AC) Recommended Practice Guide (H-SE 13A): A specific

guide tailored to the unique hazards of utility operations,

to include human performance considerations.

Training Material and Courses

• Simulations for Safe Decision Making: Increased use

of relevant simulations to rehearse at-risk scenarios

(H-SE 123).

• Make/Model Transition Training: Ensure familiarity

and understanding of new “model specific” equipment

(H-SE 116).

• Fatigue Awareness : Materials designed to improve

awareness and mitigation of risks associated with fatigue in scheduling (H-SE 23-04).

March/April 2026 9The team’s vision is ambitious: a civil

registered helicopter community

without fatal accidents, and they are

undertaking a whirlwind of efforts

to help achieve that goal.

The USHST makes rotorcraft safer by

identifying key causes of accidents

and developing solutions that

improve safety through technology,

training, and risk management.

10 FAA Safety Briefing

Technology and Equipment Recommendations

• Stability Augmentation Systems (SAS) / Autopilot:

Recommendations for developing and installing these

systems in light helicopters to reduce LOC-I accidents

(H-SE 70).

• Enhanced Vision Systems : Promoting the use of

enhanced helicopter vision systems (H-SE 91).

Formal Publications

• Airman Certification Standards (ACS): The USHST contributed significantly to the development and publi-

cation of the new ACS rotorcraft-helicopter series, which

replaced older Practical Test Standards (PTS) (H-SE 30).

• Formal Reports and White Papers: Detailed reports and guidance documents are published on the USHST

website for public access.

These products are continually developed and distributed

to the aviation community through various channels, includ-

ing the USHST website, industry events such as VERTICON

(verticon.org), and collaborations with partners like the FAA.

Mental Health = Safer Skies

The USHST also aligned itself with broader changes in

the aviation industry. Pilots of all types of aircraft have an

incredible responsibility every time they take to the air and

face a unique combination of pressures — high-stakes deci-

sion-making, irregular hours, extended periods away from

home, and the constant demand for peak performance under stress.

The USHST recognized that prioritizing only technical

training and physical health is insufficient; pilot mental health matters for the pilot’s quality of life and for the safety

of the National Airspace System. To reduce barriers to

help-seeking behavior, it established the Peer Pilot Program

(PPP). The PPP is a volunteer-driven initiative that offers

free peer support, creating an environment where aviation professionals can find guidance and support from those

who understand the exceptional stresses of their profession.

It addresses the human factor head-on by offering under -

standing, connection, and timely guidance before small issues become crises. The USHST Peer Pilot Program is

available to help at ushstpeer.org .

Pilots interested in becoming a peer pilot volunteer can

contact the USHST at info@USHST.org (be sure to include “PPP Volunteer” in the subject).

The HUGHES App — Free to USHST Members

Hughes Aerospace provides the updated Hughes App at

no cost to USHST members. Available for iOS users on

both iPhone and iPad, it provides valuable information

to support safety and decision making, including charts,

navigation, weather and weather cameras, and the PPP . The

app also features a new VFR prediction tool. Scan the QR code to check it out.

But Wait, There’s More

The USHST is full throttle when it comes to conducting outreach and education, offering a comprehensive suite of

communication products across multiple platforms. This

accessible, expert-driven safety content includes:

• Health & Safety Education: in-depth documents/white papers on specific safety topics

• Videos/Reels (Rotorcraft Collective): productions of varying lengths focused on accident prevention

• Podcasts (Push to Talk): featuring discussions on H-SEs and safety culture

• Training & Events: free courses, safety challenges at expos, and webinars

• Checklists & Posters: practical tools for flight crews

• USHST Newsletter: sign up to receive this quarterly email

ushst.org/podcasts

ushst.org/ushst-membership-card-with-the-hughes-appapple.co/4alpmD7

March/April 2026 11

The USHST is also part of “The Rotorcraft Collective, ”

a series of short safety videos produced by the FAA. These

videos provide information on topics such as preflight

inspections and passenger briefings, wire strike avoidance,

preventing loss of control inflight, and fatigue, and have

garnered nearly 600K views. Y ou can view the video series on Y ouTube at bit.ly/RotorCollective . Y ou can also view the

series on the Aeroverse streaming service and its website at bit.ly/aero-rc . Check out the Forum section of this issue to

see what others are saying about the series.

A key component of this outreach effort is promot-

ing safety culture. The USHST encourages a proactive

approach to safety by advocating that pilots make safety a

personal responsibility, use risk management checklists, and set personal minimums. It also engages with industry groups to increase safety

awareness and learn about impediments to

safety improvements. For more information on USHST’s culture and safety information,

visit ushst.org .

The Results Are In

The USHST makes rotorcraft safer by

identifying key causes of accidents and

developing solutions that improve safety

through technology, training, and risk

management. Evidence of this is the fact that

fatal accidents have been down significantly (over 35%) since 2013, when the USHST was

formed. In 2024, the industry achieved its

lowest fatal accident rate (0.45 per 100K hours) and overall

accident rate (3.05 per 100K hours) in 25 years, alongside

the second-lowest total accidents (88).

These efforts to develop, deliver, and promote valuable

safety resources focused on improving the U.S. helicopter

community’s safety culture and performance should have you saying — the USHST, that’s the acronym for me!

Nicole Hartman is an FAA Safety Briefing associate editor and technical writer-editor in the

FAA’s Flight Standards Service.

LEARN MORE

ushst.org

bit.ly/RotorYT

SAFETY BY

SEGMENT

Navigating

the Diverse

Risks in the

Rotorcraft

Community

By Lee Roskop

12 FAA Safety Briefing

March/April 2026 13

The ways a helicopter can be used are limited only by

the imagination. (Well, that and safety.) While the uses

may seem endless, most helicopter operations are con-

ducted under one of four parts of Title 14, Code of Federal Regulations (14 CFR): part 91 for general aircraft ops, part

133 for rotorcraft external-load ops, part 135 for commuter and on-demand ops, and part 137 for agricultural aircraft

ops. Each one of these segments comes with its own set of

safety risks. That is why, when the U.S. Helicopter Safety Team (USHST) set a goal to reduce the five-year accident

rate, they examined the safety risks unique to each of the

four 14 CFR parts for helicopter operations.

Different Goals Driven by Different Risks

In early 2025, USHST’s leadership set their latest five-year helicopter accident-reduction goal and examined

accident-causal factors by part. This goal was tailored

to reduce the five-year average fatal accident rate by

segment. The idea of setting goals based on the different

operating parts was to acknowledge the hazards specific to each operation and the differences in public expec-

tations for acceptable risk. There are certainly common

hazards across each operating part, but each also has unique hazards that drive distinct risks that may lead to

fatal accidents. The USHST based this conclusion on its

review of the aviation occurrence categories that defined

what happened in fatal accidents.Part 91 (General Aircraft Ops)

Part 91 operations account for about 55% of annual U.S.

helicopter flight hours. This includes helicopter industry

segments such as aerial observations, instruction/training,

business travel, authorized air tours, and flights conducted

for personal use. For the five years studied, the highest

percentage of helicopter part 91 fatal accidents were in the occurrence category of unintended flight into instrument

meteorological conditions (22%), followed by low altitude

object strikes (15%), and loss of control inflight (12%).

Part 133 (Rotorcraft External-load Ops)

Operations under part 133 account for about 6% of the annual U.S. helicopter flight hours. These operations

include industry segments such as utility patrol and con-

struction companies that support building and maintaining

the national electrical grid. Other segments include aerial

firefighting as well as heavy-lift flights used to transport equipment. Part 133 had a much larger percentage of low

altitude object strikes (40%) and system component failure

due to non-powerplant issues (20%).Operating PartBaseline: 5-Yr

Avg 2018-2022Reduction GoalGoal: 5-Yr Avg 2025-2029

Part 91 0.81 10% 0.73

Part 133 1.73 10% 1.56

Part 135 0.33 50% 0.17

Part 137 1.11 10% 1

Five-year helicopter fatal accident reduction goals per 100K operations.

14 FAA Safety Briefing

Part 135 (Commuter and On Demand Ops)

Part 135 operations account for about 31% of the annual

U.S. helicopter flight hours. These operations include indus-

try segments that are typically more familiar and visible to

the public, such as helicopter air ambulance patient trans-

port, movement of offshore oil and gas crews, and air tours.

Particularly in the helicopter air ambulance segment, a large percentage of the hours are flown at night.

The reduction rate goal for part 135 was set higher than

any other category. This reflects a lower acceptable risk for these types of operations, which typically involve on

demand passenger services. Public expectations for these

operations are higher, and, as such, the risk tolerance is

lower. The fatal accident data showed that unintended

flight into IMC percentage was the highest occurrence cate -

gory (21%), followed by medical events (14%). Smaller but

still noteworthy occurrence categories were loss of control

inflight (7%) and low altitude object strikes (7%).

Part 137 (Agricultural Aircraft Ops)

Part 137 operations account for about 8% of the annual U.S. helicopter flight hours flown. These operations include

what is commonly known as “crop dusting, ” as well as other

product dispensing activities related to soil treatment or

forest preservation. Most part 137 fatal accidents occurred

12%Part 91 (events = 41)

General Aircraft Ops

Loss of Control

- Inflight0% 100%Part 135 (events = 14)

Commuter and On Demand Ops

Part 137 (events = 15)

Agricultural Aircraft Ops

Part 133 (events = 5)

Rotorcraft External-load Ops7% 7% 21%

40% 20%73%14%15% 22% 10% 7%

7%

Struck Object During Low Altitude Ops Unintended Flight in IMC Syst Comp Fail Non-Powerplant Abrupt MeneuverMedical All Other

The reduction rate goal for part 135

was set higher than any other category.

Results of a USHST study that show a breakdown of fatal accident causal factors by operating part from calendar year 2020 to 2024.

March/April 2026 15in the low altitude object category (73%). When spraying

crops, almost the entire flight takes place at low-altitude—

often near power lines that can both surround and pass

through the area of operations.

Enhancing Safety by Segment

Regardless of the different industry segment uses, prevent-ing fatal helicopter accidents is something everyone can get

behind. To encourage industry’s efforts to improve safety

and reduce fatal accidents across the four operating parts,

the FAA and industry steadfastly pursue safety education

and outreach. Working together through the USHST has led to the development of voluntary risk mitigation materi-

als, referred to as safety enhancements.

Various FAA and industry members from the USHST who

participated in researching fatal accident reports also created the materials for 16 completed safety enhancements. These

resources are available to everyone at ushst.org/h-se-details.

Several new helicopter safety enhancements are also cur -

rently in development for the following areas:

• Improving in-flight decision making;

• Education on the hazards of operations in the low alti-

tude environment;

• Identifying mitigations for risks that are common to night operations;

• Addressing more objective methods to detect and miti-gate human fatigue; and

• Accounting for the effects of flight during adverse winds.

The safety enhancement resources are just part of the

strategy to prevent future fatal accidents. The FAA Safety Team distributes analyses, reports, and safety enhance-

ment materials produced by the USHST, including

packaging them into short educational videos as part of

an initiative called The Rotorcraft Collective (on Y ouTube

at bit.ly/RotorYT). The FAA ’s Aircraft Certification

Service also maintains a public-facing Rotorcraft Accident

Dashboard ( bit.ly/RotorDash) that is updated weekly and

also produces a monthly accident briefing summary for

distribution to the industry to ensure consistent aware-

ness of developing safety trends.The Rotorcraft Issue Analysis Team (R-IAT), a key

component of the Aviation Safety Information Analysis and Sharing System (ASIAS), is moving beyond “reactive”

safety that comes from analyzing fatal accidents. This team, co-chaired by an FAA and an industry representa-

tive, was formed to study data voluntarily provided by par -

ticipating operators to proactively identify vulnerabilities and recommend actions before more severe events occur.

In addition to monitoring low-severity events related to loss of control inflight, unintended flight into IMC, and

low-altitude object strikes, the R-IAT has used ASIAS to

improve predictability of potential bird strikes and heli-copter-to-drone encounters.

Safety For All Operations

The USHST has not forgotten about safety improvements that would simultaneously benefit all the operating parts.

The team continues to advocate for a greater presence of

tools that have already proven helpful in improving pilot

decision-making, such as weather cameras. These cameras

(online at weathercams.faa.gov) provide better information about current or developing weather in remote areas where

more traditional weather reporting capabilities do not exist.

The success stories of weather cameras in states such as Alaska and Colorado show the safety value of continuing to

expand the program.

Mental health is also an ongoing focus area, and the

USHST offers free confidential support through its Peer

Pilot Program. The program partners with leading special-ists in this field and is governed by the highest standards

of confidentiality. It offers resources, videos, and even a

link to speak to a peer. By talking to someone who is not only a trained listener but also understands the pressures

of the profession, a peer pilot knows that many seemingly

insurmountable issues can be reduced or resolved well

before they become a problem. Confidential resources are

available at ushstpeer.org .

Touchdown

Helicopters are amazing machines capable of amazing feats. The professionals from the FAA and industry who work in

the USHST continue to strive to improve the safety of civil

helicopter operations, pursuing a vision of a civil helicopter

community without fatal accidents. Studying safety goals

by operating part recognizes the variety of operations in the helicopter community. It represents the latest step on

the journey to ensure all helicopter operations continue to

flourish in the safest manner possible.

Lee Roskop is an aviation safety coordinator specializing in rotorcraft fleet safety for the

FAA’s Aircraft Certification Service. He is a former Air Force helicopter pilot and has worked

with the USHST for over 10 years.

16 FAA Safety Briefing

FROM FIXED-WING

TO WHIRLYBIRD

Lift Your Flying Career with a Helicopter Rating

By Rebekah Waters

Have you ever wondered what it would be like to fly

backwards, turn in place, or even pause mid-flight? Do

you want to challenge yourself mentally and physically

and broaden your career options as a pilot? Then maybe a helicopter rating is for you. Helicopters offer unmatched

freedom, allowing pilots to operate in environments that fixed-wing aircraft simply can’t. Beyond the thrill of more

versatile flying, this rating unlocks a wide range of career

opportunities. Whether you’re transitioning from fixed-wing flying to whirlybirds, or moving from military to civil-

ian flying, or even if you’re starting from scratch, earning

your helicopter rating is a challenging and exciting process.

Birds of a Different Feather

Part of what makes a transition to helicopters challenging is the key differences in the way fixed-wing aircraft and

helicopters operate. Airplanes achieve lift from airflow

over fixed wings. Helicopters use spinning blades, known

as rotors, to generate lift. The control inputs for each are

also different. Helicopter flight controls are operated by the pilot’s hands and feet. The cyclic (right hand, controls

direction/rotor disc tilt), collective (left hand, controls

altitude/power threw a twist-grip throttle usually on the collective) for fuel delivery, and anti-torque foot pedals

controlling the tail rotor for yaw. The cyclic tilts the rotor

disc to move the helicopter forward, backward, left, or right, while the collective changes all blade angles for

ascent/descent. The anti-torque pedals control yaw, turning

the helicopter 360 degrees while in a hover. This requires

constant hands-on coordination for stable flight. In general,

fixed-wing aircraft are more stable, giving pilots more time to identify and respond to issues or even radio for help.

Helicopter pilots must rely on memorized emergency pro-

cedures since there is less time to act.

Knowing why you want a helicopter

rating and how you intend to use it

is essential.

March/April 2026 17Overall, helicopter flying is more complex than fixed-

wing flying. If you’re starting from scratch, you’ll need to

master the intricate skills required to operate a helicopter

safely. If you’re used to fixed wing flying, you’re faced with

the added challenge of unlearning and relearning certain

flying skills that may have become habits. Luckily, most pilots find the transition from fixed-wing to helicopters a

worthwhile endeavor!

Why Whirlybirds?

Since flying a helicopter is a challenging skill to master, it's

important to know why you want to do it. Maybe you’re in

the market for an adventurous hobby or want to check an

item off your bucket list. There could be many reasons why

the vertical life calls to you, but one motivator could be the

broad range of careers available to helicopter-rated pilots. Here is a list of just some of the options:

• Flight Instructor — A good option for helicopter pilots with a passion for teaching, and can be a good way to

build up flight time.

• Air Tour or Sightseeing — Enjoy amazing scenery. Also,

another way to build up flight time.

• Utility — Deliver personnel and cargo to remote and/or rugged locations, often suspending the cargo on a long-

line beneath the helicopter.

• Offshore Oil and Gas — Transport personnel and equip-

ment to and from offshore oil platforms all over the world

• Corporate, Charter, or Air Taxi — People-centered flying focused on passenger safety and comfort.

• Survey — Low altitude flying for infrastructure inspection, route flying for mapping, environmental

monitoring, and more.

• Crop Dusting, Fish Spotting, or Livestock Herding —

Rural settings and agricultural operations.

• Electronic News Gathering — Fly with reporters (traffic, weather, breaking news).

• Motion Picture and Television — Help with filming for movies and TV shows.

• Helicopter Air Ambulance — Transport medical crews and patients — often providing time-sensitive, critical

life-saving care.

• Law Enforcement — Airborne public safety and surveil-

lance operations.

• Search and Rescue — Assist with land or sea rescue oper -

ations in otherwise difficult-to-reach locations.

• Firefighting — Includes aerial surveys, transport of fire-fight crews, and fire suppression efforts.

• Test Pilot — Requires advanced training and a strong safety record.As you can see, helicopter career options are numerous

and varied! Pilots seeking adventure might like flying long-line operations, while those who prefer a fixed schedule

might be drawn more to corporate flying or sightseeing

operations. If helping others is what gets you out of bed in

the morning, perhaps you’re more suited for emergency

services or law enforcement flying.

Making the career transition from fixed-wing to heli-

copter flying might not seem like much of a leap. But, even if you’re starting from scratch, a helicopter career is still within reach. Jessica Meiris, a Colorado helicopter

pilot and FAA Safety Team (FAASTeam) Representative,

started out as a mountain guide — not a pilot. After 15

years of climbing mountains, she needed a job that was

less physically demanding while still mentally challenging and engaging. Helicopter flying was the answer. Meiris

has had more than one of the jobs previously mentioned,

but her favorite was long-line operations flying. “I love the challenge of long-line flying. It is so engaging and so

hard, and you’re always busy!” says Meiris. This type of

flying comes with a rotating schedule, which, for Meiris,

was just another plus. “I really like working multiple days

straight followed by concentrated time off, but these types of schedules aren’t for everyone. ”

Meiris has also worked as an air tour pilot and helicopter

air ambulance (HAA) pilot. Both offer new challenges and

benefits. As an air tour pilot, her “office” is the great out -

doors. Flying an ambulance lets her give back to her commu -

nity in the same mountains where she was a guide all those years ago. Whether flying is your first career or, like Meiris,

your second, the right training and experience are key.

From Aspiration to Certification

Obtaining your helicopter rating can be a demanding and costly endeavor. Knowing why you want a helicop-

ter rating and how you intend to use it is essential. Leah

Murphy, commercial helicopter pilot and FAASTeam

Representative, states: “Helicopter training is a significant

investment, so knowing where you want to end up can help shape smart decisions early on. ” Murphy’s advice to

prospective helicopter pilots? “I highly suggest taking a

discovery flight and finding out if this is something they enjoy and want to pursue. ”

Once you know where you want to go, the next step is

figuring out how you’re going to get there. Whether you’re

transitioning from fixed-wing or military, or starting from

scratch, be prepared to chart a path that yields the best return on this investment.Helicopters will take you places that

fixed-wing flying can’t.

18 FAA Safety Briefing

If you’re starting from scratch, you’ll need a student

pilot certificate, which means making sure you meet all

the minimum eligibility requirements. For a private pilot

helicopter certificate, you must:

• Be at least 17 years old;

• Be fluent in English (reading, writing, and speaking);

• Provide proof of identity; and

• Qualify for a third-class medical certificate.

For a helicopter commercial pilot certificate, you must

already have earned a helicopter private pilot certificate, be at least 18 years old, and qualify for a second-class medical.

These requirements are the same for fixed-wing and heli-

copter pilot certificates, so pilots transitioning from fixed-

wing have already met them. Once you’ve checked all these

boxes, it’s time to find a good training program.

At the time of this writing, there are more than 160 heli-

copter flight schools in the United States. Some people opt for standalone flight schools, while others look for univer -

sities or colleges offering aviation degrees. Y ou’ll need to

decide which training path is right for you. While time and

money are usually big factors in this decision, determining

what you want to do with your helicopter rating can help

narrow down which program is right for you.

Murphy, a regular contributor to FAA Safety Briefing ,

began her aviation journey at Embry-Riddle Aeronautical University, where she earned her degree in aeronautical

science in conjunction with ratings through flight instruc-

tor. Her ultimate goal was to become an air ambulance pilot. After graduation, she worked as a flight instructor

and air tour pilot to gain experience and build up her

flight time. Today, she is truly honored to be a part of the HAA community. Murphy shares, “When people need air

transport, it's usually on the worst day of their lives, and I

appreciate the opportunity to be a part of making it better. ”It's also important to choose a program that suits your

learning style. Helicopter pilot, director of training, and host of the Helicopter Training Podcast, Jay Bunning chose the Leading Edge Flight Academy in Bend, Oregon. This flight

school partners with Central Oregon Community College,

which allows V A-funded students to complete all their ratings

through instrument flight instructor while earning a degree.

While Bunning wasn’t V A-funded and already had a non-avi-ation degree from the United Kingdom, he enrolled anyway.

He decided he wanted an aviation degree and a learning envi-

ronment where he could find some “study buddies. ” “From

the flight training environment to the friendly mountain

town vibe, it was the perfect fit, ” says Bunning.

Meiris tried three different flight schools searching for

the right fit. She cautions prospective students to be wary of schools that might drag out flight training. Trying out a

few different schools let her compare the pacing each one

offered. “In the long run, it made me a more well-rounded

pilot, ” says Meiris. She encourages students to seek out a

mentor not affiliated with their school’s program. This way, they can have unbiased guidance as they complete their

education. She also emphasizes the importance of being

your own self-advocate, adding, “Don’t let the school push

you into systems and courses you don’t need. ”

Pilots transitioning from fixed-wing to helicopter flying

most likely have experience with flight schools and training programs. They also have the advantage of knowing where

to look for answers about what training they need. “Open up the regulations and find out exactly what requirements

you will need to earn your add-on ratings, ” Murphy urges.

“Having a strong understanding of what is required will

help you use your time and money more efficiently. ”

No matter what flight program you choose, helicopter

training requires a lot of practice. While it’s helpful to know the minimum hours required by regulations, it’s important

to keep in mind that it will likely take longer. For instance, a student pilot working towards a private pilot helicopter

certificate is required to log a minimum of 40 hours of

flight time — 20 hours with an instructor and 10 hours

of solo flight time — the completion of one solo cross-

county flight of at least 100 nautical miles with landings at a minimum of three points, night operations, and 3 hours

of preparation for the practical exam. It could take almost

twice that time to gain the proficiency needed to pass the One important tip to help you on

your path to becoming a helicopter

pilot is to seek out advice and

knowledge from others who have

successfully completed this journey.

practical exam. Transitioning pilots may apply some of

their existing hours toward a helicopter rating to meet the

regulatory training and pilot-in-command requirements.

The actual amount of flying time needed to master the

skills and become proficient varies from person to person.

Testing is the final step. Student pilots will need to take

and pass a written knowledge test and a practical exam. The written exam isn’t a requirement for pilots transition-

ing from fixed-wing, but they are required to demonstrate the knowledge for that helicopter certificate during the

practical exam. For more information on flight time and

testing requirements for private and commercial certificates

and add-on ratings, see the Learn More section at the end.

The path for military pilots transitioning to civilian

flying is a little different. These pilots can use their military qualifications in place of the traditional training require-

ments. If this is the route you are taking, start by making sure you have all the necessary records to document your

military training, ratings, qualifications, and proficiency

checks. After that, prepare for and pass the military

competency knowledge test at an FAA testing center. The

Commercial Pilot – Military Competence (FAA-S-ACS-10B) has more information about making this transition.

Y ou can find this ACS at bit.ly/FAAACS.

Words of Wisdom

One important tip to help you on your path to becoming a

helicopter pilot is to seek out advice and knowledge from

others who have successfully completed this journey. Here

are a few words of wisdom from some seasoned profession -

als to get you started.

Jessica Meiris : Meiris emphasizes understanding the dif-

ferences between fixed-wing and helicopters — especially

when it comes to reaction times. When things go wrong

in a plane, even with an engine failure, the plane will often glide for miles. The pilot has time to grab a checklist and

make a radio call. Certainly, there are some cases when

this is not true, but for the most part, a plane is inherently

stable, and there is time to think. Not so in a helicopter. If

you have an engine failure, you have seconds to diagnose the issue and enter the proper maneuver (called an auto-

rotation) before gliding to the ground. “Depending on

your starting altitude, you'll be on the ground in less than a minute, ” says Meiris. Most helicopter panel lights and

warnings require precise and quick action. “ All your emer -

gency procedures and your knowledge of system sounds must be committed to memory, ” adds Meiris.

Jay Bunning : Bunning assures pilots starting out that it’s

normal to move through several companies while building airframe time and experience. He advises pilots to always

leave their chief pilots with “a good impression that they

will remember the moment your name comes up. ” The

helicopter world is tiny. “It’s basically three degrees of separation or less, ” says Bunning. Chiefs and employers

call each other

all the time,

asking about

former employ -

ees — sometimes

many years after they’ve moved on. This

is why it’s so important to never burn any bridges, even a little bit. “Finish strong and

do great work right up to your last day, and then

move on with gratitude, ” says Bunning.

Leah Murphy : Because of the inherent risks and chal-

lenges of flying helicopters, Murphy wants prospective pilots to make sure their motives are right. “Flying helicop-

ters should never be about looking cool or showing off, ”

says Murphy. Mastering flying skills is about more than passing exams. It is about keeping yourself, your passen-

gers, and everyone on the ground safe. “Be committed to

maintaining proficiency and take the responsibility of being

a pilot seriously, ” adds Murphy.

Those who are undaunted by the unique challenges of

flying helicopters, the added time and expense for training, and the smaller margins for error when dealing with emer -

gency and unexpected situations will be rewarded with fulfilling and adventurous career opportunities. Helicopters

will take you places that fixed-wing flying can’t. Regardless of the flight path you choose, the right training and expe-

rience are essential to achieve your goals. With proper

training and lots of practice, you’ll be lifting off vertically before you know it!

Rebekah Waters is an FAA Safety Briefing associate editor. She is a technical writer-editor in

the FAA’s Flight Standards Service.

LEARN MORE

Vertical Aviation Career Pathways, Vertical Aviation International

bit.ly/4psUYeg

How to Become a Helicopter Pilot, Ep. 001, Helicopter Training Podcast

bit.ly/49K05kp

Helicopter Training Videos

helicoptertrainingvideos.com

Making the Military to Civilian Transition, Vertical Aviation International

bit.ly/Mil2Cil

14 CFR § 61.73, Military pilots or former military pilots: Special rules

bit.ly/milComp

So You Want to Be a Helicopter Pilot, FAA Safety Briefing, Jan/Feb 2012

bit.ly/45BRoXR (PDF)

20 FAA Safety Briefing

HIGH STAKES

AT LOW ALTITUDES

FAA Oversight in the Demanding World of Medical Helicopter Operations

By Jahrod Coates

Whenever a helicopter air ambulance (HAA) is

dispatched to the scene of a motor vehicle accident

or to a critical trauma patient, the flight must be

airborne within minutes. But unlike commercial airline flights, there’s no co-pilot, no familiar airfield, and no

established routes. In some cases, the pilot may be headed to an isolated canyon or roadside they’ve never seen before,

perhaps one that no aircraft has ever landed on, and some-

times in the middle of the night.

“That’s one of the biggest challenges, ” said Kurt Skultin,

an aviation safety inspector and former emergency medical services pilot. “These are almost entirely single-pilot

operations. The workload and responsibility fall heavily on

that one individual who’s making critical flight planning decisions within minutes of the call. ”

Before working for the FAA ’s General Aviation and

Commercial Division, Skultin was part of the certificate man-agement team that oversees the nation’s largest 14 CFR part 135 HAA operator. At the time, he also served as the FAA rep-resentative for their Aviation Safety Action Program (ASAP).

The goal of ASAP is to enhance aviation safety by pre-

venting accidents and incidents. Its focus is to encourage

voluntary reporting of safety issues and events that come

to the attention of employees of certain part 121 air carrier and part 145 repair station certificate holders. However, any

operator, like an air ambulance service, may establish an

ASAP with the FAA. There are currently more than 1,300 participants, including many operating under parts 91 and

135. Details about the program are online at bit.ly/faa-asap.

“When a pilot submits an ASAP report, I could better

understand their decision-making process, ” explains Skultin.

Fast-paced Flights, High-stakes Decisions

Medical helicopter operations are challenging for both

pilots and FAA safety inspectors alike. HAA pilots provide

rapid medical transport for critically ill or injured patients

when ground transportation is unavailable or too slow.

The helicopters carry medical professionals and advanced

medical equipment, allowing for in-flight care to be pro-

vided. The aim is to quickly and safely transport patients

to a medical facility within the "golden hour," the first sixty

minutes after a trauma, when rapid transport can signifi-

cantly improve a patient's chance of survival. Unlike part 121 air carrier operations, HAA missions are unscheduled

and can be unpredictable.

“In air ambulance, you get a call at 2 a.m., and you may

be heading into unfamiliar terrain. Y ou may not have ever landed there before, ” notes Skultin.

Despite the urgency, HAA pilots are required to conduct a

pre-flight risk analysis before takeoff. Under 14 CFR section

135.617, pilots must review hazards, terrain, weather, Notices to Airmen (NOTAMs), fuel, weight and balance, and more.

“This risk analysis has been a great step forward for

safety, ” Skultin explains. “It formalizes a process that many experienced pilots used instinctively but brings it into a

structured framework. ”

Still, the analysis, along with other safety planning, must

be completed rapidly — often in less than 10 minutes.

Pilots typically receive support and confer with an opera-tional control center, but the bulk of the decision-making

remains on the pilot’s shoulders.

Building Trust, Reducing Risk

Providing oversight for such a dynamic environment is a

significant undertaking. Not all air ambulance bases are

alike, and no two missions are the same. Traditional sur -

veillance tools, such as scheduled ramp checks or in-flight observations, don’t easily apply.“HAA oversight isn’t like standard 121 or 135 opera-

tions, ” Skultin explains. “The pilots are flying into unfa-

miliar, off-airport environments. It’s diverse, and some-times unpredictable. ”

The Denver Flight Standards District Office (FSDO) has

been proactive in fostering transparency and collaboration

with HAA operators. That trust is vital in an operation where

mitigating risk is key. While technological tools like terrain awareness systems and night vision goggles are great safety

tools, culture and communication are equally important.

“We’ve seen progress where there’s open dialogue, ” he

notes. “When pilots know the FAA isn’t just there to check the box, but to understand the operation, they’re more

likely to share concerns and engage in safety reporting. ”

“It’s not just about checking manuals or processes, ” he

continues. “It’s understanding what the pilot is experienc-ing when they get that request in the middle of the night to

respond to a call. ”

And while every mission is different, the goal remains the

same: ensuring that the people who respond in moments of crisis can do so safely, confidently, and effectively.

Jahrod Coates is a contractor supporting the FAA’s Office of Aviation Safety (AVS) as a writer

for the AVS Flyer.

LEARN MORE

Don’t Fly Fatigued Video

bit.ly/fatiguevideo

USHST Peer Pilot Program

ushstpeer.org

22 FAA Safety Briefing

A Virtual A Virtual

Approach Approach

to the to the

Real Future Real Future

Researching Virtual Reality to Make

Helicopter Training Better

By James Williams

The weather is closing in; you push forward, hoping to

slip in before anything worse comes along. No such luck.

As the rain pounds heavily, your visibility drops, and

you lose sight of the airport. Y ou realize your mistake was not turning around 10 minutes ago when you had a clear

path of retreat. But now, as you look around, all you can see is trouble. Y ou attempt to turn around, but the controls feel

heavy. Is it the rain? Is it just your imagination and the stress?

The last thing you see is a stand of trees rushing up to meet you, then darkness. “Okay, let’s try that again, ” a voice says

over the headset as the image in front of you resets.

Simulation has long been a key tool in aviation training,

and it’s easy to understand why. As with any high-stakes

endeavor, the consequences of a mistake in flight can be fatal, so we seek ways to reduce risk through training

where errors are common. The challenge is often how

realistic we can make that training. While even low-fidelity simulations can be beneficial, higher fidelity simulation

solutions have been out of reach for most of the general

aviation world due to their significantly higher costs. However, the convergence of more affordable computing power, high-resolution virtual reality (VR) equipment, and

enhanced commercial flight simulation has made high-fi-

delity simulation possible in places that were previously

inconceivable. The question is: How can we better utilize

this technology to further enhance pilot training?

A Virtual Hypothesis

In part to answer that question, the Vertical Flight Aviation Safety Technologies Laboratory and Cockpit Simulation

Facility (VFAST/CSF) at the FAA ’s William J. Hughes

Technical Center for Advanced Aerospace (WJHTC)

conducted research to determine the benefits of using VR

simulation to train new helicopter pilots before flying the real aircraft through a formal research study: VR-HeliSTART

(Virtual Reality-Helicopter Simulator Training for Airplane

to Rotorcraft Transition). The underlying research question of this work was “while VR simulation certainly increases

immersion at a significantly lower budget, does that

immersion translate into more effective training?”(FAA photo by Amanda Werner)

March/April 2026 23

“Like many large-scale applied research studies,

the biggest challenge in designing and executing the

VR-HeliSTART pilot transition study was the unknown, ”

explains Cliff Johnson, vertical flight safety research lead/

engineer and co-principal investigator of the study with

WJHTC. “Going into the study, there were questions about how the pilots would respond to the training, how the

instructors (Nick Mayhew and Stephane Rebeix) would

teach using VR technology, and how the skills would trans-fer to the actual helicopter, if at all. ” VFAST/CSF is ideally

positioned to investigate this issue, as it is a cutting-edge

facility dedicated to enhancing flight safety through

advanced simulation and flight technologies. VFAST/CSF

utilizes a range of helicopter, general aviation, commer -

cial, and powered lift simulators, including traditional and

virtual reality platforms, which can be integrated with other

simulation and flight test platforms at the FAA, Department of War, and industry. The lab conducts groundbreaking

research, including experimental studies on future pilot

training using rotorcraft loss of control, enhanced vision

systems, vertiport symbology, and cybersecurity for posi -

tion, navigation, and timing. The laboratory collaborates

with industry, academia, and government partners to

revolutionize flight training, improve pilot/air traffic control

routing/procedures, and increase overall safety standards

within the National Airspace System (NAS).The VR-HeliSTART study examined the benefits of con-

ducting primary transition training equivalent to a typical

commercial add-on program for airplane pilots transi-

tioning to rotorcraft. The study recruited 11 students from

Marshall University in Charleston, W .Va. The participants

had varying levels of airplane experience, including student

pilots to private pilots, commercial pilots, and flight instruc-tors. During the 15-week experiment, pilots were provided

both ground and simulator flight instruction in a three-

stage course format. A typical week consisted of one 2-hour ground lesson and two to three 1.5-hour simulator lessons.

Every fifth week, participants flew a stage check in the

university’s Airbus Helicopters H125 simulator, which was

followed by a stage check in an actual H125 helicopter. Pilot

performance data from all of the stage checks were recorded and analyzed to determine if the use of VR flight simulation

provides positive transfer of training and skills equivalent to

meet existing Airman Certification Standards (ACS).

“VR is a new technology, and with any new technology,

there are benefits and limitations which become apparent after time is spent working with the devices both in a labo-

ratory and training envi-ronment, ” said Stephanie Stead, a computer scientist

with VFAST/CSF, when

asked about any limitations

of VR technology. “We have

several studies underway to help uncover what those

limitations may be and how

to better address them. ” She continued, “Currently, the

FAA qualifies flight simula-

tion training devices based

on standards developed

prior to the introduction of VR technology. Therefore,

our research efforts use

the expertise of our team

Like many large-scale applied

research studies, the biggest

challenge in designing and

executing the VR-HeliSTART pilot

transition study was the unknown.Study participants attend a ground school lesson.

An example of the VR simulator used in the study.(FAA photo by Amanda Werner)

(FAA photo by Cliff Johnson)

24 FAA Safety Briefingand capabilities at the VFAST/CSF laboratory, along with

our industry partners, including simulator manufacturers

(e.g. Loft Dynamics, CAE, ACME, ASTi) to update these

standards to allow for virtual reality device qualifications. ”

Stead notes that the efforts have already contributed to

the qualification of three virtual reality devices (Loft Dynamics’s H125, Tru Systems Bell 505, and Leonardo’s

AW119) as Level 7 flight simulation and training devices

within the last year, with additional systems and levels expected in the near future.

The Results Are In …

While the final report is still pending, we do have some pre-liminary results that show promise. They indicate that the

protocol used in this experiment produces pilots with skill

levels that enable them to operate a helicopter safely, with

the majority of students performing at or above the private

pilot ACS standards for most maneuvers. The team also discovered the benefits of safely experiencing many fatal

accident causal factors, such as loss of control, unintended

instrument meteorological conditions, and low-altitude operations, in a high-fidelity simulation environment.

“We were surprised at the level of proficiency that the

pilots obtained in such a short time, ” explains Dr. Eleni

Sotiropoulos, a co-principal investigator for the study, an

engineer at Rowan University, and a core member of the team. “With tailored simulator instruction, most of the

pilots, [even some without an airplane private pilot rating]

were hovering in the helicopter during their first stage check flight, even though they had little or no prior experi-

ence flying a helicopter. ”

“Instructing in the VR environment demands a differ -

ent approach but in many ways is more efficient, espe-

cially when teaching low-speed and hovering maneuvers, ” explains Nick Mayhew, one of the study instructors. “The

instructor sits offboard with mouse pointer control in the

VR headset, can play dynamic pre-recorded maneuvers,

and has full access to all the controls with the ability to

isolate individual controls, including the cyclic in lateral and fore/aft direction. ”It may seem self-evident that new technology would

offer previously unavailable advantages, but it is not always that simple. Rigorously and impartially determining efficacy is critical before attempting to modify standards,

policies, or guidance. Another key consideration is how to

utilize the benefits effectively. Resources are finite, espe-

cially time, and finding the optimal use strategy for a given

technology enables operators to maximize the number of pilots trained while improving both the quality of training

and the safety of the operation, potentially reducing costs

as well. Well-structured and executed studies, such as the one discussed here, are an essential part of that process.

The Flight Path Ahead

The VFAST/CSF team is looking ahead to build on this experience. They intend to expand on this preliminary

research to investigate aspects of offboard training, simu-

lation training, and other related topics as they apply to a

full rating for a comparable helicopter. This information

will help develop new standards for commercial and initial training for the next generation of rotorcraft and pow-

ered-lift pilots using virtual reality flight simulation.

“Our team continues to move the future of vertical

flight forward by investigating how to safely integrate new technologies to enhance rotorcraft/vertical flight safety, ”

Johnson said. “Some of the areas that are on our horizon

include engineering and training aspects of virtual reality

and simulated air traffic control environments for both initial, add-on, recurrent, and advanced ratings, modifying

criteria for instrument approach and departure procedures

to allow operations that permit IFR to the surface, as well as supporting all of the U.S. Helicopter Safety Team’s active

and planned future safety enhancements. ”

With the large-scale expansion of vertical flight expected

soon, demand for competent, safe pilots is likely to surge.

Therefore, improving our current training system will enhance our ability to meet that demand without compro-

mising safety.

James Williams is FAA Safety Briefing’s associate editor and photo editor. He is also a pilot

and ground instructor.

LEARN MORE

Vertical Flight Aviation Safety Technologies Laboratory (VFAST)

vfast.faa.gov

We were surprised at the level of

proficiency that the pilots obtained

in such a short time.(FAA photo by Cliff Johnson)

Modernization of Special Airworthiness Certification

(MOSAIC) Fact Sheet

Building upon the foundation of the 2004 final r ule Certification of Aircraft and Airmen for the

Operation of Light-Sport Aircraft, MOSAIC responds to evolving aviation and airmen needs,

providing for future growth and innovation while maintaining the highest level of safety.

MOSAIC increases the availability of safe, modern, and affordable aircraft for recreational aviation, flight training, and certain aerial work.

MOSAIC provides broad regulatory relief to the public based on 20 years of safety data.

Key Components of MOSAIC:

1. Light-Spot Category

Aircraft Certification2. Sport Pilot

Certification3. Maintenance and Repairman (Light-Sport)4. Operations

Publication and Effective Dates

MOSAIC final rule was published on July 24, 2025, with two effective dates:

October 22, 2025 (90 days after publication)

Pilot training and certification rules

and privileges

Repairman certification, maintenance rules, and tow-hitch installation

Class G airspace and right-of-way rulesJuly 24, 2026 (365 days after publication)

Removal of “light-sport aircraft” definition from 14 CFR § 1.1

Airworthiness certification requirements

Changes in operations, including operating limitations

March/April 2026 25

1Light-Sport Category

Aircraft Certification

MOSAIC amends 14 CFR part 21 and

adds part 22 to:

Adopt more performance-based rules to expand and enable innovation in

the classes of aircraft that may be

certificated as light-sport category aircraft using consensus standards.

This includes emerging aircraft types.

Allow manufacturers of light-sport

category aircraft to design and

manufacture a broader array of aircraft,

including rotorcraft and powered-lift.

Remove prescriptive weight limits that hinder incorporation of safety-enhancing

designs and equipment.

Increase the maximum stalling speed

for light-sport category airplanes (61

knots VS0) and gliders (45 knots VS0).

Allow faster, higher-performing aircraft

for personal travel.

Enable more capable and robust aircraft for pilot training.

Allow for increased capacities for passengers, fuel, and cargo.

Allow new types of propulsion systems (like electric), any number of engines,

new propeller

types, and retractable

landing gear.

Allow aircraft with

simplified flight

controls, enabling

reduced flight hours for pilot

certification.

2Sport Pilot Certification

MOSAIC 14 CFR part 61 Subpart J § 61.316

changes performance and design limitations,

expanding what aircraft sport pilots can operate.

Remo ves aircraft weight and

airspeed limitation.

P ermits use of any powerplant type except

turbo-jet powered.

Ne w VS1 maximum stalling speed (flaps

retracted) of 59 knots CAS.

Allows operating aircraft with retractable

landing gear.

Allows operating air planes with manual

controllable pitch propeller.

Allows use of 4-seat air planes but retains

2 occupant limitation.

Night operation privileges.

NOTE: the aircraft must meet the above requirements at

the time of original certification.

26 FAA Safety Briefing

2Sport Pilot Certification Cont.

New Simplified Flight Controls Designation and Required Training

The F AA created a new type of aircraft with simplified flight controls which can be operated by

any pilot at any certification level. This aircraft will have the automated ability to control the flight

path using the available power and prevent loss of control under likely circumstances, regardless

of pilot input. (§ 22.180)

Model specific training and endor sement is required for pilots seeking to act as pilot-in-command

of aircraft with the simplified flight controls designation. Pilots must possess the appropriate

category and class rating or privilege.

Simplified flight controls endor sement is available to all pilot certificate levels. (§ 61.31(l))

Both par t 61 subpart H and subpart K flight instructors are required to obtain the make and

model endorsement prior to conducting flight instruction in that make and model of aircraft with simplified flight controls designation. (§ 61.195(m) and § 61.415(m))

Spor t pilot certification experience requirements are found under part 61 (subpart J) and flight

instructor certificate with sport pilot rating experience requirements are found under part 61 (subpart K).

New Sport Pilot Practical Tests

The FAA published new sport pilot testing standards in § 61.14 titled:

Sport Pilot Rotorcraft Category Helicopter — Simplified Flight Controls Privileges Airman Certification Standards.

Flight Instructor with a Sport Pilot Rating for Rotorcraft Category Helicopter — Simplified Flight Controls Privileges Airman Certification Standards.

Sport pilots or flight instructors with a sport pilot rating seeking to add an airplane privilege or helicopter simplified flight controls privilege to an existing pilot certificate or flight instructor

certificate must take a practical test with a pilot examiner.

March/April 2026 27

28 FAA Safety Briefing3Maintenance and Repairman (Light-Sport)

Changes to Maintenance of Light-Sport Category Aircraft

Airwor thiness Directive (AD) compliance is mandatory, while compliance with manufacturer-issued

safety directives (SDs) is recommended.

Major repair s and major alterations must be authorized by either the manufacturer or a person

acceptable to the FAA.

Authorization for minor repair s and minor alterations is not required.

Major alterations and major repair s must be performed and inspected in accordance with maintenance

and inspection procedures developed by the manufacturer or a person acceptable to the FAA.

Changes to Light-Sport Repairman Certificate Eligibility and Privileges

(Reference 14 CFR §§ 65.107 and 65.109)

U.S. citizenship not required.

Certificate privileges are defined by aircraft

category: Airplane, Glider, Rotorcraft,

Powered-lift, Weight-Shift-Control, Powered

Parachute, and Lighter-Than-Air (LTA).

Certificate limitations, based on training, are issued by aircraft class: Rotorcraft-

gyroplane, Rotorcraft-helicopter, LTA-airship,

and LTA-balloon. Certificate privileges for experimental aircraft now also include:

Amateur-built aircraft (EAB) – § 21.191(g)

Kit-built light sport – § 21.191(k)

Former light-sport category – § 21.191(l)

Inspection-rated repairmen may only work on aircraft they own; N-Number

and serial number are no longer listed

on the certificate.

NOTE: EAB aircraft with operating limitations issued prior to Oct. 22, 2025, must obtain revised operating limitations that permit

a light-sport repairman to perform the annual condition inspection.

NOTE: EAB Repairman Certificates issued under 14 CFR § 65.104 were not addressed in the MOSAIC rulemaking. Eligibility,

privileges, and limitations for these certificates are found in 14 CFR § 65.104 and have not changed.

Changes to Light-Sport Repairman Training Course Acceptance

Codified requirements for training cour se providers:

Administer a course test

70% passing test score per § 65.17

Issue a certificate of completion

Have appropriate facilities, equipment, & materials

Have appropriately qualified instructors

T raining course acceptance issued based on aircraft category, and class when applicable

(e.g., Airplane, Rotorcraft-Gyroplane).

Maintenance rating training cour ses must include applicable content from the mechanic Airman

Certification Standards (ACS). FAA-acceptance is based on course content instead of specified

course hours.

Cour se content that was FAA-accepted and being taught before the MOSAIC final rule continues

to be “appropriate” content.

4Operations

MOSAIC Changes: Part 91 Flight Operations

New Experimental Aircraft Operations

Allows the F AA to issue operating limitations for certain aircraft with experimental airworthiness

certificates to conduct operations over densely populated areas, in congested airways, or both,

for all phases of flight.

Allows for mer military aircraft that have an experimental airworthiness certificate to operate

under certain new purposes, like repositioning the aircraft for operation as a public aircraft.

New Flight Operations

Restricted categor y aircraft

Allows relocation to exhibitions, trade shows, and other events.

Light-spor t category aircraft

Allows aerial work operations for certain light-sport category aircraft.

Specifies additional requirements to tow a glider or an unpowered ultralight vehicle IAW

§ 91.309 and § 21.190 for compensation or hire.

Allows a maximum limit of 4 occupants for airplanes and 2 occupants for other aircraft

(sport pilots are still limited to 2 occupants).

Experimental aircraft space suppor t vehicle flights

Codifies space support vehicle flight operations for certain experimental aircraft to conduct space support flights.

Allows for carriage of persons or property for compensation or hire without an air carrier certificate or exemption.

New Operating Rules

T owing: gliders & unpowered ultralights

Clarifies allowable process to attach a tow hitch to eligible light-sport category aircraft.

Right-of-w ay rules

Clarifies and revises operating rules to include more aircraft, including those with non-traditional forms of propulsion.

Operations in Class G air space

Includes more aircraft and improves aircraft separation by considering operational needs, aircraft configurations, and speeds to enhance avoiding dissimilar aircraft.

March/April 2026 29

30 FAA Safety Briefing

March/April 2026 31

CHECKLIST FAA resources and safety remindersJAMES WILLIAMS

VERTICAL VALUE

Time is by far the most critical

resource we have. Always ticking away

and never recoverable (unless you have

a spare flux capacitor and Delorian

lying around). Given the critical nature

of this resource, it can sometimes be challenging to find a reliable source

to stay up to date with the latest

safety information quickly. While we certainly recommend reading FAA

Safety Briefing regularly, our rotorcraft

coverage is usually limited. However, several other excellent sources are

available. First, the U.S. Helicopter Safety Team (USHST) provides a valu -

able resource for quickly accessing reliable information on key topics.

Join the Team

As explained in "The USHST: Find Out

What It Means for Helicopter Safety"

on page seven of this issue, USHST is

a volunteer group comprising gov-ernment and industry stakeholders

formed to enhance the safety of civil

helicopter operations. USHST employs

a multifaceted approach to achieve that

objective. That approach has generated a wealth of resources for the helicop-

ter community, which are housed on

their website. Given the varied nature

of helicopter operations, not every

resource or format will be best suited to any particular operator. That’s why

USHST provides information on a

range of topics in various formats to reach the widest possible audience.

The USHST produces helicopter

safety enhancements (H-SEs) that address key safety

issues for the rotor -

craft community.

These H-SEs are

available in their

normal report format but can also

be explored as podcasts or short

online videos — some even boasting

their own mini-website. USHST also

focuses on pilot mental health in the helicopter world. To help prior -

itize mental health in the commu-nity, USHST launched its Peer Pilot

Program. It offers a confidential,

non-punitive, and professionally sup -

ported system where helicopter pilots

can speak freely with trained volun-

teers. By providing a peer to speak with, the hope is to remove barriers

that might otherwise obstruct seeking

help. All this and more is available at

ushst.org.

It's in a Book

If you’re not already a helicopter

pilot and maybe just a bit whirlybird

curious, or you’re already familiar with

rotorcraft but want to brush up on some of the basics, there’s always the

Helicopter Flying Handbook (HFH).

The HFH is the FAA ’s official reposi-

tory of basic knowledge on helicopter

operations. It covers everything from

the basic history and uses of heli-

copters to advanced flight maneu-

vers. The

HFH is no replacement

for effective

ground train-

ing, but it

can be a force multiplier. The HFH is a free, authoritative

resource that you can use either before

or as a part of your training. It's a 200-page-or-so head start that can

help you identify areas to focus on

in your time with your instructor. At

the very least, a good grounding in

helicopter anatomy will be an excel-lent time-saver, particularly if you’re

coming from the fixed-wing world.

These are just a couple of resources

available to you at no cost. I encour -

age you to look at both of them. As a

fixed-wing pilot, these resources have

enabled me to explore a world that has

always fascinated me but was previ-ously out of reach. I’ve always enjoyed

discussions of helicopter flying and

how different the approach to similar

situations can be. And who hasn’t

been stuck in traffic and thought about zipping right over it and setting

down right next to your destination.

Additionally, arriving by helicopter is likely one of the most impressive ways

to travel. Hopefully, these trusted

resources can save you time and make

all your helicopter adventures safer.

James Williams is FAA Safety Briefing’s associate editor and

photo editor. He is also a pilot and ground instructor. THE HELICOPTER FLYING HANDBOOK

IS THE FAA’S OFFICIAL REPOSITORY

OF BASIC KNOWLEDGE ON HELICOPTER OPERATIONS.

LEARN MORE

U.S. Helicopter Safety Team (USHST)

ushst.org

FAA Helicopter Flying Handbook

bit.ly/FAAHelicopterHandbook

32 FAA Safety Briefing

DRONE DEBRIEF drone safety roundup

NUTS, BOL TS, AND ELECTRONS GA maintenance issuesREBEKAH WATERS

PROCEDURAL PITFALLS

In January 2014, a Eurocopter EC130

helicopter departed the Boulder City

Airport (BVU) for a post-mainte-

nance check flight. The flight only

lasted ten minutes. On final approach,

the pilot observed a “low pressure” warning light followed by a sudden

complete loss of engine power. At 200

feet, the pilot initiated an autorota-tion, and the aircraft came to a rest

on its side. The post-accident inves-

tigation determined the maintenance

technician didn’t follow appropriate

procedures. Despite continued train-ing and focus on procedure following,

failure to follow procedures (FFP)

remains a leading human factors chal-lenge in aviation maintenance.

Investigations estimate that FFP

contributes between 40.5% to 87%

of all maintenance-related events. In

the example above, the maintenance technician used an alternative proce-

dure to replace a part. The technician removed the fuel tank to access the

“dog bone” (bi-directional suspension

crossbar) instead of removing the

transmission/gearbox. This led to a

loose B-nut and missing safety wire,

causing a loss of fuel flow and a forced landing. Luckily, the pilot was okay,

but the helicopter sustained substan-

tial damage. The NTSB listed FFP as a contributing factor.

Maintenance technicians have

the technical knowledge to perform their jobs safely, yet the FFP problem

persists. There is no one cause of FFP; rather, numerous factors contribute to

it. For example, schedule and produc-

tion pressure or physical environmen-

tal conditions can contribute to an FFP event. Other factors that lead to

FFP include the complexity and diffi-

culty of understanding or applying the

written procedures themselves.

The FAA offers training and tools

for maintainers and organizations looking to reduce FFP at bit.ly/

StopFFP . Y ou can also find tools like

task cards and decision aid guides.

One great training resource is the

FAASTeam course “The Buck Stops

With Me” available at bit.ly/AMTbuck,

which offers credit in the AMT Awards Program.

Following proper maintenance pro-

cedures is an important safety prac-tice, no matter what type of aircraft

you maintain. Reducing FFP events

and improving safety culture requires

continuous effort, a shared commit-

ment to championing safety, and a culture of procedure following.

Rebekah Waters is an FAA Safety Briefing associate

editor. She is a technical writer-editor in the FAA’s Flight

Standards Service.

January/February 2026 33

FOLLOWING PROPER

MAINTENANCE PROCEDURES IS AN IMPORTANT SAFETY PRACTICE, NO MATTER WHAT TYPE OF

AIRCRAFT YOU MAINTAIN.THE FAA OFFERS TRAINING AND

TOOLS FOR MAINTAINERS AND ORGANIZATIONS LOOKING TO REDUCE FFP AT BIT.LY/STOPFFP .

In this video still, the top arrow points to a loose B-nut on the fuel line, and the bottom arrow shows the safety wire hanging

from the B-nut.LEARN MORE

Deviating from Maintenance Procedures Can Be

Deadly Video, The Rotorcraft Collective

bit.ly/DeadlyDeviations

34 FAA Safety Briefing

VERTICALLY SPEAKING safety issues for rotorcraft pilots

FLIGHT FORUM

March/April 2026 35

letters from the FAA Safety Briefing mailbagCheck out our GA Safety

Facebook page atFacebook.com/groups/GASafety .

If you’re not a member, we encourage you to join the group of nearly 17,000 participants in the GA community who share safety principles and best practices, participate in positive and safe engagement with the FAA Safety Team (FAASTeam), and post relevant GA content that makes the National Airspace System safer.

The Rotorcraft Collective

The Rotorcraft Collective is

a joint workgroup between

the FAA and industry professionals

that produces short helicopter-focused

safety videos in collaboration with the FAA Safety Team (FAASTeam) and the U.S. Helicopter Safety Team

(USHST). Team members include

engineers, pilots, mechanics, accident investigators, and communication

specialists from various FAA offices,

Vertical Aviation International (V AI), Helicopter Institute, Airbus Helicopters, Hughes Aerospace, Pilot

Institute, City of Charleston, and

Helicopter Training Videos (HTV).Check out the playlist to see what everyone is talking about and pick up

some helicopter safety tips.

Flying in the Unforgiving

Wire Environment

Many pilots mistakenly believe they

will have sufficient reaction time

if they encounter power lines and

other wires. Y et wire strikes have been among the top three causes of fatal helicopter accidents for more

than a decade. Chris Hill, a wire-

strike survivor and Vertical Aviation International’s senior director of safety,

talks about technologies to supplement

your obstacle-avoidance efforts, along with wire-strike avoidance techniques.

Great intro to the wire environment.

— @dfeers

Very informative presentation, it was

nice to know. Thanks!

— @annat5736

PEDs Can Cause Deadly Distractions

Using a portable electronic device

while flying can be distracting.

Nonessential usage adds risk to your

flight. The discussion here is not about the legality of using these devices in the cockpit; it's about when and under

what circumstances to properly use

them. Using an electronic flight bag for navigation is common these days, but it, too, can cause a distraction

severe enough to wreck the situational

awareness it's supposed to enhance. Watch this video for some tips on

managing the use of portable elec-

tronic devices to a reasonable level.

Great PSA. Great lesson. Thank

you. Note to others... if you are being

distracted by your smartwatch notifica -

tions, in the settings, simply turn off the feature.

— @Eltoca21

Speaking of which …

Tips to Safely Use a Smartwatch on

the Flight Deck

Many pilots wear smartwatches

while flying. With GPS capabilities, aviation-specific watches can serve

as emergency navigation tools and

even find the nearest airports, com-plete with maps, NEXRAD, current weather, and radio frequencies. This

video discusses the benefits and tips

for safely using a smartwatch in the air.

The Garmin D2 series is a pilot focused

watch. You can use them to do a

Direct-To to nearby airports, read the METAR/TAF, and a good bit more.

Mine logs my flights when I take off.

— @mweb586

For more stories and news,

check out our blog “Cleared for Takeoff” at medium.com/FAA .

Let us hear from you! Send your

comments, suggestions, and questions

to SafetyBriefing@faa.gov. You can also reach us on X (formerly known as Twitter) @FAASafetyBrief.

We may edit letters for style and/or

length. Due to our publishing schedule, responses may not appear for several issues. While we do not print anonymous letters, we will withhold names or send personal replies upon request. If you have a concern with an immediate FAA operational issue, contact your local Flight Standards District Office or air traffic facility.

bit.ly/RotorYT

36 FAA Safety Briefing

ON FINAL an editor's perspective

TOM HOFFMANN

A BEGINNER'S GUIDE TO ROTORCRAFT TERMINOLOGY

In preparing for this rotorcraft-themed

issue of FAA Safety Briefing , I explored

several compelling resources regarding the vertical aviation industry. Despite

logging 1.2 hours at the controls of a

Robinson R-44, it became clear that there is a lot still to learn. I made it

a quest of sorts to run down some

definitions and gain a clearer under -

standing of the rotorcraft realm and

what makes this sector of aviation so

unique.

A Similar but Different Spin

Let’s start with some of the basics.

Although you might hear the terms

"rotorcraft" and "helicopter" used

interchangeably, there is an import-

ant distinction between the two. “Rotorcraft” is a broader category

of heavier-than-air aircraft that uses

rotors to provide lift. A "helicopter," on the other hand, is a specific class

of rotorcraft that depends principally

on its engine -driven rotors for its

horizontal motion. All helicopters fall under the category of rotorcraft, but not all rotorcraft are helicopters.

Another class of rotorcraft you may

be familiar with is the autogyro or gyroplane. A gyroplane is a rotorcraft

whose rotors are free-spinning and

not engine-driven (except for initial

starting), and whose means of propul-

sion is independent of the rotor system. A gyroplane may have wings, be either

tractor- or pusher-configured, and can

be either turbine- or propeller-powered.

A third and relatively lesser-known

rotorcraft class is the gyrodyne. A gyrodyne is basically a hybrid of the

gyroplane and helicopter; it uses

engine-driven rotors for takeoff, hovering, and landing, and conven-

tional propulsion systems (propeller

or jet engines) during cruise portions

of flight. Although gyrodynes are more of a legacy concept from decades

past, their “best of both worlds” design

concept is being revitalized to some

degree with certain electric vertical

takeoff and landing (eVTOL) designs.

As the Rotor Turns

Many helicopters employ a single main

rotor design, but there are actually

several different configurations that

offer their own advantages. Tandem (or

dual) rotors use two large horizontal rotor assemblies. These counter-rotat-

ing rotors cancel each other’s torque

and eliminate the need for the tail rotor you see on single rotor designs. Having

two blade sets allows tandem rotors

to carry more weight, putting them

among the most powerful and fastest

designs. A good example is the iconic Boeing CH-47 Chinook .

Other configurations include

coaxial rotors (two stacked rotors turning opposite directions on the

same mast) and intermeshing rotors

(a set of two rotors set at an angle to

each other that intermesh without

colliding). The latter design provides stability and heavy-lifting and can also

operate without a tail rotor.

It’s a Collective Effort

As a fixed-wing flyer, my first time at

the controls of a helicopter was bewil-

dering to say the least. My hands and

feet were equally busy learning how to finesse the controls that seemed more

intricately interconnected than what I

was used to. Changes to pitch, power,

or yaw were all part of a delicate balancing act, with each having some

effect on the other. Instead of making

the familiar aileron, elevator, rudder,

and throttle inputs, I was maneuver -

ing the cyclic (commonly a joystick between the legs, or in my case, a T-bar configuration), the collective

(a lever down by the side of the pilot’s

seat), and the antitorque pedals.

The cyclic functions much like a

fixed-wing yoke, center stick or with inputs tilting the main rotor disk to

provide forward, back, and side-to-

side motion. The collective changes the pitch angle of all the main rotor

blades at the same time (collectively) to

control altitude and airspeed. In many cases, the throttle is integrated with the

collective to increase power and offset

the increased drag on the rotor blades.

And much like rudder pedals, the anti-

torque pedals provide a yawing motion around the vertical axis by changing

the pitch on the tail rotor blades.

While my feeble first attempt at

mastering these controls during a

hover likely amused my instructor, the ability to “pause” in mid-air is a

sensation unlike any other I’ve expe-

rienced in aviation. Even if you don’t have the chance to take a chopper for

a spin, expanding your knowledge of rotorcraft flight dynamics can sharpen

your understanding of airflow, energy,

and control inputs and elevate your

airmanship to a new level.

Tom Hoffmann is the editor of FAA Safety Briefing. He is a

commercial pilot and holds an A&P certificate.ALL HELICOPTERS FALL UNDER THE

CATEGORY OF ROTORCRAFT, BUT NOT ALL ROTORCRAFT RE HELICOPTERS.

Did You Know? … the word “helicopter” is

adapted from the French word hélicoptère, coined

by Gustave de Ponton d’Amécourt in 1861. It is

linked to the Greek words helix or helikos, meaning

spiral or turning, and pteron, meaning wing.

Gyrodyne photo from May 19, 1938.

FAA FACESFAA employee profile

TOM HOFFMANN

BRIAN SEIBEL

Aviation Safety Inspector, FAA’s General Aviation and Commercial Division

A native of Sacramento, Calif., Brian

Seibel got his first taste of flying in

a UH-1 Huey helicopter during an

ROTC orientation weekend mini-

camp at the University of Colorado,

Boulder. “I never had much interest in aviation before, but after that first

flight, I was hooked. ”

While nearsightedness kept him

from pursuing a military aviation career, he completed his civil engi-

neering degree at CU Boulder and

served 4 years in the Air Force sta-

tioned at Vandenberg Air Force Base. While there, he spent his weekends

taking lessons at the local helicopter

flight school, ultimately earning his commercial, instrument, and flight

instructor helicopter certificates.

After the Air Force, Brian worked

as an instructor and then as an off-

shore oil and gas helicopter pilot for five years, before pivoting again to a

career in the helicopter air ambulance

(HAA) industry. “I chose an HAA

career because I liked the thought of

helping people in need, and how this challenging environment suited my

personality and skill set. ” Brian took a

job in Alaska as an HAA pilot, even-tually transferring to Cheyenne, Wyo., and then to Northern Colorado.

Twelve years and two children

later, Brian realized the challenge of

balancing sleepless nights with the

fatigue factor of an already difficult career field. “I saw an opening for an

aviation safety inspector at the Denver

FSDO and applied, ” said Brian. “My hope was that I could use my 20 years

of helicopter flying experience to give

back to the aviation community by

ultimately helping effect change, both

inside and outside the FAA. ”

Brian later joined the FAA ’s General

Aviation and Commercial Division in 2025 and recently began a new role to

help update the Flight Standards Gen-

eral Aviation Safety Promotion Policy.

“The desired goal

is for us to be able

to use real-time

data to identify

specific high-risk areas in the

GA community,

then focus our outreach efforts

to address the

identified issues,

while being able

to evaluate our effectiveness in

reducing the risks

based on measur -able outcomes, ” explained Brian. Brian is expanding these safety promotion efforts within the rotorcraft commu-

nity and is strengthening collabora-

tion with the U.S. Helicopter Safety

Team (USHST).

As an experienced helicopter

pilot, Brian understands the chal-lenges airmen face in this unique

aviation subculture and the value of safety education support networks.

“ As helicopter pilots, we need to

become more educated about the

entire National Airspace System and

embrace the positive safety culture that is evolving right now, ” said Brian.

“Part of that responsibility is speaking

up about safety concerns related to our industry, along with proposing

any potential controls, mitigations,

or corrective actions to help address

them. ” This is especially important

with the integration of powered-lift, optionally piloted aircraft, and

unmanned aircraft systems.

While Brian no longer actively

flies, he does look forward to join-

ing a flying club in the future. In the meantime, Brian and his family enjoy

attending local air shows and fly-ins,

grabbing lunch at the nearby airport restaurants, and watching the local

hot air balloon festival from lawn

chairs in his backyard.

AS HELICOPTER PILOTS, WE NEED TO

BECOME MORE EDUCATED ABOUT THE ENTIRE NATIONAL AIRSPACE SYSTEM AND EMBRACE THE

POSITIVE SAFETY CULTURE THAT IS

EVOLVING RIGHT NOW.

U.S. Department

of Transportation

Federal Aviation

Administration

800 Independence Ave., S.W.

Washington, D.C. 20591

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LOOK WHO’S READING

FAA Safety Briefing

“I read to help me build on VAI’s legacy of safety

leadership in the vertical aviation community.”

— François Lassale

President & CEO

Vertical Aviation International

verticalavi.org