Transcript Document

Night Helicopter EMS (HEMS)
Operations Safety
Paul M. Schaaf, Chief Pilot
Fairfax County Police Helicopter Division
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Excerpt from FAA NOTICE N 8000.301
A preliminary review of the commercial HEMS accidents
from January 1998 through December 2004 revealed that
•
CONTROLLED FLIGHT INTO TERRAIN (CFIT),
• INADVERTENT FLIGHT INTO INSTRUMENT
METEOROLOGICAL CONDITIONS (IMC), AND
•
LACK OF OPERATIONAL CONTROL
are predominant factors, particularly at night and
during low visibility conditions.
Excerpt from FAA NOTICE N 8000.301
Continued
Of the 27 fatal HEMS accidents, 21 occurred during
night operations. Of the 21 night accidents, 16 of the
operations originated under visual flight rules (VFR); the
pilots inadvertently flew into IMC conditions, resulting in
a CFIT accident.
Three Steps to Safety
• Break the VFR/IFR wall
Train, Equip and Change the Culture
I
F
R
HELICOPTER pilot
• Change standard vertical
flight profiles
Instrument Rating
• Acceptance and deployment
of Night
S
Vision Goggles
K
I
L
L
S
YEARS IN CAREER
#1- Breaking the VFR/IFR Wall
• Accepting Reality
– Unpredictable and unknown flight conditions will
remain a factor in HEMS missions.
– HEMS pilots will continue to accept VFR missions that
cannot be completed safely in VMC.
• Dealing with Reality
– VFR HEMS pilots must be capable and confident in
IMC.
– VFR HEMS operators must equip helicopters for
inadvertent IMC and train pilots accordingly.
– Pilots must unhesitatingly fly their company’s IMC
recovery plan when necessary without fear of
reprimand.
#1- Breaking the VFR/IFR Wall
Train, Equip and Change the Culture
Train for IMC
• Conduct Instrument
Proficiency Checks every six
months utilizing 2/2/20
aircraft control standards
• Require pilots to perform
routine instrument
approaches for procedural
proficiency
I
F
R
S
K
I
L
L
S
HELICOPTER pilot
Instrument Rating
YEARS IN CAREER
“2, 2 and 20” Maneuver
• Maintain straight-and-level flight: heading within 2
degrees, airspeed within 2 knots and altitude within
20 feet (for at least 2 minutes).
• In visual conditions – no view limiting device required
Commercial
2,2 and 20
Pilot
Standards
Standards
#1- Breaking the VFR/IFR Wall
Train, Equip and Change the Culture
Equip Aircraft for IMC
• Ensure aircraft and have
basic instruments,
communication and
navigation radios and MELs
written accordingly
• Consider installation of
hand-held GPS system with
terrain, obstacles and GPS
driven flight instruments
#1- Breaking the VFR/IFR Wall
Train, Equip and Change the Culture
Change the Culture of IMC Fear
• Place emphasis on instrument flying as a core
pilot skill – especially VFR-only operators.
• Issue an appropriate policy statement supporting
pilots that reject low altitude “scud-running” and
elect safer emergency IFR alternatives.
#2- Change Vertical Profiles
• Establish night time vertical take-off to at
least 100 feet AGL when OGE performance
is available
• Establish night time 1,000 foot AGL
minimum enroute
1000 Ft AGL minimum
500 Ft AGL – Common enroute altitude
50th Percentile
100 Ft AGL
90th Percentile US Obstruction
H
#3- Night Vision Goggles
• NVGs are a safety enhancement that will
•
reduce CFIT incidents and night time
inadvertent IMC.
Make possible the performance of certain
night time operations resulting in increased
productivity and revenue
#3- Night Vision Goggles
• Significant improvements in last decade
– Acuity increased
– Halo effect reduced
– Adaptability to bright and changing light
conditions
• Aircraft exterior lighting changes are not
•
necessary (search light, landing lights, etc)
STC standards for cockpit lighting are based
on older generation goggles and should be
reviewed – a totally NVG compatible cockpit
is no longer necessary!
Summary
• HEMS pilots should be encouraged to develop and
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•
•
•
•
maintain their instrument flying as a core pilot skill.
Helicopters flying HEMS missions at night must be
equipped for emergency IMC.
Our culture and standards should discourage low-level
“scud-running” over safer, well thought out alternatives.
Helicopter pilots should fly higher – especially at night.
NVGs should be used by all HEMS operators working at
night.
Aviation authorities should work to facilitate this goal by
re-evaluating standards for certification and addition to
Part 135 operations specifications.
Thank you!
Please contact me with
questions via email at:
[email protected]