Transcript IHSS 2005 – Safety Intervention Strategies (from EMS and

IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• Quality of accident reports for helicopter accidents
needs to be improved (need better data and
understanding of accidents)
• Improve ASRS data entry – use internet
connection for real time data entry
• Need to communicate success stories of SDR,
ASRS, etc. (this may increase the number of
inputs as well as the details of events entered by
users
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• Expand use of MMIR system (web-based sharing
of information)
• Training for use of new systems (some
• Conduct Root Cause Analysis of accidents
• Expand IFR operation capabilities (approach
procedures and enroute network)
• System to transfer “lessons learned” from an
accidents to improve the safety of other operations
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• Proactive and continuous improvement is
KEY. Continuous audit process.
• There has NEVER been an EMS accident
with a patient on-board. In Canada.
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• Proper training in CFIT avoidance and
HTAW’s could significantly (eliminate?) the
CFIT accidents.
• Training of the Pilot’s is Critical!!
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• HUMS Research
• Helicopter Emergency Flotation Research
• Improve post crash operability of the Emergency
float system (EFS)
• Automatic arming and deployment, and
redundancy of floatation systems.
• HOMP data is important for trending and
review/training.
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• There needs to be an improved method for
tracking cycles and torque events on helicopters.
• Define the term or parameters for repeated heavy
lift if possible.
• How do we fight complacency, just because you
have not had an accident does not mean it can not
happen to you. Your perception of risk may be
relaxed.
IHSS 2005 – Safety Intervention
Strategies (from EMS and Other
Missions Session)
• Must have a plan that separates decisions
(Finance, aeronautic, clinical imperative)
• Must have a risk assessment plan that is deeper
that just decision to fly or not fly
• Gap analysis
• Regional collaboration (move “lessons learned”
from one part of the country to another)
STARS/EMS Programs in Canada/Ontario Ministry of Health Air
Ambulance Program – Mike Laughlin & Ken Wong Transport Canada
• BC/Ontario programs are funded by the Provinces. @ 100
million annually. 6,200 flights FY 04.
• NEVER HAD AN EMS ACCIDENT WITH A PATIENT.
• Safety is the #1 priority. Payments not based on flight hours.
• Alberta is 40% provincial vs. 60% private/corp.
• BC/Ontario RFP contract 5 yr w/ 2 yr option, to provide
economic stability for operator.
• All a/c in use MUST be multi-engine, IFR certified, and flown
by two IFR qualified/current pilots.
• Canadian Reg. 723.22 prohibit carriage of pax at night, or
under IFR in single engine helicopters.
• NVG usage is used to aid, minimums DO NOT CHANGE.
CFIT Accidents in Helicopter EMS & Off-shore Operations
Yasuo Ishihara – Honeywell International
• CFIT occurs day/night in VFR and IMC.
• EMS CFIT accident occurred at night.
• CFIT risk exist anywhere you fly, not just mountainous, many
are flat terrain and/or water.
• EGPWS provides a high level of situational awareness.
Provide visual and aural warning to pilot.
• Honeywell developed the “look ahead” algorithm in 2000.
• EGPWS can “see” conflicting terrain/water/ obstacles along
flight path.
• To date, no CFIT accidents with and aircraft with EGPWS
installed.
•Several modes with additional audio warnings.
Research Initiatives for Improving the Safety of Offshore Helicopter
Operations – David Howson UK Civil Aviation Authority
• Helicopter Airworthiness Review Panel (HARP) to review the
accidents.
• 1/3 government 1/3 industry and 1/3 from oil companies funded
the research.
• 7 ongoing research projects, HUMS is Primary.
• If and aircraft ditches 30% chance it will roll over.
• Escape from window seat @ 8 to 10 sec, center seat 9 to 15 sec.
Average breath reserve @ 10 sec.
• Work needs to be done to improve the post crash operability of the
float systems.
• Helideck environment research. UK Helideck design guide. Moving
helidecks guide also developed.
Engineering Assumption vs. Operational Reality: Repeated Lift Op’s
Bogden Gajewski, Dung Tran – Transport Canada
• A/C in pax transportation accumulate damage differently then
an a/c operating in a utility role.
• The Most demanding role for helicopters is repeated lift op’s.
• When operating outside the “assumed’ profile, component life
and wear are adversely affected by cycles and/or torque events.
• Some airframe and engine mfr’s have established
criteria/formulas for calculating life reduction / wear with
repeated lift. Can be very complex.
• All definitions/formulas/numbers can vary between mfr and
operator. Using the same formula each may come up with
different calculations.
• Need consistent maintenance and component replacement
should be based on cycles vs. flight hours.
Helicopter Accidents in Mountain Rescue Operations
Charley Shimanski – Mountain Rescue Association
• Rescue Mountaineers are more likely to be killed in aviation
accidents vs. all other accident types.
• National Park Service fatalities 1925 – 2001 51% of those
were a result of aviation accidents.
• Mountain Rescues are high risk missions.
• Not having an incident/accident may breed complacency, be
cautious.
• Multiple helicopter types and training for those pilots/crews.
• Manage the risk appropriately.
• It can happen to YOU!!