SASLess,
Why so condescending?
What is being discussed is already enshrined within the appropriate regulations and guidance and, it would be imagined, is part of best practice for HEMS units world-wide.
Appendix 1 to JAR-OPS 3.005(d)
(b) Operations Manual. An operator must ensure that the Operations Manual includes a supplement specifying operational considerations specific to HEMS operations.
Relevant extracts from the Operations Manual shall be made available to the organisation for which the HEMS is being provided. (See ACJ to Appendix 1 to JAR-OPS 3.005(d) sub-paragraph (b).)
(e)(4) Ground emergency service personnel. An operator shall take all reasonable measures to ensure that ground emergency service personnel are familiar with the following (see IEM to Appendix 1 to JAR-OPS 3.005(d), sub-paragraph (e)(4)):
(i) Two way radio communication procedures with helicopters;
(ii) The selection of suitable HEMS operating sites for HEMS flights;
(iii) The physical danger areas of helicopters;
(iv) Crowd control in respect of helicopter operations; and
(v) The evacuation of helicopter occupants following an on-site helicopter accident.
IEM to Appendix 1 to JAR-OPS 3.005(d), sub-paragraph (e)(4)
Ground Emergency Service Personnel
See Appendix 1 to JAR-OPS 3.005(d), sub-paragraph (e)(4)
The task of training large numbers of emergency service personnel is formidable. Wherever possible, helicopter operators should afford every assistance to those persons responsible for training emergency service personnel in HEMS support.
It is extremely difficult for ground personnel to make a difference when such sites have wires that are less than conspicuous and, in circumstances when other complications appear to be more pressing (the danger of white-out).
With respect to the efficacy of the second crew member: at the time when the pilot is making an approach to the HEMS Landing Site, full attention should applied to the dangers of obstacles in the flight path. There should be no distractions apart from the obvious one of missing difficult-to-see wires when the focus of attention is on the spot where the touch-down is to be carried out.
It is difficult to imagine what additional measures might be put into place to remove, or mitigate, such dangers in an operation where they are always present.
The REGA system of marking (on the moving map) all wires in an operational area is a good defensive strategy (when the operating area is relatively small).
The practice of a thorough pre-landing recce is already part of the operational practices of most HEMS units but the human is ever fallible.
Jim