NVGs & HEMS in Australia
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Goggles
You guys are taking a god-awful long time to work out something very fundamental.
It has aready been talked about ad-lib and ad-nauseum in this thread. It is the mental bloc in CASA, the one that believes you only drink night time.
I - drink at night because I fly day time, my instructor, my God, his rules.
You - turn night into day with one of these u-beaut goggles.
Then- guess what? No rules to stop daytime drinking.
Surely- not all of CASA are wowsers?
Remedy - take them out all night googling,
At daylight - buy them a round or two,
They will then sleep – and look to do it all again - finish!
It has aready been talked about ad-lib and ad-nauseum in this thread. It is the mental bloc in CASA, the one that believes you only drink night time.
I - drink at night because I fly day time, my instructor, my God, his rules.
You - turn night into day with one of these u-beaut goggles.
Then- guess what? No rules to stop daytime drinking.
Surely- not all of CASA are wowsers?
Remedy - take them out all night googling,
At daylight - buy them a round or two,
They will then sleep – and look to do it all again - finish!
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G'day hf,
I noticed that RB was present at the HAA night conference. Has any consideration been given to the use of NVG's in the area where most night hours are flown in Australia, i.e. marine pilot transfers. I had a long conversation with a couple of ex army guys a while back and they couldn't believe that these operations were carried out unaided. I suppose the cost of the gear would be a mitigating factor to its introduction.
Cheers,
MPT
I noticed that RB was present at the HAA night conference. Has any consideration been given to the use of NVG's in the area where most night hours are flown in Australia, i.e. marine pilot transfers. I had a long conversation with a couple of ex army guys a while back and they couldn't believe that these operations were carried out unaided. I suppose the cost of the gear would be a mitigating factor to its introduction.
Cheers,
MPT
G'day MPT. Yep, Ross has been one of those that has contributed by input and suggestions during the process, and is still making contributions.
The current HAA position ratified at the last meeting by 60 odd attendees was that since NVG are a safety device, all categories of night operations should have access to them. A safety case for restricting NVG to say just Police, or EMS, has yet to surface, the US allow all categories, and having 15 years of civ ops is considered enough of a trial period, hence the industry position.
CASA, understandably, would like the introduction of NVG to go slowly, and their current position is to restrict NVG to police/EMS/SAR/Marine Pilot Transfer (or MPT as if you didn't know
). This difference should be resolved in the next month or so, and I would see a compromise as being an initial restriction that is lifted over time as NVG use matures.
The cost of a cockpit is now between $20,000 and $110,000 AUS (or more) depending upon what sort of solution you want. Simple floodlighting on a single is $20K and up, through to an existing STC on a medium twin right up to a fully military covert style cockpit mod (no floodlighting, individual instruments modified, external lighting as well, etc) of well over the $100,000 mark. A factory option is the most expensive, with NVG compatiblility factory fitted on the AW-139 being rumoured to be as much as $300,000 US!
Current proposals covering the use of NVG in MPT and other over water ops reads (remember this is NOT the final draft: just the current proposal and a ratified industry position modified by CASA requirements):
Over water and Shipboard Operations.
Due to the difficulty of accurate height assessment when using NVG over water, Operators intending to allow such operations (including for operations to/from ships, vessels, small islands, platforms, etc) are to establish relevant procedures in the Operations Manual, including a risk management plan. Some of the risk factors that might be considered are (but should not be limited to):
• Illumination levels and hover references,
• Surface disturbance and/or floating objects,
• Hover Vs forward speed,
• Autopilot, auto hover functions and stability systems,
• Training and recency requirements,
• Landing site Lighting compatibility, movement and size, and/or
• Sea state and wind.
The current HAA position ratified at the last meeting by 60 odd attendees was that since NVG are a safety device, all categories of night operations should have access to them. A safety case for restricting NVG to say just Police, or EMS, has yet to surface, the US allow all categories, and having 15 years of civ ops is considered enough of a trial period, hence the industry position.
CASA, understandably, would like the introduction of NVG to go slowly, and their current position is to restrict NVG to police/EMS/SAR/Marine Pilot Transfer (or MPT as if you didn't know
). This difference should be resolved in the next month or so, and I would see a compromise as being an initial restriction that is lifted over time as NVG use matures. The cost of a cockpit is now between $20,000 and $110,000 AUS (or more) depending upon what sort of solution you want. Simple floodlighting on a single is $20K and up, through to an existing STC on a medium twin right up to a fully military covert style cockpit mod (no floodlighting, individual instruments modified, external lighting as well, etc) of well over the $100,000 mark. A factory option is the most expensive, with NVG compatiblility factory fitted on the AW-139 being rumoured to be as much as $300,000 US!
Current proposals covering the use of NVG in MPT and other over water ops reads (remember this is NOT the final draft: just the current proposal and a ratified industry position modified by CASA requirements):
Over water and Shipboard Operations.
Due to the difficulty of accurate height assessment when using NVG over water, Operators intending to allow such operations (including for operations to/from ships, vessels, small islands, platforms, etc) are to establish relevant procedures in the Operations Manual, including a risk management plan. Some of the risk factors that might be considered are (but should not be limited to):
• Illumination levels and hover references,
• Surface disturbance and/or floating objects,
• Hover Vs forward speed,
• Autopilot, auto hover functions and stability systems,
• Training and recency requirements,
• Landing site Lighting compatibility, movement and size, and/or
• Sea state and wind.
For currency/recency, we had to bridge a gap, or at least try to. The SC-196 came up with an "events" based currency/recency, an event being a take off or landing whilst being the sole manipulator of the controls. As this terminology and implementation was such a new concept, the industry rejected it in favour of a more traditional system based on hours. The last modification done was to recognise that NVG experience is valuable, like the point that Delta TQ was making, and we split currency/recency based on experience. This also aligns with the Oz Army who have tighter requirements on the more junior guys. It was then mapped around the IFR and NVFR 90 day cycle as a start point.
Note that you also have to be current/recent for the operation for NVFR (and IFR if that's what you are). Again the disclaimer: this is NOT the final draft: just the current proposal and a ratified industry position modified by CASA requirements.
NVG Pilots must meet the minimum following recency, or a NVG proficiency check flight will be required:
Less than 100 hours NVG Flight Time as a Pilot
NVG Flight time: 3 hours for command pilots, 1 hour for co-pilots in last 3 months OR proficiency check in last 3 months. 3 hours in 6 months if over 100 hours NVG.
NVG Proficiency Check: 6 monthly. Annually if over 100 hours NVG.
For Ops below 500ft AGL: 3 takeoffs, circuits and landings in last 3 months. In 6 months if over 100 hours NVG.
For ops to HLS other than a Standard HLS for NVG: 3 takeoffs, circuits and landings to an unlit HLS devoid of surrounding cultural lighting in 3 months – can be done unaided. An area is considered devoid of cultural lighting if, at 500 ft AGL, there is insufficient ground lights to maintain an unaided visible horizon. In 6 months if over 100 hours NVG.
NVG Aircrew Members must also meet the minimum following recency, or an NVG proficiency check flight will be required:
Less than 50 hours NVG Flight Time:
NVG Flight time: 2 hours in last 3 months OR proficiency check in last 3 months. @ hours in last 6 months if over 50 hours NVG.
NVG Proficiency Check: 6 monthly. Annually if over 50 hours NVG.
For ops (including winch or sling) to a HLS other than a Standard HLS for NVG: 2 NVG takeoffs, circuits and landings, to an unlit HLS devoid of surrounding cultural lighting in 3 months. An area is considered devoid of cultural lighting if, at 500 ft AGL, there is insufficient ground lights to maintain an unaided visible horizon. In 6 months for over 50 hours NVG.
These proposals come with the call to tailor the minimums to the operation, such that a non instrument rated operation may add IF currency, or you may choose to use the 100 hour reductions only with 100 hours PIC. This will be operator dependant.
Note that you also have to be current/recent for the operation for NVFR (and IFR if that's what you are). Again the disclaimer: this is NOT the final draft: just the current proposal and a ratified industry position modified by CASA requirements.
NVG Pilots must meet the minimum following recency, or a NVG proficiency check flight will be required:
Less than 100 hours NVG Flight Time as a Pilot
NVG Flight time: 3 hours for command pilots, 1 hour for co-pilots in last 3 months OR proficiency check in last 3 months. 3 hours in 6 months if over 100 hours NVG.
NVG Proficiency Check: 6 monthly. Annually if over 100 hours NVG.
For Ops below 500ft AGL: 3 takeoffs, circuits and landings in last 3 months. In 6 months if over 100 hours NVG.
For ops to HLS other than a Standard HLS for NVG: 3 takeoffs, circuits and landings to an unlit HLS devoid of surrounding cultural lighting in 3 months – can be done unaided. An area is considered devoid of cultural lighting if, at 500 ft AGL, there is insufficient ground lights to maintain an unaided visible horizon. In 6 months if over 100 hours NVG.
NVG Aircrew Members must also meet the minimum following recency, or an NVG proficiency check flight will be required:
Less than 50 hours NVG Flight Time:
NVG Flight time: 2 hours in last 3 months OR proficiency check in last 3 months. @ hours in last 6 months if over 50 hours NVG.
NVG Proficiency Check: 6 monthly. Annually if over 50 hours NVG.
For ops (including winch or sling) to a HLS other than a Standard HLS for NVG: 2 NVG takeoffs, circuits and landings, to an unlit HLS devoid of surrounding cultural lighting in 3 months. An area is considered devoid of cultural lighting if, at 500 ft AGL, there is insufficient ground lights to maintain an unaided visible horizon. In 6 months for over 50 hours NVG.
These proposals come with the call to tailor the minimums to the operation, such that a non instrument rated operation may add IF currency, or you may choose to use the 100 hour reductions only with 100 hours PIC. This will be operator dependant.
I have recieved a few calls requesting the proposed crewman standards for NVG in Aus, and here they are. All comments welcome, but substantiated safety-case based ones especially welcome!
Delta TQ: did you have any specific comments on the pilot standards proposed above, other than insufficient hours? Do they make you feel any more comfortable with all the controls detailed?
Of considerable debate was the percieved need for Aircrew Members to have some sort of medical, and I would like some feedback on that issue from crewmen. As CASA has not yet licenced or controlled crewmen training, qualifications, duty times, etc the ratified industry position is as below: only those standards required by the operator need be met.
The PROPOSED Aircrewman Standards:
NVG Aircrew Member Instructor. It is recognised that there are currently no formal qualifications or licensing requirements in other legislation detailing the Aircrew Member. Until such formal recognition is achieved, operators who intend using a NVG Qualified Aircrew Member to fulfil the NVG minimum crew requirements shall ensure that the position and duties of an NVG Aircrew Member Instructor are formally recognised in their Operations Manual. The NVG Aircrew Member Instructor may be a pilot or Aircrew Member, but must meet the following minimum qualifications/experience:
i. Meet the minimum qualification requirements of an NVG Qualified Aircrew Member or NVG Qualified Pilot.
ii. Meet instructional experience, standards, and qualification requirements as stipulated in the Operations Manual for day and night (unaided) operations for the relevant crew position, and type of operation (i.e. observation, SAR, winch, or sling, etc).
iii. Have logged at least 20 hours of NVG Flight Time post a CASA recognised NVG qualification.
NVG Aircrew Member. Operators who intend using an Aircrew Member to fulfil the NVG minimum crew requirements shall ensure that the duties and position must be formally recognised in their Operations Manual. NVG Qualified Aircrew Members must meet the following minimum qualifications/experience:
i. Meet experience, standards, and qualification requirements as stipulated in the relevant Operations Manual for day and night (unaided) operations for the relevant crew position.
ii. Meets existing physical and medical standards prescribed by the operator’s Operations Manual.
iii. Have logged at least 50 hours flight time as an Aircrew Member post qualification.
iv. Have logged at least 10 hours night (unaided) flight time as an Aircrew Member, 5 hours of which must have been conducted in the 3 months leading up to the initial award of an NVG rating.
NVG Aircrew Member (Helicopter) Flight Training – 2.0 hours minimum NVG flight time.
The intent is to achieve competency in an NVG Aircrew Member to safely and effectively assist an NVG Pilot during take off, flight and navigation en-route across country, and descent, reconnoitre and landing or hovering to lit, unlit and unprepared HLSs using NVG. Due to the importance of the pre flight planning and goggle adjustment phases, it is intended that the lessons be conducted in no less than 2 flights, and expose the trainee to at least 1 flight in low illumination conditions such as those with little or no moon away from significant cultural lighting.
A trainee NVG Aircrew Member must be NVFR current and recent prior to commencement of NVG training flights, and is to be qualified/certified for advanced operational sequences, such as winching, etc, unaided prior to undergoing NVG training for those sequences. Training may be conducted concurrent to NVG pilot training, however, due consideration should be given to time lost to individual trainees on the same flight.
It is recognised that many operators will have a requirement for the Aircrew Member to fulfil other duties outside the basic provision of scan sector observation such as aided winching, or cockpit duties, etc whilst under NVG. Those operators should build instructional sequences and time to these basic minimums to achieve those competencies.
Delta TQ: did you have any specific comments on the pilot standards proposed above, other than insufficient hours? Do they make you feel any more comfortable with all the controls detailed?
Of considerable debate was the percieved need for Aircrew Members to have some sort of medical, and I would like some feedback on that issue from crewmen. As CASA has not yet licenced or controlled crewmen training, qualifications, duty times, etc the ratified industry position is as below: only those standards required by the operator need be met.
The PROPOSED Aircrewman Standards:
NVG Aircrew Member Instructor. It is recognised that there are currently no formal qualifications or licensing requirements in other legislation detailing the Aircrew Member. Until such formal recognition is achieved, operators who intend using a NVG Qualified Aircrew Member to fulfil the NVG minimum crew requirements shall ensure that the position and duties of an NVG Aircrew Member Instructor are formally recognised in their Operations Manual. The NVG Aircrew Member Instructor may be a pilot or Aircrew Member, but must meet the following minimum qualifications/experience:
i. Meet the minimum qualification requirements of an NVG Qualified Aircrew Member or NVG Qualified Pilot.
ii. Meet instructional experience, standards, and qualification requirements as stipulated in the Operations Manual for day and night (unaided) operations for the relevant crew position, and type of operation (i.e. observation, SAR, winch, or sling, etc).
iii. Have logged at least 20 hours of NVG Flight Time post a CASA recognised NVG qualification.
NVG Aircrew Member. Operators who intend using an Aircrew Member to fulfil the NVG minimum crew requirements shall ensure that the duties and position must be formally recognised in their Operations Manual. NVG Qualified Aircrew Members must meet the following minimum qualifications/experience:
i. Meet experience, standards, and qualification requirements as stipulated in the relevant Operations Manual for day and night (unaided) operations for the relevant crew position.
ii. Meets existing physical and medical standards prescribed by the operator’s Operations Manual.
iii. Have logged at least 50 hours flight time as an Aircrew Member post qualification.
iv. Have logged at least 10 hours night (unaided) flight time as an Aircrew Member, 5 hours of which must have been conducted in the 3 months leading up to the initial award of an NVG rating.
NVG Aircrew Member (Helicopter) Flight Training – 2.0 hours minimum NVG flight time.
The intent is to achieve competency in an NVG Aircrew Member to safely and effectively assist an NVG Pilot during take off, flight and navigation en-route across country, and descent, reconnoitre and landing or hovering to lit, unlit and unprepared HLSs using NVG. Due to the importance of the pre flight planning and goggle adjustment phases, it is intended that the lessons be conducted in no less than 2 flights, and expose the trainee to at least 1 flight in low illumination conditions such as those with little or no moon away from significant cultural lighting.
A trainee NVG Aircrew Member must be NVFR current and recent prior to commencement of NVG training flights, and is to be qualified/certified for advanced operational sequences, such as winching, etc, unaided prior to undergoing NVG training for those sequences. Training may be conducted concurrent to NVG pilot training, however, due consideration should be given to time lost to individual trainees on the same flight.
It is recognised that many operators will have a requirement for the Aircrew Member to fulfil other duties outside the basic provision of scan sector observation such as aided winching, or cockpit duties, etc whilst under NVG. Those operators should build instructional sequences and time to these basic minimums to achieve those competencies.
have not seen the R&W articles yet, thanks for the heads up.
Delta TQ: The tech specs currently prooposed are quite different from the industry ratified proposal, and this new position was adopted by the HAA members of the working group in response to the safety case put forward by the CASA members - the only safety case they have so far made.
note that no NVG are yet qualified under the TSO, but the standard basically requires Omnibus II or higher.
Here is the current proposal, and unlike other areas is essentially agreed to by both CASA and Industry members (well done Charles Lenarcic from CASA Airworthiness):
NVG Equipment Standard
The minimum NVG standard is that stipulated by FAA TSO C164 dated 30 September 2004, or a CASA approved equivalent in terms of resolution, acuity, gain and reliability.
Front seat crewmembers with flight control access using NVG must utilize an approved head mounting device for the NVG to enable “hands free” aided flight.
NVG Maintenance. All NVG used during NVG Flights shall be maintained, stored, and checked for serviceability prior to NVG flight in accordance with the manufacturers requirements and procedures.
Use of Dissimilar NVG. The pilot in command is to wear the highest level (in terms of resolution, gain, and acuity) of goggle where dissimilar types are used in the aircraft.
B]Aircraft NVG Compatible Lighting Standard [/B]
Before an aircraft can be used in NVG operations the Aircraft lighting systems are to be modified to be NVG Compatible. Unless a more suitable design can be demonstrated to the Authority, the design of the NVG lighting modification is to be based on the requirements of RTCA Document DO-275, Minimum Operational Performance Standards for Integrated Night Vision Imaging System Equipment. The requirements of MIL-STD-3009 Aircraft, Night Vision Imaging System (NVIS) Compatible Lighting may also be used where appropriate. A CAR 35 Authorised Person is to submit a design advice to the Authority in accordance with existing procedures.
An Operator intending to conduct NVG Flights or Operations must establish approved procedures for the ongoing maintenance, inspection, and serviceability criteria for the incorporated NVG system (including the NVG itself) to appear in their relevant system of maintenance. This must include a method for assessing NVG compatibility for subsequent aircraft modifications or equipment introduction/repair.
Pursuant to CAR 196, the pilot in command may turn off non NVG compatible exterior lights if they adversely affect the operation of the NVG and the PIC is satisfied that there is no collision risk with other aircraft.
Minimum NVG Aircraft Equipment
In addition to legislated NVFR or IFR equipment as applicable, the following additional equipment must be carried for NVG Operations;
A serviceable radar altimeter with a display providing both an instantaneous impression of absolute height and rate of change of height which requires minimal interpretation and incorporating an audio and visual warning system to each control seat position that indicates the aircraft has descended below an in-flight adjustable height, and
For NVG operations to/from a Standard HLS for NVG or above 500ft AGL, a serviceable pilot steerable searchlight adjustable in both pitch and azimuth from the flight controls. For other NVG operations, in order to counter the risk of NVG failure at low altitude, operators fitting NVG compatible IR Filtered searchlights are to either:
a. be capable of reverting immediately to a non filtered search/landing light, OR
b. carry two pilots with access to the flight controls.
Note: NVG Operations do not absolve any operator of the obligation to carry additional equipment required to meet class of night operation, i.e. charter, airwork, etc.
Delta TQ: The tech specs currently prooposed are quite different from the industry ratified proposal, and this new position was adopted by the HAA members of the working group in response to the safety case put forward by the CASA members - the only safety case they have so far made.
note that no NVG are yet qualified under the TSO, but the standard basically requires Omnibus II or higher.
Here is the current proposal, and unlike other areas is essentially agreed to by both CASA and Industry members (well done Charles Lenarcic from CASA Airworthiness):
NVG Equipment Standard
The minimum NVG standard is that stipulated by FAA TSO C164 dated 30 September 2004, or a CASA approved equivalent in terms of resolution, acuity, gain and reliability.
Front seat crewmembers with flight control access using NVG must utilize an approved head mounting device for the NVG to enable “hands free” aided flight.
NVG Maintenance. All NVG used during NVG Flights shall be maintained, stored, and checked for serviceability prior to NVG flight in accordance with the manufacturers requirements and procedures.
Use of Dissimilar NVG. The pilot in command is to wear the highest level (in terms of resolution, gain, and acuity) of goggle where dissimilar types are used in the aircraft.
B]Aircraft NVG Compatible Lighting Standard [/B]
Before an aircraft can be used in NVG operations the Aircraft lighting systems are to be modified to be NVG Compatible. Unless a more suitable design can be demonstrated to the Authority, the design of the NVG lighting modification is to be based on the requirements of RTCA Document DO-275, Minimum Operational Performance Standards for Integrated Night Vision Imaging System Equipment. The requirements of MIL-STD-3009 Aircraft, Night Vision Imaging System (NVIS) Compatible Lighting may also be used where appropriate. A CAR 35 Authorised Person is to submit a design advice to the Authority in accordance with existing procedures.
An Operator intending to conduct NVG Flights or Operations must establish approved procedures for the ongoing maintenance, inspection, and serviceability criteria for the incorporated NVG system (including the NVG itself) to appear in their relevant system of maintenance. This must include a method for assessing NVG compatibility for subsequent aircraft modifications or equipment introduction/repair.
Pursuant to CAR 196, the pilot in command may turn off non NVG compatible exterior lights if they adversely affect the operation of the NVG and the PIC is satisfied that there is no collision risk with other aircraft.
Minimum NVG Aircraft Equipment
In addition to legislated NVFR or IFR equipment as applicable, the following additional equipment must be carried for NVG Operations;
A serviceable radar altimeter with a display providing both an instantaneous impression of absolute height and rate of change of height which requires minimal interpretation and incorporating an audio and visual warning system to each control seat position that indicates the aircraft has descended below an in-flight adjustable height, and
For NVG operations to/from a Standard HLS for NVG or above 500ft AGL, a serviceable pilot steerable searchlight adjustable in both pitch and azimuth from the flight controls. For other NVG operations, in order to counter the risk of NVG failure at low altitude, operators fitting NVG compatible IR Filtered searchlights are to either:
a. be capable of reverting immediately to a non filtered search/landing light, OR
b. carry two pilots with access to the flight controls.
Note: NVG Operations do not absolve any operator of the obligation to carry additional equipment required to meet class of night operation, i.e. charter, airwork, etc.
NVG Helmet colours
I have been asked several times about the preferred helmet colour for NVG operations, but I really dont have a clue...can anyone help?
Having a military NVG background, colour was not a choice. But in the civ world, there are those who say only matt colours like grey and olive are acceptable, and others who say it really doesn't matter. Some say you need to get rid of all the reflective tape, and others say it makes no difference.
On the face of it, if you have compatible lighting, does it really matter if the helmet is refective because it is reflecting compatible light? Or, does it hinder NVG ops when you are using non compatible external lights like landing, winch, and position lights?
Anyone have experience with this?
Having a military NVG background, colour was not a choice. But in the civ world, there are those who say only matt colours like grey and olive are acceptable, and others who say it really doesn't matter. Some say you need to get rid of all the reflective tape, and others say it makes no difference.
On the face of it, if you have compatible lighting, does it really matter if the helmet is refective because it is reflecting compatible light? Or, does it hinder NVG ops when you are using non compatible external lights like landing, winch, and position lights?
Anyone have experience with this?
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As DT said - however if you are thinking about ambient cockpit light reflecting from the helmet surface to the cockpit perspex's - I would'nt worry it is unlikely to be visible through the tubes. I'd go for the colour based on other considerations.
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The colour does matter! Non NVG compatible colours/reflective tape etc will cause reflections in the windshield that can be seen through the goggles. The importance depends on how you operate. The worst case being if you are operating under very difficult conditions, e.g. over the sea with a total cloud cover (IMC, but with some visibility). Under such conditons you will be able to see reflections from white paper on your kneepad, of your hand (if you remove your gloves), etc.
However, for operations under most VFR night conditions it will not be a major factor.
However, for operations under most VFR night conditions it will not be a major factor.
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Hi Whatlimit!
I must confess that I haven't recently operated over the sea, NVG with total cloud cover, IMC but with some vis
, and I defer to your experience in this area.
In a more benign environment, I have flown with a shiny helmet and reflective tape without any problem....
Food for thought.....
I must confess that I haven't recently operated over the sea, NVG with total cloud cover, IMC but with some vis
, and I defer to your experience in this area.In a more benign environment, I have flown with a shiny helmet and reflective tape without any problem....
Food for thought.....
Thanks for the responses.
So, it seems that colours are important in the lower viz, less illum nights, but no so important on high illum high viz nights?
How about the reflective stripes on typical EMS uniforms?
Have any of the respondants actually flown NVG with different colored helmets and/or reflective tape in the civ environment?
So, it seems that colours are important in the lower viz, less illum nights, but no so important on high illum high viz nights?
How about the reflective stripes on typical EMS uniforms?
Have any of the respondants actually flown NVG with different colored helmets and/or reflective tape in the civ environment?