US EMS Pilots Are Not Very Innovative
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Box of rocks
Our program does not inform us to what we are flying to. We are informed its a scene, but no further info. As to what was mentioned earlier the pilot always would push harder if there was say, a baby dieing on the side of the road for instance, and unfortunatly accidents happened. We are remeinder over and over again, we do not save lifes. We transport for A to B safely.
My personal feeling is that I am going to fly a box of rocks. Therefore, what would I do for a box of rocks.... my 2 cents..
My personal feeling is that I am going to fly a box of rocks. Therefore, what would I do for a box of rocks.... my 2 cents..
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I’ll digress for a moment. This year in U.S. HEMS:
Wisconsin – fatal at night
Texas – fatal at night
Arizona – brownout at night, lucky to be alive
Arizona – fatal midair in broad daylight
Indiana – catastrophic (?) failure broad daylight
Maryland – fatal at night
I’m disregarding the day accidents here:
Some aircraft were basic single engine, some twins. Some with NVGs, some without. Just guessing if any had terrain awareness. All probably had some sort of operational control oversight. A multitude of other factors they all faced – crap weather knowledge between reporting points, crew issues, patient issues, fuel issues, etc.
So, where’s the “get out of jail free” answer to these night crashes? The “when everything the pilot has done is by the book and it still breaks bad”, where’s his/her out? We don’t have one.
My answer is this: Give me a tool so, that no matter what stupid decision I make before or after takeoff concerning weather, I can SEE WHERE I’M GOING. Everything else is a bandaid.
Wisconsin – fatal at night
Texas – fatal at night
Arizona – brownout at night, lucky to be alive
Arizona – fatal midair in broad daylight
Indiana – catastrophic (?) failure broad daylight
Maryland – fatal at night
I’m disregarding the day accidents here:
Some aircraft were basic single engine, some twins. Some with NVGs, some without. Just guessing if any had terrain awareness. All probably had some sort of operational control oversight. A multitude of other factors they all faced – crap weather knowledge between reporting points, crew issues, patient issues, fuel issues, etc.
So, where’s the “get out of jail free” answer to these night crashes? The “when everything the pilot has done is by the book and it still breaks bad”, where’s his/her out? We don’t have one.
My answer is this: Give me a tool so, that no matter what stupid decision I make before or after takeoff concerning weather, I can SEE WHERE I’M GOING. Everything else is a bandaid.
Back in the 80's when we were pioneering Hems in the UK, pilots were selected based on experience, hours and skill. All were IFR qualified, but tasking was 99.9% day only...... no accidents 
Today, I would strike a guess that several of the above have changed significantly
Its a no brainer for me. Before Hems, the various health authorities coped without us and when we came along were welcomed by the same as a very useful tool to be utilised during the day. The only trip I ever made at night was IFR from an RAF base to an international airport with ILS landing.
IMHO, it should be taken out of our hands...
Today, I would strike a guess that several of the above have changed significantly
Its a no brainer for me. Before Hems, the various health authorities coped without us and when we came along were welcomed by the same as a very useful tool to be utilised during the day. The only trip I ever made at night was IFR from an RAF base to an international airport with ILS landing.
IMHO, it should be taken out of our hands...
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These crews are quite unique and very aggressive to complete the job, it's hard to completely squash the "white knight syndrome' from their personality,these people are extremely dedicated to help people in need, I think it's imperative that pilots understand their ultimate responsibility to conduct the flight in safe conditions ONLY, often times two pilots operations are nixed to accommodate a family member, wrong priority but ultimately they are trying to market the service and be profitable.
Not very Innovative?
good wind up.
There is no doubt that the recent accident is tragic loss, and it is also another accident that has happened before, and will reflect yet another that is bound to happen again soon. There are no new accidents [Old Jungle Saying]
What I find increasingly frustrating is all the calls for radical overhaul and complete system change based on one element of an occurrence. Read old mate Dr Reason and his Swiss cheese model to begin the journey of just how many elements are actually involved from the pilot and his shortcomings (always first and loudest here amongst his "peers") right through to the company culture and even the FAA (oversight or regulatory issues removing the oversight due to "public use", etc).
There are very many calls for the introduction of two pilots above, but guess what folks, there have been many two pilot EMS accidents. Talking world wide here. Do we drag up each of the two pilot accidents and use them as emotive calls to ban all two pilot ops? Why not?
Unfortunately as we muse so emotionally over the risks and the tragedies and the complete uselessness of HEMS we are perpetrating the long held and cherished view of HEMS that exists amongst the general public: it is dangerous and needs to be re-evaluated! Don't kid yourselves, the medical fraternity in the US is bristling with opponents to HEMS and see another great topic with which to over dramatise in order to get published and gain significance. And they read these sorts of threads searching for justification.
In an email chain that is going around work at the moment between the aviation and medical side (I bet we are not the only ones) a doctor recalled a statistic that puts this argument into perspective, and is worth repeating here:
28 people have died so far in USA HEMS in 2008. There is an enormous amount of soul searching and arguing and calls for bans and statements of irrelevance, etc, etc, etc. Meanwhile, medical dramatists have said that more than 170,000 will die as a result of medical system errors. Are we gaining perspective? That is about 6 Jumbo Jets per week spearing in without public outcry or demands that the system be stopped!
In a book that I highly recommend to all you bored touring pilots when you next get on the plane, go read "Risk: the Money, Politics and Science of Fear". It reveals that in the year following Sept 11 2001 when everyone was so scared of flying due to the terrorist attacks that 1595 MORE Americans dies in road accidents that year (on top of the steady average). Although flying, even with terrorists about, is far safer than driving, the emotive reporting of the deaths that day completely over took logic and resulted in the needless deaths of 1595 Americans.
That fear is creeping into the prevalent discussions surrounding the MSP and other recent US HEMS accidents. That is not to say that we cannot discuss the factors and examine ways to reduce the occurrences (indeed that process is precisely why we are SO safe now), rather that we should keep perspective and educate outsiders as to the ACTUAL safety of our industry.
That way we might just be around long enough as an industry to help keep the US annual death toll on the roads from again climbing above 50,000 by providing the rapid medical interventions necessary.
For those of you non pilot types searching for meaning in all these accidents, don't risk driving to work today, give the local helicopter company the pleasure of reducing your risks considerably and flying you there!!
good wind up.There is no doubt that the recent accident is tragic loss, and it is also another accident that has happened before, and will reflect yet another that is bound to happen again soon. There are no new accidents [Old Jungle Saying]
What I find increasingly frustrating is all the calls for radical overhaul and complete system change based on one element of an occurrence. Read old mate Dr Reason and his Swiss cheese model to begin the journey of just how many elements are actually involved from the pilot and his shortcomings (always first and loudest here amongst his "peers") right through to the company culture and even the FAA (oversight or regulatory issues removing the oversight due to "public use", etc).
There are very many calls for the introduction of two pilots above, but guess what folks, there have been many two pilot EMS accidents. Talking world wide here. Do we drag up each of the two pilot accidents and use them as emotive calls to ban all two pilot ops? Why not?
Unfortunately as we muse so emotionally over the risks and the tragedies and the complete uselessness of HEMS we are perpetrating the long held and cherished view of HEMS that exists amongst the general public: it is dangerous and needs to be re-evaluated! Don't kid yourselves, the medical fraternity in the US is bristling with opponents to HEMS and see another great topic with which to over dramatise in order to get published and gain significance. And they read these sorts of threads searching for justification.
In an email chain that is going around work at the moment between the aviation and medical side (I bet we are not the only ones) a doctor recalled a statistic that puts this argument into perspective, and is worth repeating here:
28 people have died so far in USA HEMS in 2008. There is an enormous amount of soul searching and arguing and calls for bans and statements of irrelevance, etc, etc, etc. Meanwhile, medical dramatists have said that more than 170,000 will die as a result of medical system errors. Are we gaining perspective? That is about 6 Jumbo Jets per week spearing in without public outcry or demands that the system be stopped!
In a book that I highly recommend to all you bored touring pilots when you next get on the plane, go read "Risk: the Money, Politics and Science of Fear". It reveals that in the year following Sept 11 2001 when everyone was so scared of flying due to the terrorist attacks that 1595 MORE Americans dies in road accidents that year (on top of the steady average). Although flying, even with terrorists about, is far safer than driving, the emotive reporting of the deaths that day completely over took logic and resulted in the needless deaths of 1595 Americans.
That fear is creeping into the prevalent discussions surrounding the MSP and other recent US HEMS accidents. That is not to say that we cannot discuss the factors and examine ways to reduce the occurrences (indeed that process is precisely why we are SO safe now), rather that we should keep perspective and educate outsiders as to the ACTUAL safety of our industry.
That way we might just be around long enough as an industry to help keep the US annual death toll on the roads from again climbing above 50,000 by providing the rapid medical interventions necessary.
For those of you non pilot types searching for meaning in all these accidents, don't risk driving to work today, give the local helicopter company the pleasure of reducing your risks considerably and flying you there!!
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Good post Helmet Fire and quite agree. We musn't ignore it but let's keep it in perspective. Chicken Little is alive and well out there, remember Y2K, and global warming will probably end up in the same way.
Thread Starter
HF,
Ah what the heck....it was only 30 people...what the Hell?
Kill 30 people in eight crashes on the North Sea.....what kind of outcry and outrage would be heard?
Kill 30 people at eight school shootings....what kind of outcry would you hear?
Kill 30 squaddies in eight training accidents....what kind of outcry would you hear?
Helmet Fire you have the makings of a GOM helicopter company manager with that kind of attitude....but then we must put things into perspective mustn't we?
All this is just the cost of doing business.....right?
Ah what the heck....it was only 30 people...what the Hell?
Kill 30 people in eight crashes on the North Sea.....what kind of outcry and outrage would be heard?
Kill 30 people at eight school shootings....what kind of outcry would you hear?
Kill 30 squaddies in eight training accidents....what kind of outcry would you hear?
Helmet Fire you have the makings of a GOM helicopter company manager with that kind of attitude....but then we must put things into perspective mustn't we?
All this is just the cost of doing business.....right?
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SASless, keep muddle this anthill. Best results comes when situation is mature. Something need to be do anyway. 30 dead people is not a answer for this problem. If we would like to compare for these deaths something, we have to compare it a similar operations in worldwide. In every countries more people died in car crash than aviation.
All participants need to get together to build new safety culture whole EMS operations. How?, it depends to target, which should be 0.
All participants need to get together to build new safety culture whole EMS operations. How?, it depends to target, which should be 0.
As I understand the debate the bean counters in the main do not put up enough money for on going training Ifr Nvg etc so you have older helios flown by some pilots with lower hours?
Now where have I heard a simular argument "CRAB"
Now where have I heard a simular argument "CRAB"
SASless, NEVER in my post do I say anything about ignoring or trivialising the "30" whom have died this year in US HEMS, not for that matter the hundreds over the years in HEMS world wide. These are people who have lost their lives in the service of others and should be remembered as such regardless of the circumstances. Not one of them goes out on the mission with intent to die, they go out with intent to save.
If I could, I would reach through the cyberspace and buy you a beer.
I was, and am, concerned and the "outcry" that occurs after such accidents. We perpetuate that emotive reaction each time we call for X or Y based on a single element of a single accident. I believe it is our place in this industry to explain the VERY HIGH safety levels of HEMS to those outside our domain to alleviate their reaction to the "outcry" that is generated almost entirely by the media.
At the end of the day in the world of media, 40,000+ road deaths are inconsequential to the excitement that can be generated by the stringing together of some helicopter accidents to show an imminent and dangerous threat that MUST be immediately stopped. Only we as an industry stand between that assumption and a call for a more realistic reaction.
We dont even know why the MSP accident happened and we are posting comments like banning HEMS, banning night HEMS, banning Single Pilot HEMS, etc, etc. These reactions from within our industry are amplified outside it, and the call for perspective is drowned out.
The reason our industry is so safe is that we rationally investigate such accidents in detail, analyse the findings and compare trends. Then we can make rational adjustments to the system to improve safety, and so on. Let that process continue.
Sven: the comparison would be more valid per patient intervention rather than per hour. For example, if comparing ambulance transport V helicopter for patients, a per hour representation is not really valid because helicopters are often used over far greater distances than road ambulances -so is it a fair comparison. You may be interested to know that one of our doctors has done such an analysis and helicopter patient transfer (day and night) is safer PER PATIENT than road ambulance under lights and sirens.
As I said at the bottom of the last one, if you really believe the risk of HEMS so unsupportable, you had better fly to work every day and use a helicopter to drop your kids off at school!
Now we have some perspective, lets examine the outcomes from the MSP accident (and those of the other ones) and discuss the ramifications of those. In an emotive way of course, and preferably involving red wine!
If I could, I would reach through the cyberspace and buy you a beer.
I was, and am, concerned and the "outcry" that occurs after such accidents. We perpetuate that emotive reaction each time we call for X or Y based on a single element of a single accident. I believe it is our place in this industry to explain the VERY HIGH safety levels of HEMS to those outside our domain to alleviate their reaction to the "outcry" that is generated almost entirely by the media.
At the end of the day in the world of media, 40,000+ road deaths are inconsequential to the excitement that can be generated by the stringing together of some helicopter accidents to show an imminent and dangerous threat that MUST be immediately stopped. Only we as an industry stand between that assumption and a call for a more realistic reaction.
We dont even know why the MSP accident happened and we are posting comments like banning HEMS, banning night HEMS, banning Single Pilot HEMS, etc, etc. These reactions from within our industry are amplified outside it, and the call for perspective is drowned out.
The reason our industry is so safe is that we rationally investigate such accidents in detail, analyse the findings and compare trends. Then we can make rational adjustments to the system to improve safety, and so on. Let that process continue.
Sven: the comparison would be more valid per patient intervention rather than per hour. For example, if comparing ambulance transport V helicopter for patients, a per hour representation is not really valid because helicopters are often used over far greater distances than road ambulances -so is it a fair comparison. You may be interested to know that one of our doctors has done such an analysis and helicopter patient transfer (day and night) is safer PER PATIENT than road ambulance under lights and sirens.
As I said at the bottom of the last one, if you really believe the risk of HEMS so unsupportable, you had better fly to work every day and use a helicopter to drop your kids off at school!
Now we have some perspective, lets examine the outcomes from the MSP accident (and those of the other ones) and discuss the ramifications of those. In an emotive way of course, and preferably involving red wine!
Last edited by helmet fire; 3rd Oct 2008 at 02:12.
Thread Starter
"We" are not talking about binning Helicopter EMS.
"I" am talking about growing weary of reading of people killing themselves and their patients....the very ones they claim to "saving"....and doing so with great frequency using the same tired old methods and devices.
"I" am saying the helicopter EMS industry is remaining rock solid in clinging to the tried and true methods of doing themselves in and not seeking new and innovative methods.
"I" am saying each life lost is a tragedy.
"I" am saying they are not heroes for killing themselves....very much the opposite.
"I" am saying they are more times than not....."suicidal" for taking the risks they do in the pursuit of "saving" lives.
"I" am saying it takes a "hero" to stand up and refuse to play the role of sacrificial lamb in this slaughter....and there are damn few heroes about.
"I" am saying the bureaucrats count their annual bonus while pointing out all the 'bureaucratical" reasons effective changes have not been made....all the while people are dying as a result.
"I" am saying the pursuit of the almighty dollar, one more run, a shorter response time, a cheaper operation, going when another crew turned the flight down, and a host of other vile reasons are the motivation for these suicides.
Sane people would not take these risks.
Smart people would figure out the odds and decide they favor the house rather than the player and get out of the game.
Reading about how gallant the dead crew was....how dedicated they were to saving lives....makes me want to throw up!
We are talking about the slow, lame, sick, and stupid of the herd. It is nature's way of thinning the herd in action.
I am suggusting the herd has to evolve or it will surely become extinct either through attrition or some cataclysmic event similar to the demise of the dinosaurs.
As a very astute fellow named Nick Lappos once said....."The more effort and time you spend proving there is not a problem is indicative of how bad the problem is." (or words very similar to that).
American helicopter EMS has a life threatening problem...lives are being lost...and most everyone is trying to invalidate or mitigate that proposition.
That suggests to me how pervasive the problem really is. The American Helicopter EMS industry refuses to embrace reality. They give mere lip service only otherwise they would be standing on some big gray metal government desks demanding action from the bureaucrats, hospitals, insurance companies, and every agency or group that could provide some assistance in seeking out the new and innovative cures to the problems.
Nick Lappos asked what kind of R&D projects we wanted to see. How many American EMS pilots pitched their Tuppence into his hat?
"I" am talking about growing weary of reading of people killing themselves and their patients....the very ones they claim to "saving"....and doing so with great frequency using the same tired old methods and devices.
"I" am saying the helicopter EMS industry is remaining rock solid in clinging to the tried and true methods of doing themselves in and not seeking new and innovative methods.
"I" am saying each life lost is a tragedy.
"I" am saying they are not heroes for killing themselves....very much the opposite.
"I" am saying they are more times than not....."suicidal" for taking the risks they do in the pursuit of "saving" lives.
"I" am saying it takes a "hero" to stand up and refuse to play the role of sacrificial lamb in this slaughter....and there are damn few heroes about.
"I" am saying the bureaucrats count their annual bonus while pointing out all the 'bureaucratical" reasons effective changes have not been made....all the while people are dying as a result.
"I" am saying the pursuit of the almighty dollar, one more run, a shorter response time, a cheaper operation, going when another crew turned the flight down, and a host of other vile reasons are the motivation for these suicides.
Sane people would not take these risks.
Smart people would figure out the odds and decide they favor the house rather than the player and get out of the game.
Reading about how gallant the dead crew was....how dedicated they were to saving lives....makes me want to throw up!
We are talking about the slow, lame, sick, and stupid of the herd. It is nature's way of thinning the herd in action.
I am suggusting the herd has to evolve or it will surely become extinct either through attrition or some cataclysmic event similar to the demise of the dinosaurs.
As a very astute fellow named Nick Lappos once said....."The more effort and time you spend proving there is not a problem is indicative of how bad the problem is." (or words very similar to that).
American helicopter EMS has a life threatening problem...lives are being lost...and most everyone is trying to invalidate or mitigate that proposition.
That suggests to me how pervasive the problem really is. The American Helicopter EMS industry refuses to embrace reality. They give mere lip service only otherwise they would be standing on some big gray metal government desks demanding action from the bureaucrats, hospitals, insurance companies, and every agency or group that could provide some assistance in seeking out the new and innovative cures to the problems.
Nick Lappos asked what kind of R&D projects we wanted to see. How many American EMS pilots pitched their Tuppence into his hat?
HF,
Your passionate plea for debate and discussion are noted.... But, your arguments about stats in the industry and how its easier to get killed walking down the sidewalk etc.. sound as contrite and blunt as the bean counters excuses for lack of funds and hence the under development of our industry as a whole. If you want to look at stats, good luck because there are people out there that do nothing but, and can convince even the blind that they can see!! It doesn't matter how passionate we feel about HEMS, the facts not stats are clear. Most accidents are caused by poor judgement and decision making at night...
Nobody wants HEMS banned, but until we have found a solution to all this carnage, I believe night EMS should be suspended at least.
Your passionate plea for debate and discussion are noted.... But, your arguments about stats in the industry and how its easier to get killed walking down the sidewalk etc.. sound as contrite and blunt as the bean counters excuses for lack of funds and hence the under development of our industry as a whole. If you want to look at stats, good luck because there are people out there that do nothing but, and can convince even the blind that they can see!! It doesn't matter how passionate we feel about HEMS, the facts not stats are clear. Most accidents are caused by poor judgement and decision making at night...
Nobody wants HEMS banned, but until we have found a solution to all this carnage, I believe night EMS should be suspended at least.
Former NTSB Chief speaks:
Too Much Risk in Air Rescue
By Jim Hall
Thursday, October 2, 2008; A23
Like many Americans, I was deeply saddened by the crash of an emergency medical services Eurocopter Dauphin II helicopter last weekend in Prince George's County that killed four people and left another person in critical condition. But as a former chairman of the National Transportation Safety Board (NTSB), I was not shocked.
EMS helicopters are among the most dangerous aircraft in the skies. While major airline crashes have declined over the past decade, EMS helicopter fatalities have increased. Until this year, the worst annual record belonged to 2004, with 18 killed. So far in 2008 there have been 20 deaths. Clearly, things are getting worse.
Sunday's crash brings the national death toll of EMS helicopter crashes in just the past five months to 17. On June 29 two EMS helicopters collided near Flagstaff, Ariz., killing six. A Bell 407 crash on June 8 in Huntsville, Tex., killed all four people aboard. On May 10, an EMS-operated Eurocopter EC 13 crashed at La Crosse, Wis., after dropping off a patient; the pilot, a surgeon and a nurse were killed. While this summer has been especially bad, these tragedies were anything but unforeseeable.
I fear that as the facts of this accident emerge, it will be revealed that the crash stemmed from ignoring lessons previously learned. Local authorities say that the helicopter lacked a terrain awareness and warning system (TAWS), something aviation experts have deemed crucial to flying safely in difficult conditions. The NTSB has stated that the pilot operating the helicopter was the sole pilot, which meant he had to work the radio while maneuvering the aircraft. He had tried twice to radio for help because of the severe fog that day. Such conditions -- a solo pilot flying a helicopter in inclement weather -- are some of the worst a pilot can face, yet EMS pilots are required to operate in them all the time.
Rather than answers, the Federal Aviation Administration offers excuses. A recent FAA news release stated that EMS "operations are unique due to the emergency nature of the mission." The agency needs to ask itself whether this "unique" situation justifies a fatal accident rate that is 6,000 times that of commercial airliners. In the face of this safety crisis, the FAA's response has been to "encourage risk management" and "promote [safety-enhancing] technology such as night vision goggles, terrain awareness and warning systems (TAWS) and radar altimeters."
This "encouragement" is noticeably lacking the vigor we've seen the FAA use recently to force major airlines to maintain acceptable safety standards. Rather than regulating an industry that has a demonstrated history of carrying out unsafe operations, the FAA seems content with offering a do-it-yourself program of oversight.
I have long subscribed to Thomas Jefferson's theory of governance: "The care of human life and happiness, and not their destruction, is the first and only legitimate object of good government." Sadly, our government does not consistently endorse this philosophy, but, as Sunday's tragedy shows, instead allows a series of accidents to occur without any regulatory response.
This trend is unacceptable. Many of us working in aviation safety have long advocated requiring two pilots for EMS flights, night-vision goggles, and terrain awareness and warning systems. Rather than simply "encouraging" these crucial safety measures, the FAA must demand them. I hope these tragedies have not happened in vain. This year's deadly spell of EMS accidents should cause the FAA to realize just how grave a safety threat EMS operations pose to their crews and passengers.
The writer was chairman of the National Transportation Safety Board from 1994 through 2001. He is managing partner of Hall & Associates LLC, a crisis management and government relations firm.
By Jim Hall
Thursday, October 2, 2008; A23
Like many Americans, I was deeply saddened by the crash of an emergency medical services Eurocopter Dauphin II helicopter last weekend in Prince George's County that killed four people and left another person in critical condition. But as a former chairman of the National Transportation Safety Board (NTSB), I was not shocked.
EMS helicopters are among the most dangerous aircraft in the skies. While major airline crashes have declined over the past decade, EMS helicopter fatalities have increased. Until this year, the worst annual record belonged to 2004, with 18 killed. So far in 2008 there have been 20 deaths. Clearly, things are getting worse.
Sunday's crash brings the national death toll of EMS helicopter crashes in just the past five months to 17. On June 29 two EMS helicopters collided near Flagstaff, Ariz., killing six. A Bell 407 crash on June 8 in Huntsville, Tex., killed all four people aboard. On May 10, an EMS-operated Eurocopter EC 13 crashed at La Crosse, Wis., after dropping off a patient; the pilot, a surgeon and a nurse were killed. While this summer has been especially bad, these tragedies were anything but unforeseeable.
I fear that as the facts of this accident emerge, it will be revealed that the crash stemmed from ignoring lessons previously learned. Local authorities say that the helicopter lacked a terrain awareness and warning system (TAWS), something aviation experts have deemed crucial to flying safely in difficult conditions. The NTSB has stated that the pilot operating the helicopter was the sole pilot, which meant he had to work the radio while maneuvering the aircraft. He had tried twice to radio for help because of the severe fog that day. Such conditions -- a solo pilot flying a helicopter in inclement weather -- are some of the worst a pilot can face, yet EMS pilots are required to operate in them all the time.
Rather than answers, the Federal Aviation Administration offers excuses. A recent FAA news release stated that EMS "operations are unique due to the emergency nature of the mission." The agency needs to ask itself whether this "unique" situation justifies a fatal accident rate that is 6,000 times that of commercial airliners. In the face of this safety crisis, the FAA's response has been to "encourage risk management" and "promote [safety-enhancing] technology such as night vision goggles, terrain awareness and warning systems (TAWS) and radar altimeters."
This "encouragement" is noticeably lacking the vigor we've seen the FAA use recently to force major airlines to maintain acceptable safety standards. Rather than regulating an industry that has a demonstrated history of carrying out unsafe operations, the FAA seems content with offering a do-it-yourself program of oversight.
I have long subscribed to Thomas Jefferson's theory of governance: "The care of human life and happiness, and not their destruction, is the first and only legitimate object of good government." Sadly, our government does not consistently endorse this philosophy, but, as Sunday's tragedy shows, instead allows a series of accidents to occur without any regulatory response.
This trend is unacceptable. Many of us working in aviation safety have long advocated requiring two pilots for EMS flights, night-vision goggles, and terrain awareness and warning systems. Rather than simply "encouraging" these crucial safety measures, the FAA must demand them. I hope these tragedies have not happened in vain. This year's deadly spell of EMS accidents should cause the FAA to realize just how grave a safety threat EMS operations pose to their crews and passengers.
The writer was chairman of the National Transportation Safety Board from 1994 through 2001. He is managing partner of Hall & Associates LLC, a crisis management and government relations firm.
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I love the way he parks the whole mess at the doorstep of the FAA.They, in turn, will say that the fault lies with the operators who want to make a quick buck. The operators will in turn say that they are doing everything the FAA wants them to do. Anything more (two pilots, twin engine etc etc) will mean a lot of the companies will be out of business and government should not control the free market blah,blah,blah. And so it goes on and on ad infinitum, ad nauseum.
The historical enmity between the NTSB and the FAA is as well known as the joined-at-the-hip-partnership between the FAA and the operators.That will not change.
Alt3.
The historical enmity between the NTSB and the FAA is as well known as the joined-at-the-hip-partnership between the FAA and the operators.That will not change.
Alt3.
"Just a pilot"
One would have work hard to fairly apportion blame for problems in the EMS industry:
First, the FAA for regulating EMS as "just another phase of the Air Taxi industry". No magic risk assessment grids, no matter how many check lists are required, EMS isn't just another air charter, even when the pilot's isolated from the medical side. This is more like "Dustoff" of 40 years ago, and the accident pattern shows it.
Next, the industry- using the air taxi minimums as official endorsement of minimum requirements. Part 135 training doesn't amount to a good introductory course for the job. What's done is done half-arsed. I can't think of a single time that memorizing a filter bypass pressure differential was applicable in the real world, much less the knowledge that a dog's digestive juices are twice the strength of a humans' (actual test subjects).
In all fairness, I have to admit that EMS pilots contribute their fair share to the problem, and pay for it.
Better training. Better scheduling. Better support. NVGs.
First, the FAA for regulating EMS as "just another phase of the Air Taxi industry". No magic risk assessment grids, no matter how many check lists are required, EMS isn't just another air charter, even when the pilot's isolated from the medical side. This is more like "Dustoff" of 40 years ago, and the accident pattern shows it.
Next, the industry- using the air taxi minimums as official endorsement of minimum requirements. Part 135 training doesn't amount to a good introductory course for the job. What's done is done half-arsed. I can't think of a single time that memorizing a filter bypass pressure differential was applicable in the real world, much less the knowledge that a dog's digestive juices are twice the strength of a humans' (actual test subjects).
In all fairness, I have to admit that EMS pilots contribute their fair share to the problem, and pay for it.
Better training. Better scheduling. Better support. NVGs.
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sasless has been voicing his concerns and those of others on this forum for quite a few years now and all his posts send the same message. fix it.
in fact he has been a lone voice on this issue.
whenever he states the blatantly obvious, most of us refuse to see the usual causes and want to defend the pilots as having done no wrong. while we keep on thinking like that these results will continue to happen
we have in the past had problems in australia, 11 ems accidents over a period of years, nowhere near the terrible rate in the us. ems here seem to have changed our attitudes or culture or what ever it is that leads to these accidents. touchwood we can stay that way.
sometimes i personally feel that it is difficult to relate these problems to the word "accident".
these accidents are avoidable, fix the problems or risk losing the valuable services of helicopters and crew.
in fact he has been a lone voice on this issue.
whenever he states the blatantly obvious, most of us refuse to see the usual causes and want to defend the pilots as having done no wrong. while we keep on thinking like that these results will continue to happen
we have in the past had problems in australia, 11 ems accidents over a period of years, nowhere near the terrible rate in the us. ems here seem to have changed our attitudes or culture or what ever it is that leads to these accidents. touchwood we can stay that way.
sometimes i personally feel that it is difficult to relate these problems to the word "accident".
these accidents are avoidable, fix the problems or risk losing the valuable services of helicopters and crew.
Join Date: Sep 2007
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My 2 cent opinionated ramble.
Everything starts at the top, with leadership.
HEMS has no top!
What we do have is the paralyizing confusion and obfuscation of competing alphabet and standards groups (in which I include Congress, FAA and NTSB) who toss about reccomendations and administrative input as if they know something special and are doing something worthwhile to eliminate the accident rate. All that results from their wanderings and machinations is minimal progress and bickering within industries' ranks.
The death of common sense and current fascination with time-consuming data, technology, committees, and process is going to do us very little good in the short term, where accidents are happening. Without one clear leader (i.e. ONE real human being) to make sense of all this and bring it all together to identify solutions it is pretty obvious progress is not in our future.
The question is how do we find that individual and get them going? They DO exist.
Everything starts at the top, with leadership.
HEMS has no top!
What we do have is the paralyizing confusion and obfuscation of competing alphabet and standards groups (in which I include Congress, FAA and NTSB) who toss about reccomendations and administrative input as if they know something special and are doing something worthwhile to eliminate the accident rate. All that results from their wanderings and machinations is minimal progress and bickering within industries' ranks.
The death of common sense and current fascination with time-consuming data, technology, committees, and process is going to do us very little good in the short term, where accidents are happening. Without one clear leader (i.e. ONE real human being) to make sense of all this and bring it all together to identify solutions it is pretty obvious progress is not in our future.
The question is how do we find that individual and get them going? They DO exist.