US EMS Pilots Are Not Very Innovative
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US EMS Pilots Are Not Very Innovative
As a general thought and based upon nothing particular, I have come to the conclusion American EMS pilots as a group are thicker than two short planks.
While considering the results of a bit of research and review of accident reports of fatal accidents over the past ten years or so....it became glaringly obivious EMS pilots are not innovative at all in the way they find to kill themselves and their crews.
One continues to see the same causes repeated over and over. I will admit every now and then a crew finds a new twist to an old trick and does themselves in with a bit of flair but that is just window dressing.
Is it just me or does the American EMS industry need to look for new, different, and better ways of doing themselves in or should we rely on the well known, proven devices that have sustained the industry all these years.
Practice sure seems to make perfect as evidenced by this year alone.
While considering the results of a bit of research and review of accident reports of fatal accidents over the past ten years or so....it became glaringly obivious EMS pilots are not innovative at all in the way they find to kill themselves and their crews.
One continues to see the same causes repeated over and over. I will admit every now and then a crew finds a new twist to an old trick and does themselves in with a bit of flair but that is just window dressing.
Is it just me or does the American EMS industry need to look for new, different, and better ways of doing themselves in or should we rely on the well known, proven devices that have sustained the industry all these years.
Practice sure seems to make perfect as evidenced by this year alone.
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SASless:
"Is it just me or does the American EMS industry need to look for new, different, and better ways of doing themselves in..."
No, it is not only you. Simply answer is...... YES. Something should do and fast. I hope that all parts have a plans to go forward to solve this problem. Like I said some earlier discussion, everybody who are involved with EMS operations need to be a part of new culture.
Waiting for it.
Hostile
"Is it just me or does the American EMS industry need to look for new, different, and better ways of doing themselves in..."
No, it is not only you. Simply answer is...... YES. Something should do and fast. I hope that all parts have a plans to go forward to solve this problem. Like I said some earlier discussion, everybody who are involved with EMS operations need to be a part of new culture.
Waiting for it.
Hostile
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This comment is from latest crash news:
"The Safety Board is very concerned with the increasing number of these EMS helicopter accidents," said Robert Sumwalt, the NTSB's vice chairman. "We have had too many of them. The number is increasing. We need to do something about it. We need to do something about it right now."
Hope this kind of thoughts waking up.
Hostile
"The Safety Board is very concerned with the increasing number of these EMS helicopter accidents," said Robert Sumwalt, the NTSB's vice chairman. "We have had too many of them. The number is increasing. We need to do something about it. We need to do something about it right now."
Hope this kind of thoughts waking up.
Hostile
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Is it just me or do the Americans tend to rely on technology too much instead of better training & heaven forbid a second pilot in the cockpit. I would be shocked to find a program in the States that doesn't fly IFR single pilot.
Would also be interested to see if the for profit companies have the higher accident rate as oposed to the operations that are not for profit.
Would also be interested to see if the for profit companies have the higher accident rate as oposed to the operations that are not for profit.
Thread Starter
Yahoo!
The link takes you to a video on this topic produced by CNN.....and notes that an NTSB study suggests 29 of 55 fatal EMS helicopter crashes were "preventable".
What happened to the industry proclamation of reducing the accident rate by 80% over a ten year period? Must have been all talk based upon this year's death toll.
The link takes you to a video on this topic produced by CNN.....and notes that an NTSB study suggests 29 of 55 fatal EMS helicopter crashes were "preventable".
What happened to the industry proclamation of reducing the accident rate by 80% over a ten year period? Must have been all talk based upon this year's death toll.
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KRB, prepare to be shocked: there's at least one dual-pilot IFR EMS aircraft in the US that I know of: A PHI-operated S76 in New Orleans. And no, an over-reliance on technology is not one of the main problems: I can't think of any other industrialized nation that has such a large proportion of hand-me-down Astars and clapped-out LongRangers masquerading as EMS aircraft. Almost all EMS operations are for profit by the way, and even the ones that claim not to be (such as the Maryland State Police) still have to justify their budget to some corporate or government overlord.
Sas is right; it's (almost) always the same storyline:
1. Night
2. Marginal weather
3. ?
4. CFIT
Boring!
Sas is right; it's (almost) always the same storyline:
1. Night
2. Marginal weather
3. ?
4. CFIT
Boring!
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I would also suggest that training has a lot to do with it.
Minimum required training for Part 135 is 5 hours on type, and that's all most folks get. No simulators for most of the machines (or at least no reasonably priced, easy to get to simulators). The result is that folks with complex, all-electric helicopters don't know and understand things like the AFCS / autopilot.
Next, there is no good IFR training in a non-IFR helicopter unless you go to a lot of trouble to put in vision-blocking equipment. Foggles just don't cut it when there are chin windows and side windows that go down below waist height.
And there is no such thing as night VFR unless you're over a built-up area.
I could go on, but these are just two of the things that should be re-considered for improving safety.
Minimum required training for Part 135 is 5 hours on type, and that's all most folks get. No simulators for most of the machines (or at least no reasonably priced, easy to get to simulators). The result is that folks with complex, all-electric helicopters don't know and understand things like the AFCS / autopilot.
Next, there is no good IFR training in a non-IFR helicopter unless you go to a lot of trouble to put in vision-blocking equipment. Foggles just don't cut it when there are chin windows and side windows that go down below waist height.
And there is no such thing as night VFR unless you're over a built-up area.
I could go on, but these are just two of the things that should be re-considered for improving safety.
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eddie,
I believe that most flights resulting in an accident have been launched while marginal/unstable weather already prevailed or was to be expected (by the use of the pilots interpretation skills of weather systems).
Only to pick the most recent in Maryland: all evening long the ceilings where low (marginal or at the limit for most operators as I learned in another thread here): BKN008. Agreed, with a big high pressure system overhead it may be reasonable to expect that the conditions will remain stable, but with a tropical system offshore, throwing clouds, rain and thunderstorms at you, it is a huge gamble compared to your nice, clean cold front coming at you at x kts.
I can only guess what led to the go/no go decision, but dare 'em if somebody told the pilot the nature of the emergency...
Scenario: "Multiple casualties of teenagers in a car pileup" - figure in the father of a teenage daughter being the pilot who has to make a go/no go decision!
Or put yourself in the shoes of a young father who has been told there is a newborn in a live threatening situation!
You see where I'm getting: PEER PRESSURE!
Maybe most EMS pilots can (or claim to) deal with the burden of too much information provided to them, but I can blame no pilot literally being forced to fly through the tactics of unnecessary information given to him; be it because of greed or carelessness.
I believe that most flights resulting in an accident have been launched while marginal/unstable weather already prevailed or was to be expected (by the use of the pilots interpretation skills of weather systems).
Only to pick the most recent in Maryland: all evening long the ceilings where low (marginal or at the limit for most operators as I learned in another thread here): BKN008. Agreed, with a big high pressure system overhead it may be reasonable to expect that the conditions will remain stable, but with a tropical system offshore, throwing clouds, rain and thunderstorms at you, it is a huge gamble compared to your nice, clean cold front coming at you at x kts.
I can only guess what led to the go/no go decision, but dare 'em if somebody told the pilot the nature of the emergency...
Scenario: "Multiple casualties of teenagers in a car pileup" - figure in the father of a teenage daughter being the pilot who has to make a go/no go decision!
Or put yourself in the shoes of a young father who has been told there is a newborn in a live threatening situation!
You see where I'm getting: PEER PRESSURE!
Maybe most EMS pilots can (or claim to) deal with the burden of too much information provided to them, but I can blame no pilot literally being forced to fly through the tactics of unnecessary information given to him; be it because of greed or carelessness.
There are no limits
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Now we are getting to the crux of the matter.
Its not peer pressure, its self-induced.
Why would anyone try harder for a newborn/teenager/adult/old person?
When I was doing EMS my responsibility lay with myself and the crew in that order. If the weather was good enough I would go, if it wasn't I wouldn't.
My mantra is: It is better for 1/2/3 people not to survive the accident than for 4/5/6 to die in the helicopter crash.
Its not peer pressure, its self-induced.
Why would anyone try harder for a newborn/teenager/adult/old person?
When I was doing EMS my responsibility lay with myself and the crew in that order. If the weather was good enough I would go, if it wasn't I wouldn't.
My mantra is: It is better for 1/2/3 people not to survive the accident than for 4/5/6 to die in the helicopter crash.
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...just to be clear: I don't think it is about prioritizing one human being over the other - at least not obvious - and there are certainly clear thinking minds out there; but I think it is very likely that one's decision becomes clouded if he/she can directly relate to the victim/patient and come to the wrong conclusion about staying on the ground or not.
I guess you could call that "self induced" but I think its preventable.
I guess you could call that "self induced" but I think its preventable.
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I have found on many occations that pilots think that they can push the limits because they are going to save a life. When asked what do they think saving a life is worth... as far as your crew and self is concerned, I tend to get the answer of "what do I mean"!!!! It is difficult for young pilots to see the difference between sound planning and a poor decision making as three quaters of the time older pilots that tend to set the example
tend to get away with marginal decisions due to their vast experience levels to fall back on.
EMS pilots is a amazing bread of people..
.. if that is what you do because you believe in it. For that I take my hat of to all of them. However too many young pilots see it as a hour building exercise, when not having a call for a couple of days and then a call comes in with the weather conditions, night, ect. being marginal, too many EMS pilots will do this call because it might be his only flight for a week.
I think a lot of accidents/incidents could have been prevented if the general mindset of EMS pilots was that of saving a live while preserving that of his crew.
For those in the game good luck and you can not always save a life.....even if all of us would like to.
SAS I certainly agree with you and wish I had a solution. But must admit that I find the general EMS pilot has a lot of inovation as far as their ability to select landing areas ect is concerned, But they do make the same errors over and over through out the world as far as planning and pushing the limits is concerned.
tend to get away with marginal decisions due to their vast experience levels to fall back on.EMS pilots is a amazing bread of people..
.. if that is what you do because you believe in it. For that I take my hat of to all of them. However too many young pilots see it as a hour building exercise, when not having a call for a couple of days and then a call comes in with the weather conditions, night, ect. being marginal, too many EMS pilots will do this call because it might be his only flight for a week. I think a lot of accidents/incidents could have been prevented if the general mindset of EMS pilots was that of saving a live while preserving that of his crew.
For those in the game good luck and you can not always save a life.....even if all of us would like to.
SAS I certainly agree with you and wish I had a solution. But must admit that I find the general EMS pilot has a lot of inovation as far as their ability to select landing areas ect is concerned, But they do make the same errors over and over through out the world as far as planning and pushing the limits is concerned.
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A couple of thoughts -
EMS industry seems to be looking like the US Airmail in the early days.
METARS and area forecasts do not cover local WX. How about if we had something like an AWOS machine attached onto cell towers then a better WX picture can be developed. That would be a huge investment so another solution could be to have weather spotters. These could be fligjht students, retirees, bored houswives who get some training in WX observations and feed it into the internet and is it made available to EMS pilots. Volunteers can be motivated by some simple rewards and recognition.
When I hear, "we got to land because of weather", that is a flight that should have never started.
EMS industry seems to be looking like the US Airmail in the early days.
METARS and area forecasts do not cover local WX. How about if we had something like an AWOS machine attached onto cell towers then a better WX picture can be developed. That would be a huge investment so another solution could be to have weather spotters. These could be fligjht students, retirees, bored houswives who get some training in WX observations and feed it into the internet and is it made available to EMS pilots. Volunteers can be motivated by some simple rewards and recognition.
When I hear, "we got to land because of weather", that is a flight that should have never started.
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Many of us are flying non-stabilized aircraft at night out here. 407's, 206's and a few others, are never equipped with an autopilot or SAS. So, I would put equipment at the top of the list (to include NVG's), and more IFR and IIMC training a close second.
The problem with EMS in the USA is that probably more than 90% of it is conducted by corporate operators who do not receive any subsidies at all from the government- so everything is profit driven... the bean counters pretty much run the industry. This also creates pressure to fly.
Weather reporting and forecasting in many areas is still either absent or grossly mis-forecast; most pilots have to rely on whatever personal insights they have about the weather patterns in their local area, because the NOAA and NWS still appear geared towards our higher-flying fixed-wing brothers. It would seem that weather close to the ground is something that they don't fully appreciate, unless it is tied to an instrument approach.
Since operators end up having to comply with insurance company requirements, maybe the quick route to change with insurers upping the equipment and training requirements before they will write insurance to HEMS operators. If the accidents keeps happening, this will eventually happen (someday), I think.
I am fortunate that I work for a company that utilizes NVG's and that never frowns or inquires about why I turned a particular flight down. But I still don't have the aircraft that I believe we should all be flying: SPIFR, NVG's, and plenty of recurrent IIMC and IFR training to keep the skills fresh.
The problem with EMS in the USA is that probably more than 90% of it is conducted by corporate operators who do not receive any subsidies at all from the government- so everything is profit driven... the bean counters pretty much run the industry. This also creates pressure to fly.
Weather reporting and forecasting in many areas is still either absent or grossly mis-forecast; most pilots have to rely on whatever personal insights they have about the weather patterns in their local area, because the NOAA and NWS still appear geared towards our higher-flying fixed-wing brothers. It would seem that weather close to the ground is something that they don't fully appreciate, unless it is tied to an instrument approach.
Since operators end up having to comply with insurance company requirements, maybe the quick route to change with insurers upping the equipment and training requirements before they will write insurance to HEMS operators. If the accidents keeps happening, this will eventually happen (someday), I think.
I am fortunate that I work for a company that utilizes NVG's and that never frowns or inquires about why I turned a particular flight down. But I still don't have the aircraft that I believe we should all be flying: SPIFR, NVG's, and plenty of recurrent IIMC and IFR training to keep the skills fresh.
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Pressure from customers,
That might be the bigger issue than pressure from company. Especially if you have patient on board. How easy is to cancel the flight when you already made decision to go. In these cases pilots need all possible support to make right decisions. That support should be come from company, customer, doctors, etc. Not only company. This needs operational procedures and experience. Those pilots, who already have experience, need to share this atmosphere for all.
Weather sources might be somewhere incomplete. In those areas pilots needs to put more time to be sure where they are planning to go. Also might be good idea think kind of "backup" plan, if it is more lousy than expect. World most difficult maneuver with EMS helicopter - 180 degrees turn back or even land as soon it is safe.
This all should be written in company's procedures, like I believe they are some kind of way. Problem is how to handle this.
That might be the bigger issue than pressure from company. Especially if you have patient on board. How easy is to cancel the flight when you already made decision to go. In these cases pilots need all possible support to make right decisions. That support should be come from company, customer, doctors, etc. Not only company. This needs operational procedures and experience. Those pilots, who already have experience, need to share this atmosphere for all.
Weather sources might be somewhere incomplete. In those areas pilots needs to put more time to be sure where they are planning to go. Also might be good idea think kind of "backup" plan, if it is more lousy than expect. World most difficult maneuver with EMS helicopter - 180 degrees turn back or even land as soon it is safe.
This all should be written in company's procedures, like I believe they are some kind of way. Problem is how to handle this.
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Vfr/ifr?
I think I'm losing the plot here!
IFR - flying under instrument flight rules at all times - ending up with an ILS/GPS/VOR approach to a published destination.
VFR - in visual contact with and able to fly safely with reference to the ground at all times!
Accidents due to: - being able to do neither!
Call me a deluded fool!
Trog
IFR - flying under instrument flight rules at all times - ending up with an ILS/GPS/VOR approach to a published destination.
VFR - in visual contact with and able to fly safely with reference to the ground at all times!
Accidents due to: - being able to do neither!
Call me a deluded fool!
Trog
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The problems of the US EMS industry have been discussed here very often.The solution maybe in everybody (the pilots. middle managers,company and the FAA) making a concerted effor towards ensuring/enhancing the three 'T's : Training ,Technology and Temperament.
Most issues are already in the procedures:for instance, in my company, the comm.spec.( dispatcher) does not indicate the nature of the flight until the pilot has made the go/no go decision. That should alleviate most of the emotional decisions. But,since good news does not travel by helicopter, the pilots are already hardwired to make an emotional decision(if I don't go somebody is going to die---maybe I can go up and take a look).And this is further compunded when the patient is already on board. I don't know if it even possible to train or regulate that pressure out of the guy. It is easy to say it is no different from hauling cargo.But we are human and that is what makes it hard to put it into practice.
In the case of the most recent crash there was no economic pressure either. It was a State funded unit. Maybe , the fact that they had all got a lot of bad press in the recent past had a bearing on the thought process of the managers and the pilot---we will never know. But, in this case, it certainly debunks the theory that twin engines, SPIFR capable helicopter and pilot will fix all the problems.All the bells and whistles did not prevent this from happening. So where do we go from here?
Meanwhile, there is an agency working towards eliminating sleep for the night duty pilot to prevent "sleep inertia". The tragedy is they are powerful enough to succeed.
Maybe it is time for me to pull out and dust the old resume-----.
Alt3.
Most issues are already in the procedures:for instance, in my company, the comm.spec.( dispatcher) does not indicate the nature of the flight until the pilot has made the go/no go decision. That should alleviate most of the emotional decisions. But,since good news does not travel by helicopter, the pilots are already hardwired to make an emotional decision(if I don't go somebody is going to die---maybe I can go up and take a look).And this is further compunded when the patient is already on board. I don't know if it even possible to train or regulate that pressure out of the guy. It is easy to say it is no different from hauling cargo.But we are human and that is what makes it hard to put it into practice.
In the case of the most recent crash there was no economic pressure either. It was a State funded unit. Maybe , the fact that they had all got a lot of bad press in the recent past had a bearing on the thought process of the managers and the pilot---we will never know. But, in this case, it certainly debunks the theory that twin engines, SPIFR capable helicopter and pilot will fix all the problems.All the bells and whistles did not prevent this from happening. So where do we go from here?
Meanwhile, there is an agency working towards eliminating sleep for the night duty pilot to prevent "sleep inertia". The tragedy is they are powerful enough to succeed.
Maybe it is time for me to pull out and dust the old resume-----.
Alt3.
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HEMS flies 24/7/365, any place, any time, point to point, etc. Seems the Coast Guard is the only other operator in the states to do that - of course they have two pilots (no shocker there), great training (to include extensive IFR), good equipment, high standards, and then they just go get the job done - with rarely an accident.
US HEMS needs two pilots, proper equipment, full IFR, great training, and a drastic reduction of distractions - but it will take a mandate from government types to get it done though I doubt any will have anything to do with exposing themselves to this trail.
My guess is that what is going to happen is more strict criteria by which HEMS aircraft are dispatched, thus reducing the number of flights, total risk volume, and total number of operations remaining financially viable all leading to a reduction in the total number of accidents to the point where the concern disappears from societies' radar.
When this happens politicians and all the other industry hangers-on and pundits will point to their great success in sorting multiple variables; albeit we'll be no better off as the real accident rate will remain the same.
US HEMS needs two pilots, proper equipment, full IFR, great training, and a drastic reduction of distractions - but it will take a mandate from government types to get it done though I doubt any will have anything to do with exposing themselves to this trail.
My guess is that what is going to happen is more strict criteria by which HEMS aircraft are dispatched, thus reducing the number of flights, total risk volume, and total number of operations remaining financially viable all leading to a reduction in the total number of accidents to the point where the concern disappears from societies' radar.
When this happens politicians and all the other industry hangers-on and pundits will point to their great success in sorting multiple variables; albeit we'll be no better off as the real accident rate will remain the same.
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The Ontario Government (Canada) has contracted EMS helicopters for more than 35 years and have not (hopefully never) had patient or pilot killed in that time. They presently operate 11 S76 aircraft with 2 crew.
They have contracted Bell 212 aircraft in the past and have ordered 10-12 AW139 to commence operations in 2010. For the most part they operate in very remote areas with few facilities, their secret is 2 IFR rated pilots on all operations, simulator training and sticking to the regulations.
They did have an accident in December 2007. No patient on board- some serious injuries to the crew though.
On the fixed wing side they have had a couple of serious ones with fatalities.
They have contracted Bell 212 aircraft in the past and have ordered 10-12 AW139 to commence operations in 2010. For the most part they operate in very remote areas with few facilities, their secret is 2 IFR rated pilots on all operations, simulator training and sticking to the regulations.
They did have an accident in December 2007. No patient on board- some serious injuries to the crew though.
On the fixed wing side they have had a couple of serious ones with fatalities.