West Mids Air Ambulance going night flying?
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West Mids Air Ambulance going night flying?
BBC news link here...
Midlands Air Ambulance wants to buy night helicopter
Staff at the Midlands Air Ambulance have announced plans to buy a helicopter capable of flying a night.
The charity, which has been running a land ambulance for calls received overnight since April, is waiting for approval from the aviation authorities.
Fundraising director Jason Levy said the new helicopter would cost £1.6m a year to run and about £4.5m to buy.
The service runs three helicopters and it is hoped the new one could start operating in September next year.
'Public phenomenal'
The charity covers Gloucestershire, Herefordshire, Shropshire, Staffordshire, Worcestershire and the West Midlands.
Mr Levy said: "We rely heavily on the generous funding from the public who have been phenomenal in recent years - this is our 21st anniversary."
He added the three helicopters they use, which are all leased through current operator Bond Air Services, cost £6m a year to run.
Assistant chief ambulance officer Steve Wheaton said: "There is definitely a demand for a night aircraft as the night car has been called out 388 times since it started running in April."
Staff at the Midlands Air Ambulance have announced plans to buy a helicopter capable of flying a night.
The charity, which has been running a land ambulance for calls received overnight since April, is waiting for approval from the aviation authorities.
Fundraising director Jason Levy said the new helicopter would cost £1.6m a year to run and about £4.5m to buy.
The service runs three helicopters and it is hoped the new one could start operating in September next year.
'Public phenomenal'
The charity covers Gloucestershire, Herefordshire, Shropshire, Staffordshire, Worcestershire and the West Midlands.
Mr Levy said: "We rely heavily on the generous funding from the public who have been phenomenal in recent years - this is our 21st anniversary."
He added the three helicopters they use, which are all leased through current operator Bond Air Services, cost £6m a year to run.
Assistant chief ambulance officer Steve Wheaton said: "There is definitely a demand for a night aircraft as the night car has been called out 388 times since it started running in April."
Best they get the CAA to agree to NVG, single pilot ops into field locations then or the night car will still get used a lot.
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The CAA have just published the standards for exactly that.
I gather there will be a number of HEMS going night ops. I believe East Anglia have announced similarly. All the ones I have heard of so far seem to be really operated by Bond.
I wonder to what extent they will operate in built-up Brum at night? I have not got around to reading the CAA bumph yet, so not aware what limits the CAA will impose in terms of congested areas.
http://www.caa.co.uk/docs/33/SafetyDirective2012001.pdf
I gather there will be a number of HEMS going night ops. I believe East Anglia have announced similarly. All the ones I have heard of so far seem to be really operated by Bond.
I wonder to what extent they will operate in built-up Brum at night? I have not got around to reading the CAA bumph yet, so not aware what limits the CAA will impose in terms of congested areas.
http://www.caa.co.uk/docs/33/SafetyDirective2012001.pdf
Last edited by Helinut; 27th Sep 2012 at 18:11. Reason: Add link to CAA document
The CAA safety directive is only 2 pages in not very detailed - it makes reference to conducting HEMS using NVIS iaw JAR-OPS 3005.(j) which simply states
JAR-OPS 3 gives a minimum cloud base of 1200 ft and 2500m min vis for night HEMS and talks about requiring any operating sites to be illuminated (by the helicopter) sufficiently to identify obstacles. It doesn't seem to specify if both pilots (on a 2-pilot crew) or the other crew member (on single pilot ops) both need to be using NVIS and there doesn't appear to be a minimum light level for NVIS ops dictated.
One requirement for night HEMS pilots is that they complete 30 mins IF (either in the aircraft or in a synthetic trainer) in the preceding 6 months - I do hope no operator would stick to such a ridiculously low requirement. IIMC on NVG can be very disorientating so your IF skills need to be polished and 30 mins in 6 months just isn't enough.
Fortunately the majority of HEMs pilots seem to be ex-military so the NVIS skill set will already be there but single pilot NVIS ops is going to be testing.
[(j) Night VFR operations with the aid of
Night Vision Imaging Systems (NVIS) shall only
be conducted in accordance with JAR-OPS 3 and
procedures contained in the Operations Manual
for which a specific approval is required.]
Night Vision Imaging Systems (NVIS) shall only
be conducted in accordance with JAR-OPS 3 and
procedures contained in the Operations Manual
for which a specific approval is required.]
JAR-OPS 3 gives a minimum cloud base of 1200 ft and 2500m min vis for night HEMS and talks about requiring any operating sites to be illuminated (by the helicopter) sufficiently to identify obstacles. It doesn't seem to specify if both pilots (on a 2-pilot crew) or the other crew member (on single pilot ops) both need to be using NVIS and there doesn't appear to be a minimum light level for NVIS ops dictated.
One requirement for night HEMS pilots is that they complete 30 mins IF (either in the aircraft or in a synthetic trainer) in the preceding 6 months - I do hope no operator would stick to such a ridiculously low requirement. IIMC on NVG can be very disorientating so your IF skills need to be polished and 30 mins in 6 months just isn't enough.
Fortunately the majority of HEMs pilots seem to be ex-military so the NVIS skill set will already be there but single pilot NVIS ops is going to be testing.
Testing indeed - And for what purpose???
Night HEMS is already well established in the US, and the safety record is abysmal.
Here in the UK, 80% of the landmass is within 30 minutes ground ambulance time from a hospital (and lots much closer than that). Areas without short travel time to a hospital tend to be remote hostile terrain such as the Highlands, Snowdonia, Yorkshire Dales etc where single pilot NVG is probably a bad idea anyhow. Leave that sort of thing to the Military.
Hospital transfers perhaps have more merit
Night HEMS is already well established in the US, and the safety record is abysmal.
Here in the UK, 80% of the landmass is within 30 minutes ground ambulance time from a hospital (and lots much closer than that). Areas without short travel time to a hospital tend to be remote hostile terrain such as the Highlands, Snowdonia, Yorkshire Dales etc where single pilot NVG is probably a bad idea anyhow. Leave that sort of thing to the Military.
Hospital transfers perhaps have more merit
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I tend to agree with both of you. I will be holding my breath once the night ops start up (and keeping my fingers crossed). I am not an ex-mil pilot but I have flown night HEMS and CASEVAC with police units. It just stands out a mile as the most hazardous flying I have ever done.
I got the distinct impression that the CAA FOI were very much aware of the risks, and were trying to put it off. I suspect they only moved because Europe said they had to. I recall that one of the FOIs gave a presentation a few months ago, setting out their planned requirements. Can't recall the detail.
The link talks about a risk assessment to be produced by the operator.That might be a difficult document to get accepted by the CAA.
I worry that the charities just think you need to provide (pay for) the extra kit and you turn night into day
I believe you are right about inter-hospital transfer being a more sensible starting point. That is not HEMS, of course. As the NHS moves to fewer tertiary hospitals with trauma centres covering large areas, there is a REAL value in looking at this. Wales would be a good place to start: big rural area, lousy roads low population density (except for worried sheep). It can only really sustain a very small number of true trauma centres and truck transit times need a calendar rather than a stop watch.
It is the usual problem though: different budgets. I cannot see charities and communities being real happy on having their funds spent on these flights and the NHS is worse than skint. They cannot even afford helipads in many cases.
I got the distinct impression that the CAA FOI were very much aware of the risks, and were trying to put it off. I suspect they only moved because Europe said they had to. I recall that one of the FOIs gave a presentation a few months ago, setting out their planned requirements. Can't recall the detail.
The link talks about a risk assessment to be produced by the operator.That might be a difficult document to get accepted by the CAA.
I worry that the charities just think you need to provide (pay for) the extra kit and you turn night into day
I believe you are right about inter-hospital transfer being a more sensible starting point. That is not HEMS, of course. As the NHS moves to fewer tertiary hospitals with trauma centres covering large areas, there is a REAL value in looking at this. Wales would be a good place to start: big rural area, lousy roads low population density (except for worried sheep). It can only really sustain a very small number of true trauma centres and truck transit times need a calendar rather than a stop watch.
It is the usual problem though: different budgets. I cannot see charities and communities being real happy on having their funds spent on these flights and the NHS is worse than skint. They cannot even afford helipads in many cases.
Last edited by Helinut; 27th Sep 2012 at 20:42.
This also raises the issue of co-ordination - some areas of UK have very good relationships between SAR, the ARCCK and Air Ambulances - some do not and it is not unusual to end up with 2 or more air assets going to the same job. That is just about manageable in daylight - although centralised tasking would be the way forward when the ARRCK moves to the MOCC at Fareham - it could be far more dangerous at night.
The night low flying region extends to 2000' in some of the areas the Midlands AA operates in - are they just going to rely on see and avoid or hope that TCAS saves them? They need a way to plug in to the military low flying system or the ability to request a TDA from the ARCCK.
The night low flying region extends to 2000' in some of the areas the Midlands AA operates in - are they just going to rely on see and avoid or hope that TCAS saves them? They need a way to plug in to the military low flying system or the ability to request a TDA from the ARCCK.
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Just read a reasonably informative article about what East Anglia are planning, in Waypoint AirMed & Rescue (Iss 40 OCT 2012). Bond are also the operators here. They will be operating single pilot with NVG for pilot and front paramedic. New cabs, presumably with NVG compliant lighting. They are talking of the fitment of specialist avionics and wire detection kit.
Interestingly, the article infers that a significant use WILL be inter-hospital and tertiary transfer. E Anglia will have only one full trauma hospital at Addenbrookes, apparently.
No hills in E Anglia which must be a +.
2 pilot would be great, but with the current crop of types would be difficult to arrange.
Crab, you raise an interesting issue about coordination. You write like it is only a problem for the civi-HEMS interlopers into "military" airspace. Police heles have been operating in that same airspace for many years too. The airspace is mainly open FIR, and not owned by anyone, but it would be good to improve coordination.
In the past I have been involved in trying to get such coordination improved. It is amazing how difficult it is to get some people to cooperate in such things, and I never really understood why. Perhaps one of the few benefits of NPAS will be to aid such coordination.
Interestingly, the article infers that a significant use WILL be inter-hospital and tertiary transfer. E Anglia will have only one full trauma hospital at Addenbrookes, apparently.
No hills in E Anglia which must be a +.
2 pilot would be great, but with the current crop of types would be difficult to arrange.
Crab, you raise an interesting issue about coordination. You write like it is only a problem for the civi-HEMS interlopers into "military" airspace. Police heles have been operating in that same airspace for many years too. The airspace is mainly open FIR, and not owned by anyone, but it would be good to improve coordination.
In the past I have been involved in trying to get such coordination improved. It is amazing how difficult it is to get some people to cooperate in such things, and I never really understood why. Perhaps one of the few benefits of NPAS will be to aid such coordination.
Last edited by Helinut; 28th Sep 2012 at 10:39.
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Gone are the days of the majority of HEMS pilots being ex-military, things are changing fast. I am sure the training will be robust enough to set a high standard for single-pilot NVG flying knowing the individuals involved in the set up. The ac will have all the kit needed to operate into fields.
Weather limits are a red herring, they are not a factor. Like any other flying that I do, if the weather is good enough, I go. If it is not good enough, I don't. What's the problem???
In my past RAF life, we were allowed to do NVG flying with a Navigator in the LHS. What difference would it make to have a suitable trained paramedic?
Finally something I agree with comments made here. Continuation Training. There needs to be regular useful training when using NVG into fields.
Weather limits are a red herring, they are not a factor. Like any other flying that I do, if the weather is good enough, I go. If it is not good enough, I don't. What's the problem???
In my past RAF life, we were allowed to do NVG flying with a Navigator in the LHS. What difference would it make to have a suitable trained paramedic?
Finally something I agree with comments made here. Continuation Training. There needs to be regular useful training when using NVG into fields.
Shaerms - as I understand it, this is not about inter-hospital transfers (although that may be a part of it) it is about operating by night as AA do by day ie any field location/road/roundabout/playing field.
Helinut - it is not that I view civi/HEMS/Police as interlopers into mil airspace because that isn't true - but you have to agree that mil FW traffic is a big threat and deconfliction at night is going to be more problematic. The need for deconfliction just within the mil is why there are allocated regions in the UK at night, just to keep mil vs mil apart.
Jayteeto - I can't wait to read the safety case to the CAA that says 'weather limits are a red herring, they are not a factor' - hilarious. Yes you had navs in the LHS but how much training had they had compared to your paramedic? Can't tell you were a Puma pilot
WIWOP
How many of the AA trusts are going to understand the requirement for and cost of constant currency training?
Bertie - very good point - paramedic in the LHS on NVIS giving obstacle clearances/recces into field is hardly pax!
Helinut - it is not that I view civi/HEMS/Police as interlopers into mil airspace because that isn't true - but you have to agree that mil FW traffic is a big threat and deconfliction at night is going to be more problematic. The need for deconfliction just within the mil is why there are allocated regions in the UK at night, just to keep mil vs mil apart.
Jayteeto - I can't wait to read the safety case to the CAA that says 'weather limits are a red herring, they are not a factor' - hilarious. Yes you had navs in the LHS but how much training had they had compared to your paramedic? Can't tell you were a Puma pilot
WIWOPHow many of the AA trusts are going to understand the requirement for and cost of constant currency training?
Bertie - very good point - paramedic in the LHS on NVIS giving obstacle clearances/recces into field is hardly pax!
The first fully compliant airframe has been delivered to EAAA [at the recent BGAD show] and training has started.
The Waypoint article jumped the gun a bit so some of the detail is slightly off the mark [they did not have a document to work from simply because it did not exist until after they published] but it is minor.
There are now three AA declared for Night HEMS, two have ordered [EAAA and Midlands] the third [North West] declared today. BASL were miffed when AA's went off buying their own, thereby cutting them out of the 'lotsa money' lease frame but the new model with Night HEMS appears to be about keeping them in the fold even when the ownership goes to the charity.
I would guess [no more] that having BASL as 'Night HEMS central' will offer significant savings in training costs to those AA's going this way. Placing the onus on BASL to provide the Night HEMS capable pilot will probably reduce the required number of such pilots. The unknown question though will be the left hand seat Paramedic as he will certainly be of the specific AA.
Early days.
The Waypoint article jumped the gun a bit so some of the detail is slightly off the mark [they did not have a document to work from simply because it did not exist until after they published] but it is minor.
There are now three AA declared for Night HEMS, two have ordered [EAAA and Midlands] the third [North West] declared today. BASL were miffed when AA's went off buying their own, thereby cutting them out of the 'lotsa money' lease frame but the new model with Night HEMS appears to be about keeping them in the fold even when the ownership goes to the charity.
I would guess [no more] that having BASL as 'Night HEMS central' will offer significant savings in training costs to those AA's going this way. Placing the onus on BASL to provide the Night HEMS capable pilot will probably reduce the required number of such pilots. The unknown question though will be the left hand seat Paramedic as he will certainly be of the specific AA.
Early days.
The night low flying region extends to 2000' in some of the areas the Midlands AA operates in - are they just going to rely on see and avoid or hope that TCAS saves them? They need a way to plug in to the military low flying system or the ability to request a TDA from the ARCCK.
It's not been too much of a concern while 99% of our flying was in the Liverpool CTR, but we are now operating all over Cheshire and a lot of North Wales.
I've not seen any signs of LL fast movers yet. Are they still about?
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Crab. I was only stating that SAS have done the night inter Hosp stuff for a while now. Sas are Scot Gov funded for 2x ec135 along with 2 fixed wing King Air. As far as I am concerned this is as far as any Ambulance service should go at present. NVG training and its currency upkeep would require a lot of initial training and flying hours, most likely coming out of a charity budget. It would also require either a spare aircraft or for one to do training on shift for this.
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When under pressure to achieve a task, whether self-induced or applied externally, there's always a danger that the limits will get pushed. With only one genuine aircrew member on board there's nobody of sufficient standing to act as a voice of reason and question whether the HEMS pilot should actually be attempting a transit, approach or landing. Multiply the risk factor by about five for NVG operations. Jayteeto asked what's the difference between a navigator and a paramedic in the LHS. I do hope that was a fishing trip.
Last edited by Vie sans frontieres; 29th Sep 2012 at 06:55.
Mighty Gem - the North-South divide is still pretty much the same but the areas are allocated to those that want them so that RW can fly in the northern areas (if you book far enough ahead). I'll try and find out what the usage figures are for you.
What is actually required is a system like CADS which is used by Middle Wallop, Odiham and Benson where your planned route is plotted on a computer which then allows deconfliction by the various OC nights of those units.
A centralised co-ordination centre (the new ARRC) would then be able to tell you who was where and have visibility of both mil and civ traffic, if necessary establishing a TDA (as the ARRCK do now for many SAROPs) to give you protection.
Shaerms - I know things are different in Scotland for AAs, is there still centralised tasking or has that disappeared in turf wars?
What is actually required is a system like CADS which is used by Middle Wallop, Odiham and Benson where your planned route is plotted on a computer which then allows deconfliction by the various OC nights of those units.
A centralised co-ordination centre (the new ARRC) would then be able to tell you who was where and have visibility of both mil and civ traffic, if necessary establishing a TDA (as the ARRCK do now for many SAROPs) to give you protection.
Shaerms - I know things are different in Scotland for AAs, is there still centralised tasking or has that disappeared in turf wars?
Single Pilot NVG EMS flying has been going on in the United States and other places for years. You reckon a few questions to those that have been doing it for some time might be in order or do NVG's and Helicopter flying at night in the UK have its own unique factors that negate any experience base the experienced operators have developed?