Synthetic Vision for HEMS
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Synthetic Vision for HEMS
With the recent rash of HEMS accidents, I reflect on my seven years (1997-2003) an an HEMS pilot that has gone inadvertant IMC three times, all at night. Many of the accidents we read about involves loss of control when instrument Meteorological Conditions are encountered. I have long been of the opinion that a simple VFR autopilot would prevent many of these accidents. With the recent advancements in electronic navigation, new possibilities arise with more frequency. I feel that synthetic vision systems may also be instrumental in avoiding pilot disorientation when first entering IMC. Having never flown this new technology, I would like to hear the opinions of other pilots on this issue.
Universal Avionics -- Product Information -- Vision-1®
Universal Avionics -- Product Information -- Vision-1®
Providing your database is 100% accurate and regularly updated as buildings, wires, masts, windfarms and cranes are erected and providing your GPS is 100% accurate - it may be of some assistance.
Would NVG have helped prevent your IIMC at night better than a computer program?
Avoiding disorientation is a function of regular practice IMC and a good IF scan.
Would NVG have helped prevent your IIMC at night better than a computer program?
Avoiding disorientation is a function of regular practice IMC and a good IF scan.
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When I got my Instrument Rating years ago, an old friend mailed me and said..."Congratulations on becoming a REAL pilot! Of course, now that you're a REAL pilot, you can get into REAL trouble, REAL fast!"
Never having worked in circumstances where such an extra "edge", as it were, might make a difference, I offer an observation with caution.
Surely, the key issue remains deciding when to go or not to go rather than depending further on systems which will leave you wandering around in the gloop, in the dark, depending entirely on everything being 100%, as Crab noted, and with limited or no options if it isn't?
Near the ground, in poor vis, we ought really to be looking out....
....shouldn't we?
22
Never having worked in circumstances where such an extra "edge", as it were, might make a difference, I offer an observation with caution.
Surely, the key issue remains deciding when to go or not to go rather than depending further on systems which will leave you wandering around in the gloop, in the dark, depending entirely on everything being 100%, as Crab noted, and with limited or no options if it isn't?
Near the ground, in poor vis, we ought really to be looking out....
....shouldn't we?
22
When you look back at the three IIMC Events....what wisdom did you gather from them after you got your knees to stop shaking? Care to pass on some Lessons Learned?
I like most others here believe in prevention being the best avenue.
Followed by NVG's, followed by a three axis auto pilot that gets used as often as possible.
After that comes being really current and proficient not just legally so.
I like most others here believe in prevention being the best avenue.
Followed by NVG's, followed by a three axis auto pilot that gets used as often as possible.
After that comes being really current and proficient not just legally so.
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SASless:
Of course, first set up your instrument scan, catch your breath, ask your flight nurse to remove her nails from the flight paramedic’s thigh and if in cruise flight, maintain straight and level for the moment while mentally cursing your company for not providing NVGs, three axis auto pilot, or allowing you to take the ship out of service long enough to become really current and proficient and not just legally so. Then follow the company’s procedures and Climb, Communicate, confess, and comply. Oh, and make a note to ask the company to please install a synthetic vision system.
Care to pass on some Lessons Learned?
Of course, first set up your instrument scan, catch your breath, ask your flight nurse to remove her nails from the flight paramedic’s thigh and if in cruise flight, maintain straight and level for the moment while mentally cursing your company for not providing NVGs, three axis auto pilot, or allowing you to take the ship out of service long enough to become really current and proficient and not just legally so. Then follow the company’s procedures and Climb, Communicate, confess, and comply. Oh, and make a note to ask the company to please install a synthetic vision system.
Last edited by fly911; 3rd Mar 2013 at 01:02.
"Just a pilot"
Over the years I've seen numerous illustrations of "highway in the sky" concept. A display system that provides integrated cues akin to visual flight would be the most natural way to fly in the IFR system.
I wouldn't want to hybridize IFR/VFR procedures and safety margins. "See and avoid" terrain information based on a database would make me extremely uncomfortable. Was there a direct sensor system providing data, radar, whatever, interfaced, would be closer to satisfactory. That system failure would put you in the same box as an overly casual IMC encounter. IMC in the strictest definition, that is- instrument weather conditions that don't meet VMC definitions but still may allow controlled flight to an exit or landing.
That's the key IIMC issue in my experience, being prepared for the weather encounter. Leave room for expected weather to deteroriate: avoid mountains; circumnavigate extensively unlighted areas at night; follow your alternate landing areas en route if you're not prepared to operate IFR.
I wouldn't want to hybridize IFR/VFR procedures and safety margins. "See and avoid" terrain information based on a database would make me extremely uncomfortable. Was there a direct sensor system providing data, radar, whatever, interfaced, would be closer to satisfactory. That system failure would put you in the same box as an overly casual IMC encounter. IMC in the strictest definition, that is- instrument weather conditions that don't meet VMC definitions but still may allow controlled flight to an exit or landing.
That's the key IIMC issue in my experience, being prepared for the weather encounter. Leave room for expected weather to deteroriate: avoid mountains; circumnavigate extensively unlighted areas at night; follow your alternate landing areas en route if you're not prepared to operate IFR.
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Most HEMS accidents occur at night. Yes, it's all about choices. When you turn down a flight for weather and then it begins to clear all the way until morning, you think "Why did I do that?" That can just as easily act in reverse, when all indications are that that the wx will improve but then goes in the hopper. But accidents happen when the best laid plans of mice and men go awry. These are the times that I'm talking about. An auto pilot turned on and ready to go on a moments notice still seems to me, the best way to improve the statistics.
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Guess the situation differs from country to country..but in Europe (and Germany especially), HEMS-pilots do not fly that much.
120-180, maybe 200 hours-that´s the absolute minimum you need to stay current and proficient.
Most of their pilots are ex-military, with a lot of IR-and Night flying experience.
With these experienced pilots retireing soon, they are replaced by (cheaper) civil trained pilots-that do not have the same experience level.
Putting more stuff into a helicopter does not make this situation any safer.
Give the pilots more opportunities to train, give them simulator-training, and let them do some REAL IF-and night flying (just for training)-that is safer than any computer **** you can put in...
120-180, maybe 200 hours-that´s the absolute minimum you need to stay current and proficient.
Most of their pilots are ex-military, with a lot of IR-and Night flying experience.
With these experienced pilots retireing soon, they are replaced by (cheaper) civil trained pilots-that do not have the same experience level.
Putting more stuff into a helicopter does not make this situation any safer.
Give the pilots more opportunities to train, give them simulator-training, and let them do some REAL IF-and night flying (just for training)-that is safer than any computer **** you can put in...
but in Europe (and Germany especially), HEMS-pilots do not fly that much.
120-180, maybe 200 hours-that´s the absolute minimum you need to stay current and proficient.
120-180, maybe 200 hours-that´s the absolute minimum you need to stay current and proficient.
Just my 50cts
skadi
@hueyracer
I agree with experience!
But when would you get more experience , flying 1 hour straight and level or doing 5 to 10 takeoffs and landings in unprepared places within 60 minutes???
So the plain number of hours is a little bit irrelevant.
skadi
I agree with experience!
But when would you get more experience , flying 1 hour straight and level or doing 5 to 10 takeoffs and landings in unprepared places within 60 minutes???
So the plain number of hours is a little bit irrelevant.
skadi
FLY911: I flew HEMS for 13 yrs single pilot and never once went IIMC. I wonder if it forms a part of your industry's make up. Perhaps that's the problem with the USA and HEMS.It's almost certainly one of the primary causes of a lot of your accidents and might suggest a time to review.
In the UK, going IIMC is not something a professional pilot would brag about
In the UK, going IIMC is not something a professional pilot would brag about
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Thomas Coupling... Brag about? Do you even fly at night? If you feel that talking about something openly that needs to be fixed is braging, then you are part of the problem. I don't consider your attitude a British thing. More like an individual shortcoming. Any pilot can have your IIMC record. Just turn down any flight that involves cloudiness or darkness. Oh, and your walking around with you head up where the sun don't shine doesn't qualify as night flying.
RVDT.... Agreed. We all like to hand fly the machines at our disposal, but maintaining proficiency with an auto pilot is a small price to pay for what it offers in return.
RVDT.... Agreed. We all like to hand fly the machines at our disposal, but maintaining proficiency with an auto pilot is a small price to pay for what it offers in return.
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Mmmm ....
fly911 .... be very careful who and how you attack on this forum ... just because YOU do something over there in the good ol' US of A does not necessarily mean you do it correctly ....
.... the US EMS accident record speaks for itself ... trying to justify it does tend to make you look a tad unprofessional.
In the meantime ... be careful out there ...
fly911 .... be very careful who and how you attack on this forum ... just because YOU do something over there in the good ol' US of A does not necessarily mean you do it correctly ....
.... the US EMS accident record speaks for itself ... trying to justify it does tend to make you look a tad unprofessional.
In the meantime ... be careful out there ...
Of course, first set up your instrument scan, catch your breath, ask your flight nurse to remove her nails from the flight paramedic’s thigh and if in cruise flight, maintain straight and level for the moment while mentally cursing your company for not providing NVGs, three axis auto pilot, or allowing you to take the ship out of service long enough to become really current and proficient and not just legally so. Then follow the company’s procedures and Climb, Communicate, confess, and comply. Oh, and make a note to ask the company to please install a synthetic vision system.
I would have thought you would have figured out how to avoid going IIMC after the second event....but then I have been wrong on other things too.
I wonder...are you in the Life Saving business or are you just providing a safe, efficient medical transportation service?
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ask your flight nurse to remove her nails from the flight paramedic’s thigh
TC is not the HEMS pilot who has been IIMC 3 times - you are. That is not something to be proud of. If the UK CAA is reluctant to allow single pilot, Night VFR, HEMS operations it is for a very good reason. Perhaps they are aware of the tragic statistics in USA?
Instead of investing in a 'synthetic vision' device which is merely something to cause more distractions for a VFR pilot who should be looking out of the window, why not simply read the local weather report or look outside.
If you think that a 'wings level and climb' response to IIMC is an acceptable way out of IIMC then you might just find yourself at 10,000 feet in cloud and icing conditions with no idea of how to get out of it. A slower way of killing yourself and your crew but just as predictable as descending into a hillside.
Stop being a 'hero' and try making some professional descisions.
I wonder...are you in the Life Saving business or are you just providing a safe, efficient medical transportation service?
HEMS is just the provision of a fast ambulance and there is no real excuse for crashing so many of those.