heliEFB RISK Assessment expereince
"Just a pilot"
Thread Starter
Have you used this app?
Is the app intuitive, easy to use for someone without iPad experience?
Other than the operational control integration, does it offer benefit for a line pilot?
The heliEFB website isn't very informative.
Is the app intuitive, easy to use for someone without iPad experience?
Other than the operational control integration, does it offer benefit for a line pilot?
The heliEFB website isn't very informative.
In what sector will you be using it?
Talk to those Dancopter pilots that are left - introduced it into the O&G sector after spotting it at Helitech - looks an ideal tool to provide realtime situation awareness blah blah
Talk to those Dancopter pilots that are left - introduced it into the O&G sector after spotting it at Helitech - looks an ideal tool to provide realtime situation awareness blah blah
Join Date: Jul 2008
Location: Poland
Posts: 66
Likes: 0
Received 0 Likes
on
0 Posts
Hello...
is't possible to make any risk assesement before HEMS flight???
Probably no time for that....
Risk assesement before Your duty is not valid all the time...so how EFB could help? You can make it before each day on laptop or computer...
Greets
Jacek
is't possible to make any risk assesement before HEMS flight???
Probably no time for that....
Risk assesement before Your duty is not valid all the time...so how EFB could help? You can make it before each day on laptop or computer...
Greets
Jacek
"Just a pilot"
Thread Starter
Jacek,
Presently, we do it exactly as you describe, completing an initial risk assessment form at duty in and updating it as necessary. Thus, it is possible to make a risk assessment before any HEMS flight. A wise aviator carefully considers conditions and capability before any flight, although the term risk assessment is new to me. The formal risk assessment process documents this evaluation and required items to consider.
In the HEMS world one tracks conditions, trends and forecasts in the service area throughout the duty period and assesses that against existing capability. With that picture in mind, I have decided whether or not I can dispatch and the limits on accepting a transport before the request is received. When the request is received I confirm that opinion. This does not interfere with a timely response.
As to how an EFB assists in this process, I have no clue- I've never used this specific product, that's why I'm seeking information.
Line pilots have been informed that these will not be EFBs at this point. They are being fielded to comply with regulatory operational control compliance solely. The company operational control center will approve my flight request acceptance and dispatch with information submitted through the "heliEFB Risk" parameters that I provide via internet.
And now for an opinion based on 48 years in the air.
First point: Risk assessment is garbage in garbage out. If you don't know the existing conditions, you can't make an accurate assessment.
The numeric weighting on RA matrices is fluff. The difference between a risk assessment score of 13 and a 45 (both acceptable scores) is meaningless. Why do I care? Several low weighted items are, in my mind, no-go criteria.
In the end, it isn't weather ignorance, erroneous forecasts or poor planning that cause accidents. It's the failure to appreciate, rationally adapt to and safely deal with conditions encountered on the flight. Deal with what you have, not what you guessed you would have (the plan).
Presently, we do it exactly as you describe, completing an initial risk assessment form at duty in and updating it as necessary. Thus, it is possible to make a risk assessment before any HEMS flight. A wise aviator carefully considers conditions and capability before any flight, although the term risk assessment is new to me. The formal risk assessment process documents this evaluation and required items to consider.
In the HEMS world one tracks conditions, trends and forecasts in the service area throughout the duty period and assesses that against existing capability. With that picture in mind, I have decided whether or not I can dispatch and the limits on accepting a transport before the request is received. When the request is received I confirm that opinion. This does not interfere with a timely response.
As to how an EFB assists in this process, I have no clue- I've never used this specific product, that's why I'm seeking information.
Line pilots have been informed that these will not be EFBs at this point. They are being fielded to comply with regulatory operational control compliance solely. The company operational control center will approve my flight request acceptance and dispatch with information submitted through the "heliEFB Risk" parameters that I provide via internet.
And now for an opinion based on 48 years in the air.
First point: Risk assessment is garbage in garbage out. If you don't know the existing conditions, you can't make an accurate assessment.
The numeric weighting on RA matrices is fluff. The difference between a risk assessment score of 13 and a 45 (both acceptable scores) is meaningless. Why do I care? Several low weighted items are, in my mind, no-go criteria.
In the end, it isn't weather ignorance, erroneous forecasts or poor planning that cause accidents. It's the failure to appreciate, rationally adapt to and safely deal with conditions encountered on the flight. Deal with what you have, not what you guessed you would have (the plan).
Join Date: Jul 2008
Location: Poland
Posts: 66
Likes: 0
Received 0 Likes
on
0 Posts
Hello Devil 49,
totally agree with You...
my questions are sometimes not direct...
If You have no time (we have 3 minutes for T/O) You have to hire wise aviator.
EFB is only nice device, but it can replace all papers on board... Thus reduce some lbs...
Greets
Jacek
totally agree with You...
my questions are sometimes not direct...
If You have no time (we have 3 minutes for T/O) You have to hire wise aviator.
EFB is only nice device, but it can replace all papers on board...
Thus reduce some lbs...Greets
Jacek
