HEMS safety issues for Thesis research
 

Dear HEMS pilots,

I am doing a thesis research (@ Cranfield University) about the safety issues in HEMS operations. Speciffically about the on-scene landing and take-off phase of the HEMS flight.

I am trying to get pilots views and perceptions about this phase of flight.

To do this, I am arranging interviews with HEMS pilots (in the UK). If you are a HEMS pilot and would like to contribute to this research, please contact me!

(I am able to travel, but phone interviews can be done as well)

Thanks for your help guys.... Keep up the good work!!!!

For a bit of contrast you might contact some of the US Based EMS associations about their LZ critieria and training standards, or perhaps equivalent groups in Australia. The differences might be significant and provide a valuable tool to seek what could be an "Industry Best Practice" concept for you. Recall the USA and Oz are 24 hour services and not limited to Day only.

In my experience the take off phase is more critical in regards to flight safety than the initial landing:

The aircraft is heavier plus more power needed than on landing.

The 2 extra pairs of eyes are busy with the casualty.

The low level (250ft) fast jet airspace is more difficult to check.

Lots of doors have been opened on the ground and shut by various people.

The front left seat is probably unoccupied.

The way out and up is probably not the way down and in.

Strong wires can be quite thin.

The casualty is screaming.

Done a lot of HEMES flying 'ave yer Mate?

Actually mate, he has.

I can concur wiv' wot 'e said.

I would add "The casualty is screaming" and/or fighting with the paramedics.

And

A fast jet went under me before I got to TDP (No TCAS)

Hmm. HEMS obviously isn't what it used to be!

Imagine how much lighter it would be if it wasn't carrying a spare engine all the time. :E

K##b! I suppose it might not even be there if it had one engine. :rolleyes:By the way, that was not a bite to allow you to hijack another thread, it was sarcasm.
Low flying Mil aircraft are part of your thought process, we fly in the lakes most days and seeing jets go underneath you as you transition away from Hems sites certainly concentrates the mind. As a 6 month experience 'newboy' to Hems, I was surprised how distracting a screaming patient can be, ATC could hear one recently through MY microphone when I transmitted!!

I never heard a patient screaming in all the time I flew EMS....but then perhaps our Med types are equipped to administer pain killers and protocols are in place to provide the patient with such meds when permissible for the kinds of injuries they have received.

Combative patients can happen....particularly with head trauma....but if they are secured properly....they can be handled.

When hauling Prisoners....we kept Guppy Making meds drawn up and ready for jabbing.....and briefed the prisoner exactly what his situation would be if he caused one bit of a problem. The antidote was also ready....but we did not tell them that.

As to low flying Jets....if you operate in a known low flying route then there is a risk of encountering the jets. I know first hand how big a problem they can be....but it would seem there is bigger problem if there can be no coordination between the Jets and HEMES. As the UK loves rules, laws, regulations, policies, and the like....it would seem the CAA and MOD could work something out for you.

Jayteeto,

Try taking off the "Grim Reaper" mask as you fly them to hospital - I find they scream less!:E

SASless, unless the patient is well drugged up, I can vouch that a complex leg fracture in turbulence on a windy day makes for some whining just below the gearbox!

Thanks for all your replies.... some of it is rather usefull for me.... (and I can look into it further)

I was also wondering if there are any particular difficulties you encounter during the landing / TO from the site.
(I read something about wires being hard to spot.....but why or what makes it difficult to spot them???)
These things would really help me.
Thanks again!:D

Cornish hedges..
 

Once landed at a fatal RTA on a small typical Cornish lane, I knew it was bloody tight, but what I naively forgot was what would happen to the blades when I shut down! They buried themselves into said hedgerow and disappeared under a shroud of exploding wood :eek:

Fire crew cut back remaining twigs to allow for a blade check and final departure after everything was judged safe.....

It was the 80's :{

Wires come in all shapes and sizes. If they are attached to a 200 ft pylon, they are not normaly a problem to see, but for example a single strand telephone wire from a telegraph pole which blends in with a hedgerow may be very difficult indeed to spot, especially in low light levels against a poorly-contrasting background.
Also, you may get two lines of wires close together, a big one and a small one. The big one naturally draws the eye, and you think you have clocked the hazard, but you miss the small 20 ft poles adjacent to it.
Any wire is going to spoil your day if you havent seen it.

Colouring wires green to appease the tree huggers doesn't help either.

LZ Control
 

Landing zone security should also be on the list. While arriving, departing or just sitting in an LZ, security should be a concern. In my few years flying EMS on west side of the ocean we have seen multiple cases where the on scene, 1st responders, did not adequately secure the LZ. Ambulances have driven into the helicopter’s turning and static rotors. Unattended, unauthorized personnel were allowed to approach the aircraft. Most are not aware of the dangers associated with helicopter operations. I also know of one instance where mod control became an issue while picking up a patient at a crime scene.

Other stuff on an LS which can cause problems is any loose objects. This can be stuff as small as sand/dust/snow which recirculate in the downwash and impede visibility - "brownout/whiteout". Or it can be rubbish - plastic bags, corrugated iron, cardboard. Anything lying around that catches enough downwash can suddenly fly up out of nowhere and go through the main or tail rotor disc. Even a plastic carrier bag going through the tail rotor can cause serious damage, because of the speed it s turning at.
As Jack says, you then have the human element of the problem. You never know when our wonderful public might throw a brick or a bottle into the rotors to see what will happen, or they will push a stick through the fenestron/air intakes if you are not watching whilst the aircraft is shut down. At night time, they will shine laser pointers or powerful torches at you to see what will happen, or they will take a flash photo, and blind your night vision as you land/take off.
Animals can be a problem - you dont want a spooked horse or herd of cows stampeding towards your (very thin) aluminium and plastic pilots door!
Its on the ground or close to it that all this unexpected stuff can happen, so you have to be ready for anything!

http://i70.photobucket.com/albums/i9...jun2010001.jpg



.....and just cracked 2000hr "HEMES" in the 902!

Thanks Bertie Thruster,

This certainly is a good picture...... explaining "un-expected" factors......:cool:

Lots of scope for getting in the poo....

http://i216.photobucket.com/albums/c...r/Ss855361.jpg

Potential to gravel blast other people's property...

http://i216.photobucket.com/albums/c...r/P1000494.jpg

Obstacles...

http://i216.photobucket.com/albums/c...r/Ss855523.jpg

Congratulations Bertie

2000 hrs HEMES !

About 5000 missions?

What a man!