IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session)

1. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • Quality of accident reports for helicopter accidents needs to be improved (need better data and understanding of accidents) • Improve ASRS data entry – use internet connection for real time data entry • Need to communicate success stories of SDR, ASRS, etc. (this may increase the number of inputs as well as the details of events entered by users

2. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • Expand use of MMIR system (web-based sharing of information) • Training for use of new systems (some • Conduct Root Cause Analysis of accidents • Expand IFR operation capabilities (approach procedures and enroute network) • System to transfer “lessons learned” from an accidents to improve the safety of other operations

3. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • Proactive and continuous improvement is KEY. Continuous audit process. • There has NEVER been an EMS accident with a patient on-board. In Canada.

4. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • Proper training in CFIT avoidance and HTAW’s could significantly (eliminate?) the CFIT accidents. • Training of the Pilot’s is Critical!!

5. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • HUMS Research • Helicopter Emergency Flotation Research • Improve post crash operability of the Emergency float system (EFS) • Automatic arming and deployment, and redundancy of floatation systems. • HOMP data is important for trending and review/training.

6. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • There needs to be an improved method for tracking cycles and torque events on helicopters. • Define the term or parameters for repeated heavy lift if possible. • How do we fight complacency, just because you have not had an accident does not mean it can not happen to you. Your perception of risk may be relaxed.

7. IHSS 2005 – Safety Intervention Strategies (from EMS and Other Missions Session) • Must have a plan that separates decisions (Finance, aeronautic, clinical imperative) • Must have a risk assessment plan that is deeper that just decision to fly or not fly • Gap analysis • Regional collaboration (move “lessons learned” from one part of the country to another)

8. STARS/EMS Programs in Canada/Ontario Ministry of Health Air Ambulance Program – Mike Laughlin & Ken Wong Transport Canada • BC/Ontario programs are funded by the Provinces. @ 100 million annually. 6,200 flights FY 04. • NEVER HAD AN EMS ACCIDENT WITH A PATIENT. • Safety is the #1 priority. Payments not based on flight hours. • Alberta is 40% provincial vs. 60% private/corp. • BC/Ontario RFP contract 5 yr w/ 2 yr option, to provide economic stability for operator. • All a/c in use MUST be multi-engine, IFR certified, and flown by two IFR qualified/current pilots. • Canadian Reg. 723.22 prohibit carriage of pax at night, or under IFR in single engine helicopters. • NVG usage is used to aid, minimums DO NOT CHANGE.

9. CFIT Accidents in Helicopter EMS & Off-shore Operations Yasuo Ishihara – Honeywell International • CFIT occurs day/night in VFR and IMC. • EMS CFIT accident occurred at night. • CFIT risk exist anywhere you fly, not just mountainous, many are flat terrain and/or water. • EGPWS provides a high level of situational awareness. Provide visual and aural warning to pilot. • Honeywell developed the “look ahead” algorithm in 2000. • EGPWS can “see” conflicting terrain/water/ obstacles along flight path. • To date, no CFIT accidents with and aircraft with EGPWS installed. • Several modes with additional audio warnings.

10. Research Initiatives for Improving the Safety of Offshore Helicopter Operations – David Howson UK Civil Aviation Authority • Helicopter Airworthiness Review Panel (HARP) to review the accidents. • 1/3 government 1/3 industry and 1/3 from oil companies funded the research. • 7 ongoing research projects, HUMS is Primary. • If and aircraft ditches 30% chance it will roll over. • Escape from window seat @ 8 to 10 sec, center seat 9 to 15 sec. Average breath reserve @ 10 sec. • Work needs to be done to improve the post crash operability of the float systems. • Helideck environment research. UK Helideck design guide. Moving helidecks guide also developed.

11. Engineering Assumption vs. Operational Reality: Repeated Lift Op’s Bogden Gajewski, Dung Tran – Transport Canada • A/C in pax transportation accumulate damage differently then an a/c operating in a utility role. • The Most demanding role for helicopters is repeated lift op’s. • When operating outside the “assumed’ profile, component life and wear are adversely affected by cycles and/or torque events. • Some airframe and engine mfr’s have established criteria/formulas for calculating life reduction / wear with repeated lift. Can be very complex. • All definitions/formulas/numbers can vary between mfr and operator. Using the same formula each may come up with different calculations. • Need consistent maintenance and component replacement should be based on cycles vs. flight hours.

12. Helicopter Accidents in Mountain Rescue Operations Charley Shimanski – Mountain Rescue Association • Rescue Mountaineers are more likely to be killed in aviation accidents vs. all other accident types. • National Park Service fatalities 1925 – 2001 51% of those were a result of aviation accidents. • Mountain Rescues are high risk missions. • Not having an incident/accident may breed complacency, be cautious. • Multiple helicopter types and training for those pilots/crews. • Manage the risk appropriately. • It can happen to YOU!!