JANUARY 8, 2009
80% reduction is the IHST goal
By Jim Thomas
If you're on top of your helicopter professional game, you'll know that IHST stands for the International Helicopter Safety Team, an international joint venture involving many key leaders in the helicopter industry, under way since 2006 to study helicopter safety and push operators to improvements to achieve an 80% reduction in the helicopter accident rate by 2016.
The article "IHST Metrics" in the October 2008 newsletter is enlightening.
NOVEMBER 19, 2008
Good participation at AM safety survey!
By Jim Thomas
[This is the full version of my report, which was edited for brevity in the newsletter].
I would like to thank everyone who participated in the ERHC anonymous safety questionnaire at the annual meeting in October. The dual purpose of the survey was to develop awareness of potential hazards and to learn from fellow ERHC members. Although the sampling is rather small, about 15 completed surveys, if one considers there is likely over 100,000 flight hours in experience represented, the concerns pointed out and lessons learned are valuable. When reading the responses, keep in mind the outstanding safety record of the EHRC and the intention of members to prevent future mishaps. If you have not had the opportunity to participate in the survey please go to the safety committee section on the ERHC website, where you can post your responses on-line.
What do you think is the most likely cause of a helicopter accident in the Eastern Region?
One theme throughout the responses was the need for pilots to always fight the urge of being hurried and making decisions without fully considering all their options. Another concern was the pressure pilots are occasionally under to fly in marginal weather. Members stated to not let either perceived customer or management pressure to ‘get the job done’ hinder conservative weather decisions. Other answers included: to help insure your company has realistic training to prevent incorrect pilot responses in the event of an aircraft system failure, to be extra vigilant at all the downtown heliports because of the close proximity of other aircraft and obstacles, and do not allow anyone in your organization to become complacent.
Have you ever flown into inadvertent IMC conditions? If so what lessons did you learn?
Over half of the respondents had sometime in their careers flown into inadvertent IMC conditions. The lesson everyone learned was to always have a plan before you even take-off. This included having an appropriate ATC frequency available, knowing the minimum safe altitude in the areas you will be flying, and having current approach plates in an accessible area of the cockpit. Other lessons learned included: it is almost always safer to go inadvertent IMC then to scud run, if your aircraft is VFR only or you are not IFR current, squawk emergency as soon as the aircraft is under control, and study and be familiar with local weather patterns to avoid IMC. Also suggested was to be cognizant of rapidly changing weather and that METARS are not always current. Lastly, always trust the instruments and stay proficient on flying the gauges.
What is the closet call you have had or heard about from another pilot in the past year or recent memory?
(The aircraft tail number and dates of these events are purposefully omitted.)
• After being cleared by the ground crew to depart E 34th street and clearing myself aft as much as possible, I came dangerously close to going into the river after being caught in the downwash of an S-76 that was hovering in the area.
• A pilot saw a helicopter hovering over the trees trying to get into an airport during very low IMC conditions.
• While hovering to park on the barge at JRB our rear wheel came very close to the edge of the barge. The pilot recommended ground taxiing to park.
• During an IMC departure from an uncontrolled airport, ATC gave us an initial departure heading which turned us into a tower near the airport which resulted in an EGPWS warning.
• While landing at a downtown heliport, a helicopter took off without us knowing it and came close enough that we were uncomfortable.
• While flying, one of the helicopter cowlings opened.
• In clear weather, a pilot had to bottom the collective while flying the Whiskey Route near Teterboro to avoid mid air with small fixed wing traffic.
What is the most hazardous pilot action you have witnessed in the past year?
• A helicopter launch VFR in 100 ft overcast conditions and .5 mile visibility.
• A fixed wing pilot scud running NE of LGA at the same altitude and location as the missed approach point, while a helicopter was executing the copter 25 approach in IMC conditions.
• A helicopter turning the tail rotor very close to nearby waiting passengers.
• Ground personnel walk directly under rotor system from the front of aircraft while hot refueling.
• An aircraft descend below the bulkhead while on approach to a downtown heliport, pilot recovered and landed safely.
• A helicopter’s stinger hit the bulkhead at a heliport while taking off.
• A single pilot of a helicopter get out with the rotors turning to off load baggage.
List one lesson learned or bit of wisdom you would like to share with fellow ERHC pilots.
• Accidents and incidents happen when you rush or perform non-standard tasks in a non-standard manner.
• Always keep good situational awareness when you are getting ready to fly, hovering, or in flight.
• Never take-off from a NY city heliport without looking up and down the river.
• Develop personal limitation and stick to them.
• Always do an aircraft walk around before every start.
• Ground taxi wheeled aircraft whenever possible.
• Do not allow yourself to be pressured into accepting a flight that you do not feel comfortable flying.
• Listen on NY city river common frequencies instead of making a call every 1/8 mile.
• Do not berate fixed wing traffic on common frequencies because it only congests.
• Slow down!!! Think and always have an alternate course of action ready.
• When making an approach to a landing area in a multi-engine helicopter, always be aware of the point where you are committed to land and can no longer wave-off.
SEPTEMBER 19, 2008
Thinking caps on for safety discussion at AM
By Jim Thomas
Hello all, this year's Annual Meeting is going to be more interactive than recently so I've put together some questions (74kb pdf) to stir your thoughts that can lead to some good solid conversation. Please check them out and do some thinking, since we need to keep thinking about safety to stay fresh.
JUNE 23, 2008
On the recent spate of EMS CFITs
By Jim Thomas
We can all learn something from the recent mishaps in the EMS industry (Houston Chronicle); whether it's to review our inadvertent IMC procedures, re-weighing the risks involved in making a flight in marginal weather, how we deal with distractions while flying, and most importantly being aware of what can go wrong when flying in a helicopter.
The NTSB as recommended all HEMS programs utilize night vision and terrain warning devices. I agree that these two steps in conjunction with more IFR training would go a long way toward increasing the safety of EMS missions.
MAY 30, 2008
NTSB on WI accident; Share your IIMC SOP
In August of 1994, our community experienced a fatal 206 L-4 accident related to IIMC in Whiting, NJ. We hear that a number of operators are today flying VFR-only helicopters with non-instrument rated pilots. It appears this is being done with the right amount safety considerations, and I'm interested to find out the good things you're doing to make this happen. Please call me at 610-417-4577 or email jimthomas at phihelico dot com to share your techniques and procedures, thanks!
NTSB Preliminary Report on UW Med Flight Accident; as of: Sunday, May 25 2008 @ 10:11 PM MDT; Contributed by: AlecBuck.com. (NTSB query site).
On May 10, 2008, about 2245 central daylight time, a Eurocopter Deutschland EC135 T2+ air medical configured helicopter, N135UW, operated by Air Methods Corporation, was destroyed during an in-flight collision with trees and terrain near La Crosse, Wisconsin. The flight was conducted in accordance with Title 14 Code of Federal Regulations Part 135 without a flight plan. The helicopter's position was being monitored according to the operator's flight following procedures. Night visual meteorological conditions prevailed. The pilot, physician and flight nurse sustained fatal injuries. The flight departed La Crosse Airport (LSE), La Crosse, Wisconsin, at 2234. The intended destination was the University of Wisconsin Hospital Heliport (WS27) in Madison, Wisconsin.
The helicopter was equipped with global positioning system (GPS) tracking equipment that provided departure, arrival and en route position information to the operator's Operations Control Center. Flight progress was automatically updated every three minutes. According the GPS flight-following data, the flight initially departed WS27 about 2038 en route to Prairie du Chien Memorial Hospital, Prairie du Chien, Wisconsin. The flight arrived at Prairie du Chien about 2113 and picked up a patient. The flight subsequently departed about 2131 and proceeded to Gunderson-Lutheran Hospital in La Crosse, arriving about 2154. After dropping off the patient, the crew departed about 2209 and repositioned the helicopter to LSE for refueling. The flight departed LSE, elevation 654 feet, at 2234 with the intention of returning to WS27. No further position updates were received from the accident helicopter.
Local authorities received a 911 call from a resident stating that they thought they had heard an aircraft crash. At 2304, the helicopter operator notified local authorities that the aircraft was missing. A search subsequently located the helicopter wreckage about 0900 the next morning. The accident site was located on a wooded hillside in a sparsely populated area approximately 4 1/2 miles southeast of LSE. Tree strikes and main rotor blade fragments were observed at the top of the ridgeline. The elevation of the ridge was approximately 1,160 feet at that location. The main wreckage came to rest on the east side of the ridgeline, on the descending hillside opposite the departure airport. It was about 600 feet from the initial tree strikes at the top of the ridgeline, at an elevation of approximately 930 feet.
An employee of the fixed base operator at LSE, who fueled the helicopter, reported moderate rain and fair visibility at the time. He stated the helicopter lifted off and proceeded east-southeast. At 2253, weather conditions at LSE were recorded as: Calm winds, visibility 8 miles in light rain, few clouds at 1,400 feet above ground level (agl), and overcast clouds at 5,000 feet agl. Fire department personnel reported fog and mist along the ridgeline at the time of the search and rescue operations.
MAY 19, 2008
Three lost in Wisconsin; are you ready for IIMC?
Please see attached link and videos for details. DON'T TAKE SAFETY FOR GRANTED. STAY AWARE. FLY SAFE.
While it's too early to speculate on this event, ask yourself if you're ready for inadvertent IMC. You regular IFR pilots are probably pretty well versed and pre-planned when it comes to various contingencies, but you could see the day (or night) when you're shooting a metropolitan ILS at 140 knots or more, break out, cancel, turn to destination and everything disappears. What are you going to do?
For the VFR pilots, flying VFR ships, make sure your company IIMC SOP is memorized and you previsualize the experience periodically. In and around Manhattan, you've really got to have a plan and be able to execute it without thinking about it. There is zero room for error. If your company doesn't provide you an SOP, develop your own safe plan for various scenarios. You might have to do some paperwork, but that's better for you and our community than smacking into something or vice versa.
If you're not IFR rated, then do your best to get it. You leaders out there need to make sure your VFR pilots are ready for IIMC. We've got an exemplary record of safe flying of late. It takes continuous effort to keep that going.
Summer convection review
Article on thunderstorms, good to review (246kb pdf).
MARCH 31, 2008
It'll be a SMShing good ol' time!
Do you want to learn more about the "hottest topic" in aviation safety and impress your friends with the latest safety buzzwords? Then grab a pillow, I mean popcorn, and watch NBAA's video on safety management systems. It's only 25 mins and there's no commercials. It's a little corny, or maybe alot corny, but there is some good info especially if you're company is starting or has a SMS program.
MARCH 21, 2008
Please share your pax loading SOPs
Our members who operate to HTO are in danger of losing the ability to load and unload passengers with rotor blades turning. The airport manager thinks it is unsafe to do so and the town code prohibits pax loading with engines running and allows the manager to make exceptions. ERHC has offered to help FBOs develop a safety SOP and facilitate training for line personnel. Both Sound and Myers FBO leaders have shown interest in this project.
We are seeking a wide variety of pax ops guidelines from around the world and around various sectors. If you would like to share how your company ensures safe pax loading ops, call me at 610-417-4577 and help us to help continued safe ops at HTO. We're especially interested in how single pilot operators do things, what safeguards you use, if you get out of the ship, if you train your passengers, etc.
There's a lot to cover on the topic, and we need to get it done soon, so please call and help. Thanks!
january 22, 2008
Concern Network
Here's a relatively recent event that I talked about Wednesday night and you might not have heard about. Anyone can sign up to receive Concern Network postings by going to their website. It's a good source to learn from others because there are now more then 850 aero-medical helicopters flying in the US most of which belong to the network.
Date: 10-29-2007
Program: Lehigh Valley Hospital - MedEvac Allentown, PA
Type: BK117
Operator/Vendor: Air Methods
Weather: Clear. Not a factor
Team: Pilot, flight nurse and flight paramedic. No injuries reported. Patient on board.
Description:
Lehigh Valley Hospital - MedEvac aircraft operated by Air Methods, Inc was involved in a bird strike incident on Monday October 29, 2007 at approximately 2241 hours. The aircraft a BK 117 was traveling at approximately 1400 ft AGL when it encountered a flock of birds. Two birds penetrated the aircraft; the first broke through front wind screen and second broke through rear door (pilot side) window. The bird that struck the front of the aircraft penetrated the cockpit compartment midline to the aircraft just above the throttles.
The impact forced both throttles into the "idle" position. This caused the aircraft to lose power to the engines. The pilot immediately placed the aircraft into an autorotation preparing for an emergent landing. An emergency "mayday" notification was sent to an airport tower as well as our communication center. The pilot quickly recognized the cause for the failure in power and immediately placed both throttles to "fly" position. He recovered the aircraft and landed in an open parking lot 1 mile from their intended pick up location. No patient was onboard and no crew member was injured.
Additional Info: Post flight investigation revealed the aircraft sustained significant bird strikes. Two penetrated the passenger compartments with great force. The bird was devastated and sprayed the entire crew both up front and in the rear. Of significance was the pilot and flight nurse who were up front at the time of the impact. All crew members were wearing helmets and the two personnel up front had their clear visors down. This protected them from additional injury (and distraction). The aircraft is currently being inspected by mechanics from Air Methods.
Source: Keith D. Micucci RN, Director Emergency Services
Lessons Learned
Remember to send me anonymous Lessons Learned, that we can share with others here on the Safety pages and elsewhere. Email from this site goes to the Secretary for routing, so please note Lessons Learned in the subject or body.
january 4, 2008
Hi, I'm Jim Thomas
We're proud that we have the safety record we have, but our focus is always forwards. I'll be posting my thoughts here over time and look forward to incorporating your feedback. Let's keep the great safety record going, and let's remember those who set the stage for us with their past leadership.
My personal thanks go out to my fellow safety committee member Neal Humphries, who has a fine background in safety training in the US Army and applications in the civil world as well. Please follow his lead and let's build a strong safety team.
One of my first objectives for the year will be getting ERHC to become the first helicopter organization in the FAA Safety Team's Industry Member program. Look on these pages for more on this in the future.