Untitled - HFI Historical Archive - Helicopter Association International

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SAFETY REVIEW <strong>Helicopter</strong> Response to Disaster : Do It Safely! By Glenn Leister The helicopter's emergency response role is well-known and accepted by the public. The helicopter pilot's skill and reaction during a dramatic rescue is also accepted and admired, and the last thing needed at the disaster sile, oren route to il. is another accident. An emergency response can turn sour, and helicoptcr operators and pilots must think about potential hazards, and be prepared to make sound "go/no-go" decisions. Almost every helicopterpilol at one time or another is called upon to assist in an emergency; and not all are prepared to cope with the challenge of a rescue attempt involving marginal weather and critical terrain. Pre-Accident Response Planning . Without proper training, pre-mission preparation (pre-event), careful planning, coordination and continuous radio contact with all parties, the probability for a successful rescue is diminished. The remarkable response to the Sioux City DC- IO accident, and others reported in this ROTOR, occurred because of careful planning and tmining of the flight crew, firefighting, air ambulance and ground ambulance crews. Seek Assistance, Eliminate Guesswork Complete plans cannot be made for cvery disaster, but the basic procedures can be established. to includc knowledge of the helicoptcr capabilities. Plans should include an uwareness that immedialc assistance i. available through the FAA Opcrations Centcr in Washington, D.C. The number, for cmergency use only. is 202/863- 5100. Through radio/telephone cOnlact with an FAA facility, you can be patchcd directly to technical speciulists in explosives, ailframes, and powerplants, who may be able to assist in handling of in-night emergencies. You could also be connected to your company or other qualified professionals who could help remove the uncenainty of the performance envelope needed for'l gi ven missian. Caution With Toxic Spills, Vapors Openttions at sites with toxic substances should never be attempted without knowledge of the potential h'lzard. 32 ROTOR The first priority must be safety; the second priority is assistance to thc relief teams, and subsequent priorities should be concerns such as news reporting. Operations on Site Before reaching the accidcnt site, pilots should be tuned to thc local CTAF, night following, pilot-to-pilot radio frequencies and maintain contact with the law enforcement or crash scene officials. If in doubt, stay out of the immediate area! <strong>Helicopter</strong> News Gathering (HNG) operations should be safe and professional. Flight to an accident site demands special attention to "see and avoid" principles. Additional care must be placed on avoiding other aircraft and maintaining consciousness of wind conditions, airspeed, and directional control. Settling with power is also a concern, especially in mountainous terrain or at high altitude. The prudent pilot will establish contact with appropriate ATC/FSS facilitics. obtain a weather briefing. and say no when continued night would become unsafe. Inexperienced helicopter pilots should not become involved in low-speed. down-wind l1ying or hovering Out of Ground Effect (OGE), especially with the need for cross-checks in the cockpit. the monitoring of aircraft position and separation from other aircraft. Remain Well Clear of the Accident Sites There is. and will continue 10 be, milch controversy over the use of Helicoptcr News Gathering (l'ING) helicopters at accident scencs. Thc FAA issued FAR 91.91 as a means of controlling unw'l!1ted flight activity at accident sites. Lack of judgement on the part of li very few, brought this rule about. The rulc, in some instances. has been applied witholl1 a careful assessment of need. HAl has rccommended that FAA regional Air Traffic Managers .11ld fucilities review policy and judiciously apply the rule to fit the need. NTSB, FAA Concerns There have been complaints that news coverage has endangered accident workers on the ground -- toxic fumes were cited in one instance -- and the mere presence or proximity of helicopters overhead could understandably be a distraction to rescue effol1S. FAA h;ls proposed new guidance on the issue which responds to NTSB recommendations to enhance safety at accident sites. Professional Actions Needed Operators, supervisors and pilots share the responsibility for exercising sound judgement while providing emergcncy assistunce and when covering newsworthy events. Sound judgment is crucial. Responsible attitudes and reactions are equally important. Nap of the Earth (NOE) thinking -- a necessity in the military -- simply has no place in the civil helicopter world. Safety is enhanced and lives are saved when managers make it clearly understood to pilots that such actions are not tolerated, and then follow-up by disciplining those who don't comply. Operating and insuTllllce costs also go down. Many law enforcement agencies and news gathering operators have adopted Fly Ncighborly and Safely attitudes in their night operations, and conduct their nights at sure altitudes. Lower altitudes are flown only when rcquircd by the specific mission. Fly Higher, Reduce the Risk! There are missions when low altitude is needed to get the job done or to avoid connict with other airport/heliport lraffie. But pilots c(ln {'hoose higher 0/titlldes whenel'er /he sill/(i/ioll ll'a/'/'(//1/.I'. Professionals will also consider the community's concerns as well as passenger and bystander safcty. Inform the Customer of Safest Flight Profile HAl's President Frank L. Jcnscn, Jr. and I were panelists at a Nationa! Geographic photographer's workshop in 1988 as part of an effort 10 help photogntpher's identify and choose safe operators and pilots. The panel included helicopter WXIA-TV news reporter, Bruce Erion. It became apparent tlull many photogmphers had no idea that certain night techniques involved inherelllly lower risk than others. As pilots. we owe that infOI11l;Hion to all of ourpasscngers, whctherornot the night is for hirc! Careful Preparation Saves Lives The use of forward flight. rathcr than a low altitll(le OGE hovcr, is onc example where a pilot briefing could significantly enhance thc pilot's ability 10 pCrfOnll a sare recovery in thc event of ;111 emergency. Careful prcpnration saves lives. Donning lifc jackets. removing unnecessary passengers, and Fall 1989
the conduct of thorough mission briefings. are marks of the professional. To be "mentally prepared" for in-flight emergencies or calls for disasler assis· lance. pilots IIIII.W kllow Ihe !Jeifor/l/(/I/C:e caplIbililies of rhemsell't!s. rheil' crew lIlId Iheir helicopter lIlId respolld only FAA Genernl Avi:llion Comptian(e & Enforcement I'rogram UnderwllY! FAA Litening Sessions respond to HAl's eonc:em about enforcement policies. Angust 28·29 ses.ions in Long Beach and Van Nuys W(: poorly altended. Sec ROTOR Calendar on Page 33 for maining se.sions. The program is pan of the FAA SyStt:1Il Safety and Efficiency Review whieh has ccntered arot.llld ATe system "nd capacity problem at a few major U.S.ltirports. FAA h.u confinned lhm the program will address Non-Sched wid On Ocrnnd Part 135 AirTai opcrntions. Regulatory l'rogrorn lIa.o;; Three Phases - These n: (I) Data !lathering. view of rcpuns. policies. and dictives 10 be studied by the r.AA Industry team, (2) Listening sessions arranged by various orgonizations, in cluding HAt, and (3) Concentrated nctivity by II FAA-Industry Policy SAFETY REVIEW (Iller a (.'(11'1'/111 assessment of the night requiremcm. Information is available 10 help prepare for all kinds of emergencies and the HAl Safety Manual· is bUI one on the many resources which will help prevent accidents. and Progrrun MUrJagcment T3ms. Tatlls will analyze and study FAA policies. industry wril1n comments and listening session comments. FAA Team Lellders will laler meet to prepare recommendotions for FAA Safety Associate Administrator Keith POIL. Potts will submit the final recommendations to FAA Administrator lames Busey. Industry Chnllcnges The eompliancel enforcement progmm will be closely monitored by tOP FAA lind DOT officials. and prompt corrc
Page 2 and 3: NlCDONNELL DOUGLAS
Page 4: 4 ROTOR UP FRONT Before gelling to
Page 8 and 9: 20/20 EVERYTHING TO DO WITH VISION!
Page 10 and 11: HELICOPTERS SA VE THOUSANDS OF SUDA
Page 12 and 13: HELICOPTERS PLA Y IMPORTANT ROLE IN
Page 14 and 15: · .. _Ioo ."_ r.o . .... .. 6IiW ,
Page 16 and 17: A viation Associations Help Develop
Page 18 and 19: HELICOPTERS PROVE CRITICAL DURING B
Page 20 and 21: NEW MEMBERS WELCOME ABOARD! Join us
Page 22 and 23: SMOKE by Mel Larson My phone rang c
Page 24 and 25: OPERATOR PROFILE CHRISTOPH 31 : Omn
Page 26 and 27: By Paul Powers HELP Created for Lif
Page 28 and 29: By Glenn A. Leister Igor Sikorsky's
Page 30 and 31: Air Florida Rescue: Shows National
Page 34 and 35: By Barry Deslor and Sharon Deslor J
Page 36 and 37: Ask the Administrator (ColI/illlled
Page 38 and 39: Air Florida (Co1llilllled[rom page
Page 40 and 41: "Helicopter Day" (Continued/rom pag
Page 42 and 43: The Helicopter and the Valtellina,
Page 44 and 45: A company from over here that can g
Page 46 and 47: THE COST Of INSURANCE COMEDOWN TO f
Page 48: QUALITY KNOWN EWORLD. All around th

Untitled - HFI Historical Archive - Helicopter Association International

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