Single Engine Safety

CrispyCCTNurse said:
I'm not a rotorhead, but want to throw something else out there about the A-Star airframe. Following the FFL crash in July 2015, there were a few articles that came out regarding the crashworthiness of the A-Star's fuel tank(s). Apparently, from what I gathered, this aircraft has a reputation for turning survivable incidents into fatal incidents due to fuel tank failure and post-crash fire. Hopefully, there can be a safety retrofit in the near future.
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Here's the news piece that took place after that FFL crash; not sure what the FAA has done if anything since.

This is just a clip, the full piece went further into the fuel bladder testing and ratings in the A Stars and EC-130's specifically, IIRC.
http://www.nbcnews.com/nightly-news...licopters-pose-potential-dangers-592585283725
 
CANMAN said:
Here's some safety questions for you guys in other programs I am curious about:

1. Does your program fly with dual controls (if able) installed at all other than if pilots are going out for check rides?

2. If available, are your medical crew members trained/proficient in getting the auto pilot coupled up in an altitude and heading mode?

3. Once there's a weather turn down, regardless of who turns it down, do you guys utilize this time to discuss why you were either safe/not safe to go? And if a pilot thinks they are able to complete the mission but someone has questions do they articulate why they feel ok taking the flight?

4. Does your base track numbers, and is there any pressure at all to fly? Can be direct or indirect...
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1. Yes, but we're dual-pilot.

2. No, there's no need. Even if we were single pilot, I can't really imagine a scenario in which this would be of benefit. If the helo isn't already in autopilot and the pilot goes unconscious, chances are it will be out of control and unrecoverable before you're able to get access to the cockpit and program the AP. Even if you're able to, what next? If you haven't flown a helicopter before, you're not going to be able to learn in an emergency.

3. Usually, although the med crew stays out of weather decisions for the most part. We always have 2 PIC's with years of experience. I trust their judgment on the weather and don't know of any of my coworkers that have ever felt a flight was taken that shouldn't have been. Plus the pilots will file IFR if there's any concern.

4. Yes, numbers are tracked and broken down each month. Yes there is sometimes pressure to fly from admin but moreso having to do with patient condition and feeling it's more appropriate to drive than fly, not weather turndowns.
 
flightguy85 said:
1. Yes, but we're dual-pilot.

2. No, there's no need. Even if we were single pilot, I can't really imagine a scenario in which this would be of benefit. If the helo isn't already in autopilot and the pilot goes unconscious, chances are it will be out of control and unrecoverable before you're able to get access to the cockpit and program the AP. Even if you're able to, what next? If you haven't flown a helicopter before, you're not going to be able to learn in an emergency.

Well, being that you are flying in a dual pilot program I think it may be difficult to see the advantages of having the medical crew member's know how to perform those procedures in a SPIFR outfit. There are plenty of scenarios I can think of, and you're assuming in a SPIFR program the only time an emergency could arise is when you're patient loaded and in the back?

We fly SPIFR and med crew member left front, dual controls in. Pilot takes a bird strike that render's him unconscious, has a medical emergency, etc we have enough knowledge and training to fly the aircraft with the autopilot, chat with ATC about emergency plans, and set up to do a run on landing. Sure you're not going to land the thing skids down and without damage in an emergency, but I like the idea of a controlled fall outta the sky at 50 feet auto leveled over an ILS approach at 30 knots with me at the controls then just throwing my hands up at 1,000 feet.....
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Right. I carry an ammonia tab in my flight suit in case of something like that.
We have auto pilot, and a SAS system, as well as force trim that mostly all the pilots fly with.
We are not trained or rated for anything officially, but I ask a lot of questions, make observations, and learn as much as I can about how to operate the death machine in an emergency.
You may not become pilot of the year in an emergency, but if you can manage a controlled decent by manipulating the collective while talking with ATC on 121.5 you might just be able to walk away instead of dying instantly on impact.
 
This is why I don't fly lol.
 
i've only been in a Blackhawk twice. I learned that you keep the muzzle down and the dust sucks really bad when they drop you off to go lay in on the dopers. Definitely not my first choice for traveling.
 
Fair enough, but on the whole I can't say that motor vehicle accidents are far less common, let alone in an ambulance.

Far less sensationalized? Absolutely. Far less common? Hardly.

And to keep it relevant to the thread topic:

Last time i checked, all ambulances are single-engines.
 
VentMonkey said:
Fair enough, but on the whole I can't say that motor vehicle accidents are far less common, let alone in an ambulance.

Far less sensationalized? Absolutely. Far less common? Hardly.

And to keep it relevant to the thread topic:

Last time i checked, all ambulances are single-engines.
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Yessss.... but an ambulance won't fall out of the sky if it breaks down.
 
DPM said:
Yessss.... but an ambulance won't fall out of the sky if it breaks down.
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You don't really fall, you autorotate ha
 
Chase said:
You don't really fall, you autorotate ha
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This is half-jokingly the truth.
DPM said:
Yessss.... but an ambulance won't fall out of the sky if it breaks down.
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And you, sir do not know what you do not know.

Again, sensationalized. That's a big part of media paranoia. Am I saying there are no inherent risks? Absolutely not, in fact those that go in (i.e., apply) are by no means unaware; especially in this day and age.

The precautions, education, and/ or training @SandpitMedic made reference to in his above post highlights this. Single-engine, dual-engine, ground, or air. We all run risks of untimely misfortunes no matter how well we prepare, however, that is about the best we can do.

However, I'd caution you to think twice about making comments such as yours, even if only meant half-heartedly, without having any firsthand knowledge of the industry and its cadre of people.
 
VentMonkey said:
This is half-jokingly the truth.

And you, sir do not know what you do not know.

Again, sensationalized. That's a big part of media paranoia. Am I saying there are no inherent risks? Absolutely not, in fact those that go in (i.e., apply) are by no means unaware; especially in this day and age.

The precautions, education, and/ or training @SandpitMedic made reference to in his above post highlights this. Single-engine, dual-engine, ground, or air. We all run risks of untimely misfortunes no matter how well we prepare, however, that is about the best we can do.

However, I'd caution you to think twice about making comments such as yours, even if only meant half-heartedly, without having any firsthand knowledge of the industry and its cadre of people.
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I understand that, I was merely point out that a ground ambulances safety isn't inherently linked to the ability of its engine to stop it crashing. I don't really think that a redundant engine and the extra power it affords you is quite as necessary in a road vehicle... but I might be wrong
 
I run more of a risk of dying commuting to work on the D.C. capital beltway than I do at work. Most HEMS crashes are poor weather choice related. There are actually very few things that will cause a catastrophic failure and an immediate uncontrollable landing for those not currently flying....
 
Is a bird strike an issue for rotor wing aircraft?
 
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