- Email: [email protected]
Surveillance of offshore helicopters with M-ADS
anesthetic nurses, and using the same electromechanical equipment and incubator as the air ambulance can contribute to a more efficient air ambulance system. Most neonates can be transported safely and handed over from one transport team to another without serious deteriorations in patient condition when provided a well-designed system for staffing, equipment, and protocols. Communication for Helicopter Primary Missions in Topographically Difficult Regions (GSMand Emergency Radio Channels) Hans-Peter Kurz,CEO,SwissAir Rescue(REGA),P.0. Box 1414, CH-8058,Zurich-Airport,Switzerland Rescue helicopters flying primary missions in mountainous regions encounter very special problems when it comes to communications. The close-lying topography means that radio connections at ground level are only possible over short distances. Switzerland has a nationwide emergency radio network through which the air-rescue services can be directly contacted via 38 relay stations. As a result, it is possible to establish a link with the rescue helicopter directly from the scene of the accident. In addition, a more extensive GSM network enables the rescue services to be called out from locations where there are no fixed stations by using a mobile phone. For this reason, Swiss Air-Rescue (REGA)also has equipped its helicopters with fixed GSM radios so that the pilots can be in direct contact with the patient or the person raising the alarm on the ground. Thanks to this system, patients in many cases have been able to guide the rescue helicopters directly to the accident site. Surveillance of Offshore Helicopters with M-ADS Stein L. Clason,Norwegian CAA,StavangerATCC,PB 506, 4050 So/a,Norway In 1990, following a helicopter safety study, Norwegian CAA realized that helicopter safety in the North Sea required improved operational safety. NCAA decided to use a modified version of the ADS-Contract (ADS-C), called M-ADS, as recommended by ICAO for surveillance outside radar coverage, with the recommended aeronautical telecommunication network (ATN) and datalink via lnmarsat satellite. NCAA launched the M-ADS-project in cooperation with 7 oil companies, Helicopter Service AS, Kongsberg Defence & Aerospace, and Telenor Satellite. The main purpose was to increase safety by improved alerting service and flight information service. M-ADS gives exact traffic information; automatic alerting signals collect FMS information and maintains continuous surveillance. In 1999 M-ADS became mandatory for all helicopters operating commercially on the Norwegian Continental Shelf. 31 helicopters are now M-ADS-equipped. Air traffic controllers at Stavanger, Trondheim, and Bod ATCCssurvey offshore helicopters with integrated radar and ADS displays. Software problems at Eik Air/Ground Station and with the ATN were identified and solved, but an operational test period continued until July 1, 2000. The possibility of installing M-ADS in SAR and Coast Guard helicopters, air ambulance helicopters, military/civilian surveillance aircraft, and fishery inspection aircraft has been discussed with appropriate authorities. Main rescue centers want to use M-ADS for surveillance during rescue operations, and military and civilian operators also have discussed the possibility of surveying their own aircraft with M-ADS. Future development of M-ADS may include VHF Datalink, combining ADS-C and ADS-B with CPDLC (controller/pilot datalink communication) and cockpit traffic situation displays.
Air Medical
Journal
19:4
October-December
2000
Use of Night Vision Goggles in HEMSOperations Mats Karlsson,Major, 1st HelicopterBattalion,Box 9707, Boden, Sweden 96119 Purpose: Introduction of night vision goggles (NVG) in HEMS operations in Northern Sweden Methods: Evaluation of earlier use of NVG in the Swedish Armed Forces 1st Helicopter Battalion for flight safety in night flight, area of operation (environment, weather), NVG possibilities and limitations, NVG-compatible modification of aircraft, and training. Results: Introduction of NVG in the copilot position to support navigation and search in HEMSoperations in Vasterbotten district and increaseflight safety and standard operation procedures. Conclusion: Implementing NVG is a big first step to increase flight safety during night flight. Night Vision Goggles-Civil Versus Military Use Walter Schneibel, CMT Helicopter, SwissAir Rescue, REGA, P.0. Box 1415, CH-8058 Zurich-Airport, Switzerland In the discussion about introduction of NVG in civil operations, people often forget that there is a big gap between military and civil concepts. Military operations are conducted with night vision goggles (NVG). In this kind of operation, the mission couldn’t be done without NVG. In civil use, however, NVG are an additional help for night VFR operations. Therefore, further analyses about positive and negative aspects of NVG must be conducted. Whenever NVG flying is going to be dangerous (a lot of military accidents happen close to the ground), civil operations use the common light sources of the helicopter and crew members’ naked eye capability. This is one of the advantages of using NVG in civil operations and one reason for the safety benefit that REGAhas enjoyed since the introduction of NVG in 1988 with more than 16,000 NVG missions, HEMS and Flight Safety-Avoiding Obstacles Gunter Carlof[ PO/.Dir., Bundesgrenzschutz-fliegergruppe, BGSii Str, 100, Sankt Augustin, Germany 53757 For all types of missions, especially SAR and EMS, helicopters are endangered by obstacles, particularly wires, cables, and powerlines in sizes down to that of telephone lines. The danger increaseswhen operating Nap of the Earth (NOE). It is thus vital to equip helicopters with obstacle warning systems (OWS). In this presentation, we report on current advances of our OWS for helicopters (product name: Hellas). Obstacle detection is performed with a high-power 3D imaging radar system operating in the eye-safe 1.5pm spectral region, allowing a reliable detection and location of dangerous obstacles such as wires, towers, terrain features, etc. Obstacle warning is accomplished by processing the digital range images with appropriate algorithms. Flight results of the German Army test group WTD61 demonstrate that the OWS meets the stringent requirements of large range wire detection (1000 m) for civil and military helicopters and thus will increase flight safety considerably. Dornier has been developing OWS since 1991, and the OWS has been tested on different helicopters like the CH53, UHlD, BK 117, and EC Futura. Hellas will be delivered in 2000 to German Border Police for its EC135 and EC155 helicopters. Hellas is a commercial product for VFR day and night operations, and standard interfaces allow it to fit all types of helicopters.
151
Air Medical
Journal
19:4
October-December
2000
Use of Night Vision Goggles in HEMSOperations Mats Karlsson,Major, 1st HelicopterBattalion,Box 9707, Boden, Sweden 96119 Purpose: Introduction of night vision goggles (NVG) in HEMS operations in Northern Sweden Methods: Evaluation of earlier use of NVG in the Swedish Armed Forces 1st Helicopter Battalion for flight safety in night flight, area of operation (environment, weather), NVG possibilities and limitations, NVG-compatible modification of aircraft, and training. Results: Introduction of NVG in the copilot position to support navigation and search in HEMSoperations in Vasterbotten district and increaseflight safety and standard operation procedures. Conclusion: Implementing NVG is a big first step to increase flight safety during night flight. Night Vision Goggles-Civil Versus Military Use Walter Schneibel, CMT Helicopter, SwissAir Rescue, REGA, P.0. Box 1415, CH-8058 Zurich-Airport, Switzerland In the discussion about introduction of NVG in civil operations, people often forget that there is a big gap between military and civil concepts. Military operations are conducted with night vision goggles (NVG). In this kind of operation, the mission couldn’t be done without NVG. In civil use, however, NVG are an additional help for night VFR operations. Therefore, further analyses about positive and negative aspects of NVG must be conducted. Whenever NVG flying is going to be dangerous (a lot of military accidents happen close to the ground), civil operations use the common light sources of the helicopter and crew members’ naked eye capability. This is one of the advantages of using NVG in civil operations and one reason for the safety benefit that REGAhas enjoyed since the introduction of NVG in 1988 with more than 16,000 NVG missions, HEMS and Flight Safety-Avoiding Obstacles Gunter Carlof[ PO/.Dir., Bundesgrenzschutz-fliegergruppe, BGSii Str, 100, Sankt Augustin, Germany 53757 For all types of missions, especially SAR and EMS, helicopters are endangered by obstacles, particularly wires, cables, and powerlines in sizes down to that of telephone lines. The danger increaseswhen operating Nap of the Earth (NOE). It is thus vital to equip helicopters with obstacle warning systems (OWS). In this presentation, we report on current advances of our OWS for helicopters (product name: Hellas). Obstacle detection is performed with a high-power 3D imaging radar system operating in the eye-safe 1.5pm spectral region, allowing a reliable detection and location of dangerous obstacles such as wires, towers, terrain features, etc. Obstacle warning is accomplished by processing the digital range images with appropriate algorithms. Flight results of the German Army test group WTD61 demonstrate that the OWS meets the stringent requirements of large range wire detection (1000 m) for civil and military helicopters and thus will increase flight safety considerably. Dornier has been developing OWS since 1991, and the OWS has been tested on different helicopters like the CH53, UHlD, BK 117, and EC Futura. Hellas will be delivered in 2000 to German Border Police for its EC135 and EC155 helicopters. Hellas is a commercial product for VFR day and night operations, and standard interfaces allow it to fit all types of helicopters.
151