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HANGAR TALK Exterior of the LPR-FTD

have crews climbing out of the device wanting to take a shower! My week with the LPR was filled up with facility and pro- gram analysis, infrared 101 plat- form presentations to both pilots and paramedics, and both simulator and on-aircraft flight instruction to enhance the LPR’s understanding of this innovative EVS technology included on these new aircraft. Platform presentations of infrared theory are like some

nightmarish return to a college class you never wanted to take in the first place … it is rare not to hear the sound of at least one forehead slam into a walnut desk at some point in the training. Like any (well most) college course, there is truly a method to the madness, and after 3 hours of grueling instruction, the same pictures or videos shown at the onset of the train- ing are met with comprehension and interpretation that routine-

ly amazes even a trainer from the EVS manufacturer.

Legacy MI-2 Fuselage Used as a Emergency Egress Training Device ROTORCRAFTPROFESSIONAL 14

The Eurocopter / CAE Level 3 FTD included a fixed base (non motion) cockpit identically modeled after the LPR EC-135 aircraft and includes a full vision dome with six high reso- lution projectors that presents imagery superior to most I have seen anywhere in the industry (including many full visual / full motion flight simulators). There is ample space aft of the cockpit for two articulating seats (one of which includes the sim- ulator operator station) and additional open space for multi- ple observers if desired. On my initial orientation to the FTD, it appeared that the EVS imagery was presented in an unrealistic manner (i.e. no atmospheric degradation of the image) which is clearly not the reality of EVS technology. Throughout the week, working cooperatively with Marcin Czarnowski, the LPR Senior Licensed Mechanic and

Maciej Sar, the FTD Maintenance Team Leader, we were able to determine that a combination of night flight and varied levels of snow provide an extremely accurate representa- tion of the performance of EVS in a similar flight in real atmos- pherics. Including that degrad- ed imagery (both visual and appropriately modeled EVS) into a realistic transit scenario through a sparsely illuminated semi-mountainous region of Southern Poland, we were able to present a situation (visibility reduction and lower ceilings / elevated terrain) where a course reversal becomes the appropriate flight decision. Following the course reversal, by increasing the level of snow and further reducing the ceiling, only two options become available … continue into Inadvertent Flight into Instrument Meteorological Conditions (IIMC) is clearly a really crappy idea in a moun- tainous region, or quickly find a forced landing area. By developing a realistic sce- nario that presents factors that have resulted in countless acci- dents worldwide in the HEMS industry, pilot / paramedic flight crews have the ability to encounter these situations, and programs have the ability to improve / enhance the safety culture. By the active inclusion of the Paramedic in the left pilot-seat position, the ability to integrate these personnel into the dynamics of the mission would enhance Crew Resource Management and further enforce a “three to say go …. one to say no” thought process mentality, where the medical crew has a defined input into

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