From The Desk of The Editor
TECHNOLOGY REVOLUTION - WILL IT MAKE EMS SAFER?
Will more stuff in the cockpit of the EMS helicopter make it safer? My gut reaction to that question is … probably not. A more accurate statement might be that “more of the right stuff ” in the cockpit will make us safer. For me personally, I like as many resources available as possible, such as a four-axis autopilot, GPS with moving map, satellite phone, and color weather radar. As a former Sikorsky S76 EMS pilot, I made good use of all available technology during the course of a fl ight.
Having said that, there are diminishing returns if pilots
are not properly trained and a methodical approach to introducing new technology into the cockpit is not taken. Studies indicate that too much information and equipment, presented in the wrong way, can create an overload or become a distraction to pilots. This may reduce situational awareness and drastically increase the risk of an accident. In a 2009 study by Major Tom Deveans titled, “Overcoming Information
Overload
in the Cockpit,” workload is divided into fi ve specifi c categories: visual, cognitive, auditory, speech, and fi ne motor. The study measured mission workloads of both UH-60 and AH-64 helicopter pilots.
It fi rst recognized that during a fl ight, the amount of information processed in order to complete all tasks was substantial. It went on to state that not all bits of information are created equal. We all know as helicopter pilots that certain pieces of information are more important than others, depending on the phase of fl ight. The study also looked at alternate ways of presenting data to the pilot, like HUD (head up display), symbology layout, and the Tactile Situation Awareness System (TSAS), which is an advanced fl ight instrument system that uses touch to provide fl ight information to pilots.
The ultimate goal of introducing new technologies should not be for the mere sake of getting more neat gadgets in the cockpit. Rather, it should be to reduce pilot workload. Technology should not only present and prioritize the information the pilot needs at the right time, but shift certain tasks away from the pilot and onto the aircraft. So for example, an autopilot reduces both the pilot’s cognitive and fi ne motor workloads, thus allowing him or her to monitor other resources that may increase situational awareness. This is especially critical during times of high stress, like IIMC or during emergencies.
2 September 2014
Publisher Brig Bearden
brig@rotorcraftpro.com Editor-In-Chief Lyn Burks
lyn.burks@rotorcraftpro.com Layout Design David Matuskey
production@rotorcraftpro.com Online Accounts Manager Lynnette Burks
lynnette.burks@rotorcraftpro.com Copy Editor
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rick@rotorcraftpro.com Social Media Guru Josh Lash
Clay Branum / Rick Weatherford Contributing Writers Rick Adams James Careless
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Steve Goldsworthy Tim Pruitt Caterina Hessler Matt Johnson
Randy Rowles Scott Skola
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Lyn Burks, Editor In Chief
Recently, several HEMS operators who primarily fl y light single-engine helicopters have committed to introduce some of the newest technology in the form of autopilots, glass cockpit displays, and enhanced vision. If properly implemented, these technologies, which were not available even fi ve years ago, combined with the proliferation of NVGs, will increase the safety record of the HEMS industry.
I stand and applaud them for making the commitment!
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