Most medical crewmembers can extinguish a pilot's hero-light in short order...
Our pilots provide air ambulance services. Our crews provide emergency medical services. Neither HAA nor HEMS quite tells the whole story. Both terms are needed to represent the two domains that make up air medical transport services. Bill Winn - NEMSPA
From the new advisory circular (AC) on helicopter air ambulance operations, 135-14B,
The term Emergency Medical Service/Helicopter (EMS/H or HEMS) is obsolete. It is being replaced with HAA because, though a critical life and death medical emergency may exist, air ambulance flights are not operated as an emergency. Pilots and operator management personnel should not make flight decisions based on the condition of the patient, but rather upon the safety of the flight.
Obsolete : no longer produced or used; out of date.."the disposal of old and obsolete machinery."
Several thoughts come to mind as I read this. First, history names things, like industries or aircraft, not officials. It probably disappointed someone at Bell Helicopter that no one wanted to call their "new" turbine helicopter - the UH-1 (or HU1) - an "Iroquois." But no one did. It quickly became and will forever be the "Huey."
The next thing that comes to mind is how little the writer(s) of the AC understand of our business. But that's not surprising. In almost 17 year of flying patients in helicopter ambulances, I have never once heard of an FAA inspector accompanying a crew on a patient transport. Feds are paperwork guys, at least where we are concerned. They fly along on Delta, and they should probably ride along on some flights with us. We aren't all restricted to one skinny patient - yet.
The AC writer's assumption is that by removing the word "emergency" from our name for ourselves, we will remove some of the urgency that they think we feel when faced with a "mission." (Another word to be stricken from our lexicon). In other words, lets change our name and remove a source of pressure to complete flights.
Well, newsflash. Most medical "crew members" (The feds have this wrong too - they don't consider medical personnel to be crew - because they don't control you - but that's a story for another day) can extinguish a pilot's hero-light in short order. And the smart ones do. We don't crash aircraft because we feel pressured to go get little Johnny from the accident scene - even the fellow who talked about why EMS calls us moments before he lost control and his life at Salt Lake City didn't crash because of a concern about a patient. He crashed because he made a string of bad choices.
Mind you, our job will never be like flying an airliner with pax or cargo on board. When someone is getting chest compressions 8 inches away from me, I can't ignore it. No matter what we call this, this is no taxi service.
People tend to act out of self-interest, and a desire to make money. Understand that and you can drill down to the human (risk) factors.
What does make us crash, statistically speaking, is a lack of proficiency at our craft as pilots, and poor decision-making skills. Those problems could be trained out of us. More line-oriented-flight-training (LOFT), more time in simulators, more scenario-based training, these are the things that could prevent crashes.
But that would cost real money.
|Memorial flight line-up for Diana, Claxton, and Patrick. Conway SC. 2009|
There is one form of pressure the FAA and the industry could revisit - the pressure for volume. There is constant pressure from management to complete more flights. That pressure is at once understandable, and hazardous, and it has not one thing to do with worrying about a patient; or what our name is. If the crew at a community base doesn't fly enough sick people, the operator closes the base.
HAA is hard to say, and HAA-O(perations) doesn't sound right.
I'm sticking with HEMS.