Story ID: 
French HEMS Industry Strives To Reinvent Itself
By: Thierry Dubois
Caption: Second crewmember still a major issue. Local firm to demonstrate flightpath-generating app.
Word Count: 1049
Confronted with a requirement for a second crewmember, the helicopter EMS industry in France continues to search for a solution. The national civil aviation authority (the DGAC) is willing to be flexible, but the prospects of the EASA granting exemptions are uncertain. Meanwhile, an innovative technical solution for safer flight paths is emerging.

The final deadline for the addition of a second crewmember was October 8 last year, and for the two years before that France had opted out of compliance. A number of operators remain reluctant to add a so-called technical crewmember, noted Maxime Coffin, head of the DGAC’s general aviation and helicopter mission. Operators cited cost as the main impediment, and the road to compliance was made rockier, according to Coffin, by pilot unions, which advocated that the second crewmember be a pilot.

“Last summer, the situation was at a complete standstill. It was clearly impossible to comply with the rule in October and we could not even request a postponement, as we could not suggest an alternative date,” Coffin said. The DGAC proceeded with a temporary exemption for five operators. EASA rules allow such an exemption for operational, urgent reasons, Coffin explained. He expressed relative confidence that the EASA would approve it through December 31.

Justifying the temporary exemption, the DGAC claims operators would be put out of business if they had to hire more crewmembers now. It asserts the industry’s safety record and use of proven alternative means of compliance ensure an equivalent level of safety. For example, some operators have performed extensive reconnaissance flights to neighboring soccer playing fields and all the places from which they are likely to embark a patient. Others, Coffin said, enlist the help of firemen to identify obstacles.
Asserting a National Prerogative
However, observers say these alternatives are unlikely to be accepted for a permanent exemption. The DGAC is therefore considering following the Swiss example. Switzerland’s national authority, the OFAC, determined that flying a victim from the mountains to a hospital is part of search-and-rescue (a Swiss state prerogative); as a result, Swiss operators can use single-engine helicopters in some cases where European rules call for twins.

Although the European Commission might reject such a tactic, France could declare that HEMS flights are a state prerogative and thus eliminate the requirement for the second crewmember. Coffin deems this approach–albeit radical–the most likely to succeed. “The Commission has not challenged Switzerland’s stance,” he added.

The association that represents physicians who use EMS helicopters (AFHSH) recently floated an idea: use medical personnel with proper training as the second crewmembers. The DGAC confirmed this would abide by EASA rules, and some operators endorsed the approach. But the AFHSH fell short of persuading all operators, and a pilot union cried foul.

A major counter-argument against those who criticize the new rule is NHV’s successful operation. That Belgium-based company has been operating for years in France (at several hospitals in the north of the country), with a second HEMS crewmember. A source familiar with various operator structures told AIN that NHV invested heavily in crew training and hiring. The goal was to be able to operate in different European countries, including those that enforce the second-crewmember rule. The source acknowledged that NHV is perhaps a more diversified company, with deeper pockets than most French operators. NHV declined to comment.

Could French operators learn lessons from other countries? Airbus Helicopters marketing v-p Régis Magnac reminded that business models vary from country to country. For example, a U.S. operator will receive different payments for picking up a victim, depending on whether and how the patient is insured (Medicare, Medicaid and so on). In the UK, charity organizations fund a large part of HEMS operations. In fact, 14 percent of the helicopters are operated by charities holding their own air operator certificate.

Airbus Helicopters has compiled its own global statistics about EMS helicopter equipment per million inhabitants. Although France is one of the wealthiest countries on the planet, it–like most Western European countries–falls only in the “medium” category (between 0.5 and 2.9 helicopter per million inhabitants). In France, HEMS pilots much less per year than pilots in other countries.

Nicolas Letellier, AFHSH president, complained about red tape in general. A hospital helipad is under threat of closure, he said, because a street lamp is “piercing” the published glideslope. “Yet everybody can see EMS helicopters flying every day at 150 feet above the obstacle,” he objected. Meanwhile, those patients who live far from well equipped medical centers are too often driven there (as opposed to flown) because the French administration is impeding the development of HEMS, he added.
Finding Safer Flight Paths
Inaer France, one of the country’s major HEMS operators, is involved in the P4F (path for flight) project, aiming to develop a tablet app for safer, up-to-date flight paths. The idea is to download real-time information from various sources, providing the pilot with an optimized route. Specialist CGX Aero is leading the effort, which is financially supported by investment fund BPI France and local authorities.

The app will merge data from servers specializing in terrain, obstacles, aeronautical information (airspace, notams and so on) and weather. The software program will suggest the fastest route from A to B, in safe conditions, Loïc Giroud, the head of the project, told AIN. The pilot may use the app on the ground to plan the mission. When flying back to the base, updated information may enable a diversion to pick up a patient not on the original plan. At the least, the hospital will be quickly aware that for some reason the helicopter can’t do the job.

For communications, P4F will use a combination of Wi-Fi, cellphone networks and satellite. Giroud believes potential electromagnetic interference is virtually solved, thanks to work already done on fixed-wing aircraft.

CGX Aero is planning full-scale flight-tests next year after gradual trials. Participants see P4F as a proof-of-concept and have no plan for developing a product yet, Giroud said. Nevertheless, they are well aware applications may be found for other kinds of helicopter operation.