Thierry Dubois is a freelance writer specializing in helicopters, business aviation and aerospace technology. He earned a degree in fluid dynamics from an engineering school in Toulouse, France in the mid-1990s. At an unexpected crossroads, he found his first job in journalism. In 1997, he started working for French aerospace weekly Air &amp; Cosmos in Paris. This lasted until 2000, when he moved south to Lyons. He then became a freelancer, working for various aerospace publications and has been part of the AIN team since late 2000. In addition to writing about business aviation, Thierry shares responsibility for the rotorcraft section. He also is a regular on-site writer for AIN’s daily editions at international airshows such as the Paris, Farnborough, Dubai and Singapore shows, as well as at EBACE in Geneva.
In 2007, he won the Honeywell award for “Best systems or technology submission” at the Aerospace journalist of the year awards. In 2013, he won an Aerospace Media Award for the "Best Safety, Training &amp; Simulation Submission."
In other activities, Thierry moderates international conferences on aviation technology topics. Thierry is married and has three children, who seem to begin enjoying the mountains–as their parents do.

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Thierry Dubois

A lack of understanding from rulemakers presents an impediment to the helicopter emergency medical service (HEMS) sector, operators told the EASA at the agency’s rotorcraft symposium. 
The output of information from regulators tops operators’ lists of concerns, according to Stefan Becker, head of corporate development at Swiss rescue organization Rega. Becker also spoke on behalf of the European Helicopter Association and the European HEMS and air ambulance committee. “It is impossible to read 900 pages in three or four weeks,” Becker said.
At the same time, the EASA collects a lot of data, Becker said, but operators do not see it factored in new regulations. “Our remarks are often ignored, which means the operational reality, experience and expertise are not taken into account,” he commented. Sometimes rules are inconsistent, he said, pointing to IFR minimums for HEMS as an example. Sometimes they are impractical. For example, a victim to be hoisted is supposed to wear a harness approved by the helicopter manufacturer. “But what if he or she already wears a rock-climbing harness? Do we have to put another harness on the victim?” Becker asked. In addition, a rescuer could be hoisted from a Eurocopter and later hoisted to a Bell. Does he need two harnesses?
Also in terms of equipment, Becker noted that certification costs impede installation of safety equipment. Rescue helicopters often fly in areas frequented by gliders. In Europe, the use of Flarm, a sort of low-cost Tcas based on GPS and radio, is widespread. Flarm detects a proximity threat, as long as the other aircraft is similarly equipped. Becker said Flarm would thus be a useful safety tool for helicopter operators to prevent midairs with gliders. However, certifying such a tool would create an unreasonable administrative and economic burden, he asserted.
An EASA representative said the agency is worried about potential Flarm inaccuracy, which could generate misleading information. He added that the EASA is working with an STC applicant to resolve the matter.

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