Here not only is loading/unloading not done with rotors turning unless absolutely necessary (some scene calls) but no one approaches the craft until and unless directed by the flight crew. At that point they'll usually be escorted.
The rotors on the choppers are not enclosed. ORNGE flies the Sikorsky S-76.
That's one advantage that the S 76 has over any other helicopter, you can engage the rotor break with 60% power and the aircraft is equipped with a clutch, so you can stop the rotor with engines running. Unfortunately this isn't an option on any other helicopter used in EMS right now.
On the flip side, one big safety lapse with the S 76 is that instead of the single 6 o'clock danger zone we are all used to, this particular aircraft has two danger zones, at 6 o'clock and at 12 o'clock, because the main rotor disc at idle dips to about 4 feet off the ground. So the standard ground training that everyone usually gets about only approach from the front in view of the pilot in contraindicated with this particular airframe, as you you should only approach from the 3 and 9 o'clock positions respectively.
I personally loved the S 76 for IFT, it was our primary airframe at my last service in Dallas. I am currently flying in either a 412 or an AW 139. While both of these aircraft have a danger zone at 6 o'clock like every helicopter, the tail rotor is high enough on the 412 for most average people to avoid while standing, and the tail rotor on the 139 can only be touched if you stand with arms above your head and jump...something that is definitely frowned upon in HEMS!
Most tail rotors in aircraft used in HEMS are fairly high. It seems to me that all fenestron tail rotors are at eye level almost, maybe slightly higher, which to me seems more dangerous. Then again, if someone is hanging around the tail of the aircraft, they are in quite a bit of danger whether the tail is enclosed or not.
