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Wo rking with Search &

Master Aircrew Duncan Tripp RAF WORKING WITH SEARCH & RESCUE HELICOPTERS

This handbook is PHOTO: JOHN PAUL designed to enhance and complement the previously issued ‘Working with helicopters’ and the ‘Sea King safety briefing’ videos and DVDs. It also provides a reference document to the safety briefing given by crews that all services should ideally receive prior to flying in a Search and Rescue (SAR) . There is additional information which will give an insight into what the SAR crews require and their procedures Contents once they arrive on scene. Where possible, the information is generically applicable to most SAR 1. Acronyms 9. Ground procedures 15. Helicopters and dogs operators but mainly focuses on i. The training process 2. Disclaimer ii. Boarding and exiting RAF SAR. 10. Helicopter landing sites iii. Flying 3. Outline of The UK SAR There is a section on the 11. Working at night with iv. Winching to the helicopter Operators Group Standard operation and limitations of Night helicopters using night vision v. Winching from Operating Procedures for Vision Goggles (NVGs) and the goggles the helicopter STAR-Q Multi Sensor System Deployment of Air Assets i. Performance i. Introduction 16. Hi-line (MSS) – Thermal Imaging (TI) and ii. Procedures ii. Background TV system. Also included is a iii. Indicating your position 17. back belay iii. Minor incident section on a ‘suggested’ system of iv. Arrival at the landing site iv. Major incident technique or winching situation back belaying a stretcher that v. Operating procedures i. Background v. Searching allows it to be secured to both the general ii. The system vi. Boarding and exiting belay and the helicopter hook at 4. Introduction vii. Departing from the 18. Emergency drills the same time during recovery. landing site or winching This is the ‘Helicopter Double 5. Types of operation situation 19. Over water Italian Hitch Stretcher Belay i. Searches 12. Crossed headlights 20. Sea King beam seats System.’ ii. Winch operations iii. Casualty evacuation 13. Safety precautions 21. Sea King multi sensor system iv. Deployment of Entering/leaving the helicopter – background information emergency service Duncan Tripp RAF i. System description personnel 14. Winching Master Aircrew ii. Practical TI operations and i. Deployment Winchman 6. Operating limitations search planning ii. Recovery considerations i. Weather iii. Winching in winter iii. Summary COVER PHOTO: JOHN PAUL ii. Aircraft performance conditions iii. Night operations iv. Rigging of stretcher for 22. Acknowledgments 7. Call out procedure winching by SAR helicopters 23. Bibliography Information requirements

8. Helicopter communications

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1. Acronyms HEMS Helicopter Emergency MRS Service Medical Service MSS Multi Sensor System AAA Air Association HMCG Her Majesty’s NVGs Night Vision Goggles ACPO Association of Chief HPC Health Professional Council RAF Officers JRLO Joint Regional Liaison Officer RAFRLO RAF Regional Liaison Officer ACPOS Association of Chief Police MACA Military Aid to the Civil RN Royal Officers in Scotland Authorities RNLI Royal National ACS Airwave Comms System MACC Military Aid to the Civil Institution ALSAR Association of Lowland Community RCC Rescue Coordination Centre Search and Rescue MACP Military Aid to the Civil Power RCS Rescue Coordination System ARCC Aeronautical Rescue MAGD Military Aid to other SG The Scottish Government Coordination Centre Government Departments SAR Search and Rescue ASR Apparatus Sea Rescue MCA Maritime and Coastguard SARDA ASU Air Support Unit Agency Association BCRC British Council MIRG Maritime Incident Response SARF Search And Rescue Force CFOA Chief Fire Officers Association Group SOPs Standard Operating CHC Canadian Helicopter MoD Ministry of Defence Procedures Company MRCC Maritime Rescue TETRA Terrestrial Trunked DfT Department for Transport Coordination TI Thermal Imaging EOD Explosive Ordnance Disposal Centre UKARCC Aeronautical Teams MREW Mountain Rescue England Rescue Coordination Centre FLIR Forward Looking Infra Red and Wales GPS Global Positioning System MRCofS Mountain Rescue Committee HELP Helicopter Emergency Liaison of Scotland Planning MRTs Mountain Rescue Teams

2. Disclaimer This handbook will be subject to organisation to train with Military The information and procedures regular update. Therefore, it is SAR they must have signed up to presented in this handbook essential that emergency service the SAR Insurance Policy represent current best practice organisations regularly check for Indemnity with the Directorate of and standard operating updates and/or follow alternative Business Resilience, Common procedures (SOPs) employed by procedures that may well be Law Claims & Policy Division, RAF SAR helicopter crews when briefed or updated by the SAR MOD. There are exemptions to this operating with trained members of helicopter crews. such as the RNLI, however, if any official emergency service As working with any helicopter organisation is unsure they should organisations. These SOPs are in is inherently dangerous, no consult Services common use with other SAR responsibility can be accepted for Liaison Officer at their local SAR unit. helicopter operators and, as such, any divergence from these there is a high degree of procedures, unless prebriefed. commonality. For any emergency service

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Land and Maritime based 3. Outline of ‘The UK PHOTO: JAMES LYNE SAR Operators Group emergency response assets are Standard Operating likely to respond to ten to twenty Procedures for times as many incidents as air Deployment of Air assets. Although air assets can Assets’ respond and complete an incident in isolation, the vast majority of Introduction incidents are undertaken in conjunction with other emergency The purpose of these SOPs is to response organisations. standardise and clarify the The ambulance service has a procedures for the involvement of statutory responsibility to respond air assets in emergency incidents to traumatic and medical within the UK Search and Rescue , these may include Region. HEMS assets. Under the Fire and Rescue Service Act 2004, a fire Background and rescue authority has a same incident. Accordingly, a There are a number of statutory statutory duty to deal with fires, clear understanding of who may and volunteer organisations who road traffic accidents and, under request and task assets is are capable of conducting an order of the Secretary of State, essential to ensure the incident is emergency response. The certain types of terrorist related completed in the most expeditious decision on which type of search incidents such as mass way for the casualties benefit. asset, or assets, responds to an decontamination. The Act also An incident may need the incident rests with the appropriate provides fire and rescue authorities deployment of a number of controlling authority. For a land with discretion to equip and assets. The outcome for the incident this will be the Police respond to events beyond its core casualty should be the prime Incident Control Room and, for a functions such as flooding or consideration but the overall safety maritime/coastal incident, this will animal rescue. and totality of the incident has be the Maritime Rescue It is recognised that current air precedence. For example, an Coordination Centre. and Police Air Support aircraft are not rescue MRT may secure a casualty, an air platforms, although they may be ambulance may deploy a used as such in some circumstances paramedic to stabilise the casualty in order to preserve life. and finally a SAR helicopter may recover a stretcher casualty for Minor incident onward transportation to hospital. A Minor Incident may be defined Major incident as an incident that can be completed through the The Police or MCA may declare deployment of assets held at a Major Incident. In the case of a normal readiness and be land incident, the police will coordinated by the extant establish a Gold Command and if command and control substantial air support 1 is needed organisation. An incident may be a Combined Silver Air Cell will be reported by numerous sources established consisting of aviation and more than one Level 1 advisers, communication facilities responder may be alerted to the and life support.

1The MOD defines substantial air support as the deployment of 3 or more air assets to PHOTO: DUNCAN TRIPP the same incident.

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In the first instance, these are Commander to co-ordinate and likely to be drawn from the same deconflict air assets. units providing the air support and Coordination of air activity at a may be augmented or replaced by major incident will be by SPECIAL other specialists from HQs or procedures. adjoining areas in due course. The location of the Combined Silver Air Operating procedures Cell will be at the direction of the general Gold Commander. Recent experience would indicate that the G Police Air Support Units may Combined Silver Air Cell will be only be tasked by Police located adjacent to Silver Control; Incident/Operations rooms. although Gold or an independent G HEMS helicopters may only be location may be considered eg. tasked by Ambulance Control airfield. Centre. The purpose of the Combined G HEMS helicopters must receive Silver Air Cell is to ensure air approval to partake in Land SAR PHOTO: KIRSTY MURFITT assets are used in the safest incidents by the controlling police manner to achieve the Gold incident/operations room. Commanders objective. The G SAR helicopters may only be Combined Silver Air Cell will have tasked by the ARCC. ground to air communications and In order to minimise delay in other reach back communications incidents where there is an to other HQs, including the ARCC. imminent threat to life, For a Major Maritime Incident the organisations directly involved in designated MRCC may function as the incident may alert SAR Gold and Silver Command. Air helicopter units of the impending advisers may be requested by the request for assistance, whilst MRCC. The MRCC may nominate formal ARCC tasking is sought. an Aviation On-Scene The aircraft captain may respond at his discretion whilst formal PHOTO: DUNCAN TRIPP tasking is undertaken. Should the ARCC elect to deploy a different © CROWN COPYRIGHT/MOD 2011 asset, then the original asset would be stood down. for any casualty rests with the most TOP: RAF SAR CREWS ON G Normally, only Category 1 2 senior medical person present. SWIFTWATER COURSE, responders may request the use G If a helicopter en-route to an GLENMORE LODGE of aviation assets for SAR. incident is diverted to a more ABOVE: G Responsibility for the safety of serious incident, or cannot attend AVALANCHE BEN NEVIS the helicopter and the crew rests due to technical problems or with the Aircraft Captain whose adverse weather, the helicopter decisions must be accepted. operator must immediately inform G On the ground at the incident the appropriate services so that site, the responsibility for the safety the responses may be adjusted as of all at the site rests with the required. senior SAR team member present. G The overall clinical responsibility EXERCISE WITH RAF MRT 2Category 1, are those organisations at the core of the response to most emergencies (e.g. emergency services, local authorities, NHS bodies). Category 1 responders are subject to the full set of civil protection duties.

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Officer (RAFRLO) in whose area 4. Introduction 5. Types of operation PHOTO: JOHN PAUL assistance is being given. Helicopters can be an extremely These air assets, excluding the The ways in which helicopters valuable and versatile asset in any Air Ambulance, provide full SAR can be used are many and varied Search And Rescue (SAR) cover for land and sea and can be placed in four general incident. However, like any within the UK area of responsibility, categories: mechanical device – and approximately one million square specifically one that flies in miles. The coordination, prioritisation Searches generally poor weather – it has its and management of the military The helicopter is capable of limits and as such must be and MCA assets, including the RAF searching comparatively large managed and used with this in Mountain Rescue Service (MRS), areas of difficult terrain in a mind. Emergency services are the responsibility of the ARCC. relatively short time. It has personnel are increasingly calling The general composition of limitations when searching over on the support of an air asset. This crews on all SAR helicopters is forested areas and is best used to could be in the form of: similar. They consist of four crew: search specific features, night or G Sea Kings from the RAF two Pilots, a Winch//Sensor day, such as climbing routes, Search And Rescue Force (SARF) Operator/Observer and a paths, bothies, streams, gullies, – 22 or 202 Squadron. Winchman. All the crew are coastlines or open areas in the © CROWN COPYRIGHT/MOD 2011 G Sea Kings from the Royal medically qualified: the Pilots are urban environment. Searches are Navy – 771 or 819 Naval Air basic ; the rear crew hold a generally carried out visually but Squadron. minimum qualification equivalent can be enhanced with the use of G Sikorsky S92s (Stornoway and to that of Emergency Medical the Multi Sensor System (MSS) – Sumburgh) or Augusta Westland Technician and the majority of the this has a Forward Looking AW 139s (Portland and Lee-on Winchmen are state registered infrared (FLIR) and high quality Solent) operated by the Canadian (Health Professional Council – digital TV cameras, or with the use Helicopter Company (CHC) on HPC) . of Night Vision Goggles (NVGs) in behalf of the Maritime Coastguard This chapter contains basic PHOTO: MCA specific circumstances. More in- Agency (MCA). procedures when operating with depth information and limitations G Air Ambulance – very limited helicopters and important safety of the MSS and the NVGs will be SAR capability. precautions that all emergency discussed later. services personnel working with In times of large-scale incidents, SAR helicopters must be aware of supplemental support under the – these basic procedures are also Winch operations auspice of Military Aid to the Civil applicable when working with air This type of operation is Authorities (MACA) may be ambulances. particularly useful in the provided. MACA comprises Operating helicopters is mountains, cliffs and maritime Military Aid to the Civil Community PHOTO: MCA hazardous and leaves little margin situations or when it is not possible (MACC), Military Aid to the Civil for error. However, the helicopter is for the helicopter to land. The Power (MACP) and Military Aid to extremely flexible and when used helicopter comes to the hover and other Government Departments in coordination with ground assets the winchman is then lowered by (MAGD). MACC also covers the most SAR tasks, though not all, the winch. He will bring with him support provided to major can be completed with a reduction his medical equipment and rescue incidents; in such cases the in time. This in turn reduces the or recovery kit. This may be a Aeronautical Rescue Coordination time taken to get the casualty to strop(s) or stretcher to rescue or Centre (ARCC), based at RAF definitive care. By observing the pick up the casualty. If the area the Kinloss, would liaise with the Joint safety precautions and procedures winchman is lowered to is Regional Liaison Officer (JRLO) outlined in this book, risks will be exposed, steep, slippery or icy, it PHOTO: CHRIS BOYLES and the RAF Regional Liaison reduced to a minimum. may be advisable for ground

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parties to set up a belay and/or Deployment of PHOTO: JACK KASSAPIAN assist the winchman with security; emergency service he is probably not a mountaineer, personnel may not have crampons in winter conditions and will almost certainly If the weather precludes the use be loaded down with equipment. of helicopters in the search areas, they can be used to ferry emergency service personnel, MRTs, MCA, SAR dogs and any equipment required as close to the area as possible, so saving time and effort.

PHOTO: JAMES LYNE

draughts; the up-draught on the TOP: LOST WALKERS, windward side of the mountain FAINDOURAN BOTHY, may have a greater upward CAIRNGORM velocity than the maximum rate of CENTRE: JOINT EXERCISE WITH descent of the helicopter, or even BASICS, SCOTLAND worse, the down-draught on the lee side may be greater than the FAR LEFT TOP: RAF SAR ‘WET’ WINCHING 6. Operating limitations aircraft’s maximum rate of climb or power the engines can provide FAR LEFT CENTRE: CASUALTY PHOTO: DAVID HIGGS The main limitations for with obvious implications! In heavy ON RIG SUPPORT VESSEL. PHOTO: JAMES LYNE helicopter operations are: snow and/or icing, operations at all heights will be severely restricted FAR LEFT BOTTOM: MEDEVAC Weather and in these cases operations FROM OIL RIG may not be possible. Low cloud, high winds, snow and icing are the major hazards. In general the helicopter will not be Aircraft performance able to operate in cloud at low The helicopter’s payload greatly level unless it is possible to hover Casualty evacuation depends on the amount of fuel it is taxi in visual sight of the ground. In carrying and the ambient weather In many cases the helicopter can this situation it may be best for the conditions. For the crew it is a reach the scene of the incident, casualty to be carried down below constant trade-off between fuel, land nearby, pick up the casualty the cloud base. Similarly, high payload and, most importantly, and take them to definitive care in winds and the associated having a good power margin, the shortest possible time. turbulence will severely limit the especially in the mountains. For helicopter’s ability to make a pick operations in the mountains, the PHOTO: JAMES LYNE up and may require the casualty to crew will try and keep the fuel load be moved further down the low in order to give a reasonable mountain to a more sheltered payload and power margin. This, location. however, has the disadvantage of A wind across a mountain ridge increased trips for fuel. Refuelling can cause violent up and down in the field can take up to thirty

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minutes and this does not include PHOTO: JOHN PAUL transit to and from the scene, so do not be surprised if the helicopter is away for up to an hour, this must be factored into the search manager’s plans.

Night operations Some sort of visual references are essential for night hovering and the weather conditions described above may render many night operations out of the question. RAF and SAR helicopter crews extensively train and operate with NVGs giving an improved and enhanced night flying capability. Under ideal conditions, clear sky, full moon and in close proximity to cultural the slightest chance of it being Requirements’ at the end of this LOSSIEMOUTH HELICOPTER lighting, they can ‘turn night into day.’ useful. You do not have to pay for section to help correlate the PREPARES FOR NIGHT FLIGHT HOWEVER, the majority of the use of a UK SAR helicopter, information. mountain incidents will normally providing it is being used when In many cases the helicopter is mean flying in bad weather, low there is an imminent danger to life. called to a rendezvous for a face- cloud and with little or no cultural For land incidents initial contact to-face briefing. At this stage an lighting which all severely degrade should be through the emergency accurate brief and marked map the ‘picture.’ Additionally, because services, usually the police who, in giving the following details is most NVGs are monochromatic, turn, should contact the ARCC. For helpful: everything is in various shades of coastal and offshore incidents G Location of casualty/ground green; there is very little depth requests should be made through parties. perception or texture. NVGs are the MCA who will liaise with the G Estimated height of incident useful tools but do have their ARCC; however, in an extreme above sea level, if applicable. limitations. Individual crews will emergency where immediate G Plan of action and progress to make their own decisions based lifesaving is required, the local date. If immediate pick up is not on light levels, weather, their MCA has authority to task a possible, estimated time of ground knowledge of the incident area, helicopter directly. They will then party getting below cloud or to their own level of experience and deploy the most suitable and suitable pick up area. the state of the casualty. For further appropriate asset; this also G Details of casualty and medical details regarding NVG operations, includes the deployment of RAF help available/required. see the ‘Working at night with MRTs. On any operation, accurate G Type of stretcher in use. helicopters using night vision information is essential and care G Tasking and/or search tactic for goggles’ later in this handbook. should be taken to ensure the the helicopter. correct details are passed to the G Call sign and frequency/ 7. Callout procedure ARCC. This will in turn provide channel for radio comms. The helicopter should be alerted considerable help to the helicopter There may be occasions when, at the earliest opportunity if there is crew. There is a standardised to save time, this briefing must be template of ‘Information passed over the radio. For landing

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sites that are not normally used, This, in turn, will allow the crew to PHOTO: JAMES LYNE either a flashing light or a calculate how many personnel and hand-held should be how much equipment they can pick positioned at the edge of the up whilst still maintaining a safe landing site (however, there are power margin. There may also be some precautions with this – see potential for the crew to deploy the Night Operations). winchman to the scene to start to Smoke in the form of Day/Night stabilise the casualty whilst the flares should also be made emergency services assemble. available. It may be beneficial for This will also lighten the helicopter the helicopter to proceed direct to and allow additional personnel to the search area. This is for a be picked up and deployed. number of reasons, it will give the These decisions are the crew an opportunity to check the responsibility of the aircraft captain weather and ascertain their power and crew, taking into consideration margins to ensure that they can all factors. Another factor during compete and overcome powerful fading light is that searches carried turbulence. This is especially out in daylight far exceed NVG important in mountain environments searches in efficiency, unless the where localised conditions need to casualty is known to have a torch be assessed. or other light source. CASUALTY, LAIRIG GHRU, CAIRNGORM

Information requirements 3

SITUATION COORDINATION • Forums should be established to identify • A brief description • Designate the SAR Mission Coordinator lessons learned, these should be recorded • Incident and On Scene Commander, if required. and used to modify these SOPs 3. • Number of persons requiring rescuing • Declare on-scene time for SAR facilities • These SOPs 3 should be reviewed every • Extent of (reported) or limiting factors two years. • Amount and type of survival equipment • Advise any change of operational co- • Weather on scene ordination • Weather forecast • State parent agency relief instructions • Any SAR facilitates on-scene • Detail temporary flight restrictions • Authorise non-SAR aircraft into the area RESCUE AREA • The position of the incident, name and COMMUNICATIONS grid ref (land incident) • Prescribes co-ordination and on-scene • Routes to be followed by SAR facilities frequencies including known hazards • State call signs of aircraft assigned and has high-altitude communications relay duties EXECUTION Other relevant communications information • List SAR facilities assigned, including facility call sign and parent agencies POST INCIDENT REPORTS providing them. • Post incident reports should be raised. • Rescue methods to be attempted. • De-brief involving all agencies following • List supplies, personnel or equipment to any major (or problematical) incident. be delivered.

3 UK SAR Operators Group Standard Operating Procedures for the deployment of Air Assets

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8. Helicopter communications Communications between, Air Ambulance/Police Air Support/ SAR helicopter and land SAR teams will be via the ground to air channel as identified in the National Band Plan given in the current version of the document – PHOTOS: DEFENCEIMAGES.MOD.UK Implementation and Control of the United Kingdom VHF High Band However, throughout the co-pilot or to act as a relay. Land Search and Rescue Radio will monitor all . If the During major or specific incidents Channels. message is urgent or life assets such as , Communications with threatening, agencies should use Chinooks, Merlins, Pumas, Coastguard rescue teams, in the the key word ‘immediate’ after the Hercules or other military/civilian first instance, will be on VHF call sign ie. ‘Rescue 137 this is call foreign/UK aircraft may be used Channel Ø, 156.000 MHz. sign immediate’, or a ‘blind call’ under MACA and will be allocated As per the Helicopter Emergency can be made for routine call signs accordingly. Liaison Planning (HELP) information calls. Terrain masking document, communication can also be a factor and, in this between responding helicopters case, emergency services may will be via Scene of Search 123.1 consider using local MCA units or MHz AM and as stated above. MRTs to enhance communications All SAR helicopters are fitted with VHF/UHF/HF and FM radios, as are some air ambulances. SAR Aircraft call signs RAF SAR helicopters carry the Airwave Communications System BASE/TYPE CALL SIGN HF TRAINING FM TRAINING SAR OPS (ACS), providing Terrestrial Trunked PREFIX PREFIX PREFIX Radio (TETRA) communications Sumburgh S92 102/103 Coastguard Coastguard Rescue used by police and other Stornoway S92 100/101 Coastguard Coastguard Rescue emergency services through various talk groups. In addition, the Lossiemouth Sea King 137/138/139 Sierra Romeo Golf Helicopter Rescue ACS provides a means to make Prestwick RN Sea King 177/178/179 Navy Navy Rescue telephone calls from the helicopter Boulmer Sea King 131/132/133 Sierra Romeo Golf Helicopter Rescue to any PSTN or mobile telephone Leconfield Sea King 128/129/130 Sierra Romeo Golf Helicopter Rescue number. RAF SAR helicopters also carry a Valley Sea King 122/123/124 Sierra Romeo Golf Helicopter Rescue spare FM radio that can be Wattisham Sea King 125/126/127 Sierra Romeo Golf Helicopter Rescue deployed to incident control or to Chivenor Sea King 169/170/171 Sierra Romeo Golf Helicopter Rescue mobile ground units. The MCA helicopters have Culdrose RN Sea King 193/194/195 Navy Navy Rescue Satcom and there is potential to Lee-on-Solent AW 139 104/105 Coastguard Coastguard Rescue communicate direct by phone. Portland AW 139 106/107 Coastguard Coastguard Rescue Specific aspects of operations – hovering, winching or refuelling, may make it difficult to contact or get a reply from the crews.

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Examples in diagram, if you are standing at point: A – “I am in your 12 o’clock, 1km, same height.” B – “I am in your 4 o’clock, ¾ km, high.” C – “I am in your 6 o’clock, same height.”

PHOTO: BUXTON MRT BUXTON MRT AT CHEE DALE, DERBYSHIRE

9. Ground procedures On sighting the helicopter, the ground party should use smoke or flares, when requested. If using a day/night flare, the night end should be ignited initially to indicate your position to the helicopter while it is still some distance away, and the smoke (day) end used to give the helicopter crew some indication of the wind direction and strength. This all helps the crew build a visual picture of any up/down draughting and the presence of turbulence at the landing site as it makes its approach. If the party has neither flares nor and consequently it is difficult for If it is possible, move to an open radio contact and urgently needs the crew to distinguish rescue area especially in poor weather. If to communicate with the personnel from bystanders. It may in radio contact with the aircraft, helicopter or needs to attract its be worth the party leaders wearing the ‘clock method’ may be used to attention, a member of the ground high visibility waistcoats to aid indicate your relative position, from party should stand apart from the helicopter crews in this respect. If the helicopter ie. the front of the party and wave an orange bivvy practicable, the helicopter will land helicopter is the 12 o’clock – if you bag or similar. Or face the nearby or lower a winchman to are looking at the helicopter, and it helicopter, with his arms above his take the message. Should the is heading straight for you, then head forming a ‘Y.’ Remember helicopter move in close before you are in the 12 o’clock position. most people wave at helicopters you are ready, or you see a

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problem, face the helicopter, cross and uncross your arms above your head in a wave-off signal.

10. Helicopter landing sites When helicopter crews recce a landing site they use the five ‘S’s and discuss the wind. This is also applicable if ground parties are selecting or preparing a site: Wind Direction and strength, it is worth passing this information to the crew. Remember that ‘wind direction’ is the direction the wind comes from. Size Ideally as big as a football pitch but may be as small as a tennis court. PHOTO: JAMES LYNE

Shape CLIMBER ON CASTLE RIDGE. Note the shape and tell the pilot, BEN NEVIS as this will also aid identification of the site. Surroundings Ideally, no wires, pylons, trees or buildings, including on the approach or overshoot. Surfaces If boggy, warn the pilot. The landing surface should be firm (a Land Rover type vehicle should be able to stop and move off again without sinking). Check for loose articles including personal kit and clothing. Slope As level as possible.

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night (although the effect is only PHOTO: DAVID HIGGS temporary; NVGs will recover more quickly than the naked eye).

Procedures These procedures are aimed at controlling the levels of artificial light in the vicinity of an NVG- equipped helicopter whilst maintaining sufficient light to ensure safe operations on the ground. As a general rule, never shine a light directly at a 11. Working at night helicopter and do not use flash with helicopters using photography in or near the Night Vision Goggles helicopter unless you have asked (NVGs) the crew first. Night Vision Goggles (NVGs) are light intensifying binoculars that are Indicating your position worn strapped to the front of When asked to identify yourself, aircrew flying helmets to allow use a flashing light to help to hands-free operation. They work distinguish you from other by amplifying whatever light is personnel in the vicinity. A ‘Firefly’ available from external sources type strobe is an ideal location aid and can function in conditions of for both conventional and NVG low light. night work (the pulse is so short it does not close the goggles down). Performance However, a torch will usually be sufficient to identify your position NVGs greatly enhance a and on a dark mountain it could helicopter crew’s ability to operate emergency services are aware of CREW FLYING USING NVG s be visible from at least 2+ miles safely at night; given the right the factors which the crew need to away. Once it is obvious that the conditions, the backlight on a consider, and have recced the helicopter crew has identified you can be seen from area themselves, the crew may and are approaching your position, 2-3 miles. make a precautionary or ‘dummy’ shine a steady light, aimed at your However, certain conditions approach which may be converted feet and not at the helicopter. adversely affect their performance: to a landing if the crew is satisfied it is safe to do so. G Moisture: The performance of Arrival at landing site or To help identify a landing site, the NVGs is affected by moisture in winching situation crews may ask for the emergency the air. Mist, cloud, falling snow or services to switch on blue lights. If heavy rain will all reduce their Landing a helicopter at night in a this is not available then head effectiveness. remote or unlit environment is potentially dangerous and, unless torches, a strobe or flashing lights G Artificial Light Levels: If too the crew has made a thorough may be requested. much light is directed at NVGs reconnaissance of the Landing they will ‘close down’, producing G AT NIGHT ASSUME THAT Site (LS), he will be most reluctant the same effect as the naked eye NVGs ARE IN USE to land there. However, if the being dazzled by car headlights at

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G Once the site has been Boarding and exiting identified by the crew, and if safe to do so, switch off vehicle lights. If you board a helicopter where Flashing warning/hazard lights are the crew is using NVGs, do not especially disruptive to NVGs. use a normal torch inside the aircraft, as this will adversely affect G As the helicopter nears the the NVGs. A torch fitted with a landing site or situation you should blue/green filter is compatible with aim to reduce the amount of white NVG operations and these may be light used to a minimum, whilst available on the helicopter. If you maintaining your own safety, but need light in the back of the keep lights pointing downwards. helicopter, ask the crew for a NVG Keeping some of the lights on may torch. actually help the crews as it acts as a reference for them on their final approach. Departing from the landing site or G On the final approach to the winching situation landing site, the pilot will progressively convert from NVGs When the helicopter is ready to to white light using the helicopters depart, the pilot will gradually switch floodlights. These are carefully off the aircraft lights to gain the controlled to remain NVG maximum benefit from the NVGs. compatible. Once these lights are You should again reduce the all on, and the helicopter has amount of white light used until the landed or is established in the helicopter is well clear of the area. hover, treat the situation as for NVGs are not a cure-all for daylight. night flying. However, they do G Flash photographs must not enhance the safety of operations be taken near the helicopter if used correctly. Although an stand in the centre of the landing unless you have asked the crew. NVG equipped helicopter is able point with his back to the wind, to Stress the importance of this to all to see far more than before, it indicate the approach line of the personnel and be aware of does not mean it can operate the aircraft. From this position two onlookers at the LS. same as in daylight and it is are then positioned necessary to strictly control the approximately 35 metres/paces Searching amount of artificial light if the downwind and 1 7.5 metres/paces goggles are to work to their either side of the centre line, as An NVG search will be most maximum effect. By following shown. The headlights of the effective in areas where there are these guidelines you will greatly vehicles should point at the good light levels. If, during a assist the safe operations of position where the man is search, you need to use paraflares helicopters at night. standing. for ground illumination inform the When the helicopter is in sight, crew of your intentions, as the NVGs 12. Crossed headlights activate the blue lights to attract will be ineffective in the bright light the attention and assist the crew produced by the flares, and could One method of marking or with the location of the LS. Be pose a danger to the crew. illuminating a landing site is the prepared to switch off the blue use of crossed vehicle headlights, lights if requested by the crew. as shown in the diagram above. See the diagram for the correct One member of the team should layout.

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G Never approach a helicopter 13. Safety precautions © CROWN COPYRIGHT/MOD 2011 during start up or shut down. When the helicopter moves in to winch or land there are a few G Only approach or leave the points that must be remembered: helicopter when cleared to do so by a member of the crew giving a G Down-draughting can be quite ‘thumbs up’ signal or at night a severe from any helicopter, more flash of the lights. so from modern ones such as the S92 and the AW 139. This is due G Approach and leave only in the to the modern blade technology direction indicated by the crew. which produces a concentrated This is generally the safe sector cylindrical blade diameter between the 10 o’clock and 3 o’clock. G Never approach or leave near the tail, or out of sight of the crew.

G Ensure there is no loose equipment. Keep your rucksack/equipment in your hands and make sure no damage is caused to the aircraft by ice axes, crampons, ski poles etc. These, if possible, should be placed in rucksacks or handed to the crews. G Once in the helicopter, strap into your assigned seat and do not down-draught, whereas the older move until instructed to do so by helicopters tend to produce a the crew. cylindrical pyramid defused G When working on sloping down-draught. ground, the rotor blades/ground Therefore, with any helicopter it is clearance can be reduced on the important to protect the casualty upslope side. In these and secure all loose equipment circumstances it is vital, when including that of the rescuers. A being picked up, to adopt a loose polythene survival bag kneeling position and stay still until sucked into the blades could lead signalled to approach by the crew. to damage, or worst still cause the If in doubt about what to do, stay helicopter to crash. put and the crew will escort/direct G Clear all non-essential you. An alternative method, after personnel well away from the leaving the helicopter on sloping winching/landing site and restrict ground, is to stay put in the all movement to a minimum. kneeling position by the door and let the helicopter move up and inside and out however, and PHOTO INDICATES THE IDEAL Entering/leaving the away from you. In this case, especially at night, please ask the POSITION helicopter ensure that all kit is secure and crew first. you protect your eyes and face The following general rules apply from the rotor wash as the to entering, leaving, and flying in helicopter lifts. the helicopter: G Flash photography is permitted

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14. Winching Deployment For reasons of speed and fuel economy, the pilot may prefer to land to drop off or pick up team members. However, due to the terrain or lack of suitable landing sites the crew may decide to use TOP LEFT: HAND USED TO PREVENT ‘ROLLOVER’ the helicopter winch for this purpose. Either a single or a ABOVE: MRT MEMBER IN STROP WITH KIT double rescue strop may be used for winching. When winching the on your bottom towards the door the hook, to guard the gate with following points should be noted: of the helicopter. Rucksacks your hand to prevent ‘rollover’ should be placed on the Grabbit and losing your kit. When P

G Obey the crew’s P hook, which in turn is attached to I deploying and recovering Search R signals/instructions at all times. T

the main winch hook. and Rescue Dogs (SARDA) N A

G Wear your helmet at all times The Grabbit hooks are attaching them to the Grabbit is C N when working with helicopters and spring-gated hooks on a 30 cm U

the preferred method and, in this D if possible ear protection – there is chain normally used to transfer D

instance, it is vitally important to N ear protection available from the equipment. They have a safe A guard the gate! E N crew. working load of 100kg and, where Y

The winch operator will now L S

possible, the gate must be E G The crew will help you into the winch in the cable a little and, in M

guarded as there is no lock and as doing so, draw you out of the A strop, making sure you are J :

such kit can fall off due to ‘roll-over ’. S secure. Ensure you have all your aircraft and into a position hanging O T equipment with you – rucksack, just outside the door. At this point, O H ice axe, crampons, walking poles Caution: depending on the wind strength P When using the Grabbit hook it etc. When signalled to do so, and direction, you may feel a blast TOP: STATIC DISCHARGER, is advisable, once your kit is on remove your seat strap and shuffle of heat from the engine exhaust. GRABBIT AND TWO STROPS ABOVE: THE GRABBIT HOOK

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The winch operator will then PHOTO: JAMES LYNE AND DUNCAN TRIPP proceed to winch out lowering you to the ground. During lowering, the arms should be kept by the sides – avoid the temptation to grasp the cable or strops as doing this could result in you slipping out of the strop. Once you are about 10’ from the helicopter you may feel a slight jolt and an increase in the rate of descent. Don’t worry, this is quite normal and is the hoist system automatically entering the fast range – the reverse will be felt on recovery.

Once on the ground, make sure you have a secure footing before removing the strop. If there are two people, ensure that one takes a firm hold of the hook as it will swing around, and the other person guards the gate on the Grabbit. DO NOT BELAY YOURSELF TO ANYTHING WHILE STILL IN THE STROPS. is basically the reversal of the above. safely inside the aircraft, if Additional points to note are: required, and if a crampon mat is Remove the strop and then your G As before, wear your helmet fitted. rucksack from the Grabbit. Ensure and, if possible, ear protection. the strops and the Grabbit hook G Place the strop over your head Allow the earthing strap on the are free from any entanglements and under each arm, pull the toggle winch cable to make contact with or snagging hazards such as firmly down and then pick up any the ground before taking hold of terrain or equipment and then, if equipment you wish to take, hold the strop; this avoids any danger you wish, give a ‘thumbs up’ ice axes, ski poles etc in your of static shock from the helicopter. indication to the winch operator, hand, these can be passed to the Do not move around, unless who will be watching from the crew at the door. When ready, give instructed/indicated to by the crew. doorway of the helicopter. At this a ‘thumbs up’ sign and then stand The winch operator will guide the signal, or as soon as he sees that still, do not move around in an helicopter and the strop(s) to you you are safely removed from the attempt to get to what you believe rather than you moving to the strop, he will winch in the cable is a better winching position. As strop. ready for the next lower. you are winched in do not attempt You are now free to belay if G Remove rucksack and place to correct any swing. necessary, or to await the arrival of them on the Grabbit hook, G When you approach the cabin the remainder of the party. remembering to guard the gate. door do not make any attempt to As late as possible, remove any grab the helicopter (or winch PHOTO: DAVID HIGGS belay you may have before Recovery operator!!), or attempt your own attempting to get into the strop. TOP: DEPLOYING/RECOVERING entry into the cabin. Allow the Winch recovery to the helicopter Crampons may be left on until – NOTE HAND ON GRABBIT ABOVE: WINCHING INTO GULLY, TRONACH HEAD, PORTNOCKIE

RAF SAR FORCE: VERSION 1.0 PAGE 16 OF 31 WORKING WITH SEARCH & RESCUE HELICOPTERS

winch operator to do all this for them on whilst being recovered. you. He will control your entry into The crampon mat is made of the cabin. You will be pulled into canvas with aluminium strips the cabin with your back to the inside. It will be obvious if the aircraft, facing outwards. Once crampon mat has been laid. If the inside, do as indicated by the situation dictates that you require winch operator and strap in. to retain or put your crampons on, it is worth reminding the crew. Winching in winter Ensure that crampons are conditions removed/fitted only within the bounds of the mat – you are A protective floor cover within standing on the fuel ! RAF Sea Kings, called a crampon mat, allows MRT members to put their crampons on before deploying and, conversely, keep

PHOTO: JACK KASSAPIAN Rigging of for winching by SAR helicopters Most stretchers used by the MRS and the emergency services such as the Aerohawk, Bell, MacInnes, ABOVE: RAF MRS WINCHING Neil-Robertson, Stokes , BRIDLE USING 10M OF 8MM Ferno, Tyromont or Alphin types ROPE WITH OVERHAND KNOT are suitable for winching. The AND KARABINER stretchers should be presented to LEFT TOP: THREE CLIENTS AND the winchman already rigged. This CASUALTY, 850M UP CENTRE can be in the form of four or six POST, CREAG MEAGAIDH slings, integral wire, adjustable LEFT BOTTOM: TWO slings or, in the case of the RAF CASUALTIES ON EASTERN MRS, a single 10m piece of 8mm TRAVERSE, TOWER RIDGE, rope brought together from each BEN NEVIS corner in an over-hand knot. If for any reason the stretcher does not have any of the above, or if the winchman is unhappy with the type or condition of the stretcher slings, he will resort to using four 120cm slings, a triangular Mallion and four karabiners, which are all carried in the helicopter. For the majority of stretchers, one sling is secured to each PHOTO: DAVID HIGGS corner of the stretcher using spring

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lock or screw gate karabiners. PAM AIR 299 The winchman will not proceed with the winching until he is happy with the security of the slings and stretcher or the position of the stretcher. He has the ultimate responsibility and authority when winching. The casualty should be secured in the stretcher as for a vertical/horizontal lower. Just prior to winching the sling assembly, the integrity of the stretcher and any karabiners should be checked for PHOTOS: security. If the stretcher is of the JAMES LYNE AND DUNCAN TRIPP collapsible type, double-check the locking mechanism.

When the helicopter moves into the winching position, at least two people should stay with the stretcher to: G Prevent it from being blown. Notes: placed near to the debris and G Protect the casualty from ahead of other searchers who downdraught and debris. 1. Any stretcher handles, may well contaminate or mask the G Assist the winchman. extended during lowering or scent for the dogs. This is where G ‘Operate’ the hi-line for the carrying, should be placed in the the combined use of dogs and winchman. stowed position before winching. their rapid deployment by 2. Rigging of stretchers for helicopter can pay dividends in a winching into MCA aircraft is time critical search. identical to the RAF/RN helicopters. The training process 15. Helicopters and dogs Like humans, dogs need to be

1 trained and exposed to a variety of 1

0 experiences and situations. MRT 2 The array of resources available

D to the search manager is varied members typically undergo O TOP: THE AUTHOR WITH AONACH M

/ and in most cases plentiful. mandatory safety training, T H However, SAR dogs are a finite winching and helicopter crash drill LEFT TOP: SEARCH AND G I

R RESCUE DOG WITH HANDLER Y resource but, when coupled with a briefings. This is generally P

O helicopter, become an immediate straightforward and carried out IN THE IDEAL CONFIGURATION C

N and efficient search asset able to using video footage, lectures, W

O be placed in difficult terrain and practical drills and exercises. R

C then cover large areas. One of the These techniques allow team

© most important tasks dogs members to become familiar and undertake is their rapid deployment operate in a safe and confident post-avalanche when they can be manner without compromise to BELL STRETCHER BEING WINCHED

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the helicopter, the crew or G The handlers and dogs are PHOTO: BOB SHARP themselves. A major function of next secured in the helicopter that training is to help alleviate fears then takes them for a short and anxieties that are experienced familiarisation flight. by some people. The same G Next, the helicopter lands and training must also be carried out deploys the handlers and dogs by and with dogs. Some of the before getting airborne to the problems in this process are that hover. With the winchman on the dogs don’t tend to be as attentive ground, the winch is deployed with or have the same ability to sit a static lead, two Grabbit hooks through videos or lectures as their and a strop. One at a time, the human counterparts! The process handlers are called forward with that is used is one of gentle their dog, where they’re winched progress, which allows the dogs to into the helicopter (described in become familiar and de-sensitised more detail below). to the unusual smells and sounds of the helicopter. G All of these steps are completed as many times as required to the satisfaction of all concerned. To do this the following process is generally followed: Boarding and exiting G Handlers are firstly given the standard brief for mountain rescue protocols P

personnel on helicopter be aware of on top of the general P For most dogs, once they have I R operations. completed training, it’s relatively requirements. Dogs can be T N easy to get them onto the aircraft. unpredictable and their natural A G Handlers and dogs are then C survival instinct when put in an N presented to the crew (in case of Often, enthusiastic dogs and U unfamiliar environment can be D any aggression the co-pilot is handlers run to the helicopter then D expressed as fear and aggression. N ‘volunteered’ to be presented attempt to jump into it. Many fail – A E

especially the handlers! With that More so when forced into a noisy, N first!). Y smelly helicopter! With this in mind L in mind, it is far easier for handlers, S G With the helicopter shut down E once cleared, to enter the rotor the laid-down rules for the carriage M A the handlers and dogs are given J disc, approach the door, hand the of any dog is that they are to be : O the freedom to wander around T lead to the crew and lift the dog in. muzzled. However, given that all O and in the helicopter. H They then climb onboard, strap dogs on SAR operations must P G An engine is then started and, themselves in and take the lead have completed mandatory once more, the handlers and dogs back from the crew member. This helicopter training, crews generally are free to wander around and in process ensures there is positive take a pragmatic approach and do the helicopter. control of the dogs at all times and not enforce this rule. But if, during the handler is not distracted trying training, dogs have shown any G The other engine and rotor to get him/herself in. Exiting is the signs of aggression then handlers head are then started with the reverse. are to ensure that they are handlers and dogs at a safe muzzled. distance. Flying Generally, dogs – like their G They then approach the handlers – are so focused on the helicopter and again the handlers Flying dogs is relatively unique to task that crews have little or no TOP: SAR DOG AND HANDLER and dogs are free to wander SAR helicopters and, as such, there problems with either. It has been around and in the helicopter. is a number of additional known for some dogs to use the LEFT TOP: STATIC DISCHARGER, considerations handlers need to TWO GRABBITS AND STROP

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P act as a winching medium, it also Generally a dog’s survival instinct P I

R needs to provide the dog with a is much stronger than a human’s T

N degree of security, comfort and and, as such, they are normally A

C restraint. Ideally, when dog and reluctant to be winched, especially N U

D handler are to be winched, they from the helicopter. It has been D

N will be presented with the winch known for dogs to dig their claws A

E hook (contents may vary) but will into the floor seam. Prizing their N Y

L generally have a static discharger, claws out ends up like a scene S

E two Grabbit hooks and a strop. from Tom and Jerry with claws M A

J The ideal procedure is for the pinging out from the seam one by :

O dog to be attached first to a one as they are winched out and T O

H Grabbit, the handler’s bag to the ‘scrape’ down the side of the P second Grabbit and the handler helicopter! then gets himself into the strop. Once on the ground, they are Once in the strop, the handler normally glad to be alive. So much should lift the hook up into the so that on one occasion, the winching position, which will handler removed himself and bag ensure that dog and bags are still but the dog felt he’d had enough attached. With one hand holding and ran off with the hook and the hook, the other hand must helicopter attached. At this point ‘protect’ the gate on the Grabbit the dog discovered that pulling ten PHOTOS: JAMES LYNE AND DUNCAN TRIPP HAND USED TO PREVENT with the dog. This will ensure that tons of helicopter was futile and ‘ROLLOVER’ the dog’s harness attachment has although the hoist looked like 245 not and cannot ‘roll over’ the feet of retractable lead, when fed under seating area as a refuge Grabbit gate, which could lead to with 3000 psi of hydraulic pressure and have to be ‘encouraged’ out. the dog falling off. Once the winch no amount of canine Most settle and ‘enjoy’ the ride, takes the weight, the handler was going to overcome it! some a little too much. On one removes his hand from the hook occasion a dog had to be dragged and the Grabbit, and turns his 16. Hi-line from the co-pilot’s lap whilst flying! attention to supporting and On another occasion, a dog reassuring the dog. At the door of The hi-line is a length of rope that refused to take a biscuit and the the aircraft, the handler again can be used in a number of handler unconsciously threw it out guards the Grabbit gate until they versatile ways. When working with of the door. Happily, the dog was are safely inside the helicopter. boats the hi-line can be lowered to caught mid flight halfway out the the deck with the aid of a weight. door! Feeding dogs, and co-pilots, Winching This can then be pulled in by the whilst in flight is to be discouraged. boat crew, stabilising and from the helicopter controlling the winchman as he is As with the winch in, dog, bag winched out into a confined area Winching to and handler are attached. Again, it or onto a lively deck. the helicopter is important to guard the Grabbit In another method the winchman PHOTO: DUNCAN TRIPP Dogs are not designed, nor do that the dog is attached to. Once can be lowered, taking the hi-line they generally have the desire, to at the door, the handler checks the with him, and when he arrives on TOP: PACKED HI-LINE be winched. Therefore, there is a strop has not slipped while moving the boat or ground, with the hi-line CENTRE: UNWRAPPED HI-LINE need for any harness to be to the door and managing the dog’s attached to the winch hook, he ABOVE: HI-LINE USED TO formally recognised and cleared movement. When on the ground can then deploy the hi-line as the STABILISE COASTGUARD PUMP by the organisation for which they the handler slips the strop, removes winch cable is winched in and the ONTO FISHING BOAT belong. Not only does the harness their bag and then the dog. helicopter backs off out of the

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overhead. This reduces noise, will be given the red handle to link to take over. Never feed your downdraught and the helicopter hold. By doing this the weak link, wrist through the loop! crew’s work load compared to circled below, is effectively For the RAF, the hi-line is 150 feet being in the hover. It also means bypassed as it can break easily of nylon rope rigged in a pouch. the winchman can remain in under shock load – your arm/ For the RN and MCA, the length ‘contact’ and have the hook, with strength now acts as the weak and presentation is different but or without equipment, returned to link. Do not overstrain yourself, the principle remains the same. At him whilst the helicopter remains moderate strength is enough – each end there is a karabiner with out of the overhead. anymore then you should release one end attached to the karabiner During the recovery the the handle and allow the weak by a weak link, which has a winchman will brief the ship’s crew breaking strain of 150-180 lbs. or emergency services to deploy Hi-lines can be joined together for the hi-line as he is winched in. extended cable recoveries. The They should allow the hi-line to weak link end, which is the same pay out maintaining firm pressure; as the red handle end, is attached this will stop the winchman and either to the hook, stretcher, or the stretcher from swinging and winchman may elect to hold it. spinning, recovering from a confined area or lively boat in a NEVER ATTACH THE ‘DEAD END’ controlled manner. If there are OF THE HI-LINE TO A BELAY OR multiple winching evolutions then HI-LINE WEAK LINK FIXED STRUCTURE. ideally two people should ‘operate’ the hi-line; one to deploy and heave to and the other to PHOTOS: JAMES LYNE AND DUNCAN TRIPP control/manage the ‘dead’ hi-line to prevent entanglements. Once the winchman has reached the door, he will release the hi-line allowing it to drop away, so be aware.

HI-LINE HANDLE

If you are being HI-LINE, STATIC DISCHARGER, GRABBIT AND TWO STROPS deployed/recovered by the winchman using a hi-line, you

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The Italian Hitch is a very simple 17. Stretcher back PHOTO: JAMES LYNE belay technique – and commonly used friction knot ‘Helicopter Double which has the advantage that, Italian Hitch Stretcher when tension is released, the knot Belay System’ relaxes. It can be used as an abseil system, when only a rope and karabiner are available, Background negating the need for equipment On occasions, the crew may or an abseil device such as a arrive on scene to find the casualty figure of eight. already ‘packaged’ in a stretcher. This situation often occurs when The system the rescue involves MRTs – both First a secure belay point must civil and military, and during cliff be located above the stretcher rescues involving the MCA. and, using slings/rope, form a During these incidents, there may belay brought to a single point and be a need to load the casualty into attached to a karabiner. The belay the stretcher in far from ideal rope is then attached with an conditions, on some precarious or WINCHING WITH CASUALTY ON STEEP GROUND Italian Hitch and either locked off or steep terrain. This will result in the held and controlled by the ‘anchor need for the stretcher to be simply releases his end and, at man’. A tail of 2-3m of dead rope secured to some sort of belay prior worse, the winchman and stretcher is ideal. to the helicopter’s arrival. However, will be winched up with a length of when it comes to recovering the The stretcher should be set up rope attached. As a tertiary back up casualty in the stretcher by with a bridle using either rope or the ‘anchor man’ should have a J helicopter, having it secured to slings to maintain the stretcher in knife/knife at his disposal and, if all both a belay and the winch at the the required attitude and like the else fails, the belay rope can be cut. same time can traditionally have belay, brought to a single point This is a simple system which distinct disadvantages. and attached to a karabiner. The bridges the gap of having both the other end of the belay rope is then aircraft and stretcher attached to The general rule, during attached to the stretcher via the the belay at the same time. But recovery, is that the stretcher karabiner with an Italian Hitch and most importantly it maintains the cannot be secured to both the again either locked off or held integrity and security of the belay and the helicopter winch at secure by the ‘stretcher man’, as casualty throughout the recovery. It the same time. This is mainly due before a tail of 2-3m of dead rope must, however, be emphasised to concerns that, if the helicopter is ideal. that this system and the use of the needs to fly away, there is potential Just prior to arrival the ‘anchor Italian Hitch is only for use on to compromise the casualty, man’ and the ‘stretcher man’ steep ground and is not to be winchman or, more importantly, unlock the Italian hitches and take used for vertical/horizontal lowers. the aircraft. control. When the winchman It is generally incumbent on the arrives, the stretcher can be winchman and emergency attached to the winch and, on the services to ensure that the transfer winchman’s command, the from belay to helicopter winch is ‘stretcher man’ releases his end of both quick and more importantly the rope. When the stretcher is safe. This, however, leaves the winched in, the rope simply pulls casualty in a compromised through the karabiner. Should, for situation where, for a finite time, any reason, this end of the rope they are insecure. become tangled the ‘anchor man’

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18. Emergency drills PHOTOS: DUNCAN TRIPP The Sea King helicopter is a robust, twin-engined aircraft, with a first class safety record. In the unlikely event of an emergency, the following procedures should be adopted:

G Follow the directions of the crew.

G Secure any loose equipment, putting it under seats or feet.

G Ensure your is tight, the legs are at right angles and the feet are not tucked under the seat rail.

G On hearing the call ‘BRACE BRACE’ or being shown the ‘BRACE BRACE’ card:

G Place the arm nearest an exit IDENTIFY EXIT ‘ORIENTATION’ ARM ACROSS BODY across your chest gripping the opposite shoulder. This is called the orientation arm and is important after a crash or ditching in helping you to locate and orientate yourself towards your nearest exit – this will be discussed later in this section.

G Place the other hand under the knees with the hand gripping the clothing on the opposite leg.

G The head and chest are brought down towards the thighs, with the elbow of the arm placed on the far side of the knees.

G The face is pushed into the crook of the arm with the chin tucked into the chest and the body braced for impact. OTHER HAND GRABS SEAT RAIL FACE INTO CROOK OF ARM

G Prepare for a series of impacts. G Remain strapped into your seat until: All motion has stopped or , When told to move by the crew or ,

When you can hear your own heartbeat!

G Release your seat belt. LIFT RELEASE

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Exit through the normal routes. If Some windows are ‘obstructed’ PHOTO: DAVE WHALLEY these are blocked, damaged or a by a black and yellow bar this fire is present, the emergency exits too can easily be removed. will have to be used. In RAF Sea Kings, all the cabin windows are jettisonable and can be used as emergency escape exits. Each window has a large metal ring and a red tag , normally located at the top.

BAR ACROSS WINDOW

Move out quickly and clear the helicopter to at least 50 metres upwind.

RING/TAB AT TOP OF WINDOW

By pulling the ring/tab , the BAR REMOVED window seal is removed and the window is easily pushed out. Note: Emergency handles and window jettison tags are coloured YELLOW and BLACK or RED.

Other helicopters have similar emergency procedures, ensure that you refamiliarise yourself with your escape exits and drills every time you fly. DO NOT JETTISON ANY WINDOW WHILST AIRCRAFT IS IN FLIGHT

ALL PHOTOS (APART FROM SNOWY SEA KING): DUNCAN TRIPP

PULL RING/TAB OOPS!!

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Keeping hold of the helicopter 19. Over water PHOTOS: DUNCAN TRIPP structure, work your way along to There may be occasions when your chosen exit. Open the exit – you will fly over extended remember that if the helicopter is expanses of water. In this case, upside down the tabs/handles the crew will issue you with won’t be where you expect, keep passenger lifejackets. These are hold of the structure at all times or very similar to the ones you will you will become completely have seen when flying in any disorientated and will not get out. civilian airliner. If these are to be issued, the crew will brief you on It is vital that you: their operation. G Are all disciplined. G Maintain your grip with your If, in the extremely unlikely orientation hand and the other on circumstances, you have to ditch the buckle – do this or you will or you are disorientated after a become completely disorientated. crash it is important to use your G Wait until all violent motion has ‘orientation arm’ to help locate the stopped. nearest exit. In a ditching most G Wait until water has equalised helicopters have automatic and – if you do not, each window is manual inflation devices that are approximately 0.5m 2, taking into designed to keep it afloat. account flow rate and pressure Over water you should adopt the you will be fighting against crash position as previously approximately 1.5m 3/sec ie. 1.5 detailed. However, if the flotation metric tonnes per second! devices are damaged or the G Always maintain contact with helicopter starts to fill with water, or the helicopter structure until you if the helicopter starts to roll over, escape immediately bring the ‘orientation This whole process will take arm’ up and locate a solid piece of approximately 20 seconds, the helicopter’s structure in the although it will feel like a lifetime. direction of your nearest exit. The However, carrying out these other hand should locate and hold actions will allow you to reorientate, onto the seat belt buckle – do not release your seat belt, and locate release yet. your exit and effect an escape. The helicopter may roll – just Once free, swim clear and inflate before your face enters the water, your lifejacket if necessary. take a deep breath whilst keeping Hopefully the crew will have both hands in position. Wait until deployed or taken the dinghies all violent motion has stopped and with them and you can then climb aboard and wait to be rescued by the water has stopped rushing in – Additionally, the seat belt inertia another helicopter! count to 10! Then open your eyes, system must be locked and the if they are closed, release your crash position above must be seat belt with one hand whilst 20. Sea King beam adopted. maintaining hold of the helicopter seats To release the seat belt locate with your orientation hand. the buckle, depress the silver If the beam seats are occupied button and rotate the body either NEVER INFLATE YOUR during a crash the same basic TOP: BRACE POSITION left or right 90º. LIFEJACKET INSIDE THE procedures apply. IN SEA KING BEAM SEAT HELICOPTER. OTHERS: RELEASING FOUR POINT HARNESS

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21. The Sea King potential targets identified visually If it is an inert object (rocks, Multi Sensor System by day without having to descend concrete, land, etc) much of the (MSS) – background the aircraft to observe closely, for energy comes from the sun, which information example in the context of a coastal emits IR, which is subsequently or mountain search. absorbed by the object in question and re-emitted to atmosphere. System description As most IR comes from the sun, The Sea King is equipped with if it’s a hot sunny day, an object will the STAR-Q Multi Sensor System have more chance to absorb (and (MSS). The MSS comprises of a subsequently re-emit) radiation Thermal Imaging (TI) system and a than if it’s a cold day, or at night. daytime TV camera, co-located in This means that, even though you an external turret mounted under may think a human body will stand the port stub wing. Both TI and TV out because it’s ‘warmer’ than the can be recorded on a digital video surroundings, if those surroundings recorder of broadcast quality along are emitting more radiation than PHOTO: JAMES LYNE AND DUNCAN TRIPP with the aircraft intercom system PHOTO: JAMES LYNE the object you’re looking for, then it AND DUNCAN TRIPP and radios. will be hard to detect. Information from the radar, TV Cliffs, dry sand and concrete are and TI is displayed to the operator all examples of material, which, by means of two screens and the will obscure the thermal picture operator has the choice of Radar, due to the high amount of radiation TI, TV or video playback (of TI and being re-emitted to atmosphere. TV) on his screens. Hence a relatively small human will The system is controlled by the be extremely difficult to pick out operator by means of a keyboard against that background. This © CROWN COPYRIGHT/MOD 2011 co-located with the radar keyboard phenomena of thermal crossover at the radar station, and the TI/TV continues for an hour or two after turret is controlled by using a dusk as the background stored joystick. The TI side of the system energy dissipates, and the reverse is often referred to as FLIR (Forward occurs at dawn as the background Looking Infra Red), which is a bit of starts to absorb and potentially a misnomer, as the Sea King obscure any target. Therefore the system has full 360° coverage in MSS TURRET TI is primarily a nighttime sensor. azimuth, and from + 20° to 120° In order to better manage the (ie. beyond vertical) in elevation. It is a mistake to think TI systems thermal radiation available for The TI, in the right conditions, will like that on the Sea King detect detection TI searches are normally pick up cows etc, up to 4-5 miles temperature – they actually detect carried out at 1000–1500 foot as away, and small animals like energy. This energy is in the form opposed to visual searches, which rabbits at half to one mile – if of radiation, Infrared (IR). All are carried out at 100–200 foot, configured correctly. It will pick up materials above a temperature of hence a TI search is incompatible surfers in neoprene wetsuits in absolute zero ( –273°C) emit energy with a visual search. Another excess of two miles, and a head in in the form of radiation. If the limitation is that TI doesn’t work in the water up to 0.6 mile (in object in question is a living thing cloud and becomes degraded in favourable sea conditions). (human being, for example), then rain due to atmospheric The TV has a zoom facility, 27 this IR radiation will be produced attenuation. However, it will see times zoom plus a x2 extender, mainly (but not exclusively) by the through smoke and haze much which is excellent for classifying heat of the body. better than the naked eye.

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Practical Thermal the sun, the more radiation is ‘…search the path from point A to Imaging (TI) operations available to be absorbed, hence point B and 300m either side…’ or and search planning re-emitted and/or reflected. ‘…search the coastline from grid Consequently, for a particular ref X to grid ref Y…’ or ‘…search considerations surface, better results may be within a 1km radius of the old The MSS can help significantly in obtained in winter than in summer. peoples’ home at grid ref Z…’ several main areas, but does have This emphasises the importance G Surface type: Some materials limitations, which need to be of an on-scene face-to-face emit/reflect too much radiation for considered when planning a search, briefing with the Search Manager crews to see through. Boggy and working out how effective the or POLSA co-coordinating the moorland, being wet, and search will be. Some of the practical search, to ascertain exactly what is undergrowth may be easier to aspects to consider in formulating required and what has already search at night than rocks, due to a TI search plan are: been searched. It is important the their high water content. Large operators take time to sort out G Target Type: TI is only ‘skin areas of cliff are difficult to search search parameters and that the deep’, which means that whatever effectively just after sunset. crew is briefed on a coherent plan the outer presenting layer is, that’s G Overwater search areas: The before they get airborne. Local what we’ll see on the kit. Surfers in TI kit is very good at picking up MRTs, MCA, police etc, have an neoprene wetsuits show up well in casualties in the water, especially if excellent knowledge of where the water, people walking in Gore- in wetsuits or fitted with a life missing people are most likely to Tex also show up pretty well over jacket, and can pick up a head at be. It is, therefore, highly land, especially at night or against up to 1km in calm seas. However, advantageous for the crew to take bland thermal backgrounds. a severely hypothermic/dead one of these personnel on board. However, some materials such as casualty is likely to present little plastics don’t give off much energy Hover height vs. light levels: thermal contrast for the operator G and don’t show up at all well. For a good thermal picture, higher and, in all cases, the probability of Survival ‘bivvi bags’ are an example is better, up to a point, so over detection decreases with of something not showing up very water and over land the helicopter increasing sea state (chances of well. (So, if there’s a chance you needs to be up at 500- 1500 foot detection decrease significantly in will be chased by a helicopter with depending on the target type. In sea state 4 and above), as the TI, or don’t want to be found – the mountains, cloud base may head/body becomes ‘washed always carry a bivvi bag!!) preclude this and the pilots need over’ with the relatively colder to be able to have good VISUAL G Time of day – the sunnier it is, water masking the casualty. references to maintain a high and the more intense the sun, the G Overland search area: The hover. In areas with poor cultural more radiation is available to be police and other TI operators won’t lighting, or in times of poor light absorbed, hence re-emitted, and/or get airborne on a nebulous levels (no moon, full cloud cover reflected. Daylight will give a ‘…someone went missing four etc), the NVG performance may poorer search quality than night, hours ago. Your TI search area is a be degraded to such an extent particularly over some land box 20km x 20km…’ type call. This that the pilots will be unable to surfaces, and the few hours after is seen as a near impossible task, maintain a high hover – NVG sunset can be a bad time to search so they’ll always get accurate performance gets significantly cliffs as they will still be ‘giving intelligence and tie down the area poorer with height. In this case, the back’ all the radiation they have for search as tight as they can crew may attempt a lower hover absorbed during the day. before committing to it. The Sea and accept the degraded TI Nighttime should yield better King crews will do the same, as performance, or resort to visual thermal results generally, particularly searching a large overland area search techniques with the TI as a over land. will generate literally hundreds of back up. G Time of year: As above, the thermal targets to investigate. A sunnier it is, and the more intense more realistic tasking would be

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G Weather: TI is severely areas are a nightmare to search, Summary degraded in rain, mist and fog. At as are huge swathes of The MSS is another tool in the best, you can expect a 20% countryside containing numerous Sea King’s search capability. It is advantage over a visual search walls, rivers, streams, animals etc. not the answer to every search (according to the manufacturers). Open hillsides can be easier, problem and it is not effective in all In practice, the advantage can be especially if they are of a bland weathers, terrains or at all times of small, if any. However, IR radiation thermal background and don’t day. In the right conditions, however, penetrates haze extremely well, so have too many animals wandering it is an outstanding sensor, which is very useful for searching in around. Beaches and coastline will both speed up searches and conditions where visibility is reduced are fairly easy to search, but TI is increase the probability of locating by dense haze/smoke/smog. obviously best used by night in these areas. the target, assuming, of course, G Type of terrain: Dense the target wants to be found! woodland and populated urban

22. Acknowledgments Dawn McNiven Thanks to the various Media and Communications photographers for the use of their Thanks to the following for their Officer, RAF Kinloss material: editorial comments, guidance and Dr Bob Sharp FRGS Flight Sergeant James Lyne assistance: Lomond MRT For the majority of the Group Captain Jonathan Dixon Dr Tony Jones MBE photographs. AFC, MA, BSc Vice Chairman Mountain Rescue John Paul Photography SAR Force Commander England and Wales Defence Images Wing Commander (Retired) The members of the Lake District Pete Lloyd MBE, MBA, MA MCA Search and Mountain Rescue Ex-SAR Force Chief of Staff For the photographs or the S92 Association (LDSAMRA). and the AW139. Wing Commander Sara David Higgs MBE Mackmin MA, BEng Additional thanks to: Pilot, Officer Commanding 202 Kirsty Murfitt Squadron Master Aircrew Andy Batchelor Glenmore Lodge For the section on the STAR-Q Squadron Leader Pete ‘Rocky’ The various RAF and SAR Force system. Richardson members who have contributed Pilot, 202 Squadron Master Aircrew Paul Hayward their photographs and time in one Master Aircrew Mark Stevens and Sergeant Ade Brind way or another. Winch Operator, 202 Squadron For their help modeling in some of the photographs. Special thanks to: Warrant Officer Dave ‘Biffa’ Wilcox Flight Sergeant (Retired) Judy Whiteside Flight Commander Operations Daz Steatham Who brought a concept together. Ex-Leader of RAF Kinloss MRT Flight Sergeant Richard and his dog Aonach ‘Rusty’ Bale Chief Instructor, RAF Mountain Flight Sergeant Andy Carnall Rescue Service RAF SAR Force Deputy Media & Comms Officer

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23. Bibliography Search and Rescue Force Fire and Rescue Service Act Standard Operating Procedures. 2004. Military Aviation Policy, Regulations and Directives, Joint Search And Rescue Force Major PAM (Air) 299, Mountain Rescue Services Publication 550. Incident Response Plan. Training Handbook for Royal Air Force Mountain Rescue Teams. Search And Rescue Force UK SAR Operators Group Orders. Standard Operating Procedures Air Publication 3456. for Deployed Air Assets.

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