ambulance service of new south wales augusta …• asnsw aw139 technical crew training notes •...

AMBULANCE SERVICE OF NEW SOUTH WALES

AUGUSTA WESTLAND 139 TECHNICAL CREW

SYLLABI AND TRAINING NOTES

Revision 4 – June 2015

Disclaimer

ASNSW AW139 Technical Crew Training Notes Revision 4 – June 2015 Disclaimer - Page 1 of 1

These training notes are an uncontrolled document and are to be used for training purposes only. ASNSW Technical Crew must refer to the relevant aircraft flight manuals, and CHC Helicopters (Australia) Operations Manuals for current information. This document must not be reproduced in part or in whole with out the express permission of the Flight Standards Department - CHC Helicopters (Australia).

Index

ASNSW AW139 Technical Crew Training Notes Revision 4 – June 2015 Index - Page 1 of 1

ASNSW AW139 TECHNICAL CREW SYLLABI AND TRAINING NOTES INDEX

Section 1. Ground School Syllabus

Section 2. Flying Training Syllabus

Section 3. Training Aims Syllabus

Section 4. Aircraft Description

Section 5. Principals of Flight

Section 6. Operations - General

Section 7. Emergency Procedures

Section 8. Duties and Responsibilities

Section 9. Airmanship

Section 10. Role Equipment

Section 11. Winching Procedures - Normal

Section 12. Winching Procedures - Emergency

Section 13. Confined Area Operations

Section 14. Hover Exit/Entry Procedures

Ground School Syllabus

ASNSW AW139 Technical Crew Training Notes Revision 4 – June 2015 Section 1 - Page 1 of 8

SECTION 1. GROUND SCHOOL SYLLABUS 1 General

2 Classification of Technical crew

3 Ambulance Rescue Crewperson

4 Medical Crewperson

5 Medical Attendant

6 Conversion to New Type

7 Examinations

8 Failure to Achieve Standards



GROUND TRAINING TECNNICAL CREW 1. General Introduction. The training specified below applies to client staff employed as Ambulance Rescue Crewpersons (ARC), Medical Crewpersons (MC) and Medical Attendants (MA). Details for the initial training of technical crew for winching, SAR, emergency medical service, and passenger carrying operations are contained in this part. CHC training staff are to ensure that a satisfactory level of airmanship, CRM and operational technique is achieved and retained at all times.

The success of any flight where technical crew are required to be utilised depends, in the main, on good crew cooperation. Short, precise and standard intercommunication is vital in order to achieve good crew coordination. All crew members under training are to be directed to use standard, unambiguous phrases and not general chatter that may lead to confusion.

A separate LC and certificate of competence is required to each type of aircraft in which a person acts as a crew member. However, a candidate whose certificate of competence has lapsed on one aircraft type but is current on another company type may have a one-off extension approved by the Chief Pilot, depending on recency and overall experience. Training Times. The time stated for the following training modules is based on a student having no previous experience as Technical crew. The Senior Aircrewman shall review the background of all Technical crew to determine the training required to release them to the line in a particular role.

Training References • ASNSW AW139 Technical Crew Training Notes • CHC Operations Manual – Flight Ops

2. Classification of Technical crew a. Ambulance Rescue Crewperson

A member of the flight crew other than a pilot, who is qualified and proficient in the operation of equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate means) to a person in distress and to render the necessary aid prior to evacuation by the most appropriate means in the EMS role. Ambulance Rescue Crewpersons are qualified Medical Attendants. b. Medical Crewperson A member of the flight crew other than a pilot, who is qualified and proficient in the operation of equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate means) to a person or persons in distress and to render the necessary aid prior to evacuation by the most appropriate means in the EMS role. Medical Crewpersons are qualified Medical Attendants. Caution: MC’s are not qualified to conduct water rescue operations. c. Medical Attendant A member of the flight crew other than a pilot who is qualified and proficient, in the role of medical passenger retrieval, transport and control. Note: Primary response may require hover disembarkation / embarkation procedures.



3. Ambulance Rescue Crewperson – 3 days

a. Prerequisites.

• ASNSW Standards b. Ground School.

Aircraft Description

• Aircraft general; • Entry / exit points / procedures; • Radios and intercom systems; • Fuselage structure; • Flight controls; • Weight and balance; • Power plant; and • Power train.

Principles of Flight

• Configuration and control; • Hovering and forward flight; • Autorotation; and • Blade sailing.

Duties and Responsibilities

• Scope of the ARC role; • Civil Aviation Orders; and • CHC Operations Manual

Aircraft Husbandry

• Aircraft cleanliness

Refuelling Procedures

• Aircraft earthing requirements; • Refuelling with passengers onboard; and • Hot refuelling – crew duties.

Fire Procedures

• Extinguisher classification and rating; • Extinguisher checks; • Extinguisher use; • Fire fighting considerations; • Location of extinguishers; • Standard marshalling signal (aircraft fire) • Fire during refuelling; and • Other types of aircraft fires.

Emergency Procedures

• Distress and urgency calls • Forced landing procedures • Ditching procedures and • cabin / baggage compartment fire

Airmanship

• Definition; • Teamwork; • Crew communication; and • Situational awareness.

Role Equipment

• Pre/post flight inspections & maintenance;

• Correct fitment of role equipment; • Stretchers; • Tag line kit; • Combination hypothermia strop; • Hi line kit; • Quick splice plate; • Equipment strap; • Karabiners; • Single point restraint and associated

connectors; • Hand held search light; • Hand held DF • Safety harness; • Capewell quick release; • Life jacket; • Life raft; • Pyrotechnics; and • Personnel equipment – flight helmet,

surface swimmer equipment, etc.

Rescue Hoist

• Capabilities; • Limitations;



Winching Procedures – Normal

• When to winch; • Crew qualifications; • Winch currency; • Training limitations; • Winching areas; • The winch circuit; • Crew duties; • Communications; • Key words; • Methods of recovery;

- Single strop lift (dry/wet); - Double lift (dry/wet); - Hypothermia strop lift; - Stretcher lift (dry); - Winching to vessels; - Hi line transfer;

• RADAR / HF transmissions during winching operations (RADHAZ);

• Static electricity considerations; and • Crew hand signals.

Winching procedures – Emergency

• Minor aircraft emergencies; • Major aircraft emergencies; • Emergency commands; • Winch emergencies (information only);

- Height (Low) - Fouled cable; - Intercom failure – hover/run in; - Runaway cable; - Emergency cut; - Stoppage; and - Pendulum dampening / stretcher

spin Night Winching Operations

• Aircraft/crew requirements; • Night winching over land.

Winching Procedures – Static Training

• Perform winch hook up and

presentation for security inspections; • Disconnect from wander lead and exit

aircraft on winch hook (clean, equipment & double)

• Perform winch hook up and aircraft entry (clean, equipment, double, hypo & stretcher);

Minimum evolutions for each of above shall be three (3);

Confined Area Operations

• Single/double angle approaches; • PSWAT checks – rationale; and • Aircraft clearances and; • ARC responsibilities.

Patient Care

• Loading/unloading (single/double

patient); • Communications; • Equipment stowage and use; • Care of children and escorts;

Hover Exit/Entry Procedures

• Rationale • Technique



4. Medical Crewperson - 2 day a. Prerequisites.

• ASNSW Standards b. Ground School.


• Aircraft general; • Aircraft entry / exit points / procedures; • Radios and intercom systems; • Fuselage structure; • Flight controls; • Weight and balance; • Power plant; and • Power train.


• Configuration and control; • Hovering and forward flight; • Autorotation; and • Blade sailing.


• Scope of the mc role; • Civil aviation orders; and • CHC operations manual

Aircraft Husbandry

• Aircraft cleanliness

Refuelling Procedures • Aircraft earthing requirements; • Refuelling with passengers on-board;

and • Hot refuelling – crew duties.

Fire Procedures

• Extinguisher classification and rating; • Extinguisher checks; • Extinguisher use; • Fire fighting considerations; • Location of extinguishers; • Standard marshalling signal (aircraft fire); • Fire during refuelling; and • Other types of aircraft fires.


• Forced landing procedure; and • Ditching procedures; • Cabin / baggage compartment fire

Airmanship


Role Equipment

• Pre/post flight inspections and

maintenance; • Correct fitment of role equipment; • Stretchers; • Tag line kit; • Combination hypothermia strop; • Quick splice plate; • Equipment strap; • Karabiners; • Single point restraint and associated

connectors; • Safety harness; • Capewell quick release; • Life jacket; • Life raft; • Personnel equipment – flight helmet, etc.

Rescue Hoist

• Capabilities; • Limitations;



Winching Procedures – Normal

• When to winch; • Crew qualifications; • Winch currency; • Training limitations; • Winching areas; • The winch circuit; • Crew duties; • Communications; • Key words; • Methods of recovery;

- Single strop lift (dry); - Stretcher lift (dry),

• Radar / HF transmissions during winching operations (RADHAZ);

• Static electricity considerations; and • Crew hand signals.

Winching Procedures – Emergency

• Minor aircraft emergencies; • Major aircraft emergencies; • Emergency commands; • Winch emergencies (information only);

- Height (Low) - Fouled cable; - Intercom failure – hover/run in; - Runaway cable; - Emergency cut; - Stoppage; and - Pendulum dampening / stretcher

spin

Night Winching Operations

• Aircraft/crew requirements; • Night winching over land.


• Perform winch hook up and presentation

for security inspections; • Disconnect from wander lead and exit

aircraft on winch hook (clean, equipment & double);

• Perform winch hook up and aircraft entry (clean, equipment & stretcher);

Minimum evolutions for each of above shall be

three (3); Patient Care

• Loading/unloading(single/double patient); • Communications; • Equipment stowage and use; • Care of children and escorts;

Hover Exit / Entry Procedures

• Rationale • Technique •



5 Medical Attendant - 1 day a. Prerequisites.

• ASNSW Standards c. Ground School Aircraft Description

• Aircraft general; • Entry / exit points / procedures; • Radios & Intercom systems; • Fuselage structure; • Flight controls; • Weight and balance; • Power plant; and • Power train.


• Configuration and control; • Hovering and forward flight; • Autorotation; and • Blade sailing. •


• Scope of the MA role; • Civil Aviation Orders; and • CHC Operations Manual

Aircraft Husbandry

• Aircraft cleanliness. Refuelling Procedures

• Aircraft earthing requirements; • Refuelling with passengers onboard;

and • Hot refuelling – crew duties.

Fire Procedures

• Extinguisher classification and rating; • Extinguisher checks; • Extinguisher use; • Fire fighting considerations; • Location of extinguishers; • Standard marshalling signal (aircraft

fire); • Fire during refuelling; and • Other types of aircraft fires.


• Forced landing procedures; • Ditching procedures; • Cabin/baggage compartment fire.

Airmanship


Patient Care

• Loading/unloading(single/double patient); • Communications; • Equipment stowage and use; • Care of children and escorts.


• Rationale • Technique



6. Conversion to New Type Introduction Conversion to new type training will be necessary where technical crew are required to perform crew duties in an aircraft type on which they have not been qualified before. On completion of conversion to type training technical crew are to successfully complete a check prior to commencing operations.

Additional ground school training to that detailed below will be role/contract dependent.

Ground school – 1 day


• Esc; • Aircraft general; • Radios and intercom systems; • Fuselage structure; • Fight controls; • Weight and balance; • Power plant; and • Power train.


• Forced landing procedures and • Ditching procedures


• Perform winch hook up and

presentation for security inspections; • Disconnect from wander lead and exit

aircraft on winch hook (clean, equipment & double);

• Perform winch hook up and aircraft entry (clean, equipment, double, hypo & stretcher);

Minimum evolutions for each of above shall Be three (3);


• Technique

7. Examinations

• Examinations to test candidate’s

knowledge following the ground school will be taken from the Technical crew Question Book (Library TRNG 100) held by the FSD. The pass in all exams is 90%, corrected to 100%, by the TACM.

• Emergency Survival Check (ESC) IAW CAO 20.11 is to be successfully completed.

8. Failure to Achieve Standards

Candidates who fail to achieve a pass standard on the ground school examination will be given a revision period and a retest at the discretion of the TACM. Should the candidate fail a second time the training is to be suspended and the matter referred to the Senior Aircrewman and the Chief Pilot.

Flying Training Syllabus


SECTION 2 FLYING TRAINING 1 General

2 Ambulance Rescue Crewperson – Flying Syllabus

3 Medical Crewperson – Flying Syllabus

4 Medical Attendant – Flying Syllabus

5 Line Check

6 Emergency Survival Check

7 Conversion to New Typeus

8 Confirmation of Training

9 Completion Standard

10 Failure to Achieve Standard



1. General The flying training requirements will be dependent on the role and aircraft type on which the

candidate is to be utilised. The TACM is to ensure that adequate flying training is conducted so as to meet the role requirements, with competency standards sufficient to be cleared to line duties. A line check for the candidate will be required annually from completion of initial training.

Following the successful completion of the ground school phase students may proceed with the following role flying training.

Training References:

TFSI-2015-T029-AU Technical Crew Training Syllabi ASNSW AW139 Technical Crew Training Notes - Revision 4



!

2. Ambulance Rescue Crewman – Flying Syllabus !

04A!Rescue!Crewman!/!Ambulance!Rescue!Crewman!Course!4!Initial!

NAME! ! ARN! !

LOCATION! ! A/C!TYPE! !Planned! Completed!

! ! Gnd! Flt! Instructor! Gnd! Flt! Date!

#GS04#&Rescue&Crewman&ground&school&

5&days& & & ! ! !

RCM1& Confined&Areas& 2.0& 1.0& & ! ! !

RCM2& Land&Winching& 2.0& 1.0& & ! ! !

RCM3& Land&Winching& 2.5& 1.5& & ! ! !

RCM4& Water&Winching& 2.5& 1.5& & ! ! !

RCM5& Night&Winching& 2.0& 1.0& & ! ! !

RCM6& Boat&/&Hi&Line&Winching& 2.5& 1.5& & ! ! !

& Crewman&Line&Check& 2.5& 1.5& & ! ! !

& & & & & ! ! !

& & & & & ! ! !

& & & & & ! ! !

& & & & & ! ! !

& & & & & ! ! !

& & & & & ! ! !

& & & & & ! ! !

! Total! ! ! ! ! ! !

Notes:!

!

!

!

!

!

Certified!conducted!as!above!

DATE&TRAINEE&

SIGNATURE&INSTRUCTOR’S&

NAME&INSTRUCTOR’S&SIGNATURE&

VALID&TO&

! ! ! ! !

#Rescue Crewmen Ground School is ‘component dependant’ and as such is delivered over the entire course of training#



RCM!1!Confined!Area!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.0& Total& ACM& RCM& LHS&Flight&Time& 1.0& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Overview& Introduction&to&confines&area&operations&Item! Training!Element! Grade! I! W!

1& Perform&aircraft&pre&start&checks&–&act&as&fire&guard& ! ! !

2& Perform&necessary&equipment&pre&flight! ! ! !

3&Demonstrate&correct&use/fitment&of&aircraft&seat&belts/harnesses&&

! ! !

4& Demonstrate&correct&use&of&aircraft&cabin&doors&(in&flight)& ! ! !

5& Demonstrate&correct&use&of&aircraft&ICS&system& ! ! !

6& Display&understanding&of&PSWAT&checks& ! ! !

7& Display&understanding&of&Patter&Key&Words& ! ! !

8& Perform&2&x&CA&approaches&to&a&large&CA& ! ! !

9& Perform&2&x&CA&approaches&to&a&smaller&CA& ! ! !

10& Exercise&correct&Patter/Procedure&for&ACM&ICS&failure& ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !

Grade&–&use&4&point&scale,&I&incomplete&and&W&waived.&&Any&I&should&be&completed&during&a&subsequent&training&session,&and&added&to&the&form&for&that&session.&Notes:!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !



RCM!2!Land!Winching!/!Hover!Exit!&!Entry!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.5& Total& ACM& RCM& LHS&Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&

Overview&Introduction&to&over&land&Single,&Double,&Hypo&winch&&&Hover&Exit/Entry&

Item! Training!Element! Grade! I! W!


2& Perform&pre&flight&equipment&checks& ! ! !

3& Display&correct&use/fitment&of&aircraft&seat&belts/harnesses& ! ! !

4& Display&correct&use&of&aircraft&cabin&doors&(in&flight)& ! ! !

5& Display&correct&use&of&aircraft&ICS&system& ! ! !

6& Display&understanding&of&crew&hand&signals& ! ! !

7& Perform&2&x&Single&Winch& ! ! !

8& Perform&2&x&Double/Hypo&Winch& ! ! !

9& Perform&2&x&Hover&Exit/Entry& ! ! !

10& & ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !!!



!

RCM!3!Land!Winching!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.5& Total& ACM& RCM& LHS&Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Overview& Introduction&to&Stretcher&Winching&&&Tag&Line&procedures.&Item! Training!Element! Grade! I! W!







7& Display&understanding&&&execution&of&‘SPECTER’&checks& ! ! !

8& Perform&1&x&Single&Winch&with&a&folded&stretcher& ! ! !

9& Display&correct&stretcher&setcup/tag&line&position&considerations& ! ! !

10& Perform&2&x&Double&Stretcher&Winch&recovery& ! ! !

11& Perform&2&x&Tag&Line&evolutions&&& ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! ! !



!

RCM!4!Water!Winching!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.5& Total& ACM& RCM& LHS&Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Safety&Boat/Swimmer&Overview& Introduction&to&Water&Winching&operations&Item! Training!Element! Grade! I! W!

1& Fit&the&aircraft&Wet&Deck& ! ! !



4& Display&understanding&of&water&winch&training&limitations& ! ! !

5& Demonstrate&aircraft&exit/entry&technique& ! ! !

6& Demonstrate&wet&Single/Double/Hypo&technique& ! ! !

7& Perform&2&x&Double&Winch& ! ! !

8& Perform&2&x&Double&Hypo&Winch& ! ! !

9& Perform&1&x&Extension&Strop&Winch& ! ! !

10& Treat&winch&and&aircraft&for&corrosion&minimization& ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !



!

RCM!5!Night!Winching!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.0& Total& ACM& RCM& LHS&Flight&Time& 1.0& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&(Night)&Overview& Introduction&to&Night&Winching&Operations&Item! Training!Element! Grade! I! W!



3& Demonstrate&aircraft&internal/external&lighting/signals&& ! ! !

4& Demonstrate/perform&Hand&Held&Search&Light&use/procedures&& ! ! !




8& Perform&1&x&Stretcher&Winch&recovery& ! ! !

9& Perform&1&x&Tag&Line&evolution&& ! ! !

10& & ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !



!

RCM!6!Boat!/!Hi!Line!Transfers!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.5& Total& ACM& RCM& LHS&Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Suitable&Vessel&Overview& Introduction&to&Boat/Hi&Line&Procedures&Item! Training!Element! Grade! I! W!

1&Demonstrate&an&understanding&of&boat&winch&limitations/considerations&(risk&assessment)&

! ! !



4& Demonstrate&Boat/Hi&Line&Transfer&procedures& ! ! !

5& Perform&3&x&Boat&Transfers& ! ! !

6& Perform&2&x&Hi&Line&Transfers&(1&x&Stretcher&lift)& ! ! !

7& Treat&winch&and&aircraft&for&corrosion&minimization& ! ! !

8& & ! ! !

9& & ! ! !

10& & ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!


DATE&TRAINEE&



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! ! ! ! !



3. MEDICAL CREWPERSON – FLYING SYLLABUS

80!Medical!Attendant!/!Medical!Crew!Course!–!Initial!

&

NAME& & LICENCE!NO& &

LOCATION& & A/C!TYPE& &Planned&

Completed&& & Gnd& Flt& Instructor& Gnd& Flt& Date&

GS80& MC&/&MA&ground&school& 16.0&& & & & &RCM2& Land&Winching&/&Hover&Exit&and&Entry& & 1.5& & & & &RCM3& Land&Winching& & 1.5& & & & &RCM5& Night&Winching& & 1.0& & & & &LC& Crewman&Line&Check& & 1.0& & & & && TOTAL!(HRS)& 16& 5& & & & &Notes:&

Certified!conducted!as!above&

DATE& TRAINEE&SIGNATURE&

INSTRUCTOR'S&NAME&

INSTRUCTOR'S&SIGNATURE&

VALID&TO&

& & & & &

&&&



RCM!2!Land!Winching!/!Hover!Exit!&!Entry!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time&

2.5& Total& ACM& RCM& LHS&

Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Overview& Introduction&to&over&land&Single,&Double,&Hypo&winch&&&Hover&Exit/Entry&Item! Training!Element! Grade! I! W!







7& Perform&2&x&Single&Winch& ! ! !

8& Perform&2&x&Double/Hypo&Winch& ! ! !


10& & ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !!



!

RCM!3!Land!Winching!

Name! ! ARN! !

Location! ! Aircraft!type! !& Planned& Completed&Programmed&Time& 2.5& Total& ACM& RCM& LHS&Flight&Time& 1.5& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&Overview& Introduction&to&Stretcher&Winching&&&Tag&Line&procedures.&Item! Training!Element! Grade! I! W!







7& Display&understanding&&&execution&of&‘SPECTER’&checks& ! ! !



10& Perform&2&x&Double&Stretcher&Winch&recovery& ! ! !

11& Perform&2&x&Tag&Line&evolutions&&& ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !



RCM!5!Night!Winching!

Name! ! ARN! !



Flight&Time& 1.0& & & & &Method& Aircraft&flight&training.&Requirements& Aircraft,&crew,&TACM,&OMD,G&&&F.&(Night)&Overview& Introduction&to&Night&Winching&Operations&Item! Training!Element! Grade! I! W!



3& Demonstrate&aircraft&internal/external&lighting/signals&& ! ! !

4& Demonstrate/perform&Hand&Held&Search&Light&use/procedures&& ! ! !




8& Perform&1&x&Stretcher&Winch&recovery& ! ! !

9& Perform&1&x&Tag&Line&evolution&& ! ! !

10& & ! ! !

11& & ! ! !

12& & ! ! !

13& & ! ! !

14& & ! ! !

15& & ! ! !

16& & ! ! !

17& & ! ! !

18& & ! ! !

19& & ! ! !

20& & ! ! !

21& & ! ! !

22& & ! ! !


!

!


DATE&TRAINEE&



VALID&TO&

! ! ! ! !



4 MEDICAL ATTENDANT –!FLYING!SYLLABUS Note: Medical Attendant’s will only complete GS80 & RCM2 (Hover Exit/Entry Only).

80!Medical!Attendant!/!Medical!Crew!Course!–!Initial!

&

NAME& & LICENCE!NO& &

LOCATION&& A/C!TYPE& &Planned&

Completed&& & Gnd& Flt& Instructor& Gnd& Flt& Date&

GS80& MC&/&MA&ground&school& 16.0&& & & & &RCM2& Land&Winching&/&Hover&Exit&and&Entry& & 1.5& & & & &RCM3& Land&Winching& & 1.5& & & & &RCM5& Night&Winching& & 1.0& & & & &LC& Crewman&Line&Check& & 1.0& & & & && TOTAL!(HRS)& 16& 5& & & & &Notes:&

Certified!conducted!as!above&&&&&&&&&&&&&DATE& TRAINEE&

SIGNATURE&INSTRUCTOR'S&

NAME&INSTRUCTOR'S&SIGNATURE&

VALID&TO&

& & & & &

&&&



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5. Line Check

Sortie Description: A check ride is external to the course, and validates the training, hence is not listed on the course forms. The check forms are detailed in OMD Vol1, Appendix A. Handling skill, CRM and the 4-point grading system are outlined in OMD Vol 2. These standards shall be used on the check ride. Area: A suitable winching area with vehicle access. Duration : ~ 1.0 hr Demonstrations: Nil. Student Activity: As dictated by the Training Staff. Requirements: As dictated by the Training Staff. Emergencies: As directed by Training Staff. Assessment: The company uses its own check form which will be completed along with any required Authority form(s).



Training Dept FLIGHT TEST REPORTCREWMAN LINE CHECK

(Helicopter)

NAME OF PILOT

NAME OF TRAINING CREWMAN

NAME OF BASE AND ROUTE

OPERATOR / TRAINING UNIT

A/C TYPE

PRESENT LINE CHECK

Medical

A/C REG

EXPIRY Y M D

EXPIRY Y M D

LINE INDOCTRINATION TRAINING

COMPLETE

CREWMAN LINE CHECK

CREW STATUS

Upgrade

Recurrent

Initial

ACM

EMS

SAR

RCM

1. Documentation and equipment

2. Flight brief / passenger brief

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4. Pre start checks and clearances

5. Airmanship

6. Cabin management

7. Navigation assistance

8. Nightsun operations

9. Homer operations

10. FLIR operations

11. Radio procedures

12. Single lift

13. Double lift

19. Hand signals

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21. Sling load

22. Diver drop

23. First aid

24. Military crash site

25. Forced landing

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29. Minor aircraft emergency

30. Major aircraft emergency

31. Aircraft dangerously low

32. Winch cable fouling

1 2 3 4 CHECK DETAILS COMMENTS - GENERAL ASSESSMENT

LINE CHECKFAILED

PASSED FLT TIME

ARC

MC

MA

CONDITIONS

14. Hypothermia strop lift

15. Stretcher lift

16. Boat transfer

17. Hi-line transfer

18. Hover trim control

26. Ditching

33. Intercom failure

34. Winch cable runaway

LTC Signature:

Candidate Signature:

35. Emergency cable cut

36. Winch stoppage

37. Sling load emergency

38. Sling load failure to release

release

ANNUAL ESE TRAININGCOMPLETE

TACM LTACM

39. Pilot incapacitation

41. Type technical questions

43. Associated general knowledge

44.

45.

46.

47.

CHCAU 255 Rev 3

UWO

Licence No.

Licence No.

Class

Offshore

40. Uncooperative passenger

42. CASA regulations / Orders

MICA Practical

MICA Theory

Advanced RESUS First Aid

HUET Dangerous Goods

CRM Fitness Test EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

EXPIRY Y M D

FLT TEST DATE Y M D

LC VALID TO Y M D

Chief Pilot/HOCT/Manager Aircrew/Delegate comments: CP/HOCT/MAC/Delegate Signature

Y M D

COMMENT DATE

Page 1 of 2

Assessment instructions on back of form



6. Emergency Survival Check (ESC)

Sortie Description: The Emergency and Survival Check is an annual check conducted on a specific aircraft type and enforced under the CAO 20.11; the ESC is inclusive of students course. The check forms are detailed in OMD Vol1, Appendix A. Handling skill, CRM and the 4-point grading system are outlined in OMD Vol 2. These standards shall be used on the check ride. Area: Performed on the relevant aircraft type and equipment. Duration: ~ 1.0 hr Demonstrations: As dictated by the Training Staff. Student Activity: As dictated by the Training Staff. Requirements: As dictated by the Training Staff. Emergencies: As directed by Training Staff. Assessment: The company uses its own check form which will be completed along with any required Authority form(s).



Training Dept FLIGHT TEST REPORT

EMERGENCY SURVIVAL CHECK(Helicopter)

NAME OF PILOT / AIRCREWMAN

NAME OF TRAINING CAPTAIN / TRAINING AIRCREWMAN

NAME OF BASE AND ROUTE

OPERATOR / TRAINING UNIT

A/C TYPE

VALID MEDICAL

PRESENT ESC

A/C REG

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EXPIRY Y M D

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3. Fire extinguisher precautions in operation

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ANNUAL ESE TRAINING COMPLETE

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7. Conversion to New Type

The flying training required will be dependant on the role and aircraft type on which the candidate is to be utilised. The TACM is to ensure flying training is conducted to meet the role requirements and complete a LC. As a minimum the following must be covered: Equipment differences; Emergency procedures; and Location of Equipment.

8. Confirmation of Training

The candidate’s successful completion of the relevant training will require the completion of a Line Check, 12 months from completion of training, for the role in which he will be employed. The items to be considered in a Line Check are contained in Sect 8.12, Competency Checks- Technical Crew. Annex A-E.

9. Completion Standards

A candidate must perform the required tasks to attain a score of at least 3 according to the Training Report Assessment criteria. The student must achieve adequate understanding of theoretical knowledge to be able to pass the required examinations with a minimum pass mark of 75%. They must be able to apply the acquired theoretical knowledge in the helicopter.

4-point grading system &Having reviewed the student’s performance against the handling skills and CRM performance standards, the examiner should then assign a grade as follows, where: &a. '1' is unsatisfactory and constitutes a fail b. '2' is satisfactory but below average and requires explanation in the remarks section. c. '3' is satisfactory (this is the company standard) d. '4' is excellent No. Standard Performance Assessed Points &&&&&&4

&&&&&Above Standard

&&&&&Performance remains well within the qualification standards and flight management skills are excellent.

&a. Performance is ideal under

existing conditions b. Aircraft handling is smooth and

precise (i.e. well within limits) c. Technical skills and knowledge

exceed (i.e. consistently meet) the required level of competency

d. Behaviour indicates continuous and highly accurate situational awareness

e. Flight management skills are excellent

f. Safety of flight is assured. Risk is well mitigated.



&&&&&&&3

&&&&&&&Standard

&&&&&&Minor deviations occur from the qualification standards and performance remains within prescribed limits.

&a. Performance meets the

recognised standard yet may include deviations that do not detract from the overall performance

b. Aircraft handling is positive and within specified limits

c. Technical skills and knowledge meet the required level of competency

d. Behaviour indicates that situational awareness is maintained

e. Flight management skills are effective

f. Safety of flight is maintained. Risk is acceptably mitigated.

&&&&&&&2

&&&&&&Basic Standard

&&&&&Major deviations from the qualification standards occur, which may include momentary excursions beyond prescribed limits but these are recognised and corrected in a timely manner.

&a. Technical skills and knowledge

reveal limited technical proficiency and/or depth of knowledge

b. Behaviour indicates lapses in situational awareness that are identified and corrected by the pilot / crew

c. Flight management skills are effective but slightly below standard. Where applicable, some items are only addressed when challenged or prompted by other crewmembers.

d. Safety of flight is not compromised. Risk is poorly mitigated.

&&&&&&1

&&&&&Below Standard

&&&&Unacceptable deviations from the qualification standards occur, which may include excursions beyond prescribed limits that are not recognised or corrected in a timely manner.

&a. Technical skills and knowledge

reveal unacceptable levels of technical proficiency and / or depth of knowledge

b. Behaviour indicates lapses in situational awareness that are not identified or corrected by the pilot / crew

c. Flight management skills are ineffective, unless continuously challenged or prompted by other crewmembers

d. Safety of flight is compromised. Risk is unacceptably mitigated.



The award of appropriate gradings can give a pilot and the training system a good indication of an individuals strengths and weaknesses. On any given check, five 2s will be assessed as a fail. &Finally, before commencing the debrief, the examiner should determine what action will be recommended in the case of a failed check (for example whether to recommend for another attempt, or whether remedial training is required first.)

10. Failure to Achieve Standard

Should a candidate fail to achieve the standard required during the LC the TACM shall: • Advise the candidate of the failure; • Complete the Training Report with comments; • Conduct one remedial sortie with the candidate; and • Conduct a Base/Line Check retest. Should the candidate fail the retest advise the Senior Aircrewman and Chief Pilot and complete a Training Report. The Chief Pilot will then give a direction on the matter

Training Aims Syllabus


SECTION 3 TRAINING AIMS SYLLABUS 1. Principals of Flight

2. Aircraft Description

3. Operations - General

4. Emergency Procedures

5. Duties and Responsibilities

6. Airmanship

7. Role Equipment

8. Winching Procedures - Normal

9. Winching Procedures - Emergency

10. Night Winching Operations

11. Confined Area Operations

12. Hover Exit/Entry Procedures



1 Principles of Flight Aim: The aim of this module is to give the Technical Crew a basic knowledge of helicopter aerodynamics, how

the helicopter hovers and flies, auto-rotations and other aerodynamic effects, which could endanger the aircraft and crew.

Theory:

Introduction - Differences between fixed wing and rotary wing aircraft

Configuration and Control - Different helicopter types, aerodynamic definitions, relative airflow, vertical movement and torque reaction

Hovering and Forward Flight

Autorotation - Definition, flight characteristics, hazards and procedures

Blade Sailing - Definition, causes and recovery Practical: Differences between fixed wing and rotary wing aircraft (where applicable)

2 Aircraft Description Aim: The aim of this module is to give the Technical Crew a sound knowledge of the aircraft and its structure,

and a practical familiarisation of specific aircraft type equipment. Theory:

Principle dimensions

Aircraft Structure - Cabin, doors, engine deck, landing gear and baggage compartment Entry and Exit procedures

Flight Controls - Cyclic, collective and pedals.

Weight and Balance

Powerplant - Engine operation, engine systems and combining gearbox

Powertrain - Main drive shaft and main transmission Practical:

Review Aircraft - Dimensions, systems, operation of doors, operation of seatbelts, operation of windows and cabin lighting.

Discuss and review - Communications systems and intercom systems

Discuss and review Equipment - Role equipment, cabin stowage, boot stowage, litter kits and patient loading/unloading.



3 Operations - General Aim: The aim of this module is to give the Technical Crew a working knowledge of aircraft husbandry,

refuelling procedures and fire procedures.

Aircraft husbandry - Cleanliness, storage and care of equipment, use of ground handling Equipment.

Refuelling procedures - Rotors stopped, rotors running, hand-pump operation and, drum stocks, earthing the aircraft.

Fire procedures - Extinguisher types, locations, fire during refuelling, other aircraft fires and fires in the hangar. Smoke and fumes in the aircraft.

4 Emergency Procedures Aim: The aim of this module is to provide the Technical Crew with a sound knowledge of aircraft emergency

procedures, actions in the event of emergencies and escape procedures.

Recognition of an emergency situation - Assisting the pilot during emergencies, MAYDAY and PANPAN calls.

Crash positions - Personal protection, securing equipment

Forces landing procedures over land - Exiting aircraft, use of survival equipment, assisting passengers, post-ditching actions.

Ditching procedures - Exiting the aircraft, inflation of life jackets and life rafts. Aircraft ELT location and operation.

5 Duties and Responsibilities Aim: The aim of this module is to give the Technical Crew a sound knowledge of his duties and responsibilities

pertaining to his role in and around the aircraft.

Duty Statement - Responsibilities

Aircraft Marshalling - Requirements as laid down in CAO 20.3

CHC Operations Manual 6 Airmanship

Aim: The aim of this module is to introduce the Technical Crew to the principles of airmanship and crew coordination in a multi crew environment.

The definition of airmanship

Teamwork in the multi crew environment - The importance of good communications

Situational Awareness - The big picture



7 Role Equipment

Aim: The aim of this module is to introduce the Technical Crew to personal and aircraft role equipment and give him a sound knowledge of the equipment capabilities and limitations.

Role equipment - Practical fitment, operation, pre/post flight inspections

Pyrotechnics - When to use, safety considerations

Personal equipment - Practical fitment, operation, pre/post flight inspections

8 Winching Procedures - Normal

Aim: The aim of this module is to give the Technical Crew a thorough practical working knowledge of all helicopter rescue winch procedures and techniques.

General winching considerations - When to winch, crew qualifications, crew currency, training limitations.

The Winch circuit - Rationale

Crew Duties - Emergency commands, executive commands RADHAZ during rescue winch operations Corrosion Considerations - Equipment and aircraft Communications, Key Words and Hand Signals (rationale & description)

Methods of Recovery - Singles, doubles, hypothermia strop, stretcher lifts Winching to Vessels, Hi Line Procedure Diver Drop procedure

9 Winching Procedures - Emergency Aim: The aim of this module is to give the Technical Crew a practical working knowledge of rescue winch

emergency procedures and techniques.

Introduction to Winching Emergences - Fouled cable, intercom failure, runaway in/out, emergency cut, winch stoppage; the decision making process, priorities and training limitations.

Minor Emergencies (aircraft) – Recognition, pilot actions, rescue crewman actions.

Major Emergencies (aircraft) - Recognition, notification, actions, hand signals

Emergency commands

10 Night Winching Operations

Aim: The aim of this module is to give the Technical Crew a sound knowledge of the necessary requirements for night winching operations.

Night Winch - Aircraft requirements, personal requirements

Over water operations



11 Confined Area Operations

Aims: The aim of this module is to give the Technical Crew a sound knowledge of confined area operations and crew responsibilities pertaining to them.

Introduction - Classification of a Confined Area

Single/Double Angle Approach - Rationale

Aircraft Clearances - Crew Sectors, responsibilities Communications, key words,

12 Hover Exit & Entry Procedures Aims: The aim of this module is to give the Technical Crew a sound practical working knowledge of Hover Exit

& Entry procedures and techniques.

Introduction - The necessity for a Hover Exit/Entry procedure

Conduct of Hover Exit/Entry procedure - Aircraft positioning, Technical Crew deplaning/emplaning, Equipment unload/load

Hover Exit/Entry technique - Cabin preparation, Technical Crew deplane/emplane position, Deplane/Emplane technique,

Hover Exit/Entry - Hand signals Emergency procedures in the hover.



SECTION 4 AIRCRAFT DESCRIPTION 1 Aircraft General

2 Dimensions and General Data

3 Fuselage Structure

4 Flight Controls

5 Weight and Balance

6 Power plant

7 Power train

8 Cabin Layout



1 AIRCRAFT GENERAL

General The AW139 is a twin engine, rotary wing aircraft designed for the following primary roles;

• Transport of passengers • Transport of material, and • Ambulance (EMS)

Figure 4 -1 AW139 2 DIMENSIONS AND GENERAL DATA



Figure 4-2 Aircraft Description



Internal dimensions - Cabin:

• length ....................................................................... 2.70 m (8.85 ft)

• width ........................................................................ 2.00 m (6.56 ft)

• height ....................................................................... 1.42 m (4.66 ft)

• volume ..................................................................... 8.05 m³ (283 ft³)

• doors .......................................................1.68 m x 1.35 m (66” x 53”)

• floor resistance (uniform).................................................1000 kg/m2

• floor resistance (concentrated)…...…………......200 kg/100 mm2

• normal density seats .....................................................................12

• high density seats .........................................................................15

- Baggage:

• length ............................................................................. 3 m (9.84 ft)

• width (max) ................................................................. 1.2 m (3.94 ft)

• height ........................................................................ 1.02 m (3.35 ft)

• volume ..................................................................... 3.4 m3 (106 ft3)

• doors ...................................................... 0,93 m x 1.00 m (37” x 39”)

External dimensions - Width: • rotors turning ........................................................ 13.80 m (45.27 ft)

• without rotors (stabilizer span) ................................3.50 m (11.48 ft)

- Length:

• rotors turning ........................................................ 16.62 m (54.53 ft)

• without rotors ........................................................ 13.53 m (44.39 ft)

- Height:

• overall, rotors turning ............................................. 4.98 m (16.34 ft)

- Clearances:

• MR to ground, rotors turning .................................... 3.02 m (9.92 ft)

• TR to ground, rotors turning ..................................... 2.30 m (7.50 ft)

Noise (ICAO Annex 16 / FAR part 36)

- Flyover...........................................................................89.8/89.3 db

- Approach .......................................................................93.6/92.4 db

- Take-off .........................................................................90.5/90.1 db

Weight - Basic empty (variable with custom configuration).. 4100 kg (9039 lb)

- Minimum flyable .....................................................4400 kg (9700 lb)

- Take off ................................................................6400 kg (14109 lb)

Landing gear - Tread of main wheels ............................................... 3.04 m (9.97 ft)

- Wheel base ............................................................ 4.34 m (14.24 ft)

- Fuselage ground angle at BDGW (Nose up)............................0° 23'

Performance (ISA) (up to) - VNE ........................................................................................167 Kts - Hovering IGE at MTOW/MCP .............................. 4267 m (14000 ft)

- Hovering OGE at MTOW/MCP............................... 1829 m (6000 ft)

- Rate of climb at MTOW/TOP ............................10.9 m/s (2150 ft/1’)

- Service ceiling (AEO at MCP) .............................. 6096 m (20000 ft)

- Operating temperature ...................-40°C to +50°C (-40°F to 122°F)

Fuel - Standard tanks .................... 1250 kg/1562 l (2756 lb/412.6 US gal) Hydraulic system - Operating pressure............................................. 207 bar (3000 PSI) Main rotor - Type ........................................................................Fully articulated

- Diameter ................................................................ 13.8 m (45.27 ft)

- Number of blades ..........................................................................5

- Tip speed .....................................................214.16 m/s (702.6 ft/s)

- Rpm (100%) ...........................................................................296.4

- Shaft tilt (forward) ......................................................................... 5°

- Direction of rotation................................ CCW, viewed from above

Tail rotor

- Type ........................................................................Fully articulated

- Diameter ................................................................... 2.70 m (8.86 ft)

- Number of blades ...........................................................................4

- Tip speed ......................................................202.97 m/s (665.9 ft/s)

- Rpm (100%) ...........................................................................1435.7

- Direction of rotation .........................................CW, viewed from left

Engine - Manufacturer .................................................. PRATT & WHITNEY

- Model..............................................................................PT6C-67C

- Type............................................................ Free turbine turboshaft

- Average fuel consumption.................... 286 gr/HP/h (0.63 lb/HP/h)

- Length .................................................................. 1634 mm (64.3”)

- Diameter................................................................. 642 mm (25.3”)

- Weight (dry).......................................................190.3 kg (419.5 lb)

- Total weight .......................................................212.2 kg (467.8 lb)

Transmission ratings - AEO take off power (5 min/102%) .................... 2244 HP (1674 kW)

- AEO take off power (5 min/100%) .................... 2200 HP (1641 kW)

- AEO continuous power ..................................... 2000 HP (1492 kW)

- OEI 2,5 min power ............................................ 1600 HP (1194 kW)

- OEI continuous power ...................................... 1400 HP (1044 kW)



3. FUSELAGE STRUCTURE

General

The cockpit, the front part of the fuselage, includes the pilot (RH) and the co-pilot (LH) side by side seating positions, adjustable crashworthy seats, the instrument panel and a forward opening hinged door on each side. The middle part of the fuselage is composed by a rear cabin and rear fuselage. The cabin includes the passenger seating area, a sliding door on each side, the fuel tanks housing, the main gearbox and engine attachments, main landing gear and attachments and housing. The rear part of the fuselage includes the baggage bay. Cabin size is adequate for the following internal arrangements;

• Normal density civil transport – 2 + 11 passengers (all looking forward) in crashworthy seats. • Normal density civil transport – 2 + 12 passengers (Fig 4-3) • High density civil transport – 2 + 15 passengers • Civil EMS – 2 litter patients, 2 non litter patients and 2 medical attendants (Fig 4-4)

The tail boom, the final part of the fuselage includes the stabiliser, the fin, and the intermediate and tail gearbox attachments. This part can be removable. The parts mentioned above are considered primary structure. The remaining parts of the fuselage which are considered secondary structure, includes;

• Cockpit doors • Cabin doors • Inspection doors • Transparent • Main gearbox cowlings • Fairings & • Nose door



Figure 4-3 Normal Density Civil Transport

Figure 4-4 Civil EMS



Doors and Windows

Access to the cockpit is provided on each side through large doors, which are hinged on the forward edge (Figure 1-4). A crew step is built into the fuselage. An adjustable window slides forward and rearwards and has a spring activated latch to hold in the locked position (for use on the ground only). A latch assembly with L-shaped handles and an integral key lock secures the door in the closed position. In an emergency, the cockpit door transparencies may be jettisoned by pulling the EMERGENCY EXIT tab, removing the seal bead and pull the transparency IN with the use the seal bead. (Figure 1-5)

Figure 4-5 Cockpit Door

Figure 1-5 Emergency Exit Tab

Figure 4-6

Note: Caution must be exercised when closing the cockpit doors as not to allow them to slam shut

against the fuselage. Positive control of the door must be maintained at all times and the handle opened against spring pressure whilst closing the door as not to damage door lugs. (Fig 1-5)



Sliding Cargo Doors

The sliding cargo/passenger plug style door (Figures 1-6) on each side has a latching assembly with handles, and an integral key lock. The sliding doors can be secured in either the closed or open position (self locking at full open). The two acrylic windows in each sliding door can be jettisoned from the inside by pulling the red webbing tab (Fig 1-6F), removing the seal bead and applying outward pressure to the transparency

Figures 4-7 Sliding Cargo Doors Note: Prior to opening the cargo doors, it is critical that maintenance access steps and the fuel filler cap

are secured. In addition the deck on the sponsons is to be clear of obstructions.

Maintenance access step

Fuel filler cap



Opening of the cargo doors from the outside requires the door firstly to be unlocked (Fig 1-6A), then the operator to gently pull outwards (Fig 1-6B) then upwards (Fig 1-6C) on the handle allowing the door to move out from the fuselage. The door can then be tracked aft and into its auto – locked position. . Figure 4-8A Figure 4-8B Figure 4-8C Closing the cargo doors from the outside requires the operator to firstly unlock the door from the full open position by rotating the handle rearwards and simultaneously pulling the door forwards. As the door approaches the closed position, the operator must once again rotate the handle rearwards (to recess the locking lugs) gently allowing the door to “plug in” then with fingers clear of the handle protector rotate the handle down into the locked position. Opening the door from the inside requires the operator to firstly press down on the thumb latch (Fig 1-6D) then rotate the handle upwards (Fig 1-6E). Gently apply outward pressure on the door to “plug out” then track back to the auto – lock position Handle location Figure 4-8D Figure 4-8E Closing the cargo door from the inside requires the operator to rotate the handle rearwards from the outboard handle. Track the door forwards then prior to the “plug in” position rotating the inboard handle rearwards, “plugging in” then pushing the handle down. The thumb latch is not required to be depressed for closing. Note: Do not attempt to force the doors closed if resistance is experienced. Stop, look and

endeavour to identify the problem, or ask for company assistance.

Caution: The IAS must be below 80Kts (paying particular notice to crew and cabin security) prior to opening the cabin sliding door. Aerodynamic pressure assists greatly in the opening of the doors in flight, hence the need for total positive control of the door. It is recommended that the door be closed as soon as possible upon rotation, as aerodynamic pressure will hinder the closing of the door as airspeed increases.



Figure 4-8F – Emergency Exit Bead Tab

Entry and Exit

Entry and Exit to/from the aircraft is to be via the 3 and 9 o’clock positions and only after the pilot / crewman has given a thumbs up signal by day or landing light off then on by night. All items carried in to or out of the aircraft are to be kept below shoulder height.

Figure 4-9 Approach and Departure Path



Landing Gear

The AW139 landing (Fig 1-8 & 1-9) gear incorporates a tricycle style retractable arrangement with a castor nose wheel. The nose landing gear is provided with two independent type wheels located at each end of the axle of the sliding piston shock absorber. The nose gear also incorporates a nose wheel locking pin. The main landing gear is provided with a single high pressure (239 psi) tubeless type wheel located at the end of the trailing arm incorporating wheel brakes. The brake system is composed by a brake assembly installed on each main landing gear wheel and is operated by an independent hydraulic circuit. The brakes are activated by the toe pedals on the anti yaw pedals. A parking brake can keep the helicopter parked for at least 8 hours on a 12 degree slope. Wheel chocks will be deployed every time the aircraft is parked on the ground.

Figure 4-10 Landing Gear

Figures 4-11 Landing Gear



Emergency Floats

A helium filled emergency float kit (Figures 1-10) is designed to provide flotation for the helicopter in the event of an emergency ditching on water. The kit consists of four floats and an electrical actuation and sensing system. Note: Rear cabin and cockpit doors are to remain closed upon ditching (if already in the closed position)

as opening them may result in rear bag puncture. Emergency exits (windows are to be utilised) in this instance.

Figures 4-12 Emergency Floats

Figure 4-13 Emergency Floats Diagram



Baggage Compartment A lockable baggage compartment is located in the rear fuselage (Figure 1-12). The baggage compartment is accessible from each side of the aircraft. Automatic lights and cargo tie-downs points and net are also provided. All freight must be secured under the net provided. Maximum weight capacity of the compartment is 300Kg / 660lbs. Maximum height of cargo is not to exceed 600mm (2ft) A smoke detector is mounted in the upper central roof of the compartment, with associated CAS warnings in the cockpit. Consult the applicable weight and balance instructions when planning any flight that will involve baggage compartment loads. The compartment is opened by depressing the forward end of the handle to expose it from its recess, then rotating the handle down through approx 45 degrees. The door has a gas strut which will assist in holding the door open. Do not leave the doors unattended in this position. Closing the door requires the operator to hold the handle in the open position against spring pressure and push the door into the closed position prior to resetting the handle.

Figures 4-14 Baggage Compartment

Note: The baggage compartment is not accessible via the main cabin and has no fire suppression

system. All placard instructions must be observed



4 FLIGHT CONTROLS

The fixed flying control system (Figs 1-13) includes four channels to control the flight: longitudinal cyclic, lateral cyclic, yaw and collective. The fixed flying control system includes all the elements (levers, rods, supports etc) from the pilot input (ie cyclic and collective sticks and pedals) up to the main servo actuators and out to the tail rotor servo actuator.

Figure 4-15 Flight Control Systems 5 WEIGHT AND BALANCE

General

Proper weight and balance control to ensure that the helicopter CG is within prescribed limits is essential. Failure to load the helicopter so that it is within CG limits and then maintain helicopter CG within allowable limits during flight may result in insufficient control capability and unsafe flight conditions.

All calculations to determine helicopter CG are based on the weight of items loaded on the helicopter, and the item’s location in the helicopter in relation to the reference datum lines.



6 POWERPLANT

Introduction

The AW139 is powered by two Pratt and Whitney PT6C-67C turbo shaft engines (FIG 1-14). The engines are installed in separated fireproof areas above the cabin roof and supply power to the input gears of the drive system by means of a rotating shaft. The engines are connected to the helicopter airframe by means of two attachment points on the engine body and to the main gearbox by means of a tube and gimballed joint.

Figure 4-16 PT6C – 67C Free turbine turbo shaft engine General

The engines are mounted side by side in reverse on the engine deck with the left engine (facing forward) designated as No. 1 and the right engine as No. 2.

Each engine is equipped with its own air management, fuel, starting and ignition, lubrication, and fire protection systems.

The engines may be started using either airframe battery power or external power, and are capable of each producing 1680 HP (1253KW) under All Engines Operating (AEO) ISA / sea level for 5mins at 102%Nr. Engine Operation

Air, drawn in through the engine air inlet, is compressed and directed to the combustion chamber. Fuel is added and ignited to produce hot exhaust gas, which is directed against a turbine wheel (Fig 1-15)

Exhaust gas exiting the N1 turbine wheel is directed against another turbine wheel, which is connected by shafting to the input module of the main transmission.

Each engine is started and operated separately. Sprague clutches allow either one or both engines to be disengaged from the main transmission in the event of an engine failure to allow for auto-rotative descent.



Figure 4-17 PT6C-67C Cross section

7 POWERTRAIN

Introduction

The power-train of the AW139 distributes engine power to drive the helicopter’s main and tail rotor systems and numerous required subsystems. The powertrain includes the main drive shaft, main transmission, main rotor mast, and tail rotor drive system. The tail rotor drive system includes three sections of tail rotor drive shaft, the intermediate or gearbox, Both gearboxes have four attachment points and are oil splash lubricated (fig 1-16).

Figure 4-18 Power train System

General

Engine power is transmitted to the main transmission via the input modules. The transmission, through additional gearing, drives the tail rotor drive system.



Main Transmission

The main transmission (Fig 1-17), is mounted on the main cabin by means of four struts and anti-torque device, and driven by two PT6C-67C engines. The main transmission has three stages of reduction. It includes a duplicated oil lubrication system and provides attachment points for a hydraulically actuated rotor brake, coaxial with the tail rotor drive output. The main transmission drives three hydraulic pumps, a spare for two AC generators (optional for de-icing system), a fan for main gearbox oil cooling and a spare for the compressor of the air conditioning (optional).

Figure 4-19 Main Transmission

8 CABIN LAYOUT

Cabin Seating The rear cabin comprises two Aerolite swivel seats (Fig 1-18)and two fixed ‘fold-down’ Simula Seats (Fig 1-19). Both seat styles comprise a four point harness and inertia reel restraint system. The Aerolite crew seat will track fore and aft, and will also swivel by lifting the appropriate handles (Fig 1-20). Should the handle be released during the swivel action, the seat will lock itself in position every 30 degrees. For the Aerolite seats to track and swivel properly, it is imperative that the aircraft floor be regularly cleaned and vacuumed free of dirt and dust. Caution: Do not force the seats into position – if difficult to move, investigate the problem or ask for

assistance from the aircrew. Look for obstructions prior to swivelling the seats – ie winch pendants, suction, Nav bags, hand held search lights etc. track seats further away from the obstruction if required prior to swivelling.



Figure 4-20 Aerolite Swivel Seat Figure 4-21 Rear Simula Seat

Figure 4-22 Operating Handles – Track / Swivel

Caution: AW139 certification requires all persons occupying crew seats to be forward and aft facing

for take off and landing.



Communications

The AW139 is fitted with both the Honeywell digital communications panels (Fig 1-21) and the Gemelli analogue communications control panel (Fig 1-22). The Honeywell panel in the rear cabin is reserved for the Aircrewman whilst occupying the winch station. All medical cabin crew are to utilise the Gemelli panels both located mid cabin roof. Refer to the placard communications plan as to which selector drives which radio.

Figure 4-23 Honeywell Panel (Digital) Figure 4-24 Gemelli Panel (Analogue)

Note: Ensure the correct ICS lead is utilised for the function required. If radios are required ensure

the ICS / TX drop lead is utilised (Fig 1-23)

Figure 4-25 ICS Drop Leads



Fire Extinguishers and First Aid Kits

The aircraft BCF fire extinguishers are located at the rear right pilots pillar (Fig 1-24), and on the rear left cabin bulkhead (Fig 1-25). The aircraft first aid kit is located in the rear baggage compartment (Fig 1-26).

Figure 4-26 Figure 4-27 Figure 4-28

Emergency Lighting

Emergency lighting can be activated manually from the rear cabin located at the top of the mid left cabin pillar (Fig 1-27). The emergency lighting is automatically activated when armed, and the generators and batteries are off line. Emergency lights are located on each sponson (Fig 1-28) to illuminate the immediate aircraft surrounds and two each on the roof in the rear cabin (Fig 1-29).

Activation life for the emergency lights is 15 minutes.

WARNING: ACTIVATION OF THE EMERGENCY LIGHTS FOR ANY MEANS OTHER THAN AN

EMERGENCY IS PROHIBITED Figure 4-29 Figure 4-30 Figure 4-31



Figure 4-33 Sharps Stowage

Figure 4-31 Forward Left-hand Seat

14/28 Volt Aux Power Suction Outlet Oxygen Outlet Figure 4-34

Figure 4-32 Suction Unit

Suction Isolator switch

Forward Left-Hand Cabin Layout

Suction Unit

The suction unit is driven by an electric pump, concealed under the cabin floor. To activate the unit power must be supplied to the pump first; the Suction Pump switch is located on the LHS of the ceiling unit. At the suction unit, there is an isolation switch located on the unit’s ‘red’ mounting bracket, which will control the unit’s flow. As shown above.



Figure 4-36 Cabin Hoist Panel – Cable Cut Switch & ICS Controls

Figure 4-38 Hoist Pendant & Holster

GRN Radio Digital ICS Panel Figure 4-37

Figure 4-39 Sharps Stowage

Suction Outlet

14/28 Volt Aux Power

Blank Outlet

Figure 4-35 Forward Right hand Seat

Figure 4-40

Forward Right-Hand Cabin Layout

Only to be mounted for winching operations



Single point redundancy restraints & hard mounts

Figure 4-42 Wander Leads

Rear Cabin Announcement Speaker

Cold & Heat Gymbal Vents Twist to Open/Close

Figure 4-43 Passenger Service Unit

Forward Wander Mounts

Rear Cabin - Passenger Service Unit (PSU)

Note: The cockpit ‘cabin alert’ function is disenabled however, the red light continues to works when the touch switch is pressed – Ideal for the night operations.

Overhead Halogen Reading Lights Activated by touch switch

Cabin Alert Notice Red Light



Aerolite EMS Ceiling Panel

Figure 4-44 Medical Ceiling Unit

Figure 4-45 Electro-Luminescence Light Switch

2 x Electro-Luminescence lights 4 x Gymbal Spotlights, ‘blue’ press swtich

Alloy Medical Equipment track (MAX 15kg)

2 x Oxygen Outlets

Oxylog Aux Power

Electro-Luminescence light Switch

Oxylog mounting bracket

Electro-Luminescence light switch is located at the aft end of the ceiling unit. The panel consist of three press buttons, an ‘ON’ and ‘OFF’ switch, one to brighten and one to dim the fluorescent lights.

14/28 Volt Aux Power Gemelli ICS Panel

FWD



Figure 4-46 Left-Hand Side Medical Ceiling Unit (Port-Side)

Figure 4-47 Left-Hand Side Medical Ceiling Unit (Port-Side)

Oxylog Installation The Oxylog 3000 and associated equipment are stowed on the aircraft permanently, where its prime function is for dual patient transfers. With that, the Oxygen 3000 can be used for other implications, whereby the unit can be mounted for single patient use or mid-flight requirements. Noting this, it’s suggested the Oxylog is not mounted prior to winching operations, the mounting of the unit should be conducted post winching operations. This will ensure the Oxylog is not damage during the winching sequence, or more importantly it will allow the crew to manoeuvre freely within the cabin without having the obstruction in their path. Figure 4-48 Oxylog 3000 Bracket Figure 4-49 Oxylog 3000 Mounted with bracket Oxygen line fitted to nearby outlet

Suction power light indicator

Suction Pump Power Switch

14/28 Volt Aux Power Gemelli ICS Panel

Alarm Silence – Oxygen Bottle 1 & 2



Rear ‘Tunnel’ Compartment Layout

The ‘Tunnel’ layout has been designed to integrate the stowage of medical and rescue equipment, whilst providing easy access by the crew. The individual compartments within the tunnel have structural weight limitations; therefore only essential and nominated equipment can be stowed within these areas. Prior approval must be sort from the aircrew before any additional equipment (temporary/permanent) can be stowed in the tunnel compartments.

Figure 4-50 Rear Tunnel Compartment Layout Oxygen Control Panel To supply medical oxygen to the outlets, the control valve needs to be turned to the appropriate bottle on the oxygen control panel. Audible alarming is heard when a cylinder is nearing exhaustion requiring the turning on and selecting of the second cylinder. The audio alarm can be cancelled from the right hand overhead console adjacent the ICS panel.

Medical Alert & Aux Power Outlets Figure 4-51 Oxygen Control Panel WARNING: IN THE EVENT A CIRCUIT BREAKER TRIPPING, THE AIRCRAFT CAPTAIN IS TO BE

IMMEDIATELY INFORMED OF WHICH CB HAS TRIPPED AND THE POSSIBLE CAUSE IF KNOWN. AT NO POINT SHOULD THE CB BE RESET WITHOUT THE EXPRESS PERMISSION OF THE AIRCRAFT CAPTAIN, AS THIS MAY CAUSE DAMAGE TO EQUIPMENT OR AIRCRAFT.

OXYGEN CONTROL PANEL

UPPER COMPARTMENT

STRETCHER COMPARTMENT

MEDICAL OXYGEN

STOWAGE

LOWER COMPARTMENT

EMS Circuit Breaker Panel

Oxygen Outlets & Flow meters

Oxygen Isolator and Cylinder Selector

Cylinder 1 & 2 Volume Indicators

Dedicated Neo-Natal Aux Power (28 Volts Only)



Medical Oxygen Stowage

Two D size medical oxygen cylinders are located side by side oriented fore / aft in a purpose built recess in the aft rear cabin (Fig 1-49). The cylinders can be accessed from the rear cabin. The number 1 cylinder is the central, most forward mounted. Turning the cylinders on is achieved by turning the handle in and anti clockwise direction slowly. Cylinder contents will be displayed on the regulator gauge, and also on the oxygen control panel (Fig 1-48)

Figure 4-52 Medical Oxygen Storage

Caution: Ensure the oxygen cylinders valves are opened slowly; otherwise the excess flow valves will activate and inhibit the flow of oxygen. If this occurs, the system needs to be reset, which can take up to 5 minutes.

WARNING: IN THE EVENT OF A CABIN FIRE THE CREW ARE TO ENSURE THAT ALL OXYGEN

VALVES ARE CLOSED, INCLUDING THE ISOLATING VALUE (OXYGEN CONTROL PANEL) AND THE MAIN CYLINDERS.

WARNING: IN THE EVENT OF AN EMERGENCY LANDING THE CREW ARE TO ENSURE THAT

ALL OXYGEN VALVES ARE CLOSED, IF THE CONDITION OF THE PATIENT ALLOWS

Power Inverter

In conjunction with the Medical Oxygen Panel a 240v Power Inverter has been installed for medical use. The inverter has power a limitation which restricts appliances exceeding 300 Watts, if you’re not sure on the appliances power requirements please ask for assistance. Prior to using the power inverter, permission must be granted from the aircraft captain.

Figure 4-53 Power Inverter



Medical stowage pouch Located on the front of the Stretcher Compartment access door is a small medical stowage pouch. The maximum stowage weight is 1 kg, making it ideal for surgical gloves, vomit bags and waste bags. Figure 4-54 Medical Stowage Pouch

Helimods Stretcher System The Rotating Multi-Deck system by Helimods is a versatile and advanced stretcher loading system, incorporating multiple configurations to assist with single patient or dual patient access. The Rotating Multi-Deck system incorporates a number of items, which integrate with the Aerolite Multi-Mission Floor. The system is constructed from a range of heavy-duty materials and care should always be taken when operating or handling the equipment.

Figure 4-55 - Helimods Turntable Base Figure 4-56 - Helimods Stretcher Deck



Figure 4-57 - Helimods F12 Stretcher Installation / Removal: The installation or removal of Multi-Deck’s components is to be performed by trained and assessed personnel only. The installation begins with the Turntable Base’s inter-locking feet placed into the required track rails. It is important to note the orientation Turntable Base and cabin floor are in accordance with the provided range markers. If the Turntable Base has been positioned outside the three corresponding red or blue range markers, the required clearances for rotating the Stretcher Deck will be jeopardised. The Red Markers are regarded as the preferred option for single patient use, where the Blue Markers are primarily used for dual patient loading.

Figure 4-58 - Range Markers / Turntable base Track Release Lever The Stretcher Deck should be installed and removed by two trained personnel, given its overall weight and awkwardness. To install the Stretcher Deck, the Deck must be guided and rolled on top of the Turntable Base until it self-locks into the extended position. From here the red anodised ‘Traverse’ latches on each corner on stretcher can each independently release and roll the Deck across the cabin floor in three locking positions. The three locking positions are, extended beyond both cabin doors for loading operations; and also once the deck is locked central within the cabin area.

AFT



Figure 4-59 - Deck in Extended Position Figure 4-60 - Traverse Latch To remove the Stretcher Deck, locate the override latches located underneath the Deck, just in front of the Turntable Base on each end when in the extended position. The latch needs to slide across, allowing the Stretcher Deck to travel beyond the normal extended locking position. Please ensure that the weight of the Deck is supported as it’s removed from the Turntable Base. Figure 4-61 - Override Latch - Looking under the Stretcher Deck Helimods F12 Stretcher Loading: The loading of the Helimods F12 Stretcher requires four steps to be completed: WARNING: THE HELIMODS F12 STRETCHER IS THE ONLY STRETCHER APPROVED FOR USE

WITH THE ROTATING MULTI-DECK



Step 1 - Ensure the Stretcher Deck has traversed and been locked into to the extension position. Step 2 - Ensure Rail Wings are erected, to assist with guiding the stretcher. Use two hands to erect wings. Step 3 - Ensure intermediate locking horns are erected, to engage and assist with locking the stretcher. Step 4 - Ensure the corresponding end restraint is extended, allowing the stretcher to roll along the deck. From here the F12 stretcher can be loaded either head or feet first on the Stretcher Deck. Stretcher orientation may depend on the configuration requirement, where the associated end can retract restraint to engage the stretcher locking horns. Traverse the stretcher inwards to the central locking position.



Note: The preferred loading procedure should be conducted from the RH Cabin door; to avoid

any Nitesun damage caused by loading on the LHS. Rotating the Stretcher Deck: The underlying feature of the stretcher system is its ability to rotate from East/West to the North/South configuration, providing medical crews with enhanced patient access via medical seats having full use of the floor tracks. To achieve diverse configurations the operator must rotate the stretcher deck in an anti-clockwise direction - given the deck cannot physically rotate clockwise due to the obstructing medical seats. To initiate the rotation, utilise the red anodised lever-tab found on both sides the Turntable Base; the lever-tab needs to be pushed down.

Figure 4-62 - Pivot Latch

When rotating the stretcher using the pivot latch, the operator will locate an intermediate locking position called the 75° position. This arrangement can be employed for two reasons; firstly offering the medical crew seated in the RH medical seat with improved patient head access while facing aft. Secondly, which is explained in detail later on, the 75° position is applied for dual patient loading.



It’s recommended to push the tab down once to cycle the turn, where the Turntable Base will self-lock at the 75° position. From there the operator can repeat the previous step to engage the North/South position.

Figure 4-63 - 75° Position (View one) Figure 4-64 - 75° Position (View Two)

Figure 4-65 - North/South (Veiw One) Figure 4-66 - North/South (View Two) Note: The Rotating Multi-Deck is designed to rotate anti-clockwise from the East/West to

North/South whether on the ground or in-flight; however it does not have the ability to rotate 360 degrees.

WARNING: THE MULTI-DECK IS NOT APPROVED TO TRAVERSE IN FLIGHT WARNING: FOR CONFIGURATIONS NORTH/SOUTH & 75° POSITION, THE STRETCHER MUST

BE ORIENTED WITH THE HEAD END FACING FORWARDS IN THE AIRCRAFT Primary Configuration: When conducting winch primary operations, the preferred orientation for the F12 Stretcher is to position the head end towards the LH cabin door. It will greatly assist with the loading/securing of patients directly onto the stretcher during strop winching operations. Therefore it’s recommended to always have the stretcher positioned in the primary configuration when the aircraft is in standby mode to support prompt response times.



Figure 4-67 - Primary Configuration

Note: Once the patient is loaded onto the stretcher in the primary configuration, pivoting the

turntable to the North/South position is not achievable, as it would leave the patient’s head aft of the aircraft

Secondary Configuration: For secondary missions the Helimods system provides medical crew with several configurations, where collectively assisting with patient access. As the preferred loading/unloading of the stretcher will occur from the RH cabin door, crews need to consider the final position of the stretcher prior to loading. Given the preferred configuration for secondary missions is the North/South configuration and normally loaded from the RH side, the patient’s feet must be loaded first. This will ensure the correct orientation of the patient once the stretcher has been rotated internally. It will also give medical crews constant and efficient access to the patient’s airways during the loading transition. Photos below are approved stretcher configurations:

Figure 4-68 - East/West (Option One) Figure 4-69 - East/West (Option Two)



Figure 4-70 - 75° Position Figure 4-71 - North/South Position Dual Stretcher Loading: For the dual stretcher configuration to occur the Turntable Base must be relocated and offset to the RH side of the cabin’s multi-mission floor. By fitting the Turntable Base within the inter-link tracks and marry up all three Blue range markers, it will allow the Multi-Deck to rotate and clear the cabin seats.

Figure 4-72 - Turntable Base relocated to Inter-Link Tracks Once the Turntable Base has been correctly inserted, the Stretcher Deck can be placed in and locked to the external loading position. As per the normal stretcher loading procedures, the stretcher/patient can be loaded from the cabin’s RH door; feet first. Then the Multi-Deck can rotated to the 75° position, with the patient’s head in the forward facing direction. With the Multi-Deck in position, the second stretcher (Rescue Medevac Stretcher) will need to be loaded through the cabin’s LH door. The second stretcher should be loaded head first, so the patient’s head is positioned forward within the cabin. Please take extra care when loading the Medevac stretcher directly on the multi-mission floor to avoid abrasion, which may expose the floor to corrosion.



Figure 4-73 - Dual Patient Loading Securing the Medevac stretcher to the floor is achieved by utilising the Medevac stretcher Tie-downs. It’s a similar method to the previous security for the dual stretcher procedure, however it involves the stretcher being angled in a parallel position to the Multi-Deck. Spreading the Tie-Down restraints outwards along the tracks will assist in keeping the stretcher taut. Note: The Medevac Stretcher will need to be positioned predominately forward on the cabin floor

so it remain clears from under the LH fold-down seat.

Figure 4-74 - Medevac Stretcher Securing Restraints

Note: As an alternative option, which may be preferred for short distance dual patient transfers,

or rapid stretcher loading turn-around times; is to load both stretchers in the East/West configuration.

Stretcher Winching: The Multi-Deck has also been designed for the purpose of loading the Medevac stretcher directly to the Stretcher Deck in the stretcher winch operations In preparation to the stretcher winch, the cabin can be configured to assist with the operation by having the Helimods F12 Stretcher relocated to the baggage compartment (preferred). Or if needing to remain airborne, the F12 can fold in half and be stowed in the stretcher compartment once the Medevac stretcher has been dispatched from the aircraft.



Note: Care needs to be taken when stowing the F12 in the stretcher compartment, as the

mattress may catch on the door’s entrance.

Figure 4-75 - F12 Stretcher stowed in the Stretcher Compartment The Stretcher Deck will need to be prepared by having the RH loader restraint extended to the open position, both rail wings folded downwards and the intermediate locking horns recessed. Also, to aid the securing process, an Ancra Ring/Rapide/Karabiner arrangement can be put in place for the initially securing, along with the four Medevac Tie-Down restraints being prepared for use at the head end (LH) of the Stretcher Deck

Figure 4-76 - Preparation for the Stretcher Winch

The final security of the stretcher can be achieved by utilising the Medevac Tie-Down restraints. The Tie-Down restraints need to be fitted to the stretcher’s delta rapide; then secured to the track system. The medical crew can assist the Medevac’s final security as soon as it is practical, however if the patient is the medical crews’ priority the Aircrewman can complete the task. Note: Please ensure that once the Medevac restraints have been connected the Medevac and

Stretcher Deck, the restraints are transitioned outboard to create tension that will assist with the security.



Figure 4-77 - Final Stretcher Security To assist with the loading of heavily weighted patients, the Stretcher Deck can be traversed externally from the cabin floor and extended under the Medevac Stretcher. The sequence is to traverse the Stretcher Deck following Tag Line’s release and once the Medevac Stretcher/Medical Crew have been rotated 90° inboard. The Stretcher Deck can then be positioned underneath, where the patient can be safely winched on the Stretcher Deck. From here, in a controlled manner, the stretcher can be traversed inboard prior to the medical crewperson securing the Medevac Stretcher. Note: The preferred method is to winch the Medevac Stretcher directly to the Stretcher Deck

without traversing.

Figure 4-78 - Traversing the Stretcher Deck under Medevac As an alternative for land on primary missions, it may be beneficial for patient access to rotate the Medevac Stretcher in the North/South configuration once the Medevac is manually loaded and completely secure. Please note this would not be applicable for stretcher winching operations; given the orientation of the patient post loading.



Stretcher Bridge Baggage Compartment Loading

Figure 4-79 Stretcher Bridge – Baggage Compartment Stowage The loading and stowage of the stretcher bridge within the baggage compartment is conducted by having bridge’s top-plate folded within it self (as shown). Once the bridge has been folded into itself the frame essentially protects the monitoring equipment when stowed and when transported on foot. The red webbing restraint in the baggage compartment overlays the bridge’s frame and secure to the two anchor rings, there’s also a fitting lip located on the baggage compartment floor to assist with securing.

Bridge Assembly

Figure 4-80 Stowage/Transport Configuration Figure 4-81 Top-Plate Detached

Located on the underside of the bridge monitoring equipment, two pit-pins need to be removed to allow the top-plate to be detached from the frame.



Figure 4-82 Top Plate Attached Figure 4-83 Top-Plate Attached & Pit-Pins locked To assemble the bridge for use, the bridge’s legs are now placed down on the surface and top-plate is fitted to upper side of the bridge. This will then allow the top-plate securing holes to line up with the pit-pins holes pit-pins simply slide in and lock the top-plate in position. Fitting to Stretcher The bridge can be attached to the stretcher by either placing the stretcher on a flat surface or within the aircraft cabin. The bridge needs to be orientated so the placard on the bridge’s frame corresponds to the patient’s orientation, and the monitors facing towards the patients head (Fig 1-80). The four stretcher mounting clamps have threaded tensioning black knobs - these will need loosening prior to the bridge’s placement on the stretcher, allowing the red anodised hooks to overlap the stretcher chassis. Once the hooks are in place, the hooks can be clamped tight by turning knob in a clockwise direction. To remove the bridge from the stretcher it’s simply the reverse procedure. Figure 4-84 Bridge Orientations Figure 4-85 Stretcher Mounting Clamps For the ease of patient loading, the bridge has a swing-arm on each side that opens to allow the patient’s feet to slide across and under the bridge. To open the swing-arm – the top-plate (monitors) needs to remain fitted to support the bridge’s frame; the next step is to remove the two pit-pins at one of corners of the frame. Once the pit-pins have been removed, the mounting clamp below needs to be released, allowing the gate to swing open.



Figure 4-86 Bridge Swing-Arm Gate

Cable & Oxygen Routing

Figure 4-87 Figure 4-88 Cable Routing There are many options when routing the cables and oxygen lines, however the main objective is to have all cables and oxygen lines clear of obstructions. Not only will it assist crews with free movement within the cabin, it will also provide clear exits in the event of an emergency situation. In the photos above (Figure 1-83 & 1-84), the cables are supported by using roof mounted hand holds and the blue anodised recessed roof-hooks (Max loading 0.1kg).



Bridge Charging System

Figure 4-89 Bridge Charging Panel Incorporated into the bridge is charging system that allows the bridge to be supplied power and to be charged whilst in flight. The charging panel is located on the identical side as the swing-arm, with panel consisting of a three-way switch (START–ON–OFF), 10 Amp Circuit Breaker and a Power Available Indicator (Green). To initialise the charge the unit needs to be plugged in via the charging cable fitted to the bridge. Once plugged into the ground’s charging pack or aircraft power supply the charging phase will not be completed until the three-way switch is selected to ‘Start’, which is a momentary selection to initialise the charging phase. At the point the charging phase will continue in the ‘ON’ position, to cancel the charge and remove the plug from the power supply the switch will need to be selected to ‘OFF”. In the event of the bridge’s circuit breaker trips or an aircraft circuit breaker, the bridge is to be deemed unserviceable, until serviced by a technician and approved for use. Caution: The aircraft captain’s permission must be obtained prior to the bridge-charging phase

being initialised. This is to avoid electrical spiking induced during the aircraft’s start-up, which may cause electrical damage to the bridge’s monitoring equipment.



LifePak 15 Defibrillator

The defibrillator can be restrained any on the cabin floor with the use of the approved restraints, integrated with the floor track system. To prevent water damage in wet conditions (i.e. patient water recoveries), the alternative location for the defibrillator can be stowed in the lower compartment of the Tunnel. If using in the alternative location, the cargo netting shall be fully fitted to restrain the defibrillator, with the monitoring cables passing through the net’s webbing. WARNING: THE DEFIBRILLATION OF A PATIENT WITHIN THE AIRCRAFT IN-FLIGHT OR ON

THE GROUND MAY ONLY OCCUR WITH THE EXPRESS PERMISSION OF THE AIRCRAFT CAPTAIN, AS THERE ARE MANY CONSIDERATIONS AND HAZARDS THAT MAY CAUSE POTENTIAL RISK TO PERSONNEL AND THE AIRCRAFT.

Principals of Flight


SECTION 5 PRINCIPALS OF FLIGHT 1 Introduction

2 Configurations and Control

3 Hovering and Forward Flights

4 Autorotation

5 Blade Sailing



1 INTRODUCTION

The basic rules govern both fixed wing and rotary wing aircraft, and equally both types suffer from the same problem, that is, the aircraft is heavier than air. To overcome this, an aircraft must produce an aerodynamic (lifting) force to overcome the weight of the aircraft before it can leave the ground. In both fixed and rotary wing aircraft this is achieved by the aerodynamic reaction resulting from a flow of air around an aerofoil section. The main difference is that a fixed wing aircraft, as the name implies, has its aerofoil section (wings) attached to the fuselage at a fixed angle and position, whilst in the helicopter the aerofoil has been removed from the fuselage and attached to a centre shaft, which is given a rotational velocity.

The aerofoil on a helicopter (main rotor) can be made up of two or more blades (wings). These blades that make up the main rotor are turned by power given out by one or more engine(s). In order for air to flow over the aerofoil (figure 2-1) of a fixed wing aircraft that aircraft has to travel fast along the runway before sufficient aerodynamic lift is produced to overcome the weight and, as a consequence, it leaves the ground. A helicopter, however, pushes its aerofoil through the air by rotating the main rotor, thus producing sufficient lift to overcome its weight, allowing the helicopter to take-off vertically.

Figure 5-1 Aerofoil

Figure 5-2 Principals of lift

LIFT

THRUST DRAG

WEIGHT

FASTER MOVING AIR

SLOWER MOVING AIR

AIR

FLOW

LOWER PRESSURE

HIGHER PRESSURE

AIR

FLOW + + + +

- - - - - LIFT

Air flow from high to low pressure taking the aerofoil with it



2 CONFIGURATION AND CONTROL

Helicopters may be single or multi-rotor, each rotor having several blades, usually varying from two to six in number. A single rotor helicopter requires some compensating device to overcome “torque reaction”, and to prevent the aircraft from rotating in the opposite direction to that of the rotor. This consists of a small vertical tail rotor producing sideways lift (thrust), mounted on a tail cone. By varying this thrust the tail rotor may also be used to turn the helicopter. In the event of engine(s) failure, helicopter rotor systems include a freewheeling device to permit free rotation of the rotor.

While the helicopter rotor blade may look different to an aeroplane’s wing, the cross section of the aerofoil remains substantially the same, and, of course, the same is required of each i.e. to produce LIFT (figure 2-2).

Vertical Movement To achieve vertical movement the lift on each blade must be increased by

the same amount. The pitch angle must be increased collectively (on each blade at the same time) and the ‘COLLECTIVE LEVER’ achieves this. The reverse takes place in a vertical descent. If you increase the pitch angle on all the blades it becomes more difficult to push the blade through the air (increased DRAG) so this manoeuvre requires more power from the engines, otherwise the blades would slow down.

Horizontal Horizontal Movement is achieved by tilting the disc in the direction

required. To enable the disc to tilt the pitch angle vary through the blades 360° “cycle” of travel.

This change in pitch is therefore known as the “cyclic” pitch change, and is

achieved by the pilot moving the CYCLIC stick.

Figure 5-3 Horizontal Movement

Torque Reaction The fuselage will rotate in the opposite direction to the main rotor as a result of torque reaction. The fitting of a vertical Tail Rotor, which produces a sideways thrust, will overcome this problem. When the movement of the tail rotor thrust (lift) equals the torque reaction the helicopter will maintain a constant direction. The tail rotor typically turns about 5-6 times faster than the main rotor. The tail rotor has the following additional functions:

- Alter direction in the hover - Maintain a balanced condition of flight - Stop the fuselage rotating in power off flight (autorotation)



3 HOVERING AND FORWARD FLIGHT

To lift a helicopter off the ground a lifting force must be produced equal and opposite to the weight of the aircraft, which acts vertically downwards. When the rotor is turning and the collective lever is fully down very little rotor thrust (lift) is being produced, but as the pitch is increased (collective lever raised) the blades will begin to produce more lift and eventually the rotor lift will equal the weight. If the pitch is further increased the rotor lift will exceed the weight and the helicopter will accelerate vertically upwards. Once clear of the ground the lift is reduced slightly until it is equal to the weight. When this is achieved the aircraft will hover. The helicopter when close to the ground uses less power to hover because of the build up of a cushion of air beneath the aircraft from the flow of air down through the rotor disc (down-wash). The parcel of air beneath the aircraft when hovering close to the ground, is called the ‘ground cushion or ground effect” (Fig 2-4). When benefiting from using this ground cushion the aircraft is said to be “inside ground effect (IGE)”. When further away from the ground the downwash dissipates and is of no benefit. The aircraft is then said to be “outside ground effect” (OGE) and will require more power to hover. A helicopter hovering close to the ground and benefiting from the ground cushion of air beneath it uses only some of the down wash in the formation of the ground cushion. The remainder passes outwards from the helicopter and is dissipated against the surrounding air. This outward flow of air is very strong, being stronger the closer you are to the aircraft, and can easily lift loose articles and cause damage to persons and property.

Figure 5-4 Ground Cushion / Ground Effect



Forward Flight

To achieve forward flight from the hover the rotor disc is tilted forward. The change in state from a hover to movement in a horizontal direction is known as “TRANSITION” (Fig 2-5), the same term being used to describe a change from horizontal flight back to the hover.

To transition into forward flight the lift has to be increased to cater for this horizontal force. To meet this requirement the collective lever has to be raised to increase the pitch on the blades. Additionally, there must be sufficient spare power from the engine to allow for this increase. This is also the case the faster the forward speed.

The general method of coming to the hover from forward flight is to execute a “flare’. Tilting the disc in the opposite direction to that of which the helicopter is already moving will achieve this

Figure 5-5 Transition 4 AUTOROTATION

In powered flight the rotor drag is overcome with engine power, but when the engine(s) fails some other force must be used to maintain the rotor RPM. This is achieved by allowing the helicopter to descend so that the airflow from beneath strikes the blades in such a manner that the airflow itself provides the driving force. When the helicopter is descending in this manner the rate of descent becomes the power equivalent and the helicopter is said to be in a state of ‘autorotation”. An airflow force (auto-rotative force) overcomes drag on a majority of the blade, and consequently permits the rotor RPM to be retained. This assumes that the collective lever is fully down. If the collective lever is raised (pitch increased) induced drag will increase and as there is no engine(s) to provide power to overcome drag, the rotor RPM will decrease. If the RPM decreases below safe limits, the blades will no longer produce lift.

For multi-engine helicopters, the loss of one engine presents no real problem unless heavy. The helicopter is still capable of level flight and climbing, although reduced, and more than likely will be unable to hover, resulting in a running landing. For multi-engine helicopters, an autorotation is required if both engines have failed or been shut down.

The flare effect at the bottom of an autorotation does exactly the same as the flare with power on, and is most necessary to the “engines off landing”.

5 BLADE SAILING

Blade Sailing can occur when the rotor is starting up or slowing down in strong wind conditions, particularly if the wind is gusting. With the helicopter facing into wind (normal practice) the advancing blade experiences an increase in lift and will flap up excessively due to the low centrifugal force, reaching its maximum height to the front of the helicopter. The opposite occurs on the retreating side, reaching its lowest position at the rear of the helicopter i.e. over the tail cone. To control blade sailing it is sometimes helpful to turn the aircraft out of wind a small amount so that the lowest blade position is not over the tail. It is also of use to start-up and shutdown the blades as quickly as possible to reduce the time a low rotor.

Operations - General


SECTIION 6 OPERATIONS - GENERAL 1 Introduction

2 Aircraft Cleanliness

3 Refuelling Procedures

4 Fire Procedures

5 Smoking near Aircraft

6 Use of Mobile Phones and Portable Electronic Audio Devices



1 INTRODUCTION

The readiness of the aircraft and associated role equipment for SAR/EMS operations is the responsibility of all crew / team members. The standard of preparation and presentation of the aircraft is a direct representation of the professionalism of those who operate it.

Aircraft refuelling is also a crew responsibility and all concerned must adhere to certain procedures in an effort to ensure the task is executed correctly and safety.

2 AIRCRAFT CLEANLINESS

A rule of thumb regarding the aircraft’s cleanliness is “always leave it in the same state as you would wish to find it”.

The crewman’s particular area of responsibility is that of the rear cabin and equipment stowage areas. Particular attention should be paid to:

a General cleanliness of the rear cabin area including windows b Maintenance of safe blood management c Correct and secure stowage of equipment d Removal of all unnecessary items

In summary the aircraft is your work place, and as such should be kept neat and clean in an effort to ensuring a safer working environment.

3 REFUELLING PROCEDURES

Today’s helicopters have gas turbine engines and the fuel required is the same as that used by large jet aircraft. The designations for the fuel is JETA1 or NATO F34, 40 & 44 and this will normally be secured from airfield based tankers, on site drum stocks on pre-positioned drum stocks at designated landing sites.

The overall responsibility for aircraft refuelling is that of the captain, however all members of the crew are to be conversant with the necessary procedures and requirements such as:

a Hand pump operation b Aircraft earthing requirements c Actions in the event of fire

Refuelling with Passengers on Board

Only non-ambulatory passengers may remain on board during refuelling operations, provided:

a The “No Smoking” signs and emergency exit signs are illuminated

b The passengers are advised that fuelling is to take place, instructed not to smoke, operate

electrical switches or otherwise produce ignition hazards, and informed of the location of the emergency exits

c Exit doors on the opposite side of the aircraft to the refuelling point should be open and

unobstructed

d The aircraft and fuelling equipment are connected to a suitable earth point

e The refuelling shall be supervised by a competent person to ensure a safe operation

f Fire extinguishers should be manned and close at hand



Hot Refuelling

Hot refuelling means the refuelling of a helicopter with its engines running. This may be completed with rotors stationary or turning.

The practice of Hot Refuelling is not available unless the ground personnel are conversant with the operation and adequate external supervision is available. This would normally preclude the availability of Hot Refuelling at any location where direct control or regular practice of the procedure cannot be conducted.

Hot refuelling may be undertaken in the following situations:

a Search and Rescue (SAR) operations where normal refuelling may jeopardise individual safety or

property

b Emergency Medical Service (EMS) operations where time is critical in a situation response or patient transfer

c Aerial Fire fighting

d Offshore Operations

e Operations where stopping the engines or rotors may expose personnel to increased risk or the

efficiency of the operation may be significantly degraded.

Hot refuelling with passengers embarked should only be carried out when, on medical advice, passengers cannot be safely disembarked.

The Aircraft Captain or a pilot endorsed on type must remain at the helicopter controls while refuelling is carried out. Communication between the pilot at the controls and the person in charge of the refuelling operation must be maintained by radio or visual contact and an agreed system of signals. At least 2 fire extinguishers must be accessible throughout the operation.

During refuelling operations, radio transmissions shall be restricted to safety messages and neither the HF transmitter nor radar equipment should be operated. All doors and windows must remain closed on the refuelling side during operation. Note: A minimum of three persons must be available to assist in patient evacuation should it be required during Hot Refuelling operations.

4 FIRE PROCEDURES

Introduction The first priority in a fire situation must be to contain the fire and cut off the fuel supply. A helicopter has very little sheltered ground beneath the airframe. This factor and the position of the engines and the fuel tanks in close proximity to the cabin allow fire-fighting efforts to be concentrated and portable fire fighting equipment to be effective. Portable equipment such as BCF, Carbon dioxide, Halon and Dry powder are excellent for internal fires. BCF and Carbon dioxide deplete the air of oxygen therefore care must be taken when used in confined spaces and the space must be ventilated as soon as possible. Dry powder can damage electrical equipment and reduce visibility.



Extinguisher Classification and Rating

Portable fire extinguishers are divided into categories by contents and are colour coded accordingly: Contents Colour Class Water type extinguishers Red A Foam type extinguishers Blue AB Dry powder type extinguisher Red with White Band B (E) Carbon dioxide type extinguishers Red with Black Band B (E) Wet chemical Buff A Bromochlorodifluromethane (BCF) Yellow AB (E) Halon Red or White AB (E) A CLASSIFICATION is given to each extinguisher on the basis of which classes of fire they are capable of controlling.

Classes Fires Involving A Carbonaceous solids, e.g. wood, paper, textiles etc B Flammable liquids C Flammable gas D Flammable metals

Electrical hazards (not a class)

Extinguishers are rated A or B and in addition have an (E) if the contents are electrically non-conductive. There is no Australian Standard for class C and D fires, and specialist advice depending on the nature of the risk should be sought.

Not all extinguishers are suitable for all types of fires

Class (of fire) Type of Extinguisher

(In order of preference)

A Water, Wet Chemical, Foam, BCF B Foam, Dry Powder, Wet Chemical, BCF, Halon, Carbon Dioxide C Specialist advice required. Dry Powder can be used safely. D Specialist advice required. Electrical Hazards (E) Carbon Dioxide, BCF, Halon, Dry Powder.

Extinguisher Checks

Prior to use all extinguishers must be checked to ensure they are serviceable. All extinguishers must have a current Inspection Tag; all pressure gauges must indicate in the green, BCF and Dry Powder extinguishers must have their red disk, located at the rear of the handle.

Extinguisher Use

All portable extinguishers are designed to be used upright by pulling the locking pin out, squeezing the trigger and aiming at the base of the fire. Large carbon dioxide extinguishers are operated by ensuring the discharge control nozzle on the handle is closed, pull the pin and open the operating handle (on the bottle), open discharge nozzle, stand 2 meters from fire and aim at the base of fire.



Fire Fighting Considerations

Consideration should be given to the following:

1. Flashbacks may occur after the fire has been extinguished 2. The upwind side of the fire permits the closest approach and the best rescue path 3. Discharge extinguishing agents at high output rates to quickly extinguish flames 4. If only portable extinguishers are available, try to conserve enough of the extinguishing agent to

be able to deal with flashbacks 5. Concentrate on the upwind side of the cockpit and cabin areas Location of Extinguishers

The fire extinguishers are located at the left side of pilot seat, and one mounted on the internal left Clam Shell door. Fire During Re-fuelling.

Dry chemical powder and/or foam should be used. Dry powder is rapidly effective particularly for small leaks of ignited fuel but flashback may occur if the fuel is not covered with a blanket of foam. The foam blanket should be maintained throughout any rescue operation if required.

Aircraft Fires

1. Engine Fire

These are fires contained within the engine cowling and may include transmission components. They are most effectively extinguished by the use of the helicopters fire protection system for the engine compartment operated manually from the cockpit. A common extinguishing agent used in the fire protection systems is freon and nitrogen stored under pressure (approximately 600 PSI). This agent is used because of its non-corrosive properties.

WARNING: THE FLIGHT CREW MUST BE INFORMED IMMEDIATELY THAT AN ENGINE FIRE

EXISTS BY MEANS OF THE ICS OR MARSHALLING SIGNALS.

CAUTION: Normally, the pilot can extinguish the fire by using the internal fire fighting system. Applying carbon dioxide (from a portable extinguisher), which forms dry ice crystals, CAN damage the turbine blades.

2. Cockpit/Cabin Fire

Most cockpit/cabin fires will be electrical with smoke filling the cockpit/cabin from the burning cable insulation. Evacuate personnel before ensuring the cockpit/cabin is adequately ventilated and extinguish the fire using carbon dioxide extinguishers. This extinguishing agent will cause minimum damage to the instrument panel. BCF may also be used.

3. Control Panel Fire Shutting down the electrical circuits, if possible, may reduce or stop the fire. Applying carbon dioxide or BCF creates hazards for personnel. Evacuate the enclosure.



5 SMOKING NEAR AIRCRAFT

Smoking is prohibited in any Company aircraft. Furthermore, a person shall not smoke whilst within 15 metres of an aircraft.

6 USE OF MOBILE PHONES AND PORTABLE ELECTRONIC DEVICES

The use of mobile phones in aircraft is prohibited unless they have been installed in accordance with the applicable airworthiness requirement. The use of hand held units is prohibited. The use of portable electronic audio devices by crew and passengers is prohibited during all stages of flight. These devices include personal tape, CD, DVD, MP3 players and iPods. These devices, if operated in flight, may cause the user to either not hear, or misinterpret any operational or safety announcements. These devices may also effect the aircraft navigation equipment during critical stages of flight.



SECTION 7 EMERGENCY PROCEDURES 1 Introduction

2 Distress and Urgency Calls

3 Forced Landing Procedures

4 Ditching Procedures

5 Aircraft Emergency Locator Transmitter (ELT)



1 INTRODUCTION

Emergency situations can occur in the aviation industry and these can be of a minor or major nature. Aircrew are trained in the necessary procedures and actions to ensure the safety of the aircraft and crew.

The crewman can assist the pilot in a number of ways during an emergency situation such as:

a Pin pointing the aircraft’s position

b Transmitting a distress message

c Identification of a suitable forced landing area

d Securing the rear cabin

e Ensuring passengers are secure and aware of the situation

2 DISTRESS AND URGENCY CALLS

Distress

When a pilot considers that the aircraft is being threatened by grave or imminent danger (and requires immediate assistance) he shall transmit a distress (May Day) Call.

The following signals, used either together or separately, indicate a distress situation:

a A signal made by radio or by any other signalling method consisting of the group

. . . - - - . . . (SOS) in the Morse Code.

b A signal sent by radio consisting of the spoken word “Mayday”.

c Rockets or shells throwing red lights, fired one at a time at short intervals.

d A parachute flare showing a red light.

e Emergency SSR Codes (Emergency 7700, Radio Failure 7600, Hijack 7500).

The radio call shall contain:

MAYDAY (3 TIMES) Aircraft Call Sign (3 times) Position and Time Heading Airspeed Altitude Aircraft Type Nature of Distress Captain’s Intentions Any other information that may facilitate the rescue

Emergency Frequencies

121.5 MHz 243.0 MHz 406.0 MHz 156.8 MHz (Marine Channel 16)



Urgency

An urgency message shall be sent when a condition exists affecting the safety of an aircraft or other vessel, or of some person on board or within sight, but which does not require immediate assistance. Should any situation develop where a diversion must be made during the flight, the Air Traffic Service are to be advised by the transmission of a PAN message.

The following signals used either together or separately indicate an urgent situation:

a A signal made by radio telegraphy or any other signalling method consisting of the group XXX

b A signal sent by radio telephone consisting of the spoken words "PAN PAN"

c The repeated switching on and off of the landing lights.

The repeated switching on and off of the navigation lights

The radio call shall contain:

PAN PAN (3 times) Call-sign of a specific station or "ALL STATIONS" Aircraft Call-sign Request for bearing, course or position (if required) Position and Time Heading Airspeed Altitude Aircraft Type Available flight time Nature of emergency Captain's intentions

3 FORCED LANDING PROCEDURES

If an emergency situation arises which requires the aircraft to land immediately you are to acknowledge that you are aware of the situation and then secure the rear cabin ensuring all passengers and yourself are seated and secure. If time permits you can assist the pilot by identifying a suitable landing area if visible and informing him of its position by means of the clock code and distance. Also you may be required to transmit a distress message if the flying pilot is unable to do so.

If a forced landing is imminent the flying pilot will call 'BRACE BRACE BRACE", all personnel are to adopt the brace position (Fig 4-1).

a Forward facing seat - Lap Seat Belt Lower the head onto the left arm and bend forward from the waist. The left arm and head may

be rested on the back of the seat in front of you.

b All other seat positions - Lap Seat Belt/All Seat Positions - Full Harness Belt

Sit upright, with your head against any headrest. Protect your face by raising the left elbow.

Figure 7-1 Brace Position



Following a forced landing, personnel should remain secured until all movement has ceased (rotor blades) and then make their way clear when it is safe to do so.

If there are signs of fire, personnel should exit the aircraft immediately; however be aware that the rotor blades could still be turning, and possibly closer to the ground due to skid / undercarriage collapse.

As a member of the crew, you are responsible for assisting passengers where necessary.

4 DITCHING PROCEDURES

The responsibilities of the crewman for an emergency situation over water are the same as those for over land.

If an emergency situation arises and a ditching is imminent the flying pilot will call "BRACE BRACE BRACE", all personnel are to adopt the brace position so detailed above while at the same time identifying their nearest exit and a secondary exit should the first be obstructed.

Once the aircraft has settled on the water and all movement has ceased, personnel should exit the aircraft and inflate their life vest only when well clear. The crewman is to deploy and inflate the aircraft fitted life raft and, along with the aircraft captain, ensure all personnel are accounted for and the necessary Emergency Locator Transmitter is activated.

5 AIRCRAFT EMERGENCY LOCATOR TRANSMITTER (ELT) Introduction

The Emergency Locator Transmitter system is designed for installation in helicopters and fixed wing aircraft. The purpose is to provide the localisation of the aircraft after a crash or an emergency landing. The system consists of:

• An Emergency Locator Transmitter – Located in tail boom • An ELT/NAV Interface Unit – Located in tail boom • A Remote Panel Switch – Cockpit Centre Console • A horn (buzzer) • A rod antenna

The system transmits automatically, in the event of a crash, the standard swept tone on 121.5MHz (Civil) and 243.0MHz (Military) and every 50 seconds for 520 milliseconds (long message protocol) the aircraft position on the 406.025MHz (SARSAT). During that time an encoded digital message is sent to the satellite. The information contained in that message includes:

• Serial number of the transmitter or aircraft ID • Country Code • ID Code • Position coordinates when coupled to an ELT/NAV Interface Unit. The ELT/NAV is programmed

by ARTEX. The ELT is automatically reconfigured by ELT/NAV. This allows the moving of the ELT from one aircraft to another.



The ELT digital message can also contain information which allows the search and rescue authorities to contact the owner/operator of the aircraft through a database. Information contained in the database that may be useful in the event of a crash is detailed below:

• Type of Aircraft • Address of owner • Telephone number of owner • Aircraft registration number • Alternate Emergency Contact

The 406.025 MHz transmitter operates for 24 hours and then shuts down automatically. The 121.5 / 243.0 MHz transmitter continues to operate until battery life has been exhausted which is typically at least 72 hours.

When the ELT is coupled with the aircrafts navigation system, the position accuracy improves to approximately 100 meters. Once the ELT is activated and the 406.025 MHz signal is detected from the satellite and a position is calculated, the 121.5/243.0 MHz transmissions are used to home in on the crash site.

The ELT can be activated on the Remote Switch Panel on the centre console, or by the crash force activation sensor or G-Switch which is designed to activate with a chance of velocity of 4.5 fps +/_0.5 fps both under normal conditions and whilst being subjected to 30G’s of cross axis force.

Figure 7-2 ELT Main Assembly

Duties & Responsibilities


SECTION 8 DUTIES & RESPONSIBILTIES 1 Duty statement

2 Aircraft Marshalling

3 Operations Manual



POSITION AMBULANCE RESCUE CREWPERSON (ARC) DEPARTMENT: OPERATIONS REPORTS TO: BASE MANAGER/BASE SENIOR PILOT LOCATION: EACH BASE DELEGATE: NOT NOMINATED

SCOPE: A member of the flight crew other than a pilot, who is qualified and proficient in the operation of

equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate means) to a person/s and to deliver the necessary aid prior to evacuation by the most appropriate means in the EMS role. Medical Crewpersons are qualified Medical Attendants.

RESPONSIBILITIES: 1 Informed of Company health, safety and environmental, equal opportunity/sexual harassment policies

2 Conduct pre-flight inspections of appropriate search and rescue equipment.

3 The safe and efficient operation of search and rescue equipment.

4 Ensure the timely replacement of unserviceable medical equipment.

5 Provide information concerning aircraft safety.

6 Render appropriate medical aid where necessary.

7 Assist the Aircrewman in the management of aircraft rear cabin during flying operations.

8 The conduct of such duties relevant to their role as may be assigned to them.



POSITION: MEDICAL CREWPERSON (MC) DEPARTMENT: OPERATIONS REPORTS TO: BASE MANAGER/BASE SENIOR PILOT LOCATION: EACH BASE DELEGATE: NOT NOMINATED

SCOPE: A member of the flight crew other than a pilot, who is qualified and proficient in the operation of

equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate means) to a person/s and to deliver the necessary aid prior to evacuation by the most appropriate means in the EMS role. Medical Crewpersons are qualified Medical Attendants.

CAUTION: Medical Crewpersons are not qualified to conduct water rescue operations.

RESPONSIBILITIES: 1 Informed of Company health, safety and environmental, equal opportunity/sexual harassment policies.

2 Conduct pre-flight inspections of appropriate search and rescue equipment.

3 The safe and efficient operation of search and rescue equipment.

4 Ensure the timely replacement of unserviceable medical equipment.

5 Provide information concerning aircraft safety.

6 Render appropriate medical aid where necessary.

7 Assist the Aircrewman in the management of aircraft rear cabin during flying operations.

8 The conduct of such duties relevant to their role as may be assigned to them.



POSITION: MEDICAL ATTENDANTS (MA) DEPARTMENT: OPERATIONS REPORTS TO: BASE MANAGER/BASE SENIOR PILOT LOCATION: EACH BASE DELEGATE: NOT NOMINATED

SCOPE: Medical Attendants are members of the flight crew other than a pilot who are qualified and

proficient in the role of medical passenger retrieval, transport and control. RESPONSIBILITIES:

1 Informed of Company health, safety, environmental, equal opportunity and sexual harassment policies

2 Conduct pre – flight inspections of medical and role associated equipment

3 Safe and efficient operation of medical and role associated equipment

4 Assist the Aircrewman in the management of the aircraft rear cabin during flying operations

5 Provide information concerning aircraft and crew safety

6 The conduct of such duties relevant to their role as may be assigned to them. NOTE: Primary response may require hover disembarkation / embarkation procedures.



2 AIRCRAFT MARSHALLING

STANDARD HAND SIGNALS TO BE USED BY GROUND PERSONNEL MARSHALLING AIRCRAFT

Note 1 These signals are designed for use by the signalman, using lights when necessary, to

facilitate observation by the pilot, and facing the helicopter where the signalman can be seen best by the pilot.

Note 2 The meaning of the relevant signals remains the same if bats, illuminated wands or

torch-lights are held.

Note 3 The aircraft engines are numbered, for the signalman facing the helicopter, from right to left (i.e. No 1 engine being the left outer engine)

Note 4 Full marshalling signals can be found in CAO 20.3 Appendix 1

1 (a) Insert chocks Arms down palms facing inwards,

swing arms from extended position inwards.

(b) Chocks away Arms down palms facing outwards,

swing arms outwards.

2 All clear

Right arm raised at elbow with thumb erect.

3 Start engine Left hand overhead with appropriate

number of fingers extended to indicate the number of the engine to be started, and circular motion of right hand at head level.

6 Cut engines

Either arm and hand level with shoulder, hand across throat, palm downward. The hand is moved sideways with the arm remaining bent.



7 Engine Fire One hand pointing to the corresponding side of the aircraft on which the engine fire has been identified. The other hand describing a horizontal figure of eight.

8 Land Arms crossed and extended onwards in front of the body. 3 OPERATIONS MANUAL The Operations Manual is issued to provide guidance, information and instructions to all Aircrew and Operations staff in the performance of their duties. The Chief Pilot is responsible for the administration of this manual and issue of amendments. Proposed amendments shall be submitted to the Chief Pilot in writing, together with the justification. Individual copyholders are responsible for the insertion of amendments upon receipt, signing the receipt and returning it to the Chief Pilot’s office. Each base shall have a nominated “librarian” to ensure that library and aircraft copies are correctly amended, to sign and return the issue receipt to the Chief Pilot’s Office. Amendments and instructions of an urgent nature will be notified immediately to aircrew by means of Flying Staff Instructions (FSI). Each new FSI will be displayed in an Operations room for 1 month from the date of issue, in addition to being placed in the relevant Operations Manual on issue. FSI will remain in force until they are either no longer valid or have been incorporated in the Operations Manual. Staff Responsibility It is the responsibility of Aircrew and Operations Staff to remain familiar with the contents of the Operations Manual, Civil Aviation Regulations and Orders. Nothing in this Manual shall absolve all staff from their personal responsibility of having up to date knowledge of all statutory regulations affecting their duties.

Airmanship


SECTION 9 AIRMANSHIP 1 Definition

2 Teamwork

3 Crew Communication

4 Situational Awareness

Airmanship


1 DEFINITION

AIRMANSHIP IS DEFINED AS THE: “SAFE AND EFFICIENT OPERATION OF AN AIRCRAFT BOTH IN THE AIR AND ON THE GROUND WITH SPECIFIC RELEVANCE TO CREW CO-ORDINATION, CO-OPERATION, COMMUNICATION AND COMMONSENSE.”

2 TEAMWORK

Teamwork goes beyond providing a supportive environment where the crewmembers help each other, without anyone feeling he is being criticised or made to look inadequate. Teamwork is where people take initiatives, not just when there is crisis but when they can see the need to contribute to get the job done better. A key characteristic of a team is that the members have a common purpose and depend upon each other for the successful attainment of the objectives. Aircrew are perfect examples of a team and many of the research studies applied to non-aircrew teams have important implications for cockpit crews. A lot of research has been done over the years, assessing why some groups work well and others work badly. Professor Likert, at the University of Michigan, did considerable work on the subject and concluded that “The superior of each work group exerts a major influence in establishing the atmosphere of the work group by his leadership principles and practices. In a highly effective work group, consequently, the leader adheres to those principles of leadership which create a supportive atmosphere in the group and a cooperative rather than competitive relationship among members”. For example, the manager shares information fully with the group and creates an atmosphere where members are stimulated to behave similarly. Likert went on to suggest that when work team members had confidence in the leader and felt they were consulted and involved decisions, then, provided the necessary information was gathered, effective teamwork would emerge. Some key characteristics of High Performing Teams that are applicable to Aircrew Team Management are: • High performing teams gain a high degree of job satisfaction from their work • Team members cooperate well with one other • The team leader is well respected for the example he sets • High performing teams learn quickly from their mistakes • High performing teams have high problem solving skills and regularly review their performance

3 CREW COMMUNICATION

A process by which information, thoughts and feelings are exchanged in a readily and clearly understood manner “I know you thought you understood what I said, but what bothers me is that what you heard is not what I meant”. Many research studies have highlighted the significant amount of time we spend in communication - probably more than any other activity our waking hours. Yet few of us are good communicators or good listeners. Even at the purely information level, it is claimed that 75% of oral communication is ignored, misunderstood or quickly forgotten. The most important facets of our lives, however, depend upon ability to communicate well - the cohesiveness of family relationships, the quality of our friendships and the effectiveness in our jobs. Many of us are guilty of jumping to conclusions, imposing solutions on people before they have really understood the problems. Sometimes, we transmit information that to us seems concise, clear and unambiguous but is interpreted by others as meaning something else completely. Although we can’t make people respond in definite ways, we can often influence the way problem solving takes place by controlling what we say and how we respond. This is what is meant by conversational control. A clear understanding of the task at hand by all crewmembers is paramount in respect to its safe completion. This understanding is achieved through good crew communications.

Airmanship


4 SITUATIONAL AWARENESS

An accurate perception of the factors and conditions that affect the aircraft and flight crew during a specific period of time. Achieving Situational Awareness • Training • Planning and preparation • Visualise outcome • Feedback High situational awareness decreases risk. Cockpit management skills contribute to situational awareness.

Clues to Loss of Situational Awareness

Operational

1 Failure to meet targets 2 Undocumented 3 Departing from SOP 4 Violating minimums of limitations 5 No one flying 6 No one looking out of the window

Human

7 Communications 8 Ambiguity 9 Unresolved discrepancies 10 Preoccupation of distraction 11 Confusion of empty feeling

Role Equipment


SECTION 10 ROLE EQUIPMENT 1 Introduction

2 Life Jackets

3 Life Rafts

4 Rescue Harness 5 Capewell Winch Release

6 Wander Lead

7 Down The Wire Radio

8 Rescue Hoist

9 Stretchers

10 Tag Line

11 Rescue Strop / Hypothermia Strop

12 Hi-Line 13 Quick Splice Plate

14 Hand Held Search Light

15 Pyrotechnics and Marine Markers

16 Equipment Strap

17 Multi Purpose Winch Bag

18 Weighted Message Bag

19 Weighted Winch Bag 20 Ferno Pedi-Mate

21 Survival Pack

22 Shark Shield

23 DMM A303 Shadow Quicklock Alloy Carabiner

Role Equipment


1 INTRODUCTION

All Role Equipment is supplied with operating/care instructions. It is the responsibility of all operators to make themselves aware of these instructions prior to using the equipment.

2 LIFE JACKETS

The following Life Jackets are approved for use in company aircraft Switlik HV 35C Switlik X-Back Switlik CWV-35C Switlik HV-35C Introduction The Switlik Life Jacket is the Company standard Crew Life Jacket. Description The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system in the front with adjusting straps fitted to the back. Figure 10-1 Crew Switlik Life Jacket The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind the head and in front of the chest area. The two chambers sit one on top of the other. Each chamber is fitted with a CO2 cylinder and oral inflation tube. The front chamber is also fitted with a whistle (left-hand side) and salt water activated light (right-hand side) The jacket has two pockets located on the left and right hand side of the vest for stowage of survival equipment. The content within the company standard Switlik HV-35C pockets is listed in the table below.

Left-hand Pocket Right-hand Pocket GEM MT410 406 Mhz PLB Hand Held Mini Flares Mk8 Signalling Mirror Pains-Wessex No. 1 MK4 Day/Night flare

Role Equipment


Operation

To inflate the jacket pull one or both inflation toggles located at the front of the jacket.

If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation tube. Blow directly into tube. The tube is fitted with a one-way valve.

WARNING: NEVER INFLATE JACKET INSIDE AIRCRAFT

To deflate life jacket depress on one-way valve. NOTE: The older Switlik HV-35C is now superseded with the Switlik HV-35C X-Back. Switlik X-Back Description The new Switlik X-Back Air Crew Vest is great upgrade in comfort and durability over its predecessors (the HV-35C). Specifically designed for constant wear in the seated position in your helicopter or fixed wing aircraft. The aptly named X-Back is ergonomically fitted to your shoulder contour for a perfect fit. As accessories are added the weight is distributed over your shoulders and off your neck for vastly improved comfort. The adjustable X-Back straps provide enough range making it one size fits all. The Switlik Zipper closure keeps your inflatable vest secure at all times. The simple reliable dual breakaway design provides immediate inflation when activated. Backup oral inflation tubes are conveniently located on either side of the vest and easily reached through the side access flaps. The exterior cover is constructed from a blended Nomex®/Kevlar® Rip-stop weave fabric. The material is extremely soft and comfortable to wear. The Kevlar component provides excellent durability, while the Nomex gives you the in-cockpit fire protection you want. High visibility red beaded handles are found on both sides of the vest making for simple activation. They incorporate a breakaway safety feature to prevent snagging. Features:

• X-back design for superior comfort • Dual opening, zipper closure design • Multiple MOLLE straps for accessories • Designed to transfer the load away from your neck • Twin cell inflatable life-vest • Built in locator light • Replaceable inflatable cell and/or cover option • Built in storage pockets for excess webbing • Ergonomically correct torso design for added comfort while seated

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Figure 10-1 Crew Switlik Life Jacket The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind the head and in front of the chest area. The two chambers sit one on top of the other. Each chamber is fitted with a CO2 cylinder and oral inflation tube. The front chamber is also fitted with a whistle (left-hand side) and salt water activated light (right-hand side) The jacket has two pockets located on the left and right hand side of the vest for stowage of survival equipment. The content within the company standard Switlik HV-35C pockets is listed in the table below.

Left-hand Pocket Right-hand Pocket GEM MT410G 406 Mhz PLB Hand Held Mini Flares Mk8 Signalling Mirror Pains-Wessex No. 1 MK4 Day/Night flare

Operation

To inflate the jacket pull one or both inflation toggles located at the front of the jacket.

If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation tube. Blow directly into tube. The tube is fitted with a one-way valve.

WARNING: NEVER INFLATE JACKET INSIDE AIRCRAFT

To deflate life jacket depress on one-way valve.

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SURVIVAL AIDS GME MT410(G) PLB (EPIRB) Description The GME MT410 is a self-contained Personal Locating Beacon (PLB), and is the company standard PLB. The MT410 has a continuous transmission time of 24 hours minimum. Activation is achieved by breaking the security seal and raising the antenna to the vertical locking position. Only when the antenna has engaged and locked into the vertical will the unit be active. If the seal is broken the PLB should be replaced, as the useable life of the PLB cannot be ascertained. There is a test function on the rear of the unit; by inserting the yellow key (attached to the lanyard) into the testing slot, then slide the key downwards will produce a flashing white light and an audible beep indicating the PLB is functional. If the PLB passes this test but the security seal is broken the PLB is to be replaced. Operation Fully erecting the antenna to the vertical locking position will activate the PLB. By doing so, the security seal will be broken. To deactivate the unit, insert the yellow key into the antenna latch, allow the release of the antenna to fold-back and simultaneously deactivating the unit NOTE: MT410 has now been superseded with the MT410G, which now integrates the GPS

transmitting function. Figure 10-2 GME MT410 PLB

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Signalling Mirror The Signalling Mirror is simply a mirror, which uses the principles of reflecting sunlight in a given direction. This survival aid is very effective and can be seen by rescue craft from considerable distances, in excess of 10 NM. Therefore, it should be used in a random pattern reflecting light toward the horizon. Figure 10-3 Signalling Mirror Flares The description, use and safety precautions for using the MINIFLARES, Day/Night Flares and Dye markers is contained in Roll Equipment section, Pyrotechnics and Marine Markers. Figure 10-4 Assorted Flares Switlik CWV-35C Introduction The Switlik Life Jacket is the Company standard Passenger Life Jacket. Description The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system in the front with adjusting straps fitted to the back. Figure 10-5 Crew Switlik Life Jacket

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The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind the head and in front of the chest area. The two chambers sit one on top of the other. Each chamber is fitted with a CO2 cylinder and oral inflation tube. The front chamber is also fitted with a whistle (left-hand side) and salt water activated light (right-hand side) Operation To inflate the jacket pull one or both inflation toggles located at the front of the jacket. If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation tube. Blow directly into tube. The tube is fitted with a one-way valve. WARNING: NEVER INFLATE JACKET INSIDE AIRCRAFT To deflate life jacket depress on one-way valve.

3 LIFE RAFT

The life raft used at EMS bases is the Winslow model 710FA-AV(UL). They are intended for crewmember and passenger use aboard aircraft during over water emergencies.

The rafts contain a survival kit, which depending on the rated capacity the amount of content will vary. The following list is typical of a survival kit

• EPIRB • Hand held Aerial Meteor Flares • Hand held Distress Flares • Flashlight (2) w/spare Batteries & Bulb • Sea Anchor • Heaving Line w/handle • Pump w/Adapter • Raft Knife • Repair Tape • Repair Clamps • PRV Plugs w/Tether • Bailer Bucket

• Signal Mirror • Sea Rescue Ribbon • Food Ration Bars • Anti-Sea Sickness Pills • Water-maker • Whistle • Oral Inflation Tube • Retaining Line • Survival Manual • Thermal Protective Blankets • Energy Bars • Sponges

Operation In anticipation of a ditching, rafts should be removed from their stowage and positioned by selected exits to provide instant deployment – thus saving valuable time. The red flap, marked with inflation instructions should face inboard toward the operator. The red flap should then be unsnapped and opened, exposing the parachute pull ring handle and the retaining line pull loop. The retaining line can be withdrawn sufficiently to secure the raft to the aircraft to prevent it from drifting away when placed in the water. The life raft should be placed in the water clear of the aircraft allowing as much area as possible to inflate without impeding passenger and/or crew egress from the aircraft.

There are two methods of inflation. A short pull on the parachute pull ring will inflate the raft immediately. The webbing type retaining line can be used to inflate the raft by grasping the hook end and after taking up the slack in the line (5 metres), pulling with a sharp jerk inflation of the raft causes it to open the snaps of its valise and deploy for boarding.

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Winslow Life Raft

Description The Winslow life raft is rated for 7 persons with a 10 person overload capacity. The life rafts are comprised of two identical buoyancy tubes mounted one above the other, which are inflated from a single carbon dioxide and nitrogen cylinder. Each buoyancy tube is fitted with a pressure relief valve to prevent over pressurization during inflation and temperature fluctuations. Each tube is capable of supporting the overload capacity of the raft. An automatically inflated triple arch supports a self-erecting canopy. The life rafts feature an inflatable floor that when inflated, provides insulation in cold conditions or, when deflated, maintains the life raft cool, ideal for tropical conditions. The inflatable floor allows for drainage of water to allow for easier bailing. All inflatable parts of the life raft are fitted with manual inflation tubes. The canopy can be opened into two different positions, sail or convertible. The canopy can also be completely closed to keep water outside the life raft. A pentagonal ballast system is installed under the floor for added stability in boarding the life raft and in high sea states. A righting line is provided in case the life raft inflates in an inverted position. Instructions for righting are printed on the lower tube. Two boarding ladders, one at either end of the life raft, are provided for ease of entering the life raft from the water. In addition, an inside-the-life-raft assist-boarding ladder is provided to provide additional assistance in boarding the life raft. Attached to the life raft is a floating knife, self-deploying sea anchor, heaving line and internal and external water activated lights. The knife, which is located at the main entrance and attached to the upper buoyancy tube, is provided to cut the mooring line from the aircraft in an emergency. The sea anchor is provided to reduce drift and aid in stabilization in high sea states. A survival pack is located inside the life raft. Figure 10-6 Winslow Liferaft

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Operation The life raft can be inflated via the retaining lanyard after all line as been withdrawn and a sharp jerk is given, or for a quick release using the emergency inflation ripcord ring. Emergency Inflation Ring Inflation Lanyard Figure 10-7 Life Raft Activation CAUTION: Should the raft inadvertently inflate inside the aircraft then it should be punctured

with a sharp device being careful not cause either aircraft damage or personal injury.

Lift Raft Stowage

Figure 10-8 Life Raft Stowage

The crews/aircraft Life Raft is to be restrained on the cabin floor, between the aft cabin crew seats. There is a dedicated Life Raft restraint that can be located in the Utility Roll Bag.

4 HARNESS

Introduction SARQUIP International manufactures the rescue harness approved for use. The harness is designed for aviation use in helicopter aircrew, rescue crew, camera and rappelling operations. When used in an aircraft the rescue harness must be used in conjunction with a cabin wander lead that must be secured to primary and secondary hard points by means of an interconnecting restraint. When used externally from the aircraft the harness must be used in conjunction with an aviation approved winch release assembly (Capewell).

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Figure 10-9 Rescue Harness Use To fit the harness place shoulder straps over the shoulders. Pass one leg strap around each leg and attach the V-Ring to the snap hook, pass the loose end through the elastic keeps provided. Adjust the leg and shoulder straps for a comfortable fit. Connect the waist and chest straps and adjust for firm fit. Secure all loose ends to Velcro pads provided. Additional Equipment Additional attachments to accompany the harness include a strobe light secured to the left hand shoulder strap by a Velcro retainer, and a J-Knife to be secured to the waist strap. Figure 10-10 Personal Strobe Light Figure 10-11 Personal J – Knife Care Under normal usage the harness has a ten-year total life from date of manufacture. If there is no label or the date of manufacture is illegible the harness is to be considered unserviceable. The harness should be returned to the manufacture each 12 months for inspection and re-certification. If the webbing, stitching or fittings become damaged it should be repaired or replaced. The harness is to be examined for chaffing, cuts, damaged fittings and worn stitching prior to using.

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If the harness is exposed to a free fall of 0.6m it is to be returned to the manufacture for inspection and if it is exposed to a free fall of 2.0m it must be retired from service. The harness can be cleaned with cool water and a mild detergent followed by a rinse. Always rinse the harness in fresh water after use in salt water

5 CAPEWELL WINCH RELEASE Introduction The Winch Release or Capewell comprises of two components and are not interchangeable with any other assembly. The Winch release has been designed for aviation use with helicopter rescue crew and rappelling operations and must not be used for any other purpose.

Figure 10-12 Capewell Winch Release Use The Quick Release is to be secured to both harness take up point D-rings with the snap hooks facing down and towards the body. The Winch Release should be set up so as the release handle is located on the users primary side i.e. if you are right handed then the release handle is on your right side. Connection to the winch hook is via a steel Karabiner (provided). The gate of the Karabiner is to face the body of the operator. The Quick Release requires two separate movements to initiate release; both can be completed with one hand. Lift the spring loaded release handle safety cover, which will then expose the cable type release handle. Pull the cable type release handle and the system will release Figure 10-13 Separated Winch Release NOTE: The system will only release under load CAUTION: When activating the Quick Release under load, it is advisable to use your free hand to

shield your face from any possible dynamic action from the release mechanism.

Care As for Harness

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6 WANDER LEAD

Introduction SARQUIP International manufactures the Wander Lead and Wander Lead Release assembly. Although the Wander Lead and Wander Lead Release are two separate parts, each having separate identification labels and serial numbers, for the purpose of these training notes, term “Wander Lead” means the complete unit. The Wander Lead has been designed as a restraint for aviation use.

Figure 10-14 Wander Lead

Use The Wander Lead must only be secured to an aviation approved primary load bearing attachment point (hard point) then subsequently to a secondary hard point within the aircraft cabin by means of aviation approved Single Point Restraint. The slim load bearing snap hook must be secured to the primary attachment point with safety pin in place, and positioned so that there are no twists in the lead and with the Wander Lead release handle facing outboard of the wearer. The winged load bearing snap hook must be secured to one harness take up point D-ring. Depending on which side of the aircraft you are working from will depend on which side of the harness you connect to.however, always ensure your Wander Lead is connected to the inboard side of your harness when in your working position. CAUTION: The winged load snap hook must connect to the harness D-Ring from the lower side (i.e.

the winged gate to face upwards when connected). You must also ensure that the winged snap properly closes once connected to the harness.

The three-ring release incorporated within the Wander Lead is a double action system and will disconnect under minimal load. To activate the release, peel over the red padded handle and then pull outward firmly. There is a small ring fitted below the slimsnap hook for securing the wingedsnap hook when the Wander Lead is not in use. A Velcro tunnel and two elastic keepers are provided for securing communication leads. An adjuster as been incorporated within the Wander Lead to ensure the correct length is available for each situation. The Wander Lead must be checked for correct length every time the lead is used to prevent movement outside the aircraft cabin. An elastic keeper must be positioned directly behind the adjuster to reduce free play through the adjuster. To adjust the length of the Wander Lead lift the yellow tab on the slide adjuster and pull the webbing through the adjuster to the desired length. Excess webbing can be secured with elastic keepers provided. CAUTION: Failure to check length adjustment could result in injury from a free fall.

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Three-Ring Release Inspections • The Three Ring Release should be inspected prior to every use • Cleaning and disassembly should be carried out once a month, more often in humid, dirty or cold

conditions • To test the Three-Ring Release, place the Wander lead under load and pull the red release handle • The rings should operate under a load of 20lbs or less • The red locking loop that holds down the small ring must be flexible and checked for wear • Flex the webbing near where it passes through each ring to remove any deformation in the webbing • Check the Velcro on the release handle and webbing, it must be clean and holding well • All rings must have metal-to-metal contact, and should be rotated regularly • Check the terminal fitting at the end of the housing for security and the housing for dents or damage. If

the housing is damaged it must be replaced • Run the cable back and forth through the housing • Lightly lubricate the cable with a silicone-based lubricant • Do not let the release assembly become wet in cold weather. It may freeze and stiffen the webbing,

resulting in a failure to release Assembly of the Three-Ring Release • With the snap hook facing down, position the Wander Lead with it’s rings uppermost • Pass the middle ring under the base ring and flip it through • Pass the small ring under the middle ring and flip it through • Pass the red loop over the small ring only, then pass it through the grommet in the Wander Lead until it

forms a loop at the back of the lead • Place the yellow cable through the red loop and down into the webbing stowage pocket at the back of

the lead • Place the red release handle back into the slot within the Wander Lead then back onto the Velcro pad • Inspected the lead for correct fitment Care As for harness

7 Down The Wire Radio Introduction The ICOM IC-M72 Transceiver (ICOM) is a waterproof handheld marine band VHF radio with a frequency range covering all marine channels. The unit is waterproof to a depth of 1 metre for 30 minutes using either the stand-alone radio or in conjunction with the speaker/microphone attachment. For use during winch operations over land the ICOM is fitted with a helmet adapter, which allows two-way communications between the RCM and aircraft. The ICOM is the RCMs primary means of communications for all down the wire operations. It is a useful tool when there is a requirement to communicate with the winch operator for safety reasons during a winch. CAUTION: Communications with the winch operator during the actual process of winching should only

be conducted when pre briefed or where personnel or aircraft safety is a factor. All communications should be kept to an absolute minimum.

The radio is fitted with a number of functions. The following is a list of key functions the user needs to operate the radio;

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a. Volume/on/off control

Situated on top of the radio and is turned clockwise to turn on and increase the volume

b. Squelch

Sets the squelch threshold c. PTT switch

Transmits when pushed and receives when released d. Function display

Displays radio functions, such as battery level, selected channel, transmit indictor

e. Channel up/down

Selects desired channel f. Internal microphone

Used to transmit when using the radio without attachments g. Internal speaker

Used to receive when using the radio without attachments h. Battery pack release button

Used to connect/disconnect the battery pack i. Lock button

Press and hold to lock the desired channel Figure 10-15 ICOM Radio

Use of the ICOM

As stated the ICOM is to be used for all down the wire operations both land and water and is to be fitted inside the left hand pocket of the Switlik life jacket when worn. For over land operations the helmet adapter is used with all excess cable being stowed within the life jacket pocket. For over water operations the ICOM is again positioned in the life jacket pocket with the speaker microphone fitted in such a way that the RCM is able to communicate with the aircraft. It is recommended that the microphone be positioned up near the wearer’s head on either the life jacket outer valise or rescue harness shoulder strap. The speaker/microphone must be attached prior to the radio being immersed in water. When attaching the speaker/microphone ensure that the connection is fully inserted and secure to avoid water immersion into the radio Note: Keep the jack cover attached when the speaker/microphone is not in use to prevent corrosion to

the pins. Figure 10-16 Speaker Phone Figure 10-17 Helmet Jack

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The radio also has a helmet attachment lead, which allows the user to plug their helmet into the radio and operate the radio via the PTT switch. Both the speaker/microphone and helmet attachment lead are fitted to the radio via the connector situated on top of the radio next to the antenna Note: The helmet attachment is NOT waterproof.

Note: There is no side tone when using the helmet attachment lead. The radio has a battery indicator, charging will be required if showing less than 2 bars 8 RESCUE HOIST

Introduction The Goodrich External Hoist P/N: 44316 is a variable speed electric hoist mounted externally to the right hand side of the aircraft and can be operated either from the cockpit by the FP, or from the cabin using the control pendant by the crewman.

Figure 10-18 Lucas Hoist attached to AW139 Figure 10-19 Hoist Pendant Description The hoist is fitted with 280 feet (85m) of useable cable, and has a maximum operating load of 600 lbs (272.5 kg). The hoist has variable operating speeds to 200fpm utilising the winch control pendant, and a fixed pilots control speed of 100fpm. Limit switches mounted on the hoist, control the hoist to operate at 75 fpm between 2 – 10.5 feet. The final “up 2 feet” is further reduced to 35fpm. Limit switches stop the hoist when the cable is fully extended or retracted. The maximum permissible bank angle in turn is 20°Operation with an extended cable and load on hook. WARNING: EXCEEDING 15° OF LATERAL PENDULUM ANGLE / HELICOPTER VERTICAL AXIS

CAN LEAD TO CLUTCH SLIPPAGE. The hoist system includes a remotely operated cartridge actuated cable cutter. The cable cut switches are wired in parallel and are located on the pilot and cabin hoist control panels. The cable cut circuit breaker must be in for the cable cut to be activated. The hoist is fitted with integral lighting mounted in the hoist housing. All hoist accessories are located in the Hoist Box, including the hoist pendant when not in use. The hoist box locates onto the central forward cabin floor, and when not required resides in the rear equipment shelves.

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Figure 10-20 Hoist Accessory Box (SAR-Box)

Figure 10-21 Hoist Assembly

Cable Cutter

Hook Assembly

Level Wind and Storage Drum Assembly

Main Drive Motor

Limit Switch Installation

Automatic Brake Assembly

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Control Pendant The hoist can be operated up or down at continuously variable speeds from rest to maximum speeds. Cockpit Control The hoist is operated up or down at a fixed speed of 100fpm. Cockpit control signals have overriding authority over control pendants signals.

Winch Hook The hoist is fitted with a swivel hook, connected to the cable via a swagged ball and collets inside a rubber buffet. The hook is fitted with a spring loaded gate that must be opened by depressing the two yellow lugs situated either side of the gate to place or remove equipment from the hook. Figure 10-22 D-Lock Hook The hook is also fitted with a hard-eye on the back of the hook for placement of the Hi-line snap-hook.

Caution: Ensure equipment is not caught on the hard-eye prior to being lifted with the hoist, and that

all equipment sits freely in the bight of the hook. Always be mindful of D – Ring Reversal / Dynamic Rollout

9 STRETCHERS MEDEVAC II Titanium Rescue Stretcher

Introduction The MEDEVAC II is an approved optional emergency stretcher used by the Company. The strength of the titanium frame and overall robust design affords the patient ample protection during rescue operations. The capability to fold the MEDEVAC stretcher in half allows for easier stowage. Description The MEDEVAC stretcher is constructed of aerospace ATM Grade 9 titanium alloy tubing and components. A smooth, corrosion-resistant plastic netting (with 12mm openings) is used to support and provide comfort for the patient. Hand holds are situated on both sides for carriage over land. The dimensions when assembled are: Length 198cm 78 inches Width 61cm 24 inches Depth 50.5cm 10 inches Weight 10kg 22 lbs Load Capacity 272kg 600 lbs Figure 10-23 Medevac Stretcher

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Use of the MEDEVAC Titanium Stretcher Preparation of patient

1. Deploy the stretcher to a suitable location near the patient ensuring that the two halves are secured tightly and correctly with no loose articles.

2. Once at the scene, assemble the stretcher ensuring that the threaded couplers (2) are fully done

up and secure. Lay all patient restraints and lifting slings outside the stretcher frame in readiness to accept the patient.

WARNING: ENSURE THAT THE THREADED COUPLERS ARE SECURELY IN PLACE PRIOR TO

USE - DO NOT OVER TIGHTEN.

3. Place the patient into the stretcher ensuring that they are orientated correctly and positioned so that the stretcher when lifted, will hang in a slightly feet down position.

CAUTION: Where practicable, the patient is to be briefed accordingly and provided with ear and eye

protection.

4. Place the two shoulder straps over the patient and secure them to the corresponding mate (colour coded) located at the centre of the stretcher then tighten as necessary.

5. Place all four (4) patient restraints across the patient and secure them to the corresponding mate

(colour coded) on the opposing side of the stretcher and tighten as necessary.

CAUTION: Loose straps can flutter, creating a potential hazard to both the patient and RCM. All excess straps must be secured by means of the elastic loop provided. NOTE: To assist in preventing the patient from sliding downward toward the foot end it is

acceptable to have the chest restraint strap routed under the patient’s upper arms between the arms and chest (arm pit) on both sides and then secured accordingly.

NOTE: The patient’s arms are to be secured beneath the waist strap.

6. With the patient properly secured, the head and foot end lifting slings are brought to the centre point of the stretcher and secured by means of the “Snap Hook” and small “D” Ring.

NOTE: Ensure that there are no twists in the lifting slings prior to the lift.

10 TAG LINE Stuff Bag Type The Stuff Bag Type Tag Line presents in a nylon bag containing the following components;

• 130 metres of 6mm high visibility reflective cordage (not tied in) incorporating an optional weak link assembly,

• Instruction guide, • Third party ear & eye protection, • Safety gloves, and • Hook knife,

Figure 10-24 Stuff Bag Type

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When preparing the tag line for use the connecting snap hook is fed from the choked bag opening and connected to the stretcher via a Ronstan Quick Release. The quick release can be activated by the RCM attending the stretcher or by the winch operator at the aircraft door when necessary. CAUTION: The RCM is to carry a Hook Knife as a backup to the release system. A weak link assembly is supplied as an option for those occasions where the surrounding terrain/obstructions pose a potential snagging hazard. When required the weak link is utilised by simply connecting the tag line to the stretcher quick release via the weak link snap hook. Note: Notification to the aircraft crew of non-use of the weak link is mandatory. The tag line bag can be managed in one of two ways; on the ground at the RCM’s feet or under the TLA’s arm with the carry handle over the shoulder. Tag line control when being payed out is achieved by the RCM applying appropriate friction with the gloved hands. A slack tag line can be controlled by either; carefully retrieving the excess line hand over hand back onto the surface immediately in front of the RCM, or by the RCM walking backwards away from the target. WARNING: AT NO TIME IS A LOOP OF LINE ALLOWED TO BE WRAPPED AROUND THE TLA’S HAND IN ORDER TO GAIN MORE PURCHASE. WARNING: THE TAG LINE STUFF BAG IS NOT TO BE SECURED TO THE TLA IN ANY WAY CAUTION: Use of heavy-duty leather gloves supplied is recommended as friction burns may occur. CAUTION: To safely achieve a foul free payout of line it is essential that the tag line has been

correctly flaked into the bag. ln order to alleviate these type of incidents from reoccurring, all reel type tag lines are to be fully unwound and then rewound post use and all stuff bag type tag lines are to be repacked from empty post use. This procedure is to take place regardless of whether or not the tag line was used for training or on an operational task and regardless of what length of line was used. Additionally; all reel type tag lines are only to be rewound and reset by a company Aircrewmen / Rescue Crewmen or qualified UWO. On those occasions where a tag line is returned to the operating base post use by in field support crew, then again the tine is to be rewound / repacked as described above.

11 RESCUE STROP / HYPOTHERMIA STROP COMBINATION

Introduction The Rescue Strop/Hypothermia Strop combination is used as a Rescue Strop for recovery of experienced or pre-briefed personnel who are in a fit state to keep them in the strop. They can be specifically briefed beforehand, or by a Rescue Crewman lowered to brief them prior to the winch. When used for water rescues the Hypothermia strop is separated from the Rescue Strop valise and is used for recovery of personnel who are suspected of suffering from hypothermia. The device is designed to maintain the survivor in a sitting position(with the red hypothermic strop positioned under the knees) across the front of the RCM whilst being winched to the aircraft.

Figure 10-25 Rescue Hypothermia Strop

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Description The Rescue Strop/Hypothermia Strop Combination is a horse collar shaped device, which is connected to the winch hook by means of a ‘D’ ring. A snap hook at the free end of the strop connects to small ‘D’ ring below the winch attachment point which then gives the strop its horse collar shape. CAUTION: The strop also incorporates a chest strap and must be in fitted during land winch operations

12 HI-LINE A Hi-Line procedure is used when conducting either over water or over land rescue winch recoveries when normal winching would be hazardous.

a When the winching area is confined or obstructed in such a way that there is a risk of the winch cable snagging or the RCM/MA striking obstructions.

b The vessel or winch area is so small that the Pilot cannot remain in visual contact whilst in the

hover. c When normal winching techniques would be unable to effect transfer.

During night Hi-line transfers, the shot bag shall be illuminated with high intensity artificial light sticks (Cyalume).

a When conducting Hi-line transfers to/from a life raft it is acceptable that once the RCM has entered

the raft that the hi-line shot bag and all excess rope be lowered down in between the raft chamber and the outer boarding rope. This will ensure that all excess rope will be out of harms way during the transfer process.

NOTE: It may be advisable to attach an additional shot bag for this procedure to assist in the sink rate of the excess line. e. When conducting a stretcher lift recovery from a vessel utilising the Hi Line procedure it may be

necessary to route the Hi Line through the Tag Line quick release Ronstan. his particular configuration ensures the stretcher remains under the positive control of the TLA and that the weak link functionality is maintained during the winch in process.

CAUTION: When configuring the Hi Line through the quick release Ronstan it is essential that the Hi

Line hand hold is on the outboard side. When recovering the RCM last from the scene, the hi-line can either be recovered with him or discarded, which ever is deemed as the safest option by the crew. Description The Hi-Line is the name given to describe the piece of equipment in its entirety. The various components of the equipment are: a. Canvas or nylon pack cover. b. 30 or 45 metres (100 or 150 ft) cord stowed inside the pack cover. c. The cord has a shot bag on one end (the "down" end) and a soft eye with snap hook on the other

and (aircraft end). The snap hook is attached to a 136 kg (300 lb) cord loop which acts as a weak link. The cord loop is attached to the aircraft winch hook.

A Carabiner snap hook is attached to the outer casing of the pack; and is used to secure the Hi-line to the aircraft floor.

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Figure 10-26 Hi Line Kit

13 QUICK SPLICE PLATE

Introduction The Emergency Quick Splice Plate (QSP) assembly is designed to be used in place of the normal rescue hoist hook in the event that the normal hook has been cut away or damaged.

Description The QSP assembly is manufactured from anodized aluminium alloy 75mm x 195mm x 12mm. It has a 90mm diameter bumper disc at one end and a rotating swivel at the other. Fitted to the swivel is a DMM C840 Karabiner for the attachment of rescue equipment and personnel. The bumper disc has a spring clip fitted which locks the cable in place once it has been routed through the numbered slots. The QSP has five (5) 9mm wide slots cut into it, which are bevelled in the direction in which the winch cable is to be routed. These slots are numbered 1 to 5 and have arrows marking the layering direction to assist in the cable feeding sequence. The No. 5 slot has a spring clip which locks the cable within the slot preventing it from slipping out. WARNING: THE EMERGENCY QUICK SPLICE PLATE AS DETAILED ABOVE IS DESIGNED FOR

USE WITH 3/16" RESCUE WINCH CABLE ONLY. CAUTION: Once used the QSP is to be inspected and certified ‘Serviceable’ by an appropriate person

prior to further use.

Role Equipment


Figure 10-27 Quick Splice Plate – Free Bitter End Fitment The tail of the rescue winch cable is fed on to the QSP by first laying it along the “CABLE BITTER END” slot leaving at least 3” (80mm) of overhang. It is then a process of routing the cable through the numbered slots following the arrows and keeping in the correct numbered sequence. It is important to keep the cable as tight as possible during this process avoiding any large loops. When feeding the cable onto the No. 5 slot, ensure that the spring clip locks the cable within the slot. Once securely locked into the No. 5 slot the cable is then locked into the central position of the bumper disc by passing it through the spring lock on the bumper assembly. The free end (Bitter end) of the cable is then fed through and locked into the No.5 slot by passing it over the cable loop running between the No.5 and No.4 slots. It is then to be locked into the central position of the bumper disc by passing it through the spring lock on the bumper assembly. This then assures positive cable lock off regardless of loading. With the rescue winch cable correctly fed through all of the numbered slots, and in the correct sequence as detailed above, the QSP is now ready for use. Figure 10-28 Correctly Threaded Quick Splice Plate CAUTION: The QSP maximum allowable load is 600lbs (272kgs) CAUTION: Gloves must be worn when handling rescue winch cable. WARNING: IT MUST BE NOTED THAT THE RESCUE WINCH LIMIT RETARD SWITCHES MAY BE

INOPERATIVE FOLLOWING THE CUTTING OF THE CABLE AS THE OVERALL LENGTH HAS BEEN ALTERED.

Role Equipment


14 HAND HELD SEARCH LIGHT

The crewman for night searches uses the Hand Held Search Light over land/water and to assist in the illumination of the tail area of the aircraft and surrounds during night confined area/winch operations Description The unit is a hand held search light with a 14 cm diameter lens with adjustable focus control. It is powered by 14 volts DC and can be connected to an appropriate outlet within the aircraft cabin by means of a flexible lead. A momentary trigger switch located at the top of the handgrip activates the light. A nylon cord-retaining lanyard is secured to the top of the handgrip and is to be worn around the operator’s wrist for security during use. Concealed within the handgrip is a spare bulb.

Figure 10-29 Hand Held Search Light Use Once connected to the 14 VDC outlet, depressing the momentary trigger switch activates the light. The light illuminates immediately. CAUTION: A clearance to illuminate the light must be given by the aircraft captain prior to activation. CAUTION: The operator is to ensure that the light is pointing outside the aircraft and that the retaining

lanyard is fitted to his wrist prior to use. Once the light has been illuminated the crewman controls the beam by pointing the light in the desired direction. The beam width can be adjusted from a pencil beam to a wide beam by rotating the outer lens housing in the appropriate direction. The recommended search height when using the light is not greater than 500 ft AGL. CAUTION: The lens cover may be hot after use and therefore care should be taken when handling the

light during stowage or if setting down on a soft surface. CAUTION: When using the light the operator is to ensure that the unit is not placed out into the airflow

above 40 kts IAS.

Role Equipment


15 PYROTECHNICS

There are many and various types of pyrotechnics in use by both civil and military organizations. All are designed to attract the attention of rescue agencies by means of being highly visible whether from a hand held position, surface deployment or deployment at height. All pyrotechnics have one thing in common and that is a chemical reaction of some kind is required to activate the device. Because of this chemical reaction and the subsequent flame, flare or smoke extreme care should be taken when using them. Operators should read the instructions on the device carefully before activation and dispose of the device correctly after use. Lifesmoke MK 3 The Mk3 Orange smoke produces a dense bright orange smoke for three (3) minutes and is suitable for daylight use only. They are used to initially mark targets and as a drop timing reference marker.

Method of Activation 1 Remove plastic lid 2 Tear off foil cover 3 Pull cord firmly 4 Plastic claws separate and release striker 5 Throw marker down and out of aircraft

Figure 10-30 Lifesmoke MK3

CAUTION : Ignition of the MK 3 orange smoke is virtually instantaneous following activation. Activation

of the ring-pull causes a stream of silicone to be discharged from the ring-pull hole.

Signal Distress Day/Night Mk4 These hand held devices have a day and night signalling capability depending on which end is activated. The flare end, which is identified by a ribbed section on the device, has a bright red flare where as the smoke end emits thick orange smoke. The red flare burns for 20 seconds at 10,000 candela and the smoke burns for minimum of 18 seconds. Where possible gloves should be worn, as it does get hot. When only one end of the distress signal is used, it should be doused in water to allow stowage for further use of the remaining signal.

Figure 10-31 MK4 Day/Night

Role Equipment


Mini Flare Mk8 The lightweight, Pains Wessex compact distress signals pack contains 3 red aerial flare cartridges and a penjector firing mechanism, all enclosed in a tough, water-resistant case. The penjector is fitted with a stainless-steel spring and striker pin. It features a slot for easy loading and unloading of the flare cartridges. These are stored inside the casing on an elastic lanyard to avoid them being lost when the base cap is unscrewed. Each cartridge projects its payload to a height of over 45 meters, burns for up to 5 seconds at a minimum of 10,000 candela and is visible for at least 5 miles in daylight increasing to 10 miles at night, depending on weather conditions Figure 10-32 Mk8 Mini Flares Marker Location Marine - MK25 (white smoke marker) The Marker Location Marine Mk25 (commonly referred to as the white smoke marker) is designed to mark a position at sea, either by day or night and to provide a visual indication of the surface wind. At one end of the white smoke case is a heavy aluminium base containing a salt water-activated battery, which is protected from the water, by two base plugs fitted into holes on opposite sides of the base assembly. The plugs are held in position by an arming plate on the base marked safe and armed. The rest of the cylinder contains the pyrotechnic mixture, an electronic ignition device and a venting chimney. Figure 10-33 Mk25 Flare The venting chimney remains sealed until a build-up of gas forces the sealing device out after ignition has taken place. The marker emits a 30 centimetre (cm) yellow flame and white smoke. It burns for approximately 15 plus or minus 3 minutes. Whilst the markers are designed to be used in salt water, it will function satisfactorily in solutions of approximately half the normal salinity. The Mk25 will not function in fresh water.

Role Equipment


The pyrotechnic candle contains approximately 0.9 kilogram (kg) of red phosphorus, manganese dioxide and magnesium powder mixture and a starter mix. The starter mix consists of 26.5 grams of lead peroxide, powdered silicon and cupric oxide activated by an electrical squib, which imitated by the salt-water battery. CAUTION: The accumulated gas emitted from the MK25 is both toxic and flammable. A scuttling pellet consisting of 43 grams of magnesium and barium nitrate is fitted below the pyrotechnic candle. WARNING: IGNITION OF THE SCUTTLING PELLET IS OFTEN ACCOMPANIED BY A VIOLENT

DISRUPTION OF THE MARKER, WHICH MAY THROW MOLTEN ALUMINIUM, ALUMINIUM FRAGMENTS AND BURNING PHOSPHORUS UP TO 10 METRES. THEREFORE, HELICOPTERS ARE TO ENSURE THAT THE MARKER REMAINS AT LEAST 10 METRES OUTSIDE THE ROTOR DISC.

For safety, armed Mk25's are not to be brought back and returned to the SAR store - they are to be dispatched prior to return, whether actually required or not. Therefore, they are not to be armed until they are needed. WARNING: KEEP THE MARKER AWAY FROM WATER ONCE THE PLUGS HAVE BEEN PUSHED

IN, AS IT ACTIVATES WITHIN 10 TO 20 SECONDS OF WATER ENTERING THE CAVITY, EMITTING FLAME, TOXIC SMOKE AND GASES.

16 EQUIPMENT STRAP Introduction The Equipment strap enables the RCM to carry equipment on the winch hook with him in such a manner that it hangs low and controlled between his legs. This technique enables the RCM to use both hands while fending off the aircraft extremities and other obstructions during the winching process. Description The equipment strap is an 80cm length of nylon webbing with a captive eye karabiner at each end. One karabiner is used for attaching the strap to the winch hook and the other being for the securing of equipment. Use of the Equipment Strap The equipment to be carried is connected to the equipment strap by one of the karabiners and then checked for security. When ready the RCM connects the strap and himself to the winch hook. Once at the scene and ready to winch the RCM exits the aircraft as per normal operations. With the RCM balanced and stable at the aircraft door, the winch operator passes the equipment to be carried out of the aircraft and down between the RCMs legs. A standard winch delivery is then completed with the RCM taking particular care when guiding the equipment and himself down past the aircraft extremities. Retrieval to the aircraft is accomplished as per a standard rescue winch recovery with the equipment to be carried connected securely to the strap and hanging between the RCMs legs. Once the RCM is at the aircraft door and stable, the winch operator recovers the equipment into the aircraft from between the RCMs legs. As the equipment is brought into the aircraft the RCM follows in behind it. The RCM then secures the equipment and himself before getting a clearance to disconnect from the winch hook.

Role Equipment


Figure 10-34 Equipment Strap

17 MULTI PURPOSE WINCH BAG The Multi Purpose winch bag is designed to winch items or equipment to or from the scene if they are not rated or approved to connect directly to the winch hook. The bag is constructed from Herculite (heavy-duty weatherproof material) with a Velcro opening flap. The rated webbing stitched around the bag create two loop ends, which connect to the winch hook. Figure 10-35 Multi Purpose Winch Bag

18 WEIGHTED MESSAGE BAG The weighted message bag allows the Aircrewman to establish written communications with crews or survivors at scene. The Herculite constructed bag allows for a dive slate & pencil, which provides written communications or instruction between the relevant parties. The webbing loop can either be connected to the winch hook directly; or connected to the winch hook hard-eye via karabiner. Figure 10-36 Message Bag

Role Equipment


19 WEIGHTED WINCH BAG (SHOT BAG)

The weighted winch bag can either connect directly to the winch, or be attached to the hard-eye via a karabiner. The weight bag assists the winch operator to effectively lower the hook directly to the scene, and overcome the downwash that forced upon the hook by the use of the bag’s weight. The bag is to remain attached to the winch hook unless instructed to remove by the winch operator.

Figure 10-37 Weighted Winch Bag (Shot Bag)

20 Ferno Pedi-Mate Harness The Pedi-Mate Harness in Figure 4-30 has been modified by Ferno Australia to suit carriage of paediatric patients upon a HeliMods F12 stretcher loaded in the AW139 & EC145 aircraft.

Pedi-Mate can only be fitted to HeliMods F12 Stretcher, and the patient can be orientated into positions permitted under existing stretcher approvals. Unless precluded by patient condition, stretcher backrest must be lowered to horizontal for take-off and landing, and during emergencies where an emergency landing may be required. CAUTION: Maximum patient weight is 18kg

Figure 10-38 Pedi-mate Harness

NOTE: Pictures have been taken with mattress removed for clarity

Role Equipment


21 SURVIVAL PACK

Within Australia, Civil Aviation Orders deem certain locations ‘Remote Areas’, where the aircraft shall carry survival equipment for sustaining life appropriate to the area being over flown. The CAO’s do not stipulate mandatory items however; CHC provides a suitable survival pack that accommodates our operational range. The following items are found in the company standard survival pack. • Water 4 x 500ml (Rationed in 50ml satchels) • Cyalume Sticks • 9 x Ration Food Bars • Glucose Tablets • Sunscreen • Lip Sunscreen (Blistex) • Waterproof Matches • Pen-Flares • Water Purification Tablets • Mosquito Net • Heavy-Duty Cord • Compass • Hand-Generator Torch

• Emergency Thermal Blanket • Water Collection Bag • Survival Manual • Mosquito / Insect Repellent • Heavy-Duty Plastic Sheet • Bushcraft Knife • Cap • Waterproof Jacket • Waterproof Pants • Bivvy Bag • Sleeping Bag • Back Pack

Figure 10-39 Survival Pack

Role Equipment


22 SHARK SHIELD

Throughout the conduct of their duties in both the training and operational environments RCM have a requirement to spend varying levels of time working in the open ocean. This particular requirement brings with it a certain degree of exposure in respect to marine predators, such as sharks. The Shark Shield comprises of a power pack, with a 2.2 m low-drag antenna attached. The device is secured to the swimmer’s ankle (via a Velcro strap) and is manually switched on and off by the RCM. The unit does not become ‘live’ unless submerged in salt water. Only at this point will the device emit an electronic signal, out to a radius of 3 to 5 m (approximately). The Shark Shield is to be worn by a RCM for all open-water training exercises, or at any time when the probability of marine predators (in the operating area) is suspected. The wearing of the device for operational water rescues is however not compulsory at this point in time, with the decision to wear the device being based on the operational environment and the choice to wear (or not wear) by the RCM. Operational circumstances which may require the wearer to consider donning the Shark Shield (such as but not limited to those below) are:

a Vessel access via the water b Recognised (suspected) shark habitats c Multiple survivors - requiring the RCM to be disconnected from hoist cable for an extended

period During training exercises and on those occasions where multiple RCM are conducting water winch training, the RCM that is not actively involved in the exercise (safety swimmer) is to put on the unit and remain in the water within close proximity to all participating personnel. Should the safety swimmer be required to act as the survivor, then care should be taken by all players in respect to the proximity to ones person of the ‘Shark Shield’ antenna throughout the rescue evolution as an electric shock can be felt when coming into contact with the device antenna. When being winched out of the aircraft the RCM is only to switch the Shark Shield to ON when well clear of all aircraft extremities. When recovering to the aircraft the RCM is to ensure the Shark Shield has been switched to OFF prior to coming into close proximity to the aircraft extremities (at the ‘control check’ point). To confirm the device has been switched to OFF, the ACM is to gain the RCM’s attention by signalling (pointing) to the Shark Shield. The RCM will respond with 'thumbs up’ to confirm the device is indeed set to OFF. The aircraft captain is to be informed of this fact prior to the continuation of the winch-in process. WARNING: The device must be switched to OFF at all times when carried in the aircraft NOTE: When not in use the device is to be stored (carried) in the neoprene carry bag (CHC PN:

SU1800), which is specifically designed for this purpose

Figure 10-40 Shark Shield

Role Equipment


23 DMM A303 Shadow Quicklock Alloy Carabiner It is recommended that each operational SAR / EMS aircraft be equipped with four DMM A303 alloy carabiners in place of the present C840 steel carabiners. The changeover will happen through normal equipment inventory turnover (replacement on condition or new equipment procurement). The alloy carabiners will primarily be used for securing equipment in the cabin, attaching equipment to the twin sling. Once sourced, the alloy carabiners are to be stored in the standard position for the operating aircraft. The alloy carabiners are for ad hoc use only. WARNING: The DMM A303 alloy carabiner is not under any circumstances to be used for the purpose

of lifting or lowering human cargo. The C840 steel carabiner will remain in use solely for this purpose and used in conjunction with the Capewell winch release, equipment lifting strap and quick splice plate.

Figure 10-41 DMM A303 Carabiner

Winching Procedures - Normal


SECTION 11 WINCHING PROCEDURES - NORMAL 1 Winching Operations

2 Carriage of Persons

3 When to winch

4 Time in Hover

5 Crew qualifications

6 Winching Non Injured Persons and Equipment

7 Personal Equipment

8 Winching Areas

9 Hazards Whilst Winching

10 The Winch Circuit

11 Crew Duties

12 HF Transmissions During Operations

13 Corrosion Considerations

14 Communications

15 Crew Hand Signals

16 Night Winching

17 Methods of Recovery

18 Winching to Vessels

19 Hi-Line Procedure

ANNEX A WINCH CIRCUIT

ANNEX B CREW HAND SIGNALS



1. Winching Operations

Winching is performed for a wide variety of purposes and provides one of the most useful extensions to a helicopter's versatility. Broadly, winching is carried out for rescue and emergency purposes, or for commercial reasons such as marine pilot transfer. The conditions for commercial winching are more restrictive and are covered later in this part. Before any winching operation takes place, three (3) important considerations MUST be applied to the requirement. These are:-

a. When to winch; b. Time in the hover; and c. Crew qualifications. 2. Carriage of Persons

On winching operations, only the following crew members shall be carried in the aircraft:

a. a flight crew member b. a flight crew member under training c. a person who performs an essential function in connection with the winching operation d. a person who is to be or has been winched

The Civil Aviation Orders define the classes of person who may fly on board a helicopter conducting winching operations, reference CAO 29.11. Ambulance Rescue Persons, Medical Crewpersons, and Medical Attendants (Paramedics and Doctors), police officer, member of the Australian Defence Force or other government agency or contracted supplier of rescue personnel such as Aspen Medical fall into the third category of permitted persons, i.e. “a person who performs an essential function in connection with the winching operation”. The standard crew configuration for search and rescue and emergency medical missions consists of one pilot, one aircrew person, and a other crew as defined by contract made up of those personnel listed above. Occasionally after receipt of tasking details and consultation with the crew, additional essential crew may be taken should they be deemed ‘operationally essential’. Client training staff who are directly involved in ongoing observation of trained doctors and paramedics may be deemed to be “essential” in accordance with the CAO 29.11, and thus permitted to fly on board helicopters conducting winching operations. This may include winch training sorties where client training staff are to observe the paramedics and doctors to ensure the maintenance and proficiency of standards. During the early stages of a trainee crewperson’s helicopter training, to assist in gaining experience, a trainee crewperson is permitted to fly on board during winching operations provided the following criteria are met: ·

• Current ESC on the type of helicopter to be used, • Successful completion of a full CHC winch training course on the aircraft type, and • Receipt of the aircraft captain’s consent, taking into account aircraft limitations and other

operational factors.

Any personnel who do not form part of the standard crew configuration, or do not satisfy the above criteria, are not permitted to fly on board aircraft during winching operations unless specific approval is granted by the Chief Pilot.



Quick Reference Flow Chart

3. When to winch

Winching operations should not be undertaken when other reasonable methods are available. Such matters as the condition of survivors, effects of the operation upon them, the safety of the crew and aircraft and the urgency of the situation should all be considered before a decision to conduct winching operations is made. If alternative methods of recovery are available, and the danger to survivors is not increased by a delay, rescue by winch should not be attempted. Winch recovery of deceased persons for humanitarian reasons should only occur if there is no practicable alternative available.

4. Time in Hover

During winching operations the time spent within the avoid area of the HV curve should be kept to a minimum.

5. Crew qualifications

Winching operations are not to be carried out by pilots unless they are endorsed “Hoist All Heli”. Winching operations are not be carried out by Cabin Staff until they have been certified competent having completed the syllabus of training as defined in the Training Manual, Section 8.

Qualified personnel shall be subject to checks of proficiency and shall not carry out winching operations until their proficiency is current. Aircrewman and Utility Winch Operators shall be endorsed by the Company to operate only those winch types on which they have received formal training and certified competent to use.

NOTE: Throughout this section please read RCM as a generic title for all down the wire operation



Operators shall be qualified and designated: a. Aircrewman (ACM)

A member of the flight crew other than a pilot, who is qualified and proficient in the techniques necessary to perform Search and Rescue, Emergency Medical, Rappelling, Sling Load, Passenger Transport and Winching operations. An Air crewman is a qualified rescue crewman and cabin attendant.

b. Utility Winch Operator (UWO)

A member of the flight crew other than a pilot, who is qualified and proficient in the techniques and procedures necessary to perform sling load and basic winching operations by day.

c. Rescue Crewman (RCM) – Ambulance Rescue Person (ARC)

A member of the flight crew other than a pilot, who is qualified and proficient in the operation of equipment and techniques necessary to be despatched from a helicopter to a person or persons in distress and to render the necessary aid prior to evacuation by the most appropriate means in the military SAR, EMS and Offshore roles.

d. Medical Crewperson (MC)

A member of the flight crew other than a pilot, who is qualified and proficient in the operation and techniques necessary to be despatched from a helicopter to a person or persons in distress and to render the necessary aid prior to evacuation by the most appropriate means.

e. Medical Attendant (MA) A member of the flight crew other than a pilot who is qualified and proficient in the role of medical

passenger retrieval, transport and control. NOTE: Primary response may require hover disembarkation / embarkation procedures.

CAUTION: MC/MAs are not qualified to conduct water rescue operations. 6. Winching Non Injured Persons and Equipment

To define the when emergency services personnel, non injured persons and equipment may be winched. Emergency services personnel are defined as members of a police force, fire, rescue or medical personnel of a government agency, the Australian Defence Force or contracted supplier of rescue personnel such as Aspen Medical. Emergency services personnel and rescued persons may be winched when conducting emergency and rescue operations such as police, SAR, medical or fire operations, or training for these operations. Emergency service personnel, non injured persons and equipment not directly involved with emergency and rescue operations may only be winched by an aircraft capable of winching in an out of ground effect hover with one engine inoperative. In determining hover performance, 50% of the forecast wind or 80% of the actual wind measured from a calibrated source may be used up to a maximum component of 20 KT, otherwise the hover shall be planned nil wind.

7. Personal equipment

RCM through the nature of their role will at times be placed into varying situations in differing climatic conditions. The equipment required to achieve the task will vary depending on the operating area and the weather conditions at the time. Contract requirements will also govern the need for differing rescue equipment.

With these factors in mind the minimum equipment requirements for RCM are detailed below. Over Land Operations i. Full coveralls ii. Safety gloves iii. Safety helmet



iv. Ear and eye protection v. Crewman’s harness incorporating quick release mechanism & ‘J’ knife vi. Life jacket incorporating a personal locator beacon (Remote area operations) vii. Suitable protective footwear viii. Torch and strobe light (night operations) ix. Hand held radio enabling two way communications x. Survival Kit (where necessary)

Note: The “J” knife is to be fixed to the belly belt of the rescue harness



Over Water Operations (RCM)

i. Full wet suit (suitable for operating climate) ii. Fins, mask, snorkel, gloves and booties iii. Diver’s knife iv. Crewman’s harness incorporating quick release mechanism & ‘J’ knife v. Lightweight safety helmet (where practical) vi. Inflatable life jacket incorporating a personal locator beacon vii. Hand held radio (waterproof) enabling two-way communications viii. One man life raft (where practical) ix. Torch and strobe light (night operations)

NOTE The “J” knife is to be fixed to the belly belt of the rescue harness

NOTE: Winch Operators are to wear in addition to their standard safety equipment, flying/safety gloves and where appropriate kneepads.

8. Winching Areas For basic winch training the requirements of CAO 29.11, subsection 5 are to be adhered to. Over water winch training areas should, where ever possible be well clear of all non essential personnel/onlookers. On those occasions where it is deemed necessary to conduct water winch training exercises in a general public area, e.g. public beach or inland public water recreational area, then those parameters as detailed in CAO 29:4; paragraph 4.2 and 29:11 paragraph 12.1; will form the foundation in the determination of a suitable and safe operating area.

a. The winch circuit should where practical be orientated away from any public area/gathering,

b. The aircraft is not to track or manoeuvre towards any non essential personnel/onlookers within a horizontal distance of 500 metres; or pass within 200 metres horizontal distance of same,

c. Winch training operations (hovering) are not to take place within 200 meters of any non

essential personnel/onlookers, and

d. Should any non essential personnel, either swimming or onboard a vessel encroach the training area then the training is to be immediately suspended and remain so until the defined operating area is all clear.

9. Hazards Whilst Winching Despite all measures taken to avoid winching operations, unfortunately in most cases the need to perform these operations are generally dictated by the limited access and the surrounding environment. In particular, where obstructions are present i.e. trees; the decision to winch over areas where the chances of a branch fall seems high needs to be given careful consideration. As always, the hazards of conducting the winch need to be weighed up against the alternatives. If a winch needs to be conducted over these areas, every reasonable effort must be made to minimize the risk to crew, patients and bystanders from tree fall hazards. The risk to crew and patients can be minimized by using appropriate winch area selection and PPE. Consideration should also be given to increasing winch height to lessen the impact of rotor wash Any persons not essential to the winch operation should be moved out of the area affected by the helicopters downwash where possible. This includes approach and departure paths and should be well clear of the winch site itself.



10. The Winch Circuit

The helicopter is flown at a safe height and airspeed while the preparation for the winch is completed. Using a standard circuit means that all members of the crew will be acquainted with the normal sequence to be followed, and will only require briefing on the specific aspects of the immediate operation ahead. With all preparation completed prior to the approach, the helicopter is exposed for the minimum time in the avoid area of the HV curve. For training purposes the circuit is normally conducted right hand at 200 feet above obstructions at 60kts. (See Annex A)

Individual members of the crew shall be made responsible to keep the target in sight and a positive hand over made prior to resuming other functions. It is essential that one member of the crew maintains visual contact with the target throughout the circuit.

a. Reconnaissance

After the target has been sighted the crew establishes an orbit over the position to inspect the target discussing the following points: approach/departure paths, engine failure brief (to include individual crew member’s responsibilities), identification of forced landing areas and the winch height. Aircraft performance is to be calculated prior to committing to the winch. The winch insertion and if possible the extraction plan should be discussed at this point highlighting any issues. The ACM and RCM then make the relevant equipment ready. Note: It is imperative that ALL crew members are involved in the reconnaissance brief. Note: Medical Crew Pre Winch shall be completed prior to or as part of the Winch Circuit

Reconnaissance b. Downwind

The reconnaissance is extended into a downwind leg and once established the PF calls “Downwind”. Pre-Landing and Pre-Winch checks are completed. The winch operator shall conduct the winch brief at this point e.g. “Set in the back for a 30’ live winch”.

The helicopter is flown downwind until the target is at the 4 o’clock position where the winch operator will report “Target is at 4 o’clock xxx Clear Right turn” (circuit direction may be reversed as necessary), the base turn is commenced at this point. The winch operator shall continue to call target position until the PF reports “Target Visual”, the winch operator shall respond “Roger” and then cease the flow of information.

During the base turn aircraft speed and height are reduced, and the helicopter is flown into wind and aligned with the target. The PF will call “Your CON” when he requires the winch operator to begin his talkdown, the winch operator shall respond “Roger I have the CON” and then commence a non-stop flow of information of Distance, Line, Rate of Descent, Speed and Height Above Instructions until on top of the winch area.

c. The Hover

The winch operator shall con the aircraft to overhead the target/survivor and perform the winch with hover patter as required.

After the "survivor" is attached to the cable, he cons the helicopter to overhead the survivor and at the same time advising the pilot 'WINCHING IN THE SLACK". Once steady in the overhead with no slack cable, the winch operator shall call "UP GENTLY".

The helicopter climbs vertically and lifts the survivor clear of the surface, at which point the winch operator shall call, "CLEAR OF THE SURFACE" "CLEAR OF THE DECK" (vessel winch).

The pilot, feeling the weight coming on, shall assess power and C of G and calls either “CLEAR TO WINCH/"CONTINUE" or "STOP WINCHING".

During the "winch in" the winch operator shall keep the pilot informed of cable length and, if



required, make adjustments to the helicopter’s position. The winch operator stops the winch momentarily below the helicopter for a control check. When the survivor is at the top of the door and all the cable has been winched in, the winch operator shall assist the survivor into the cabin. During this period, it may be necessary for him to leave the door and, therefore, he shall not be a reliable look-out for the pilot. Before he leaves the door, he must make sure that he informs the pilot, "LEAVING THE DOOR, YOUR REFERENCE".

WARNING: THE LIFT IS COMPLETE ONLY WHEN THE CREWMAN AND SURVIVOR ARE BOTH

SECURE N THE CABIN.

WARNING: DURING TRAINING, THE RESCUE CREWMAN/SURVIVOR SHALL NOT EXIT THE AIRCRAFT OR BE WINCHED ANY HIGHER THAN IS NECESSARY. MAXIMUM HEIGHTS ARE DETAILED IN 8.4 TRAINING LIMITATIONS.

d. Departure

Once the winch is completed, the pilot transitions into forward flight. When winching in an empty hook, the pilot shall not transition forward until less than 15 feet of cable remains below the helicopter. During live winching, the transition forward shall only commence after the survivor is safely inside the cabin.

11. Crew duties

Success in winching operations depends on crew co-operation. The crew usually consists of two pilots, a winch operator, and a rescue crewman. Winching can be flown from either pilot seat, although water and deck winching is easier with the Flying Pilot on the same side as the target or hovering reference.

The duties of the individual crew members are:

Captain - Co-ordination and conduct of the operation.

Flying Pilot - Handling the aircraft during winching operations.

Non Flying Pilot - Monitoring and communication on all radio frequencies not associated with the winch

- Navigation of the helicopter including recording position (if required) - Fuel and engine monitoring - Completion of normal and winching checks, and monitoring progress and activity in the cabin - Monitoring height and obstructions - Maintaining a log.

ACM/Winch Operator - Management of the rear cabin

- Pre flight inspection of winch, equipment and intercom system - Storage of equipment, including survival equipment - Safety and security of all personnel in the rear cabin - operation of the winch and con of the helicopter.

The commentary given by the winch operator is of the utmost importance. During the final stages of the approach where the pilot loses sight of the position he relies on the winch operator to:

- guide him to the overhead position - manoeuvre the helicopter to maintain position - provide a "picture" of the situation under the helicopter - maintain the helicopter clear of obstructions.

Rescue Crewman - Assisting the ACM/winch operator.

- Recovery of survivors. - Render the necessary First Aid Medical Crew/Attendant - Assisting the ACM/RCM. - Recovery of patients. - Render the necessary medical aid.



12. HF Transmissions During Operations

Whilst the winch is in use transmissions on HF radio are not permitted. This is to guard against the possibility of such transmissions causing the cable cut mechanism to operate. When winching to ships, or other sites where powerful HF radios operate, the helicopter crew shall endeavour to ensure the vessel ceases HF radio transmissions. High powered radars should be placed in the standby mode.

13. Corrosion Considerations

Salt water from winching over the sea causes corrosion to the helicopter and its components. Contamination can occur from rotor wash recirculating over the fuselage and entering engine intakes, the cable wetting the winch, and from personnel being winched on board. A thorough rinsing programme is to be performed immediately salt water winching has been completed. Personnel wet winching is not permitted for training purposes without a wet floor except where personnel are winched up, remain outside the cabin, and lowered back into the water.

14. Communications

Winching operations require a high degree of co-operation and mutual trust between all crew members involved.

The rescue crewman relies upon both the winch operator and the pilot for his safe recovery.

The winch operator relies upon the flying pilot to correctly and accurately position and maintain the helicopter above the target.

The Flying Pilot relies upon both the winch operator and the crewman for positioning directions and the conduct of the operation.

To facilitate co-operation, an accurate and steady communication between all three crew members on the operation must Communications with the RCM when external to the aircraft is an important element of the overall winching operation. With this in mind the RCM is to have two-way radio communications with the aircraft (where practical) during all winching operations both land and water. Communications shall be carried out via the aircraft's intercommunication system. Because of the inherently noisy environment involved with the winch operation, all unnecessary audio sources should be eliminated and communications confined to concise, accurate, unambiguous and clear messages.



15. Crew Hand Signals

A system of hand signals to be used between the RCM and the winch operator have been developed to aid the conduct of the operation. When given, they should be clear and unambiguous and no variations attempted, unless by prior arrangement between the crewmembers.

The signals are as follows:

Signal: One arm extended horizontally with cable hook in the hand Meaning: I have disconnected from the wire and require the hook to be raised to the helicopter.

Signal: One arm raised vertically Meaning: Bring the helicopter overhead and lower the cable

Signal: One arm extended horizontally from the body and thumb up Meaning: Ready to be winched up. Take up the slack. Held until clear of obstructions Note: For night operations and / or in low light, the activation of the RCMs strobe light or a verbal

confirmation (by radio) will also mean ready to be winched up.

Signal: Both arms extended horizontally and thumbs up Meaning: Clear of all obstructions / or during high winch ops – 10 feet to run to the ground

Signal: Both /one arm/s moved across the body in a horizontal motion, palms down Meaning: I require to be returned to the surface /aircraft

Signal: Right hand-patting top of head Meaning: Stop winching in or out

Signal: Right or left arm extended and index finger pointed in a horizontal direction. Given after

stop winching signal Meaning: Move the helicopter in the direction indicated

Signal: Right hand extended 450 skywards or towards ground and describing continuous arcs Meaning: Winch up or down slowly until other direction given

Signal: A cross, formed by the forearms and held up in front of the face Meaning: Abort task. Expedite recovery Signal: Left arm extended horizontally, fist clenched, the other hand making a horizontal slicing

movement below the fist, palm downward Meaning: Person/load to be disconnected from winch hook or Tag Line to be released or cut away

from the stretcher Note: Night hand signals: In general night hand signals are the same as those for day operations,

however it should be noted that the RCM will have little to no vision when looking up at the aircraft. During rescue winch operations the RCM should refrain from looking directly into the aircraft winch light; should the winch operator need to communicate with the RCM via hand signals then the winch light is to be extinguished. Upon recognition of this fact the RCM is to make eye contact with the winch operator and follow any hand signals accordingly.

Refer to ANNEX B - Crew Hand Signals



16. Night Winching

A crew shall not engage in winching operations at night unless the helicopter is equipped with the following items: a. Two white lights, controllable by the winch operator, shining downwards and of sufficient intensity to clearly illuminate the winch cable and the area directly below the helicopter Note : A single light having two separate energised filaments or a suitable hand-held torch may be approved as meeting the requirements for a second light. b. Two white lights controlled by the pilot in azimuth and elevation without removing his hands from the flying controls Note : A single white light having two separately energised filaments may be approved as meeting this requirement provided that the selection of the alternative filament can be accomplished by the pilot without removing his hands from the flying controls. c. A torch shall be available to the winch operator at the winching station d. A cyalume stick is to be attached to the rescue winch hook e. The rescue crewman shall carry a torch and a strobe light Note : The strobe light is to be affixed (via Velcro) to either side of the RCM's safety helmet or to the rear of the flight helmet. Over water operations Winching over water at night may be conducted provided that sufficient illumination – either celestially or artificially – is available to provide not only attitude but altitude reference as well. Crews must be aware of not only the amount of preparation that is required before such a task, but also how they would respond should conditions change. For example, what might initially appear as a straight-forward exercise while hovering into wind and facing a low back-lit cliff can suddenly become unviable with only a slight heading change. Clearly, it is not possible to provide a complete - or comprehensive – series of scenarios to govern when night winching tasks over water may be carried out. Sound judgment is required, and when any doubt exists as to whether or not adequate illumination will be available for both attitude, and altitude reference, the task is to be abandoned. The sole exception to the following is the S76 auto hover aircraft.

17. Methods Of Recovery

Considerations for Over land Recoveries The recovery options available to crews in a rescue situation have in the past been restricted to the rescue strop (single or double / hypo) or the rescue stretcher (single or double). The final decision on which item to be used is one based on a number of operational factors, but primarily these are, the survivor's medical condition, their size and their general compliance with the procedure throughout. In the determination of an 'extraction plan' for over-land rescue winch extractions and more specifically the selection of the specific role equipment to be used, the following order of priority should be considered:

i. FBH (or similar device) double lift ii. Rescue strop double hypo lift incorporating the 'chest strap' iii. Rescue stretcher lift (survivor condition dependant) iv. FBH single lift v. Rescue strop single lift incorporating the 'chest strap'



During rescue winch operations it will be necessary for personnel to move about the rear cabin in both, preparation for and on completion of a utility task. As a means of control and safety the winch operator is to remain vigilant in respect to both personnel movements and equipment security within the rear cabin and on the winch cable. To that end the winch operator is to ensure that no person moves about the rear cabin unrestrained and that thorough equipment checks are conducted before and after the tasks. During both the winch in and out phases, the winch operator is to monitor the load at all times, in particular as it approaches an obstruction. Should there by any potential for fouling the winch operator is to cease winching and only recommence where he is assured that the load is clear. Also for consideration during rescue winch operations is the operating speed of the latest generation hoists currently fitted to company aircraft, and the close proximity of the running cable to the airframe. The potential for equipment/personnel fouling on aircraft extremities is a real possibility and therefore extreme care needs to be taken when transitioning loads past things such as aircraft skids, steps, undercarriage, bear paws and auxiliary fuel tanks etc. Consideration For Water Recoveries On those occasions where there is more than one RCM/ARC available in an EMS/SAR crew then each one is to be appropriately dressed for the task at hand. Where practical, it is recommended that all survivors should be lifted from the water using the hypo lift technique to reduce the risk of circum – rescue collapse. Upon entering the aircraft cabin survivors should be handled with care and where space allows they should be laid down in the supine position When attempting to place the rescue strop on to a large framed person or someone who is wearing a life jacket, it is advisable to disconnect the large snap hook on the rescue strop allowing it to open to its full length. The free end of the strop can then be brought around behind the survivor’s back and reconnected in preparation for the lift. If the survivor is wearing an inflatable life jacket, the jacket should be deflated to 50% capacity before attempting the above procedure. The removal of PFDs from survivors in the water should only be considered in a life threatening situation as the item provides positive buoyancy, promotes a sense of well being for the survivor and will assist in their survivability should they be separated from the rescue platform for any reason. Inflated life-jackets and life-jackets of the solid foam type are to be removed once the survivor is secure within the aircraft. The use of the chest strap should be considered when recovering an uncooperative / unconscious patient from the water. This technique will enable the RCM to ably assist the ACM with survivor entry into the rear cabin. Survivors / passengers are to be issued with a company standard passenger life-jacket for all flights over water. Cabin Staff are to review all of the available donning options of the Rescue Strop and are to employ the most suitable technique for the situation;



Winching Out When the RCM is required to be winched out the crew are to conduct a thorough briefing outlining the sequence of events inclusive of an aircraft emergency brief. This is done to ensure that ALL personnel are aware of their individual responsibilities and their actions in the event of an emergency. Also, a radio check is to be conducted with the RCM prior to committing to the winch ensuring good two-way communications. When ready the rescue winch hook will be passed to RCM by the winch operator prior to arriving overhead. With the hook in hand the RCM is to secure himself and any other necessary equipment to it. He then conducts his own set of security checks and when satisfied, presents the hook assembly to the winch operator for the first of two (2) inspections. NOTE: When connecting the RCM and equipment to the winch hook the RCM/MA is to where

practical connect himself first followed by all other necessary equipment. This will allow for the continual safe removal/addition of equipment to/from the winch hook while the RCM/MA remains safely attached.

NOTE: When presenting the hook for presentation the RCM/MA is to grasp the winch cable

immediately above the winch hook buffer assembly in such a manner that the winch operator is able to see the hook and all equipment on it without obstruction.

Upon recognition that the RCM/MA is ready for inspection the winch operator is to first inspect the winch hook and RCM’s/MA’s Capewell Release for security, then move to the RCM’s/MA’s head and working down from there inspect all other role and personal equipment. When satisfied that all equipment is secure the winch operator is to request a ‘thumbs up’ signal from the RCM/MA and on receipt of this signal he will then point to the RCM’s/MA’s wander lead/seat belt as an indication that he may now release from it. CAUTION: The RCM/MA is not to release from the wander lead/seat belt unless directed to do so by

the winch operator. At this point the winch operator will motion (hand signal) to the RCM/MA to come to the door, the RCM/MA then disconnects from the ICS, goes on to the hand held radio (where necessary) and moves slowly toward the door. CAUTION It is most important that the winch operator does not allow the RCM/MA to reach the door

area prior to all of the slack winch cable being taken up as a slip/fall by the RCM/MA at this point may result in cable shock loading.

With the RCM/MA positioned at the door and secure, the winch operator makes any necessary final aircraft position changes before carrying out the final equipment check. This check is to ensure that nothing has changed during the RCM’s/MA’s transition from within the cabin to the aircraft door. When satisfied the winch operator is to give the “thumbs up” signal to the RCM/MA who will, when ready give the “thumbs up” signal back. Upon recognition of this signal the winch operator requests a “Clear to Winch” from the PF. With a clearance the winch operator winches in slowly lifting the RCM/MA from the floor to a point where he is in a balanced and stable position in the doorway. From here the RCM/MA is carefully winched out past all of the aircraft extremities and down to the surface. CAUTION: When lowering the RCM/MA the winch operator is to do so in SLOW SPEED ONLY and is

not to select fast speed on the winch pendant until the RCM/MA is well clear of all airframe extremities. As the RCM/MA approaches the surface the winch operator is to again select SLOW SPEED ONLY and is to ensure that the RCM/MA is placed carefully onto the surface.

Once on the surface and stable, the RCM/MA disconnects himself along with all other equipment and holds the winch hook well clear as an indication to the winch operator that it is safe to recover the hook to the aircraft.



Winching In Prior to the winch recovery the winch operator is to ensure that all is in readiness both in the aircraft and on the ground, for example, site cleared no non essential personnel, no or limited obstructions, tag line attendant proficiency, tag line position, survivor briefing and so forth. All of this can be achieved utilising the hand held radio. NOTE: For all rescue strop recoveries and in particular those employing the hypothermia strop technique, it is acceptable to attach a tag line to the strop 'grab handle' on those occasions where it is determined by the crew that a serious spin may develop. This technique can only be employed when: 1. There is a component TLA at the scene, and 2. The RCM must have the ability to immediately cut the line away should it become necessary When recovering the RCM / MA and / or survivor, the winch operator is to winch them to a position where they are balanced and stable in the aircraft doorway (survivor facing outward). At this point the RCM / MA will grasp a hand hold and prepare to enter the cabin. When both the winch operator and the RCM / MA are ready, the winch operator will winch out while at the same time the RCM / MA makes his way into the cabin with the winch operator assisting where necessary during a double lift recovery. This assistance will require the winch operator to manoeuvre the survivor into the rear cabin by means of the grab handle on the rear of the rescue strop. The winch operator may need to reposition so as to allow the RCM / MA a clear path of entry. As the RCM / MA enters the cabin the winch operator repositions at the aircraft doorway and maintains aircraft clearances as required. Upon entering the cabin the RCM / MA is to secure any third party personnel / equipment and then secure himself by means of either a wander lead or seat belt. All personnel on the winch hook are to remain so until the winch operator inspects that they are secure by seat/wander lead. When satisfied that all personnel are secure the winch operator will point to the winch hook as an indication to the RCM / MA to disconnect all personnel from it. The winch operator then houses the hook. CAUTION: On completion of the winch 'control check' the winch operator is to continue to raise the load toward the aircraft in slow speed only. At no time from this position on is fast speed to be selected on the winch pendent. Particular attention is to be paid to the fending off of the load from obstructions as it passes over it. This is to be done in conjunction with the RCM / MA when conducting double lifts. CAUTION: For all over land rescue strop operations recoveries, the chest strop is to be utilised. The use of the chest strap should be considered when recovering an uncooperative / unconscious patient from the water. This technique will enable the RCM to ably assist the ACM with survivor entry into the rear cabin.



S.P.E.C.T.E.R Checks

The SPECTER check acronym was adopted from the NSWAS operating procedures to assist the on-ground technical crew in their preparation for a stretcher / strop winch recovery. The checks remain under continual development. S – Stretcher

a. Locking collars / pins and frame are secure b. Lifting slings connected to ‘D ring’ with no twists c. Patient restraints (belts) attached and secured d. No loose articles e. Strop: Chest strap must be attached over land and visualised f. Stretcher / hypo strop, attendant on patient's right

P – Patient

a. Briefed b. PPE in situ (eyes / ears / head)

E : Equipment

a. Harness and capewell checked / leg straps secure b. Helmet on, chin strap secure, visor down, Switlik on and secure c. Bag valve mask (BVM), and other medical equipment secured to stretcher d. Drugs drawn and stowed e. Excess equipment secured

C : Connectors

a. Aligned correctly (crew carabineer on hook first) b. Carabineers squeezed and checked

T: Tag line

a. Attached to Ronstan quick release b. Weak link integrity checked (notify ACM, if isolated) c. J-knife immediately available d. Identified: Angle / position / responsibility e. Tag line operator wearing 2 x sets of gloves, where applicable

E : Environment

a. No risk of fall from height b. Hazards (tree fall / dust / water / static electricity / fires) c. Bystanders / animals clear of approach and departure paths Caution: Tree falls and rotor wash d. Emergency egress route identified e. Loose objects stowed

R : Radio, Risk assessment

a. Field risk assessment (EPE – environment / people / equipment) completed b. Extrication options considered c. Report any changes to mission / extraction plan d. Advise aircraft SPECTER and field risk assessment checks complete e. Radio call

Note: a. SPECTER checks can be applied to most rescue winch-extraction situations (e.g., strop /

harness lift) b. The above listing is not meant to be exhaustive. It is a guide only.



The Single Rescue Strop

Introduction

The single strop lift method of recovery is used for the rescue of experienced or pre-briefed personnel who are in a fit state to keep themselves in the strop. They can be specifically briefed beforehand, or by a rescue crewman lowered to brief them prior to the winch.

Description

The single strop is a horse collar shaped device which is connected to the rescue winch hook by means of a ‘D’ ring. Incorporated in the design is an adjustable chest strap with snap hook and small ‘D’ ring. The strop maintains it’s horse collar shape by means of a snap hook and “D” ring connection.

Use of the Single Rescue Strop

The rescue Winch Operator delivers the strop into the hands of the survivor who then places it on himself by one of two methods:

a. Leaving the strop in the horse collar shape the survivor places one arm and his head through the

collar opening, the winch hook is then rotated around to the front of the survivor’s body where his remaining arm is placed through the collar. At this point the collar should be sitting comfortably around the survivor’s back and under his arms with the rescue winch hook in front of his face. The chest strap is then released from its stowed position from within the strop comfort padding and connected across the chest and adjusted for comfort.

b. The second method is achieved by disconnecting the large snap hook which in effect will lengthen

the strop out to it’s full length. The survivor then brings the free end of the strop around the back of his body and under his arms. The large snap hook is then reconnected to the ‘D’ ring. Once again the strop should be sitting comfortably around the survivor’s back and under his arms with the rescue winch hook in front of his face. The chest strap is then released from its stowed position from within the strop comfort padding and connected across the chest and adjusted for comfort.

When comfortably secure and ready for the lift the survivor gives the rescue winch operator the ‘thumbs up” signal. The rescue winch operator then winches the survivor to the aircraft and manoeuvres him safely inside.

CAUTION: Care should be taken as the survivors weight is taken as the winch hook assembly could

strike him in the face or head. CAUTION: When using a rescue strop fitted with the smaller type 1014 ‘D’ ring (two parallel cross

bars) in conjunction with the ‘D’ Lock winch hook, a type C843 Karabiner is to be used to connect the strop to the winch hook. The Karabiner is to be passed through the ‘D’ ring of the rescue strop and then onto the winch hook. This will alleviate any potential for the type 1014 ‘D’ ring to roll up and lock over the hard eye on the rescue winch hook.



The Double Lift

Introduction

The double life is the recovery method where the RCM/MA assists the survivor into the appropriate rescue equipment and then accompanies them throughout the rescue winch cycle to the aircraft. This is the preferred method for the recovery of survivors and is to be used where personnel are not familiar with winching techniques or are unable to be lifted unaccompanied.

Double Lift Technique

The double lift recovery is conducted utilising the single lift strop on it’s own or in conjunction with the hypothermia strop. The RCM/MA is connected to the rescue winch hook by means of his harness along with the appropriate rescue equipment. Double lifts may be conducted with suitable personnel using two single lift strops on the rescue winch hook.

In preparation for the lift the survivor’s arms are to be placed by his side once the rescue strop has been fitted correctly. When ready for the lift the RCM/MA gives the winch operator the thumbs up signal. As the survivor is lifted clear of the surface the RCM’s/MA’s legs lightly grip the survivor’s trunk and arms providing both support and security. The RCM/MA uses one hand to support the survivor’s head and the other to ensure the strop remains secure, and to guide the way past the airframe and into the helicopter.

Hypothermia Strop Lift

The Hypothermia Strop Lift technique is designed for the recovery of personnel from both on land and in the water who are suffering from or suspected of suffering from hypothermia. Additionally personnel on land who may be suffering from minor lower leg injuries can also be recovered using the hypothermia strop technique. The Hypothermia Strop method of recovery can be executed by utilising either the Hypothermia Strop in conjunction with the Single Strop or by the Rescue/Hypothermia Combination Strop.

NOTE: Where practical, it is recommended that all survivors should be lifted from the water using the hypo lift technique to reduce the risk of circum – rescue collapse. Upon entering the aircraft cabin survivors should be handled with care and where space allows they should be laid down in the supine position Hypothermia Strop

The hypothermia strop is a horse collar shaped device, which connects to the rescue winch hook by means of a large ‘D’ ring. A snap hook at the free end of the strop connects to the small ‘D’ ring below the rescue winch attachment point giving the device its horse collar shape. Rescue/Hypothermia Combination Strop

The Rescue/Hypothermia Combination Strop is a Single Rescue Strop incorporating within the design a free pivoting Hypothermia Strop. The hypothermia strop component is fitted to the outside perimeter of the rescue strop and held in place by means of two metal rings and Velcro tabs. A beaded grab handle is fitted to aid the RCM/MA when positioning the strop under the survivor’s knees.



Use of the Hypothermia Strop – Rescue/Hypothermia Comb. Strop

Hypothermia Strop

There are three acceptable methods by which the hypothermia strop may be placed on to a survivor. These are detailed below;

1. With the hypothermia strop left in the horse collar shape the RCM/MA places the single rescue

strop on to the survivor as for a normal double lift. He then guides the survivor’s legs through the hypothermia strop opening until it is positioned under and behind the survivor’s knees.

2. The second method is achieved by disconnecting the snap hook from the small ‘D’ ring on the

hypothermia strop which in effect will lengthen it to it’s full length. This is to be done prior to water entry. The RCM places the single rescue strop on to the survivor as for a normal double lift. He then passes the free end of the hypothermia strop under and around the survivor’s knees and then reconnects it to the small ‘D’ ring by means of the snap hook.

3. The third method of recovery requires the RCM to position both the single strop and the

hypothermia strop over his shoulder with the hypothermia strop being outer most. On entering the water the RCM presents his hand (corresponding side with the rescue strops) to the survivor whereby secure contact is made. The RCM then passes both strops along the survivor’s arm, over his head and then over the remaining arm. With both strops positioned as for a normal double lift the RCM then reaches behind the survivor and positions the hypothermia strop under and behind the survivor’s knees.

Rescue/Hypothermia Combination Strop

The RCM places the Combination strop on to the survivor as for a normal double lift. Once in place the hypothermia strop component is pulled away by means of the beaded handle and positioned under and behind the survivor’s knees.

NOTE: For water operations the RCM is to split the strop grab handles prior to water entry.

When comfortably secure and ready for the lift the RCM gives the rescue winch operator the ‘thumbs up’ signal. The rescue winch operator then winches the RCM and survivor to the aircraft and manoeuvres them safely inside. The survivor ascends to the aircraft in a sitting position orientated across the front of the RCM with the survivor’s feet facing forward (relative to the aircraft) where practicable.

CAUTION: If the survivor is wearing swim fins these are to be discarded or removed and held securely

prior to the lift as they can induce spin. Full Body Harness Recoveries (FBH) Introduction: The options available to crews in a rescue situation have in the past been restricted to the rescue strop (single or double / hypo) or the rescue stretcher (single or double). The final decision on which item to be used is one based on a number of operational factors, but primarily these are, the survivor's medical condition along with their general compliance with the procedure throughout. The full body harness (FBH) retrieval system was introduced to provide rescue crews with an additional option when determining the most appropriate and safe recovery method by rescue winch. The FBH retrieval system originally incorporated a Capewell release system which was later identified as not appropriate, given the possibility of inadvertent release. To overcome this issue a solid 'Y' piece, figures 1 and 2, has been designed and manufactured to take the place of the Capewell release system.



Figure 1 – Soild ‘Y’ Piece Figure 2 – Solid ‘Y’ Piece in use As part of the overall delivery package, a purposely designed delivery bag, figures 3 and 4, has also been introduced for use when delivering the FBH to a scene. For delivery, the bag can easily be attached to the rescue winch hook by carabiner; once the FBH and 'Y' piece are removed, the empty delivery bag can be either stowed in the RCM flying suit pocket or it can be re-attached to the rescue hook by carabiner.

Figure 3 & 4 – Delivery Bag

Operational considerations: The utilisation of the FBH for rescue winch operations shall be in line with those operational considerations and procedures as detailed below. In respect to the selection of the FBH for rescue winch extractions / insertions, the following should be noted: a. For actual rescue situations the FBH is an option only; it is not mandatory. The survivor numbers, their

medical condition, their size, their body shape, their compliance with the procedure and the time available must be taken into consideration when determining whether or not the FBH is the most appropriate item for use.

b. The FBH is only to be considered for over-land operations; it is accepted that the rescue strop remains

the item of choice for water rescue retrievals

c. Rescue winch insertion / extraction of approved persons i.e., CHC personnel and CHC trained third party medical staff remains unchanged



Procedure: The application of the FBH in a rescue winch extraction situation will be influenced by those factors as detailed above in 'Operational considerations - dot point a', however, it must be accepted that the FBH is an option only and not a 'one item fits all scenarios' solution. Rescue winch extraction: In determining whether or not the FBH system might be the preferred option for a given rescue winch extraction, the aircraft crew should, where practical, gather as much scene intelligence as possible in order to make an informed decision. If the intelligence supports the FBH extraction option then the RCM is to take the system with them from the aircraft; if the scene intelligence is scant or non-existent, then the RCM is to include the FBH system along with the other identified role equipment to be taken to the scene with, the final decision on which is the most appropriate to be made on scene at the time.

FBH – donning Upon confirmation that the FBH system is to be utilised for a rescue winch extraction the RCM is to fit the harness to the survivor in accordance with the user instructions, noting that the correct adjustments are essential for a comfortable fit. This can most easily be achieved in the standing position as one does for the fitting of their own equipment. In addition to the normal pre-winch safety briefing, the RCM is to strongly reinforce to the survivor that they must keep their arms and hands down by their side at all times and at no time are they to interfere with any of the rescue equipment hardware. Winch extraction: When ready for the lift the RCM is to be positioned in a face to face orientation with the survivor, the appropriate signal is to be given and as the weight is taken the RCM is to physically lock the survivor's arms and hands with his legs, Figure 5, thus ensuring total control and security of the individual. Normal rescue winch procedures are to be followed from this point on with the aircraft entry achieved through a standard double lift technique, figure 6, noting that the winch operator will need to gain sufficient purchase on the rear of the harness in order to assist the RCM with the aircraft entry manoeuvre. Note: The RCM is to ensure that, where practical, the aircraft crew is made aware, via the RCM

down the wire radio, that the FBH is being utilised for the extraction. Note: Until further notice all defence personnel (DP) should exit and enter the cabin during FBH

winching operations using standard rescue strop techniques i.e., turned to face outwards and then recovered into the rear cabin. At no time are the DP to attempt to reach for an internal handhold.

Caution: There is potential, during the recovery, for the FBH 'Y' piece to come into contact with the

RCM's Capewell release mechanism; with this in mind it is imperative that the RCM manages these two items of equipment diligently throughout the recovery process.

Figure 5 & 6 – FBH Winch ExtractionO



Stretcher Lifting Technique (land)

Preparation for winching

a. Tag line connection will normally be to the foot end quick release ronstan, however under certain circumstances the head end ronstan maybe a viable option

b. The 2 o’clock position relative to the aircraft is the optimum tag line position. The distance out will

be determined by the terrain.

c. Optimum tag line control is achieved through a shallow tag line angle (e.g. the further theTLA is displaced from the stretcher the better).

CAUTION: When the stretcher is initially lifted from the ground / surface, it will have a tendency to plumb toward the TLA. This is due to the fact that the TLA is pulling on the tag line in an effort to maintain the necessary tension. The winch operator must not commence winching in until he is assured that the TLA is in full control of the tag line, having adjusted for any slack in the line. WARNING: THE WINCH OPERATOR IS TO ENSURE THE TLA IS IN THE BEST POSITION POSSIBLE PRIOR TO COMMENCING A STRETCHER WINCH RECOVERY. IF DOUBT EXISTS AS TO THE ABILITY OF THE TLA TO MAINTAIN THE TAG IN CONTROL THROUGHOUT, THEN RECOVERY BY OTHER MEANS SHOULD BE CONSIDERED

Hooking Up To ensure that the patient can be correctly received into the helicopter, it is important that the correct sequence of events occurs during the hooking up phase.

NOTE: The RCM/MA is not to call the aircraft in for the hook up until completely ready for the lift.

The aircraft crew are to be informed by radio (if practical) of any abnormalities with the procedure prior to the lift.

1. The RCM/MA positions himself alongside and facing the stretcher, with the patient’s head to his

left. 2. The winch hook is delivered to the RCM/MA whereby he connects both the stretcher lifting ring and

his harness karabiner. 3. The winch hook spring gate is to be closed and the pip pin in place prior to the lift.

Winching

When ready, the winch operator proceeds as for a double lift recovery.

When suspended from the rescue winch hook, the stretcher shall be located across the upper thighs of the RCM/MA. The RCM/MA can adopt a comfortable position by grasping the nearest forward and rear sling leg while at the same time maintains control of the stretcher. He is also able to converse with the patient and to attend to the patient during the winch. From a position immediately below the wheels/skids:

1. The winch operator is to ensure that the stretcher and the RCM/MA are winched towards the

aircraft at a slow rate to avoid contact with the landing gear and fuselage.

2. The RCM/MA shall manoeuvre himself so that the stretcher is located alongside the door, with himself on the outboard side.

CAUTION: Extreme care must be taken by both the RCM/MA and the winch operator to ensure that

the patient does not come into contact with any part of the aircraft.

3. Once the stretcher is in a position at the aircraft door and under control of the winch operator and/or the RCM/MA the tag line is to be released and the PF notified when it is clear.



4. The stretcher is then manoeuvred into the aircraft and secured prior to being removed from the winch hook.

Tag Line Technique – Two RCM/MA

During a stretcher lift where two competent tag line attendant are available at the scene the following technique is to be used:

1. With the stretcher fully prepared for the lift one RCM/MA will perform the hook up and accompany

the stretcher to the aircraft while the other RCM/MA or a competent person on site will perform the duties of the tag line attendant. The RCM/MA accompanying the stretcher is to ensure that the tag line is correctly secured to the quick release mechanism. The tag line attendant is then positioned in the optimum tag line position in preparation for the lift.

2. When ready for the lift the RCM/MA at the stretcher shall ensure he has a ‘thumbs up’ signal from

the tag line attendant prior to giving the ‘thumbs up’ to the winch operator. On receipt of the ‘thumbs up’ signal from the RCM/MA the winch operator may commence winching operations.

3. As the stretcher is lifted clear of the ground the RCM/MA is to ensure that no cable/hook fouling occurs and a final inspection of all equipment is carried out. During the winch in process the tag line attendant is to keep the tag line taught ensuring the stretcher does not develop a spin.

4. Once the stretcher reaches the skid/floor level of the aircraft the tag line attendant may relax on the

tag line to assist the winch operator with the embarkation orientation of the stretcher.

5. At this point the RCM/MA may, if instructed by the winch operator or if pre briefed, release the tag line and then continue assisting with the embarkation. As the tag line is released the winch operator is to inform the PF that the line has been released and is clear.

Tag Line Technique – One RCM

During a stretcher lift where only one RCM is available the following technique is to be used:

1. With the stretcher fully prepared for the lift the tag line is secured to the quick release and may

either be run out and pre positioned in the optimum tag line position or held at the stretcher by the RCM prior to him moving to the tag line position.

2. With the hook up complete the RCM gives the winch operator the ‘thumbs up’ signal whereby the

stretcher is lifted just clear (2-3ft) of the ground. As the stretcher is lifted clear the RCM is to ensure no cable/hook fouling occurs and it is at this point that a final inspection of all equipment is carried out prior to continuing. All being well the RCM then moves carefully to the tag line position whilst maintaining control of the tag line. Once in position and ready, the ‘thumbs up’ signal is again given to the winch operator. On receipt of this signal the winch operator may commence winching in.

3. During the winch in process the tag line attendant is to keep the tag line taught ensuring the

stretcher does not develop a spin. 4. Once the stretcher reaches the skid/floor level of the aircraft the tag line attendant may relax on the

tag line to assist the winch operator with embarkation orientation of the stretcher.

5. The winch operator is to release the tag line as soon as practical at this point and inform the PF that the tag line has been released and is clear.

Precautions

The following points are the minimum to be covered in the TLA’s briefing :

1. Stretchers which are capable of being folded or packed (e.g. Medevac) must be winched in the stowed position when empty. It is prohibited to winch an empty stretcher of this type in the open position.

2. Empty stretchers, which cannot be folded (e.g.71 Ferno Basket Stretcher), are only to be winched



in the vertical position and accompanied by the RCM.

3. Where practical patients recovered in stretchers are to be accompanied by a RCM/MA. For over water winching, the RCM is to provide sufficient flotation for himself and the patient.

4. Stretchers can achieve high rates of spin (particularly the basket stretcher). Therefore a tag line is

to be attached to one end of the stretcher via a quick release system (Ronstan Quick Release) which can be released by either the RCM attending the stretcher or the winch operator at the aircraft door. The tag line is to be controlled by a competent person on the ground (tag line attendant). Both the RCM and the Tag Line attendant are to carry a hook knife or equivalent as a back up to the quick release mechanism.

5. The importance of the tag line attendant’s (TLA) role during a stretcher winch cannot be over

stressed and therefore the TLA is to have been fully briefed on the tag line procedure/technique as detailed below prior to stretcher winching operations taking place. Also he is to be wearing eye and ear protection, safety gloves and where possible a safety helmet.

The following points are the minimum to be covered in a TLA”s briefing:

1. Tag line use rationale; 2. Correct use of supplied safety equipment such as gloves, goggles etc; 3. Positive identification of the TLA’s standing position; 4. Correct method for holding the tag line 5. An indication as to the required tension to be maintained throughout the recovery; 6. A thumbs up signal to the RCM is to be given when ready to take the strain; 7. When attempting to gain extra purchase the TLA is NOT to loop the line around his hand; 8. the tag line will be released once the stretcher is at the aircraft door and stable.

6. Where practical ensure that the patient has suitable eye and ear protection fitted for the lift. 7. Operationally there could at times be a requirement for small items of medical/operational

equipment to accompany the patient and stretcher back to the aircraft. Where it is decided to employ this procedure, the RCM is to ensure that all equipment is well secured within the stretcher body with no loose articles hanging on the outside of the framework. Also the aircraft crew are to be informed by radio as to what equipment will be accompanying the stretcher.

NOTE: any safety helmets (when not in use) that may be accompanying the stretcher are to be

attached to the medevac ii stretcher by looping the helmet chinstrap through one of the foot end hand holds only.

18. Winching To Vessels Introduction

The technique for winching to vessels at sea depends on a number of factors. If the vessel is large in size, is relatively stable and has a good clear winching site then the direct boat transfer procedure can be used. For vessels where the direct boat transfer procedure is not suitable because it is lacking a suitable winch site, has obstructions, is unstable, insufficient hover reference is available or good coherent communication is not possible then a Hi-Line transfer procedure may be more practical and is recommended. In circumstances where operational boat winching is required, the methods used should be based on minimising the risk to the aircrew, the patient / survivor and the aircraft. This could mean winching to the water rather than directly to the vessel, or winching to a trailing dinghy or life-raft. For operational winches to vessels that require a higher risk method to be used, these can be trained for using lower risk procedures.

Traditionally, live boat winch training has been done directly to vessels and in most cases while underway. The vessels available for training are often small and present a challenge to pilots and aircrewman with a minimal hover reference and vessel movement that can be unpredictable. This may present risks to the RCM in training that are difficult to manage and possibly unrealistic compared to what would be done operationally.



While winching to vessels does require training and recency for the crew, the more challenging circumstances for the pilot and aircrewman should not be trained for using live winching. Furthermore, the more challenging circumstances for the RCM should only be trained in circumstances where the degree of difficulty for the pilot and aircrewman is low. Determining the most suitable winching method depends on a variety of considerations. Some of the main considerations are the pilots hover reference, the winching area available, whether the vessel is under power or stationary and the sea state. These considerations must be assessed to determine the most appropriate winching method that presents the lowest risks in both training and operationally. Often the safest option is to deploy a droppable life-raft to the vessel and complete the rescue winch recovery from the raft once all survivors are onboard. Another option may be to stop the vessel for the winch. In this scenario there are no engines / props turning, the boat cannot be steered off, accelerated or decelerated unpredictably and the pilot has a hover reference on the water if a boat reference is lost. It is accepted in this circumstance that the boat can get blown around, however this can be assessed initially to determine if this is manageable by completing at least one dummy approach to a stable hover over the winch transfer site.



To facilitate this decision-making process in training, whatever method is chosen as appropriate for the circumstances will fulfil the requirements of boat transfer recurrency training, noting the minimum requirements detailed below. The following procedures shall be used for all boat winching operations. For training flights

a. All training that requires live vessel transfers will only be done: i. In calm to slight sea conditions not exceeding a sea of 1.0 m or swell of 1.0 m and a

combined sea state of 1.4 m (see BOM sea state lookup table). If conditions are greater than above then consideration should be given to conducting operations in protected waterways where calm to slight conditions prevail.

ii. To appropriately sized vessels when underway: an appropriately sized vessel is one where the pilot can be confident of easily maintaining an uninterrupted hover reference from the most overhead winching position, noting that as a minimum there must be at least 10 feet of clearance above the highest obstruction within the immediate aircraft operating area on the vessel.

Note: The hover reference must be large enough to ensure that any unanticipated change of

vessel speed and / or direction will not result in a loss of reference.

iii. To vessels where the winch transfer area is free of obstructions likely to foul the cable or endanger any person during the winching exercises

iv. For vessels underway it is acceptable to conduct the transfer to a soft dinghy or raft being towed behind the vessel where the hover reference used can then be the vessel towing

v. For live Hi-line and direct transfers to smaller vessels when stopped, a hover reference less than that required for moving vessels is allowed, however an uninterrupted hover reference must be available at all times with this to be assessed before live winching operations are commenced

b. Pilots and aircrewmen can practice minimal reference winching to vessels using a shot bag or suitable training dummy For operational winches

For circumstances where there will be an uninterrupted hover reference then the most appropriate winching method can be used to manage the risks and the requirements of the circumstance. Preparation Helicopter and vessel crews must ensure that all possible preparation for the transfer is completed whilst the helicopter is at the DATUM, and the aircraft is only to close the deck when the aircraft captain, crewman and deck crew (where practical) acknowledge that it is safe to do so. The datum is the position from which the helicopter shall close the ship to commence the transfer proceddure. The transfer point is the area on the ship where the winch transfer takes place. At the datum the helicopter shall be in a position:

1. Hovering into the relative wind 2. Maintaining station with the vessel 3. No closer than three rotor diameters to the vessel 4. Providing the pilot and crewman with the best view of the ship; and 5. From where the risk assessment is to be carried out



Risk assessment Prior to committing to any live transfers/Hi Line transfers to/from a vessel the aircraft crew are to conduct a task ‘suitable/not suitable’ risk assessment covering such points as but not limited too:

1. Prevailing weather conditions 2. Last light considerations 3. Vessel heading and stability 4. Winching site access/area size 5. PF hover reference cues 6. Two-way communications

NOTE: If any of the above points are deemed unsuitable, the crew are to make an immediate assessment as to whether the task is to be executed. This decision will be dependent on the severity of the unsuitability, which can only be judged on the day by those on scene. CAUTION: Prior to committing to any live boat / Hi line transfers, crews are to complete at least one

dummy approach to a stable hover above the designated winch site confirming that the position selected is adequate in all aspects. For example, site selection, winch height, aircraft heading, PF hover references, etc.

WARNING: PRIOR TO MOVING IN OVER THE DECK THE AIRCRAFT CREW ARE TO ENSURE

THAT THE VESSEL’S RADARS ARE OFF OR IN STANDBY AND THAT NO HF TRANSMISSIONS ARE MADE BY EITHER PARTY. ALSO IT SHOULD BE CONVEYED TO THE CREW OF THE VESSEL THAT ALL OTHER COMMUNICATIONS ARE TO BE KEPT TO AN ABSOLUTE MINIMUM THROUGHOUT THE WINCHING PHASE.

The On-Station position: This is the position to be taken up by the aircraft throughout the Hi-line transfer, when not actually close overhead in preparation for pickup / set-down. When conning the aircraft back to this position from near overhead, the winch operator will give the command to the PF “You are clear back and left, move back and left to the On-Station position”. The PF (in conjunction with the winch operator) will then reposition the aircraft so the vessel is in the two o’clock position relative to the aircraft, the aircraft is clear of all obstructions, and the vessel is and will remain visual to both the PF and the winch operator. From this position both the PF and the winch operator will be able to monitor proceedings on the deck ensuring good situational awareness (SA) throughout the operation.

a. When repositioning to the on-station position the aircraft’s speed relative to the vessel, is to be kept to an absolute minimum and such that an immediate arrest of movement can be achieved

b. When repositioning to the on-station position the winch operator is to maintain a constant scan of proceedings on the deck of the vessel

c. All personnel on the vessel and directly involved with the transfer are to maintain constant visual contact with the aircraft and the operations in general

d. RCM operating to / from the vessel are to (where practical) have on their person a handheld radio selected to the correct operating frequency

e. RCM operating to / from the vessel are to ensure that all excess Hi-line on the deck is managed in such a way that any line run out will be away from and clear of them (i.e., the excess line is to be between the RCM’s position and the aircraft)

f. RCM are to pay particular attention to the control of excess Hi-line remaining mindful of the effect of aircraft down wash on the line

g. The aircraft’s relative position may vary depending on the available transfer area and / or the side of the aircraft to which the rescue winch is fitted

CAUTION: The on-station position is not to be confused with the 'datum position'.



Transfer Procedure

Initial Brief

A ship is normally treated as a confined area in that a low recce shall be flown. If possible, always keep a boat on heading at minimum speed for it to maintain its course. The inspection of the ship is normally conducted by the Winch Operator from a position where the crew have good visual contact with the vessel. If the vessel is under way the rescue may be conducted by formatting on the vessel at a height and speed that keeps the helicopter clear of obstructions. The Winch Operator shall describe the vessel from bow to stern, commenting on the following points:

Possible winch area

1. Obstructions (side rails, winches, etc.); 2. Loose articles (hatch covers, tarpaulins, etc.); 3. Position of survivor(s); 4. Hazards (masts, radar, antennae, inflatables, fenders, etc.); 5. Tallest obstruction; and 6. Define winch/transfer area.

The helicopter captain in conjunction with the Winch Operator shall then decide which site and what winching technique is to be used. It may then be necessary to move the vessel onto a different heading. The Winch Operator shall again assess the winching/transfer area and at the datum, establish the winching height (usually skid height plus 10ft above the tallest obstruction).

When all the checks have been completed, the pilot shall position the helicopter at the datum at the safety height to allow the lowering of the winch hook. If only the strop/hook is to be lowered, it may be necessary for a weight to be attached to the strop/hook to stabilise it because of down draft and trail. The safety height is the height chosen by the aircraft captain, where the passenger/rescue crewman shall remain above sea level after being despatched from the aircraft. This height is not usually above 50 feet. Once the passenger/rescue crewman is outside the aircraft, the winch operator shall CON the aircraft to the Winching Height. Once the height of the rescue passenger/crewman and aircraft is correct, the pilot shall call "at the winching height, ready to continue"; the winch operator shall then begin his patter for the transfer. Once the person on the winch is directly above the Winch/Transfer area, he is lowered to the deck. Once on the deck and balanced, the person is to vacate the strop and give the "Thumbs up". If the aircraft is picking up a Passenger/Rescue Crewman, the Winch Operator must make sure that loose cable does not pose a hazard to the Passenger/Rescue Crewman whilst the strop is being fitted.

The Lift When the Winch Operator is satisfied that the person to be lifted is secure and he has received the "thumbs up" signal, he shall effect the clearance from the vessel using the following patter: "Winching in the slack", "Up gently". When the passenger/rescue crewman is clear of the deck, he shall advise: "Clear of the deck", “Move - (left/right/forward/back)"



The clearance away from the deck forms part of the Winch Operator's briefed plan to recover the Passenger/Rescue Crewman. Personnel on the cable shall, where practical, be kept over the water rather than over the vessels structure during recovery, to ensure that in the event of a separation from the winch, personnel fall into the water. Once the rotors are safely clear of the boat, the Winch Operator shall call "Clear of the boat". Further movement may be required and shall be cleared by – for example "Clear forward / down". Having safely recovered the passenger / rescue crewman, the aircraft shall regain the On-Station position if further transfers are required.

NOTE: The winch operator is to call the vessel’s position as the aircraft moves clear for example, “The vessel is in your two o’clock clearing forward and right”. This will assist the PF in gaining visual contact with the vessel.

Emergencies Practice emergencies are not to be conducted during Deck Winching exercises. During training, Lost Contact only may be practised. CAUTION: Personnel being winched to/from vessels are to wear a life jacket (where practical).

19. Hi-Line Procedure A Hi-Line procedure is used when conducting either over water or over land rescue winch recoveries when normal winching would be hazardous. a. When the winching area is confined or obstructed in such a way that there is a risk of the winch cable

snagging or the RCM/MA striking obstructions. b. The vessel or winch area is so small that the Pilot cannot remain in visual contact whilst in the hover. c. When normal winching techniques would be unable to effect transfer.

During night Hi-line transfers, the shot bag shall be illuminated with high intensity artificial light sticks (cyalume).

d. When conducting Hi-line transfers to/from a life raft it is acceptable that once the RCM has entered the

raft that the hi-line shot bag and all excess rope be lowered down in between the raft chamber and the outer boarding rope. This will ensure that all excess rope will be out of harms way during the transfer process.

NOTE: It may be advisable to attach an additional shot bag for this procedure to assist in the sink rate of the excess line. e. When conducting a stretcher lift recovery utilising the Hi-line procedure; the weak link carabiner is to

be attached directly to the quick release ronstan on the stretcher thereby ensuring that the Hi line will fall away freely should it either be intentionally released or released through weak line separation. When utilising this technique it should be noted that it will be necessary to reposition the carabiner from the stretcher quick release back onto the winch hook hard eye in order to complete any further personnel transfers.

CAUTION: Following all Hi-line transfer sorties (training or operational) the weak link is to be replaced

with a new item and the old one destroyed and discarded. When recovering the RCM last from the scene, the Hi-line can either be recovered with him or discarded, which ever is deemed as the safest option by the crew.



Description The Hi-Line is the name given to describe the piece of equipment in its entirety. The various components of the equipment are: a. Canvas or nylon pack cover.

b. 30 or 45 metres (100 or 150 ft) cord stowed inside the pack cover.

c. The cord has a shot bag on one end (the "down" end) and a soft eye with snap hook on the other and

(aircraft end). The snap hook is attached to a 136 kg (300 lb) cord loop, which acts as a weak link. The cord loop is attached to the aircraft winch hook.

A carabiner snap hook is attached to the outer casing of the pack; and is used to secure the Hi-line to the aircraft floor. Overwater Hi-Line Operation Preparation The transfer area should be selected to give a clear area with unobstructed access to the deck edge. The aircraft should be positioned so that the Hi-Line streams downwind into the transfer area. (If at anchor, it may be possible to drop the shot bag vertically onto the transfer area.) The Hi-Line is attached to the Winch Hook by a steel ring and weak link assembly. The appropriate weights are attached to the lower end of the Hi-Line which is then streamed from the cabin door. The line is hand lowered until the weight lands in the transfer area. It may be necessary to adjust the helicopter's position to achieve this. Once the Hi-Line is in hand on deck the aircraft is manoeuvred clear of the vessel to a position where the PF is visual and able to maintain station. All of the HiLine is paid out from this position. It must be assumed that vessel crews are not familiar with the Hi-Line technique. It is, therefore, important that the crew is briefed whenever possible, either by radio or by attaching a message to the end of the Hi-Line. Hi-Line is lowered to the deck from overhead.. The aircraft then moves clear and descends

until the PF is visual

Transfer – Helicopter to Vessel The RCM/MA is winched out from a safe height. As he is lowered, the aircraft climbs and moves toward the vessel and positions as close to the vessel as it is safe to do so. NOTE: Aircraft may not reach directly overhead the transfer position When sufficient height has been gained, gentle hauling in by the deck party shall bring the RCM/MA to the vessel. Once on deck and free of the hook / strop a "thumbs up" sign shall be given to the helicopter. The winch operator then recovers the winch hook as the aircraft moves clear and descends to a position where the PF is visual and able to maintain station with the vessel/transfer area. The rescue crewman shall supervise the operation and ensure that the end of the Hi-Line is not secured to any part of the vessel.



The RCM is winched out from a safe height The aircraft climbs and moves towards the

vessel. The Deck Party gently haul the RCM/MA to the vessel.

Transfer – vessel to Helicopter With the survivor secured in the strop and a "thumbs up" sign given. The aircraft climbs and moves toward the vessel and positions as close as it is safe to do so. The Winch Operator takes up the slack in the winch cable and the survivor is lifted from the vessel. The Hi-Line is paid out by the deck party, allowing the survivor to plumb under the helicopter. When all personnel have been recovered the Hi-Line is retrieved by the Winch operator. In certain circumstances where the RCM is the last to be recovered he may choose to either; a. Cut the Hi Line away as he is lifted clear of the deck, b. Throw all of the Hi Line over the side of the vessel prior to the lift, c. Disconnect the Hi Line from the winch hook prior to the lift, or d. Elect to enter the water and be recovered from there. NOTE: In situations where there is no Hi Line attendant a swing may develop during recovery. The helicopter moves clear and descends whilst winching in takes place. The height and relative position of the survivor is maintained throughout. CAUTION: Excessive cable angle must be avoided The RCM/Survivor is lifted clear of the deck. The aircraft moves clear and descends until PF

is visual.



Overland Hi-Line Operation Overland Hi Line operations are only permitted under the following conditions:

1. All Rescue Winch Operations are to be conducted strictly in accordance with the procedures in the CHC Operations Manual.

2. Crews are to comply with the operating limitations for both the role equipment and the aircraft equipment as detailed in the respective Operations Manuals and the Rotorcraft Flight Manuals (RFM).

3. If using an Overland Hi Line procedure, to deliver the winch hook to a ground crew, the shot

bag is to be delivered directly from the helicopter to the transfer location from a position vertically overhead the area. After delivering the hook the helicopter may move to a point some distance from the transfer position so that the Winch Operator and Flying Pilot have visual contact with the area.

4. When delivering or extracting rescue crew/survivors to/from a scene by winch and the hoist

cable is supporting the load, the hoist load must be suspended directly below the helicopter. The delivery of the load, to the ground and the initial lift off the ground, must be carried out with the helicopter directly overhead the winch point. Once the load is on or clear of the ground, as applicable, the helicopter may move to a point some distance from the winch position so that the Winch Operator and Flying Pilot have visual contact with the area.

5. During the delivery/extraction of personnel, the Hi Line may be used to guide/steady the load

from/to the helicopter. During the extraction phase, once the hoist load is clear of the ground, the helicopter may be moved away from obstructions such as a cliff face to a position where both obstacle clearance and hover references are improved. The Hi Line must not be used to damper a planned pendulum swing from a cliff face or to position the winch load below the helicopter, from a position which is not vertically beneath the helicopter. In short, no plumbing activities are permitted using either the Hi Line or any other roping equipment.

6. When a Hi Line procedure is used for an over land extraction then a minimum of two people

must be present on the ground. The first person, normally the MC/RCM, will accompany the survivor/patient up to the helicopter. The second competent person will act as a steadier at the scene. He will control any excess Hi Line and steady the ascent of the MC/RCM/survivor combination. If a helicopter crew member, he may then be winched into the helicopter or leave the area by some other means. For ASNSW helicopter operations the second person must be an ASNSW SCAT rescue crewman.

NOTE: The only exception to this rule will be during those non ASNSW operations, when only one

Rescue Crewman may be available as the Hi Line attendant; during these types of operations the Rescue Crewman will be the controlling member on the ground.

The use of non aviation approved roping techniques or equipment for the prevention of a pendulum swing or to position the winch load below the helicopter is not permitted. This also includes attempting operations using techniques CHC has not used or approved previously or attempting to extend the range of hoist by swinging the cable to extend its area of operations.



WINCH CIRCUIT ANNEX A



CREW HAND SIGNALS ANNEX B

Bring the aircraft overhead and lower the cable

Ready to be winched up. Take up the slack (Held until clear of obstructions)

Clear of all obstructions / 10 feet to the ground I have disconnected for the wire and require the hook to be raised to the helicopter

Abort task, Expedite Recovery

I require to be returned to the surface / aircraft



Move the helicopter in the direction indicated

Stop winching In or Out

Winch out slowly until other direction given

Winch in slowly until other direction given

Person / load to be disconnected from winch hook – Release Tag Line from stretcher

Winching Procedures - Emergency


SECTION 12 WINCHING PROCEDURES - EMERGENCY 1 Introduction

2 Minor Emergency (Aircraft)

3 Major Emergency (Aircraft)

4 Winch Emergencies

Height

Fouled cable

Intercom failure

Runaway in/out

Emergency cut

Stoppage

5 Pendulum Dampening

6 Stretcher Spin

7 Static Electricity



1 Introduction

Winching operations carry with them a number of hazards. The helicopter may be operating near to maximum power in the hover, especially in difficult situations and unfavourable meteorological conditions.

The winch cable below the aircraft is a potential source of danger in that it may become snagged. In any case, maximum efforts must be taken to minimise the danger to aircraft/crew.

In an emergency it may be necessary to shed the load from below the helicopter by cutting the winch cable. Cable cutting devices are fitted which allow the flight crew to sever the cable and jettison the load.

Good airmanship and decision-making are paramount in an emergency situation given that there may be little time to react in the event of a major malfunction. Prior to the operation the PF is to conduct a brief detailing his intentions in the event of minor or major aircraft emergency.

In an emergency situation, it is necessary to prioritise your actions towards:

a. The aircraft and it’s crew b. The rescue crewman c. The survivor

NOTE: During winch training exercises, any winch malfunction shall cause the training exercise to

be terminated immediately. Maintenance advice shall be sought prior to any further activity.

CAUTION: There are at present up to six (6) different aircraft types being operated by the company

and it should therefore be noted that the emergency/trouble shooting procedures as laid down in this section are in a generic format. Individual aircraft flight manuals are to be referred to for specific emergency procedures.

2 Minor emergencies (aircraft)

In the event of a minor emergency or where an engine failure occurs and the pilot can maintain a single engine hover the PF will advise the Winch Operator of the situation and call either “Continue” or “Abort......(nature of emergency).

If the PF calls “Continue” the Winch Operator is to continue the winch unless otherwise advised. If the PF calls “Abort” the Winch Operator is to acknowledge “Roger” and then expedite operations.

If the RCM/survivor are at the cabin door they are to be bought back into the aircraft and secured immediately, the Winch Operator is to secure the cabin and report “Clear to rotate”.

If the RCM/survivor are below the door the Winch Operator shall respond “Steady” and inform the Pilot of their position and his intentions, ie. to winch the load in or winch load out. Once the RCM/survivor are in the aircraft and secure or the winch hook is empty and under his control the Winch Operator shall report “Clear to rotate”.



3 Major emergencies (Aircraft)

If the PF cannot maintain a hover and a forced landing or ditching is imminent he is to call “Brace, Brace, Brace”.

If the RCM/survivor are at the cabin door or if in the opinion of the Winch Operator are in a retrievable position he is to continue and secure them and himself.

If the RCM/survivor are considered to be in such a position that their safe recovery is unlikely the Winch Operator is to call “Cut, Cut, Cut”. Both the Pilot and the Winch Operator are to activate their cable cutters.

If the PF is to attempt an immediate fly away he is to call “Flying away”. The Winch Operator will acknowledge “Roger” and his actions are as per a forced landing/ditching.

NOTE: Where possible the Winch Operator is to call “Cut, Cut, Cut” in a position where the

likelihood of injury to the RCM/survivor is reduced.

Upon recognising an emergency situation the rescue crewman is to release himself by means of the Capewell release immediately after contacting the surface or is in close proximity to it. The survivor, if attached is to be released at the same point by the rescue crewman.

4 Winch Emergencies

Height Low

If the aircraft is climbing or descending without command, the Winch Operator shall call "CHECK HEIGHT". The PF shall respond “Roger” and then call the height to the winch operator and maintain that height until another change is commanded.

If the aircraft gets dangerously low, the Winch Operator is to call "CLIMB, CLIMB, CLIMB". The PF is to climb immediately to a safe height as directed by the winch operator.

Fouled Cable

Initial Actions:

1. Inform the pilot of the problem 2. Ensure the aircraft is in a safe position

If the winch hook or cable becomes entangled during winching operations, the Winch Operator shall ensure that sufficient cable is winched out to prevent placing the winch cable under tension.

WARNING: THE WINCH OPERATOR IS NOT UNDER ANY CIRCUMSTANCES TO ATTEMPT TO UNTANGLE THE CABLE BY USING THE RESCUE WINCH TO DRAG OR PULL THE CABLE CLEAR OF THE OBSTRUCTION.

The Winch Operator shall attempt to clear the entanglement by hand.

In the event the entanglement cannot be cleared, the Winch Operator shall sever the winch cable using the manual hand cutters.

NOTE: If a quick splice is carried and the cable has been cut using the manual wire cutters, the

quick splice may be considered as a means for recovering the rescue crewman/survivor. It is to be used for emergency recovery only and not for extended winching operations.

If the entanglement causes the pilot to loose control of the helicopter, the Winch Operator shall call "CUT, CUT, CUT" and the pilot and Winch Operator shall immediately operate the cable cut mechanism.



Intercom Failure

1. Inform the pilot by either shouting ‘INTERCOM FAILURE” or physically touching the pilot’s

shoulder. If the intercom failure occurs on the run in, the pilot is to overshoot and re-establish in the circuit. If the intercom failure occurs in the hover, the pilot is to maintain the aircraft’s position until further directions are passed from the winch operator.

2. Ensure that the aircraft/rescue crewman and survivor are in a safe position prior to trouble

shooting.

NOTE: Upon notification from the winch operator that an intercom failure has occurred the pilot is to acknowledge that fact by either a “thumbs up” signal or by nodding his head.

Initial actions: The winch operator is to check for any obvious problems ie ICS lead disconnection or hot mike malfunction. If further trouble shooting is required then the operator is to complete the winch cycle, secure the rear cabin and give the clear to rotate signal. Once in safe forward flight further fault diagnosis can be carried out.

Possible causes

a. Hot mike button de-selected b. Lead disconnected c. Station box malfunction d. Lead breakdown e. Generator failure (may also result in a winch stoppage, Bell 412 / 212)

Possible actions

a. Check lead connections (top and bottom) b. Try a different lead c. Check station box d. Try a lead from another station box (consider using co-pilot's and selecting

private on two front boxes if he still has communication with the pilot) e. Check warning and master caution panel f. Shout instructions to pilots g. Continue using basic hand signals for movement via PNF (hold up open fingers

as a warning prior to steady; clench fist for steady) h. Recover rescue crewman - abandon sortie

NOTE: During Single Pilot operations the use of Hand Signals may not be possible/effective

therefore the winch operator will need to pass all information by Shouted Commands.

Recommended Hand Signals

Quick or slow movements of the hand indicate the intensity of the required helicopter displacement.

STANDBY for STEADY



KEEP POSITION Fist Steady UPWARD Palm moving upwards DOWNWARD Palm moving downward FORWARD Hand moving in flight direction REARWARD Palm moving rearward

WINCH IN/OUT Index finger pointing up or down and describing continuously arcs until The “STEADY” signal is given.

LIFT LOAD POWER CHECK Thumb upward Note: The NPF is to give the thumbs up to the winch operator when clear to winch. LEFT Palm moving to the left



RIGHT Palm moving to the right

CLEAR TO ROTATE

Chopping motion of the arm with the index finger pointing ahead.

Runaway Out/In Definition: An uncommanded running out or in of the cable. Initial Actions:

1. Call "ISOLATE! ISOLATE! ISOLATE!" "RUNAWAY IN/OUT" Two pilot ops: NPF selects hoist power OFF Single pilot ops: PF selects hoist power OFF

NOTE: On aircraft types where hoist power can be isolated from the rear cabin, the winch operator

is to select hoist power OFF also. WARNING: ON THOSE AIRCRAFT TYPES WHERE THE HOIST POWER SWITCH IS IN CLOSE

PROXIMITY TO THE CABLE CUT SWITCH, THE WINCH OPERATOR IS TO ENSURE THAT HE HAS POSITIVELY IDENTIFIED THE CORRECT SWITCH BEFORE CARRYING OUT ANY SWITCHING ACTION.

2. Ensure the aircraft/rescue crewman and survivor is in a safe position prior to

troubleshooting.

Possible causes a. Pendant malfunction b. Internal electrical malfunction c. Unsolicited pilot override demand d. Drum brake / clutch malfunction (runaway out only)

NOTE: Under certain conditions (total loss of lubricating fluid) a runaway out may not be

stopped. Emergency Cut

Please Refer to the Major Emergencies (Aircraft) in this Section Stoppage

Initial Actions: 1. Inform the Pilot of the malfunction 2. Ensure the aircraft/rescue crewman and survivor are in a safe position prior to

troubleshooting.



Possible causes:

a. Power failure b. Mechanical failure c. Pendant failure d. Cable drum malfunction

Possible Continuing/Recovering Actions

The aircraft captain may:

a. Continue with wire as Static lift; b. Fly to open/suitable recovery area and land; c. Fly to safe area, detach rescue crewman/survivor; d. Recover cable by hand; and e. Place rescue crewman with survivor. If impossible to recover cable, detach the

rescue crewman and recover the cable by hand.

Whatever you decide to do, make sure that all crew members are consulted and there is a total understanding of what actions have been and shall be taken.

WARNING: EXTENDED FLIGHT WITH PERSONNEL ON THE WINCH HOOK SHOULD BE

AVOIDED DUE TO THE DANGER OF HYPOTHERMIA, DUE TO THE WIND CHILL FACTOR.

WARNING: EXTENDED FLIGHT (GREATER THAN 30 MINS) WITH PERSONNEL ON THE

WINCH HOOK SHOULD BE AVOIDED DUE TO THE HAZARDS ASSOCIATED WITH ORTHOSTATIC INTOLERANCE (SUSPENSION TRAUMA). SUSPENSION TRAUMA IS CAUSED BY AN ACCUMMULATION OF BLOOD IN THE LEGS WHICH IN AFFECT, REDUCES THE AMOUNT OF BLOOD CIRCULATION THROUGH THE BODY AND TO THE VITAL ORGANS.

5 Pendulum Damping

If the winch load develops a pendulum or swing, the Winch Operator is to attempt to dampen the swing by;

1. Stop winching in/out; 2. Push or pull against the direction of the swing, keeping the pilot advised of the

actions

NOTE: When using the push / pull against the swing technique, it should be noted that considerable effort will be required and that the lower down the cable the pressure is applied the greater the purchase achieved. Winching in with caution may continue with a small swing.

WARNING: IF THE SWING / OSCILLATION IS SEVERE, THE WINCH OPERATOR IS TO CEASE

WINCHING IN / OUT UNTIL FULL CONTROL IS REGAINED. ANY SWING LEFT UNCHECKED MAY RESULT IN INJURY TO THE SURVIVOR / RCM, SHOULD HE IMPACT ANY AIRCRAFT EXTREMITY AND / OR THE GROUND.

6 Stretcher Spin

If during recovery to the aircraft the stretcher develops a spin, the winch operator is to immediately inform the PF of the situation and attempt to regain control by one of the following methods:

a. Allow adequate time for the TLA to regain control with the tag line; b. Winch out to a point where the stretcher is clear of the rotor downwash; c. If the stretcher is in close proximity to the surface, carefully place it back to the pick up

point; d. If the stretcher is in close proximity to the aircraft then continue to winch in until under

control at the skid/step. In this situation it is advisable to continue winching ‘IN’ throughout and not to conduct a ‘Control Check’ as this will delay the recovery;



e. If in mid winch, then it may be necessary to either, carefully position the stretcher close to an object e.g. a tree so that the RCM can regain control or, release the tag line and begin a very slow transition to forward flight until the spin stops.

WARNING: ONCE THE TAG LINE HAS BEEN RELEASED THE AIRCRAFT SPEED IS TO BE KEPT

TO AN ABSOLUTE MINIMUM. A SUITABLE SET DOWN POINT IS TO BE IDENTIFIED AND THE STRETCHER PLACED CARFULLY BACK ONTO THE SURFACE NOTING THAT SOME RESIDUAL SPIN MAY REMAIN.

7 Static Electricity

The build up of aircraft static electricity during rescue winch operations is a potential hazard to those personnel who are suspended on the winch cable and to personnel who may come into contact with the winch cable, hook or load prior to any static electricity being adequately discharged.

As standard procedure, personnel involved in rescue winch operations are, where practical, to ensure that the winch hook is adequately earthed prior to coming into contact with it. This can be achieved by allowing the winch hook to come into contact with the surface before attempting to take control of it, or where practical, by utilising an earthing pole.

Caution: Operations within close proximity to thunder storms and operations in a dry and dusty

environment are conducive to aircraft static electricity build up.



SECTION 13 CONFINED AREA OPERATIONS 1 Introduction

2 Single and Double Angle Approaches

3 Aircraft Clearances

4 Communications

5 Key Words



1 INTRODUCTION

Confined areas are defined as these areas where obstructions are known to or are suspected of existing within close proximity to the aircraft and or persons or equipment suspended from it e.g. buildings, boats, larger vessels and timbered areas. The means by which the successful termination of flight within a confined area is achieved is dependant on a number of factors, e.g. aircraft power available, aircraft weight, ambient conditions and the experience and compliment of the crew Confined area operations should not be conducted when there exists any doubt that the aircraft can be safely accommodated in the area available WARNING: UNDER NO CIRCUMSTANCES IS IT ACCEPTABLE FOR CREWS TO CONTINUE

INTO AREAS WHERE AN EXPECTED CONTACT BETWEEN ROTORS AND FOLIAGE IS USED AS A ‘STOP POINT’.

Prior to committing to an approaching/landing in a confined area, a reconnaissance circuit should be conducted where points such as those listed below are discussed by the crew as part of the plan in determining whether or not to continue and how the approach will be executed:

a. Power available b. Size, Shape, Slope and Surrounds c. Wind direction and velocity d. Approach and overshoot paths e. Terrain, Turbulence and Touch down point

Once the decision is made to conduct an approach a circuit is flown with the CON is given to the crewman on the finals. Standard aircraft Patter and CON is used as laid down in Section 4a, Part 8, and when utilising the client RCM for clearance assistance a “Check Left/Right” call is made by the crewman. If clear, the response from the client RCM is to be “Clear Left/Right” or if not clear then the obstruction is to be reported using the clock code and distance from the main /tail rotor.

2 SINGLE AND DOUBLE ANGLE APPROACHES Based on the PSWAT checks, the approach to the hover or landing within a confined area is accomplished by either a single or double angle approach. Single angle approaches are executed into smaller / tighter areas where the flying pilot is able to establish a constant glide slope to the approach/landing point remaining clear of all obstructions. Double angle approaches are executed into smaller/tighter areas where a constant glide slope cannot be maintained. This approach requires the flying pilot to terminate in a high hover above the touch down point and then descend vertically into the area manoeuvring as necessary to avoid obstructions.

3 AIRCRAFT CLEARANCES When entering into and manoeuvring within a confined area, accurate clearance information on the main and tail rotors is paramount. The flying pilot is to be notified as to when the tail rotor is clear on the final approach and when it is clear to descend into the area. Once within the area the crewman with the assistance of the client RCM is to positively clear a sector before giving the command to move, e.g. “You are clear back, move back xxx”. Also the touchdown point is to be checked for obstructions prior to the aircraft being cleared to the ground. On departure from a confined area the flying pilot may elect to have the crewman positively CON the aircraft up and clear or, if it is clear all round he may choose to climb the aircraft vertically and rotate when clear with the crewman monitoring main and tail rotor clearances throughout the departure.



NOTE: If during EMS operations it is deemed necessary to conduct a confined area

approach/landing then the crewman is to relocate to the rear cabin to provide aircraft clearances in conjunction with the client RCM. The decision to relocate to the rear cabin should be made as early as possible to allow for cabin preparation and where possible prior to departure to alleviate relocating in flight.

NOTE: At our EMS bases a number of non-company personnel are trained in the role of the

Rescue Crewman (RCM) and as part of this training they are introduced to the procedures and techniques required for the safe conduct of CAs.

While the professionalism and enthusiasm for their role of client RCM cannot be questioned, company aircrew are reminded that utility operations such as CA’s are not the RCM’s core business and therefore their input is to be taken as advisory only. When conducting CAs to sites where the existence of obstructions may require the aircraft to be manoeuvred within the area by the Aircrewman, in conjunction with the pilot, is to clear all sectors and continually do so throughout the operation. WARNING: IF AT ANY TIME A CREWMEMBER CONSIDERS THAT THE AIRCRAFT IS GETTING DANGEROUSLY CLOSE TO AN OBSTRUCTION HE IS TO CALL “STEADY”. THE OBSTRUCTION / CONFLICTION IS THEN TO BE REPORTED (POSITION & PROXIMITY) TO THE PILOT.

Figure 13-1 Confined Area Landing Caution: The NiteSun is the closest obstruction to the ground.



Figure 18-2 Single Angle Approach

Figure 18-3 Double Angle Approach



4 COMMUNICATIONS

Winching operations require a high degree of co-operation and mutual trust between all crew members involved. The rescue crewman relies upon both the winch operator and the pilot for his safe recovery. The winch operator relies upon the flying pilot to correctly and accurately position and maintain the helicopter above the target. The Flying Pilot relies upon both the winch operator and the crewman for positioning directions and the conduct of the operation. To facilitate co-operation, an accurate and steady communication between all three crew members on the operation must Communications with the RCM when external to the aircraft is an important element of the overall winching operation. With this in mind the RCM is to have two-way radio communications with the aircraft (where practical) during all winching operations both land and water. Communications shall be carried out via the aircraft's intercommunication system. Because of the inherently noisy environment involved with the winch operation, all unnecessary audio sources should be eliminated and communications confined to concise, accurate, unambiguous and clear messages. On approach to the target, the pilot may lose visual contact with the target due to shielding by the aircraft fuselage. It then becomes the duty of the winch operator to direct the pilot onto the target. Simple, but clear directions to effect accurate positioning are to be transmitted continually to the pilot. The following is a list of key words to be used during the winching operations. These words are mandatory and contain precise and unambiguous meanings. Amplifying comments are to be avoided or kept to a bare minimum when necessary. Whilst a constantly flowing patter of information is required to enable the Flying Pilot to position the helicopter accurately, there is no place for verbosity or ambiguity.

5 KEY WORDS (patter) The following is a list of key words to be used during the utility operations. These words are mandatory and contain precise and unambiguous meanings. Amplifying comments are to be avoided or kept to a bare minimum when necessary. Whilst a constantly flowing patter of information is required to enable the flying pilot to position the helicopter accurately, there is not place for verbosity or ambiguity. Where the list of mandatory words does not satisfy a given incident, be brief. Emergency Commands Climb, Climb, Climb This command is given, usually by the winch operator, if: a. The helicopter gets too low and is likely to strike an obstruction; or b. When the rapid lifting of the winch load is required, e.g. a shark in immediate vicinity of crewman or

survivor, etc. action to be taken concurrently with a winch in at full speed.



Executive Commands Units - Run In Throughout the final approach of a Confined Area operation, all lateral and longitudinal distance directions are passed to the Flying Pilot by the Winch Operator in "units". The unit is not a specific measurement, but rather a gauge of distance to allow the Pilot to more accurately judge the relative rate of closure and subsequent control movements required to position the aircraft on top of the target. Units - Hover Once established in the hover all aircraft lateral, height and obstacle clearance information is to be given in ‘feet’. Aircraft Control

Command Meaning

"Clear to lift" Notification from the pilot that the aircraft is about to lift into the hover and a request for the rear cabin status and aircraft clearances.

"Roger (cabin status report) clear up right / left"

Report from the crewman that the rear cabin is secure and the aircraft is clear up.

"Your con" The pilot requires the winch operator to commence conning the aircraft.

"Roger I have the con" The winch operator acknowledges that he understands he is now responsible for the aircraft control.

"Roger" I understand what has been said.

"Clear doors" Request from winch operator for permission to open rear doors.

"Clear doors to open" Permission from pilot for winch operator to open rear doors.

Caution : Prior to requesting permission to open the rear cabin door in-flight, the crewman is to report the rear cabin status. For example, “Two on wander lead, one in a seat belt and cabin secure, clear doors?” Caution : Prior to takeoff, the crewman is to report the rear cabin status to the PF. For example, “Two on wander lead, one in a seat belt, door(s) open / closed and locked cabin secure set in the back". The PF is not to permit the opening of the rear cabin doors in-flight until he is assured that the rear cabin / occupants are secure.

"Speed below 20 knots clear 1/4 door" Permission from the pilot for the winch operator to open the 1/4 door.

"Roger opening 1/4 door" The winch operator is informing the pilot that he is opening the 1/4 door.

1/4 door closed, clear to rotate Winch operation completed. Aircraft cleared to not above 60 knots. (B412 / 212)



Line corrections The following commands are used to correct aircraft line:

Speed corrections The following commands are used to correct aircraft speed:

Rate of descent corrections The following commands are used to correct aircraft rate of descent:

Height corrections

The following commands are used to correct aircraft height:

Note : When communicating line, speed, rate of decent and height good calls the operator may emphasise this statement with the word 'maintain' e.g. "height good maintain", "speed good maintain" etc.

Command Meaning "Move left / move right on line" Move the helicopter laterally in the direction stated. "Stop moving left / right on line" Stop the helicopter moving in the direction stated. "Line good" The helicopters line is correct.

Command Meaning "Reduce speed" Reduce speed "Increase speed" Increase speed "Speed good" The helicopters speed is correct

Command Meaning "Reduce rate of descent" Reduce rate of descent "Increase rate of descent" Increase rate of descent "Rate of descent good" The rate of descent is correct

Command Meaning "Go up X" Climb x feet "Go down X" Descend x feet "Height good" The height is correct

"Check height" Precautionary call that correction may be required (the pilot will call the height to the winch operator).



Hover corrections The following commands are used to maintain the correct position: Note : During confined area operations positive clearances must be given before giving hover corrections,

especially to the left or back. For example, "You are clear behind, move back five". Lost visual contact report

Command Meaning

"Lost visual contact X o'clock"

The winch operator / pilot has lost sight of the target or survivor. The call "Lost visual contact" is followed by an estimate of the target / survivor's last known position, using clock code and distance, for example, "Estimate two o'clock 500" (distance in units).

"Target / survivor X o'clock, X distance"

The target / survivor is now sighted again, the call is in clock code and distance in units.

Command Meaning

"Move forward X" "Move back X" "Move right X" "Move left X" "Go up X" "Go down X"

Move the helicopter in the required direction. Rate of closure should be given continuously. These commands are to be combined if necessary, using the technique of furthest distance to move becoming the primary movement and smallest distance being the secondary followed by the required number of units. To move to a target in the one o'clock, the instruction is "Move forward and right three", or if the target is in the eight o'clock position, the instruction would be "Move left and back five". If a line correction was required as part of a correction the instructions would follow: "Move left and back five", "Move left and back four". "Move left only three", "Left only two...standby...steady".

"Standby" Used as a warning prefix to "Steady". "Steady" The helicopter is to be established and maintained in the hover.



SECTION 14 HOVER EXIT / ENTRY PROCEDURES

1 General

2 Hover Exit/Entry Crew Safety

3 Crew Qualifications

4 Carriage of Persons

5 Equipment Requirements

6 Procedure

7 Conduct of Operations

8 Emergencies



1 General

Hover exit/entry is used to deploy/recover personnel and equipment to/from remote areas where landing is not possible, but a low hover sufficient for personnel to deplane/embark safely can be conducted. The crew consists of a pilot, Aircrewman, and hover exit/entry crew (medical party). The medical party must be trained in hover exit/entry skills prior to these type operations.

2 Hover Exit/Entry Crew Safety Prior to operational hover exiting, the pilot in command shall make an assessment of the hover exit site and determine that the RCM/MA will not encounter dangerous terrain or obstacles that may cause them injury whilst exiting or moving clear of the helicopter. In which case it would be safer for the medical crew to winch to a suitable position. Prior to operational hover exiting, the pilot in command shall make an assessment of the local ambient conditions and ensure that a steady hover can be maintained during the hover exit.

In all cases a safe exit point, escape route and rendezvous point must be planned with the hover exit crew. The time at the rendezvous point and communication procedures need to be established.

3 Crew Qualifications Only pilots and qualified crewmen that have satisfactorily completed hover exit training may conduct hover exit/entry procedures.

4 Carriage of Persons For hover exit/entry operations only the following persons shall be carried on the helicopter

a. A flight crew member b. A flight crew member under training c. A person who performs an essential function in connection with the hover exit/entry operation d. A hover exit/entry crew member

5 Equipment Requirements

The helicopter in the normal EMS configuration is suitable for hover exit/entry operations. Personnel engaged in the operation shall have;

a. Protective helmet including ear and eye protection b. Protective flight suit c. Protective gloves/boots d. Communications - Checked prior to disembarkation. e. Crew Life Jacket containing standard survival aids (remote scene)

The Aircrewman and hover medical party shall ensure that the cabin of the helicopter and their equipment is checked for hover exit/entry operations. Caution: Equipment should not be unloaded from the tail boom baggage compartment during these type operations.



6 Procedure

Exit A circuit is flown around the exit site where the pilot, Aircrewman and medical party can “recce” the site. Once the site has been assessed as suitable the pilot briefs the crew on the actions in the event of an engine failure, including:

a. Intentions b. Forced landing area

The circuit is flown at approximately 200ft AGL in a right hand direction to allow the Aircrewman to maintain sight of the target. The pilot shall report to the crewman;

a. Downwind b. Turning Base c. Target Visual and, d. You Have the CON when he requires the Aircrewman to commence conning the aircraft.

Hover exits are limited to a height not exceeding 1.3mtrs below the skids/step. Hover Exit may take place from either cabin door of the helicopter NOTE: This height limitation is based on an average individual. The height may need to be adjusted to suit accordingly. NOTE: Where the intention of the pilot is for the medical party to deplane from the left hand door then the Aircrewman may con the helicopter from the left hand side if appropriate. On approach to the hover exit area the Aircrewman shall request “clear doors” indicating which door he intends to open. When it is clear to do so the pilot will respond “ clear to open doors”. The Aircrewman shall slide the door fully open. The Aircrewman will con the pilot to the hover exit position. The Aircrewman continues the patter throughout the exit procedure in relation to the progress of each member, aircraft position and obstructions. Once at the correct position and height, the Aircrewman shall request “clear to continue”. When the pilot is ready he shall respond “clear to continue”. The medical party shall then exit one at a time. The Aircrewman shall indicate to the medical party member that they are to prepare for exit by means of pointing to the party member’s seatbelt/wander lead connection point after conducting an equipment check and giving and receiving a “thumbs up”. Upon recognition of this signal the medical party member is to unfasten their restraint and move to the disembarkation door with firm hand hold. Prior to disembarking, the Aircrewman shall request “clear to dispatch” to the pilot, with the pilot response ‘clear to dispatch’. The Aircrewman will indicate to exit the helicopter by pointing to the ground after conducting the second equipment check, then giving and receiving the second ‘thumbs up’. The exiting medical party member shall then pivot facing inboard and exit the aircraft gradually, without jumping. The medical party member shall lower themselves until both feet are touching the ground transferring weight from arms to legs, maintaining a firm grasp of the aircraft step with straight arm and observing the Aircrewman for further direction and the distribution of packs. If the helicopter is able to hover either with one skid on the ground or at a height where the exiting member can step to the ground from the skid while still maintaining a firm handgrip then the exiting member may do so.



Once on the ground the exiting members shall depart the helicopter in the 3 or 9 o’clock direction after pointed hand direction and thumbs up from the Aircrewman and crouch down well outside of the rotor disc. The Aircrewman shall report to the pilot “Medical Crew and Equipment Clear”, with the aircraft then able to depart. Should the pre – briefed conduct change and the Aircrewman require the medical party to remain in position on the ground, he will present a steady clenched fist meaning, “remain in position”. Entry The procedure for a hover entry is basically the reverse of a hover exit. The Aircrewman will con the pilot to the hover entry position. The Aircrewman continues the patter throughout the entry procedure in relation to the progress of each member, aircraft position and obstructions. The medical party are to position themselves well clear of the touchdown point and in the aircraft’s 3 or 9 o’clock position depending on which side the embarkation is to occur. They are to remain in this position until cleared by the Aircrewman to enter under the disc. Once the aircraft is at the correct position and height, the Aircrewman shall request “clear to continue”. When the pilot is ready he shall respond “clear to continue”. The medical party shall then enter the aircraft one at a time. The Aircrewman shall indicate to the medical party that they are clear to enter by means of a ‘thumbs up’ and pointing to the ground adjacent the embarkation point. Upon recognition of this signal the medical party member is to make his way slowly to the aircraft in preparation for entry. Once at the open doorway and on receipt of a thumbs up from the Aircrewman, the medical party member is to ensure that he has a firm hand hold prior to transferring his weight on to the skid/step. The medical party member is to enter the aircraft in a slow and controlled fashion making his way to a seat and then securing himself and any equipment appropriately. The Aircrewman may assist throughout this process where necessary. If the helicopter is able to hover either with one skid on the ground or at a height where the entering member can step from the ground to the skid while still maintaining a firm handgrip then the crewmember may do so.

7 Conduct of operations The pilot in command of a helicopter engaged in hover exit operations shall be responsible for ensuring that:

a. An appropriately qualified Aircrewman is carried in the aircraft b. All operating crewmembers are properly qualified to perform the duties to which they have been

assigned. c. All personnel involved in the operation are properly briefed prior to commencement; and d. All precautions are taken to ensure the safety of all persons in the helicopter or on the ground.

8 Emergencies Intercom Failure If the intercom fails during the hover exit/entry operation, the Aircrewman should communicate with the pilot by shouting instructions or hand signals to complete the operation.



Minor Emergency In the event of a minor emergency the flying pilot will advise the Aircrewman of the situation by calling either “Continue or Abort”……(nature of emergency). If the pilot calls “Continue”, the Aircrewman is to continue the exit/entry unless otherwise advised. If the pilot calls “Abort” the Aircrewman is to acknowledge “Roger” and then expedite operations. If the medical party are on the skids/step or unsecured in the cabin the Aircrewman shall indicate to them (by pointing) to return to their seats. The Aircrewman is to secure the medical party immediately and then secure the cabin and report “Clear to rotate”. If the medical party are in the process of climbing off/onto the skids/step the Aircrewman will respond “steady” until the member is either clear of the aircraft or secure inside, and then report “Clear to rotate”. Major Emergency If the pilot is unable to maintain a hover and a forced landing is imminent, he is to call “Brace, Brace, Brace” The Aircrewman shall indicate to the medical party (pointing) to return to their seats, while shouting “Brace, Brace, Brace”. He is to secure the medical party and himself immediately. Upon recognising an emergency, the medical party must secure themselves inside the helicopter or expedite their exit and make their way to a safe position. Low Height If the helicopter is descending without command, the Aircrewman shall call “Check Height”. The pilot shall respond “Roger, Check Height”. If the helicopter gets dangerously low, the Aircrewman is to call “Climb, Climb, Climb”. The pilot is to climb immediately.

ambulance service of new south wales augusta …• asnsw aw139 technical crew training notes •...

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