AMBULANCE SERVICE OF NEW SOUTH WALES EUROCOPTER …GROUND TRAINING CABIN STAFF 1. General Introduction. The training specified below applies to client staff employed as Ambulance Rescue

AMBULANCE SERVICE OF NEW SOUTH WALES

EUROCOPTER 145 CABIN STAFF

SYLLABI AND TRAINING NOTES

Revision 1 – July 2010

Disclaimer

ASNSW EC145 Cabin Staff Training Notes Revision 1 – July 2010 page 1 of 1

These training notes are an uncontrolled document and are to be used for training purposes only. ASNSW Cabin Staff 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


GROUND SCHOOL SYLLABUS FLYING TRAINING SYLLABUS TRAINING AIMS SYLLABUS PART ONE Section 1 Aircraft Description

Section 2 Principals of Flight

Section 3 Operations - General

Section 4 Emergency Procedures

PART TWO Section 1 Duties and Responsibilities

Section 2 Airmanship Section 3 Role Equipment

Section 4 Winching Procedures - Normal

Section 5 Winching Procedures - Emergency

Section 6 Night Winching Operations

Section 7 Confined Area Operations

Section 8 Hover Exit/Entry Procedures

Ground School Syllabus


GROUND SCHOOL SYLLABUS 1 General

2 Classification of Cabin Staff

3 Ambulance Rescue Crewperson

4 Medical Crewperson

5 Medical Attendant

6 Conversion to New Type

7 Examinations

8 Failure to Achieve Standards



GROUND TRAINING CABIN STAFF 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 cabin staff 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 cabin staff 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 Cabin Staff. The Senior Aircrewman shall review the background of all Cabin Staff to determine the training required to release them to the line in a particular role.

Training References

• ASNSW Training Notes • CHC Operations Manual – Flight Ops

2. Classification of Cabin Staff 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; • double extension strap; • 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);

- 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 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 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; • Hi Line kit • quick splice plate; • double extension strap; • equipment strap; • karabiners; • single point restraint and associated

connectors; • hand held search light; • 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), - winching to vessels, and - 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);

- fouled cable; - intercom failure – hover/run in; - runaway cable; - emergency cut; - stoppage; and - pendulum dampening / stretcher spin


• 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 & 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;


• rationale • technique •



5 Medical Attendant - 1 day a. Prerequisites.

• ASNSW Standards b. 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 cabin staff 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 cabin staff 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

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);


• Technique

7. Examinations

• Examinations to test candidate’s knowledge following the ground school will be taken from the Cabin Staff 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


FLYING TRAINING SYLLABUS 1 General

2 Ambulance Rescue Crewperson

3 Medical Crewperson

4 Medical Attendant

5 Conversion to New Type

6 Confirmation of Training

7 Completion Standard

8 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. The sortie topics are listed first followed by the sortie content.

Training References

ASNSW Cabin Staff Training Notes (Library 086);



2. Ambulance Rescue Crewperson (ARC) ARC One - Confined Area Operations – 1.0 hour

Hover Exit/Entry Procedures ARC Two - Single lifts – 1.5 hours

Double lifts Stretcher lifts

ARC Three - Wet Double lifts – 1.0 hour

Hypothermia strop lifts

ARC Four - Night Winch – 1.0 hour Single lifts Double lifts Stretcher lift

ARC Five - Winching Five – Boat Transfers – 1.5 hours Hi Line transfers

Line Check - Conducted annually from completion of training – 1.0 hour

NOTE: Flight times are based on a student to instructor ratio of 2:1



AMBULANCE RESCUE CREWPERSON

ARC One – Confined Area Operations & Hover Exit/Entry Sortie description Trainees first flight to practice Confined Area landings and practical use of Patter; Hover exit/entry procedures. Area A suitable Confined Area enabling both single and double angle approaches; and hover exit/entry procedures Duration : 1.0 hr Demonstration Area Recce. Procedure/technique required to achieve safe landings. Aircraft Clearance procedure/technique Hover Exit/Entry technique. Student Activity Perform necessary equipment pre flight. Observe demonstrations. Provide aircraft clearances to achieve safe confined area landings. Perform Exit/Entry the A/C in the hover Minimum Evolutions Two (2) Confined Area approaches/landings to a large area. Two (2) Confined Area approaches/landings to a more confined area. Two (2) Hover Exit / Entry Requirements 2 x wander leads and single point restraint. Instructor will have over-riding authority of the Con at all times. Emergencies ACM intercom failure during one approach. Assessment In accordance with Section 1, Training Staff, Annex C.

ARC Two Single Lift, Double Lift & Stretcher Winch Sortie description Trainees first sortie to perform different methods of recovery by rescue winch. Area Initially a suitable clear area for winching operations then a suitable confined winching area with vehicle access. Duration : 1.5 hrs Demonstrations Single lift winch recovery brief. Double lift winch recover brief. Stretcher lift winch recovery. Operation of the tag line. Rescue Crewman hand signals. Aircraft entry/exit technique. Student Activity Perform necessary equipment pre flight. Observe demonstrations. Perform single lift winch recovery. Perform double lift winch recovery. Perform stretcher lift winch recovery. Perform the duties of the tag line attendant. Deliver tag line attendant briefing. Minimum Evolutions Two (2) single lift recoveries. One (1) high winch no higher than 50 feet Two (2) double lift recoveries. Two (2) stretcher lift recoveries. Two (2) tag line attendant tasks. Requirements Rescue strop. 2 x wander leads and single point restraint. An approved stretcher with tag line kit. Training dummy. Emergencies Practice in flight cabin/boot fire. Assessment In accordance with Section 1, Training Staff, Annex C.



ARC Three Wet - Double Lift & Hypothermia Lift Sortie description Trainees first sortie to perform different methods of recovery from the water by rescue winch. Area Suitable wet winching area. Duration : 1.0 hr Demonstration Aircraft exit/entry technique. Wet double lift recovery. Hypothermia strop lift recovery. Student Activity Perform necessary equipment pre flight. Observe demonstrations. Perform single lift water recovery by rescue winch. Perform double lift water recovery by rescue winch. Perform double lift water recovery utilising the hypothermia strop. Minimum Evolutions Two (2) double lift water recoveries. Two (3) hypothermia strop water recoveries. Requirements Rescue strop. Hypothermia strop. 2x wander leads and single point restraint. Aircraft wet deck. Liferaft. Safety boat with suitably briefed crew in two-way communications with the aircraft/safety swimmer. Emergencies Nil practice. Assessment In accordance with Section 1, Training Staff, AnnexC.

ARC Four Night Winch - Single Lift, Double Lift & Stretcher lift Sortie description Trainees first night winching sortie. Area A suitably clear area for night operations with vehicle access. Duration : 1.0 hr Demonstrations Aircraft light signals. Use of aircraft internal lighting. Student Activity Perform necessary equipment pre flight. Observe demonstrations. Perform single, double and stretcher lifts by night. Perform tag line attendant duties by night. Minimum Evolutions Two (2) double lift recoveries. One (10 stretcher lift recovery. Requirements Rescue Strop. 2 x wander leads and single point restraint. An approved rescue stretcher with tag line kit. Training dummy. Emergencies Nil practice. Assessment In accordance with Section 1, Training Staff, Annex C.



ARC Five Boat Transfer / Hi Line Transfer Sortie description Trainees first flight to perform boat transfer techniques and Hi Line transfers to a vessel under way. Area As necessary. Duration : 1.5 hrs Demonstration Boat transfer technique. Hi Line transfer technique. Student Activity Perform necessary equipment pre flight. Observe demonstration. Perform boat transfer technique. Perform Hi Line transfer technique. Minimum Evolutions Three (3) Boat transfers (live). Two (2) Hi Line transfers (live). Requirements Rescue strop. 2 x wander leads and single point restraint. Correctly configured Hi Line kit. Suitable vessel in two communications with the aircraft. Emergencies Nil practice. Assessment In accordance with Section 1, Training Staff, Annex C.

LINE CHECK – ARC (Annually from completion of training) Sortie description Trainee to carry out Line Check. See Section 8.12, Competency Check – Cabin Staff, Annex A for content. Area Initially a suitable dry winching area with vehicle access then a suitable wet winching area. Duration : 1.0 hr Demonstrations Nil. Student Activity See Section 8.12, Competency Checks, Annex A for content. Requirements As dictated by the Training Staff. Emergencies As directed by Training Staff. Assessment In accordance with Section 1, Training Staff, Annex C.



3. Medical Crewperson – (MC)

MA One - Hover Exit/Entry Procedures - 1.5hr Single lifts

MA Two - Stretcher Lifts – 1.0 hr MA Three - Night winch –1.0 hr

Single Lift Stretcher Lift

MA Four - Boat Transfers – 1.0 hr Hi Line Transfers Line Check- Conducted annually from completion of training – 1.0 hr Note: 1. MC Three & Four will be role / contract dependant. 2. Flight times are based on a student to instructor ratio of 2:1.



MEDICAL CREWPERSON MC One Live Winch & Hover Exit/Entry Sortie description Trainees first flight to perform different methods of deployment and recovery by rescue winch; Hover exit/entry procedures. Area A suitable clear area for winching operations with vehicle access. Duration : 1.0 hr Demonstrations Static aircraft exit/entry techniques Static winch procedures/brief Hand signals Hover exit/entry techniques Student Activity Perform necessary static winch procedures Observe demonstrations Perform single lift winch recovery Perform single with equipment pack Perform Exit/Entry the A/C in the hover Minimum Evolutions Two (2) single lift recoveries One (1) high winch no higher than 50 feet Two (2) lifts with equipment pack Two (2) hover exit/entry procedures Requirements Equipment Strap Suitable role equipment bag 2 x Wander leads and single point restraint Emergencies Nil practice Assessment In accordance with Section 1, Training Staff, Annex C.

MC Two Stretcher winch Sortie description Trainees first sortie to perform a stretcher winch recovery. Area Initially a suitable clear area for winching operations then a suitable confined winching area with vehicle access. Duration : 1.0 hr Demonstrations Static aircraft entry/stretcher technique Hand signals Student Activity Perform static stretcher lift Perform stretcher lift winch recovery Minimum Evolutions Two (2) stretcher lift winch recoveries Requirements An approved stretcher with tag line kit Training dummy 2 x wander leads and single point restraint Emergencies Nil practice Assessment In accordance with Section 1, Training Staff Annex Assessment In accordance with Section 1, Training Staff, Annex C. MC Two - MC – Stretcher winch Sortie description Trainees first sortie to perform a stretcher winch recovery. Area Initially a suitable clear area for winching operations then a suitable confined winching area with vehicle access.



MC Three - Night Winch Single Lift & Stretcher Lift Sortie description Trainees first night winching sortie. Area A company surveyed area for night operations with vehicle access. Duration : 1.0 hr Demonstrations Aircraft light signals Use of aircraft internal lighting Use of down the wire lighting Student Activity Perform single, double and stretcher lifts by night Minimum Evolutions One (1) stretcher lift recovery Requirements An approved rescue stretcher with tag line kit Training dummy 2 x Wander leads and single point restraint. Emergencies Nil practice Assessment In accordance with Section 1, Training Staff Annex C.

MC Four Boat/Hi Line Transfers Sortie description Trainees first Boat/ Hi Line Transfer sortie to a vessel underway. Area As required Duration : 1.0 hr Demonstrations Boat Transfers Hi Line Transfers Student Activity Perform necessary equipment pre flight Observe demonstrations Perform Boat Transfer technique Perform Hi Line Transfer technique Minimum Evolutions Three (3) Boat transfers Two (2) Hi Line transfers Requirements 2 x Wander leads and single point restraint. Correctly configured Hi Line Kit Suitable vessel in two-way communications with the aircraft Emergencies Nil practice Assessment In accordance with Section 1, Training Staff Annex C



LINE CHECK – (Annually from completion of training) Sortie description Trainee to carry out Line Check. See Section 8.12, Competency Check – Cabin Staff, Annex A for content. Area A suitable dry winching area with vehicle access. Duration : 1.0 hr Demonstrations Nil. Student Activity See Section 8.12, Competency Checks, Annex A for content. Requirements As dictated by the Training Staff. Emergencies As directed by Training Staff. Assessment In accordance with Section 1, Training Staff, Annex C.



4. Medical Attendant – (MA) MA One - Aircraft famil ICS & A/C radios Internal lighting Patient and passenger control Aircraft clearances in CA’s Primary site considerations Hover exit/entry procedures Line Check - Conducted annually from completion of training – 1.0 hr Note:Aircraftclearances(CAs)trainingwillbeprovidedtonominatedpersonnelonly.



MEDICAL ATTENDANT MA One Aircraft familiarisation Sortie description Trainees first aircraft familiarisation flight Area As required Demonstrations Use of ICS & Client radios Use of cabin and medical lighting Patient & passenger control Aircraft clearances in confined areas Hover embark / disembarkation Primary site considerations Student Activity Perform necessary equipment pre flight Observe demonstrations Utilise ICS/ Radio and lighting systems Demonstrate passenger & patient control Give aircraft clearances in confined areas Perform exit/entry the A/C in the hover Minimum Evolutions Two (2) Confined area landings Two (2) Hover exit/entry Requirements 2 x Wander leads and single point restraint. Suitable role equipment bag Emergencies Nil practice Assessment In accordance with Section 1, Training Staff Annex C. All ASNSW Cabin Staff on successful completion of training are qualified to act as Medical Attendants on that aircraft type. Emergencies as directed by Training Staff.

LINE CHECK – (Annually from completion of training) Sortie description Trainee to carry out Line Check. See Section 8.12, Competency Check – Cabin Staff, Annex A for content. Area A suitable local area and confined area site Duration : 0.5 hr Demonstrations Nil. Student Activity See Section 8.12, Competency Checks, Annex A for content.

Requirements As dictated by the Training Staff. Emergencies As directed by Training Staff. Assessment In accordance with Section 1, Training Staff, Annex



5. 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. 6. 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- Cabin Staff. Annex A-E. 7. Completion Standards A candidate must perform the required tasks to attain a score of at least 3 according to the Training Report Assessment criteria. 8. 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


TRAINING AIMS SYLLABUS PART ONE Aircraft Description

Principals of Flight

Operations - General


PART TWO Duties and Responsibilities

Airmanship Role Equipment

Winching Procedures - Normal

Winching Procedures - Emergency






PART ONE Aircraft Description 1 Aim: The aim of this module is to give the Cabin Staff a sound knowledge of the aircraft and its structure.

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

Aircraft Description 2 Aim: The aim of this module is to give the Cabin Staff a basic knowledge of the aircraft powerplant and

powertrain systems.

Powerplant - Engine operation, engine systems and combining gearbox

Powertrain - Main drive shaft and main transmission Aircraft Description 3 Aim: The aim of this module is to give the Cabin Staff a practical familiarisation of specific aircraft type

equipment.

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.

Principles of Flight 1 Aim: The aim of this module is to give the Cabin Staff a basic knowledge of helicopter aerodynamics and how

the helicopter hovers and flies.

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

Principles of Flight 2 Aim: The aim of this module is to give the Cabin Staff a basic knowledge of auto-rotations and other

aerodynamic effects, which could endanger the aircraft and crew.

Autorotation - Definition, flight characteristics, hazards and procedures

Blade Sailing - Definition, causes and recovery



Operations - General Aim: The aim of this module is to give the Cabin Staff 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.

Emergency Procedures Aim: The aim of this module is to provide the Cabin Staff 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.

PART TWO Duties and Responsibilities Aim: The aim of this module is to give the Cabin Staff 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 Airmanship Aim: The aim of this module is to introduce the Cabin Staff 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



Role Equipment Aim: The aim of this module is to introduce the Cabin Staff 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 Winching Procedures - Normal Aim: The aim of this module is to give the Cabin Staff 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

Winching Procedures - Emergency Aim: The aim of this module is to give the Cabin Staff 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

Night Winching Operations Aim: The aim of this module is to give the Cabin Staff a sound knowledge of the necessary requirements for

night winching operations.

Night Winch - Aircraft requirements, personal requirements

Over water operations



Confined Area Operations Aims: The aim of this module is to give the Cabin Staff 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,

Hover Exit & Entry Procedures Aims: The aim of this module is to give the Cabin Staff 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, Cabin Staff deplaning/emplaning, Equipment unload/load

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

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



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 EC145 is a twin-engine, multi-purpose helicopter of the 3-4 ton class with up to 10 seats for pilot/s and passengers. It combines the latest developments, like advanced cockpit design, avionics and sophisticated electrical system with the rugged and proven design elements of the BK117, as for example the rotor system. The EC145’s hingeless rotor system with its monolithic titanium hub is proven all over the world, with the rotor blades improved for higher performance; lower noise and vibrations levels. The EC145 is equipped with two powerful and reliable Turbomeca Arriel 1E2 engines which, in combination with its lifting system, provide outstanding performance and vital power reserves even in oneengine-inoperative scenarios. Twin-engine reliability is complemented by a fully separated fuel system, a tandem hydraulic system, dual electrical system and redundant lubrication for the main transmission. Further positive safety aspects of the EC145 are design elements like energy absorbing fuselage and seats, as well as crash resistant fuel cells. The EC145 allows Cat. A operation up to the level of performance class 1. A wide range of optional equipment, like emergency floats, rescue hoist, SX16 search light, load hook, plus many more is available for the EC145 and can be fitted simultaneously in most cases. Together with its most versatile cabin layout, the EC145 is ready to take up all sorts of missions, for example Medical Transport, Search & Rescue, Passenger transport.

Figure 1-1 EC145



2 DIMENSIONS AND LIMITATIONS

Figures 1-2 Dimensions



Internal dimensions - Cabin:

• length ................................................................................. 3.45 m

• width ........................................................................ 1.57 - 1.40 m

• height ....................................................................... 1.28 - 1.23 m

• volume .............................................................................. 6.04 m³

• floor resistance ……...................................................... 600 kg/m2

• normal density seats ................................................................... 8

• high density seats ..................................................................... 10

External dimensions - Width: • rotors turning ...................................................................... 11.0 m

• without rotors (stabilizer span) ........................................... 3.12 m

- Length:

• rotors turning ...................................................................... 13.0 m

• without rotors ..................................................................... 10.2 m

- Height:

• overall, rotors turning ......................................................... 3.96 m

- Clearances:

• MR to ground, rotors turning .............................................. 3.45 m

• TR to ground, rotors turning ................................................. 2.0 m

Noise (ICAO Annex 16 / FAR part 36) - Flyover....................................................................... 87.2/87.2 db

- Approach .................................................................. 91.3/91.3 db

- Take-off .................................................................... 88.0/87.9 db

Weight - Basic empty (Standard Configuration) ..…….……………. 1792 kg

- Minimum flyable ............................................................... 1750 kg

- Take off ............................................................................ 3585 kg

Landing gear - Skid width ........................................................................... 2.40 m

- Ground Clearance:

• Front Cross tube .............................................................. 506 mm

• Aft Cross tube .................................................................. 390 mm

- Slope Limitation:

• Ground sloping down to the left …...…………………….. Max. 11°

• Ground sloping down to the right …...…………...………... Max. 6°

• Ground sloping nose up …………………………...……….. Max. 8°

• Ground sloping nose down (if terrain allows) ...…...……... Max. 8°

Performance (ISA) (up to) - VNE ...................................................................................150 Kts

- Hovering IGE at MTOW ….................................. 2925 m (9600 ft)

- Hovering OGE at MTOW ...................................... 770 m (2530 ft)

- Rate of climb at MTOW ................................... 8.1 m/s (1600 ft/1’)

- Service ceiling (AEO at MCP) .......................... 5240 m (17200 ft)

- Operating temperature ………...………..................-45°C to +50°C

Fuel - Tank Capacities (Main & Supply) ....... 694 kg / 867.5 lts (1530 lb)

Hydraulic system - Operating pressure............................................................ 103 bar

Main rotor - Type ................................................................. Rigid rotor system

- Diameter ............................................................................ 11.0 m

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

- Rpm (100%) ................................................................ VARTOMS

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

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

Tail rotor - Type ................................................................. Semi-rigid system

- Diameter ............................................................................ 1.96 m

- Number of blades ........................................................................ 2

- Rpm (100%) ............................................................... VARTOMS

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

Engine - Manufacturer ............................................................... Turbomeca

- Model............................................................................. Arriel 1E2

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

- Average fuel consumption (MTOW) ............................... 254 kg/hr

- Length ................................................................................ 1.19 m

- Height ……………............................................................... 0.70 m

- Width ………………………………………………………… 0.49 m

- Weight (dry)......................................................................... 125 kg

Transmission ratings - AEO Take off power (TOP) ............................ 776 kW (1040 shp)

- AEO Max continuous power (MCP) .................. 632 kW (848 shp)

- OEI 2.5 min power ............................................ 551 kW (739 shp)

- OEI Max continuous power .............................. 404 kW (542 shp)



3. STRUCTURE

General

The fuselage’s primary structure consists mainly of sheet metal. The cabin frame, bottom shell, doors, engine cowlings and access panels are made of composite material The cockpit, the front section of the fuselage, includes the pilot (RH) and the co-pilot (LH) side by side seating positions, adjustable crashworthy seats, transparencies (windows), the instrument panel, flight controls, and a forward opening hinged door on each side. The cabin composes of the middle to rear section of the fuselage. The cabin includes the passenger seating area, a sliding door on each side, the floor fuel tanks housing, the transmission and engine deck. The tail boom mounting cone, the final part of the fuselage, is where the tail unit attaches to the main fuselage structure.

The remaining parts of the EC145 structure, includes;

• Lifting System • Power Plant • Flight Control System • Cowlings & Fairings • Tail Unit • Landing Gear

Figure 1-3 EC145 Structure



Doors and Windows General The helicopter fuselage is fitted with six doors to provide access to the cockpit, cabin and cargo

compartment. The entrance doors are:

• Two cockpit doors • Two passenger doors • Two clamshell doors

Cockpit doors

Access to the cockpit is provided on each side through large doors, which are hinged on the forward edge (Figure 1-4). A crew entrance step is built into the skid landing gear. The cockpit door windows incorporate a small sliding window, where it can be held by friction in the selected open position on the rails. The rear part of the doors contains the locking mechanism, consisting of the exterior and interior door handles. Integrated locks in the outer handles can lock the cockpit doors. Figure 1-4A Cockpit Door (Locked) Figure 1-4B Cockpit Door (Unlocked)

Figure 1-4C Cockpit Door Internal (Unlocked)

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.



In an emergency, the cockpit doors may be jettisoned by opening the door handle first. Identify jettison lever (A-Pillar) and push downwards; the lever pulls the cable to unlock the pins from the collar bushings, the cockpit door can be pushed out from the cabin structure. The jettison lever is safe-tied with snap wire to prevent accidental operation. (Figure 1-5)

Figure 1-5 Emergency Jettison Lever Sliding Doors

The sliding plug style door (Fig 1-6) on each side is opened and closed with the exterior door handle or the interior door handles, and their associated lock mechanism. The sliding door can be secured in either the closed/opened position, or an intermediate open position by the means of an integrated locking pin. Located on the internal upper forward leading edge allows the crew to select and lock the door in the half open or fully open position.

Figures 1-6 Sliding Cargo Doors



NOTE: Prior to opening the sliding doors, it is critical that maintenance access steps and the fuel

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

Opening of the sliding doors externally requires the door firstly to be unlocked (Fig 1-6A), where the handle (located at the rear of the door) can be pulled upwards (Fig 1-6B). Which allows the door to move out from the fuselage and tracked aft to the desired locked position (Fig 1-6C). . Figure 1-6A Figure 1-6B Figure 1-6C Closing the sliding doors externally may require the operator to firstly unlock the door from the selected position by releasing the interior locking pin. Whilst rolling the door forward, the operator must rotate the handle rearwards (to recess the locking lugs) gently allowing the door to “plug in” then rotate the handle down into the locked position. Opening the door from the inside requires the operator to pull upwards on the internal forward or aft handle to the vertical position, then allowing the door to un-plug and track back to the desired locking position. Figure 1-6D Figure 1-6E Closing the sliding door from the inside requires the operator to initially unlock the door from the locking pin. When tracking the door forwards, it’s recommended the operator grabs both handles in the vertical position and ‘plugs’ the door closed (Fig 1-6D). Once plugged, rolling forwards on the handle(s) to the horizontal position will complete the locking (Fig 1-E). NOTE: Do not attempt to force the doors closed if resistance is experienced. Stop, look and endeavour to identify the problem, or ask for assistance. CAUTION: The IAS must be below 60Kts (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.



In an emergency situation both sliding doors can be jettisoned either externally or internally. To jettison at both positions, pull the release handle centrally located at the upper windowsill (Fig 1-7A & 1-7B); followed by pulling either door handle rewards more than 90° to the open position. This sequence will release the internal cables, allowing the sliding door to be removed from the cabin structure. Fig 1-7A (External Release) Fig 1-7B (Internal Release) Clam Shell Doors The Clam Shell doors are designed to allow patients or cargo to enter the cabin effortlessly, due to the hinged doors expanding wide open and the lowered aft cabin floor. The Clam Shell doors are constructed from Kevlar composites. Two hinges are attached to the forward edge of each cargo door by screws, which connect the cargo doors to the main fuselage structure. Three locking devices are installed on the aft edge of the RH cargo door; and clasp the mating sleeves on the aft edge of the LH cargo door when the doors are closed. A gas strut as been installed on both doors for holding open the unlatched cargo doors. The centre latch has a lock and is secured with a key. Figure 1-8A Opening Latch (1) Figure 1-8B Opening Latch (2) Figure 1-8C Closing Latch

Figure 1-8 Clam Shell Doors NOTE: Its recommended when opening and closing the doors, the centre latch is fastened initially when closing or released last when opening. This will ensure the upper and lower latches align correctly, and alleviate the doors from buckling. WARNING: DUE TO SAFETY MEASURES, ACCESS TO CABIN VIA THE CLAM SHELL DOORS IS

PROHIBITED WHILST THE ENGINES ARE OPERATING.



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. Sloping ground will also need to be considered whilst approaching or departing the aircraft, if the situation occurs; exit and enter from either the 3 or 9 o’clock descending terrain.

All items carried in to or out of the aircraft are to be kept below shoulder height; and secure all loose items.

Figure 1-9 Approach and Departure Path

Figure 1-10 Approach and Departure Path - Sloping Ground



Landing Gear The landing gear assembly consist of two skids and two arched cross tubes of formed aluminium alloy, fastened together with skid shoes and attaching hardware. The assembly is attached to the lower fuselage structure with fittings at four points. It carries the weight of the helicopter on the ground and also designed to absorb landing loads. In its basic configuration, the landing gear is equipped with parallel skids for landings on prepared surfaces. A skid track of 2.4 m provides the helicopter with good stability on the ground. Two entrance steps, which are cross tube-mounted above the skid shoes, are provided to give boarding assistance to crew members and passengers. To meet changing ground conditions, the landing gear has been fitted with Settling Protectors, where it prevents the aircraft sinking into soft surfaces. Whilst attached to Left-hand entrance step is a Multi-Purpose Carrier for the Nitesun. Due to the limited cabin space for non-medical equipment, the manual fuel-drum pump has also been incorporated into the landing gear’s entrance step tube (Fig 1-11B) and Settling Protector (Fig 1-11C)

Figure 1-11B

Figure 1-11A Landing Gear

Figure 1-11C

4 FLIGHT CONTROLS General Adjusting the angle of incidence of the main rotor blades and the tail rotor blades controls the flight of the EC145. Three types of controls are necessary to fly the helicopter:

• Collective control • Cyclic control • Tail rotor control.

The control inputs from the pilot are transferred via ball bearing control cables to the hydraulic unit, where they are boosted and embedded to the mixing lever assembly. The mixing lever assembly transfers the inputs to the swash plate and from there directly to the main rotor blade.



Collective Control Changing the angle of incidence equally on all four main rotor blades increases or decreases the main rotor thrust. This is called collective control. Cyclic Control Adjusting this angle periodically within one rotation of blade tilts the resulting lifting force, caused by all four blades, out of the vertical axis, i.e. a horizontal force component is created. The helicopter will tilt and move in the direction of the horizontal force. This is called cyclic control. Cyclic control consists of lateral control (LH and RH movement) and longitudinal control (forward and backward movement). Tail Rotor Control The tail rotor control is in principle the same as the collective control of the main rotor system. Adjusting the angle of incidence of the two blades collectively varies the thrust, reacting against the main rotor torque. The helicopter stands still in hover, if these two forces are equal. If not, the helicopter will turn around its yaw axis.

Figure 1-12 Flight Controls

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 helicopter is powered by two Turbomeca ARRIEL 1E2 turbo shaft engines, which are of the free turbine type. Engine power is transmitted to the main transmission via independent drive systems. The twin-engine reliability is complemented by a fully separated fuel system, a tandem hydraulic system, dual electrical systems and a redundant lubrication system for the main transmission. The engines are located in separate fireproof compartments aft of the main transmission and above the passenger/cargo compartment. The engines are turbo shafts, with single-stage axial and centrifugal compressors, annular combustors, a two-stage gas producer and a single-stage free power turbine.

Figure 1-13 Turbomeca Arriel 1E2 General

The engines are mounted side by side 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 776 kW (1040 shp) at Take off power (TOP) under All Engines Operating (AEO) ISA. 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.

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 1-14 Turbomeca Arriel 1E2 Cross section

Gearbox - Reduction & Accessory Assembly

The reduction gearbox is the aft supporting structure of the engine. The gas supplied from the gas generator is directed to the power turbine, which drives the reduction gearbox. In the reduction gearbox the RPM is reduced, the torque measured and the power transmitted forward to the power output flange. The accessory gearboxes are mounted to the forward end of each engine, where its primary operation is to drive the hydraulic pump and oil cooling fan.

Figure 1 - 15 Reduction & Accessory Gearboxes



7 POWERTRAIN

Introduction

The powertrain of the EC145 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 transmits the power from the main rotor transmission to the 50° angle intermediate transmission through the front short drive and the long drive shaft. From there it is routed upward to the 90° angle tail rotor transmission by the intermediate shaft. Both gearboxes are oil splash lubricated (Fig 1-16). 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 is a two-stage flat design gearbox. The first stage, also called the input bevel gear stage, consists of engine drive shafts, free-wheel clutches, bevel gear shafts and bevel gears to deflect the power flow. The second stage, also called collector gear stage, consists of a collector gear, bevel gear shafts and bevel gears that form the interface to the input bevel gear stage. The main transmission provides output power for the main rotor, the tail rotor, the hydraulic system pumps and the oil cooling fans. A freewheeling unit, located at each main transmission input, permits either one or both engines to be disengaged from the main transmission. The freewheeling units will disengage both engines during autorotation, one engine for single engine operation, or any time engine drive shaft RPM is below the RPM of the driven shaft in the main transmission.

Figure 1-16

Power-train System



8 CABIN LAYOUT NOTE: Cabin layout descriptions within this section may vary when compared to a non-winch equipped aircraft. Cabin Seating The rear cabin comprises two Aerolite swivel seats and one removable fold-down crew seat. The Aerolite seats 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 handle. 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. NOTE: 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 - i.e. Winch Pendants, Nav Bags, and Hand-Held Searchlights etc. Track Seats further away from the obstruction if required prior to swivelling. CAUTION: Ensure the Aerolite swivel seat have engaged and locked correctly within the floor tracks following their repositioning. Figure 1-17 Aerolite Swivel Seat Figure 1-18 Operating Handles – Swivel / Track The fold-down side facing troop seat and interface frame can be installed and removed via the quick release seat studs at the three mounting locating. When folded vertically it provides full-allocated tracking for the RHS medical crew seat. WARNING: ENSURE CABIN CONFIGURATION ALLOWS EASY EMERGENCY EGRESS FROM THE SIDE FACING SEAT. THAT IS, NO OBSTRUCTIONS THAT CAN PREVENT RAPIDE EVACUATION FROM THE AIRCRAFT - NO STOWAGE UNDER SEAT.



Figure 1-19 Fold-Down Side Facing Troop Seat (Retracted/Extended) Communications

The EC145 is fitted with the Becker DVCS 6100, which is a digital audio system (Fig 1-???) There are four (4) Becker audio control units within the aircraft, two are located in the cockpit’s centre console; whilst the remaining two are located forward of the cabin’s ceiling. There are seven (7) drop leads located in the rear cabin, six (6) that associated with the two (2) cabin audio control units. The single drop lead positioned near the winching station (R/H Cabin Door) is restricted for the ACM use only. The remaining six (6) drop leads are for the cabin staff or passenger use, four (4) have full RX/TX intercom or radio authority, where the two (2) basic drop lead style are Intercom use only. The audio control unit incorporates many functions that allow the aircrew to control Intercom or radios for their required use. Intercom & radio RX volumes can be independently adjusted to comfort, and with the voice activated intercom function it gives the aircrew the freedom to be hands-free in high workload periods. Refer to the placard communications plan as to which selector drives which radio.

Figure 1-20 Becker DVCU 6100



ICS - Operating Instructions

Item Control / Indicator Description Function

A TX1 to TX8 controls 8 potentiometer with push-push switches

On/Off switch for every TX channels and individual volume adjust for audio monitoring

B TX indicators 1 to 8 8 LED.s (green)

Indication of individual TX channel status LED on = channel is preselected for transmission LED blinking = transmission is activated LED blinking = Selective CALL fast is activated

C Transmitter selector switch Rotary switch with 10 lock positions

Position 1 to 8 pre selection of TX channel for transmission Position D selection of 2 predefined TX channels for dual transmission mode Position IC intercom PTT mode

D IC volume control Potentiometer Volume adjustment for intercom

E SPKR indicator LED (green) LED on = Speaker is on LED off = Speaker is off

F SPKR button Push-button On/Off switch for audio monitoring via the speaker

G ISOL/CALL indicator Push-button

LED on = cockpit and cabin intercom circuits are isolated LED off = cockpit and cabin intercom circuits are connected LED blinking = intercom request CALL is active

H ISOL/CALL button LED (green)

Cockpit connect or truncate the cockpit and cabin intercom circuits Cabin initiates an intercom request CALL if the intercom circuits are truncate

I Volume Control Potentiometer Main volume control

J RX1 to RX8 Controls 8 potentiometer with push-push switches

On/Off switch for every RX channels and individual volume adjust for audio monitoring

K PTT switch Momentary switch with 2 key positions

Switch pressed = selected transmitter is keyed Switch released = selected channels are monitored

L BACK-UP switch Toggle switch with 3 lock positions Position NORM = normal operation Position SLAVED = slave operation Position BACK-UP = emergency operation

M VOX level adjustment Potentiometer VOX sensitivity selection

N VOICE button Push-button On/Off switch for VOICE filter (for configured -RX channels)

O VOICE indicator LED (green) LED on = voice filter is active LED off = voice filter is not active

P TEST button Push-button Activation of IBIT (test function)

Q TEST indicator LED (yellow) LED on = internal self test is running LED blinking = the internal self test detected an failure



Figure 1-21 ICS Drop Lead NOTE: Ensure the correct ICS lead is utilised for the function required. If radios are required ensure the ICS / TX drop lead is utilised. Fire Extinguishers and First Aid Kits The aircraft Halon fire extinguishers are located at the rear right hand side of the centre console (Fig 1-22), and on the right clam-shell door at the lower hinged section (Fig 1-23). The aircraft first aid kit is located in the LH Settling Protector Stowage Compartment (Fig 1-24). Figure 1-22 Figure 1-23 Figure 1-24



Emergency Lighting Emergency exit lighting is provided to illuminate the exits, the stairways and the cabin in case of an emergency. The exit lights are of rectangular shape with a red inscription EXIT, the stairway and cabin lights do not have an inscription. The system comprises the following main components:

• Emergency power pack • Impact switch • BAT HOR/EX test switch • EM/EX LIGHT switch • EM/EXIT LIGHT switch • Two exit sign lights at the cabin doors, one exit sign light at the co - pilot’s doors, two

stairway lights and three gimbal cabin ceiling lights (NVG compatible). The impact switch detects acceleration in two axis (up - down, fore - aft). If a hard landing occurs, the impact switch triggers the switching on of the emergency lighting. The EM/EX LIGHT switch, located in the overhead panel, has three positions (OFF, ARM, ON) and controls the emergency lighting.

The emergency lights are OFF if:

- The switch is in OFF position - The switch is in ARM position and normal

operation.

The emergency lights are ON if:

- The switch is in ON position - The power supply drops below 12 VDC - The impact switch is activated - The EM/EX LIGHT switch is activated - The switch is in ARM position and one

door is open.

The EM/EX LIGHT switch is installed approximately to the center of the cabin ceiling. The switch is fluorescent and can be used by the passengers to switch on the emergency lighting in case of an emergency, independent of the impact switch function. WARNING: ACTIVATION OF THE EMERGENCY LIGHTS FOR ANY MEANS OTHER THAN AN EMERGENCY IS PROHIBITED Figure 1-25 Cabin Activation Figure 1-26 Door ‘Exit’ Light Figure 1-27 Stairway Light Figure 1-28 Cabin Gimbal Light



Right-Hand Cabin Layout

Figures 1-29 RH Cabin Layout

Oxygen Outlet

Sharps Waste

Winch ICS Vol / Vox Control

Winch Operator’s ICS Drop Lead

Winch Pendant

Manual Cable Cutters & J - Knife

14 / 28 volt AUX Power Outlet

Weighted Winch Bag

Weighted Message Bag

Winch Release (2)

Simula Side-Facing (Stowage - Folded)

Rear ICS Outlet

HeliMods Aircraft Stretcher (Stowage - Folded)

Karabiner(s) / Cargo Ring(s) Stowage



Right-Hand Soft Stowage Compartments Figure 1-30 RH Soft Stowage Compartment Left-Hand Soft Stowage Compartments Figure 1-31 LH Soft Stowage Compartment WARNING: 5KG MAXIMUM SOFT STOWAGE ONLY WITHIN COMPARTMENTS

1. Headsets (2) 5. LED Hand-Lamp (2) 2. Cyalume / Sea-Dye Marker 6. Quick Splice Plate 3. Hand-Held Searchlights (2) 7. ICS Drop Lead 4. Multi-Purpose Restraint 8. ICOM Waterproof Mic/Speaker

1. Passenger Lifejackets (2) 4. Pedi-Mate (Paediatric Harness) 2. Body-Bag 5. Multi-purpose Winch Bag 3. Aircrew HiVis Vest (2)

1.

2.

3.

4.

5.

6.

7.

8.

1.

2.

3.

4.

5.



Left-Hand Cabin Layout

Figures 1-32 LH Cabin Layout

Hard-Points - Max. 3kg

Hand-Held Searchlight Mounts Soft Stowage Compartment - Max. 1Kg

Suction Unit &Waste Bin Sharps Waste

Oxygen Outlet Becker ICS Control Unit

Oxygen Monitor 1. Oxygen Alarm Mute - Switch 2. ICS Call - Button

3. Medical Lights - Switch / Dimmer

ICS Drop Lead Outlet Medevac II Rescue Stretcher Medical Airway Bag Equipment Straps (2) Winch-Hook Float Ball

Patient PPE Kit Rescue Hypo Strop Medical Thigh-Pouch (2) Medical Packs (2)

Medical-Crew PPE Kit



Hand-Held Searchlights

Figures 1-33 LH Searchlight Mount NOTE: The right hand bulkhead has no mounting bracket; and requires the RH searchlight to be stowed or secured by an approved restraint when not in use. WARNING: TEMPORARY SEARCHLIGHT MOUNTS ARE NOT TO BE USED DURING TAKE-OFF / LANDINGS Wander Leads & Attachments Two Wander Leads are permanently attached on the cabin ceiling, both are adjacent each other and fixed centrally down the cabin length. The Wander Lead hard-points are each rated to a maximum of 160kg. Figure 1-34 RHS Wander Lead Figure 1-35 LHS Wander Lead

Temporary Searchlight Mounts

14 / 28 Volt Aux Outlet



Ceiling Layout Figure 1-36 Ceiling Layout Cabin Medical Lighting Either the main aircraft battery can power the cabin medical lighting, or the dedicated ‘stand-by battery’. The stand-by battery is specifically designed to power the cabin medical lights, and reserve the main aircraft battery when crews require lighting for patient management and associated cabin activities once landed. A master switch located in the cockpit overrides the cabin medical lights switch and dimmer (Figure 1-38). The aircraft Captain or Aircrewman will control the master switch upon the medical crews request, at this point the medical crew may also need to activate the cabin switch for the lights to operate. Note: Please seek permission from the aircraft Captain prior to activating the medical lights, as the cabin/cockpit curtain may need to be drawn. Figure 1- 37 Medical Light Activated Figure 1-38 Cabin Medical Light Switch & Dimmer

FWD

Medical strip lights

Emergency / Cargo Lights

Ram-Air Vents (Ambient)

Medical Alert Outlet (Bridge)

Bridge Power Outlet (14 / 28 Volts)

Air Conditioning Vents



Oxylog Installation The Oxylog 3000 and associated equipment are not stowed on the aircraft permanently. The unit will be carried on a job-by-job basis, at the medical crew judgment. The Oxylog 3000 can be used for many applications however; the Oxylog should not mounted prior to winching operations or personnel occupying the side facing fold-down seat as it will hinder cabin staff’s activities. Figure 1-39 Oxylog 3000 Mounting Bracket Figure 1-40 Oxylog 3000 Mounted Medical Oxygen Stowage One ‘D’ size medical oxygen cylinder is located on the internal LH clam shell door, where the cylinder can be accessed from the rear cabin. Turning the cylinders on is achieved by turning the handle anti clockwise direction slowly. Cylinder contents will be displayed on the regulator gauge, and also on the oxygen monitor (Fig 1-32). The Aircrewman or Aircraft Captain will conduct the replacement of the cylinder. Figure 1-41 Medical Oxygen Storage Figure 1-42 Cylinder Mount Extended WARNING: IN THE EVENT OF A CABIN FIRE OR EMERGENCY LANDING THE CREW ARE TO

ENSURE THAT ALL OXYGEN VALVES CLOSED; INCLUDING THE MAIN CYLINDER.



Medevac II Rescue Stretcher

Figure 1-43 Medevac II Rescue Stretcher (split) Winch Equipment Bag& Contents

Figure 1-44 Winch Equipment Bag & Contents

Kendrick Extraction Device

Femur Splint

Tagline Kit

Thermal Capsule

Patient PPE Kit



Stretcher Systems General The EC145 is fitted with a HeliMods Stretcher (HeliMods F12), which incorporates a functional stretcher locking system. The HeliMods F12 is a foldable stretcher that incorporates six swivel caster wheels fitted to the underside, plus a built-in multi adjustable backrest for the patient’s comfort. The stretcher is rated up to a maximum load of 160 kg, although the ASNSW applies a safe working limit 130kg - patient weight. WARNING: FOR ALL TAKE-OFFS AND LANDINGS THE STRETCHER’S BACKREST MUST IN

THE FULL HORIZONTAL POSITION, UNLESS THE MEDICAL CREW DEEMS THAT PATIENT’S HEALTH MAYBE COMPROMISED.

Stowage / Assembly When the HeliMods F12 is not in use the stretcher can be folded and secured to the floor, with the bridge fitted (Fig 1-46). When the stretcher is required for patient use, it can simply be assembled with the bridge fitted; preferable having the bridge initially fitted in correct orientation (Fig 1-48). Figure 1-46 Secured to Cabin Floor Figure 1-47 Secured with Inter-Hospital Pack

Figure 1-48 Assembling the Stretcher for Use



Loading / Unloading The loading and unloading of the stretcher can be conducted in two methods, where always leaving the patient’s head orientated forward. The standard practice will be loading from left cabin door with the patient’s feet entering the cabin first, and unloading occurring from the Clam Shell doors. Where practical, the second method should be conducted with a suitable height adjustable stretcher, allowing the patient to be loaded from the Clam Shell doors. NOTE: All unloading of patients from the Clam Shell doors should only occur with a suitable height adjustable stretcher. In most circumstances, the patient and stretcher will be secured on the RH cabin floor however, if required the stretcher can be secured to the LH cabin floor; allow a medical crewperson or passenger to utilise the side-facing fold-down seat (Figure 1-54). Figure 1-49 Loading from LH Cabin Door Figure 1-50 Loading / Unloading with a Height Adjustable Stretcher Securing Stretcher To the secure the HeliMods F12, locking plates are utilised at the ‘HEAD’ and ‘FOOT’ positions of the stretcher, and are intergraded and secure via the cabin floor tracking. When loading form the LH cabin door, the ‘FOOT’ locking plate must be correctly positioned and secured prior to loading; allowing the stretcher to a line and engage. Once this has occurred, the corresponding the locking plate can be positioned and secured. NOTE: The reverse sequence applies for loading from the rear, ‘HEAD’ locking plate positioned and secured. Figure 1-51 Locking Plate (Locked) Figure 1-52 Locked Plate (Unlocked)



WARNING: FOR ALL STRETCHER USE, A WEBBING RESTRAINT (NEAR LH FOLDING HINGED) IS LOOPED AROUND THE STRETCHER CHASSIS AND MUST BE CONNECTED TO THE FLOOR TRACK VIA A HARD-POINT. (Figure 1-53)

Figure 1-53 Stretcher Restraint If the stretcher is required on the LH cabin floor, the sequence will remain as per the RH loading procedures, except the locking plates. The locking plates need to be changed over and positioned so that the ‘HEAD’ plate is now at the patient’s feet and vice-versa for the ‘FOOT’ plate. This is to allow for the offset of the stretcher, which is required for stretcher/patient clearances. Please note, prompt notification to the ACM at the Medical Crew’s request, can allow the ACM to re-configure the rear cabin to the Medical Crew’s desire, prior to the patient’s arrival to the aircraft.

Figure 1-54 Stretcher Configured the Left-Hand Cabin Wall



Dual Patient Configuration The Medevac II stretcher performs the role of the second stretcher, creating a basic dual patient configuration and a simple loading procedure. By following the sequence for the HeliMods F12 loading procedures, the second stretcher will need to be loaded from the Clam Shell doors. (Figure 1-55) NOTE: In situations where a height adjustable is not available, other suitable means can be employed to load the patient from the Clam Shell doors. Figure 1-55 Loading of the Second Stretcher Figure 1-56 Dual Patient Configuration The securing of the second stretcher involves using four dedicated tie-down anchors found in the utility roll bag, to then be used in conjunction with the ‘Delta’ rapides fitted to the outside corners of the stretcher chassis. The Delta rapides only need to be screwed finger tight; the anchor points are then fitted and locked to the floor tracking.

Figure 1-57 Securing of the Second Stretcher Stretcher Bridge 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 1-58). 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 1-58 Bridge Orientations Figure 1-59 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 1-60 Bridge Swing-Arm Gate

Cable & Oxygen Routing An auxiliary power, medical alert and oxygen outlets have been specifically installed directly above the bridge for when the stretcher has been configured on the RH cabin floor.



Bridge Charging System

Figure 1-62 Bridge Charging Panel A charging system has been incorporated in the bridge, allowing the system to be charged in-flight. The charging panel is located on the Oxylog 2000 side, 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 either 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) When not in use the LIFEPAK 15 is to be stowed on the cabin floor directly behind the RH Pilots seat, and secured by an approved restraint (Figure 1-63). For all other applications, the device can be secured to the cabin floor track by utilising the approved restraint. 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 ANDHAZARDS THAT MAY CAUSE POTENTIAL RISK TO PERSONNEL AND THE AIRCRAFT.

Figure 1-62 LIFEPAK 15 (Defibrillator) Stowage



Lift Raft Stowage The crews/aircraft Life Raft is to be restrained on the cabin floor directly near the LH cabin door. There is a dedicated Life Raft restraint that can be located in the RH soft stowage compartment.

Figure 1-63 Life Raft Stowage



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 2-1 Aerofoil

Figure 2-2 Principals of lift

LOWER PRESSURE

HIGHER PRESSURE

AIR

FLOW + + + +

- - - - - LIFT

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

FASTER MOVING AIR

SLOWER MOVING AIR

AIR

FLOW

LIFT

THRUST DRAG

WEIGHT



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 2-3 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 2-4 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 2-5 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 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.



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 4-1 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 the L/H Rear Deck • An ELT/NAV Interface Unit – Located in the L/H Rear Deck • A Remote Panel Switch (w/ Buzzer/Horn) – Cockpit Slant Console • Circuit Breaker - Overhead Panel • A rod antenna - Cabin Roof

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 digital message can also contain information that allows 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.

Activation

The ELT can be manually activated on the Remote Switch Panel, located in the cockpit’s slant console. Although the ELT can be automatically activated by the G-Switch sensors, which are designed to activate with a change of velocity of 4.5 fps (2.3 G) under normal conditions; or by the 12.5 G (+/- 1 G) 5-way G-Switch for cross-axis conditions.

Figure 4.2 ELT Main Assembly

Figure 4.3 ELT Remote Control

Duties & Responsibilities


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 Section 5 of the 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


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


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 Survival Pack

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 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. 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.

SURVIVAL AIDS GME MT410 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

Role Equipment


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. Flares and Markers The description, use and safety precautions for using the MINIFLARES, Day/Night Flares and Dye markers is contained in part 2 sect 3 par. 16, Pyrotechnics and Marine Markers. 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.

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.

Role Equipment


3 LIFE RAFTS

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.

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.

Role Equipment


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.

Operation The life raft can be inflated via the retaining line after all line as been withdrawn and a sharp jerk is given, or for quick release using the inflation ripcord handle. All other procedures are listed under the EAM T series operation. Immediate Inflation Ring Inflation Lanyard

Role Equipment


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). 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. Personal Strobe Light Personal J - Knife

Role Equipment


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. 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.

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

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

Role Equipment


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.

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.

Role Equipment


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; 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

Role Equipment


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 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.

Speaker Phone Helmet Jack 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

Role Equipment


8 RESCUE HOIST

Introduction The Goodrich Hoist is a variable speed electric hoist mounted externally to the right hand side of the aircraft on a motorised swing-arm. The hoist can be operated either by the cockpit’s cyclic control; or the cabin’s control pendant operated by the Aircrewman. Goodrich Hoist attached to EC145 Hoist Pendant Description The Goodrich Hoist has is fitted with 295 feet (90m) of useable cable. It has a maximum operating load of 600 lbs (272 kg). The hoist has variable operating speeds to 250fpm utilising the winch control pendant and/or the pilot’s cyclic control. Limit switches mounted on the hoist control operations at 100fpm between 1 - 10 feet reel-out, where winching in is reduced to 50fpm. The final ‘foot’ is further reduced to 15fpm. Limit switches stop the hoist when the cable is fully extended or retracted. 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’s collective and cabin hoist pendant. The cable cut circuit breaker must be IN for the cable cut to be activated. The hoist is fitted with searchlight mounted in the hoist boom. The hoist power and hoist light switches are mounted on both sides of the forward cabin ceiling. The hoist light switch is directly mounted above the cabin doors, where the hoist power switches are mounted rear of the cabin ceiling doorway.

CAUTION: All hoist switches are to be controlled by the winch operator only.

Hoist Light Switch

Hoist Power Switches

Role Equipment


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. 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

Cable Cutter

Hook Assembly

Level Wind and Storage Drum Assembly

Main Drive Motor

Limit Switch Installation

Automatic Brake Assembly

Role Equipment


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 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.

Role Equipment


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,

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. 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. WARNING: THE TAG LINE STUFF BAG IS NOT TO BE SECURED TO THE TLA IN ANY WAY

Role Equipment


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.

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).

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.

Role Equipment


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.

Hi – Line Kit

Role Equipment


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.

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.

Role Equipment


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.

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.

Hand Held Search Light

Role Equipment


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.

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. a. 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 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.

Role Equipment


b. 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.

c. 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

Role Equipment


d. 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. 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. 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.

Role Equipment


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.

Equipment Strap

Role Equipment


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.

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.

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.

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, Sarquip produce 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



WINCHING PROCEDURES - NORMAL 1 General

2 Introduction

3 Winch Currency

4 Recency Requirements

5 Training Limitation

6 The Winch Circuit

7 Crew Duties

8 HF Transmissions During Operations

9 Corrosion Considerations

10 Communications

11 Key Words (Patter)

12 Crew Hand Signals

13 Methods of Recovery

14 Winching to Vessels

15 Hi-Line Procedure

ANNEX A WINCH CIRCUIT

ANNEX B CREW HAND SIGNALS



1. GENERAL

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.

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

2. INTRODUCTION

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. 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.

Time in Hover

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

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. 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

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

3. WINCH CURRENCY Pilots

A pilot is to ensure that he conducts at a period not exceeding six (6) months, two (2) operational winch procedures. A pilot having failed to maintain such recency shall not conduct an operational winch procedure until the recency requirement which has lapsed has been completed.

Cabin Staff

Cabin Staff shall not conduct rescue operations from a Company aircraft unless they have satisfactorily completed the Winch Operator Training Course as defined in the training manual section 8.

The training course shall be deemed “current” for a period of twenty - four (24) months from the date of completion. Where an operator has not been used in the role for the above period it will be necessary to requalify on the course.

Where cabin staff have not performed the duties specific to their qualification on a particular aircraft type for a period greater than 6 months, a line check shall be completed prior to returning to flying duties, unless exempted by the Chief Pilot or the Senior Aircrewman.

All cabin staff will be required to demonstrate their competency annually and their log books endorsed (stamped, signed and dated) “Competent to Perform the Duties” (in a specific role and aircraft type) by Check and Training staff on behalf of the Chief Pilot. NOTE: For those cabin staff who do not hold a log book, e.g. client staff, the Cabin Staff Training Certificate endorsed ‘Line check” shall suffice.



4. RECENCY REQUIREMENTS RECENCY (OPERATIONAL)

Where Cabin Staff perform an operational task, those evolutions conducted are to be counted and annotated accordingly as a recency event. Failure to Maintain Currency

Cabin Staff who fail to maintain recency shall not perform in an operational capacity until the recency requirement which has lapsed has been completed.

The Chief Pilot or his nominated deputy may, at his discretion, waive the requirements for a check flight should an operational winch procedure be deemed necessary for the preservation of life. The recency requirement, which has lapsed, must subsequently be completed at the earliest opportunity.

5. TRAINING LIMITATIONS

Live winching for training purposes shall be restricted to those occasions where the persons carried on the winch wire require training or currency.

Persons carried on the winch shall be kept at a height above the surface where in the event of separation from the cable the likelihood of injury is reduced. The recommended height above the surface for over land operations shall be no more than 15 ft.

Only Company air crew, client crew members or staff under training shall be carried on the winch cable.

Persons shall only be winched in stretchers as determined by medical necessity. For training and demonstration purposes, ballasted stretchers are to be used.

During training exercises, any winch malfunction shall cause the training exercise to be terminated immediately. Maintenance advice shall be sought prior to any further training.

Over Water Training

a. When conducting wet winch training, a safety boat with an appropriately briefed crew (two persons min.) is to be in a position enabling immediate response should assistance be required. Ideally, and where practical, an appropriately qualified aircrew member should be positioned on the vessel.

NOTE: A thorough briefing for the safety boat crew is imperative and should include, but not be

limited to, the following information:

• Communications – Channels/Frequencies (primary and secondary), radio silence requirements (winch ops)

• RADHAZ – Requirements for HF radios and radars to be secured • Callsigns – All players • Events – Detailed listing and sequence of events • Emergencies – Aircraft minor and major, swimmers assistance and responders actions, vessel

emergency.

For daytime free swimming operations within closed waters or close in shore, it is acceptable to have in lieu of a safety boat, a suitably qualified and dressed safety swimmer in attendance and ready for immediate dispatch. NOTE: Where practical the safety swimmer is to be in two-way communications with the aircraft at

all times.



b. The recommended height above the surface for over-water operations shall be no more than 50 feet.

CAUTION: When utilising a safety swimmer (RCM) in lieu of a safety boat the aircraft is not to fly a circuit while the swimmer is in the water. The swimmer is to be kept visual at all times.

c. For personnel participating in a controlled water exercise where the requirements of Para a are met,

the wearing of operational life jackets will be mandatory only for those personnel not wearing a full wet suit and by definition positively buoyant.

d. Wherever possible, winch areas over fresh water shall be utilised. (The importance of avoiding salt-

laden environments cannot be over emphasized. Pilots should discuss the proposed mission with the client to ascertain whether an acceptable fresh water alternative exists.)

e. Winching to vessels is a mode of training that is the exception to a. and c. f. When conducting open water live winch training the following Sea State limitations shall apply. No

winch training is to be carried out when:

i. seas are greater than 1.5 mtrs; ii. swell is greater than 2,5 mtrs; or iii. the combination of sea and swell is greater than 3.0 mtrs.

CAUTION: Any person acting as the winchee should limit rescue strop lifts to no more than five (5) cycles (environment conditions dependent).

NOTE: Coastal and local water forecasts can be found on the Bureau of Meteorology Website

http://www.bom.gov.au

Winching Areas

Basic Winch Training

For basic winch training the requirements of CAO 29.11, subsection 5 are to be adhered to.

Advanced Winch Training

There is a role necessity that some crews eg. SAR/EMS carry out winch training to areas more confined than CAO 29.11, para 5.1 will allow. To that end appropriately authorised crews may conduct operational training operations in accordance with CAO 29:11 para 5.3, 5.5 and 5.7.

Further extensions of basic winching restrictions, ie winching height, may be authorised for client initiated SAR exercises and Cabin Staff initial training. For client initiated exercises every attempt should be made to coordinate with the client so as to avoid any increase in winching height above 15'. During this discussion it should be made clear that:

a. helo crews will gain only limited benefit from an increase in winching height;

b. possible safety implications to those being winched at this increased height will exist; and

c. it may be possible to achieve the training aims from careful selection of an area allowing winching

below 15'.

However, if the client considers it imperative to use an area that requires winching above 15', then the restrictions of sub para ‘e’ below will apply, and a voyage report is to be raised on the task.

Crews will be specifically authorised “Advanced Live Winching”. This authorisation will only be given by an Approved Person for pilot/crewman as appropriate, and advanced live winching is not to be undertaken unless the aircraft captain and the winch operator are so authorised.



Advanced Live Winching is not to be carried out unless:

a. detailed plan and briefing is conducted with regard to all aspects of the sortie and in particular

aircraft and winch malfunctions; b. the crew is correctly authorised; c. the aircraft is operated clear of obstructions and at a height that will ensure the person on the

winch gets no higher than 15 feet above the ground; d. due consideration is given to obstacles that may be encountered by the person on the winch cable;

and e. during any client-specific training exercises and initial Cabin Staff training the absolute maximum

height is to be 50'.

NOTE: 1. Where possible, the Training area shall have vehicle access. 2. ‘Approved Person’ means: Chief Pilot

Chief Training Captain Senior Aircrewman

3. The only exception to the height limitations above is to be during actual rescue operations.

6. 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.

b. Downwind

The reconnaissance is extended into a downwind leg and once established the FP 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 FP 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 FP 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.

7. 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. 8. 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.

9. 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.

10. 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.

11. KEY WORDS (patter)

The following mandatory words are to be used during winching. Where the list of mandatory words does not satisfy a given incident, be brief.

Emergency Commands

a. Cut, Cut, Cut

This command is given, normally, by the winch operator, if the wire becomes fouled and is a hazard to the helicopter. However the command may be given by the captain or Flying Pilot. The command is to CUT the cable. Both the Non Flying Pilot and the winch operator shall operate their controls immediately. Cutting the cable should be a last resort, particularly with personnel on the hook. However it may be necessary to protect the helicopter and its crew.

b. Climb, Climb, Climb

This command is given, usually by the winch operator, if:

i. the helicopter gets too low and is likely to strike an obstruction; or

ii. 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.

c. Isolate, Isolate, Isolate

This command is given by the winch operator if he suspects a winch runaway has occurred. The immediate action is to turn off the hoist master switch.

Executive Commands

Units - Run In

Throughout the final approach of a winching 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’.



12. 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

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 Refer to ANNEX B - Crew Hand Signals



13. METHODS OF RECOVERY

INTRODUCTION

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. The techniques as detailed below are to be employed during all rescue winch operations. 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 FP. 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 e.g. Site cleared of non essential personnel, No or Limited obstructions, Tag Line Attendant proficiency, Tag Line Position and survivor briefing etc. All of this can be achieved utilising the hand held radio. 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. CAUTION: For all water recoveries, inflated life jackets and life jackets of the solid foam type are to be

removed once the survivor is secure within the aircraft. Also, 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.



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.

CAUTION: 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.

Hypothermia Strop Lift

Introduction

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. The recovery technique is designed to maintain the survivor in a sitting position while being recovered to the aircraft. Description

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;

a. 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.

b. 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.

c. 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.

STRETCHER LIFTING TECHNIQUE (LAND)

a. Preparation for Winching

The RCM/MA is to complete the following inspection of the equipment and the patient prior to the lift:

i. Ensure that all patient restraints are secure ii. Ensure that the locking pins/couplers are in place/done up iii. Ensure that the sling legs are not twisted iv. Ensure that all sling leg karabiners/links are in the locked position v. The Tag Line is to be connected to the stretcher via a quick release system and readied for use.

The tag line attendant is to be in a position where control of the stretcher can be assured. The 2’oclock position relative to the aircraft is the optimum.

vi. Ensure that the tag line attendant is adequately briefed on the procedure and knows his job vi. Ascertain that the patient is comfortable. If conscious, advise the patient as to what shall be taking

place.



vii. Note: Tag line connection will normally be to the foot end quick release Ronstan however; under certain conditions the head end Ronstan maybe a viable option.

NOTE: Optimum Tag Line control is achieved through a shallow tag line angle i.e. the further the

TLA is displaced from the stretcher the better. CAUTION: It should be noted that when the stretcher is initially lifted from the ground/surface it will

have a tendency to plumb towards the TLA. This is due to the fact the TLA is pulling on the tag line in an effort to maintain the necessary tension.

The winch operator is not to commence winching in u until he is assured that the TLA is in

full control. WARNING: THE WINCH OPERATOR IS TO ENSURE THAT THE TLA IS IN THE OPTIMUM

POSITION PRIOR TO COMMENCING A STRETCHER WINCH RECOVERY. IF DOUBT EXISTS AS TO THE ABILITY OF THE TLA TO MAINTAIN TAG LINE CONTROL THROUGHOUT, THEN RECOVERY BY OTHER MEANS SHOULD BE CONSIDERED.

Tag Line

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

• 130 meters 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,

b. 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.

i. The RCM/MA positions himself alongside and facing the stretcher, with the patient’s head to his

left. ii. The winch hook is delivered to the RCM/MA whereby he connects both the stretcher lifting ring and

his harness karabiner. iii. The winch hook spring gate is to be closed and the pip pin in place prior to the lift.

c. 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:

i. 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.

ii. 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.

iii. 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 FP notified when it is clear.

iv. The stretcher is then manoeuvred into the aircraft and secured prior to being removed from the

winch hook. d. 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:

i. 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.

ii. 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.

iii. 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.

iv. 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.

v. 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 FP that the line has been released and is clear.

e. Tag Line Technique – One RCM

During a stretcher lift where only one RCM is available the following technique is to be used:

i. 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.

ii. 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.

iii. During the winch in process the tag line attendant is to keep the tag line taught ensuring the

stretcher does not develop a spin.

iv. 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.

v. The winch operator is to release the tag line as soon as practical at this point and inform the FP that the tag line has been released and is clear.



f. Precautions

The following points are the minimum to be covered in the TLA’s briefing :

i. Stretchers which are capable of being folded or packed (e.g. paraguard) must be winched in the stowed position when empty. It is prohibited to winch an empty stretcher of this type in the open position.

ii. 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.

iii. 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.

iv. 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.

v. 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:

a. tag line use rationale; b. correct use of supplied safety equipment such as gloves, goggles etc; c. positive identification of the TLA’s standing position; d. correct method for holding the tag line reel ie. The reel is to be held firmly with both hands

and can be orientated either straight up and down allowing the line to pay out from under the rubber boot as the reel rotates in the users hands or the reel may be cocked off on an angle with the bevelled edge facing the stretcher allowing the line to reel off from under the rubber boot;

e. an indication as to the required tension to be maintained throughout the recovery; f. under no circumstances is the rubber boot to be removed from the reel; g. a thumbs up signal to the RCM is to be given when ready to take the strain; h. when attempting to gain extra purchase the TLA is NOT to loop the line around his hand;

and i. the tag line will be released once the stretcher is at the aircraft door and stable.

vi. Where practical ensure that the patient has suitable eye and ear protection fitted for the lift. vii. 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.



14. WINCHING TO VESSELS

Helicopter and deck crews must ensure that all possible preparation for the transfer is completed whilst the helicopter is at the DATUM, and only close the deck when the aircraft captain, crewman and deck crew acknowledge that it is safe to do so.

The datum is the position from which the helicopter shall close to the ship to effect the transfer. The transfer point is the area on the ship where the winch transfer takes place.

At the datum the helicopter shall be: a. hovering into the relative wind; b. maintaining station with the vessel; c. no closer than three rotor diameters to the vessel; and d. providing the pilot and crewman with the best view of the ship.

Introduction

The technique for winching to vessels at sea depends on a number of factors. If the vessel is stable, has a suitable winching site, and coherent communication is available to the crew, then the deck winching procedure is used. For vessels where the deck winching procedure is not suitable because it is lacking a winch site, obstructions, unstable, or communication is not possible, then standard winching or hi-line winching is recommended. In cases where the danger of winching to the vessel is unacceptable and no other options are available, then personnel may need to enter the water, or be winched into smaller boats. The last method is the least preferred and in many circumstances not acceptable. In which case the winch may have to be terminated.

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.

Transfer Procedure

a. 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:

i. possible winch areas; ii. obstructions (side rails, winches, etc.); iii. loose articles (hatch covers, tarpaulins, etc.); iv. position of survivor(s); v. hazards (masts, radar, antennae, inflatables, fenders, etc.); vi. tallest obstruction; and vii. 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.

b. 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 - e.g. "CLEAR FORWARD/DOWN"

Having safely recovered the Passenger/Rescue Crewman, the aircraft shall regain the Datum if further transfers are required.



NOTE: The winch operator is to call the vessel’s position as the aircraft moves clear eg, “the vessel is in your 2o’clock clearing forward and right”. This will assist the FP in gaining visual contact with the vessel.

c. 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).

15. 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).

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

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 FP 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 FP 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 FP 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

FP is visual.



WINCH CIRCUIT ANNEX A



CREW HAND SIGNALS ANNEX B

Ready to be winched up. Take up the slack (Held until clear of obstructions) Bring the helicopter overhead and lower the cable Clear of all obstructions / 10 feet to the ground I have disconnected from 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



Stop winching in or out Move the helicopter in the direction

indicated

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 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 Flying Pilot 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; and 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 Flying Pilot will advise the Winch Operator of the situation and call either “Continue” or “Abort......(nature of emergency).

If the Flying Pilot calls “Continue” the Winch Operator is to continue the winch unless otherwise advised. If the Flying Pilot 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 Flying Pilot 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 Flying Pilot 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 FP 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 FP 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.

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 NFP 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: NFP selects hoist power OFF Single pilot ops: FP 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. 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: Power failure

Mechanical failure Pendant failure Cable drum malfunction Possible Continuing/Recovering Actions

The aircraft captain may: i. continue with wire as Static lift; ii. fly to open/suitable recovery area and land; iii. fly to safe area, detach rescue crewman/survivor; iv. recover cable by hand; and

v. 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 (>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;

a. stop winching in/out; b. push or pull against the direction of the swing, keeping the pilot advised of the actions c if only a small swing is involved winching in may continue with caution.

CAUTION: Any swing left unchecked may result in the survivor/winch crewman suffering injury on impact with the aircraft 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 FP of the situation and attempt to regain control by one of the following methods:

• Allow adequate time for the TLA to regain control with the tag line; • Winch out to a point where the stretcher is clear of the rotor downwash; • If the stretcher is in close proximity to the surface, carefully place it back to the pick up point; • 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;

• 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.



Night Winching Operations 1 General

2 Over Water Operations



1 General A crew shall not engage in winching operations at night unless the helicopter is equipped with the following items: i. 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 energized filaments or a suitable hand-held torch may be approved as meeting the requirements for a second light ii. 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 energized 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. iii. A torch shall be available to the winch operator at the winching station iv. A cyalume stick is to be attached to the rescue winch hook. v. The rescue crewman shall carry a torch and a strobe light.

2 Over Water Operations Winching overwater 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. Section 4a.9.1 (CHC Operations Manual) provides additional relevant information, and 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 whilst 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 judgement 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.



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 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 Touchdown 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 1: 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 2: 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. Caution: The NiteSun is the closest obstruction to the ground at only 7.5 inches clear.



Figure 18-1 Single Angle Approach

Figure 18-2 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: i. the helicopter gets too low and is likely to strike an obstruction; or ii. 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 “ROGER” I understand what has been said.

“CLEAR DOORS” Request from Winch Operator for permission to open rear doors.

“CLEAR TO OPEN” Permission from Pilot for Winch Operator to open rear doors.

Height Corrections The following commands are used to correct aircraft height:

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:

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 3", or if the target is in the 8 o'clock position, the instruction would be "MOVE LEFT AND BACK 5".

If a line correction was required as part of a correction the instructions would follow:

"MOVE LEFT AND BACK 5", "MOVE LEFT AND BACK 4".

"MOVE LEFT ONLY 3", "LEFT ONLY 2...STANDBY...STEADY".

"STANDBY" Used as a warning prefix to "STEADY".

"STEADY" The helicopter is to be established and maintained in the hover.

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 5". e. 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, e.g. “ESTIMATE 2 O’CLOCK 500" (distance in units).

“TARGET/SURVIVOR VISUAL X O’CLOCK, X DISTANCE”

The target/survivor is now sighted again; the call is in clock code and distance in units.

Hover Exit / Entry Procedures


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 operations, the pilot in command shall make an assessment of; a. the hover site and determine that the medical party will not encounter dangerous terrain or obstacles that may cause them injury during exit/entry or whilst moving in and around the helicopter. b. the local ambient conditions ensuring that a steady hover can be maintained during the hover exit/entry. c. the danger to the medical party being exposed to external factors while on the ground. If the pilot considers the risk unacceptable then an alternate site or cancellation of the hover exit is to be made. In all cases a safe exit/entry point, escape route and rendezvous time and position must be planned with the medical party. Communication procedures also need to be established.

3 Crew Qualifications Only pilots and qualified Aircrewmen 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. 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 his restraint and move to the disembarkation door with firm hand hold. The Aircrewman shall then indicate to exit the helicopter by pointing to the ground after conducting the second equipment check and 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.

Documents

AMBULANCE SERVICE OF NEW SOUTH WALES EUROCOPTER …GROUND TRAINING CABIN STAFF 1. General Introduction. The training specified below applies to client staff employed as Ambulance Rescue