AMBULANCE SERVICE OF NEW SOUTH WALES EUROCOPTER 145 CABIN STAFF SYLLABI AND TRAINING NOTES (2010)

Winching Procedures - Normal

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 flight crew member

a flight crew member under training

a person who performs an essential function in connection with the winching operation

a person who is to be or has been winched

INTRODUCTION

Before any winching operation takes place, three (3) important considerations MUST be applied to the

requirement. These are:-

when to winch;

time in the hover; and

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

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Operators shall be qualified and designated:

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.

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.

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.

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.

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

Full coveralls

ii.

Safety gloves

iii.

Safety helmet

iv.

Ear and eye protection

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

Survival Kit (where necessary)

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

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Over Water Operations (RCM)

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

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.

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.

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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.

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.

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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.

When conducting open water live winch training the following Sea State limitations shall apply. No

winch training is to be carried out when:

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:

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

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

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.

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Advanced Live Winching is not to be carried out unless:

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

aircraft and winch malfunctions;

the crew is correctly authorised;

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;

due consideration is given to obstacles that may be encountered by the person on the winch cable;

and

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

height is to be 50'.

NOTE:

Where possible, the Training area shall have vehicle access.

‘Approved Person’ means:

Chief Pilot

Chief Training Captain

Senior Aircrewman

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

operations.

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.

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.

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.

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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.

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.

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.

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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.

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.

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.

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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

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.

Climb, Climb, Climb

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

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.

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’.

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Winching Procedures - Normal

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 45⁰skywards 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

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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.

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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.

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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:

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.

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.

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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.

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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;

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.

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.

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)

Preparation for Winching

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

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

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.

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Winching Procedures - Normal

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,

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.

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.

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:

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.

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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.

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:

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.

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.

Tag Line Technique - One RCM

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

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.

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.

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Precautions

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

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.

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:

tag line use rationale;

correct use of supplied safety equipment such as gloves, goggles etc;

positive identification of the TLA’s standing position;

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;

an indication as to the required tension to be maintained throughout the recovery;

under no circumstances is the rubber boot to be removed from the reel;

a thumbs up signal to the RCM is to be given when ready to take the strain;

when attempting to gain extra purchase the TLA is NOT to loop the line around his hand;

and

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.

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Winching Procedures - Normal

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:

hovering into the relative wind;

maintaining station with the vessel;

no closer than three rotor diameters to the vessel; and

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

Initial Brief

A ship is normally treated as a confined area in that a low recce shall be flown. If possible, always

keep a boat on heading at minimum speed for it to maintain its course.

The inspection of the ship is normally conducted by the Winch Operator from a position where the

crew have good visual contact with the vessel. If the vessel is under way the rescue may be

conducted by formatting on the vessel at a height and speed that keeps the helicopter clear of

obstructions.

The Winch Operator shall describe the vessel from bow to stern, commenting on the following

points:

possible winch areas;

ii.

obstructions (side rails, winches, etc.);

iii.

loose articles (hatch covers, tarpaulins, etc.);

iv.

position of survivor(s);

hazards (masts, radar, antennae, inflatables, fenders, etc.);

vi.

tallest obstruction; and

vii.

define winch/transfer area.

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Winching Procedures - Normal

The helicopter captain in conjunction with the Winch Operator shall then decide which site and

what winching technique is to be used.

It may then be necessary to move the vessel onto a different heading. The Winch Operator shall

again assess the winching/transfer area and at the datum, establish the winching height (usually

skid height plus 10ft above the tallest obstruction).

When all the checks have been completed, the pilot shall position the helicopter at the datum at the

safety height to allow the lowering of the winch hook. If only the strop/hook is to be lowered, it may

be necessary for a weight to be attached to the strop/hook to stabilise it because of down draft

and trail.

The safety height is the height chosen by the aircraft captain, where the passenger/rescue

crewman shall remain above sea level after being despatched from the aircraft. This height is not

usually above 50 feet.

Once the passenger/rescue crewman is outside the aircraft, the winch operator shall CON the

aircraft to the Winching Height.

Once the height of the Rescue Passenger/Crewman and aircraft is correct, the Pilot shall call "AT

THE WINCHING HEIGHT, READY TO CONTINUE"; the Winch Operator shall then begin his

patter for the transfer.

Once the person on the winch is directly above the Winch/Transfer area, he is lowered to the deck.

Once on the deck and balanced, the person is to vacate the strop and give the "Thumbs up". If the

aircraft is picking up a Passenger/Rescue Crewman, the Winch Operator must make sure that

loose cable does not pose a hazard to the Passenger/Rescue Crewman whilst the strop is being

fitted.

The Lift

When the Winch Operator is satisfied that the person to be lifted is secure and he has received the

"thumbs up" signal, he shall effect the clearance from the vessel using the following patter:

"WINCHING IN THE SLACK",

"UP GENTLY".

When the Passenger/Rescue Crewman is clear of the deck, he shall advise:

"CLEAR OF THE DECK",

"MOVE - (left/right/forward/back)"

The clearance away from the deck forms part of the Winch Operator's briefed plan to recover the

Passenger/Rescue Crewman. Personnel on the cable shall, where practical, be kept over the

water rather than over the vessels structure during recovery, to ensure that in the event of a

separation from the winch, personnel fall into the water.

Once the rotors are safely clear of the boat, the Winch Operator shall call:

"CLEAR OF THE BOAT"

Further movement may be required and shall be cleared by - e.g. "CLEAR FORWARD/DOWN"

Having safely recovered the Passenger/Rescue Crewman, the aircraft shall regain the Datum if

further transfers are required.

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Winching Procedures - Normal

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.

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.

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.

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

hover.

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).

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.

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.

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Winching Procedures - Normal

Description

The Hi-Line is the name given to describe the piece of equipment in its entirety. The various components

of the equipment are:

Canvas or nylon pack cover.

30 or 45 metres (100 or 150 ft) cord stowed inside the pack cover.

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.

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Winching Procedures - Normal

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.

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Winching Procedures - Normal

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;

cut the Hi Line away as he is lifted clear of the deck,

throw all of the Hi Line over the side of the vessel prior to the lift,

disconnect the Hi Line from the winch hook prior to the lift, or

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.

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Winching Procedures - Emergency

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:

the aircraft and it’s crew

the rescue crewman; and

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.

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”.

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Winching Procedures - Emergency

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.

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:

Inform the pilot of the problem

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.

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Winching Procedures - Emergency

Intercom Failure

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.

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

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Winching Procedures - Emergency

Runaway Out/In

Definition:

An uncommanded running out or in of the cable.

Initial Actions:

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.

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:

Inform the Pilot of the malfunction

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:

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

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.

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Winching Procedures - Emergency

Pendulum Damping

If the winch load develops a pendulum or swing, the Winch Operator is to attempt to dampen the swing by;

stop winching in/out;

push or pull against the direction of the swing, keeping the pilot advised of the actions

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.

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.

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.

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Night Winching Operations

General

A crew shall not engage in winching operations at night unless the helicopter is equipped with the following

items:

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.

The rescue crewman shall carry a torch and a strobe light.

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.

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Confined Area Operations

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:

Power available

Size, Shape, Slope and Surrounds

Wind direction and velocity

Approach and overshoot paths

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.

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.

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.

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Confined Area Operations

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.

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