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Butte County Sheriffs Office

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Title: Butte County Sheriffs Office


1
Butte County Sheriffs Office Butte Interagency
Rescue GroupAir Operations Air Rescue
Presentation Created byCaptain Mike Larish
Helicopter Rescue Crew Chief Butte County
Sheriffs OfficeButte County, California
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Brief History
  • 20 Years of Sheriffs Office Air Resources
  • Valuable Services
  • Law Enforcement Patrol
  • Search Rescue
  • Fire Suppression
  • Marijuana Eradication
  • Formalized Air Rescue Program
  • 1999 saw the formalization of the Helicopter Air
    Rescue program in the Butte County Sheriffs
    Office
  • Multi-agency participation
  • Formal training (Rescue 3, Int.)

7
Current Status
  • Strong Support by Sheriff Reniff
  • Butte County boasts a highly trained cadre of
    Helicopter Rescue Professionals
  • Air Rescue Classifications
  • Rescue Pilots Sheriffs Office deputies (full
    time or reserve) Must meet quarterly Rescue
    Pilot qualifications in addition to normal
    pilot/patrol qualifications
  • Helicopter Crew Chiefs Trained in all aspects
    of air rescue and aircraft operations
  • Helicopter Rescue Technicians Primary rescuer
    trained in basic technical air rescue

8
Current Status Cont.
  • Current Breakdown
  • Search Rescue
  • 5 Crew Chiefs
  • 7 Helicopter Rescue Technicians
  • Chico Fire
  • 3 Crew Chiefs
  • 2 Helicopter Rescue Technicians
  • Paradise Fire
  • 1 Crew Chief
  • 4 Helicopter Rescue Technicians
  • CDF / BCF
  • Due to state policy mandates is unable to
    participate in the Butte County Sheriffs Office
    Air Rescue program. CDF has their own program
    with their own qualification standards, positions
    and helicopters.

9
Current Status Cont.
  • Air Rescue Technical Capabilities
  • Land Short-Haul
  • Static Water Short-Haul
  • Dynamic Water Short-Haul
  • Helicasting / 10-10 Insertions
  • Toe-Ins, One-Skids, Helistepping

10
Available Aircraft
Butte County Sheriffs Office Helicopter
H-1 Military OH-58 which is a military version of
a Bell Jetranger Primary Mission Technical air
rescue, marijuana/drug eradication Callsign
N487BC Pilot Location Front-right Normal
Seating 4 Persons (2 front, 2 rear) Fuel Type
Jet-A, JP4 Fuel Capacity 71 gallons, 490 pounds
(at 7 pounds per gallon) Fuel Consumption 25
gallons per hour Engine Allison C20c, 420
horsepower Max Exhaust Heat 812 C. Empty
Weight 1870 pounds Gross Weight 3200
pounds Useful Load 1330 pounds Useful Load
w/Full Fuel 840 pounds Cruising Speed 100
knots/115 MPH (doors off), 120 knots/138 MPH
(doors on) Maximum Speed (VNE) 134 knots/154
MPH Max Endurance 2 hours, 50 minutes Max
Range 287 miles Special Features Nightvision
Capable, 20 million CP spotlight, double
belly-hook system for shorthaul or sling loading
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Available Aircraft
Butte County Sheriffs Office Helicopter
H-2 Military OH-6 which is a military version of
a Hughes 500c Primary Mission Law enforcement
patrol and Search for missing/lost
persons Callsign N62528 Pilot Location
Front-right Normal Seating 2 Persons (2 front)
(ship does have two cramped rear seats) Fuel
Type Jet-A, JP4 Fuel Capacity 54 gallons, 356
pounds (at 7 pounds per gallon) Fuel Consumption
22 gallons per hour Engine Allison C18 (Rolls
Royce) T63A700, 311 horsepower Max Exhaust Heat
1500 F. Empty Weight 1500 pounds Gross Weight
2550 pounds Useful Load 700 pounds Useful Load
w/Full Fuel 344 pounds Cruising Speed 120
knots/138 MPH Maximum Speed (VNE) ? knots/?
MPH Max Endurance 2 hours, 24 minutes Max
Range 310 miles Special Features Nightvision
Capable, 5 million CP spotlight, FLIR/Camera
System
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Available Aircraft Cont.
CDF Copter 205 Military UH-1H Huey Primary
Mission Fire suppression / Air Rescue Callsign
? Pilot Location ? Fuel Type Jet-A, JP4 Fuel
Capacity ? gallons, ? pounds (at 7 pounds per
gallon) Fuel Consumption ? gallons per hour Max
Exhaust Heat ? Empty Weight ? pounds Gross
Weight ? pounds Useful Load ? pounds Useful
Load w/Full Fuel ? pounds Cruising Speed ?
knots/? MPH Maximum Speed (VNE) ? knots/?
MPH Max Endurance ? hours, ?? minutes Max
Range ? miles Special Features Belly Hook,
Fire bucket, internal dynamic lowering system
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Available Aircraft Cont.
CHP H20, H16, H14 Eurocopter AS350 B3 Primary
Mission Law Enforcement, Air Rescue Callsigns
N217HP, ??, ??, ?? Pilot Location
Front-Right Fuel Type Jet-A, JP4 Fuel Capacity
143 gallons, 939 pounds (at 7 pounds per
gallon) Fuel Consumption 329.5 pounds per
hour Max Exhaust Heat ? Empty Weight 2,716
pounds Gross Weight 4,960 pounds Useful Load
2,244 pounds Useful Load w/Full Fuel 1,305
pounds Cruising Speed 127 knots Maximum Speed
(VNE) 155 knots Max Endurance 4 hours, 28
minutes Max Range 368 miles Special Features
Belly Hook, Hoist, FLIR, Limited ALS capable
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Available Aircraft Cont.
Enloe Flightcare Eurocopter AS350 B2 Primary
Mission Air Ambulance Callsign N922RJ Pilot
Location Front-Right Fuel Type Jet-A,
JP4 Fuel Capacity 143 gallons, 939 pounds (at
7 pounds per gallon) Fuel Consumption 324
pounds per hour Max Exhaust Heat ? Empty
Weight 2,700 pounds Gross Weight 4,960
pounds Useful Load 2,260 pounds Useful Load
w/Full Fuel 1,321 pounds Cruising Speed 127
knots Maximum Speed (VNE) 155 knots Max
Endurance 4 hours, 45 minutes Max Range 371
miles Special Features Night Vision capable,
ALS EMS Ready
15
(Very) Basic Helicopter Flight
  • Flight Controls
  • Cyclic - Center stick flight control responsible
    for horizontal movement (forward, back,
    side-slip-left, side-slip-right (in hover),
    banking-turn-left, banking-turn-right (in forward
    flight))
  • Collective - Left hand, side flight control
    responsible for pitch/bite of blades providing
    lift (up, down)
  • Foot Pedals - Left and right foot pedal flight
    controls providing axis rotation and
    counter-torque
  • Rotors
  • Main Rotor - Lift Lateral directional control
  • Tail Rotor - Anti-torque (always) Axis
    directional control in hover or slow flight

16
(Very) Basic Helicopter Flight
Co-Pilot side collective
Co-Pilot side pedals
Pilot side cyclic
Pilot side collective
17
(Very) Basic Helicopter Flight
  • Density Altitude
  • What is it?
  • Temperature
  • Humidity
  • Altitude
  • Performance
  • Combination of load/weight capabilities of the
    aircraft and density altitude and environmental
    conditions
  • Impact on Flight Operations

18
(Very) Basic Helicopter Flight
  • Terms
  • In-Ground Effect Hover (IGE)
  • Out-of-Ground Effect Hover (OGE)
  • Translational Lift
  • Flat Pitch

19
General Helicopter Safety
People dont get hurt around helicopters, they
get killed! Pilot has ultimate control,
authority and responsibility for the
aircraft Flight crew responsible for the safety
of ship, passengers and cargo Safety is
EVERYONEs business
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General Helicopter Safety
  • Ground Safety Issues
  • Rotors (main rotors and tail rotor)
  • The rotors may spin incredibly fast with the
    blade tips on some ships reaching near the speed
    of sound
  • Rotors may dip or flex in wind or during shutdown
    coming down to head-height on flat ground
  • Never approach or exit a running helicopter from
    or to an uphill position
  • Never carry or hold any object that is higher
    than your head level

21
General Helicopter Safety
  • Ground Safety Issues
  • Rotors (main rotors and tail rotor)

22
General Helicopter Safety
  • Ground Safety Issues
  • Exhaust
  • Exhaust temperatures can reach 1,500 degrees F.
    on some ships
  • Some ships vent the exhaust upward away from
    contact with people standing at ground level
  • Some ships vent exhaust directly out of the rear
    of the aircraft down or laterally posing extreme
    risk to people going aft of the rear doors

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Exhaust is jetted up and away on some ships
On others, its jetted below or down from the
tailboom
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General Helicopter Safety
  • Ground Safety Issues
  • Misc Objects
  • Pitot Tube - Used to indicate air speed
  • May be heated, especially in winter to prevent
    icing. If touched or grabbed, may cause burns

26
General Helicopter Safety
  • Ground Safety Issues
  • Misc Objects
  • Skids / Landing Gear
  • Upon touchdown, skids may expand outward as the
    weight of the ship settles on the ground

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General Helicopter Safety
  • Ground Safety Issues
  • Misc Objects
  • Wire-strike Cutters
  • Serrated edged blades meant to cut electrical or
    other wire if the ship runs through them

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General Helicopter Safety
  • Ground Safety Issues
  • Misc Objects
  • External Equipment (spot lights, FLIR, camera,
    etc.)

29
General Helicopter Safety
  • Ground Safety Issues
  • Misc Objects
  • Stub wings, tail boom and all other flight
    surfaces

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General Helicopter Safety
  • Ground Safety Issues
  • Approaching an aircraft on the ground
  • Unless technical operations are going on, wait
    until the aircraft is flat pitch and engine power
    has been lowered
  • Permission to approach
  • If radio communications are available, ask the
    pilot or crew chief if you can approach and wait
    for permission
  • If radio comm is not available, maintain distance
    from the aircraft until you have the attention of
    the pilot or aircraft crew and motion request to
    approach and wait for an affirmative response
  • Always approach from the front of the aircraft or
    a 45 degree angle to the front NEVER approach
    from or near the rear of the aircraft

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Always approach from the front or 45 degrees to
the front, never from the sides or rear of the
aircraft
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General Helicopter Safety
  • Air to Ground Personnel Issues
  • Static Electricity
  • In-flight aircraft may build up a strong static
    electricity charge
  • Normally, the charge is negated when aircraft or
    sling-load cable touches ground (grounding)
  • However, if the ground handler touches the
    aircraft or sling-load cable first before they
    touch the ground, the charge discharges through
    ground handler
  • SHOCK!

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General Helicopter Safety
  • Air to Ground Personnel Issues
  • Aircraft Emergency / Hard Landing
  • Emergencies DO happen
  • Ground crews must always be aware of where the
    aircraft is, what its doing and all sights,
    sounds, etc. at all times
  • Rapid changes in sound
  • Abnormal sound
  • Sudden, unexpected pitch, flight, manuver, ascent
    or decent
  • Smoke or other visual bad queues
  • Falling items from aircraft

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General Helicopter Safety
  • Air to Ground Personnel Issues
  • Equipment / Parts Falling from Aircraft
  • While rare, it is possible for something to break
    lose or fall from the aircraft
  • Immediate notification and protection of ground
    personnel is crucial
  • Immediate notification to the aircraft is crucial
    and time critical
  • Sling Load / Short Haul Falling from Aircraft
  • While not so rare, it is certainly possible to
    have a sling-load improperly packaged fall
  • While rare, it is possible to have an aircraft
    emergency requiring the jettison of the
    sling-load or live short-haul load
  • Constant monitoring of any suspended loads is
    crucial

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General Helicopter Safety
  • Air to Ground Personnel Issues
  • Noise
  • Helicopters can be extremely loud
  • Ear/hearing protection is strongly recommended
    especially when working around running ships for
    any length of time
  • Good communications, preferably in a
    noise-limiting head-set or helmet is crucial
  • Blowing Debris / Eye Injury
  • Helicopters produce significant down or ground
    wash blowing debris or ground objects at high
    speed
  • Eye protection is an absolute requirement when
    working in the vicinity of a powered-up aircraft

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General Helicopter Safety
  • In-Aircraft / In-Flight Issues
  • Pilot / Co-pilot Flight Controls
  • Controls (again)
  • Cyclic
  • Collective
  • Foot Pedals
  • Co-pilot flight controls may or may not be
    removable depending upon the ship
  • Control attachment points can still be affected
    even when collective and cyclic are removed
  • All flight controls must have full range of
    movement capabilities with no obstructions,
    inertia or other problems for safe flight

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General Helicopter Safety
  • In-Aircraft / In-Flight Issues
  • Flight Consoles (gages, buttons, levers,
    switches, knobs, radios, etc.)
  • Master Switch
  • Avionics Switch
  • Fuel Shutoff
  • Cyclic switches
  • Collective Throttle/RPM/shutdown
  • Cargo / Sling-load / Short-haul jettison
  • Radios
  • Aircraft Navigation (data) radio
  • Aircraft Air-band communications radio
  • Other
  • Emergency Services VHF
  • Emergency Services UHF

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General Helicopter Safety
  • In-Aircraft / In-Flight Issues
  • Center of Gravity Issues
  • CG is usually directly under the main rotor mast
  • Fore/aft CG
  • Lateral CG
  • Engine / Transmission Issues
  • Chip light
  • Loss of Power
  • Component Destruction
  • Rotor Strike (Main or Tail)
  • Ground/brush
  • Object from ship or bird

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General Helicopter Safety
  • In-Aircraft / In-Flight Issues
  • Wire Strike
  • Tail Boom Strike
  • Bird Strike
  • Inclement Weather
  • Loss of visibility
  • VFR vs. IFR
  • Loss of stable (vertical or horizontal) reference
    / vertigo
  • Over water
  • Fog / Clouds / Smoke
  • Night

40
General Helicopter Safety
  • In-Flight Emergency Procedure
  • 84 of critical in-flight emergencies are
    survivable
  • Auto-Rotation
  • Mechanics (very basic)
  • Minimum altitude, airspeed and forward room
    necessary
  • Lower collective for most of auto
  • Glide slope like an airplane/fixed wing
  • Flare / pull collective just before touchdown to
    slow descent and control landing
  • Passenger/Crew Response
  • Most of the time, stay inside ship until ship and
    all parts stop moving
  • Follow pilots lead - if pilot runs, you run
  • If fire occurs, use fire extinguisher to put
    people out or prevent burns to people, dont
    worry about the ship

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General Helicopter Safety
  • In-Flight Emergency Procedure
  • Over-Water Landing
  • Pilot will auto-rotate into water to reduce
    impact
  • Passenger/Crew Response
  • DO NOT PANIC!
  • Unhook headset or helmet comm just before impact
  • If helmet is worn, put clear visor down
  • Crack/open door, just before impact
  • Maintain seatbelt through impact with one hand on
    belt release
  • With the other hand, find a solid reference point
    and hold on to it
  • Ship will enter the water and quickly turn-upside
    down and start to sink
  • Do NOT exit the ship immediately as rotors are
    still spinning and breaking apart
  • Count to 5 (SLOWLY) while maintaining your
    reference points
  • Unbuckle the seat-belt, push through the door and
    exit the ship

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General Helicopter Safety
  • In-Flight Emergency Procedure
  • External Load Pickle
  • Depending upon type of load and system used, may
    be a pilot-only action or may be a combination of
    pilot and crew
  • Electrical hook release
  • Mechanical hook release
  • Belly band cut
  • Other rope or internal system release or cut

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General Helicopter Safety
  • Landing / Take-off Issues
  • Slope of LZ / Helispot
  • Many ships have very limited slope capabilities
    for flat-pitch touchdown
  • Pilot to determine if slope is too great or
    unworkable
  • Obstacles / FOD
  • Trees, power lines, telephone poles/lines,
    structures, bridges, towers, brush, etc.
  • Touchdown spot (helispot, LZ, etc.) must be free
    or clear of the above
  • FOD Foreign/Flying Object Debris
  • Size of Helispot / LZ
  • Small/medium size ship
  • 60 x 60 day
  • 100 x 100 night
  • Large ship
  • 100 x 100 day
  • 200 x 200 night

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General Helicopter Safety
  • Landing / Take-off Issues
  • Angle of Approach/Departure vs. Vertical
    Ascent/Descent
  • Vertical ascent/descent is higher risk, very hard
    on ship, takes more power and may not be possible
  • An approach/departure angle of at least 15
    degrees is preferable
  • A long approach/departure angle is the best

45
General Helicopter Safety
X
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General Helicopter Safety
  • Landing / Take-off Issues
  • Direction and speed of wind
  • Like airplanes, helicopters prefer to land and
    take off INTO the wind
  • A strong wind speed isnt necessarily bad as long
    as the pilot is aware of it and the helicopter
    can
  • Face into the wind for approach, departure or
    hover and
  • The wind speed isnt changing rapidly (gusting)
  • The wind direction isnt changing its coming
    from a single direction
  • A steady wind in the right direction provides
    good lift and may give some additional
    performance capabilities when density altitude
    isnt in your favor

47
General Helicopter Safety
  • Landing / Take-off Issues
  • Density Altitude vs. gross ship weight
  • Combination of temperature, altitude and humidity
  • Based upon a normal day which is 59 degrees F.
    at sea level
  • A rough rule of thumb is that with about every
    18,000 to 20,000 ft of altitude gained, there is
    about half as much air density
  • Since Butte County ranges from 120 feet ASL up to
    7,000 feet ASL, air density ranges from
  • 120 ft. ASL 0.32 less dense
  • 1000 ft. ASL 2.63 less dense
  • 2000 ft. ASL 5.26 less dense
  • 3000 ft. ASL 7.89 less dense
  • 4000 ft. ASL 10.53 less dense
  • 5000 ft. ASL 13.16 less dense
  • 6000 ft. ASL 15.79 less dense
  • 7000 ft. ASL 18.42 less dense

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General Helicopter Safety
  • Landing / Take-off Issues
  • Density Altitude vs. gross ship weight
  • Air density also varies with temperature. For
    every 15F variation from the standard
    temperature at your pressure altitude, the
    density-altitude is increased or decreased by
    1000 ft
  • So, with the aircraft sitting at the hanger on a
    59 degree day, there is no adjustment in density
    altitude due to temperature. But on a hot day
    such a typical summer day of 104, while the
    aircraft hasnt even left the hanger, its like
    its already flying at 3200 feet ASL.
  • 59 F. 200 ft. ASL Oroville airport hanger
  • 74 F. 1200 ft. ASL
  • 89 F. 2200 ft. ASL
  • 104 F. 3200 ft. ASL
  • 119 F. 4200 ft. ASL
  • Add to that the actual flying altitude needed and
    it can have dramatic impacts on aircraft
    performance and capabilities

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General Helicopter Safety
  • Landing / Take-off Issues
  • Density Altitude vs. gross ship weight
  • Key factor in determining mission plans and
    capabilities
  • May limit or require change of plans
  • May limit number of people flying in the ship
  • May limit internal or external loads
  • May require a clean/clear approach or departure
    angle
  • May require burning off fuel load before
    additional plans may be implemented
  • May limit ability to do an OGE hover
  • May limit ability to do an IGE hover (bad)

50
General Helicopter Safety
  • Personal Protective Equipment (PPE)
  • Basic
  • Long sleeve cotton shirt, jumpsuit or jacket
  • Long cotton pants
  • Boots
  • Eye protection
  • Hearing protection
  • Helmet/head protection when outside the ship
  • Preferred
  • Flight helmet w/visor(s), w/external comm
    capabilities
  • Nomex flight suit
  • Nomex gloves
  • Boots

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End of Helicopter Awareness
The remaining presentation goes in-depth into
technical helicopter rescue and air operations,
techniques and risks.
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Air Rescue Operations
53
Technical Air Operations
Unless otherwise specified, the following slides
are written from the point of Butte County
Sheriffs Office aircraft (H-1 or H-2)
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Technical Air Operations
  • Duties
  • Pilot
  • In command of and responsible for the aircraft
    and everything it does
  • Flying the ship within its limits and
    capabilities
  • Flying the ship within the limits and
    capabilities of the pilot
  • Ensuring the safety of everyone involved in the
    air operations
  • Performing safety checks of ship technical
    operations rigging
  • Ensuring Sheriffs Office and BIRG guidelines and
    policies are followed

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Technical Air Operations
  • Duties
  • Crew Chief (CC)
  • Ensuring the safety of passengers, rescuers or
    victims in, on or around the ship
  • Ensuring any technical rigging is performed
    properly and according to guidelines
  • Briefing rescuers and pilot on plan of action
  • Second pair of eyes watching for such things as
  • Rotor blade clearance from obstacles
  • Height of short-haul load from ground or
    obstacles
  • Power/Torque pulled if pilot is fully
    concentrating on bottom load
  • Air to ground communications
  • Coordinating technical operations in the ship
    between pilot, HRTs and ground personnel
  • Micro-navigation directions to pilot for
    over-water operations

56
Technical Air Operations
  • Duties
  • Helicopter Rescue Tech (HRT)
  • Ensuring the safety of passengers, rescuers or
    victims in, on or around the ship
  • Ensuring any technical rigging is performed
    properly and according to guidelines
  • Performing external (to the ship) rescue
    procedures including
  • Short-Haul Dope on a Rope (land, static water,
    dynamic water)
  • Helicasting / 10-10 Insertions
  • Toe-Ins / One-Skids
  • Patient Packaging for Flight Ops
  • Rigging of aircraft for Technical Ops
  • Patient Care

57
Technical Air Operations
  • Technical Operations Types
  • Reference Types
  • Vertical Reference
  • Requires the pilot to be able to stick his head
    out the door or window looking down at the load
    or target
  • Can be done without a Crew Chief or other
    inter-crew communication as pilot can see the
    load or target and adjust accoridngly
  • Pilot can also hold station using vertical
    reference
  • Much more accurate
  • Horizontal Reference
  • Requires at least one additional crew person in
    the ship with vertical reference communicating
    three dimensional movement instructions to the
    pilot
  • Pilot uses a horizontal reference to hold station
  • Much less accurate
  • Requires precise and accurate communications
    between pilot and crew

58
Technical Air Operations
  • Technical Operations Types
  • Reference Types
  • Vertical Reference
  • BCSO aircraft fly vertical reference
  • Horizontal Reference
  • CDF/CAL-Fire and CHP fly horizontal reference

59
Technical Air Operations
  • Technical Operations Types
  • Sling Load
  • Hauling equipment or non-human loads
  • BCSO H-1 uses a 50 steel cable with an
    electrical bottom pickle hook if no human loads
    are to be carried
  • BCSO H-2 not equipped for sling loads
  • Static charge is definitely an issue
  • Proper/secure packaging of load is crucial
  • Crew Chief is optional but not necessary

60
Technical Air Operations
  • Technical Operations Types
  • Sling-Load Cont.
  • Purpose To get equipment into or out of a
    remote or difficult access area rapidly and
    easily
  • Risks
  • Types
  • Pickling the load (intentional or accidental)
  • Falling loads due to insecure rigging/netting
  • Static electricity shock to ground handler
  • Pilot error in sling-load operations
  • Ship problems / in-flight emergencies
  • Risked personnel
  • Pilot/passengers
  • Ground personnel in the immediate area

61
Technical Air Operations
  • Technical Operations Types Cont.
  • Ground Short-Haul (human load)
  • Purpose To get trained rescuer(s) into a remote
    or difficult access area to access and stabilize
    patient(s) and/or to extricate and transport
    rescuers and patient(s) out of a remote or
    difficult access area in a rapid timeframe where
    landing is not possible
  • Crew Chief is strongly preferred - only flight
    condition limitations or lack of qualified
    personnel will preclude the use of a Crew Chief
    in the ship
  • In addition to the normal PPE discussed
    previously, a full-body or seat plus chest
    harness must be worn by all on-line rescuers
  • Double-hook system under H-1 used
  • Requires two release/pickle methods
  • Double hook check for both electrical and
    mechanical release must precede operation
  • Electrical hook release fuse is pulled requiring
    pilot to push fuse in if release is necessary
  • 100 rope line pre-rig along with an optional 50
    addition rope line is used with duplicate
    everything

62
Technical Air Operations
  • Technical Operations Types Cont.
  • Ground Short-Haul (human load) Cont.
  • Without Stokes
  • Rescuer(s) are in full-body harness
  • Victim is in either full-body harness, rescue
    ring or diaper
  • Max 2 Dopes (Dope-on-a-Rope) with a Crew Chief
    in the ship or 3 Dopes without a Crew Chief in
    the ship
  • With Stokes
  • Rescuer(s) are in full-body harness
  • Victim is in steel stokes fully packaged (see Pt.
    Packaging section)
  • Max 2 Rescuers, 1 Patient, 1 Steel Stokes (with
    no Crew Chief in the ship)
  • Max 1 Rescuer, 1 Patient, 1 Steel Stokes (with a
    Crew Chief in the ship)

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Technical Air Operations
  • Technical Operations Types Cont.
  • Ground Short-Haul (human load) Cont.
  • Risks
  • Types
  • Pickling the human load (intentional or
    accidental)
  • Pilot error in short-haul operations
  • Dopes descending too rapidly
  • Dopes/Victim getting slammed
  • Dopes/Victim getting ensnared or hung up on
    something
  • Ship problems / in-flight emergencies
  • Risked personnel
  • Pilot/Crew Chief
  • Dopes-on-the-Rope / Victim
  • Ground personnel in the immediate area

73
Technical Air Operations
  • Technical Operations Types Cont.
  • Hoist Operations
  • Purpose To get trained rescuer(s) into a remote
    or difficult access area to access and stabilize
    patient(s) and/or to extricate and transport
    rescuers and patient(s) out of a remote or
    difficult access area in a rapid timeframe where
    landing is not possible
  • Requires additional training by CHP air crews
    before it should be done
  • CHP Helicopters have hoist
  • Hoist max load is 400 pounds
  • Hoist is controlled by CHP Crew Chief from back
    seat
  • Victim/stokes only is hoisted, no rescuer with
    victim
  • Upon stokes reaching the ship, the stokes is
    pulled along side of or sometimes into the
    aircraft for forward flight

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Technical Air Operations
  • Technical Operations Types Cont.
  • Hoist Operations Cont.
  • Risks
  • Types
  • Pickling the hoist w/human load (intentional or
    accidental)
  • Static electricity shock to ground handler
  • Pilot or Crew Chief error in hoist operations
  • Malfunction of hoist
  • Dope/Victim getting slammed
  • Dope/Victim getting ensnared or hung-up on
    something
  • Ship problems / in-flight emergencies
  • Risked personnel
  • Pilot/Crew Chief
  • Dope-on-the-Hoist / Victim(s)
  • Ground personnel in the immediate area

80
Dunker Training is required for all helicopter
crews that may fly over water. This training
simulates a helicopter crash in water and escape
and survival procedures.
81
Technical Air Operations
  • Technical Operations Types Cont.
  • Static Water Short-Haul
  • Purpose To get trained rescuer(s) rapidly to
    victims on a body of water to access and
    stabilize patient(s) and/or to extricate and
    transport rescuers and patient(s) out of the body
    of water in a rapid timeframe
  • Crew Chief is required due to vertigo, navigation
    and coordination issues for pilot
  • Double-hook system under H-1 used
  • Requires two release/pickle methods
  • Double hook check for both electrical and
    mechanical release must precede operation
  • Electrical hook release fuse is pulled requiring
    pilot to push fuse in if release is necessary
  • 100 rope line pre-rig is used with duplicate
    everything
  • Rescuer(s) wear full water-based PPE
    (wetsuit/drysuit, PFD, full-body or seat/chest
    harness, swift-water helmet, etc.)

82
Technical Air Operations
  • Technical Operations Types Cont.
  • Static Water Short-Haul Cont.
  • Rescuer(s) hook up just as if they are doing land
    short-haul
  • Rescuer must have a sharp knife easily accessible
  • For the rescuer/victim combination, the rescuer
    has a cinch collar thats also attached to the
    short-haul line for the victim
  • Rescuer slips the collar over the victims head
    and cinches it down
  • All parties attached to the short-haul line are
    extricated from the water and flown to shore
  • Crew Chief must give precise directions to pilot
    for maneuvering
  • In water situations, Pilot should not look down
    but rather at a horizontal reference point due to
    vertigo issues
  • Very close, coordinated communications between
    Crew Chief and Pilot are required

83
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84
Technical Air Operations
  • Technical Operations Types Cont.
  • Static Water Short-Haul Cont.
  • Risks
  • Types
  • Pickling the short-haul w/human load (intentional
    or accidental)
  • Pilot or Crew Chief error or miscommunications
  • Pilot vertigo / loss of horizon reference
  • Rescuer/Victim getting slammed into the water
  • Rescuer/Victim getting slammed into dry
    land/trees/other obstructions/etc
  • Line/Rescuer/Victim entrapment on trees, brush,
    strainers or other hazards
  • Line wrapped/caught improperly around
    rescuer(s)/victim(s)
  • Ship problems / in-flight emergencies
  • Risked personnel
  • Pilot/Crew Chief
  • Dope-on-the-Rope / Victim(s)
  • Boats/people near the incident
  • Ground personnel on land

85
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Short-Haul
  • Purpose To get trained rescuer(s) rapidly to
    victims on a moving body of water to access and
    stabilize patient(s) and to extricate and
    transport rescuers and patient(s) out of the body
    of water in a rapid timeframe
  • Crew Chief is required due to vertigo, navigation
    and coordination issues for the pilot
  • Double-hook system under H-1 used
  • Requires two release/pickle methods
  • Double hook check for both electrical and
    mechanical release must precede operation
  • Electrical hook release fuse is pulled requiring
    pilot to push fuse in if release is necessary
  • 100 rope line pre-rig is used with duplicate
    everything
  • Rescuer(s) wear full swift-water based PPE
    (wetsuit/drysuit, PFD, full-body or seat/chest
    harness, swift-water helmet, etc.)

86
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Short-Haul Cont.
  • Rescuer(s) hook up just as if they are doing land
    short-haul
  • Rescuer must have a sharp knife easily accessible
  • For the rescuer/victim combination, the rescuer
    has a cinch collar thats also attached to the
    short-haul line for the victim
  • Rescuer slips the collar over the victims head
    and cinches it down
  • All parties attached to the short-haul line are
    extricated from the water and flown to shore
  • Crew Chief must give precise directions to pilot
    for maneuvering
  • In water situations, Pilot should not look down
    but rather at a horizontal reference point due to
    vertigo issues and at direction of travel as ship
    moves along with current and victim
  • Very close, coordinated communications between
    Crew Chief and Pilot are required

87
Simulated flood conditions with a victim in a
tree. The rescuer is VERY carefully lowered
through the tree to the victim using short-haul.
This requires a very steady pilot and no gusty
winds. This is a high risk operation and should
be treated as such.
88
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Short-Haul Cont.
  • Risks
  • Types
  • Pickling the short-haul w/human load (intentional
    or accidental)
  • Pilot or Crew Chief error or miscommunications
  • Pilot vertigo / loss of horizon reference
  • Pilot missing obstructions, structures or other
    hazards while moving along with the current
  • Rescuer/Victim getting slammed into the water
  • Rescuer/Victim getting slammed into dry
    land/trees/other obstructions/etc
  • Line/Rescuer/Victim entrapment on trees, brush,
    strainers or other hazards
  • Line wrapped/caught improperly around
    rescuer(s)/victim(s)
  • Ship problems / in-flight emergencies

89
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Short-Haul Cont.
  • Risks
  • Risked personnel
  • Pilot/Crew Chief
  • Dope-on-the-Rope / Victim(s)
  • Boats/people near the incident
  • Ground personnel on land

90
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Drag
  • Purpose To attempt to drag a floating victim
    and/or rescuer in a moving water environment to
    the shore or other safe location
  • Primarily performed in H-2 as H-2 is not
    short-haul capable and also has a greater lateral
    CG capability than does H-1
  • Crew Chief is required on the skid due to
    vertigo, navigation and coordination issues for
    the pilot as well as handling of rescue line and
    rescue ring
  • Rescuer(s) wear full swift-water based PPE
    (wetsuit/drysuit, PFD, full-body or seat/chest
    harness, swift-water helmet, etc.)

91
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Drag Cont.
  • Crew Chief and in-the-water rescuer (if there is
    one) must have a sharp knife easily accessible
  • The rescue line has a cinch rescue collar on it
  • If the rescuer is present in the water, rescuer
    slips the collar over the victims head and
    cinches it down
  • All parties attached to the drag line are pulled
    to shore or a safe eddy area
  • Crew Chief must give precise directions to pilot
    for maneuvering
  • In water situations, Pilot should not look down
    but rather at a horizontal reference point due to
    vertigo issues and at direction of travel as ship
    moves along with current and victim
  • Very close, coordinated communications between
    Crew Chief and Pilot are required

92
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95
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96
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Drag
  • Risks
  • Types
  • Pilot or Crew Chief error or miscommunications
  • Pilot vertigo / loss of horizon reference
  • Pilot missing obstructions, structures or other
    hazards while moving along with the current or
    dragging victim to shore
  • Line/Rescuer/Victim entrapment on trees, brush,
    strainers or other hazards in the water
  • Line wrapped/caught improperly around
    rescuer(s)/victim(s)
  • Ship problems / in-flight emergencies
  • Lack of pilot jettison capabilities (on H-2)
    relies on the Crew Chief
  • Lateral CG issues on aircraft

97
Technical Air Operations
  • Technical Operations Types Cont.
  • Dynamic Water Drag
  • Risks
  • Risked personnel
  • Pilot/Crew Chief
  • Rescuer-in-the-water / Victim(s)
  • Boats/people near the incident
  • Ground personnel on land

98
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue
  • Purpose To get trained rescuer(s) rapidly to
    victim(s) in or on a vehicle that has gone into a
    moving body of water to access and stabilize
    patient(s) and to extricate and transport
    rescuers and patient(s) out/off of the vehicle in
    a rapid timeframe
  • Crew Chief is required due to vertigo, navigation
    and coordination issues for the pilot
  • Double-hook system under H-1 used
  • Requires two release/pickle methods
  • Double hook check for both electrical and
    mechanical release must precede operation
  • Electrical hook release fuse is pulled requiring
    pilot to push fuse in if release is necessary
  • 100 rope line pre-rig is used with duplicate
    everything
  • Rescuer(s) wear full swift-water based PPE
    (wetsuit/drysuit, PFD, full-body or seat/chest
    harness, swift-water helmet, etc.)

99
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue Cont.
  • Rescuer(s) hook up just as if they are doing land
    short-haul
  • Rescuer must have a sharp knife easily accessible
  • For the rescuer/victim combination, the rescuer
    has a cinch collar thats also attached to the
    short-haul line for the victim
  • Crew Chief must give precise directions to pilot
    for maneuvering
  • In water situations, Pilot should not look down
    but rather at a horizontal reference point due to
    vertigo issues and at any hazards in the
    immediate area
  • Very close, coordinated communications between
    Crew Chief and Pilot are required

100
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue Cont.
  • Careful insertion of the rescuer on or near the
    vehicle is critical and high risk due to
  • Moving/dynamic water
  • Downstream hazards
  • Entrapment on or around the vehicle
  • Risk of victim(s) jumping on rescuer or other
    hysterical hazardous actions
  • Risk of vehicle breaking free, moving or rolling
  • Risk of rescuer(s) and/or victim(s) falling from
    the vehicle into the water
  • It should be noted that this may not be any
    higher risk than doing a non-helicopter based
    rescue. Most of the risks noted exist whether
    performing a helicopter or non-helicopter rescue
    in this scenario
  • Rescuer slips the collar over the victims head
    and cinches it down
  • All parties attached to the short-haul line are
    extricated from the vehicle and flown to shore
    one at a time

101
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103
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104
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue Cont.
  • Risks
  • Types
  • Pickling the short-haul w/human load (intentional
    or accidental)
  • Pilot or Crew Chief error or miscommunications
  • Pilot vertigo / loss of horizon reference
  • Pilot missing obstructions, structures or other
    hazards in the immediate area
  • Dope/Victim getting slammed into the water
  • Dope/Victim getting slammed into dry
    land/trees/other obstructions/etc
  • Dope/Victim getting strained or trapped by
    in-water debris or hydraulics
  • Ship problems / in-flight emergencies

105
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue Cont.
  • Risks Cont.
  • Types Cont.
  • Line/Rescuer/Victim entrapment on or around the
    vehicle
  • Line wrapped/caught improperly around
    rescuer(s)/victim(s)
  • Risk of victim(s) jumping on rescuer or other
    hysterical hazardous actions
  • Risk of vehicle breaking free, moving or rolling
  • Risk of rescuer(s) and/or victim(s) falling from
    the vehicle into the water

106
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Short-haul Rescue Cont.
  • Risks Cont.
  • Risked personnel
  • Pilot/Crew Chief
  • Dope-on-the-Rope / Victim(s)
  • Boats/people near the incident
  • People still in or on stranded vehicle in the
    water
  • Ground personnel on land

107
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Toe-in/One-Skid Rescue
  • Purpose To get trained rescuer(s) rapidly to
    victim(s) in or on a vehicle that has gone into a
    moving body of water to access and stabilize
    patient(s) and to extricate and transport
    rescuers and patient(s) out/off of the vehicle in
    a rapid timeframe
  • Crew Chief is required due to vertigo, navigation
    and coordination issues for the pilot
  • Rescuer wears full swift-water based PPE
    (wetsuit/drysuit, PFD, full-body or seat/chest
    harness, swift-water helmet, etc.)

108
Technical Air Operations
  • Technical Operations Types Cont.
  • Vehicle in the Water Toe-in/One-Skid Rescue Cont.
  • Rescuer must have a sharp knife easily accessible
  • Crew Chief must give precise directions to pilot
    for maneuvering
  • Pilot should not look down but rather at a
    horizonal reference point due to vertigo issues
    and at any hazards in the immediate area
  • Very close, coordinated communications between
    Crew Chief and Pilo
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