SPECIAL USE:

 

“Special use” of helicopters are activities that require pilots and rescuers to use certified technical rescue skills to affect the rescue of a patient or patients that are in critical condition or life threatening situations.  These are high risk operations that can pose a serious threat to the life safety of both patients and rescuers.

 

The following are considered “Special Use” helicopter operations.

 

1.  External Load ( short hauls, rescue ring.)

2.  Hover Sites (low-level hovering for loading and unloading)

3.  Helicopter rappelling (insertions and extractions)

4.  Single Skid Landings

5.  Two Skid under power landings

6.  Any takeoff or landing requiring special pilot technique due to terrain          obstacles or surface condition.

 

 

HELICOPTER  SAFETY:

 

Helicopters should only be utilized when access to the patient is nearly impossible by ground or when a victim is seriously injured and standard ground evacuation techniques would be too lengthy for the victim to survive.

 

Ground-based rescues should be initiated upon the arrival of the first TRT unit.  The Technical Rescue Team should always operate under the assumption that the helicopter may not arrive because any one of a number of variables could cause a pilot to abort his mission.

 

Mountainous terrain presents a multitude of hazards.  Downdrafts may occur any time but are more frequent in canyons.  Hovers near cliffs produce recirculation of winds produced by the helicopter.  At maximum power, this situation can only be corrected by movement.

 

Another important consideration in Arizona is the effect of heat on helicopter operations.  Heat greatly reduces the performance of the helicopter.

 

The following are safety tips to follow during loading or unloading of helicopters.

Establish eye contact with pilot or observer before approaching if rotors are moving.

 

1.   Do no approach helicopter after landing until pilot or observer signals approval to approach the aircraft.

 

2.   Approach and  depart from the front or side of the helicopter (never towards the tail) in a crouching position; remain in view of the pilot and/or observer.

     

3.      Keep in front of the rear strut of the skid.   At no time shall personnel approach the tail area of any helicopter.

 

4.      If the ship is hovering during boarding, stand by until told to board by a crew

member, then move slowly and evenly on to the ship.  This allows the pilot to compensate.

 

5.      Winds up to 80 knots can be produced under the rotor.  Packs should be carried by hand with no equipment on the outside of the packs.

 

6.   Fasten seat belt upon entering helicopter and leave buckled until pilot signals to exit.  Fasten seat belt behind you before leaving.

 

7.      KEEP LOW!

 

LANDING ZONES:

 

The selection of an appropriate landing zone is of critical importance in all field situations.  A suitable landing area must be located and identified for the pilot.

 

Command will assign personnel to select and identify a landing zone.   The assigned personnel shall have a portable radio, helmet, eye protection, ear protection, and highly visible safety vests.

 

The landing zone must be relatively flat and free of obstructions for an area of at least 60 feet square (60’ X 60’).  A visual check should be made for overhead wires, poles, towers and similar obstructions.

 

“Special Use” landing zones are defined as any landing zone where the pilot cannot land and shut down power to the aircraft. “Special Use” landing zones are technical by nature and shall be staffed by members of the Technical Rescue Team at both the base and off site landing zones.

 

The landing zone should be located at least 300 from other activity areas.

 

Approach and departure paths (into the wind) must be free of obstructions, and should not pass over a treatment area, command post, or other activity areas where noise and rotor wash will cause problems.

 

The landing zone and surrounding area must be free of small objects which can be blown around by rotor wash.  Check for metal objects; secure loose clothing or blankets.

 

Avoid dusty locations if possible.  If the landing area is dusty, wet down the area with a hose line before landing.

 

When more than one Landing Zone is required, they should be a minimum of 600’ apart.

 

Landing zone personnel shall use eye protection or helmet faceshields.  Helmet chin straps shall be tightened securely.

 

Provide wind indicators for take-off and landings; back to the wind, arms extended in front of body.

 

Be aware that the spotlights used to illuminate obstructions can blind the pilot.  Extreme caution should be used.

Overview:

 

A typical short haul insertion/extraction would be performed as follow:  A reconnaissance flight is conducted and a long-line insertion site and delivery site are selected.  The helicopter is rigged at the  base LZ.  The short haul attendant dons a class III harness and all equipment, including patient packaging, and stokes basket is double checked.  A radio check is performed between the pilot, base LZ, and mountain LZ.

 

The long-line is “flaked” out in front of the helicopter (just outside the perimeter of the base LZ), at the pilots command, the long-line is connected to the helicopter.  The helicopter lifts off and establishes a hover above the attendant.  The helicopter then lifts the attendant, flies to the insertion site and places them the attendant at the desired location.  The attendant unclips from the line-line and signal that he/she is clear.

 

Once notified that the victim is prepared for transport, the helicopter returns and the victim and attendant are clipped onto the long-line.  The helicopter then lifts the patient clear of the site and flies to the base LZ, or other delivery site.

 

Risk Factors:

 

The decision to conduct helicopter long-line operation is based on the circumstances, weighing risk vs. benefit. Factors that should be included, but not limited to, are:

 

-           Personnel and patient safety .

-           Condition of patient.

-           Location – terrain and distance.

-           Available daylight.

-           Weather conditions.

  

Note:           The pilot has the ultimate responsibility for the safe operation of the helicopter, and has the final authority to perform, or abort the mission.

 

  Pre-Mission Briefing:

 

The pre-mission briefing is an open discussion between all individuals involved, including the flight crew, the attendant, ground support, the Safety Officer, the Rescue Sector Officer, and Command.  There should be a general consensus of agreement, with anyone expressing concern over the following areas, but not limited to:

 

-           Nature of the mission.

-           Individual responsibilities.

-           Safety considerations.

-           Location and terrain.

-           Weather.

-           Emergency procedures.

-           Landing areas.

-           Risk assessment.

 

Note:  If a victim is conscious and able to give or refuse and informed consent, an effort should be made, and documented, to advise the victim of the circumstances, options and dangers involved with the operation.