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AMBULANCE SERVICE OF NEW SOUTH WALES EUROCOPTER 145 CABIN STAFF SYLLABI AND TRAINING NOTES (2010) - page 2

Aircraft Description

Loading / Unloading

The loading and unloading of the stretcher can be conducted in two methods, where always leaving the

patient’s head orientated forward. The standard practice will be loading from left cabin door with the

patient’s feet entering the cabin first, and unloading occurring from the Clam Shell doors.

Where practical, the second method should be conducted with a suitable height adjustable stretcher,

allowing the patient to be loaded from the Clam Shell doors.

NOTE:

All unloading of patients from the Clam Shell doors should only occur with a suitable height

adjustable stretcher.

In most circumstances, the patient and stretcher will be secured on the RH cabin floor however, if required

the stretcher can be secured to the LH cabin floor; allow a medical crewperson or passenger to utilise the

side-facing fold-down seat (Figure 1-54).

Figure 1-49 Loading from LH Cabin Door

Figure 1-50 Loading / Unloading with a

Height Adjustable Stretcher

Securing Stretcher

To the secure the HeliMods F12, locking plates are utilised at the ‘HEAD’ and ‘FOOT’ positions of the

stretcher, and are intergraded and secure via the cabin floor tracking. When loading form the LH cabin

door, the ‘FOOT’ locking plate must be correctly positioned and secured prior to loading; allowing the

stretcher to a line and engage. Once this has occurred, the corresponding the locking plate can be

positioned and secured.

NOTE:

The reverse sequence applies for loading from the rear, ‘HEAD’ locking plate positioned

and secured.

Figure 1-51 Locking Plate (Locked)

Figure 1-52 Locked Plate (Unlocked)

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Aircraft Description

WARNING:

FOR ALL STRETCHER USE, A WEBBING RESTRAINT (NEAR LH FOLDING HINGED)

IS LOOPED AROUND THE STRETCHER CHASSIS AND MUST BE CONNECTED TO

THE FLOOR TRACK VIA A HARD-POINT. (Figure 1-53)

Figure 1-53 Stretcher Restraint

If the stretcher is required on the LH cabin floor, the sequence will remain as per the RH loading

procedures, except the locking plates. The locking plates need to be changed over and positioned so that

the ‘HEAD’ plate is now at the patient’s feet and vice-versa for the ‘FOOT’ plate. This is to allow for the

offset of the stretcher, which is required for stretcher/patient clearances.

Please note, prompt notification to the ACM at the Medical Crew’s request, can allow the ACM to re-

configure the rear cabin to the Medical Crew’s desire, prior to the patient’s arrival to the aircraft.

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

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Aircraft Description

Dual Patient Configuration

The Medevac II stretcher performs the role of the second stretcher, creating a basic dual patient

configuration and a simple loading procedure. By following the sequence for the HeliMods F12 loading

procedures, the second stretcher will need to be loaded from the Clam Shell doors. (Figure 1-55)

NOTE:

In situations where a height adjustable is not available, other suitable means can be

employed to load the patient from the Clam Shell doors.

Figure 1-55 Loading of the Second Stretcher

Figure 1-56 Dual Patient Configuration

The securing of the second stretcher involves using four dedicated tie-down anchors found in the utility roll

bag, to then be used in conjunction with the ‘Delta’ rapides fitted to the outside corners of the stretcher

chassis. The Delta rapides only need to be screwed finger tight; the anchor points are then fitted and

locked to the floor tracking.

Figure 1-57 Securing of the Second Stretcher

Stretcher Bridge

Fitting to Stretcher

The bridge can be attached to the stretcher by either placing the stretcher on a flat surface or within the

aircraft cabin. The bridge needs to be orientated so the placard on the bridge’s frame corresponds to the

patient’s orientation, and the monitors facing towards the patients head (Fig 1-58). The four stretcher

mounting clamps have threaded tensioning black knobs - these will need loosening prior to the bridge’s

placement on the stretcher, allowing the red anodised hooks to overlap the stretcher chassis. Once the

hooks are in place, the hooks can be clamped tight by turning knob in a clockwise direction. To remove the

bridge from the stretcher it’s simply the reverse procedure.

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Aircraft Description

Figure 1-58 Bridge Orientations

Figure 1-59 Stretcher Mounting Clamps

For the ease of patient loading, the bridge has a swing-arm on each side that opens to allow the patient’s

feet to slide across and under the bridge. To open the swing-arm - the top-plate (monitors) needs to

remain fitted to support the bridge’s frame; the next step is to remove the two pit-pins at one of corners of

the frame. Once the pit-pins have been removed, the mounting clamp below needs to be released,

allowing the gate to swing open.

Figure 1-60 Bridge Swing-Arm Gate

Cable & Oxygen Routing

An auxiliary power, medical alert and oxygen outlets have been specifically installed directly above the

bridge for when the stretcher has been configured on the RH cabin floor.

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Aircraft Description

Bridge Charging System

Figure 1-62 Bridge Charging Panel

A charging system has been incorporated in the bridge, allowing the system to be charged in-flight. The

charging panel is located on the Oxylog 2000 side, with panel consisting of a three-way switch (START-

ON-OFF), 10 Amp Circuit Breaker and a Power Available Indicator (Green).

To initialise the charge the unit needs to be plugged in via the charging cable fitted to the bridge. Once

plugged into either the ground’s charging pack or aircraft power supply the charging phase will not be

completed until the three-way switch is selected to ‘Start’, which is a momentary selection to initialise the

charging phase. At the point the charging phase will continue in the ‘ON’ position, to cancel the charge and

remove the plug from the power supply the switch will need to be selected to ‘OFF”. In the event of the

bridge’s circuit breaker trips or an aircraft circuit breaker, the bridge is to be deemed unserviceable, until

serviced by a technician and approved for use.

CAUTION:

The aircraft captain’s permission must be obtained prior to the bridge-charging phase

being initialised. This is to avoid electrical spiking induced during the aircraft’s start-up,

which may cause electrical damage to the bridge’s monitoring equipment.

LIFEPAK 15 (Defibrillator)

When not in use the LIFEPAK 15 is to be stowed on the cabin floor directly behind the RH Pilots seat, and

secured by an approved restraint (Figure 1-63). For all other applications, the device can be secured to the

cabin floor track by utilising the approved restraint.

WARNING:

THE DEFIBRILLATION OF A PATIENT WITHIN THE AIRCRAFT IN-FLIGHT OR ON

THE GROUND MAY ONLY OCCUR WITH THE EXPRESS PERMISSION OF THE

AIRCRAFT CAPTAIN, AS THERE ARE MANY CONSIDERATIONS ANDHAZARDS

THAT MAY CAUSE POTENTIAL RISK TO PERSONNEL AND THE AIRCRAFT.

Figure 1-62 LIFEPAK 15 (Defibrillator) Stowage

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Aircraft Description

Lift Raft Stowage

The crews/aircraft Life Raft is to be restrained on the cabin floor directly near the LH cabin door. There is a

dedicated Life Raft restraint that can be located in the RH soft stowage compartment.

Figure 1-63 Life Raft Stowage

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Principals of Flight

1

INTRODUCTION

The basic rules govern both fixed wing and rotary wing aircraft, and equally both types suffer from the

same problem, that is, the aircraft is heavier than air. To overcome this, an aircraft must produce an

aerodynamic (lifting) force to overcome the weight of the aircraft before it can leave the ground. In both

fixed and rotary wing aircraft this is achieved by the aerodynamic reaction resulting from a flow of air

around an aerofoil section. The main difference is that a fixed wing aircraft, as the name implies, has its

aerofoil section (wings) attached to the fuselage at a fixed angle and position, whilst in the helicopter the

aerofoil has been removed from the fuselage and attached to a centre shaft, which is given a rotational

velocity.

The aerofoil on a helicopter (main rotor) can be made up of two or more blades (wings). These blades that

make up the main rotor are turned by power given out by one or more engine(s). In order for air to flow

over the aerofoil (figure 2-1) of a fixed wing aircraft that aircraft has to travel fast along the runway before

sufficient aerodynamic lift is produced to overcome the weight and, as a consequence, it leaves the

ground. A helicopter, however, pushes its aerofoil through the air by rotating the main rotor, thus

producing sufficient lift to overcome its weight, allowing the helicopter to take-off vertically.

LIFT

THRUST

DRAG

WEIGHT

Figure 2-1 Aerofoil

FASTER MOVING AIR

AIR

FLOW

SLOWER MOVING AIR

LIFT

LOWER PRESSURE

-

-

-

-

-

Air flow from

AIR

high to low

pressure

+

+

FLOW

+

+

taking the

aerofoil with it

HIGHER PRESSURE

Figure 2-2 Principals of lift

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Principals of Flight

2

CONFIGURATION AND CONTROL

Helicopters may be single or multi-rotor, each rotor having several blades, usually varying from two to six in

number. A single rotor helicopter requires some compensating device to overcome “torque reaction”, and

to prevent the aircraft from rotating in the opposite direction to that of the rotor. This consists of a small

vertical tail rotor producing sideways lift (thrust), mounted on a tail cone. By varying this thrust the tail rotor

may also be used to turn the helicopter. In the event of engine(s) failure, helicopter rotor systems include a

freewheeling device to permit free rotation of the rotor.

While the helicopter rotor blade may look different to an aeroplane’s wing, the cross section of the aerofoil

remains substantially the same, and, of course, the same is required of each i.e. to produce LIFT (figure 2-

2).

Vertical Movement

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

the same amount. The pitch angle must be increased collectively (on each

blade at the same time) and the ‘COLLECTIVE LEVER’ achieves this. The

reverse takes place in a vertical descent. If you increase the pitch angle

on all the blades it becomes more difficult to push the blade through the air

(increased DRAG) so this manoeuvre requires more power from the

engines, otherwise the blades would slow down.

Horizontal

Horizontal Movement is achieved by tilting the disc in the direction

required. To enable the disc to tilt the pitch angle vary through the blades

360° “cycle” of travel.

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

achieved by the pilot moving the CYCLIC stick.

Figure 2-3 Horizontal Movement

Torque Reaction

The fuselage will rotate in the opposite direction to the main rotor as a

result of torque reaction. The fitting of a vertical Tail Rotor, which produces

a sideways thrust, will overcome this problem. When the movement of the

tail rotor thrust (lift) equals the torque reaction the helicopter will maintain a

constant direction. The tail rotor typically turns about 5-6 times faster than

the main rotor. The tail rotor has the following additional functions:

-

Alter direction in the hover

-

Maintain a balanced condition of flight

-

Stop the fuselage rotating in power off flight (autorotation)

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Principals of Flight

3

HOVERING AND FORWARD FLIGHT

To lift a helicopter off the ground a lifting force must be produced equal and opposite to the weight of the

aircraft, which acts vertically downwards. When the rotor is turning and the collective lever is fully down

very little rotor thrust (lift) is being produced, but as the pitch is increased (collective lever raised) the

blades will begin to produce more lift and eventually the rotor lift will equal the weight. If the pitch is further

increased the rotor lift will exceed the weight and the helicopter will accelerate vertically upwards. Once

clear of the ground the lift is reduced slightly until it is equal to the weight. When this is achieved the

aircraft will hover.

The helicopter when close to the ground uses less power to hover because of the build up of a cushion of

air beneath the aircraft from the flow of air down through the rotor disc (down-wash). The parcel of air

beneath the aircraft when hovering close to the ground, is called the ‘ground cushion or ground effect” (Fig

2-4). When benefiting from using this ground cushion the aircraft is said to be “inside ground effect (IGE)”.

When further away from the ground the downwash dissipates and is of no benefit. The aircraft is then said

to be “outside ground effect” (OGE) and will require more power to hover.

A helicopter hovering close to the ground and benefiting from the ground cushion of air beneath it uses

only some of the down wash in the formation of the ground cushion. The remainder passes outwards from

the helicopter and is dissipated against the surrounding air. This outward flow of air is very strong, being

stronger the closer you are to the aircraft, and can easily lift loose articles and cause damage to persons

and property.

Figure 2-4 Ground Cushion / Ground Effect

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Principals of Flight

Forward Flight

To achieve forward flight from the hover the rotor disc is tilted forward. The change in state from a hover to

movement in a horizontal direction is known as “TRANSITION” (Fig 2-5), the same term being used to

describe a change from horizontal flight back to the hover.

To transition into forward flight the lift has to be increased to cater for this horizontal force. To meet this

requirement the collective lever has to be raised to increase the pitch on the blades. Additionally, there

must be sufficient spare power from the engine to allow for this increase. This is also the case the faster

the forward speed.

The general method of coming to the hover from forward flight is to execute a “flare’. Tilting the disc in the

opposite direction to that of which the helicopter is already moving will achieve this

Figure 2-5 Transition

4

AUTOROTATION

In powered flight the rotor drag is overcome with engine power, but when the engine(s) fails some other

force must be used to maintain the rotor RPM. This is achieved by allowing the helicopter to descend so

that the airflow from beneath strikes the blades in such a manner that the airflow itself provides the driving

force. When the helicopter is descending in this manner the rate of descent becomes the power equivalent

and the helicopter is said to be in a state of ‘autorotation”. An airflow force (auto-rotative force) overcomes

drag on a majority of the blade, and consequently permits the rotor RPM to be retained. This assumes that

the collective lever is fully down. If the collective lever is raised (pitch increased) induced drag will increase

and as there is no engine(s) to provide power to overcome drag, the rotor RPM will decrease. If the RPM

decreases below safe limits, the blades will no longer produce lift.

For multi-engine helicopters, the loss of one engine presents no real problem unless heavy. The helicopter

is still capable of level flight and climbing, although reduced, and more than likely will be unable to hover,

resulting in a running landing. For multi-engine helicopters, an autorotation is required if both engines have

failed or been shut down.

The flare effect at the bottom of an autorotation does exactly the same as the flare with power on, and is

most necessary to the “engines off landing”.

5

BLADE SAILING

Blade Sailing can occur when the rotor is starting up or slowing down in strong wind conditions, particularly

if the wind is gusting. With the helicopter facing into wind (normal practice) the advancing blade

experiences an increase in lift and will flap up excessively due to the low centrifugal force, reaching its

maximum height to the front of the helicopter. The opposite occurs on the retreating side, reaching its

lowest position at the rear of the helicopter i.e. over the tail cone. To control blade sailing it is sometimes

helpful to turn the aircraft out of wind a small amount so that the lowest blade position is not over the tail. It

is also of use to start-up and shutdown the blades as quickly as possible to reduce the time a low rotor.

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Emergency Procedures

The ELT digital message can also contain information that allows search and rescue authorities to

contact the owner/operator of the aircraft through a database. Information contained in the database that

may be useful in the event of a crash is detailed below:

• Type of Aircraft

• Address of owner

• Telephone number of owner

• Aircraft registration number

• Alternate Emergency Contact

The 406.025 MHz transmitter operates for 24 hours and then shuts down automatically. The 121.5 /

243.0 MHz transmitter continues to operate until battery life has been exhausted which is typically at

least 72 hours.

When the ELT is coupled with the aircrafts navigation system, the position accuracy improves to

approximately 100 meters. Once the ELT is activated and the 406.025 MHz signal is detected from the

satellite and a position is calculated, the 121.5/243.0 MHz transmissions are used to home in on the

crash site.

Activation

The ELT can be manually activated on the Remote Switch Panel, located in the cockpit’s slant console.

Although the ELT can be automatically activated by the G-Switch sensors, which are designed to activate

with a change of velocity of 4.5 fps (2.3 G) under normal conditions; or by the 12.5 G (+/- 1 G) 5-way G-

Switch for cross-axis conditions.

Figure 4.2 ELT Main Assembly

Figure 4.3 ELT Remote Control

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Duties & Responsibilities

2

AIRCRAFT MARSHALLING

STANDARD HAND SIGNALS TO BE USED BY GROUND PERSONNEL MARSHALLING AIRCRAFT

Note 1

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

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

seen best by the pilot.

Note 2

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

torch-lights are held.

Note 3

The aircraft engines are numbered, for the signalman facing the helicopter, from right to

left (i.e. No 1 engine being the left outer engine)

Note 4

Full marshalling signals can be found in CAO 20.3 Appendix 1

1

(a) Insert chocks

Arms down palms facing inwards,

swing arms from extended position

inwards.

(b) Chocks away

Arms down palms facing outwards,

swing arms outwards.

2

All clear

Right arm raised at elbow with

thumb erect.

3

Start engine

Left hand overhead with appropriate

number of fingers extended to

indicate the number of the engine

to be started, and circular motion

of right hand at head level.

6

Cut engines

Either arm and hand level with

shoulder, hand across throat, palm

downward. The hand is moved

sideways with the arm remaining bent.

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Duties & Responsibilities

7

Engine Fire

One hand pointing to the corresponding

side of the aircraft on which the engine

fire has been identified. The other hand

describing a horizontal figure of eight.

8

Land

Arms crossed and extended

onwards in front of the body.

3

OPERATIONS MANUAL

The Operations Manual is issued to provide guidance, information and instructions to all Aircrew and

Operations staff in the performance of their duties. The Chief Pilot is responsible for the administration of

this manual and issue of amendments. Proposed amendments shall be submitted to the Chief Pilot in

writing, together with the justification.

Individual copyholders are responsible for the insertion of amendments upon receipt, signing the receipt

and returning it to the Chief Pilot’s office. Each base shall have a nominated “librarian” to ensure that

library and aircraft copies are correctly amended, to sign and return the issue receipt to the Chief Pilot’s

Office.

Amendments and instructions of an urgent nature will be notified immediately to aircrew by means of Flying

Staff Instructions (FSI). Each new FSI will be displayed in an Operations room for 1 month from the date of

issue, in addition to being placed in Section 5 of the Operations manual on issue.

FSI will remain in force until they are either no longer valid or have been incorporated in the Operations

Manual.

Staff Responsibility

It is the responsibility of Aircrew and Operations Staff to remain familiar with the contents of the Operations

Manual, Civil Aviation Regulations and Orders. Nothing in this Manual shall absolve all staff from their

personal responsibility of having up to date knowledge of all statutory regulations affecting their duties.

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Role Equipment

1

INTRODUCTION

All Role Equipment is supplied with operating/care instructions. It is the responsibility of all operators to

make themselves aware of these instructions prior to using the equipment.

2

LIFE JACKETS

The following Life Jackets are approved for use in company aircraft

Switlik HV 35C

Switlik CWV-35C

Switlik HV-35C

Introduction

The Switlik Life Jacket is the Company standard Crew Life Jacket.

Description

The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system

in the front with adjusting straps fitted to the back.

The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind

the head and in front of the chest area. The two chambers sit one on top of the other.

Each chamber is fitted with a CO² cylinder and oral inflation tube. The front chamber is also fitted with a

whistle (left-hand side) and salt water activated light (right-hand side)

The jacket has two pockets located on the left and right hand side of the vest for stowage of survival

equipment. The content within the company standard Switlik HV-35C pockets is listed in the table below.

Left-hand Pocket

Right-hand Pocket

GEM MT410 406 Mhz PLB

Hand Held Mini Flares Mk8

Signalling Mirror

Pains-Wessex No. 1 MK4 Day/Night flare

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Role Equipment

Operation

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

If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation

tube. Blow directly into tube. The tube is fitted with a one-way valve.

WARNING:

NEVER INFLATE JACKET INSIDE AIRCRAFT

To deflate life jacket depress on one-way valve.

SURVIVAL AIDS

GME MT410 EPIRB

Description

The GME MT410 is a self-contained Personal Locating Beacon (PLB), and is the company standard PLB.

The MT410 has a continuous transmission time of 24 hours minimum. Activation is achieved by breaking

the security seal and raising the antenna to the vertical locking position. Only when the antenna has

engaged and locked into the vertical will the unit be active. If the seal is broken the PLB should be

replaced, as the useable life of the PLB cannot be ascertained. There is a test function on the rear of the

unit; by inserting the yellow key (attached to the lanyard) into the testing slot, then slide the key downwards

will produce a flashing white light and an audible beep indicating the PLB is functional. If the PLB passes

this test but the security seal is broken the PLB is to be replaced.

Operation

Fully erecting the antenna to the vertical locking position will activate the PLB. By doing so, the security

seal will be broken. To deactivate the unit, insert the yellow key into the antenna latch, allow the release of

the antenna to fold-back and simultaneously deactivating the unit

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Role Equipment

Signalling Mirror

The Signalling Mirror is simply a mirror, which uses the

principles of reflecting sunlight in a given direction. This survival

aid is very effective and can be seen by rescue craft from

considerable distances, in excess of 10 NM. Therefore, it

should be used in a random pattern reflecting light toward the

horizon.

Flares and Markers

The description, use and safety precautions for using the MINIFLARES, Day/Night Flares and Dye markers

is contained in part 2 sect 3 par. 16, Pyrotechnics and Marine Markers.

Switlik CWV-35C

Introduction

The Switlik Life Jacket is the Company standard Passenger Life Jacket.

Description

The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system

in the front with adjusting straps fitted to the back.

The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind

the head and in front of the chest area. The two chambers sit one on top of the other.

Each chamber is fitted with a CO² cylinder and oral inflation tube. The front chamber is also fitted with a

whistle (left-hand side) and salt water activated light (right-hand side)

Operation

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

If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation

tube. Blow directly into tube. The tube is fitted with a one-way valve.

WARNING:

NEVER INFLATE JACKET INSIDE AIRCRAFT

To deflate life jacket depress on one-way valve.

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Role Equipment

Attached to the life raft is a floating knife, self-deploying sea anchor, heaving line and internal and external

water activated lights. The knife, which is located at the main entrance and attached to the upper

buoyancy tube, is provided to cut the mooring line from the aircraft in an emergency. The sea anchor is

provided to reduce drift and aid in stabilization in high sea states. A survival pack is located inside the life

raft.

Operation

The life raft can be inflated via the retaining line after all line as been withdrawn and a sharp jerk is given,

or for quick release using the inflation ripcord handle. All other procedures are listed under the EAM T

series operation.

Immediate Inflation Ring

Inflation Lanyard

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Role Equipment

4

HARNESS

Introduction

SARQUIP International manufactures the rescue harness approved for use. The harness is designed for

aviation use in helicopter aircrew, rescue crew, camera and rappelling operations. When used in an

aircraft the rescue harness must be used in conjunction with a cabin wander lead that must be secured to

primary and secondary hard points by means of an interconnecting restraint. When used externally from

the aircraft the harness must be used in conjunction with an aviation approved winch release assembly

(Capewell).

Use

To fit the harness place shoulder straps over the shoulders. Pass one leg strap around each leg and

attach the V-Ring to the snap hook, pass the loose end through the elastic keeps provided. Adjust the leg

and shoulder straps for a comfortable fit.

Connect the waist and chest straps and adjust for firm fit. Secure all loose ends to Velcro pads provided.

Additional Equipment

Additional attachments to accompany the harness include a strobe light secured to the left hand shoulder

strap by a Velcro retainer, and a J-Knife to be secured to the waist strap.

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Role Equipment

Care

Under normal usage the harness has a ten-year total life from date of manufacture. If there is no label or

the date of manufacture is illegible the harness is to be considered unserviceable. The harness should be

returned to the manufacture each 12 months for inspection and re-certification. If the webbing, stitching or

fittings become damaged it should be repaired or replaced. The harness is to be examined for chaffing,

cuts, damaged fittings and worn stitching prior to using.

If the harness is exposed to a free fall of 0.6m it is to be returned to the manufacture for inspection and if it

is exposed to a free fall of 2.0m it must be retired from service.

The harness can be cleaned with cool water and a mild detergent followed by a rinse. Always rinse the

harness in fresh water after use in salt water

5

CAPEWELL WINCH RELEASE

Introduction

The Winch Release or Capewell comprises of two components and are not interchangeable with any other

assembly. The Winch release has been designed for aviation use with helicopter rescue crew and

rappelling operations and must not be used for any other purpose.

Use

The Quick Release is to be secured to both harness take up point D-rings with the snap hooks facing down

and towards the body. The Winch Release should be set up so as the release handle is located on the

users primary side i.e. if you are right handed then the release handle is on your right side. Connection to

the winch hook is via a steel Karabiner (provided). The gate of the Karabiner is to face the body of the

operator.

The Quick Release requires two separate movements to initiate release; both can be completed with one

hand. Lift the spring loaded release handle safety cover, which will then expose the cable type release

handle. Pull the cable type release handle and the system will release

NOTE:

The system will only release under load

CAUTION:

When activating the Quick Release under load, it is advisable to use your free hand to

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

Care

As for Harness

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Role Equipment

6

WANDER LEAD

Introduction

SARQUIP International manufactures the Wander Lead and Wander Lead Release assembly. Although

the Wander Lead and Wander Lead Release are two separate parts, each having separate identification

labels and serial numbers, for the purpose of these training notes, term “Wander Lead” means the

complete unit. The Wander Lead has been designed as a restraint for aviation use.

Use

The Wander Lead must only be secured to an aviation approved primary load bearing attachment point

(hard point) then subsequently to a secondary hard point within the aircraft cabin by means of aviation

approved Single Point Restraint.

The slim load bearing snap hook must be secured to the primary attachment point with safety pin in place,

and positioned so that there are no twists in the lead and with the Wander Lead release handle facing

outboard of the wearer.

The winged load bearing snap hook must be secured to one harness take up point D-ring. Depending on

which side of the aircraft you are working from will depend on which side of the harness you connect

to.however, always ensure your Wander Lead is connected to the inboard side of your harness when in

your working position.

CAUTION:

The winged load snap hook must connect to the harness D-Ring from the lower side (i.e.

the winged gate to face upwards when connected). You must also ensure that the winged

snap properly closes once connected to the harness.

The three-ring release incorporated within the Wander Lead is a double action system and will disconnect

under minimal load. To activate the release, peel over the red padded handle and then pull outward firmly.

There is a small ring fitted below the slimsnap hook for securing the wingedsnap hook when the Wander

Lead is not in use.

A Velcro tunnel and two elastic keepers are provided for securing communication leads.

An adjuster as been incorporated within the Wander Lead to ensure the correct length is available for each

situation. The Wander Lead must be checked for correct length every time the lead is used to prevent

movement outside the aircraft cabin.

An elastic keeper must be positioned directly behind the adjuster to reduce free play through the adjuster.

To adjust the length of the Wander Lead lift the yellow tab on the slide adjuster and pull the webbing

through the adjuster to the desired length. Excess webbing can be secured with elastic keepers provided.

CAUTION:

Failure to check length adjustment could result in injury from a free fall.

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8

RESCUE HOIST

Introduction

The Goodrich Hoist is a variable speed electric hoist mounted externally to the right hand side of the

aircraft on a motorised swing-arm. The hoist can be operated either by the cockpit’s cyclic control; or the

cabin’s control pendant operated by the Aircrewman.

Goodrich Hoist attached to EC145

Hoist Pendant

Description

The Goodrich Hoist has is fitted with 295 feet (90m) of useable cable. It has a maximum operating load of

600 lbs (272 kg).

The hoist has variable operating speeds to 250fpm utilising the winch control pendant and/or the pilot’s

cyclic control. Limit switches mounted on the hoist control operations at 100fpm between 1 - 10 feet reel-

out, where winching in is reduced to 50fpm. The final ‘foot’ is further reduced to 15fpm. Limit switches stop

the hoist when the cable is fully extended or retracted.

The hoist system includes a remotely operated cartridge actuated cable cutter. The cable cut switches are

wired in parallel and are located on the pilot’s collective and cabin hoist pendant. The cable cut circuit

breaker must be IN for the cable cut to be activated. The hoist is fitted with searchlight mounted in the hoist

boom.

The hoist power and hoist light switches are mounted on both sides of the forward cabin ceiling. The hoist

light switch is directly mounted above the cabin doors, where the hoist power switches are mounted rear of

the cabin ceiling doorway.

Hoist Light Switch

Hoist Power Switches

CAUTION:

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

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Role Equipment

Level Wind and

Limit Switch

Storage Drum Assembly

Installation

Main Drive

Motor

Automatic Brake

Assembly

Cable Cutter

Hook

Assembly

Control Pendant

The hoist can be operated up or down at

continuously variable speeds from rest to maximum

speeds.

Cockpit Control

The hoist is operated up or down at a fixed speed

of 100fpm. Cockpit control signals have overriding

authority over control pendants signals.

Winch Hook

The hoist is fitted with a swivel hook, connected to

the cable via a swagged ball and collets inside a

rubber buffet. The hook is fitted with a spring

loaded gate that must be opened by depressing the

two yellow lugs situated either side of the gate to

place or remove equipment from the hook.

The hook is also fitted with a hard-eye on the back

of the hook for placement of the Hi-line snap-hook.

CAUTION:

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

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

Dynamic Rollout

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9

STRETCHERS

MEDEVAC II Titanium Rescue Stretcher

Introduction

The MEDEVAC II is an approved optional emergency stretcher used by the Company.

The strength of the titanium frame and overall robust design affords the patient ample protection during

rescue operations. The capability to fold the MEDEVAC stretcher in half allows for easier stowage.

Description

The MEDEVAC stretcher is constructed of aerospace ATM Grade 9 titanium alloy tubing and components.

A smooth, corrosion-resistant plastic netting (with 12mm openings) is used to support and provide comfort

for the patient. Hand holds are situated on both sides for carriage over land.

The dimensions when assembled are:

Length

198cm 78 inches

Width

61cm

24 inches

Depth

50.5cm 10 inches

Weight

10kg

22 lbs

Load Capacity

272kg

600 lbs

Use of the MEDEVAC Titanium Stretcher

Preparation of patient

1. Deploy the stretcher to a suitable location near the

patient ensuring that the two halves are secured tightly

and correctly with no loose articles.

2. Once at the scene, assemble the stretcher ensuring that

the threaded couplers (2) are fully done up and secure.

Lay all patient restraints and lifting slings outside the

stretcher frame in readiness to accept the patient.

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

USE - DO NOT OVER TIGHTEN.

3. Place the patient into the stretcher ensuring that they are orientated correctly and positioned so

that the stretcher when lifted, will hang in a slightly feet down position.

CAUTION:

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

protection.

4. Place the two shoulder straps over the patient and secure them to the corresponding mate (colour

coded) located at the centre of the stretcher then tighten as necessary.

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

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

CAUTION:

Loose straps can flutter, creating a potential hazard to both the patient and RCM. All

excess straps must be secured by means of the elastic loop provided.

NOTE:

To assist in preventing the patient from sliding downward toward the foot end it is

acceptable to have the chest restraint strap routed under the patient’s upper arms between

the arms and chest (arm pit) on both sides and then secured accordingly.

NOTE:

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

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Role Equipment

6. With the patient properly secured, the head and foot end lifting slings are brought to the centre

point of the stretcher and secured by means of the “Snap Hook” and small “D” Ring.

NOTE:

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

10

TAG LINE

Stuff Bag Type

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

•

130 metres of 6mm high visibility reflective

cordage (not tied in) incorporating an

optional weak link assembly,

• Instruction guide,

• Third party ear & eye protection,

• Safety gloves, and

• Hook knife,

When preparing the tag line for use the connecting

snap hook is fed from the choked bag opening and

connected to the stretcher via a Ronstan Quick

Release. The quick release can be activated by the

RCM attending the stretcher or by the winch

operator at the aircraft door when necessary.

CAUTION: The RCM is to carry a Hook Knife as

a backup to the release system.

A weak link assembly is supplied as an option for those occasions where the surrounding

terrain/obstructions pose a potential snagging hazard. When required the weak link is utilised by

simply connecting the tag line to the stretcher quick release via the weak link snap hook.

Note: Notification to the aircraft crew of non-use of the weak link is mandatory.

The tag line bag can be managed in one of two ways; on the ground at the RCM’s feet or under

the TLA’s arm with the carry handle over the shoulder.

Tag line control when being payed out is achieved by the RCM applying appropriate friction with

the gloved hands. A slack tag line can be controlled by either; carefully retrieving the excess line

hand over hand back onto the surface immediately in front of the RCM, or by the RCM walking

backwards away from the target.

WARNING: AT NO TIME IS A LOOP OF LINE ALLOWED TO BE WRAPPED AROUND THE

TLA’S HAND IN ORDER TO GAIN MORE PURCHASE.

CAUTION: Use of heavy-duty leather gloves supplied is recommended as friction burns may

occur.

CAUTION: To safely achieve a foul free payout of line it is essential that the tag line has been

correctly flaked into the bag.

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

WAY

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Role Equipment

11

RESCUE STROP / HYPOTHERMIA STROP COMBINATION

Introduction

The Rescue Strop/Hypothermia Strop combination is used as a Rescue Strop for recovery of experienced

or pre-briefed personnel who are in a fit state to keep them in the strop. They can be specifically briefed

beforehand, or by a Rescue Crewman lowered to brief them prior to the winch.

When used for water rescues the Hypothermia strop is separated from the Rescue Strop valise and is used

for recovery of personnel who are suspected of suffering from hypothermia. The device is designed to

maintain the survivor in a sitting position(with the red hypothermic strop positioned under the knees) across

the front of the RCM whilst being winched to the aircraft.

Description

The Rescue Strop/Hypothermia Strop Combination is a horse collar shaped device, which is connected to

the winch hook by means of a ‘D’ ring. A snap hook at the free end of the strop connects to small ‘D’ ring

below the winch attachment point which then gives the strop its horse collar shape.

CAUTION:

The strop also incorporates a chest strap and must be in fitted during land winch

operations

12

HI-LINE

A Hi-Line procedure is used when conducting either over water or over land rescue winch

recoveries when normal winching would be hazardous.

a When the winching area is confined or obstructed in such a way that there is a risk of the

winch cable snagging or the RCM/MA striking obstructions.

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

the hover.

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

During night Hi-line transfers, the shot bag shall be illuminated with high intensity artificial

light sticks (Cyalume).

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

entered the raft that the hi-line shot bag and all excess rope be lowered down in between

the raft chamber and the outer boarding rope. This will ensure that all excess rope will be

out of harms way during the transfer process.

NOTE:

It may be advisable to attach an additional shot bag for this procedure to assist in

the sink rate of the excess line.

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Role Equipment

e.

When conducting a stretcher lift recovery from a vessel utilising the Hi Line procedure it

may be necessary to route the Hi Line through the Tag Line quick release Ronstan. his

particular configuration ensures the stretcher remains under the positive control of the

TLA and that the weak link functionality is maintained during the winch in process.

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

the Hi Line hand hold is on the outboard side.

When recovering the RCM last from the scene, the hi-line can either be recovered with him or

discarded, which ever is deemed as the safest option by the crew.

Description

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

components of the equipment are:

a.

Canvas or nylon pack cover.

b.

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

c.

The cord has a shot bag on one end (the "down" end) and a soft eye with snap hook on

the other and (aircraft end). The snap hook is attached to a 136 kg (300 lb) cord loop

which acts as a weak link. The cord loop is attached to the aircraft winch hook.

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

line to the aircraft floor.

Hi - Line Kit

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Role Equipment

13

QUICK SPLICE PLATE

Introduction

The Emergency Quick Splice Plate (QSP) assembly is designed to be used in place of the normal rescue

hoist hook in the event that the normal hook has been cut away or damaged.

Description

The QSP assembly is manufactured from anodized aluminium alloy 75mm x 195mm x 12mm. It has a

90mm diameter bumper disc at one end and a rotating swivel at the other. Fitted to the swivel is a DMM

C840 Karabiner for the attachment of rescue equipment and personnel. The bumper disc has a spring clip

fitted which locks the cable in place once it has been routed through the numbered slots.

The QSP has five (5) 9mm wide slots cut into it, which are bevelled in the direction in which the winch

cable is to be routed. These slots are numbered 1 to 5 and have arrows marking the layering direction to

assist in the cable feeding sequence. The No. 5 slot has a spring clip which locks the cable within the slot

preventing it from slipping out.

WARNING:

THE EMERGENCY QUICK SPLICE PLATE AS DETAILED ABOVE IS DESIGNED FOR

USE WITH 3/16" RESCUE WINCH CABLE ONLY.

CAUTION:

Once used the QSP is to be inspected and certified ‘Serviceable’ by an appropriate person

prior to further use.

Quick Splice Plate - Free Bitter End

Fitment

The tail of the rescue winch cable is fed on to the QSP by first laying it along the “CABLE BITTER END”

slot leaving at least 3” (80mm) of overhang. It is then a process of routing the cable through the numbered

slots following the arrows and keeping in the correct numbered sequence. It is important to keep the cable

as tight as possible during this process avoiding any large loops.

When feeding the cable onto the No. 5 slot, ensure that the spring clip locks the cable within the slot. Once

securely locked into the No. 5 slot the cable is then locked into the central position of the bumper disc by

passing it through the spring lock on the bumper assembly.

The free end (Bitter end) of the cable is then fed through and locked into the No.5 slot by passing it over

the cable loop running between the No.5 and No.4 slots. It is then to be locked into the central position of

the bumper disc by passing it through the spring lock on the bumper assembly. This then assures positive

cable lock off regardless of loading.

With the rescue winch cable correctly fed through all of the numbered slots, and in the correct sequence as

detailed above, the QSP is now ready for use.

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Role Equipment

Correctly Threaded Quick Splice Plate

CAUTION:

The QSP maximum allowable load is 600lbs (272kgs)

CAUTION:

Gloves must be worn when handling rescue winch cable.

WARNING:

IT MUST BE NOTED THAT THE RESCUE WINCH LIMIT RETARD SWITCHES MAY BE

INOPERATIVE FOLLOWING THE CUTTING OF THE CABLE AS THE OVERALL

LENGTH HAS BEEN ALTERED.

14

HAND HELD SEARCH LIGHT

The crewman for night searches uses the Hand Held Search Light over land/water and to assist in the

illumination of the tail area of the aircraft and surrounds during night confined area/winch operations

Description

The unit is a hand held search light with a 14 cm diameter lens with adjustable focus control. It is powered

by 14 volts DC and can be connected to an appropriate outlet within the aircraft cabin by means of a

flexible lead. A momentary trigger switch located at the top of the handgrip activates the light. A nylon

cord-retaining lanyard is secured to the top of the handgrip and is to be worn around the operator’s wrist for

security during use. Concealed within the handgrip is a spare bulb.

Hand Held Search Light

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Role Equipment

Use

Once connected to the 14 VDC outlet, depressing the momentary trigger switch activates the light. The

light illuminates immediately.

CAUTION:

A clearance to illuminate the light must be given by the aircraft captain prior to activation.

CAUTION:

The operator is to ensure that the light is pointing outside the aircraft and that the retaining

lanyard is fitted to his wrist prior to use.

Once the light has been illuminated the crewman controls the beam by pointing the light in the desired

direction. The beam width can be adjusted from a pencil beam to a wide beam by rotating the outer lens

housing in the appropriate direction. The recommended search height when using the light is not greater

than 500 ft AGL.

CAUTION:

The lens cover may be hot after use and therefore care should be taken when handling the

light during stowage or if setting down on a soft surface.

CAUTION:

When using the light the operator is to ensure that the unit is not placed out into the airflow

above 40 kts IAS.

15

PYROTECHNICS

There are many and various types of pyrotechnics in use by both civil and military organizations. All are

designed to attract the attention of rescue agencies by means of being highly visible whether from a hand

held position, surface deployment or deployment at height.

All pyrotechnics have one thing in common and that is a chemical reaction of some kind is required to

activate the device. Because of this chemical reaction and the subsequent flame, flare or smoke extreme

care should be taken when using them.

Operators should read the instructions on the device carefully before activation and dispose of the device

correctly after use.

a.

Lifesmoke MK 3

The Mk3 Orange smoke produces a dense

bright orange smoke for three (3) minutes and

is suitable for daylight use only. They are

used to initially mark targets and as a drop

timing reference marker.

Method of Activation

1

Remove plastic lid

2

Tear off foil cover

3

Pull cord firmly

4

Plastic claws separate and release striker

5

Throw marker down and out of aircraft

CAUTION :

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

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

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Role Equipment

b.

Signal Distress Day/Night Mk4

These hand held devices have a day and night signalling capability depending on which end is activated.

The flare end, which is identified by a ribbed section on the device, has a bright red flare where as the

smoke end emits thick orange smoke. The red flare burns for 20 seconds at 10,000 candela and the

smoke burns for minimum of 18 seconds. Where possible gloves should be worn, as it does get hot.

When only one end of the distress signal is used, it should be doused in water to allow stowage for further

use of the remaining signal.

c.

Mini flare Mk8

The lightweight, Pains Wessex compact distress signals pack contains 3 red aerial flare cartridges and a

penjector firing mechanism, all enclosed in a tough, water-resistant case. The penjector is fitted with a

stainless-steel spring and striker pin. It features a slot for easy loading and unloading of the flare

cartridges. These are stored inside the casing on an elastic lanyard to avoid them being lost when the base

cap is unscrewed. Each cartridge projects its payload to a height of over 45 meters, burns for up to 5

seconds at a minimum of 10,000 candela and is visible for at least 5 miles in daylight increasing to 10 miles

at night, depending on weather conditions

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Role Equipment

d.

Marker Location Marine - MK25 (white smoke marker)

The Marker Location Marine Mk25 (commonly referred to as the white smoke marker) is designed to mark

a position at sea, either by day or night and to provide a visual indication of the surface wind. At one end of

the white smoke case is a heavy aluminium base containing a salt water-activated battery, which is

protected from the water, by two base plugs fitted into holes on opposite sides of the base assembly. The

plugs are held in position by an arming plate on the base marked safe and armed. The rest of the cylinder

contains the pyrotechnic mixture, an electronic ignition device and a venting chimney.

The venting chimney remains sealed until a build-up of gas forces the sealing device out after ignition has

taken place.

The marker emits a 30 centimetre (cm) yellow flame and white smoke. It burns for approximately 15 plus

or minus 3 minutes.

Whilst the markers are designed to be used in salt water, it will function satisfactorily in solutions of

approximately half the normal salinity.

The Mk25 will not function in fresh water.

The pyrotechnic candle contains approximately 0.9 kilogram (kg) of red phosphorus, manganese dioxide

and magnesium powder mixture and a starter mix. The starter mix consists of 26.5 grams of lead peroxide,

powdered silicon and cupric oxide activated by an electrical squib, which imitated by the salt-water battery.

CAUTION:

The accumulated gas emitted from the MK25 is both toxic and flammable.

A scuttling pellet consisting of 43 grams of magnesium and barium nitrate is fitted below the pyrotechnic

candle.

WARNING:

IGNITION OF THE SCUTTLING PELLET IS OFTEN ACCOMPANIED BY A VIOLENT

DISRUPTION OF THE MARKER, WHICH MAY THROW MOLTEN ALUMINIUM,

ALUMINIUM FRAGMENTS AND BURNING PHOSPHORUS UP TO 10 METRES.

THEREFORE, HELICOPTERS ARE TO ENSURE THAT THE MARKER REMAINS AT

LEAST 10 METRES OUTSIDE THE ROTOR DISC.

For safety, armed Mk25's are not to be brought back and returned to the SAR store - they are to be

dispatched prior to return, whether actually required or not. Therefore, they are not to be armed until they

are needed.

WARNING:

KEEP THE MARKER AWAY FROM WATER ONCE THE PLUGS HAVE BEEN PUSHED

IN, AS IT ACTIVATES WITHIN 10 TO 20 SECONDS OF WATER ENTERING THE

CAVITY, EMITTING FLAME, TOXIC SMOKE AND GASES.

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16

EQUIPMENT STRAP

Introduction

The Equipment strap enables the RCM to carry equipment on the winch hook with him in such a manner

that it hangs low and controlled between his legs. This technique enables the RCM to use both hands while

fending off the aircraft extremities and other obstructions during the winching process.

Description

The equipment strap is an 80cm length of nylon webbing with a captive eye karabiner at each end. One

karabiner is used for attaching the strap to the winch hook and the other being for the securing of

equipment.

Use of the Equipment Strap

The equipment to be carried is connected to the equipment strap by one of the karabiners and then

checked for security. When ready the RCM connects the strap and himself to the winch hook. Once at the

scene and ready to winch the RCM exits the aircraft as per normal operations.

With the RCM balanced and stable at the aircraft door, the winch operator passes the equipment to be

carried out of the aircraft and down between the RCMs legs. A standard winch delivery is then completed

with the RCM taking particular care when guiding the equipment and himself down past the aircraft

extremities.

Retrieval to the aircraft is accomplished as per a standard rescue winch recovery with the equipment to be

carried connected securely to the strap and hanging between the RCMs legs. Once the RCM is at the

aircraft door and stable, the winch operator recovers the equipment into the aircraft from between the

RCMs legs. As the equipment is brought into the aircraft the RCM follows in behind it. The RCM then

secures the equipment and himself before getting a clearance to disconnect from the winch hook.

Equipment Strap

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Role Equipment

17

MULTI PURPOSE WINCH BAG

The Multi Purpose winch bag is designed to winch items or equipment to or from the scene if they are not

rated or approved to connect directly to the winch hook. The bag is constructed from Herculite (heavy-duty

weatherproof material) with a Velcro opening flap. The rated webbing stitched around the bag create two

loop ends, which connect to the winch hook.

18

WEIGHTED MESSAGE BAG

The weighted message bag allows the Aircrewman to establish written communications with crews or

survivors at scene. The Herculite constructed bag allows for a dive slate & pencil, which provides written

communications or instruction between the relevant parties. The webbing loop can either be connected to

the winch hook directly; or connected to the winch hook hard-eye via karabiner.

19

WEIGHTED WINCH BAG (SHOT BAG)

The weighted winch bag can either connect directly to the winch, or be attached to the hard-eye via a

karabiner. The weight bag assists the winch operator to effectively lower the hook directly to the scene,

and overcome the downwash that forced upon the hook by the use of the bag’s weight. The bag is to

remain attached to the winch hook unless instructed to remove by the winch operator.

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21

SURVIVAL PACK

Within Australia, Civil Aviation Orders deem certain locations ‘Remote Areas’, where the aircraft shall carry

survival equipment for sustaining life appropriate to the area being over flown. The CAO’s do not stipulate

mandatory items however, Sarquip produce a suitable survival pack that accommodates our operational

range. The following items are found in the company standard survival pack.

• Water 4 x 500ml (Rationed in 50ml satchels)

• Emergency Thermal Blanket

• Cyalume Sticks

• Water Collection Bag

•

9 x Ration Food Bars

• Survival Manual

•

Glucose Tablets

• Mosquito / Insect Repellent

•

Sunscreen

• Heavy-Duty Plastic Sheet

•

Lip Sunscreen (Blistex)

• Bushcraft Knife

•

Waterproof Matches

• Cap

•

Pen-Flares

• Waterproof Jacket

•

Water Purification Tablets

• Waterproof Pants

•

Mosquito Net

• Bivvy Bag

•

Heavy-Duty Cord

• Sleeping Bag

•

Compass

• Back Pack

•

Hand-Generator Torch

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