Air Beat Magazine - Journal of the
Airborne Law Enforcement Association
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Crew Dynamics in Flight
By Subhash "Bosh" Wagh
Air First Consulting, Inc.
We as humans are the most flexible, adaptable, and
capable pieces of equipment on any flight deck. Unfortunately, we are also
the most prone to failure when we do not operate within our capabilities or
recognize our limitations.
New technologies are constantly being developed that enhance the reliability
and safety in aircraft today. Unfortunately, while aviation safety has made
tremendous gains as a result of these technologies, it is the human factor
that is still responsible for a vast majority of accidents.
Law enforcement aviation is a complex, dynamic and
high-risk occupation, and as such, we have to continually work to maintain
our margins of safety. Crews often face human factors issues that are
specific to the law enforcement aviation environment. Air-to-ground
coordination, ground threats, and crew dynamics are topics that are not
commonly dealt with in general or commercial aviation. At the same time,
crews are still subject to the human limitations that all aviators deal with
such as stress and fatigue, situational awareness and effective
communication.
Human factors, as an area of study, deals with the
capabilities and limitations humans have when interacting with any given
system. One of the best methods we have for maintaining our margin of safety
is to be aware of our own personal capabilities and limitations. As such,
let’s look at a few of the issues that air crews may face on any given day.
Effective Communication
The aviation environment, as a whole, does not lend itself to effective
communication. Studies have suggested that approximately 55 percent of our
communication is done through body language. Unfortunately, strapped into a
flightdeck, wearing a helmet and glasses, we lose a significant amount of
our ability to communicate through body language. Our verbal communication
is hampered by the high noise level associated with flight operations.
Additionally, we are communicating over two, sometimes three, different
radios, translating between aviation and law enforcement languages, all
while trying to communicate with our fellow crewmember(s).
To counter the high probability of miscommunication, we
have to insure that our message is received and understood. We can do this
by continually questioning anything we are unsure about. Avoid using
non-standard phraseology and slang terms. Repeating information is another
technique to insure the message is heard. Brief with your crew before you
ever leave the ground; this can clear up any issues before they become
misunderstandings. Always receive a response to your communication, do not
assume the other person has heard or understood your message.
Stress Factors
Would you fly an aircraft that had stress cracks in the airframe? Of course
not! So why do we fly when our personal stress levels make us unsafe? While
a little bit of stress can be a good thing, when overdone, it can cause us
problems both physically and/or mentally. Physically, long term stress can
cause, or contribute to, high blood pressure, digestive tract problems,
cardiovascular problems and reduce our immunity to illness. Stress has been
known to cause a host of psychological issues such as short temper, slowed
responses, despair, depression, mood swings and other anti-social or
self-destructive behaviors.
Use whatever works for you to reduce your stress level. A
word of warning, alcohol is a dangerous method for reducing stress; it leads
to too many other issues. While exercise is the number one way of reducing
stress, different things work for different people. Additionally, if you
experience a life event that creates an overwhelming amount of stress, seek
help. The death of a loved one, a divorce, or in any life event where you
are unable to reduce your feelings of stress, seek professional assistance.
You can only handle so much in your life. Should you come to work stressed
out, a minor event may become major.
Flying Fatigued?
Fatigue is becoming recognized as one of the greatest human factors
limitations. There are many studies, from NASA and the NTSB in particular,
that illustrate the need for rest. Typically, we require at least eight
hours of sleep a day. Unfortunately, the world of law enforcement aviation
is based on a 24/7 schedule. Differential shifts, rotating days off, court
appearances, off-duty gigs and your personal life are all competing for a
limited number of hours in any given day. All too often, we fit everything
in by reducing our hours of rest.
A few of the effects that fatigue has been known to cause
are: despair, depressed immune system, short temper, unusual mistakes,
apathy, poor decision making, mental depression, slowed response time and
anti-social behavior.
Sound familiar? Have you ever been so tired that you
noticed some of these effects? Have you ever flown fatigued? Fatigue is
insidious in that by the time you realize that you are tired, you are
already subject to fatigue’s effects.
You cannot "gut it out" when you are tired. How many of
us have worked traffic accidents where the driver had fallen asleep at the
wheel? As pilots, we are no different. Flight crews have been observed
falling asleep at the controls on short final! Your body will get the rest
it needs with or without your consent. The only way to fight fatigue is to
get enough rest. Give yourself the rest you need so that you can stay safe.
Situational Awareness
As a rookie patrolman, I received an invaluable lesson on situational
awareness. My training officer had me stop our car and asked me what I would
do if he were suddenly shot. Among other things, I told him that I would
immediately call for backup and a medical response. He asked to what
location I would have everyone respond.
"Well right here", I said.
"And where is that?"
"Uhhmm, about two blocks south of 12th."
"Are you sure?"
"Uhh…..No….."
"Why don’t you get out of the car, walk down to the corner and read that
street sign. When you find out where we are, come back and let me know."
I will never forget that lesson. It was on the midnight
shift pouring down rain, and freezing cold. I had not kept up with my
situational awareness, my understanding of where I was and what was going on
around me.
As aviators, a lack of situational awareness will get us
killed. Maintaining our situational awareness is easier said than done. Any
distraction, or lack of attention, degrades our awareness of what we are
doing and what is going on around us. Continually question what is happening
around you, monitor the instruments, the weather, emergency landing
locations, your crew, everything. Aviation is unforgiving; we cannot afford
to lose situational awareness in such an environment. We no longer have the
ability to simply walk to the corner and find out where we are.
Law Enforcement Issues
So far, we have discussed issues that could be applicable to all aviators.
Now we will look at some human factors related issues that are specific to
law enforcement air crews.\
Coordinating with ground personnel is an everyday event
for airborne law enforcement crews. The observer is trying to coordinate
with a pilot and ground personnel, the pilot is communicating with ATC,
other traffic or the observer, and the ground personnel are coordinating
with other agencies or other ground personnel. This area of operation is
challenging in the best of times and downright dangerous when things are not
going well.
Keep it simple. Have a set schedule of priorities when
dealing with ground units. Fly the aircraft first. Crew communication comes
next, then ATC, then the ground units. Aviate then communicate.
Utilize compass directions when dealing with vehicles and
left, right, front, back when dealing with units on foot. Even then there
can be confusion. How many times have you had to say, "No, your other left"?
When you are flying too low your noise signature is so loud that the ground
units on foot cannot hear their radios. And don't forget that your lights
can be blinding to the bad guys… and to the good guys.
You may find that many officers do not know what you are
capable of doing from the air. Thanks to Hollywood, they may think that you
can hover over a building on a 110-degree day with the entire SWAT team on
board and pick up a stranded team of weightlifters. One of the best methods
for preventing misunderstandings is to brief ground personnel on what to
expect from you and what you expect from them. Try to keep everyone on the
same page before you arrive on scene.
Ground Threats
I know that it may seem unusual to consider ground threats a human factors
concern. However, many of the missions that law enforcement crews fly are at
low altitude or in close proximity to ground based hazards.
Low altitude flight proficiency is a skill that is
acquired through training and experience. It would not be in the best
interest of flight safety to have a new, inexperienced pilot flying low
altitude missions. The risks are too high. Training for low altitude
operations helps to keep the margin of safety within acceptable limits.
Learn where obstacles are in relation to your area of operations. Review
publications for new aviation obstacles. Set a minimum altitude for a given
location and/or environmental condition. Provide yourself with a
"reactionary gap" from the hazards associated with low flight.
As your experience and the experience of your crew grows,
reassess your limitations within the expectations of the mission. Your human
capabilities determine how well you operate within this environment.
It is your human limitations that will also affect how
well you fly in relation to ground threats. Your reaction time in relation
to a threat is reduced simply because you are closer to the threat.
Additionally, you have to deal with other factors, such as low light
conditions, NVG operations (a subject unto itself), environmental conditions
(i.e. smoke or haze) and all of the other issues that we have looked at thus
far in this article. Your limitations become magnified as you get closer to
the ground.
Crew Dynamics & Discipline
Have you ever flown with someone that you could not stand? Where the only
thing you thought about was finishing the flight and getting away from this
person? How you interact with your crewmembers and how they interact with
you is a critical aspect of safe flight operations.
There are many issues that involve crew dynamics, such as
personalities, life experience, professional background, seniority, TFO or
pilot, civilian or sworn personnel, etc. Crew dynamics focuses on our
differences, and our similarities, while operating in the flight
environment.
Unfortunately, there is no easy answer when dealing with
crew issues. However, there are two tactics that can help to reduce the
potential for crew conflicts: briefings and flight discipline.
Pre-flight briefings help to reduce confusion between
crewmembers and answer questions before leaving the ground. Post-flight
briefings are used to address issues that, with hindsight, help to improve
the safety of future flights. Briefings are an opportunity for all
crewmembers to bring attention to issues before they become a safety risk.
Additionally, they can be used to prevent the repetition of poor decisions
or address crew issues.
Flight discipline, as it relates to crew dynamics, is
focusing on communication issues that are pertinent to the safety of flight.
An example is keeping the flight deck "sterile," where only those issues
that are relevant to flight operations are discussed. A low orbit at night
in a wire environment is not the time to discuss department politics or the
purchase of a new boat.
Discipline involves putting our personal differences
aside and focusing on ourselves as professionals. You do not have to like
the person you fly with; however, you do have to maintain the level of
safety and professionalism our occupation demands. When issues arise or
there is conflict within your crew, keep a disciplined approach to
maintaining your professionalism and the safety of flight.
(Back to top)
R.A.V.E.N. is Always Watching
By Gregg Lubbe, Lt. Commander
Aviation Operations Regional Aviation Enforcement (RAVEN)
The Washoe County Sheriff’s Office Regional Aviation
Enforcement Unit tackles the primary missions of responding to calls on
crimes in progress, initiating search and rescue missions, performing
counter-drug surveillance and attending to other emergencies such as fire
and flood.
The job doesn’t end in the skies for Washoe officers,
though. RAVEN’s operations also require that the officers bring special
talents to the table in order to reduce costs; they must be able to
multitask. Because we have officers who are trained to maintain airplanes,
fly and train others to fly, we have reduced employee costs for training
pilots and maintenance personnel by tens of thousands of dollars.
This year, RAVEN will take on the secondary mission of
hosting the Airborne Law Enforcement Association’s 35th Annual Conference.
But it has taken some time for us to become so adept at juggling multiple
balls at once.
In 1996, the Sheriff’s Office began to explore options
for dealing with the increasing number of high-speed pursuits, lost children
and criminal surveillance. We also evaluated the number of violent crimes
involving guns, violent gang crimes and search and rescue missions. The
unique needs of the Lake Tahoe region were also factored, with its numerous
hiking, mountain biking and boating accidents. All of this, coupled with
increases in highway construction, traffic problems, fire damage to Lake
Tahoe residences, the need for Homeland Defense and several other elements,
contributed to a slowing of law enforcement’s ability to respond in time to
apprehend suspects during criminal acts.
Response time, though, wasn’t the only problem. We also
recognized that performing our mission was becoming increasingly expensive.
Washoe County is very large, consisting of nearly 6,700
square miles, along with the mountainous terrain surrounding Lake Tahoe and
other rural areas. Search and rescue operations in a county as large as
Washoe County are prohibitively expensive in addition to being time
consuming using ground vehicles.
We thus found that we were expending a significant amount
of money and manpower in an inefficient manner. Most high-speed pursuits
were resulting in damaged vehicles and injuries. Most searches were taking
days for ground units to complete, while using large numbers of personnel to
search remote areas around Lake Tahoe and in the high desert.
The tactics necessary to follow hardcore criminals
without being seen during their criminal acts, especially in heavy traffic
or mountainous terrain, were all being negatively affected. The amount of
overtime alone justified finding an alternative method for performing our
necessary tasks.
The solution to the problem was, it seemed, to start an
aviation program within the office. However, it was at first difficult to
justify the amount of start-up spending required to build an aviation unit.
After all, the costs of performing our mission on the ground were exactly
what made the aviation unit necessary.
So in 1996, former Sheriff Richard Kirkland directed a
project that would start up an aviation unit without spending large amounts
of money. He directed the creation of RAVEN, a unique program that would be
advanced almost entirely by obtaining inexpensive military surplus
helicopters.
The unit would benefit from the Department of Defense
Authorization Act of 1994, which Congress passed to allow the United States
military to sell unneeded vehicles, spare aircraft engines, helicopter rotor
blades and hundreds of other essential aviation-related parts to law
enforcement agencies.
RAVEN Unit assets include one seized (obtained for free)
fixed wing aircraft, three surplus (donated) rotor wing aircraft and over $3
million in excess federal property. All were obtained by the Washoe County
Sheriff's Office Military Liaison Section from the Federal Government’s
surplus property program.
The RAVEN program flourished rapidly during a six-month
trial period. The Washoe County Board of County Commissioners overwhelmingly
approved the continuance of the program a year later. Deputy Sheriffs from
Washoe County and Police Officers from Reno P.D. were then assigned to
RAVEN, making it a regional/consolidated unit.
The RAVEN Unit operated solely on monies from asset
forfeiture accounts and from citizen cash donations for the first four years
of its existence. In July of 2000, Washoe County’s current Sheriff, Dennis
Balaam, was successful in securing an actual budget for RAVEN. The program
received the full backing of the citizens of the County and the Washoe
County Board of County Commissioners.
The Washoe County Sheriff’s Office RAVEN Unit has become
an essential element of law enforcement, search and rescue and fire support
throughout the entire Northern Nevada and Eastern California region.
RAVEN routinely assists the Reno and Sparks Police
Departments, the Nevada Highway Patrol and the local offices of the FBI, DEA,
FAA and Secret Service, along with counties all around Lake Tahoe, which
include the California Highway Patrol and the Coast Guard Station at Lake
Tahoe.
The Unit encompasses a multitude of aviation functions
and is responsible for assisting numerous departmental divisions such as:
Washoe County Search and Rescue, the Patrol Division (Reno, Lake Tahoe, and
Gerlach), SWAT and the Detective Division. RAVEN also works closely with the
Special Enforcement Teams (SET) of the Reno Police Department and the area’s
Consolidated Bomb and Gangs units.
The RAVEN Unit averages well over 300 helicopter missions
per year. In 1997, it was combined with the Consolidated Extradition Unit to
form the "Aviation Operations Unit."
Aviation Operations is composed of the following
subsections:
1. The Washoe County Consolidated Extradition Unit (CEU), utilizing one
seized fixed wing aircraft, a 1978 Cessna T-210.
2. The Washoe County Regional Aviation Enforcement Unit (RAVEN), utilizing
three military helicopters secured from the 1033 program: two OH-58s and one
HH-1H.
3. The Military Liaison Section, whose function is to procure free surplus
property and new equipment, via the Department of Defense Authorization Act,
from the military at a greatly reduced price for use within all divisions of
the Washoe County Sheriff’s Office and community.
These highly technical organizations fall under the Command of the Patrol
Division Commander of the Washoe County Sheriff's Office, Marshall Emerson.
It is the duty of the Lt. Commander to supervise the Aviation Operations
Unit and its subsections. The current Lt. Commander—who just happens to be
the author of this article—is an FAA Certified Flight Instructor (CFI), a
23-year veteran of the Washoe County Sheriff's Office and has 25 years of
commercial, corporate and military fixed wing aviation experience (civilian)
and 20 years of military rotary wing flight experience.
In addition to duties as the Incline Village (Lake Tahoe)
Substation Commander, the Lt. Commander supervises six full-time aviation
personnel, 25 part-time military and civilian pilots, Deputy/Officer
Tactical Flight Observers (TFO) and aircraft mechanics. Most of these
individuals are Washoe County Deputy Sheriffs or Reno Police Officers.
But the presiding Lt. Commander isn’t the only member of
the Unit that is asked to take on several different jobs. In fact, in order
to maintain a balanced budget, all Unit personnel are now required to
multitask. Most pilots are dual rated in both helicopters and airplanes, or
are A&Ps. Unit aviators serve as Certified Flight Instructors as well. All
Unit helicopter pilots are military trained and in most cases still fly with
the National Guard. The Unit transports all fugitives for the cities of Reno
and Sparks, as well as for Washoe County. Last year, the Unit moved more
than 400 fugitives in and out of the state. This collaboration has shaved
over $500,000 from the extraditions budget annually.
Additionally, our pilots and maintenance personnel are
part-time members of the Nevada Army and Air National Guard and are
continuously trained there at no cost to Washoe County.
Currently, the OH-58s are flown on patrol on a regular
basis, and the HH-1H Huey is flown for search and rescue, as well as
tactical mission support.
The OH-58s have a FLIR 8000/Laserdyne monitor with video
record capability, a SX-16 Nightsun, a CAD/ Dispatch computer and NVG
modifications throughout. The flight crews have AN/AVS-9 night vision
goggles for use in flight.
The equipment used by Aviation Operations and their
modifications have been implemented over time, and the most recent
improvements have been accomplished largely with Homeland Defense grants.
The latest avionics and radio modifications were installed and completed by
Paravion Technology in Fort Collins, CO. The Huey has a high-speed electric
rescue hoist for SAR operations. All three aircraft have mounts for the FLIR
and Nightsun, allowing the use of one set of equipment on any of the
helicopters.
As is clearly demonstrated by this unit's performance
over the past nine years, if we did not have the helicopters, we would have
incurred a significant additional expense, to say nothing of the lives that
could have been lost.
On behalf of the citizens of Washoe Co. and the Sheriff's
office, we look forward to seeing you all at this year’s ALEA Conference.
Reno boasts a playground more diverse than most major cities; a place where
tourists travel from all around the world to water ski, snow ski and play
PGA level golf, often in the very same day.
Welcome to Reno, where even the city has learned to
multitask.
(Back to top)
Responsibilities of the Aviation Safety Officer
By Jay Fuller
ALEA Safety Staff
All law enforcement aviation units, regardless of size,
require a bona fide safety officer. Even a three-member flight department
can have an effective safety program with a good safety officer.
The aviation safety officer (ASO) is the heart of a unit’s safety program.
The effectiveness of a safety program rests largely on the energy, effort
and initiative of the ASO. It is a staff position, which means the
individual(s) assigned have no line authority outside of the safety
function. He or she is selected by and reports directly to the unit chief,
and in this regard derives authority from the unit chief. I have seen
instances where the ASO has been placed under operations, but this is a
mistake, since the safety position is one of oversight and typically plays
devil’s advocate to operations.
Ideally, the ASO should have:
-
Line experience – You can’t effectively evaluate a system
unless you’ve been there.
-
Credibility within the organization – The ASO is often in
the unfortunate position of having to tell people (supervisors or rank and
file) things they don’t want to hear. Without credibility, the audience is
significantly reduced.
-
Good people skills – This follows from the above.
-
A serious interest in aviation safety – Those who do any
job the best are believers in the task.
-
An interest in administrative program work – A
significant amount of the safety job is simply administration, operating and
documenting a program.
-
Dedication to the organization – Just like the Chief, the
ASO should have a vision and genuine concern for the aviation unit.
The ASO does not have to be a pilot. Tactical flight
officers, paramedics or unit-assigned observers are very reasonable
candidates. In the medium to large units (five members or more), a hierarchy
with defined positions will typically exist and there should be no problem
incorporating the ASO staff position. In the small unit, assigning staff
positions is more problematic, but in units of this size, all members
typically have some unit responsibility and are relied on more heavily. A
three-person unit will typically have individuals pulling solo shifts, and
the relationship between members will be more like partners than a strict
supervisor - subordinate connection. This enables one individual to stand
back and maintain the objective viewpoint of an ASO.
The ASO is not the unit chief or in charge of training or
in charge of maintenance. Since safety is a job of providing internal unit
oversight, it is not compatible with line supervisory responsibility
(outside of the safety function, see below). At the other extreme, in large
law enforcement aviation units, it may be feasible to have a standalone
position. This is not healthy either. An important part of safety is
participating in, knowing and understanding the day-to-day work, so the ASO
should have some line responsibilities and not be limited solely to staff
duties. Being a line crewmember is necessary, being a crew instructor is
appropriate, but being a line supervisor is neither.
Although he or she may want to accept input from other
supervisors within the organization (including supervisors outside the
aviation unit), it’s important that the unit chief make the final ASO
selection alone. The ASO is dependant on the unit chief for authority, and
the unit chief is dependent on the ASO to provide much of the internal unit
oversight. The latter means that on occasion a safety officer will be
telling the unit chief things he or she doesn’t want to hear. Consequently,
there must be complete confidence and trust within the relationship. Once
selected, the ASO and unit chief should agree on an initial duty set and
reasonable job objectives. In some situations, a reduced operational
workload for the ASO should be considered to make time for increased
administrative responsibilities.
After selection, the ASO must be appointed in a very
public way. The unit chief should make a formal announcement at a unit staff
meeting, specifying some of the duties and affirming that the safety
position has the full support of his or her office. The chief should back
this up with a memo outlining the same information for individuals not
present, for outlying stations, if any, and for future reference. This same
memo should be up-channeled by the unit chief to higher agency headquarters
for distribution to both command and staff personnel. If the aviation unit
facility has a personnel directory board listing the unit chief and other
supervisors, the ASO should be added to this grouping. Due to increased
administrative responsibilities and for additional visual emphasis on the
position, the ASO should be given an enhanced work area. This may mean a new
office or simply a new desk with a dedicated filing cabinet. The ASO may
also need a computer with appropriate software and Internet capability.
Most medium to large organizations can justify appointing
an assistant ASO. This individual can be selected by the ASO with approval
of the unit chief. An assistant position insures coverage of the safety
function at all times and provides continuity when the primary ASO retires,
or is reassigned. Large, multi-station units may need to assign safety
responsibilities to individuals at each location. The ASO becomes a manager
in his own right, supervising the activities of a staff.
Under most circumstances, safety is a three-to-five year
job. During this timeframe, most people start losing the energy and
motivation it takes to maintain a proactive program. At the same time,
personnel within the flying unit will become somewhat "immune" to messages
from the same individual. After a tour as ASO, an individual may return to a
line function, shift to another staff position or gravitate into command,
depending on the size and needs of the organization.
Turnover in the ASO job is healthy. Not only does it
provide "new blood" and new ideas, it increases the number of unit personnel
having experience with, and an appreciation for, the safety program.
In large aviation organizations such as the airlines or
the military, safety is a career field. This may be a stretch for most law
enforcement aviation units, but the ASO function should still be considered
as necessary as having a unit chief.
(Back to top)
More than just SAR!
Search, Locate, Communicate, Plan & Rescue
By Deputy Bill Quistorf
Chief Pilot, Snohomish County Sheriff’s Office
Washington State
"Fallen climber, 5,500 foot level, Monte Cristo area,
possible broken bones."
This is an example of a typical call for response that the Snohomish County
Sheriff’s Office receives for a Search and Rescue mission in the rugged
Cascade Mountains of Washington State. Sometimes the initial information we
receive is vague or incorrect. As many in the SAR business know, searching
for a lost or injured hiker or climber is just the first step in what can
turn out to be a very complex operation. Many calls for response come in
towards the end of the day, leaving little time to conduct a daylight
search. Factor in the time used to respond to the scene, and the window for
searching during daylight shrinks even more.
The Sheriff's Office supervises and directs SAR
operations in the county, while working closely with the Snohomish County
Volunteer Search and Rescue organization and the Everett, Seattle and Tacoma
Mountain Rescue organizations. These volunteer groups are vital to the
success of mountain rescue operations. The organizations are made up of
individuals who possess the technical skills, background and experience
necessary in complex mountain rescue. Couple these skill sets with knowledge
of the local climbing routes and terrain and it makes them indispensable for
completing a SAR mission successfully. The volunteer groups also train in
the environment and have selected team leaders who can properly supervise
members to conduct safe, organized SAR missions.
Conducting the Search
Prior to launching our helicopter, the pilot-in-command completes a formal
Risk Assessment and conducts an Air Mission Briefing. Once airborne and
enroute to the scene, the PIC attempts to gather more information. Meanwhile
the SAR Sergeant contacts the reporting party, speaks with witnesses and
dispatches ground teams to a staging area. Once airborne, one pilot
concentrates on flying the aircraft, the other navigates, searches and
communicates on the radios. Aircraft crewmembers, consisting of two or three
members of our Helo Response Team (HRT) and two crewchiefs conduct the
aerial search. The crew in the back has a wide range of view and the ability
to see straight down between tall timber and deep ravines. The pilot in the
left seat has a bubble window in our modified UH-1H that allows for vertical
viewing. All crewmembers are on the alert for flight hazards.
If the initial aerial search proves unsuccessful, we land
at base ops to gather more information. Hearing the reporting party's story
first-hand helps us get a mental picture of the sequence of events and
develop a likely route to or location of the missing or injured party. After
the briefing, we then begin insertion of ground teams including Mountain
Rescue units. Our HRT is also inserted after the initial phase, and we
continue to conduct search operations while traveling back and forth to base
operations to pick up additional teams.
Locating then Communicating with the Subject
Often the aircraft is first on scene to locate the missing or injured party.
We immediately notify base of the subject's location. If we are unable to
land close to the subject or if it looks like it will take our HRT some time
to travel to the party after being dropped off, we will lower a radio to the
subject. The radio lower procedure has proven to be a valuable tool in our
SAR operations. A portable radio is turned on and placed in a small orange
stuff sack along with directions for use of the radio. The radio also has
simple operating instruction labels placed directly on it. The bag is
lowered to the subject. When the radio bag reaches the ground, the crewchief
drops the lowering line to the ground.
Once we are in radio contact with the subject, we can
determine his or her exact situation, including the extent of any injuries.
If we need to depart the area for fuel, equipment or additional personnel,
we can let the subject know how long it will be before we return. We can
also give the subject additional instructions to follow, such as "pack up
all loose equipment and extinguish the camp fire before we return." HRT or
the ground teams can also communicate directly with the subject if they are
traveling to their location.
Developing a Plan
The next step is to develop a plan of rescue. This may simply involve
directing ground rescue teams to the subject or it may involve inserting HRT
by landing nearby, low-hover operation or via shorthaul. Our HRT and
crewchiefs are highly skilled in low hover ops, a technique we practice
repeatedly. The shorthaul insertion method is used only for critical
missions where HRT cannot travel quickly to the injured subject on the
ground and when a technical insertion has much greater risk to rescuers than
a shorthaul insertion.
Once HRT is on the ground, they travel to the subject.
After they reach the subject, if additional rescue gear and medical
equipment are needed, we conduct a cargo lower procedure using a rope and "Petzl
ID" device. The device is mounted to the aircraft roof-rack. When the gear
reaches the ground, the aircraft rigging is disconnected, and the crewchief
drops the rope and a rope bag to the ground. We return to our staging LZ,
rig for shorthaul, and wait until HRT is ready for extraction.
One of HRT’s jobs is patient assessment and patient care. They relay
information back to us and to base. The subject’s injuries are treated, and
the subject is secured in a litter. The litter is placed inside a "Bauman
bag," a specially designed nylon bag with a number of straps installed that
allow it to be safely clipped into the shorthaul rope ring. The injured
subject is then flown down the mountain to a waiting aid car. If the
injuries are very serious, we load the subject inside the aircraft and fly
to a regional hospital.
If the subject is not injured, or does not require litter
transport, but is in a situation where a shorthaul extraction is necessary,
the rescuer will place them in a "screamer suit." The suit is shaped like a
large, three-point vest. It fits securely around the subject and is clipped
in at a single point to the shorthaul rope ring. The subject sits
comfortably in the suit at the rescuer's chest level. Subject and rescuer
are then flown off the mountain and back to the nearby staging LZ.
Training Proficiency and Safety are Paramount
We are constantly evaluating our procedures, equipment and training in order
to improve operations. After each training mission and rescue operation, we
conduct a debriefing with the aircrew and HRT. We go over the mission from
start to finish, critiquing ourselves or raising issues at each step. We
have learned a tremendous amount during these debriefings. Based on the
lessons learned, we make changes and develop procedures and techniques that
help us perform our mission more safely and more efficiently. We also look
to other agencies that conduct similar missions and learn from their
techniques and policies.
We train often to maintain proficiency in these complex
tasks. Aircrew coordination and Crew Resource Management are a must for us.
Whenever possible, we conduct a ground rehearsal of low hover ops and cargo
lower ops prior to the aircraft launching, including training missions.
Monthly mock rescue scenarios are conducted where the crew skills are put
into practice. An Air Safety officer and a Ground Safety officer are
appointed for every mission and training scenario.
At the end of the day all the training pays off. There is nothing better to
hear after completion of a rescue mission than, "that went off just the way
we trained!"
About the author: Deputy Bill Quistorf is the Chief Pilot for the
Snohomish County Sheriff’s Office, a former military helicopter flight
instructor and former member of the Army’s High Altitude Rescue Team in
Alaska.
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The World’s Elite Search and Rescue Operatives
By David Markley
The US Coast Guard’s rescue swimmers go through training
as hard as any branch of the military.
After a hearty breakfast, day one of the U.S. Coast Guard’s advanced rescue
swimmer school started in the gym, with a strenuous physical fitness
contest. To give you an idea, the winner in the push-up contest did 110. The
next stop was the pool, where students were required to race through a 500
yard swim in less than 12 minutes. And that was just a light warm-up.
I recently had the unbelievable good fortune to be
invited to observe a session of this challenging school at the Coast Guard
Station in Astoria. It occurred to me as I was observing the class that if I
were to come into contact with these guys in a professional setting, rather
than in training, it would most likely mean I was in serious trouble. A
sinking boat or downed aircraft, possibly with high seas and freezing cold
waters, are just some of the scenarios the young men and women training to
be Coast Guard Rescue Swimmers must be prepared to handle.
The attendees of the advanced rescue swimmer school, as
the name of the course implies, are anything but novices. To be eligible for
the course, the students have to go through nearly a year of intense
training. And only about one half of the students who start that first year
successfully complete it. Basically, the Coast Guard Rescue Swimmer must
have the flexibility, strength and endurance to function for thirty minutes
in heavy seas. Having already demonstrated their ability in passing the
basic school, the advanced school provides an opportunity for the swimmers
to apply what they have learned in the field to both new and familiar rescue
scenarios.
The class I observed included two students who were Navy
Rescue Swimmers. In the early days of the program, Coast Guard Rescue
Swimmers were trained by the Navy. The Coast Guard Rescue Swimmer School as
it exists today was actually modeled after the Navy Program. A separation of
the two schools was eventually necessary, as the missions of the two outfits
are decidedly different. A Navy rescue swimmer is most likely going to be
rescuing a downed pilot who has been thoroughly trained in search and rescue
procedures. The Coast Guard Rescue Swimmer’s mission can be even more
difficult, as he or she will most likely encounter a civilian with no
training and, depending on conditions, possibly desperate. It is therefore
still common practice for Naval officers to attend Coast Guard courses
because there is a fair amount of common ground and shared experience. I was
also informed that other branches of the military attend the advanced school
as well.
Following the morning warm-up on day one, the students,
instructors and I retired to the classroom for something the students
referred to as "death by PowerPoint." The session started with a helicopter
egress briefing to insure that students used to flying one helicopter would
know the egress procedures for the other. For this exercise, the Coast Guard
would fly both their HH60 and HH65 aircraft.
The main function of these briefings is to discuss the
techniques necessary for the afternoon’s activities. (Although it’s hard not
to imagine that some of the students think the main purpose is to enjoy a
much needed breather.) The first day’s activities were to include a swim
beyond the surf line and 30 minutes of treading water before swimming back.
After the swim, the students were to do some basic hoist lifts out of the
surf.
After the briefings, the class reconvened at the beach.
The swimmers donned their dry suits and headed for the water. The 55 degree
water and six to eight foot waves were sure to make for a challenging swim.
As the HH60 orbited overhead, the swimmers made their way to the surf line
and beyond. After what seemed like a short time to me – but I am sure a long
time to the swimmers – the return signal was given. As the swimmers left the
water, I was impressed by their resilience. These guys had just completed a
swim that would have worn anyone else out and they were ready for more.
Unfortunately, the more was not to be, as the fog rolled in and a low
ceiling put an early end to the days training activities.
Day two started a lot like day one, but the early morning
physical fitness activities were a little less strenuous – the students got
to play a little volleyball. Then it was back to the classroom for briefing.
The PowerPoint presentation may not have killed the viewers that day, but
the cliff rescues they would have to perform certainly had a chance. While a
cliff rescue is not the first scenario one might think of in regard to the
Coast Guard, it is definitely a possibility, especially in areas with no
helicopter hoist capability by local agencies.
After the briefing, we got on the road for Cape
Disappointment, just a short forty minute drive across the bridge into
Washington. The HH65 was down for maintenance that day, so the exercise was
conducted with an HH60. Upon arrival, I was escorted by one of the
instructors down the cliff to a vantage point. I carried my camera bag, and
the instructor carried a full size and weight dummy.
As I waited for the first rescue, I remember thinking,
I’m a good 200 feet above the water, no way I’ll get hit with rotor wash.
The HH-60 came in for the first sequence at about 100 feet above me—at least
300 feet above the water. I got drenched. Fortunately for me, the pilots
recognized my position, and subsequent rescue sequences came in a bit
higher.
The basics of the rescue are simple. First, the
helicopter is positioned directly above the victim. The rescue swimmer
deploys on the hoist cable from the helicopter. The rescue swimmer is not in
radio contact, so hand signals provide all communication on positioning the
helicopter to the pilot and crew. The object of the training exercise is to
guide the pilots over the victim and attach a capture strap. Once the strap
is in place, it is removed and each student exits the cliff and returns to
the aircraft. Again, hand signals are used to guide the helicopter pilots.
The last student is hoisted to the helicopter with the rescue dummy in the
capture strap.
Unfortunately for the instructors, fuel in the HH60 ran
short, and the last rescue dummy had to be removed manually, so once again
someone had more to carry up the hill than I did. But somehow, I was the
only person who looked exhausted at the end of the climb.
That’s probably because all of the instructors are former
rescue swimmers themselves, which is rather obvious looking at the shape
they’re in. The instructors are also members of the "Standardization Team,"
or as they call it, the "Stand," a unit based out of Mobile, Alabama. The
purpose of the Stand is to observe all rescue swimmer units to insure
uniformity in policy and technique.
All of the most popular perceptions of what rescue swimmers do was
recognized on days three and four. Capture strap and basket rescues in high
seas were on the menu, and Mother Nature was cooperating. There were waves
breaking up to 15 feet in the practice area, and you could feel the
electricity of anticipation among the swimmers. Witnessing these displays of
courage can only give one a glimmer of what these people really face under
operational conditions.
I spent a week with people who make their living risking
their lives to save the lives of others they don’t even know. For law
enforcement officers, this sounds like the basic creed of any search and
rescue professional. But the Coast Guard Rescue Swimmers, by the time they
complete their rigorous training, are among the elite search and rescue
operatives in the world.
If I’m ever in a situation where I require rescue from
the ocean, I will feel much better when I see that red and white HH60 or
HH65 coming towards me with a young man or woman in the door ready to jump
in and save my life.
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