Air Beat Magazine - Journal of the
Airborne Law Enforcement Association
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Adding Technology To Your Fleet
Safety Considerations
By Jay Fuller, ALEA Safety Coordinator
Many of us have recently returned from the annual convention where we had
the opportunity to view much of the new technology available. There is a lot
of amazing stuff in the marketplace including positioning systems coupled
with cockpit displays so you can find street addresses; wire avoidance
systems that detect the fields generated by the wires; FLIR/video systems
with incredible sensitivity and definition that have minimal upkeep
requirements; communications radios that can accommodate virtually any
useable frequency - and so much more!
All of these systems enhance the ability of our aircraft to act as force
multipliers in tactical situations, but they also have to be incorporated
into our operations in an appropriate manner. This invariably adds more work
to the process, but since it involves familiarity with new toys, the work is
not that onerous.
Increased technology in our aircraft is not without pitfalls, however. An
increased technological capability requires increased training, which is not
always fully accomplished. There is also an increased tendency on the part
of management and aircrews to elicit more results out of our missions,
pushing the operating envelope even further.
From personal experience, I have found a few guidelines I would recommend
to any law enforcement aviation unit that is adding equipment to its fleet.
Standardization
If you have more than one aircraft and are going to procure a new radio,
display or cockpit device, plan for enough units to retrofit all aircraft.
Fleet standardization in general (and cockpit standardization in particular)
is critical to effective, safe crew utilization. The airlines and the
military spend considerable time, effort, and money to insure that their
aircraft cockpits are virtually identical.
The fleet renovation program I was involved with just before retiring
from the New York State Police Aviation Unit is a perfect example. We had a
mixed fleet of older, relatively unsophisticated aircraft (by current
standards) with no two cockpits the same. For the most part, individual
pilots would routinely fly the same few aircraft, but in those instances
where an aircrew was thrust into a different airframe, the first half of the
mission was spent re-familiarizing with a relatively basic aircraft and
avionics combination.
During the fleet transition, I climbed into our third Bell 430, never
having flown the aircraft before, and took off on a mission. Having
completed Flight Safety International simulator training, Bell Helicopter
aircraft training, and 50 hours of operational experience in the first two
aircraft, I was totally familiar in the third bird. The aircraft in our
fleet were all virtually the same.
If you’re adding a special mission piece of equipment and it’s not
necessary in all aircraft, you should investigate crew specialization or
additional mission currency requirements for aircrews operating the
equipment. Or, you may need to reevaluate acquisition in the first place.
Equipment Acquisition
In the transition mentioned above, it was my first exposure to LCD
displays and vertical tape indicators. For the first 15 hours of simulator
and cockpit procedures training for the new aircraft, I was a dog watching a
television set. I had only a vague idea as to what the display presentations
were telling me, even though there was considerably more information
available. For me, the switch from round analogue gauges was major. After my
50 hours of aircraft time, however, I was as comfortable as ever — perhaps
even more so since the engine and navigation displays provided so much more
information and in a well thought out, user-friendly manner.
Most manufacturers will provide the basic training necessary for
operation of their equipment. And, in some cases, third party computer based
training programs are available for commonly found sophisticated avionics
units. However, for most cockpit upgrades, it is advantageous to assign an
aviation unit member to become the “resident expert”. This person can focus
on the equipment, develop an in-depth knowledge and be available to answer
questions from other unit members, or train new crewmembers. Further,
mandatory crew time spent on training aids or powered up static aircraft can
significantly improve understanding. Even if the resources for professional
simulator training are not available, you can still get crews through that
first 50 hours in a training mode.
The goal is to become familiar with the normal operation of any new piece
of equipment so aircrews can operate complex panel controls almost
automatically, leaving plenty of brainpower for aircraft operation and
mission related decisions.
Utilize Training Suggestions
When our unit first checked out in the Bell 430, the factory instructors
were adamant that we use the autopilot all the time. The autopilot? All the
time? On a tactical flight? But, in fact, that was a great idea.
With the autopilot controlling attitude, altitude, airspeed and course,
the pilot is freed up for other good activities like monitoring instruments,
clearing for other aircraft/obstructions, and mission related decision
making. In fact, the hairier the situations get, the more valuable that
advice becomes.
New equipment will often have many uses beyond what was initially
envisioned. Constant use in the cockpit will provide the opportunity to
explore those uses and help maintain or enhance crew familiarity with
equipment operation. This should be no chore because we’re all technically
oriented or we wouldn’t be in this profession.
Safety Considerations
At one time, the military and commercial airlines were the first
operators to purchase the newest and best equipment. Today, the civil market
is on the leading edge. Because of the exotic mission demands of tactical
law enforcement aviation, we are seeing the newest, most capable equipment
first. For this reason, it’s easy to become totally immersed in the new and
emerging cockpit add-on’s, discounting much of the other equipment
available.
Flight simulation systems are becoming increasingly capable and
affordable. If hours are limited because of budget or weather, simulation
training can be nearly as good as actual flying. Further, emergency
procedures can be practiced to proficiency without risking a valuable
airframe.
Protective crew gear and underwater breathing devices (a must if you have
regular or extended over-water mission requirements) are also getting better
and becoming more readily available.
Bottom line, when evaluating procurement of new technologies, the entire
realm of applicable resources must be reviewed in order to come up with the
best additions for your unit.
Technology is good. It can allow us to do our jobs more effectively and
safely. New technologies can make us even more of a force multiplier for our
agencies than we are already. But the evaluation, acquisition, and
implementation of new technology must be done with all the appropriate
foresight and effort.
(Back to top)
Tools of the Trade
By Lisa A. Wright
and Christopher M. Dorso
Technological progress allowed the development of flight from relatively
basic machines to complex vehicles that today can fly through the air and
into space. Historians 500 years from now may well characterize successful
human flight as the most significant single technology of the 20th century.
It has fundamentally reshaped our world. These advances in technology
occurred in every system, component, and tool relating to flight-from those
that are part of the aircraft itself to those that are on the ground.
How do these advances happen? Sometimes all it takes is intuition or a
flash of brilliance. But usually, the engineers and designers who were most
successful in furthering the technology used a systematic approach. Simply,
they first recognized that something needed to be done. Then, the engineer
or designer would propose ways to accomplish this by observing what seemed
to work in nature or through documented technical knowledge.
To advance a single aircraft element is not a simple process but requires
considerable theoretical study, ground-based analysis, and testing both on
the ground and in flight before something new is actually put into
commercial use.
In this article, we’re going to take a look at the advancements of
several technologies that have helped airborne law enforcement aviation
fulfill its special role within policing.
Infrared, Imaging & Surveillance Technology
Sir William Herschel, an astronomer, discovered infrared in 1800. He
built his own telescopes and was, therefore, very familiar with lenses and
mirrors. Knowing that sunlight was made up of all the colors of the spectrum
and that it was also a source of heat, Herschel wanted to find out which
colors were responsible for heating objects. He devised an experiment using
a prism, paperboard, and thermometers with blackened bulbs where he measured
the temperatures of the different colors.
Herschel observed an increase in temperature as he moved the thermometer
from violet to red in the rainbow created by sunlight passing through the
prism. He found that the hottest temperature was actually beyond red light.
The radiation causing this heating was not visible; Herschel termed this
invisible radiation “calorific rays.” Today, we know it as infrared.
An infrared camera is a non-contact device that detects infrared energy
(heat) and converts it into an electronic signal, which is then processed to
produce a thermal image on a video monitor and perform temperature
calculations. Heat sensed by an infrared camera can be very precisely
quantified, or measured, allowing you to not only monitor thermal
performance, but also identify and evaluate the relative severity of
heat-related subject.
Recent innovations, particularly detector technology, the incorporation
of built-in visual imaging, automatic functionality, and infrared software
development, deliver more cost-effective thermal analysis solutions than
ever before.
There are many companies in the marketplace that build their systems
specifically for law enforcement applications such as surveillance,
reconnaissance, search and rescue, drug interdiction, patrol and
environmental monitoring.
For instance, FLIR Systems introduced a family of three lightweight,
mission specific, multi-sensor thermal imagers this year. The Ultra 8000 is
designed for high-pressure pursuit and patrol situations, the Ultra 8500 for
advanced multi-role scenarios, and the Ultra 8500FW for fixed-wing
applications and long range, long duration missions.
The triple payload capability of the Ultra 8000 family of systems
features a digital high-definition infrared video processor for clear, sharp
imagery even in extreme climates. An auto-tracker keeps the system on
target, minimizing fatigue and freeing the operator to tend to other tasks.
And, an optional illuminator pinpoints ground targets, enhancing ground
force coordination when used with night vision goggles.
At nine inches and twenty-nine pounds, the fully sealed Ultra 8000 Series
turrets are compact. Its small size enables increased loads, improved fuel
savings for longer flights, lower drag and excellent ground clearance while
providing advanced stabilization to deliver clear, detailed imagery.
GyroCam Systems has expanded their technology as well this year. The heart
of the GyroCam Triple Sensor is a patent-pending Day and NightVision system.
A three-chip high-resolution color camera provides crisp imagery during
daylight hours and a Gen III NightVision intensifier can turn night into
day. It couples thermal imagery with high-quality color and NightVision
video to provide an outstanding triple sensor system for surveillance. An
optional Infrared LASER Illuminator allows surveillance in absolute no light
conditions. The laser is invisible to the unaided eye, but acts like a
NightVision searchlight, providing effective nighttime illumination to 2,000
feet.
For those missions where only infrared can be used, the 8 to 14 micron
thermal imager captures vivid images that can be viewed simultaneously by
the operator. The complete system includes the stabilized sensor platform,
an ergonomic laptop control console or kneeboard control console, and an
interface unit.
The all-weather GyroCam requires minimal maintenance and no daily setup.
Helicopter nose mounts are available for the Bell Jet Ranger, Long Ranger,
Astar, Twinstar, EC-135 and the BO105, as well as a variety of fixed wing
aircraft.
GyroCam Systems has expanded their technology as well this year. The
heart of the GyroCam Triple Sensor is a patent-pending Day and NightVision
system.
A three-chip high-resolution color camera provides crisp imagery during
daylight hours and a Gen III NightVision intensifier can turn night into
day. It couples thermal imagery with high-quality color and NightVision
video to provide an outstanding triple sensor system for surveillance. An
optional Infrared LASER Illuminator allows surveillance in absolute no light
conditions. The laser is invisible to the unaided eye, but acts like a
NightVision searchlight, providing effective nighttime illumination to 2,000
feet.
Another manufacturer, Israel Aircraft Industries, has a portable
observation system called the POP200. The system includes a high performance
Focal Plane Array thermal imager, a color CCD TV camera, an automatic video
tracking unit and laser pointer.
The POP200 has been purchased by various law enforcement agencies and is
currently being tested and evaluated by additional police agencies for use
on their helicopters. For example, the Escambia County Sheriff’s Department
in Pensacola, Florida, procured the system at the beginning of the year,
installing it on its OH-58 helicopters.
The POP200 is based on a unique plug-in slice concept. The slice contains
the optronic sensors, which can be easily replaced in the field within
minutes without the need for alignment or adjustment. The slice concept also
allows for easy upgrades whenever new sensor slices are introduced.
A single observer, using a hand control unit and a video monitor,
operates the POP200 system. It can be linked with an on board high intensity
search light, the NIGHTSUN II (built by Spectrolab). The system’s
electronics are contained within the POP200 turret thus allowing for easy
mounting and maintenance. Installation on the helicopter is performed with
the standard dovetail mount affixed to an external side mount. The total
weight is less than 35 pounds.
Spectrolab’s SX-16 Nightsun and SX-5 Starburst searchlight systems have
become the industry standard in over 46 countries worldwide. Now installed
on more than 30 types of helicopters, maritime patrol aircraft, as well as
ground, vehicle and shipboard applications, Spectrolab searchlights are easy
to install, easy to maintain and built to last.
How Night Vision Tools Work
Image enhancement technology is what most people think of when you talk
about night vision. In fact, image enhancement systems are normally called
night vision devices (NVDs). Night vision technology enables you to see
objects clearly at night at distances of up to several hundred yards in the
absence of any artificial light. People, buildings, vehicles and details of
the landscape viewed through a modern night vision system appear almost as
if illuminated while the same objects viewed with a naked eye would appear
only as indistinct shadows (or won’t be visible at all).
In order to understand how any night vision device works, compare it to a
video camera, but a very special one with an extremely high sensitivity to
light. All night vision systems provide the viewer with electronically
enhanced viewing. When you use night vision goggles, you are not actually
viewing the scene before you, but instead you are viewing a video image of
that scene. The heart of any night vision system is an image intensifier
tube.
NVDs rely on an image intensifier tube to collect and amplify infrared
and visible light. The image intensifier tube changes photons to electrons
and back again. A cool thing to note is that every single image intensifier
tube is put through rigorous tests to see if it meets the requirements set
forth by the military. Tubes that do are classified as “milspec”. Tubes that
fail to meet military requirements in even a single category are classified
as “comspec”.
The intensifiers are rated as either first, second or third generation.
Image intensifier tubes basically consist of a photocathode, which converts
light images to electron images (these, in turn can be amplified) and a
micro channel plate (in the 2nd and 3rd generations), converts the flow of
electrons back to a light image.
The first generation image intensifier tubes, known as GEN 1, use simple
grid shaped electrodes to accelerate the electrons through the tube. The
second and third generations of tubes (GEN 2 and GEN 3) use complex MCP
(micro channel plates) that not only accelerate the electrons pulled from
the photocathode, but also increase their number. This increased charge then
causes the phosphors to glow more brightly in response to the light
reflected.
Hoffman Engineering has worked with image intensifier manufacturers for
25 years to support precision testing of image tubes and systems. The
essence of these test systems is the ability to establish very low light
levels at proper color temperature and to monitor and correct as required.
Proper photometric design and calibration are imperative in assuring
repeatable results when testing image intensifiers.
The ANV-126 Night Vision Device Test System is a field portable test
system that allows for complete testing and maintenance of all types of
night vision devices. The test set provides accurate checks for resolution,
image quality, infinity focus, and power consumption. The ANV-126 is
designed for use at all service and repair levels and is used by all
military branches, both domestic and foreign.
Night vision goggles are becoming more prevalent and are proving to be
mission critical for ever increasing law enforcement applications. A whole
host of products are now NVG compatible including instrument panels,
lighting systems, camera and video recording devices, stabilized binoculars,
and maintenance and avionic hardware.
One such product is the 9900BX Traffic Advisory System and the Color
Multi-Hazard Display (MHD), which enhances the pilot’s ability to see the
display during critical light-limited missions, while still allowing for
daytime viewing. Ryan International’s NVG display meets the Green B
Specifications providing the broadest application for most NVG equipped
aircraft. The NVG filter is integrated with the MHD bezel for permanent
mounting.
Microwave Video Downlink Technology
Microwave downlinks provide critical video intelligence in support of law
enforcement coordination and crisis management. Providing real-time aerial
imagery of an unfolding tactical situation to command staff on the ground
enhances decision-making and response capabilities, saving lives and
property. Emerging digital technology and a favorable regulatory landscape
promises to change the way in which airborne video support is conducted.
Downlinks range in complexity from simple installations designed to
provide short-range transmission to broadcast quality systems featuring
steerable antenna systems and mountain top relay sites. No matter the
sophistication of the system, analog video transmission suffers from the
effects of multipath.
Multipath is a condition that exists when the microwave signal from the
helicopter reflects off of obstacles in the environment (buildings, trees,
vehicles, and even the ground) and arrives at the receiver antenna later in
time. The result is an analog video signal will fade, tear, or roll even
when adequate signal level is available. Multipath is an unavoidable aspect
of microwave transmission.
Tracking antennas can help to minimize the effects of multipath in analog
transmission by focusing the energy into a narrow beam. However, these
systems are expensive and beyond the budget of most law enforcement
agencies. The solution to multipath lies with a new microwave transmission
technology known as Coded Orthogonal Frequency Division Multiplex (COFDM).
COFDM Digital Microwave Downlinks
COFDM is a digital modulation technique that provides immunity to the
problems associated with multipath. With COFDM, analog video from the
helicopter camera is converted into a digital data stream and compressed.
Using forward error correction and data interleaving techniques, the video
data is spread across nearly 2,000 discrete radio frequency carriers.
Conventional analog transmission uses only a single carrier for the video
signal. The multi-carrier transmission format provides frequency diversity
and is one reason why COFDM performs so well in a multipath environment.
COFDM microwave downlinks can provide reliable real-time video to
portable and mobile ground stations. Handheld and vehicle mounted receivers
can display helicopter imagery, improving the situational awareness of first
responders directly involved in a tactical situation. Since the video must
be digitized for transmission, digital encryption may be applied to insure
that only the intended recipients are able to view the imagery. This
technology excludes the media and the general public from being able to
intercept tactical video from orbiting law enforcement helicopters.
COFDM brings another important dimension to law enforcement helicopter
downlinks. Since the digital signal is robust in the multipath environment,
it’s possible to obtain outstanding results for close-in tactical
transmission using simple omni-directional antennas in the air and on the
ground. Compact handheld receivers can provide officers with a birds-eye
view. Low cost omni-directional antenna systems on helicopters provide
excellent results in the tactical environment using COFDM. Digital
transmission is more spectrum efficient than analog transmission, so it’s
possible to fit more digital downlinks in available spectrum than analog
downlinks, allowing more aerial video support in the tactical environment
without mutual interference.
FCC Allocates New Law Enforcement Microwave Band
Frequency spectrum is an important part of microwave video downlinking.
Two frequency bands accommodate helicopter video downlinks at 2.4 GHz and
6.4 GHz. The 2.4 GHz band is shared with broadcasters in most markets.
Broadcasters have priority in this band over law enforcement users unless
the law enforcement use involves life or death situations. News vans
on-scene can completely obliterate a law enforcement downlink. The 6.4 GHz
band is also used by law enforcement, however, it is a shared band and use
must be coordinated with other users. The Federal Communications Commission
(FCC) is about to make available new microwave spectrum reserved for “public
safety related services.”
FCC Docket No. 00-32 authorizes the frequency band of 4940 through 4990
MHz (4.9 GHz) for the exclusive use of communications by public safety
organizations to support incident scene management and other missions
regarding Homeland Security and protection of life and property.
This exclusive frequency allocation is designed to foster effective
public safety communications and innovation in wireless services in support
of public safety. The 4.9 GHz authorization permits mobile operations, fixed
hotspot (incident) use, and temporary fixed links. Use of 4.9 GHz is
restricted to digital communications technologies (i.e., COFDM). Legacy
analog systems will not be allowed to operate in this new band.
While the 4.9 GHz allocation is a welcome step forward for law
enforcement tactical communications, there are restrictions imposed on
airborne operations designed to protect radio astronomy operations scattered
across the nation. The FCC perceives a potential interference problem from
airborne law enforcement operations, and is requiring a waiver request for
airborne operations in the 4.9 GHz band. A waiver is required because
airborne operations are generally prohibited in the new band. Requests will
be reviewed on a case-by-case basis and must demonstrate how the proposed
operation will protect other 4.9 GHz operations. In fact, this extra hurdle
may not be unreasonably difficult to overcome if radio astronomy operations
are not conducted nearby. The limited range of airborne microwave video
downlinks may well allow waivers to be granted with few problems
encountered.
Making Your Voice Heard
The most disturbing aspect of the exclusion of airborne downlink
operations in the new 4.9 GHz law enforcement band is the statement by the
FCC that “the relatively small number of commenters who filed comments in
support of [airborne operations] suggests that there is limited interest in
pursuing such operations.” It may be intuitive to those in the airborne law
enforcement community that video downlinks play an essential role in
tactical operations, however, it not well understood by the FCC.
Clearly, the regulatory paradigm affecting airborne law enforcement
operations extends beyond just the FAA. This is why ALEA is important to the
membership as an advocate for airborne law enforcement in all activity
areas. Operational safety, training, and communications all contribute to
the effectiveness of public safety airborne operations.
New Downlink Antennas
Other new technologies will further improve airborne operations of both
legacy and digital transmission systems. One of the most important
contributing factors to tactical downlink performance lies with the airborne
and ground station antennas. Tactical law enforcement operations typically
involve a helicopter orbiting over the scene transmitting imagery to command
staff on the ground in the vicinity of the incident. Most helicopters with
omni-directional antennas perform poorly at this task since very little
energy from a conventional omni-directional antenna is directed at the
ground. Most energy from an omni-directional antenna is directed at the
horizon. That’s why the microwave downlink appears to work better when the
helicopter is 3 miles away as compared to when it is directly overhead.
New circular polarized antenna designs incorporating bifilar spiral
elements provide downward radiation as well as radiation on the horizon.
This type of antenna greatly improves airborne downlink performance in the
tactical environment. Since antennas act the same transmitting or receiving,
the bifilar spiral is an excellent choice for tactical ground stations or
mobile command posts. The correct antenna can make a substantial improvement
in link performance and require only a minor investment.
The combination of new digital downlink transmission and antenna
technologies coupled with a microwave band reserved for law enforcement use
will revolutionize the importance, effectiveness, and utility of airborne
video microwave downlinks in support of law enforcement and Homeland
Security missions.
Among the companies who specialize in microwave links and antennas are
Microwave Radio Communications, Broadcast Microwave Services, Navtech
Systems, and Wescam L3 Communications.
Crew Training & Simulation Technology
Realistic flight simulation devices have found their way to law
enforcement aviation units. A relatively small Florida agency has already
acquired their simulator and another large unit in California is in the
process. So, why are they turning to simulators?
Training of emergency procedures in the real aircraft can be very
dangerous. A unit’s liability exposure increases when this training is done;
it also increases if you don’t do the training at all. When completing a
risk management assessment for the need to train emergency procedures, a
viable solution incorporates flight simulation into the analysis.
The leading flight simulators of today incorporate New Technology Digital
Simulation (NTDS) into their systems and these high fidelity, upgradeable
products replicate all necessary flight dynamics to create a very realistic
flight experience. Each and every flight crew can complete frequent,
advanced training missions, either standardized or unique, as often as
required.
NTDS simulators allow you to complete VFR and IFR operations of engine or
tail rotor failure into full-down auto-rotations; recovery from a dynamic
roll over; operating with instrument, gauge or radio failures; or piloting
in adverse climate conditions such as high wind or high density altitude.
Non-pilots can be safely trained to complete the same emergency procedure
techniques as the pilots, such as power-on and power-off landings. And these
are just a few of the functions that can be trained within today’s
simulators.
The older, expensive simulators were thought of as strictly a pilot’s
trainer. Today, NTDS simulators allow Tactical Flight Officer/Observer’s to
actively participate (and be evaluated) along with their pilot partner.
While the pilot conducts flight duties, the TFO can assist with navigation,
operate simulated thermal imaging and color camera equipment and conduct
communications responsibilities. The development of Crew Resources
Management (CRM) skills and currency can be completed while the flight crew
trains along side one another, just like the real mission.
In the simulator when a critical in-flight emergency occurs, the flight
crew reacts and develops valuable skills sets, which can be applied when
flying the real aircraft. All of the training is done in a controlled and
safe environment.
Training in simulators is affordable, at about $3 per hour for direct
operating expenses. Training flights in a NTDS simulator can also be
reviewed immediately or saved to a file. A flight crew’s performance can be
documented for remediation training or to substantiate unit personnel
changes as may be warranted. In addition, new prospective pilots or TFOs can
be evaluated for
less money than through traditional means.
(Back to top)
Shark On Attack
America’s First Armed Airborne Unit to Protect Our Coast
By Lt. Graig D.
Neubecker
United States Coast Guard
The United States Coast Guard’s
Helicopter Interdiction Tactical Squadron (HITRON) is America’s
first and only airborne law enforcement unit trained and authorized to
employ Airborne Use of Force, or AUF.
Initially tasked with interdicting and stopping suspected drug-laden,
high-speed vessels known as ‘go-fasts,’ HITRON has expanded their mission to
include homeland security, and now staunchly patrols the front lines of
America’s war on drugs and terrorism, flying specially equipped MH-68A
helicopters. These aircraft employ the latest radar and FLIR sensors as well
as state-of-the-art night vision goggles to pierce the night.
HITRON arms these helicopters with M-16 5.56mm rifles and M240 7.62mm
machine guns for warning shots and self-protection, and the RC50
laser-sighted .50 caliber precision rifles to disable the engines of fleeing
suspect vessels. The MH-68A’s are the newest helicopters in the U.S.
military and are capable of cruise speeds of 140 knots. The MH-68A does not
yet have an official nickname, but is referred to as the “Shark” by HITRON
aircrews.
One of the most difficult law enforcement challenges that the United
States faces today is stemming the tide of illegal drugs flowing into the
country. This is especially true on the high seas where the United States
Coast Guard is tasked with being the agency primarily responsible for
intercepting suspected smugglers. For decades, the U.S. Coast Guard aircrews
could do little more than track suspected drug smugglers, and often had to
watch in vain as the faster go-fast vessels evaded the slower, less capable
Coast Guard surface assets.
In 1998, the Coast Guard estimated that it was stopping less than ten
percent of the drugs entering the United States via the sea. Spurred by
these estimates, Admiral James Loy, the then Commandant, directed the Coast
Guard to develop a plan to counter the go-fast threat. This gave rise to the
Helicopter Interdiction Tactical Squadron, which was led by Commander Mark
‘Roscoe’ Torres. Starting in late 1998, he molded a group of ten original
volunteers into a cohesive and effective team. In just seven short months,
he took ideas to reality as the squadron pioneered novel operating tactics
and procedures and implemented the Commandant’s decision to stop the
drug-laden go-fasts.
During this early test and evaluation stage of the program, HITRON
intercepted and stopped all five go-fasts they encountered, (halting 2,640
pounds of cocaine, and 7,000 pounds of marijuana with a street value of over
$100 million), and all 17 suspects were arrested. This five for five success
rate represented a dramatic increase in go-fast seizures and resulted in a
cultural change for Coast Guard aviation, setting the stage for enhanced
future maritime drug interdiction efforts.
Due to their success during the test and evaluation stage, the HITRON
program was proven sound and was designated a permanent Coast Guard unit. At
this point, HITRON grew to 40 personnel to halt the rising tide of go-fast
drug smugglers, and a requirement for eight helicopters was determined
necessary to meet the cutter deployment cycles. Due to Federal contracting
laws, a competitive bid was necessary to choose a permanent aircraft for the
mission, and the proposal from Agusta Aircraft Corporation was selected as
it represented the best value. Therefore, in March 2000, Agusta was awarded
the contract to provide eight A109E Power helicopters to replace the MD900
Enforcer helicopters that HITRON had been successfully flying. The Agusta
A109E Power was given the military designation of MH-68A.
Selection of this new helicopter forced HITRON to face many new
challenges, as it now had to take another untested civilian helicopter and
transform it into a proven, armed shipboard deployable aircraft. To make the
aircraft shipboard compatible, several joint Coast Guard and U.S. Navy
efforts were required. First, the U.S. Navy completed electromagnetic
interference certification testing, and U.S. Navy test pilots established
shipboard pitch and roll limitations. In addition, the M240 7.62mm machine
gun weapon system and the RC50 .50 caliber laser-sighted rifle were field
fired and certified for aerial use by the U.S Navy Surface Warfare Center.
HITRON pilots then quickly validated day and night mission tactics,
formation flying, performed takeoffs and landings from the cutter and
created initial flight training and aerial gunnery training syllabi to
qualify the pilots and aircrew in the MH-68A. Other shipboard related
procedures such as removing the blades, traversing the aircraft into the
cutter’s hangar bay, and maintaining the aircraft in a saltwater environment
were also addressed and successfully accomplished.
The squadron also pioneered the use of Night Vision Goggles (NVGs) for
night shipboard landings; a first for the Coast Guard, a standard now being
adopted Coast Guard wide. The unit also assisted in the evaluation of the
latest generation of the ANVIS-9 Night Vision Goggles integrated with the
ANVIS-7 heads-up display (HUD) system, and were the first operators in the
world to operate the latest generation of these night vision devices.
HITRON aircrews forward deploy aboard Coast Guard cutters for 30-60 day
deployments, and aircrews are typically deployed about 120 days a year
total. While on deployment, the go-fasts are hunted not only by the MH-68A
but also by maritime patrol aircraft (MPA) such as the HC-130H Hercules. If
an MPA locates a go-fast, the HITRON crew launches from the cutter and
proceeds to the go-fast intercept location. The crew then approaches the
suspect vessel with weapons trained on the vessel solely for
self-protection.
Once over the suspect vessel, the helicopter crew confirms the
nationality or lack of nation status and whether the vessel is in fact a
suspect smuggling vessel. The aircrew will then attempt to convince the boat
crew to stop through the use of sirens, loud speakers, visual hand signals,
and radio communications in both English and Spanish. If the vessel stops
during this phase, it is boarded and searched by the cutter’s boat crew who
has accompanied the chase in an “over-the-horizon” pursuit boat.
If the vessel is found to be carrying drugs, the cutter crew will take
appropriate law enforcement actions. If the suspect vessel fails to stop
after these numerous visual and verbal warnings, the helicopter crew will
take up a firing position alongside the go-fast and fire warning shots
across their bow to further compel them to stop. If the warning shots do not
convince the suspects to stop, the helicopter crew prepares to disable the
vessel by shooting out the go-fast’s engines. Using precision, laser-sighted
.50 caliber rifles, the helicopter crew positions themselves alongside the
fleeing go-fast for disabling shots.
Most of the go-fasts have multiple engines, and the helicopter crew will
continue to shoot out these engines until the suspects stop or they are
forced to stop. Once stopped, the vessel will be boarded by the Coast Guard
pursuit boat crew and the smugglers taken into custody. Since switching to
the MH-68A, HITRON has interdicted an additional 22 go-fasts carrying more
than $2 billion dollars in illegal drugs.
HITRON is based at Cecil Field in Jacksonville, Florida, and is the only
unit of its kind in the United States military flying armed helicopters to
fight the war on drugs. Now led by Captain Walter Reger, HITRON has grown to
70 personnel to meet the growing threat to our country.
The war on drugs has become even more important since September 11, 2001, as
the sale of illegal drugs has been shown to be major funding sources
employed by many terrorist organizations. Therefore, stopping illegal drugs
not only protects our country directly by preventing the drugs from making
it to our streets, but also protects our country indirectly by removing a
source of income from terrorists. HITRON has successfully stopped every
go-fast boat they have engaged since employing armed helicopters.
Due to HITRON’s unique capabilities and training, the unit was tasked to
develop Airborne Use of Force tactics to counter possible terrorist threats
to the United States, another first for the Coast Guard. HITRON now stands
poised to defend our shores and fulfill the Coast Guard’s motto of “Semper
Paratus-Always Ready”.
“The use of Coast Guard HITRON for armed patrols will increase the level
of security in our ports, provide an additional layer of defense, ensure
continued safe flow of commerce and deter possible acts of terrorism in our
nation’s key ports”, said Secretary of Homeland Security Tom Ridge. In
addition to their counter drug deployments, HITRON aircrews now also deploy
to cities around
the nation anytime additional security is needed, or the threat of terrorism
increases.
To date, HITRON’s actions have stopped over 25 tons of pure, uncut
cocaine, and over three tons of marijuana worth over $2 billion from
reaching America’s neighborhoods. In doing so, HITRON has contributed
greatly to the homeland security mission of the United States. HITRON will
continue to be at the forefront of our nation’s fight against drugs and
terrorism, and to provide protection of our great country’s shores.
(Back to top)
Shrinking Bandwidths In Radio Communications
How To Select & Program Public Safety Transceivers
By Mark Colborn
In the event of a terrorist or WMD incident, the job of an aerial
observer or tactical flight officer quickly becomes one of command and
control. The ability to communicate with multiple agencies quickly and
efficiently is paramount. Thus, police aircraft have to be equipped with
enough radio gear to do the job.
The selection of radio equipment is unquestionably the most important
consideration an agency can make when purchasing or upgrading an aircraft.
This is especially true in today’s environment where surrounding agencies
will be called upon to assist with a major incident. Once a unit has defined
its communications needs and selects transceivers based on factors such as
band coverage, ease of use or storage capacity, the task is then to ensure
that the radios are programmed to cover every eventuality.
PLETHORA OF PUBLIC SAFETY RADIO SYSTEMS
Thirty years ago, most public safety agencies were either on the Very
High Frequency (VHF) FM low band, 30 to 50 MHz, or on the VHF FM high band,
138 to 174 MHz. The low band has the most range in mountainous terrain, but
has been virtually abandoned. The VHF high band offered agencies nearly
interference free and skip free communications over wide areas. Ultra High
Frequency (UHF Hi) FM, 450-520 MHz conventional frequency systems, whose
signals penetrate buildings well, are still being used in many large
municipalities in the southwest including Dallas, Los Angeles and until just
recently, Phoenix.
Conventional frequency systems utilize two frequencies per channel in
either a duplex or half-duplex mode. Stated simply, a repeater is utilized
to allow dispatchers and units to communicate over large distances. Each
group of radio users has its own “channel,” therefore, a large number of
frequencies are required to handle all of the radio traffic in a large city.
In an effort to solve the problem of shrinking available bandwidth, the
trend for large and medium sized agencies has been to move to an 800 MHz
Trunked Radio System (TRS). Trunked systems, in theory, allow a large number
of users to occupy a small number of frequencies, thus freeing up bandwidth.
TRS radios offer many attractive features. Each radio has an assigned
identification number that can be displayed on the dispatcher’s console. If
an officer has a problem, he or she can push a designated “emergency” button
alerting the dispatcher. Also, if a radio is lost or stolen, the system
administrator can disable it.
There are basically three major corporations that offer TRS systems in
the United States: Motorola, M/A-COM and E.F. Johnson. Each uses different
protocols and are presently incompatible.
Multiple public safety frequency bands and different radio systems
present special installation challenges for airborne law enforcement
operators. Using Dallas, Texas as an example, the majority of the agencies
that surround Dallas to the south and east are still using conventional VHF.
The Dallas Police Department and Dallas Fire Rescue utilize two separate
twelve-channel UHF conventional systems. Agencies that border Dallas to the
north, the mid-cities and Fort Worth, have made the switch to various
Motorola and MA/COM Trunked Radio Systems or 800MHz conventional channels.
The DEA, State Department, Federal Protective Service and U.S. Postal
Police, are all in the 406 to 412 MHz (UHF Lo) range. U.S. Customs, Secret
Service, U.S. Marshals and FBI, all utilize radios that communicate in the
164 to 172 MHz range.
Some of these agencies digitize or encrypt their radio communications
while others operate in the clear. Several federal prisons, a VA Hospital
and a reserve military base in the DFW area utilize 400MHz Trunked Radio
Systems. CareFlite, the local air ambulance company, recently switched to a
wide area 900MHz TRS operated by TXU Energy for their communications needs.
It is clear from this example that the days of just plugging a few
“frequencies” into a transceiver are a bygone era. Several transceivers may
be required to meet the majority of your agency’s communications needs,
because with all of the varied types of communications systems available,
budget constraints and available panel space may leave gaps in your
coverage.
TRANSCEIVER PROGRAMMING OPTIONS
Depending on the radio system an air unit uses, a radio technician from
within the agency may be employed to handle all of the air unit’s
programming needs. This is especially true if the agency has switched to
digital protocols, either digital conventional channels like LAPD, or pure
digital trunked systems like the State of Colorado, Michigan, and the City
of Austin, Texas, to mention a few.
Using radio technicians can be costly because departments often bill
other departments within the agency for the time invested. Another avenue
available is to hire an outside company or the radio manufacturer to handle
programming requirements. This is usually very expensive and if radio
systems are upgraded or communications needs change, the costs to the unit
escalate.
The third option is for air unit personnel to program their own
transceivers with the assistance of a licensed radio technician. This may be
the only option available since most in-house radio techs have no experience
programming public safety band transceivers manufactured for aircraft.
The Dallas Police Department Helicopter Unit recently purchased four
Motorola ASTRO Spectra 800MHz transceivers for each of its four helicopters.
These radios were integrated into a Northern Airborne Technology (NAT)
TH-450 control head. Even though the City of Dallas owns and operates an
800MHz analog TRS for various city services, the helicopter unit’s radio
shop has virtually no experience with the ASTRO model, or the Windows based
Customer Programming Software (CPS), that is used to program the radios
directly.
Speaking from experience as a radio communications specialist for an air
unit, I can report that you may end up teaching yourself how to use the
software and receiving the blessing of the radio techs in your radio shop.
Unquestionably, this is not an area in which to tread lightly! Older, DOS
based programs, to include the Motorola Radio Service Software (RSS), can be
a frustratingly hair pulling experience to learn. Luckily, the new Motorola
CPS Windows based programming software is much easier to master, and it is
slowly replacing the older RSS for many models.
COMPUTER SPEED AND PROGRAMMING SOFTWARE
With some software programs, computer-processing speed is a major factor
to consider. Some older DOS based programs will not run effectively on
Pentium, AMD, or other high-speed processor computers. The reason for this
is simple; the newer computers try to send the information to the
transceiver or control head quicker than the transceiver or programming
software can handle the information.
Dallas PD is still using an ancient 286 Toshiba DOS based laptop to
program its NAT TH-450 control heads. Older 286, 386 and 486 processor
computers (especially laptops) are now being utilized as boat anchors or
slowly decomposing in landfills all over our great nation! Some radio
manufacturers are slower than others in releasing Windows based programs
capable of programming older lines of transceivers or control heads. You may
have to visit a museum, computer store about to go out-of-business, or a
homeless person under a bridge to find a computer, or replacement computer,
capable of handling your programming needs!
SERIAL PORT REQUIRED
Motorola CPS software for the ASTRO, however, will run fine on any
Pentium or AMD processor machine loaded with Windows 95 through XP. The
problems start when reading or writing to the transceiver. The majority of
new laptop computers loaded with XP do not have a serial port. A serial
port, usually a 9 pin DB connector on the back or side of the computer, acts
as a COMM port, and is required to hook up a device called a RIB or SmartRIB
box between the transceiver and the computer. On newer machines without
serial ports, a serial port emulator is required to make the system work
effectively. The serial port emulator hooks into a USB port and emulates a
COMM Port like on older computers. These devices are a $150 option.
NEW EQUIPMENT AVAILABLE
Several manufacturers have responded to the multi-band requirements of
airborne law enforcement by developing new models of transceivers that are
easy to use, easy to program, and offer many advanced features.
Wulfsberg Electronics recently introduced the P-2000 model. The P-2000 is
a 1022 preset channel digital tactical FM radio with a color LCD display,
and the first panel-mounted, multi-band transceiver ever offered by the
company. Although the P-2000 does not have the full-band capability of the
RT-5000 (30 to 960MHz), it still covers three major public safety and marine
bands.
Technisonic Industries Limited (distributed by Dallas Avionics, Inc.)
recently introduced the TDFM 600 and 6000 series transceivers. The TDFM 600
can be configured to operate within two of four available band plans. The
TDFM 6000 can be programmed to transmit in three bands. For 800MHz TRS
operations, the transceivers support Motorola SmartNetII, SmartZone and P25
(9600 baud)
ASTRO pure digital trunking protocols. Several encryption protocols are also
available with these models. The Motorola CPS is utilized in the
aforementioned transceivers to program 800MHz trunked systems.
(Back to top)
Creating Airborne Liaisons
A “Foreign Exchange” Program for Officers
By Mickey Veich
The International Police Association is the world’s largest police
organization designed as a police service fraternal organization without
regard to rank, race, religion or political affiliation. The only
requirements are that members must be active or retired officers with
traditional powers of arrest, search and seizure.
There are over 300,000 members in 62 countries of the free world and the
IPA motto is “Servo Per mikeco”, which means service through friendship.
The IPA exists to help out visiting officers wherever they find themselves
on duty or on vacation around the world. In the United States, there are 60
chapters covering the entire 50 states.
In a concerted effort to promote stronger and more cooperative law
enforcement, Mesa Police Department’s Aviation Unit in Arizona goes one step
beyond with its accommodating liaison programs. You’ve all heard of a
ride-along for visiting officers, but how about a fly-along?
Visiting officers get firsthand experience from seasoned pilots and
well-informed tactical flight officers on exactly how and what makes Mesa’s
aviation unit tick and how they do their jobs in the air. Many of the
visiting officers work in venues that put four officers in a single car in
response to a call, so an aircraft is an unusual enforcement luxury for most
international visitors.
Mesa’s police department owns and operates two fixed wing aircraft; one
Cessna 172 and a Piper Dakota. They also fly three MD500E helicopters and
wish they had two more. The general policy for fly-along permission at Mesa
PD requires personal approval from Chief Dennis L. Donna, who approves all
requests and examines all credentials. Once approval is granted, the flight
is then scheduled with the requesting IPA member, who will personally escort
the visiting foreign officer to the hangar for a pre-flight briefing with
the day’s pilot and scheduled tactical flight officer.
Swiss Officer Barbara Ruegsegger of the Zurich (Switzerland) City Police
Department, recently came to Mesa for a police visit. She requested any
local IPA assistance she could get in order to spend a few “typical” days in
the life of an American police officer.
IPA Region 25’s 1st Vice President, Richard J. Ellis, arranged
Ruegsegger’s original liaison request for a Mesa PD fly-along and traveled
with her. As passengers for the day, they met with Aviation Commander Lt.
Rob Johnson. After an enthusiastic and friendly welcoming greeting, he
introduced Ruegsegger and Ellis to the flight crew for the day, Pilot David
L. Heckel and TFO David Dolenar, both seasoned police officers. TFO Dolenar
went over safety checklists and mandatory orders prior to boarding the
MD500E, where they received additional instructions, orders and safety rules
from Pilot Heckel.
“By offering visiting police officers an opportunity to fly-along with
us, we develop a networking opportunity unparalleled,” said Chief Pilot
Officer Steve Raether. “As Mesa officers, we are constantly responsible for
developing and maintaining liaison with counterpart officers and agencies
from wherever they are found. We only want to be sure they are bona fide
officers and not gatecrashers. Meeting and interfacing with foreign officers
is a great opportunity to network and compare notes, as well.”
According to pilot-in-training and current Tactical Flight Officer
Charles Pradelt, “... additional information in the form of knowledge
transfer occurs during every flight and subsequent debriefings with our
international visitors. We really enjoy this exchange, which would not
otherwise occur very frequently if it weren’t for the liaison program.”
In addition to the goodwill generated during the flights, miscellaneous
types of information through personal tactical experiences are also
exchanged. The assigned officers are learning numerous technologies, too.
Mesa officers constantly compare enforcement techniques, technical expertise
and equipment use for possible department application.
Mesa Aviation Section welcomes its visitors and really goes out of its
way to assist and promote cooperation. Assigned to the Patrol Resources
Division, Mesa’s Aviation Section can be found alongside the Field Training
Unit, SWAT, Selective Enforcement and Traffic Sections.
(Back to top)
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