Asnsw Aw139 Training Notes Rev3

AMBULANCE SERVICE OF NEW SOUTH WALES
AUGUSTA WESTLAND 139 CABIN STAFF
SYLLABI AND TRAINING NOTES
Revision 3 – June 2012

Disclaimer
These training notes are an uncontrolled document and

are to be used for training purposes only.
ASNSW Cabin Staff must refer to the relevant aircraft flight

manuals, and CHC Helicopters (Australia) Operations
Manuals for current information.
This document must not be reproduced in part or in whole

with out the express permission of the Flight Standards
Department - CHC Helicopters (Australia).
ASNSW AW139 Cabin Staff Training Notes Revision 3 – June 2012 page 1 of 1
Index
ASNSW AW139 CABIN STAFF SYLLABI AND TRAINING NOTES
INDEX
Section 1. Ground School Syllabus
Section 2. Flying Training Syllabus
Section 3. Training Aims Syllabus
Section 4. Aircraft Description
Section 5. Principals of Flight
Section 6. Operations - General
Section 7. Emergency Procedures
Section 8. Duties and Responsibilities
Section 9. Airmanship
Section 10. Role Equipment
Section 11. Winching Procedures - Normal
Section 12. Winching Procedures - Emergency
Section 13. Confined Area Operations
Section 14. Hover Exit/Entry Procedures
Ground School Syllabus
SECTION 1. GROUND SCHOOL SYLLABUS
1 General
2 Classification of Cabin Staff
3 Ambulance Rescue Crewperson
4 Medical Crewperson
5 Medical Attendant
6 Conversion to New Type
7 Examinations
8 Failure to Achieve Standards
ASNSW AW139 Cabin Staff Training Notes Revision 3 June 2012 page 1 of 8
GROUND TRAINING CABIN STAFF
1. General 2. Classification of Cabin Staff
Introduction. a. Ambulance Rescue Crewperson
The training specified below applies to client staff A member of the flight crew other than a pilot, who is
employed as Ambulance Rescue Crewpersons qualified and proficient in the operation of equipment
(ARC), Medical Crewpersons (MC) and Medical and techniques necessary to be dispatched from a
Attendants (MA). helicopter (by the most appropriate means) to a
person in distress and to render the necessary aid
Details for the initial training of cabin staff for prior to evacuation by the most appropriate means in
winching, SAR, emergency medical service, and the EMS role. Ambulance Rescue Crewpersons are
passenger carrying operations are contained in this qualified Medical Attendants.
part. CHC training staff are to ensure that a
satisfactory level of airmanship, CRM and b. Medical Crewperson
operational technique is achieved and retained at all
times. A member of the flight crew other than a pilot, who is
qualified and proficient in the operation of equipment
The success of any flight where cabin staff are and techniques necessary to be dispatched from a
required to be utilised depends, in the main, on good helicopter (by the most appropriate means) to a
crew cooperation. Short, precise and standard person or persons in distress and to render the
intercommunication is vital in order to achieve good necessary aid prior to evacuation by the most
crew coordination. All crew members under training appropriate means in the EMS role. Medical
are to be directed to use standard, unambiguous Crewpersons are qualified Medical Attendants.
phrases and not general chatter that may lead to
confusion. Caution: MC’s are not qualified to conduct water
rescue operations.
A separate LC and certificate of competence is
required to each type of aircraft in which a person c. Medical Attendant
acts as a crew member. However, a candidate
whose certificate of competence has lapsed on one A member of the flight crew other than a pilot who is
aircraft type but is current on another company type qualified and proficient, in the role of medical
may have a one-off extension approved by the Chief passenger retrieval, transport and control.
Pilot, depending on recency and overall experience.
Note: Primary response may require hover
Training Times. disembarkation / embarkation procedures.
The time stated for the following training modules is

based on a student having no previous experience
as Cabin Staff. The Senior Aircrewman shall review
the background of all Cabin Staff to determine the
training required to release them to the line in a
particular role.
Training References
• ASNSW Training Notes

• CHC Operations Manual – Flight Ops
3. Ambulance Rescue Crewperson – 3 days
a. Prerequisites.
• ASNSW Standards
b. Ground School.
Aircraft Description Emergency Procedures
• Aircraft general; • Distress and urgency calls

• Entry / exit points / procedures; • Forced landing procedures
• Radios and intercom systems; • Ditching procedures and
• Fuselage structure; • cabin / baggage compartment fire
• Flight controls;
• Weight and balance; Airmanship
• Power plant; and
• Power train. • Definition;
• Teamwork;
Principles of Flight • Crew communication; and
• Situational awareness.
• Configuration and control;
• Hovering and forward flight; Role Equipment
• Autorotation; and
• Blade sailing. • Pre/post flight inspections & maintenance;
• Correct fitment of role equipment;
Duties and Responsibilities • Stretchers;
• Tag line kit;
• Scope of the ARC role; • Combination hypothermia strop;
• Civil Aviation Orders; and • Hi line kit;
• CHC Operations Manual • Quick splice plate;
• Equipment strap;
Aircraft Husbandry • Karabiners;
• Single point restraint and associated
• Aircraft cleanliness connectors;
• Hand held search light;
Refuelling Procedures • Hand held DF
• Safety harness;
• Aircraft earthing requirements; • Capewell quick release;
• Refuelling with passengers onboard; and • Life jacket;
• Hot refuelling – crew duties. • Life raft;
• Pyrotechnics; and
Fire Procedures • Personnel equipment – flight helmet, surface
swimmer equipment, etc.
• Extinguisher classification and rating;
• Extinguisher checks; Rescue Hoist
• Extinguisher use;
• Fire fighting considerations; • Capabilities;
• Location of extinguishers; • Limitations;
• Standard marshalling signal (aircraft fire)
• Fire during refuelling; and
• Other types of aircraft fires.
Winching Procedures – Normal Confined Area Operations
• When to winch; • Single/double angle approaches;

• Crew qualifications; • PSWAT checks – rationale; and
• Winch currency; • Aircraft clearances and;
• Training limitations; • ARC responsibilities.
• Winching areas;
• The winch circuit; Patient Care
• Crew duties;
• Communications; • Loading/unloading (single/double patient);
• Key words; • Communications;
• Methods of recovery; • Equipment stowage and use;
- Single strop lift (dry/wet); • Care of children and escorts;
- Double lift (dry/wet);
- Hypothermia strop lift; Hover Exit/Entry Procedures
- Stretcher lift (dry);
- Winching to vessels; • Rationale
- Hi line transfer; • Technique
• RADAR / HF transmissions during winching
operations (RADHAZ);
• Static electricity considerations; and
• Crew hand signals.
Winching procedures – Emergency
• Minor aircraft emergencies;

• Major aircraft emergencies;
• Emergency commands;
• Winch emergencies (information only);
- Height (Low)
- Fouled cable;
- Intercom failure – hover/run in;
- Runaway cable;
- Emergency cut;
- Stoppage; and
- Pendulum dampening / stretcher spin
Night Winching Operations
• Aircraft/crew requirements;
• Night winching over land.
Winching Procedures – Static Training
• Perform winch hook up and presentation

for security inspections;
• Disconnect from wander lead and exit
aircraft on winch hook (clean, equipment &
double)
• Perform winch hook up and aircraft entry
(clean, equipment, double, hypo &
stretcher);
Minimum evolutions for each of above shall be

three (3);
4 Medical Crewperson - 2 day
a. Prerequisites.
• ASNSW Standards
b. Ground School.
• Aircraft general; • Forced landing procedure; and

• Aircraft entry / exit points / procedures; • Ditching procedures;
• Radios and intercom systems; • Cabin / baggage compartment fire
• Fuselage structure;
• Flight controls; Airmanship
• Weight and balance;
• Power plant; and • Definition;
• Power train. • Teamwork;
• Crew communication; and
Principles of Flight • Situational awareness.
• Configuration and control; Role Equipment

• Hovering and forward flight;
• Autorotation; and • Pre/post flight inspections and maintenance;
• Blade sailing. • Correct fitment of role equipment;
• Stretchers;
Duties and Responsibilities • Tag line kit;
• Combination hypothermia strop;
• Scope of the mc role; • Quick splice plate;
• Civil aviation orders; and • Equipment strap;
• CHC operations manual • Karabiners;
• Single point restraint and associated
Aircraft Husbandry connectors;
• Safety harness;
• Aircraft cleanliness • Capewell quick release;
• Life jacket;
Refuelling Procedures • Life raft;
• Personnel equipment – flight helmet, etc.
• Aircraft earthing requirements;
• Refuelling with passengers on-board; and Rescue Hoist
• Hot refuelling – crew duties.
• Capabilities;
Fire Procedures • Limitations;

• Extinguisher checks;
• Fire fighting considerations;
• Location of extinguishers;
• Standard marshalling signal (aircraft fire);
Winching Procedures – Normal Winching Procedures – Static Training
• When to winch; • Perform winch hook up and presentation for

• Crew qualifications; security inspections;
• Winch currency; • Disconnect from wander lead and exit
• Training limitations; aircraft on winch hook (clean, equipment &
• Winching areas; double);
• The winch circuit; • Perform winch hook up and aircraft entry
• Crew duties; (clean, equipment & stretcher);
• Communications;
• Key words; Minimum evolutions for each of above shall be
• Methods of recovery; three (3);
- Single strop lift (dry);
- Stretcher lift (dry), Patient Care
• Radar / HF transmissions during winching
operations (RADHAZ); • Loading/unloading(single/double patient);
• Static electricity considerations; and • Communications;
• Crew hand signals. • Equipment stowage and use;
• Care of children and escorts;
Winching Procedures – Emergency
Hover Exit / Entry Procedures
• Minor aircraft emergencies;
• Major aircraft emergencies; • Rationale
• Emergency commands; • Technique
• Winch emergencies (information only); •
- Height (Low)
- Fouled cable;
- Intercom failure – hover/run in;
- Runaway cable;
- Emergency cut;
- Stoppage; and
- Pendulum dampening / stretcher spin
Night Winching Operations
• Aircraft/crew requirements;
• Night winching over land.
5 Medical Attendant - 1 day
A. Prerequisites.
• ASNSW Standards
B. Ground School
• Aircraft general; • Forced landing procedures;

• Entry / exit points / procedures; • Ditching procedures;
• Radios & Intercom systems; • Cabin/baggage compartment fire.
• Flight controls; Airmanship
• Power plant; and • Definition;
• Power train. • Teamwork;
• Crew communication; and
Principles of Flight • Situational awareness.
Configuration and control;
Hovering and forward flight; Patient Care
Autorotation; and
Blade sailing. • Loading/unloading(single/double patient);
• Communications;
Duties and Responsibilities • Equipment stowage and use;
• Care of children and escorts.
• Scope of the MA role;
• Civil Aviation Orders; and Hover Exit / Entry Procedures
• CHC Operations Manual
• Rationale
Aircraft Husbandry • Technique
• Aircraft cleanliness.
Refuelling Procedures
• Aircraft earthing requirements;

• Refuelling with passengers onboard; and
• Hot refuelling – crew duties.
Fire Procedures

• Extinguisher checks;
• Fire fighting considerations;
• Location of extinguishers;
• Standard marshalling signal (aircraft fire);
6. Conversion to New Type 7. Examinations
Introduction • Examinations to test candidate’s knowledge

following the ground school will be taken
Conversion to new type training will be necessary from the Cabin Staff Question Book (Library
where cabin staff are required to perform crew duties TRNG 100) held by the FSD. The pass in all
in an aircraft type on which they have not been exams is 90%, corrected to 100%, by the
qualified before. On completion of conversion to TACM.
type training cabin staff are to successfully complete • Emergency Survival Check (ESC)
a check prior to commencing operations. IAW CAO 20.11 is to be successfully
completed.
Additional ground school training to that detailed
below will be role/contract dependent. 8. Failure to Achieve Standards
Ground school – 1 day Candidates who fail to achieve a pass standard on

the ground school examination will be given a
Aircraft Description revision period and a retest at the discretion of the
TACM. Should the candidate fail a second time the
• Esc; training is to be suspended and the matter referred
• Aircraft general; to the Senior Aircrewman and the Chief Pilot.
• Radios and intercom systems;
• Fight controls;
• Power plant; and
• Power train.
Emergency Procedures
• Forced landing procedures and

• Ditching procedures
Winching Procedures – Static Training
• Perform winch hook up and presentation for

security inspections;
• Disconnect from wander lead and exit
aircraft on winch hook (clean, equipment &
double);
• Perform winch hook up and aircraft entry
(clean, equipment, double, hypo &
stretcher);
Minimum evolutions for each of above shall

Be three (3);
• Technique
Flying Training Syllabus
SECTION 2. FLYING TRAINING SYLLABUS
1 General
2 Ambulance Rescue Crewperson
3 Medical Crewperson
4 Medical Attendant
5 Conversion to New Type
6 Confirmation of Training
7 Completion Standard
8 Failure to Achieve Standard
1. General
The flying training requirements will be dependent

on the role and aircraft type on which the
candidate is to be utilised. The TACM is to
ensure that adequate flying training is conducted
so as to meet the role requirements, with
competency standards sufficient to be cleared to
line duties. A line check for the candidate will be
required annually from completion of initial
training.
Following the successful completion of the

ground school phase students may proceed with
the following role flying training. The sortie topics
are listed first followed by the sortie content.
Training References
ASNSW Cabin Staff Training Notes (Library 086);
2. Ambulance Rescue Crewperson (ARC)
ARC One - Confined Area Operations – 1.0 hour

Hover Exit/Entry Procedures
ARC Two - Single lifts – 1.5 hours

Double lifts
Stretcher lifts
ARC Three - Wet Double lifts – 1.0 hour

Hypothermia strop lifts
ARC Four - Night Winch – 1.0 hour

Single lifts
Double lifts
Stretcher lift
ARC Five - Winching Five – Boat Transfers – 1.5 hours

Hi Line transfers
Line Check - Conducted annually from completion of training – 1.0 hour
NOTE: Flight times are based on a student to instructor ratio of 2:1
AMBULANCE RESCUE CREWPERSON
ARC One – ARC Two

Confined Area Operations & Hover Exit/Entry Single Lift, Double Lift & Stretcher Winch
Sortie description Sortie description

Trainees first flight to practice Confined Area landings and Trainees first sortie to perform different methods of
practical use of Patter; Hover exit/entry procedures. recovery by rescue winch.
Area Area
A suitable Confined Area enabling both single and double Initially a suitable clear area for winching operations then
angle approaches; and hover exit/entry procedures a suitable confined winching area with vehicle access.
Duration : 1.0 hr Duration : 1.5 hrs
Demonstration Demonstrations
Area Recce. Single lift winch recovery brief.
Procedure/technique required to achieve safe landings. Double lift winch recover brief.
Aircraft Clearance procedure/technique Stretcher lift winch recovery.
Hover Exit/Entry technique. Operation of the tag line.
Rescue Crewman hand signals.
Student Activity Aircraft entry/exit technique.
Perform necessary equipment pre flight.
Observe demonstrations. Student Activity
Provide aircraft clearances to achieve safe confined area Perform necessary equipment pre flight.
landings. Observe demonstrations.
Perform Exit/Entry the A/C in the hover Perform single lift winch recovery.
Perform double lift winch recovery.
Minimum Evolutions Perform stretcher lift winch recovery.
Two (2) Confined Area approaches/landings to a large Perform the duties of the tag line attendant.
area. Deliver tag line attendant briefing.
Two (2) Confined Area approaches/landings to a more
confined area.
Minimum Evolutions
Two (2) Hover Exit / Entry
Two (2) single lift recoveries.
One (1) high winch no higher than 50 feet
Requirements
2 x wander leads and single point restraint. Two (2) double lift recoveries.
Instructor will have over-riding authority of the Con at all Two (2) stretcher lift recoveries.
times. Two (2) tag line attendant tasks.
Emergencies Requirements
ACM intercom failure during one approach. Rescue strop.
2 x wander leads and single point restraint.
Assessment An approved stretcher with tag line kit.
In accordance with Section 1, Training Staff, Annex C. Training dummy.
Emergencies
Practice in flight cabin/boot fire.
Assessment
In accordance with Section 1, Training Staff, Annex C.
!
!
ARC Three ARC Four
Wet - Double Lift & Hypothermia Lift Night Winch - Single Lift, Double Lift & Stretcher lift

Trainees first sortie to perform different methods of Trainees first night winching sortie.
recovery from the water by rescue winch.
Area
Area A suitably clear area for night operations with vehicle
Suitable wet winching area. access.
Duration : 1.0 hr Duration : 1.0 hr
Demonstration Demonstrations
Aircraft exit/entry technique. Aircraft light signals.
Wet double lift recovery. Use of aircraft internal lighting.
Hypothermia strop lift recovery.
Student Activity
Student Activity Perform necessary equipment pre flight.
Perform necessary equipment pre flight. Observe demonstrations.
Observe demonstrations. Perform single, double and stretcher lifts by night.
Perform single lift water recovery by rescue winch. Perform tag line attendant duties by night.
Perform double lift water recovery by rescue winch.
Perform double lift water recovery utilising the Minimum Evolutions
hypothermia strop. Two (2) double lift recoveries.
One (10 stretcher lift recovery.
Minimum Evolutions
Two (2) double lift water recoveries. Requirements
Two (3) hypothermia strop water recoveries. Rescue Strop.
Requirements An approved rescue stretcher with tag line kit.
Rescue strop. Training dummy.
Hypothermia strop.
2x wander leads and single point restraint. Emergencies
Aircraft wet deck. Nil practice.
Liferaft.
Safety boat with suitably briefed crew in two-way Assessment
communications with the aircraft/safety swimmer. In accordance with Section 1, Training Staff, Annex C.
Emergencies
Nil practice.
Assessment
In accordance with Section 1, Training Staff, AnnexC.
ARC Five LINE CHECK – ARC

Boat Transfer / Hi Line Transfer (Annually from completion of training)

Trainees first flight to perform boat transfer techniques Trainee to carry out Line Check. See Section 8.12,
and Hi Line transfers to a vessel under way. Competency Check – Cabin Staff, Annex A for content.
Area Area
As necessary. Initially a suitable dry winching area with vehicle access
then a suitable wet winching area.
Duration : 1.5 hrs
Duration : 1.0 hr
Demonstration
Boat transfer technique. Demonstrations
Hi Line transfer technique. Nil.
Student Activity Student Activity

Perform necessary equipment pre flight. See Section 8.12, Competency Checks, Annex A for
Observe demonstration. content.
Perform boat transfer technique.
Perform Hi Line transfer technique. Requirements
As dictated by the Training Staff.
Minimum Evolutions
Three (3) Boat transfers (live). Emergencies
Two (2) Hi Line transfers (live). As directed by Training Staff.
Requirements Assessment
Rescue strop. In accordance with Section 1, Training Staff, Annex C.
Correctly configured Hi Line kit.
Suitable vessel in two communications with the aircraft.
Emergencies
Nil practice.
Assessment
3. Medical Crewperson – (MC)
MA One - Hover Exit/Entry Procedures - 1.5hr

Single lifts
MA Two - Stretcher Lifts – 1.0 hr
MA Three - Night winch –1.0 hr

Single Lift
Stretcher Lift
MA Four - Boat Transfers – 1.0 hr

Hi Line Transfers
Line Check- Conducted annually from completion of training – 1.0 hr
Note:
1. MC Three & Four will be role / contract dependant.

2. Flight times are based on a student to instructor ratio of 2:1.
MEDICAL CREWPERSON
MC One MC Two
Live Winch & Hover Exit/Entry Stretcher winch

Trainees first flight to perform different methods of Trainees first sortie to perform a stretcher winch recovery.
deployment and recovery by rescue winch; Hover
exit/entry procedures. Area
Initially a suitable clear area for winching operations then
Area a suitable confined winching area with vehicle access.
A suitable clear area for winching operations with vehicle
access. Duration : 1.0 hr
Duration : 1.0 hr Demonstrations

Static aircraft entry/stretcher technique
Demonstrations Hand signals
Static aircraft exit/entry techniques
Static winch procedures/brief Student Activity
Hand signals Perform static stretcher lift
Hover exit/entry techniques Perform stretcher lift winch recovery
Student Activity Minimum Evolutions

Perform necessary static winch procedures Two (2) stretcher lift winch recoveries
Observe demonstrations
Perform single lift winch recovery Requirements
Perform single with equipment pack An approved stretcher with tag line kit
Perform Exit/Entry the A/C in the hover Training dummy
2 x wander leads and single point restraint
Minimum Evolutions
Two (2) single lift recoveries Emergencies
One (1) high winch no higher than 50 feet Nil practice
Two (2) lifts with equipment pack
Two (2) hover exit/entry procedures Assessment
In accordance with Section 1, Training Staff Annex
Requirements Assessment
Equipment Strap In accordance with Section 1, Training Staff, Annex C.
Suitable role equipment bag
2 x Wander leads and single point restraint MC Two - MC – Stretcher winch
Emergencies Sortie description

Nil practice Trainees first sortie to perform a stretcher winch recovery.
Assessment Area
In accordance with Section 1, Training Staff, Annex C. Initially a suitable clear area for winching operations then
a suitable confined winching area with vehicle access.
MC Three - Night Winch MC Four

Single Lift & Stretcher Lift Boat/Hi Line Transfers

Trainees first night winching sortie. Trainees first Boat/ Hi Line Transfer sortie to a vessel
underway.
Area
A company surveyed area for night operations with Area
vehicle access. As required
Duration : 1.0 hr Duration : 1.0 hr
Demonstrations Demonstrations
Aircraft light signals Boat Transfers
Use of aircraft internal lighting Hi Line Transfers
Use of down the wire lighting
Student Activity
Student Activity Perform necessary equipment pre flight
Perform single, double and stretcher lifts by night Observe demonstrations
Perform Boat Transfer technique
Minimum Evolutions Perform Hi Line Transfer technique
One (1) stretcher lift recovery
Minimum Evolutions
Requirements Three (3) Boat transfers
An approved rescue stretcher with tag line kit Two (2) Hi Line transfers
Training dummy
2 x Wander leads and single point restraint. Requirements
2 x Wander leads and single point restraint.
Emergencies Correctly configured Hi Line Kit
Nil practice Suitable vessel in two-way communications with the
aircraft
Assessment
In accordance with Section 1, Training Staff Annex C. Emergencies
Nil practice
Assessment
In accordance with Section 1, Training Staff Annex C
LINE CHECK – (Annually from completion of training)
Sortie description
Trainee to carry out Line Check. See Section 8.12,
Competency Check – Cabin Staff, Annex A for content.
Area
A suitable dry winching area with vehicle access.
Duration : 1.0 hr
Demonstrations
Nil.
Student Activity
See Section 8.12, Competency Checks, Annex A for
content.
Requirements
Emergencies
As directed by Training Staff.
Assessment
ASNSW AW139 Cabin Staff Training Notes Revision 3 – June 2012 page 10 of
13
4. Medical Attendant – (MA)
MA One - Aircraft famil

ICS & A/C radios
Internal lighting
Patient and passenger control
Aircraft clearances in CA’s
Primary site considerations
Hover exit/entry procedures
!
Line Check - Conducted annually from completion of training – 1.0 hr
!
!
! ! "#$%&!!!!!!'()*)+,$!*-%+)+.*%/!01'/2!$)+(.(.3!4(--!5%!6)#7(8%8!$#!.#9(.+$%8!6%)/#..%-!#.-:;
13
MEDICAL ATTENDANT
MA One LINE CHECK –

Aircraft familiarisation (Annually from completion of training)

Trainees first aircraft familiarisation flight Trainee to carry out Line Check. See Section 8.12,
Competency Check – Cabin Staff, Annex A for content.
Area
As required Area
A suitable local area and confined area site
Demonstrations
Use of ICS & Client radios Duration : 0.5 hr
Use of cabin and medical lighting
Patient & passenger control Demonstrations
Aircraft clearances in confined areas Nil.
Hover embark / disembarkation
Primary site considerations Student Activity
See Section 8.12, Competency Checks, Annex A for
Student Activity content.
Perform necessary equipment pre flight
Requirements
Observe demonstrations
Utilise ICS/ Radio and lighting systems
Demonstrate passenger & patient control
Emergencies
Give aircraft clearances in confined areas
As directed by Training Staff.
Perform exit/entry the A/C in the hover
Assessment
Minimum Evolutions
In accordance with Section 1, Training Staff, Annex
Two (2) Confined area landings
Two (2) Hover exit/entry
Requirements
2 x Wander leads and single point restraint.
Suitable role equipment bag
Emergencies
Nil practice
Assessment
In accordance with Section 1, Training Staff Annex C.
All ASNSW Cabin Staff on successful completion of

training are qualified to act as Medical Attendants on
that aircraft type. Emergencies as directed by
Training Staff.
13
5. Conversion to New Type
The flying training required will be dependant on the role

and aircraft type on which the candidate is to be utilised.
The TACM is to ensure flying training is conducted to
meet the role requirements and complete a LC. As a
minimum the following must be covered:
Equipment differences;
Emergency procedures; and
Location of Equipment.
6. Confirmation of Training
The candidate’s successful completion of the relevant

training will require the completion of a Line Check, 12
months from completion of training, for the role in which
he will be employed. The items to be considered in a Line
Check are contained in Sect 8.12, Competency Checks-
Cabin Staff. Annex A-E.
7. Completion Standards
A candidate must perform the required tasks to attain a

score of at least 3 according to the Training Report
Assessment criteria.
8. Failure to Achieve Standard
Should a candidate fail to achieve the standard required

during the LC the TACM shall:
• Advise the candidate of the failure;

• Complete the Training Report with comments;
• Conduct one remedial sortie with the candidate; and
• Conduct a Base/Line Check retest.
Should the candidate fail the retest advise the Senior

Aircrewman and Chief Pilot and complete a Training
Report. The Chief Pilot will then give a direction on the
matter
13
Training Aims Syllabus
SECTION 3 TRAINING AIMS SYLLABUS
1. Principals of Flight
2. Aircraft Description
3. Operations - General
4. Emergency Procedures
5. Duties and Responsibilities
6. Airmanship
7. Role Equipment
8. Winching Procedures - Normal
9. Winching Procedures - Emergency
10. Night Winching Operations
11. Confined Area Operations
12. Hover Exit/Entry Procedures
ASNSW AW139 Cabin Staff Training Notes Revision 3– June 2012 page 1 of 5
1 Principles of Flight
Aim: The aim of this module is to give the Cabin Staff a basic knowledge of helicopter aerodynamics,
how the helicopter hovers and flies, auto-rotations and other aerodynamic effects, which could endanger
the aircraft and crew.
Theory:
Introduction - Differences between fixed wing and rotary wing aircraft
Configuration and Control - Different helicopter types, aerodynamic definitions, relative airflow, vertical
movement and torque reaction
Hovering and Forward Flight
Autorotation - Definition, flight characteristics, hazards and procedures
Blade Sailing - Definition, causes and recovery
Practical:
Differences between fixed wing and rotary wing aircraft (where applicable)
2 Aircraft Description
Aim: The aim of this module is to give the Cabin Staff a sound knowledge of the aircraft and its
structure, and a practical familiarisation of specific aircraft type equipment.
Theory:
Principle dimensions
Aircraft Structure - Cabin, doors, engine deck, landing gear and baggage compartment
Entry and Exit procedures
Flight Controls - Cyclic, collective and pedals.
Weight and Balance
Powerplant - Engine operation, engine systems and combining gearbox
Powertrain - Main drive shaft and main transmission
Practical:
Review Aircraft - Dimensions, systems, operation of doors, operation of seatbelts, operation of windows
and cabin lighting.
Discuss and review - Communications systems and intercom systems
Discuss and review Equipment - Role equipment, cabin stowage, boot stowage, litter kits and patient
loading/unloading.
3 Operations - General
Aim: The aim of this module is to give the Cabin Staff a working knowledge of aircraft husbandry,
refuelling procedures and fire procedures.
Aircraft husbandry - Cleanliness, storage and care of equipment, use of ground handling Equipment.
Refuelling procedures - Rotors stopped, rotors running, hand-pump operation and, drum stocks, earthing
the aircraft.
Fire procedures - Extinguisher types, locations, fire during refuelling, other aircraft fires and fires in the
hangar. Smoke and fumes in the aircraft.
4 Emergency Procedures
Aim: The aim of this module is to provide the Cabin Staff with a sound knowledge of aircraft
emergency procedures, actions in the event of emergencies and escape procedures.
Recognition of an emergency situation - Assisting the pilot during emergencies, MAYDAY and PANPAN
calls.
Crash positions - Personal protection, securing equipment
Forces landing procedures over land - Exiting aircraft, use of survival equipment, assisting passengers,
post-ditching actions.
Ditching procedures - Exiting the aircraft, inflation of life jackets and life rafts.
Aircraft ELT location and operation.
5 Duties and Responsibilities
Aim: The aim of this module is to give the Cabin Staff a sound knowledge of his duties and
responsibilities pertaining to his role in and around the aircraft.
Duty Statement - Responsibilities
Aircraft Marshalling - Requirements as laid down in CAO 20.3
CHC Operations Manual
6 Airmanship
Aim: The aim of this module is to introduce the Cabin Staff to the principles of airmanship and crew
coordination in a multi crew environment.
The definition of airmanship
Teamwork in the multi crew environment - The importance of good communications
Situational Awareness - The big picture
7 Role Equipment
Aim: The aim of this module is to introduce the Cabin Staff to personal and aircraft role equipment and
give him a sound knowledge of the equipment capabilities and limitations.
Role equipment - Practical fitment, operation, pre/post flight inspections
Pyrotechnics - When to use, safety considerations
Personal equipment - Practical fitment, operation, pre/post flight inspections
8 Winching Procedures - Normal
Aim: The aim of this module is to give the Cabin Staff a thorough practical working knowledge of all
helicopter rescue winch procedures and techniques.
General winching considerations - When to winch, crew qualifications, crew currency, training limitations.
The Winch circuit - Rationale
Crew Duties - Emergency commands, executive commands
RADHAZ during rescue winch operations
Corrosion Considerations - Equipment and aircraft
Communications, Key Words and Hand Signals (rationale & description)
Methods of Recovery - Singles, doubles, hypothermia strop, stretcher lifts
Winching to Vessels, Hi Line Procedure
Diver Drop procedure
9 Winching Procedures - Emergency
Aim: The aim of this module is to give the Cabin Staff a practical working knowledge of rescue winch
emergency procedures and techniques.
Introduction to Winching Emergences - Fouled cable, intercom failure, runaway in/out, emergency cut,
winch stoppage; the decision making process, priorities and training limitations.
Minor Emergencies (aircraft) – Recognition, pilot actions, rescue crewman actions.
Major Emergencies (aircraft) - Recognition, notification, actions, hand signals
Emergency commands
10 Night Winching Operations
Aim: The aim of this module is to give the Cabin Staff a sound knowledge of the necessary
requirements for night winching operations.
Night Winch - Aircraft requirements, personal requirements
Over water operations
11 Confined Area Operations
Aims: The aim of this module is to give the Cabin Staff a sound knowledge of confined area operations
and crew responsibilities pertaining to them.
Introduction - Classification of a Confined Area
Single/Double Angle Approach - Rationale
Aircraft Clearances - Crew Sectors, responsibilities
Communications, key words,
12 Hover Exit & Entry Procedures
Aims: The aim of this module is to give the Cabin Staff a sound practical working knowledge of Hover
Exit & Entry procedures and techniques.
Introduction - The necessity for a Hover Exit/Entry procedure
Conduct of Hover Exit/Entry procedure - Aircraft positioning, Cabin Staff deplaning/emplaning,

Equipment unload/load
Hover Exit/Entry technique - Cabin preparation, Cabin Staff deplane/emplane position,

Deplane/Emplane technique,
Hover Exit/Entry - Hand signals
Emergency procedures in the hover.
Aircraft Description
SECTION 4 AIRCRAFT DESCRIPTION
1 Aircraft General
2 Dimensions and General Data
3 Fuselage Structure
4 Flight Controls
5 Weight and Balance
6 Power plant
7 Power train
8 Cabin Layout
ASNSW AW139 Cabin Staff Training Notes Part 1, Section 1 Revision 2 – Revision 2009 page 1 of 40
1 AIRCRAFT GENERAL
General
The AW139 is a twin engine, rotary wing aircraft designed for the following primary roles;
• Transport of passengers
• Transport of material, and
• Ambulance (EMS)
Figure 4 -1 AW139
2 DIMENSIONS AND GENERAL DATA
Figure 4-2 Aircraft Description
Internal dimensions Performance (ISA) (up to)
- Cabin: - VNE ........................................................................................167 Kts

• length ....................................................................... 2.70 m (8.85 ft) - Hovering IGE at MTOW/MCP .............................. 4267 m (14000 ft)
• width ........................................................................ 2.00 m (6.56 ft) - Hovering OGE at MTOW/MCP............................... 1829 m (6000 ft)
• height ....................................................................... 1.42 m (4.66 ft) - Rate of climb at MTOW/TOP ............................10.9 m/s (2150 ft/1’)
• volume ..................................................................... 8.05 m! (283 ft!) - Service ceiling (AEO at MCP) .............................. 6096 m (20000 ft)
• doors .......................................................1.68 m x 1.35 m (66” x 53”) - Operating temperature ...................-40°C to +50°C (-40°F to 122°F)
2
• floor resistance (uniform).................................................1000 kg/m
2
• floor resistance (concentrated)"...""""......200 kg/100 mm Fuel
• normal density seats .....................................................................12
- Standard tanks .................... 1250 kg/1562 l (2756 lb/412.6 US gal)
• high density seats .........................................................................15
Hydraulic system
- Baggage:
• length ............................................................................. 3 m (9.84 ft) - Operating pressure............................................. 207 bar (3000 PSI)
• width (max) ................................................................. 1.2 m (3.94 ft)
Main rotor
• height ........................................................................ 1.02 m (3.35 ft)
- Type ........................................................................Fully articulated
• volume ..................................................................... 3.4 m3 (106 ft3)
- Diameter ................................................................ 13.8 m (45.27 ft)
• doors ...................................................... 0,93 m x 1.00 m (37” x 39”)
- Number of blades ..........................................................................5
- Tip speed .....................................................214.16 m/s (702.6 ft/s)
External dimensions
- Rpm (100%) ...........................................................................296.4
- Width: - Shaft tilt (forward) ......................................................................... 5°
• rotors turning ........................................................ 13.80 m (45.27 ft)
- Direction of rotation................................ CCW, viewed from above
• without rotors (stabilizer span) ................................3.50 m (11.48 ft)
- Length: Tail rotor
• rotors turning ........................................................ 16.62 m (54.53 ft) - Type ........................................................................Fully articulated
• without rotors ........................................................ 13.53 m (44.39 ft) - Diameter ................................................................... 2.70 m (8.86 ft)
- Height: - Number of blades ...........................................................................4
• overall, rotors turning ............................................. 4.98 m (16.34 ft) - Tip speed ......................................................202.97 m/s (665.9 ft/s)
- Clearances: - Rpm (100%) ...........................................................................1435.7
• MR to ground, rotors turning .................................... 3.02 m (9.92 ft) - Direction of rotation .........................................CW, viewed from left
• TR to ground, rotors turning ..................................... 2.30 m (7.50 ft) Engine
Noise (ICAO Annex 16 / FAR part 36)
- Manufacturer .................................................. PRATT & WHITNEY
- Model..............................................................................PT6C-67C
- Flyover...........................................................................89.8/89.3 db
- Type............................................................ Free turbine turboshaft
- Approach .......................................................................93.6/92.4 db
- Average fuel consumption.................... 286 gr/HP/h (0.63 lb/HP/h)
- Take-off .........................................................................90.5/90.1 db
- Length .................................................................. 1634 mm (64.3”)
Weight - Diameter................................................................. 642 mm (25.3”)
- Weight (dry).......................................................190.3 kg (419.5 lb)
- Basic empty (variable with custom configuration).. 4100 kg (9039 lb)
- Total weight .......................................................212.2 kg (467.8 lb)
- Minimum flyable .....................................................4400 kg (9700 lb)
- Take off ................................................................6400 kg (14109 lb)
Transmission ratings
- AEO take off power (5 min/102%) .................... 2244 HP (1674 kW)

Landing gear
- AEO take off power (5 min/100%) .................... 2200 HP (1641 kW)
- Tread of main wheels ............................................... 3.04 m (9.97 ft)
- AEO continuous power ..................................... 2000 HP (1492 kW)
- Wheel base ............................................................ 4.34 m (14.24 ft)
- OEI 2,5 min power ............................................ 1600 HP (1194 kW)
- Fuselage ground angle at BDGW (Nose up)............................0° 23'
- OEI continuous power ...................................... 1400 HP (1044 kW)
3. FUSELAGE STRUCTURE
General
The cockpit, the front part of the fuselage, includes the pilot (RH) and the co-pilot (LH) side by side seating
positions, adjustable crashworthy seats, the instrument panel and a forward opening hinged door on each
side.
The middle part of the fuselage is composed by a rear cabin and rear fuselage. The cabin includes the
passenger seating area, a sliding door on each side, the fuel tanks housing, the main gearbox and engine
attachments, main landing gear and attachments and housing.
The rear part of the fuselage includes the baggage bay.
Cabin size is adequate for the following internal arrangements;
• Normal density civil transport – 2 + 11 passengers (all looking forward) in crashworthy seats.
• Normal density civil transport – 2 + 12 passengers (Fig 4-3)
• High density civil transport – 2 + 15 passengers
• Civil EMS – 2 litter patients, 2 non litter patients and 2 medical attendants (Fig 4-4)
The tail boom, the final part of the fuselage includes the stabiliser, the fin, and the intermediate and tail
gearbox attachments. This part can be removable. The parts mentioned above are considered primary
structure.
The remaining parts of the fuselage which are considered secondary structure, includes;
• Cockpit doors
• Cabin doors
• Inspection doors
• Transparent
• Main gearbox cowlings
• Fairings &
• Nose door
ASNSW AW139 Cabin Staff Training Notes – Part 1, Section 1 Issue 1 – October 2008 page 5 of 40
Figure 4-3 Normal Density Civil Transport
Figure 4-4 Civil EMS
Doors and Windows
Access to the cockpit is provided on each side through large doors, which are hinged on the forward edge
(Figure 1-4). A crew step is built into the fuselage. An adjustable window slides forward and rearwards
and has a spring activated latch to hold in the locked position (for use on the ground only). A latch
assembly with L-shaped handles and an integral key lock secures the door in the closed position. In an
emergency, the cockpit door transparencies may be jettisoned by pulling the EMERGENCY EXIT tab,
removing the seal bead and pull the transparency IN with the use the seal bead. (Figure 1-5)
Figure 4-5 Cockpit Door
Figure 1-5 Emergency Exit Tab
Figure 4-6
Note: Caution must be exercised when closing the cockpit doors as not to allow them to slam shut
against the fuselage. Positive control of the door must be maintained at all times and the handle
opened against spring pressure whilst closing the door as not to damage door lugs. (Fig 1-5)
Sliding Cargo Doors
The sliding cargo/passenger plug style door (Figures 1-6) on each side has a latching assembly with
handles, and an integral key lock. The sliding doors can be secured in either the closed or open position
(self locking at full open). The two acrylic windows in each sliding door can be jettisoned from the inside by
pulling the red webbing tab (Fig 1-6F), removing the seal bead and applying outward pressure to the
transparency
Fuel filler cap
Maintenance
access step
Figures 4-7 Sliding Cargo Doors
Note: Prior to opening the cargo doors, it is critical that maintenance access steps and the fuel filler cap
are secured. In addition the deck on the sponsons is to be clear of obstructions.
Opening of the cargo doors from the outside requires the door firstly to be unlocked (Fig 1-6A), then the
operator to gently pull outwards (Fig 1-6B) then upwards (Fig 1-6C) on the handle allowing the door to
move out from the fuselage. The door can then be tracked aft and into its auto – locked position.
Figure 4-8A Figure 4-8B Figure 4-8C
Closing the cargo doors from the outside requires the operator to firstly unlock the door from the full open
position by rotating the handle rearwards and simultaneously pulling the door forwards. As the door
approaches the closed position, the operator must once again rotate the handle rearwards (to recess the
locking lugs) gently allowing the door to “plug in” then with fingers clear of the handle protector rotate the
handle down into the locked position.
Opening the door from the inside requires the operator to firstly press down on the thumb latch (Fig 1-6D)
then rotate the handle upwards (Fig 1-6E). Gently apply outward pressure on the door to “plug out” then
track back to the auto – lock position
Handle location Figure 4-8D Figure 4-8E
Closing the cargo door from the inside requires the operator to rotate the handle rearwards from the
outboard handle. Track the door forwards then prior to the “plug in” position rotating the inboard handle
rearwards, “plugging in” then pushing the handle down. The thumb latch is not required to be depressed for
closing.
Note: Do not attempt to force the doors closed if resistance is experienced. Stop, look and
endeavour to identify the problem, or ask for company assistance.
Caution: The IAS must be below 80Kts (paying particular notice to crew and cabin security) prior to
opening the cabin sliding door. Aerodynamic pressure assists greatly in the opening of the
doors in flight, hence the need for total positive control of the door. It is recommended that
the door be closed as soon as possible upon rotation, as aerodynamic pressure will hinder
the closing of the door as airspeed increases.
Figure 4-8F – Emergency Exit Bead Tab
Entry and Exit
Entry and Exit to/from the aircraft is to be via the 3 and 9 o’clock positions and only after the pilot /
crewman has given a thumbs up signal by day or landing light off then on by night.
All items carried in to or out of the aircraft are to be kept below shoulder height.
Figure 4-9 Approach and Departure Path
Landing Gear
The AW139 landing (Fig 1-8 & 1-9) gear incorporates a tricycle style retractable arrangement with a castor
nose wheel. The nose landing gear is provided with two independent type wheels located at each end of
the axle of the sliding piston shock absorber. The nose gear also incorporates a nose wheel locking pin.
The main landing gear is provided with a single high pressure (239 psi) tubeless type wheel located at the
end of the trailing arm incorporating wheel brakes.
The brake system is composed by a brake assembly installed on each main landing gear wheel and is
operated by an independent hydraulic circuit. The brakes are activated by the toe pedals on the anti yaw
pedals. A parking brake can keep the helicopter parked for at least 8 hours on a 12 degree slope. Wheel
chocks will be deployed every time the aircraft is parked on the ground.
Figure 4-10 Landing Gear
Figures 4-11 Landing Gear
Emergency Floats
A helium filled emergency float kit (Figures 1-10) is designed to provide flotation for the helicopter in the
event of an emergency ditching on water. The kit consists of four floats and an electrical actuation and
sensing system.
Note: Rear cabin and cockpit doors are to remain closed upon ditching (if already in the closed position)
as opening them may result in rear bag puncture. Emergency exits (windows are to be utilised) in
this instance.
Figures 4-12 Emergency Floats
Figure 4-13 Emergency Floats Diagram
Baggage Compartment
A lockable baggage compartment is located in the rear fuselage (Figure 1-12). The baggage compartment
is accessible from each side of the aircraft. Automatic lights and cargo tie-downs points and net are also
provided. All freight must be secured under the net provided. Maximum weight capacity of the compartment
is 300Kg / 660lbs. Maximum height of cargo is not to exceed 600mm (2ft) A smoke detector is mounted in
the upper central roof of the compartment, with associated CAS warnings in the cockpit. Consult the
applicable weight and balance instructions when planning any flight that will involve baggage compartment
loads. The compartment is opened by depressing the forward end of the handle to expose it from its
recess, then rotating the handle down through approx 45 degrees. The door has a gas strut which will
assist in holding the door open. Do not leave the doors unattended in this position. Closing the door
requires the operator to hold the handle in the open position against spring pressure and push the door into
the closed position prior to resetting the handle.
Figures 4-14 Baggage Compartment
Note: The baggage compartment is not accessible via the main cabin and has no fire suppression
system. All placard instructions must be observed
4 FLIGHT CONTROLS
The fixed flying control system (Figs 1-13) includes four channels to control the flight: longitudinal cyclic,
lateral cyclic, yaw and collective. The fixed flying control system includes all the elements (levers, rods,
supports etc) from the pilot input (ie cyclic and collective sticks and pedals) up to the main servo actuators
and out to the tail rotor servo actuator.
Figure 4-15 Flight Control Systems
5 WEIGHT AND BALANCE
General
Proper weight and balance control to ensure that the helicopter CG is within prescribed limits is essential.
Failure to load the helicopter so that it is within CG limits and then maintain helicopter CG within allowable
limits during flight may result in insufficient control capability and unsafe flight conditions.
All calculations to determine helicopter CG are based on the weight of items loaded on the
helicopter, and the item’s location in the helicopter in relation to the reference datum lines.
6 POWERPLANT
Introduction
The AW139 is powered by two Pratt and Whitney PT6C-67C turbo shaft engines (FIG 1-14). The engines
are installed in separated fireproof areas above the cabin roof and supply power to the input gears of the
drive system by means of a rotating shaft. The engines are connected to the helicopter airframe by means
of two attachment points on the engine body and to the main gearbox by means of a tube and gimballed
joint.
Figure 4-16 PT6C – 67C Free turbine turbo shaft engine
General
The engines are mounted side by side in reverse on the engine deck with the left engine (facing forward)
designated as No. 1 and the right engine as No. 2.
Each engine is equipped with its own air management, fuel, starting and ignition, lubrication, and fire
protection systems.
The engines may be started using either airframe battery power or external power, and are capable of each
producing 1680 HP (1253KW) under All Engines Operating (AEO) ISA / sea level for 5mins at 102%Nr.
Engine Operation
Air, drawn in through the engine air inlet, is compressed and directed to the combustion chamber. Fuel is
added and ignited to produce hot exhaust gas, which is directed against a turbine wheel (Fig 1-15)
Exhaust gas exiting the N1 turbine wheel is directed against another turbine wheel, which is connected by
shafting to the input module of the main transmission.
Each engine is started and operated separately. Sprague clutches allow either one or both engines to be
disengaged from the main transmission in the event of an engine failure to allow for auto-rotative descent.
Figure 4-17 PT6C-67C Cross section
7 POWERTRAIN
Introduction
The power-train of the AW139 distributes engine power to drive the helicopter’s main and tail rotor systems
and numerous required subsystems. The powertrain includes the main drive shaft, main transmission,
main rotor mast, and tail rotor drive system. The tail rotor drive system includes three sections of tail rotor
drive shaft, the intermediate or gearbox, Both gearboxes have four attachment points and are oil splash
lubricated (fig 1-16).
Figure 4-18 Power train System
General
Engine power is transmitted to the main transmission via the input modules. The transmission, through
additional gearing, drives the tail rotor drive system.
Main Transmission
The main transmission (Fig 1-17), is mounted on the main cabin by means of four struts and anti-torque
device, and driven by two PT6C-67C engines. The main transmission has three stages of reduction. It
includes a duplicated oil lubrication system and provides attachment points for a hydraulically actuated
rotor brake, coaxial with the tail rotor drive output. The main transmission drives three hydraulic pumps, a
spare for two AC generators (optional for de-icing system), a fan for main gearbox oil cooling and a spare
for the compressor of the air conditioning (optional).
Figure 4-19 Main Transmission
8 CABIN LAYOUT
Cabin Seating
The rear cabin comprises two Aerolite swivel seats (Fig 1-18)and two fixed ‘fold-down’ Simula Seats (Fig 1-
19). Both seat styles comprise a four point harness and inertia reel restraint system. The Aerolite crew seat
will track fore and aft, and will also swivel by lifting the appropriate handles (Fig 1-20). Should the handle
be released during the swivel action, the seat will lock itself in position every 30 degrees.
For the Aerolite seats to track and swivel properly, it is imperative that the aircraft floor be regularly cleaned
and vacuumed free of dirt and dust.
Caution: Do not force the seats into position – if difficult to move, investigate the problem or ask for
assistance from the aircrew. Look for obstructions prior to swivelling the seats – ie winch
pendants, suction, Nav bags, hand held search lights etc. track seats further away from the
obstruction if required prior to swivelling.
Figure 4-20 Aerolite Swivel Seat Figure 4-21 Rear Simula Seat
Figure 4-22 Operating Handles – Track / Swivel
Caution: AW139 certification requires all persons occupying crew seats to be forward and aft facing
for take off and landing.
Communications
The AW139 is fitted with both the Honeywell digital communications panels (Fig 1-21) and the Gemelli
analogue communications control panel (Fig 1-22). The Honeywell panel in the rear cabin is reserved for
the Aircrewman whilst occupying the winch station. All medical cabin crew are to utilise the Gemelli panels
both located mid cabin roof. Refer to the placard communications plan as to which selector drives which
radio.
Figure 4-23 Honeywell Panel (Digital) Figure 4-24 Gemelli Panel (Analogue)
Note: Ensure the correct ICS lead is utilised for the function required. If radios are required ensure
the ICS / TX drop lead is utilised (Fig 1-23)
Figure 4-25 ICS Drop Leads
Fire Extinguishers and First Aid Kits
The aircraft BCF fire extinguishers are located at the rear right pilots pillar (Fig 1-24), and on the rear left
cabin bulkhead (Fig 1-25). The aircraft first aid kit is located in the rear baggage compartment (Fig 1-26).
Figure 4-26 Figure 4-27 Figure 4-28
Emergency Lighting
Emergency lighting can be activated manually from the rear cabin located at the top of the mid left cabin
pillar (Fig 1-27). The emergency lighting is automatically activated when armed, and the generators and
batteries are off line. Emergency lights are located on each sponson (Fig 1-28) to illuminate the immediate
aircraft surrounds and two each on the roof in the rear cabin (Fig 1-29).
Activation life for the emergency lights is 15 minutes.
WARNING: ACTIVATION OF THE EMERGENCY LIGHTS FOR ANY MEANS OTHER THAN AN
EMERGENCY IS PROHIBITED
Figure 4-29 Figure 4-30 Figure 4-31
Forward Left-Hand Cabin Layout
Figure 4-33 Sharps Stowage
14/28 Volt Aux Power Suction Outlet Oxygen Outlet

Figure 4-34
Figure 4-31 Forward Left-hand Seat
Suction Isolator switch
Figure 4-32 Suction Unit
Suction Unit
The suction unit is driven by an electric pump, concealed under the cabin floor. To activate the unit power
must be supplied to the pump first; the Suction Pump switch is located on the LHS of the ceiling unit. At
the suction unit, there is an isolation switch located on the unit’s ‘red’ mounting bracket, which will control
the unit’s flow. As shown above.
Forward Right-Hand Cabin Layout
Figure 4-36 Cabin Hoist Panel – Cable Cut Switch

& ICS Controls
Only to be mounted for winching operations

Figure 4-38 Hoist Pendant & Holster
GRN Radio Digital ICS Panel

Figure 4-37
Figure 4-35 Forward Right hand Seat
Suction Outlet
14/28 Volt Aux Power
Figure 4-39 Sharps Stowage

Blank Outlet
Figure 4-40
Forward Wander Mounts
Single point redundancy restraints & hard mounts
Figure 4-42 Wander Leads
Rear Cabin - Passenger Service Unit (PSU)
Rear Cabin
Announcement Speaker
Cold & Heat Gymbal Vents

Twist to Open/Close
Cabin Alert Notice

Red Light
Overhead Halogen Reading Lights
Activated by touch switch
Figure 4-43 Passenger Service Unit
Note: The cockpit ‘cabin alert’ function is disenabled however, the red light continues to works when the
touch switch is pressed – Ideal for the night operations.
Aerolite EMS Ceiling Panel
2 x Electro-Luminescence lights
4 x Gymbal Spotlights,
FWD ‘blue’ press swtich
Alloy Medical
Equipment track 2 x Oxygen Outlets
(MAX 15kg)
Oxylog Aux Power
Electro-Luminescence light Switch Oxylog mounting bracket
Figure 4-44 Medical Ceiling Unit
Electro-Luminescence light switch is

located at the aft end of the ceiling unit.
The panel consist of three press buttons,
an ‘ON’ and ‘OFF’ switch, one to brighten
and one to dim the fluorescent lights.
Figure 4-45 Electro-Luminescence Light Switch
Gemelli ICS Panel 14/28 Volt Aux Power

Suction power light indicator
Suction Pump
Power Switch
Figure 4-46 Left-Hand Side Medical Ceiling Unit (Port-Side)
14/28 Volt Aux Power Gemelli ICS Panel
Alarm Silence – Oxygen Bottle 1 & 2
Figure 4-47 Left-Hand Side Medical Ceiling Unit (Port-Side)
Oxylog Installation
The Oxylog 3000 and associated equipment are stowed on the aircraft permanently, where its prime
function is for dual patient transfers. With that, the Oxygen 3000 can be used for other implications,
whereby the unit can be mounted for single patient use or mid-flight requirements. Noting this, it’s
suggested the Oxylog is not mounted prior to winching operations, the mounting of the unit should be
conducted post winching operations. This will ensure the Oxylog is not damage during the winching
sequence, or more importantly it will allow the crew to manoeuvre freely within the cabin without having the
obstruction in their path.
Figure 4-48 Oxylog 3000 Bracket Figure 4-49 Oxylog 3000 Mounted with bracket
Oxygen line fitted to nearby outlet
Rear ‘Tunnel’ Compartment Layout
The ‘Tunnel’ layout has been designed to integrate the stowage of medical and rescue equipment, whilst
providing easy access by the crew. The individual compartments within the tunnel have structural weight
limitations; therefore only essential and nominated equipment can be stowed within these areas. Prior
approval must be sort from the aircrew before any additional equipment (temporary/permanent) can be
stowed in the tunnel compartments.
OXYGEN UPPER
CONTROL
PANEL COMPARTMENT
STRETCHER COMPARTMENT
MEDICAL LOWER
OXYGEN COMPARTMEN
STOWAGE T
Figure 4-50 Rear Tunnel Compartment Layout
Oxygen Control Panel
To supply medical oxygen to the outlets, the control valve needs to be turned to the appropriate bottle on
the oxygen control panel. Audible alarming is heard when a cylinder is nearing exhaustion requiring the
turning on and selecting of the second cylinder. The audio alarm can be cancelled from the right hand
overhead console adjacent the ICS panel.
Dedicated Neo-Natal Aux Power (28 Volts Only)

EMS Circuit
Breaker Panel
Oxygen Outlets &

Flow meters
Oxygen Isolator and
Cylinder Selector
Cylinder 1 & 2
Volume Indicators
Medical Alert & Aux Power Outlets
Figure 4-51 Oxygen Control Panel
WARNING: IN THE EVENT A CIRCUIT BREAKER TRIPPING, THE AIRCRAFT CAPTAIN IS TO BE

IMMEDIATELY INFORMED OF WHICH CB HAS TRIPPED AND THE POSSIBLE
CAUSE IF KNOWN. AT NO POINT SHOULD THE CB BE RESET WITHOUT THE
EXPRESS PERMISSION OF THE AIRCRAFT CAPTAIN, AS THIS MAY CAUSE
DAMAGE TO EQUIPMENT OR AIRCRAFT.
Medical Oxygen Stowage
Two D size medical oxygen cylinders are located side by side oriented fore / aft in a purpose built recess in
the aft rear cabin (Fig 1-49). The cylinders can be accessed from the rear cabin. The number 1 cylinder is
the central, most forward mounted. Turning the cylinders on is achieved by turning the handle in and anti
clockwise direction slowly. Cylinder contents will be displayed on the regulator gauge, and also on the
oxygen control panel (Fig 1-48)
Figure 4-52 Medical Oxygen Storage
Caution: Ensure the oxygen cylinders valves are opened slowly; otherwise the excess flow valves
will activate and inhibit the flow of oxygen. If this occurs, the system needs to be reset,
which can take up to 5 minutes.
WARNING: IN THE EVENT OF A CABIN FIRE THE CREW ARE TO ENSURE THAT ALL OXYGEN
VALVES ARE CLOSED, INCLUDING THE ISOLATING VALUE (OXYGEN CONTROL
PANEL) AND THE MAIN CYLINDERS.
WARNING: IN THE EVENT OF AN EMERGENCY LANDING THE CREW ARE TO ENSURE THAT
ALL OXYGEN VALVES ARE CLOSED, IF THE CONDITION OF THE PATIENT
ALLOWS
Power Inverter
In conjunction with the Medical Oxygen Panel a 240v Power Inverter has been installed for medical use.
The inverter has power a limitation which restricts appliances exceeding 300 Watts, if you’re not sure on
the appliances power requirements please ask for assistance. Prior to using the power inverter,
permission must be granted from the aircraft captain.
Figure 4-53 Power Inverter
Medical stowage pouch
Located on the front of the Stretcher Compartment access door is a small medical stowage pouch. The
maximum stowage weight is 1 kg, making it ideal for surgical gloves, vomit bags and waste bags.
Figure 4-54 Medical Stowage Pouch
Helimods Stretcher System
The Rotating Multi-Deck system by Helimods is a versatile and advanced stretcher loading system,
incorporating multiple configurations to assist with single patient or dual patient access.
The Rotating Multi-Deck system incorporates a number of items, which integrate with the Aerolite Multi-
Mission Floor. The system is constructed from a range of heavy-duty materials and care should always be
taken when operating or handling the equipment.
Figure 4-55 - Helimods Turntable Base Figure 4-56 - Helimods Stretcher Deck
Figure 4-57 - Helimods F12 Stretcher
Installation / Removal:
The installation or removal of Multi-Deck’s components is to be performed by trained and assessed

personnel only.
The installation begins with the Turntable Base’s inter-locking feet placed into the required track rails. It is
important to note the orientation Turntable Base and cabin floor are in accordance with the provided range
markers. If the Turntable Base has been positioned outside the three corresponding red or blue range
markers, the required clearances for rotating the Stretcher Deck will be jeopardised. The Red Markers are
regarded as the preferred option for single patient use, where the Blue Markers are primarily used for dual
patient loading.
AFT
Figure 4-58 - Range Markers / Turntable base Track Release Lever
The Stretcher Deck should be installed and removed by two trained personnel, given its overall weight and
awkwardness. To install the Stretcher Deck, the Deck must be guided and rolled on top of the Turntable
Base until it self-locks into the extended position. From here the red anodised ‘Traverse’ latches on each
corner on stretcher can each independently release and roll the Deck across the cabin floor in three locking
positions. The three locking positions are, extended beyond both cabin doors for loading operations; and
also once the deck is locked central within the cabin area.
Figure 4-59 - Deck in Extended Position Figure 4-60 - Traverse Latch
To remove the Stretcher Deck, locate the override latches located underneath the Deck, just in front of the
Turntable Base on each end when in the extended position. The latch needs to slide across, allowing the
Stretcher Deck to travel beyond the normal extended locking position. Please ensure that the weight of the
Deck is supported as it’s removed from the Turntable Base.
Figure 4-61 - Override Latch - Looking under the Stretcher Deck
Helimods F12 Stretcher Loading:
The loading of the Helimods F12 Stretcher requires four steps to be completed:
WARNING: THE HELIMODS F12 STRETCHER IS THE ONLY STRETCHER APPROVED FOR USE
WITH THE ROTATING MULTI-DECK
Step 1 - Ensure the Stretcher Deck has traversed and been locked into to the extension position.
Step 2 - Ensure Rail Wings are erected, to assist with guiding the stretcher. Use two hands to erect wings.
Step 3 - Ensure intermediate locking horns are erected, to engage and assist with locking the stretcher.
Step 4 - Ensure the corresponding end restraint is extended, allowing the stretcher to roll along the deck.
From here the F12 stretcher can be loaded either head or feet first on the Stretcher Deck. Stretcher
orientation may depend on the configuration requirement, where the associated end can retract restraint to
engage the stretcher locking horns. Traverse the stretcher inwards to the central locking position.
Note: The preferred loading procedure should be conducted from the RH Cabin door; to avoid
any Nitesun damage caused by loading on the LHS.
Rotating the Stretcher Deck:
The underlying feature of the stretcher system is its ability to rotate from East/West to the North/South
configuration, providing medical crews with enhanced patient access via medical seats having full use of
the floor tracks.
To achieve diverse configurations the operator must rotate the stretcher deck in an anti-clockwise direction
- given the deck cannot physically rotate clockwise due to the obstructing medical seats. To initiate the
rotation, utilise the red anodised lever-tab found on both sides the Turntable Base; the lever-tab needs to
be pushed down.
Figure 4-62 - Pivot Latch
When rotating the stretcher using the pivot latch, the operator will locate an intermediate locking position
called the 75° position. This arrangement can be employed for two reasons; firstly offering the medical
crew seated in the RH medical seat with improved patient head access while facing aft. Secondly, which is
explained in detail later on, the 75° position is applied for dual patient loading.
It’s recommended to push the tab down once to cycle the turn, where the Turntable Base will self-lock at
the 75° position. From there the operator can repeat the previous step to engage the North/South position.
Figure 4-63 - 75° Position (View one) Figure 4-64 - 75° Position (View Two)
Figure 4-65 - North/South (Veiw One) Figure 4-66 - North/South (View Two)
Note: The Rotating Multi-Deck is designed to rotate anti-clockwise from the East/West to
North/South whether on the ground or in-flight; however it does not have the ability to
rotate 360 degrees.
WARNING: THE MULTI-DECK IS NOT APPROVED TO TRAVERSE IN FLIGHT
WARNING: FOR CONFIGURATIONS NORTH/SOUTH & 75° POSITION, THE STRETCHER MUST
BE ORIENTED WITH THE HEAD END FACING FORWARDS IN THE AIRCRAFT
Primary Configuration:
When conducting winch primary operations, the preferred orientation for the F12 Stretcher is to position the
head end towards the LH cabin door. It will greatly assist with the loading/securing of patients directly onto
the stretcher during strop winching operations. Therefore it’s recommended to always have the stretcher
positioned in the primary configuration when the aircraft is in standby mode to support prompt response
times.
Figure 4-67 - Primary Configuration
Note: Once the patient is loaded onto the stretcher in the primary configuration, pivoting the
turntable to the North/South position is not achievable, as it would leave the patient’s head
aft of the aircraft
Secondary Configuration:
For secondary missions the Helimods system provides medical crew with several configurations, where
collectively assisting with patient access. As the preferred loading/unloading of the stretcher will occur from
the RH cabin door, crews need to consider the final position of the stretcher prior to loading.
Given the preferred configuration for secondary missions is the North/South configuration and normally
loaded from the RH side, the patient’s feet must be loaded first. This will ensure the correct orientation of
the patient once the stretcher has been rotated internally. It will also give medical crews constant and
efficient access to the patient’s airways during the loading transition.
Photos below are approved stretcher configurations:
Figure 4-68 - East/West (Option One) Figure 4-69 - East/West (Option Two)
Figure 4-70 - 75° Position Figure 4-71 - North/South Position
Dual Stretcher Loading:
For the dual stretcher configuration to occur the Turntable Base must be relocated and offset to the RH
side of the cabin’s multi-mission floor. By fitting the Turntable Base within the inter-link tracks and marry up
all three Blue range markers, it will allow the Multi-Deck to rotate and clear the cabin seats.
Figure 4-72 - Turntable Base relocated to Inter-Link Tracks
Once the Turntable Base has been correctly inserted, the Stretcher Deck can be placed in and locked to
the external loading position. As per the normal stretcher loading procedures, the stretcher/patient can be
loaded from the cabin’s RH door; feet first. Then the Multi-Deck can rotated to the 75° position, with the
patient’s head in the forward facing direction.
With the Multi-Deck in position, the second stretcher (Rescue Medevac Stretcher) will need to be loaded
through the cabin’s LH door. The second stretcher should be loaded head first, so the patient’s head is
positioned forward within the cabin. Please take extra care when loading the Medevac stretcher directly
on the multi-mission floor to avoid abrasion, which may expose the floor to corrosion.
Figure 4-73 - Dual Patient Loading
Securing the Medevac stretcher to the floor is achieved by utilising the Medevac stretcher Tie-downs. It’s a
similar method to the previous security for the dual stretcher procedure, however it involves the stretcher
being angled in a parallel position to the Multi-Deck. Spreading the Tie-Down restraints outwards along the
tracks will assist in keeping the stretcher taut.
Note: The Medevac Stretcher will need to be positioned predominately forward on the cabin floor
so it remain clears from under the LH fold-down seat.
Figure 4-74 - Medevac Stretcher Securing Restraints
Note: As an alternative option, which may be preferred for short distance dual patient transfers,
or rapid stretcher loading turn-around times; is to load both stretchers in the East/West
configuration.
Stretcher Winching:
The Multi-Deck has also been designed for the purpose of loading the Medevac stretcher directly to the
Stretcher Deck in the stretcher winch operations
In preparation to the stretcher winch, the cabin can be configured to assist with the operation by having the
Helimods F12 Stretcher relocated to the baggage compartment (preferred). Or if needing to remain
airborne, the F12 can fold in half and be stowed in the stretcher compartment once the Medevac stretcher
has been dispatched from the aircraft.
Note: Care needs to be taken when stowing the F12 in the stretcher compartment, as the
mattress may catch on the door’s entrance.
Figure 4-75 - F12 Stretcher stowed in the Stretcher Compartment
The Stretcher Deck will need to be prepared by having the RH loader restraint extended to the open
position, both rail wings folded downwards and the intermediate locking horns recessed. Also, to aid the
securing process, an Ancra Ring/Rapide/Karabiner arrangement can be put in place for the initially
securing, along with the four Medevac Tie-Down restraints being prepared for use at the head end (LH) of
the Stretcher Deck
Figure 4-76 - Preparation for the Stretcher Winch
The final security of the stretcher can be achieved by utilising the Medevac Tie-Down restraints. The Tie-
Down restraints need to be fitted to the stretcher’s delta rapide; then secured to the track system. The
medical crew can assist the Medevac’s final security as soon as it is practical, however if the patient is the
medical crews’ priority the Aircrewman can complete the task.
Note: Please ensure that once the Medevac restraints have been connected the Medevac and
Stretcher Deck, the restraints are transitioned outboard to create tension that will assist
with the security.
Figure 4-77 - Final Stretcher Security
To assist with the loading of heavily weighted patients, the Stretcher Deck can be traversed externally from
the cabin floor and extended under the Medevac Stretcher. The sequence is to traverse the Stretcher
Deck following Tag Line’s release and once the Medevac Stretcher/Medical Crew have been rotated 90°
inboard. The Stretcher Deck can then be positioned underneath, where the patient can be safely winched
on the Stretcher Deck. From here, in a controlled manner, the stretcher can be traversed inboard prior to
the medical crewperson securing the Medevac Stretcher.
Note: The preferred method is to winch the Medevac Stretcher directly to the Stretcher Deck
without traversing.
Figure 4-78 - Traversing the Stretcher Deck under Medevac
As an alternative for land on primary missions, it may be beneficial for patient access to rotate the Medevac
Stretcher in the North/South configuration once the Medevac is manually loaded and completely secure.
Please note this would not be applicable for stretcher winching operations; given the orientation of the
patient post loading.
Stretcher Bridge
Baggage Compartment Loading
Figure 4-79 Stretcher Bridge – Baggage Compartment Stowage
The loading and stowage of the stretcher bridge within the baggage compartment is conducted by having
bridge’s top-plate folded within it self (as shown). Once the bridge has been folded into itself the frame
essentially protects the monitoring equipment when stowed and when transported on foot. The red
webbing restraint in the baggage compartment overlays the bridge’s frame and secure to the two anchor
rings, there’s also a fitting lip located on the baggage compartment floor to assist with securing.
Bridge Assembly
Figure 4-80 Stowage/Transport Configuration Figure 4-81 Top-Plate Detached
Located on the underside of the bridge monitoring equipment, two pit-pins need to be removed to allow the
top-plate to be detached from the frame.
Figure 4-82 Top Plate Attached Figure 4-83 Top-Plate Attached & Pit-Pins locked
To assemble the bridge for use, the bridge’s legs are now placed down on the surface and top-plate is
fitted to upper side of the bridge. This will then allow the top-plate securing holes to line up with the pit-pins
holes pit-pins simply slide in and lock the top-plate in position.
Fitting to Stretcher
The bridge can be attached to the stretcher by either placing the stretcher on a flat surface or within the
aircraft cabin. The bridge needs to be orientated so the placard on the bridge’s frame corresponds to the
patient’s orientation, and the monitors facing towards the patients head (Fig 1-80). The four stretcher
mounting clamps have threaded tensioning black knobs - these will need loosening prior to the bridge’s
placement on the stretcher, allowing the red anodised hooks to overlap the stretcher chassis. Once the
hooks are in place, the hooks can be clamped tight by turning knob in a clockwise direction. To remove the
bridge from the stretcher it’s simply the reverse procedure.
Figure 4-84 Bridge Orientations Figure 4-85 Stretcher Mounting Clamps
For the ease of patient loading, the bridge has a swing-arm on each side that opens to allow the patient’s
feet to slide across and under the bridge. To open the swing-arm – the top-plate (monitors) needs to
remain fitted to support the bridge’s frame; the next step is to remove the two pit-pins at one of corners of
the frame. Once the pit-pins have been removed, the mounting clamp below needs to be released,
allowing the gate to swing open.
Figure 4-86 Bridge Swing-Arm Gate
Cable & Oxygen Routing
Figure 4-87 Figure 4-88 Cable Routing
There are many options when routing the cables and oxygen lines, however the main objective is to have
all cables and oxygen lines clear of obstructions. Not only will it assist crews with free movement within the
cabin, it will also provide clear exits in the event of an emergency situation. In the photos above (Figure 1-
83 & 1-84), the cables are supported by using roof mounted hand holds and the blue anodised recessed
roof-hooks (Max loading 0.1kg).
Bridge Charging System
Figure 4-89 Bridge Charging Panel
Incorporated into the bridge is charging system that allows the bridge to be supplied power and to be
charged whilst in flight. The charging panel is located on the identical side as the swing-arm, with panel
consisting of a three-way switch (START–ON–OFF), 10 Amp Circuit Breaker and a Power Available
Indicator (Green). To initialise the charge the unit needs to be plugged in via the charging cable fitted to
the bridge. Once plugged into the ground’s charging pack or aircraft power supply the charging phase will
not be completed until the three-way switch is selected to ‘Start’, which is a momentary selection to
initialise the charging phase. At the point the charging phase will continue in the ‘ON’ position, to cancel the
charge and remove the plug from the power supply the switch will need to be selected to ‘OFF”. In the
event of the bridge’s circuit breaker trips or an aircraft circuit breaker, the bridge is to be deemed
unserviceable, until serviced by a technician and approved for use.
Caution: The aircraft captain’s permission must be obtained prior to the bridge-charging phase
being initialised. This is to avoid electrical spiking induced during the aircraft’s start-up,
which may cause electrical damage to the bridge’s monitoring equipment.
LifePak 15 Defibrillator
The defibrillator can be restrained any on the cabin floor with the use of the approved restraints, integrated
with the floor track system. To prevent water damage in wet conditions (i.e. patient water recoveries), the
alternative location for the defibrillator can be stowed in the lower compartment of the Tunnel. If using in
the alternative location, the cargo netting shall be fully fitted to restrain the defibrillator, with the monitoring
cables passing through the net’s webbing.
WARNING: THE DEFIBRILLATION OF A PATIENT WITHIN THE AIRCRAFT IN-FLIGHT OR ON

THE GROUND MAY ONLY OCCUR WITH THE EXPRESS PERMISSION OF THE
AIRCRAFT CAPTAIN, AS THERE ARE MANY CONSIDERATIONS AND HAZARDS
THAT MAY CAUSE POTENTIAL RISK TO PERSONNEL AND THE AIRCRAFT.
Principals of Flight
SECTION 5 PRINCIPALS OF FLIGHT
1 Introduction
2 Configurations and Control
3 Hovering and Forward Flights
4 Autorotation
5 Blade Sailing
1 INTRODUCTION
The basic rules govern both fixed wing and rotary wing aircraft, and equally both types suffer from the
same problem, that is, the aircraft is heavier than air. To overcome this, an aircraft must produce an
aerodynamic (lifting) force to overcome the weight of the aircraft before it can leave the ground. In both
fixed and rotary wing aircraft this is achieved by the aerodynamic reaction resulting from a flow of air
around an aerofoil section. The main difference is that a fixed wing aircraft, as the name implies, has its
aerofoil section (wings) attached to the fuselage at a fixed angle and position, whilst in the helicopter the
aerofoil has been removed from the fuselage and attached to a centre shaft, which is given a rotational
velocity.
The aerofoil on a helicopter (main rotor) can be made up of two or more blades (wings). These blades that
make up the main rotor are turned by power given out by one or more engine(s). In order for air to flow
over the aerofoil (figure 2-1) of a fixed wing aircraft that aircraft has to travel fast along the runway before
sufficient aerodynamic lift is produced to overcome the weight and, as a consequence, it leaves the
ground. A helicopter, however, pushes its aerofoil through the air by rotating the main rotor, thus
producing sufficient lift to overcome its weight, allowing the helicopter to take-off vertically.
LIFT
THRUST DRAG
WEIGHT
Figure 5-1 Aerofoil
FASTER MOVING AIR
AIR
FLOW
SLOWER MOVING AIR
LOWER PRESSURE LIFT
- - -
- -
AIR Air flow from
high to low
+ + pressure
FLOW + + taking the
aerofoil with it
HIGHER PRESSURE
Figure 5-2 Principals of lift
2 CONFIGURATION AND CONTROL
Helicopters may be single or multi-rotor, each rotor having several blades, usually varying from two to six in
number. A single rotor helicopter requires some compensating device to overcome “torque reaction”, and
to prevent the aircraft from rotating in the opposite direction to that of the rotor. This consists of a small
vertical tail rotor producing sideways lift (thrust), mounted on a tail cone. By varying this thrust the tail rotor
may also be used to turn the helicopter. In the event of engine(s) failure, helicopter rotor systems include a
freewheeling device to permit free rotation of the rotor.
While the helicopter rotor blade may look different to an aeroplane’s wing, the cross section of the aerofoil
remains substantially the same, and, of course, the same is required of each i.e. to produce LIFT (figure 2-
2).
Vertical Movement To achieve vertical movement the lift on each blade must be increased by
the same amount. The pitch angle must be increased collectively (on each
blade at the same time) and the ‘COLLECTIVE LEVER’ achieves this. The
reverse takes place in a vertical descent. If you increase the pitch angle
on all the blades it becomes more difficult to push the blade through the air
(increased DRAG) so this manoeuvre requires more power from the
engines, otherwise the blades would slow down.
Horizontal Horizontal Movement is achieved by tilting the disc in the direction

required. To enable the disc to tilt the pitch angle vary through the blades
360° “cycle” of travel.
This change in pitch is therefore known as the “cyclic” pitch change, and is
achieved by the pilot moving the CYCLIC stick.
Figure 5-3 Horizontal Movement
Torque Reaction The fuselage will rotate in the opposite direction to the main rotor as a
result of torque reaction. The fitting of a vertical Tail Rotor, which produces
a sideways thrust, will overcome this problem. When the movement of the
tail rotor thrust (lift) equals the torque reaction the helicopter will maintain a
constant direction. The tail rotor typically turns about 5-6 times faster than
the main rotor. The tail rotor has the following additional functions:
- Alter direction in the hover

- Maintain a balanced condition of flight
- Stop the fuselage rotating in power off flight (autorotation)
3 HOVERING AND FORWARD FLIGHT
To lift a helicopter off the ground a lifting force must be produced equal and opposite to the weight of the
aircraft, which acts vertically downwards. When the rotor is turning and the collective lever is fully down
very little rotor thrust (lift) is being produced, but as the pitch is increased (collective lever raised) the
blades will begin to produce more lift and eventually the rotor lift will equal the weight. If the pitch is further
increased the rotor lift will exceed the weight and the helicopter will accelerate vertically upwards. Once
clear of the ground the lift is reduced slightly until it is equal to the weight. When this is achieved the
aircraft will hover.
The helicopter when close to the ground uses less power to hover because of the build up of a cushion of
air beneath the aircraft from the flow of air down through the rotor disc (down-wash). The parcel of air
beneath the aircraft when hovering close to the ground, is called the ‘ground cushion or ground effect” (Fig
2-4). When benefiting from using this ground cushion the aircraft is said to be “inside ground effect (IGE)”.
When further away from the ground the downwash dissipates and is of no benefit. The aircraft is then said
to be “outside ground effect” (OGE) and will require more power to hover.
A helicopter hovering close to the ground and benefiting from the ground cushion of air beneath it uses
only some of the down wash in the formation of the ground cushion. The remainder passes outwards from
the helicopter and is dissipated against the surrounding air. This outward flow of air is very strong, being
stronger the closer you are to the aircraft, and can easily lift loose articles and cause damage to persons
and property.
Figure 5-4 Ground Cushion / Ground Effect
Forward Flight
To achieve forward flight from the hover the rotor disc is tilted forward. The change in state from a hover to
movement in a horizontal direction is known as “TRANSITION” (Fig 2-5), the same term being used to
describe a change from horizontal flight back to the hover.
To transition into forward flight the lift has to be increased to cater for this horizontal force. To meet this
requirement the collective lever has to be raised to increase the pitch on the blades. Additionally, there
must be sufficient spare power from the engine to allow for this increase. This is also the case the faster
the forward speed.
The general method of coming to the hover from forward flight is to execute a “flare’. Tilting the disc in the
opposite direction to that of which the helicopter is already moving will achieve this
Figure 5-5 Transition
4 AUTOROTATION
In powered flight the rotor drag is overcome with engine power, but when the engine(s) fails some other
force must be used to maintain the rotor RPM. This is achieved by allowing the helicopter to descend so
that the airflow from beneath strikes the blades in such a manner that the airflow itself provides the driving
force. When the helicopter is descending in this manner the rate of descent becomes the power equivalent
and the helicopter is said to be in a state of ‘autorotation”. An airflow force (auto-rotative force) overcomes
drag on a majority of the blade, and consequently permits the rotor RPM to be retained. This assumes that
the collective lever is fully down. If the collective lever is raised (pitch increased) induced drag will increase
and as there is no engine(s) to provide power to overcome drag, the rotor RPM will decrease. If the RPM
decreases below safe limits, the blades will no longer produce lift.
For multi-engine helicopters, the loss of one engine presents no real problem unless heavy. The helicopter
is still capable of level flight and climbing, although reduced, and more than likely will be unable to hover,
resulting in a running landing. For multi-engine helicopters, an autorotation is required if both engines have
failed or been shut down.
The flare effect at the bottom of an autorotation does exactly the same as the flare with power on, and is
most necessary to the “engines off landing”.
5 BLADE SAILING
Blade Sailing can occur when the rotor is starting up or slowing down in strong wind conditions, particularly
if the wind is gusting. With the helicopter facing into wind (normal practice) the advancing blade
experiences an increase in lift and will flap up excessively due to the low centrifugal force, reaching its
maximum height to the front of the helicopter. The opposite occurs on the retreating side, reaching its
lowest position at the rear of the helicopter i.e. over the tail cone. To control blade sailing it is sometimes
helpful to turn the aircraft out of wind a small amount so that the lowest blade position is not over the tail. It
is also of use to start-up and shutdown the blades as quickly as possible to reduce the time a low rotor.
Operations - General
SECTIION 6 OPERATIONS - GENERAL
1 Introduction
2 Aircraft Cleanliness
3 Refuelling Procedures
4 Fire Procedures
5 Smoking near Aircraft
6 Use of Mobile Phones and Portable Electronic Audio Devices
1 INTRODUCTION
The readiness of the aircraft and associated role equipment for SAR/EMS operations is the responsibility of
all crew / team members. The standard of preparation and presentation of the aircraft is a direct
representation of the professionalism of those who operate it.
Aircraft refuelling is also a crew responsibility and all concerned must adhere to certain procedures in an
effort to ensure the task is executed correctly and safety.
2 AIRCRAFT CLEANLINESS
A rule of thumb regarding the aircraft’s cleanliness is “always leave it in the same state as you would wish
to find it”.
The crewman’s particular area of responsibility is that of the rear cabin and equipment stowage areas.
Particular attention should be paid to:
a General cleanliness of the rear cabin area including windows

b Maintenance of safe blood management
c Correct and secure stowage of equipment
d Removal of all unnecessary items
In summary the aircraft is your work place, and as such should be kept neat and clean in an effort to
ensuring a safer working environment.
3 REFUELLING PROCEDURES
Today’s helicopters have gas turbine engines and the fuel required is the same as that used by large jet
aircraft. The designations for the fuel is JETA1 or NATO F34, 40 & 44 and this will normally be secured
from airfield based tankers, on site drum stocks on pre-positioned drum stocks at designated landing sites.
The overall responsibility for aircraft refuelling is that of the captain, however all members of the crew are
to be conversant with the necessary procedures and requirements such as:
a Hand pump operation

b Aircraft earthing requirements
c Actions in the event of fire
Refuelling with Passengers on Board
Only non-ambulatory passengers may remain on board during refuelling operations, provided:
a The “No Smoking” signs and emergency exit signs are illuminated
b The passengers are advised that fuelling is to take place, instructed not to smoke, operate
electrical switches or otherwise produce ignition hazards, and informed of the location of the
emergency exits
c Exit doors on the opposite side of the aircraft to the refuelling point should be open and
unobstructed
d The aircraft and fuelling equipment are connected to a suitable earth point
e The refuelling shall be supervised by a competent person to ensure a safe operation
f Fire extinguishers should be manned and close at hand
Hot Refuelling
Hot refuelling means the refuelling of a helicopter with its engines running. This may be completed with
rotors stationary or turning.
The practice of Hot Refuelling is not available unless the ground personnel are conversant with the
operation and adequate external supervision is available. This would normally preclude the availability of
Hot Refuelling at any location where direct control or regular practice of the procedure cannot be
conducted.
Hot refuelling may be undertaken in the following situations:
a Search and Rescue (SAR) operations where normal refuelling may jeopardise individual safety or
property
b Emergency Medical Service (EMS) operations where time is critical in a situation response or
patient transfer
c Aerial Fire fighting
d Offshore Operations
e Operations where stopping the engines or rotors may expose personnel to increased risk or the
efficiency of the operation may be significantly degraded.
Hot refuelling with passengers embarked should only be carried out when, on medical advice, passengers
cannot be safely disembarked.
The Aircraft Captain or a pilot endorsed on type must remain at the helicopter controls while refuelling is
carried out. Communication between the pilot at the controls and the person in charge of the refuelling
operation must be maintained by radio or visual contact and an agreed system of signals.
At least 2 fire extinguishers must be accessible throughout the operation.
During refuelling operations, radio transmissions shall be restricted to safety messages and neither the HF
transmitter nor radar equipment should be operated. All doors and windows must remain closed on the
refuelling side during operation.
Note: A minimum of three persons must be available to assist in patient evacuation should it be required
during Hot Refuelling operations.
4 FIRE PROCEDURES
Introduction
The first priority in a fire situation must be to contain the fire and cut off the fuel supply. A helicopter has
very little sheltered ground beneath the airframe. This factor and the position of the engines and the fuel
tanks in close proximity to the cabin allow fire-fighting efforts to be concentrated and portable fire fighting
equipment to be effective. Portable equipment such as BCF, Carbon dioxide, Halon and Dry powder are
excellent for internal fires.
BCF and Carbon dioxide deplete the air of oxygen therefore care must be taken when used in confined
spaces and the space must be ventilated as soon as possible. Dry powder can damage electrical
equipment and reduce visibility.
Extinguisher Classification and Rating
Portable fire extinguishers are divided into categories by contents and are colour coded accordingly:
Contents Colour Class
Water type extinguishers Red A

Foam type extinguishers Blue AB
Dry powder type extinguisher Red with White Band B (E)
Carbon dioxide type extinguishers Red with Black Band B (E)
Wet chemical Buff A
Bromochlorodifluromethane (BCF) Yellow AB (E)
Halon Red or White AB (E)
A CLASSIFICATION is given to each extinguisher on the basis of which classes of fire they are capable of
controlling.
Classes Fires Involving
A Carbonaceous solids, e.g. wood, paper, textiles etc

B Flammable liquids
C Flammable gas
D Flammable metals
Electrical hazards (not a class)
Extinguishers are rated A or B and in addition have an (E) if the contents are electrically non-conductive.
There is no Australian Standard for class C and D fires, and specialist advice depending on the nature of
the risk should be sought.
Not all extinguishers are suitable for all types of fires
Class (of fire) Type of Extinguisher

(In order of preference)
A Water, Wet Chemical, Foam, BCF

B Foam, Dry Powder, Wet Chemical, BCF, Halon, Carbon Dioxide
C Specialist advice required. Dry Powder can be used safely.
D Specialist advice required.
Electrical Hazards (E) Carbon Dioxide, BCF, Halon, Dry Powder.
Extinguisher Checks
Prior to use all extinguishers must be checked to ensure they are serviceable. All extinguishers must have
a current Inspection Tag; all pressure gauges must indicate in the green, BCF and Dry Powder
extinguishers must have their red disk, located at the rear of the handle.
Extinguisher Use
All portable extinguishers are designed to be used upright by pulling the locking pin out, squeezing the
trigger and aiming at the base of the fire.
Large carbon dioxide extinguishers are operated by ensuring the discharge control nozzle on the handle is
closed, pull the pin and open the operating handle (on the bottle), open discharge nozzle, stand 2 meters
from fire and aim at the base of fire.
Fire Fighting Considerations
Consideration should be given to the following:
1. Flashbacks may occur after the fire has been extinguished

2. The upwind side of the fire permits the closest approach and the best rescue path
3. Discharge extinguishing agents at high output rates to quickly extinguish flames
4. If only portable extinguishers are available, try to conserve enough of the extinguishing agent to
be able to deal with flashbacks
5. Concentrate on the upwind side of the cockpit and cabin areas
Location of Extinguishers
The fire extinguishers are located at the left side of pilot seat, and one mounted on the internal left Clam
Shell door.
Fire During Re-fuelling.
Dry chemical powder and/or foam should be used. Dry powder is rapidly effective particularly for small
leaks of ignited fuel but flashback may occur if the fuel is not covered with a blanket of foam. The foam
blanket should be maintained throughout any rescue operation if required.
Aircraft Fires
1. Engine Fire
These are fires contained within the engine cowling and may include transmission components. They are
most effectively extinguished by the use of the helicopters fire protection system for the engine
compartment operated manually from the cockpit. A common extinguishing agent used in the fire
protection systems is freon and nitrogen stored under pressure (approximately 600 PSI). This agent is
used because of its non-corrosive properties.
WARNING: THE FLIGHT CREW MUST BE INFORMED IMMEDIATELY THAT AN ENGINE FIRE
EXISTS BY MEANS OF THE ICS OR MARSHALLING SIGNALS.
CAUTION: Normally, the pilot can extinguish the fire by using the internal fire fighting system.
Applying carbon dioxide (from a portable extinguisher), which forms dry ice crystals, CAN
damage the turbine blades.
2. Cockpit/Cabin Fire
Most cockpit/cabin fires will be electrical with smoke filling the cockpit/cabin from the burning cable
insulation. Evacuate personnel before ensuring the cockpit/cabin is adequately ventilated and extinguish
the fire using carbon dioxide extinguishers. This extinguishing agent will cause minimum damage to the
instrument panel. BCF may also be used.
3. Control Panel Fire
Shutting down the electrical circuits, if possible, may reduce or stop the fire. Applying carbon dioxide or
BCF creates hazards for personnel. Evacuate the enclosure.
5 SMOKING NEAR AIRCRAFT
Smoking is prohibited in any Company aircraft. Furthermore, a person shall not smoke whilst within 15
metres of an aircraft.
6 USE OF MOBILE PHONES AND PORTABLE ELECTRONIC DEVICES
The use of mobile phones in aircraft is prohibited unless they have been installed in accordance with the
applicable airworthiness requirement.
The use of hand held units is prohibited.
The use of portable electronic audio devices by crew and passengers is prohibited during all stages of
flight. These devices include personal tape, CD, DVD, MP3 players and iPods. These devices, if operated
in flight, may cause the user to either not hear, or misinterpret any operational or safety announcements.
These devices may also effect the aircraft navigation equipment during critical stages of flight.
SECTION 7 EMERGENCY PROCEDURES
1 Introduction
2 Distress and Urgency Calls
3 Forced Landing Procedures
4 Ditching Procedures
5 Aircraft Emergency Locator Transmitter (ELT)
1 INTRODUCTION
Emergency situations can occur in the aviation industry and these can be of a minor or major nature.
Aircrew are trained in the necessary procedures and actions to ensure the safety of the aircraft and crew.
The crewman can assist the pilot in a number of ways during an emergency situation such as:
a Pin pointing the aircraft’s position
b Transmitting a distress message
c Identification of a suitable forced landing area
d Securing the rear cabin
e Ensuring passengers are secure and aware of the situation
2 DISTRESS AND URGENCY CALLS
Distress
When a pilot considers that the aircraft is being threatened by grave or imminent danger (and requires
immediate assistance) he shall transmit a distress (May Day) Call.
The following signals, used either together or separately, indicate a distress situation:
a A signal made by radio or by any other signalling method consisting of the group
. . . - - - . . . (SOS) in the Morse Code.
b A signal sent by radio consisting of the spoken word “Mayday”.
c Rockets or shells throwing red lights, fired one at a time at short intervals.
d A parachute flare showing a red light.
e Emergency SSR Codes (Emergency 7700, Radio Failure 7600, Hijack 7500).
The radio call shall contain:
MAYDAY (3 TIMES)
Aircraft Call Sign (3 times)
Position and Time
Heading
Airspeed
Altitude
Aircraft Type
Nature of Distress
Captain’s Intentions
Any other information that may facilitate the rescue
Emergency Frequencies
121.5 MHz 243.0 MHz 406.0 MHz 156.8 MHz (Marine Channel 16)
Urgency
An urgency message shall be sent when a condition exists affecting the safety of an aircraft or other
vessel, or of some person on board or within sight, but which does not require immediate assistance.
Should any situation develop where a diversion must be made during the flight, the Air Traffic Service are
to be advised by the transmission of a PAN message.
The following signals used either together or separately indicate an urgent situation:
a A signal made by radio telegraphy or any other signalling method consisting of the group XXX
b A signal sent by radio telephone consisting of the spoken words "PAN PAN"
c The repeated switching on and off of the landing lights.

The repeated switching on and off of the navigation lights
The radio call shall contain:
PAN PAN (3 times)

Call-sign of a specific station or "ALL STATIONS"
Aircraft Call-sign
Request for bearing, course or position (if required)
Position and Time
Heading
Airspeed
Altitude
Aircraft Type
Available flight time
Nature of emergency
Captain's intentions
3 FORCED LANDING PROCEDURES
If an emergency situation arises which requires the aircraft to land immediately you are to acknowledge
that you are aware of the situation and then secure the rear cabin ensuring all passengers and yourself
are seated and secure.
If time permits you can assist the pilot by identifying a suitable landing area if visible and informing him of
its position by means of the clock code and distance. Also you may be required to transmit a distress
message if the flying pilot is unable to do so.
If a forced landing is imminent the flying pilot will call 'BRACE BRACE BRACE", all personnel are to
adopt the brace position (Fig 4-1).
a Forward facing seat - Lap Seat Belt

Lower the head onto the left arm and bend forward from the waist. The left arm and head may
be rested on the back of the seat in front of you.
b All other seat positions - Lap Seat Belt/All Seat Positions - Full Harness Belt
Sit upright, with your head against any headrest. Protect your face by raising the left elbow.
Figure 7-1 Brace Position
Following a forced landing, personnel should remain secured until all movement has ceased (rotor
blades) and then make their way clear when it is safe to do so.
If there are signs of fire, personnel should exit the aircraft immediately; however be aware that the rotor
blades could still be turning, and possibly closer to the ground due to skid / undercarriage collapse.
As a member of the crew, you are responsible for assisting passengers where necessary.
4 DITCHING PROCEDURES
The responsibilities of the crewman for an emergency situation over water are the same as those for over
land.
If an emergency situation arises and a ditching is imminent the flying pilot will call "BRACE BRACE
BRACE", all personnel are to adopt the brace position so detailed above while at the same time
identifying their nearest exit and a secondary exit should the first be obstructed.
Once the aircraft has settled on the water and all movement has ceased, personnel should exit the
aircraft and inflate their life vest only when well clear. The crewman is to deploy and inflate the aircraft
fitted life raft and, along with the aircraft captain, ensure all personnel are accounted for and the
necessary Emergency Locator Transmitter is activated.
5 AIRCRAFT EMERGENCY LOCATOR TRANSMITTER (ELT)
Introduction
The Emergency Locator Transmitter system is designed for installation in helicopters and fixed wing
aircraft. The purpose is to provide the localisation of the aircraft after a crash or an emergency landing.
The system consists of:

• An Emergency Locator Transmitter – Located in tail boom
• An ELT/NAV Interface Unit – Located in tail boom
• A Remote Panel Switch – Cockpit Centre Console
• A horn (buzzer)
• A rod antenna
The system transmits automatically, in the event of a crash, the standard swept tone on 121.5MHz (Civil)
and 243.0MHz (Military) and every 50 seconds for 520 milliseconds (long message protocol) the aircraft
position on the 406.025MHz (SARSAT).
During that time an encoded digital message is sent to the satellite. The information contained in that
message includes:
• Serial number of the transmitter or aircraft ID
• Country Code
• ID Code
• Position coordinates when coupled to an ELT/NAV Interface Unit. The ELT/NAV is programmed
by ARTEX. The ELT is automatically reconfigured by ELT/NAV. This allows the moving of the
ELT from one aircraft to another.
The ELT digital message can also contain information which allows the search and rescue authorities to
contact the owner/operator of the aircraft through a database. Information contained in the database that
may be useful in the event of a crash is detailed below:
• Type of Aircraft
• Address of owner
• Telephone number of owner
• Aircraft registration number
• Alternate Emergency Contact
The 406.025 MHz transmitter operates for 24 hours and then shuts down automatically. The 121.5 /
243.0 MHz transmitter continues to operate until battery life has been exhausted which is typically at
least 72 hours.
When the ELT is coupled with the aircrafts navigation system, the position accuracy improves to
approximately 100 meters. Once the ELT is activated and the 406.025 MHz signal is detected from the
satellite and a position is calculated, the 121.5/243.0 MHz transmissions are used to home in on the
crash site.
The ELT can be activated on the Remote Switch Panel on the centre console, or by the crash force
activation sensor or G-Switch which is designed to activate with a chance of velocity of 4.5 fps +/_0.5 fps
both under normal conditions and whilst being subjected to 30G’s of cross axis force.
Figure 7-2 ELT Main Assembly
Duties & Responsibilities
SECTION 8 DUTIES & RESPONSIBILTIES
1 Duty statement
2 Aircraft Marshalling
3 Operations Manual
POSITION AMBULANCE RESCUE CREWPERSON (ARC)
DEPARTMENT: OPERATIONS
REPORTS TO: BASE MANAGER/BASE SENIOR PILOT
LOCATION: EACH BASE
DELEGATE: NOT NOMINATED
SCOPE: A member of the flight crew other than a pilot, who is qualified and proficient in the operation of
equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate
means) to a person/s and to deliver the necessary aid prior to evacuation by the most
appropriate means in the EMS role. Medical Crewpersons are qualified Medical Attendants.
RESPONSIBILITIES:
1 Informed of Company health, safety and environmental, equal opportunity/sexual harassment policies
2 Conduct pre-flight inspections of appropriate search and rescue equipment.
3 The safe and efficient operation of search and rescue equipment.
4 Ensure the timely replacement of unserviceable medical equipment.
5 Provide information concerning aircraft safety.
6 Render appropriate medical aid where necessary.
7 Assist the Aircrewman in the management of aircraft rear cabin during flying operations.
8 The conduct of such duties relevant to their role as may be assigned to them.
POSITION: MEDICAL CREWPERSON (MC)
LOCATION: EACH BASE
SCOPE: A member of the flight crew other than a pilot, who is qualified and proficient in the operation of
equipment and techniques necessary to be dispatched from a helicopter (by the most appropriate
means) to a person/s and to deliver the necessary aid prior to evacuation by the most
appropriate means in the EMS role. Medical Crewpersons are qualified Medical Attendants.
CAUTION: Medical Crewpersons are not qualified to conduct water rescue operations.
RESPONSIBILITIES:
1 Informed of Company health, safety and environmental, equal opportunity/sexual harassment policies.
2 Conduct pre-flight inspections of appropriate search and rescue equipment.
3 The safe and efficient operation of search and rescue equipment.
4 Ensure the timely replacement of unserviceable medical equipment.
5 Provide information concerning aircraft safety.
6 Render appropriate medical aid where necessary.
7 Assist the Aircrewman in the management of aircraft rear cabin during flying operations.
POSITION: MEDICAL ATTENDANTS (MA)
LOCATION: EACH BASE
SCOPE: Medical Attendants are members of the flight crew other than a pilot who are qualified and
proficient in the role of medical passenger retrieval, transport and control.
RESPONSIBILITIES:
1 Informed of Company health, safety, environmental, equal opportunity and sexual harassment policies
2 Conduct pre – flight inspections of medical and role associated equipment
3 Safe and efficient operation of medical and role associated equipment
4 Assist the Aircrewman in the management of the aircraft rear cabin during flying operations
5 Provide information concerning aircraft and crew safety
NOTE: Primary response may require hover disembarkation / embarkation procedures.
2 AIRCRAFT MARSHALLING
STANDARD HAND SIGNALS TO BE USED BY GROUND PERSONNEL MARSHALLING AIRCRAFT
Note 1 These signals are designed for use by the signalman, using lights when necessary, to
facilitate observation by the pilot, and facing the helicopter where the signalman can be
seen best by the pilot.
Note 2 The meaning of the relevant signals remains the same if bats, illuminated wands or
torch-lights are held.
Note 3 The aircraft engines are numbered, for the signalman facing the helicopter, from right to
left (i.e. No 1 engine being the left outer engine)
Note 4 Full marshalling signals can be found in CAO 20.3 Appendix 1
1 (a) Insert chocks

Arms down palms facing inwards,
swing arms from extended position
inwards.
(b) Chocks away

Arms down palms facing outwards,
swing arms outwards.
2 All clear
Right arm raised at elbow with
thumb erect.
3 Start engine
Left hand overhead with appropriate
number of fingers extended to
indicate the number of the engine
to be started, and circular motion
of right hand at head level.
6 Cut engines
Either arm and hand level with
shoulder, hand across throat, palm
downward. The hand is moved
sideways with the arm remaining bent.
7 Engine Fire
One hand pointing to the corresponding
side of the aircraft on which the engine
fire has been identified. The other hand
describing a horizontal figure of eight.
8 Land
Arms crossed and extended
onwards in front of the body.
3 OPERATIONS MANUAL
The Operations Manual is issued to provide guidance, information and instructions to all Aircrew and Operations
staff in the performance of their duties. The Chief Pilot is responsible for the administration of this manual and
issue of amendments. Proposed amendments shall be submitted to the Chief Pilot in writing, together with the
justification.
Individual copyholders are responsible for the insertion of amendments upon receipt, signing the receipt and
returning it to the Chief Pilot’s office. Each base shall have a nominated “librarian” to ensure that library and aircraft
copies are correctly amended, to sign and return the issue receipt to the Chief Pilot’s Office.
Amendments and instructions of an urgent nature will be notified immediately to aircrew by means of Flying Staff
Instructions (FSI). Each new FSI will be displayed in an Operations room for 1 month from the date of issue, in
addition to being placed in the relevant Operations Manual on issue.
FSI will remain in force until they are either no longer valid or have been incorporated in the Operations Manual.
Staff Responsibility
It is the responsibility of Aircrew and Operations Staff to remain familiar with the contents of the Operations Manual,
Civil Aviation Regulations and Orders. Nothing in this Manual shall absolve all staff from their personal
responsibility of having up to date knowledge of all statutory regulations affecting their duties.
Airmanship
SECTION 9 AIRMANSHIP
1 Definition
2 Teamwork
3 Crew Communication
4 Situational Awareness
Airmanship
1 DEFINITION
AIRMANSHIP IS DEFINED AS THE: “SAFE AND EFFICIENT OPERATION OF AN AIRCRAFT BOTH IN

THE AIR AND ON THE GROUND WITH SPECIFIC RELEVANCE TO CREW CO-ORDINATION, CO-
OPERATION, COMMUNICATION AND COMMONSENSE.”
2 TEAMWORK
Teamwork goes beyond providing a supportive environment where the crewmembers help each other,
without anyone feeling he is being criticised or made to look inadequate. Teamwork is where people take
initiatives, not just when there is crisis but when they can see the need to contribute to get the job done
better.
A key characteristic of a team is that the members have a common purpose and depend upon each other
for the successful attainment of the objectives. Aircrew are perfect examples of a team and many of the
research studies applied to non-aircrew teams have important implications for cockpit crews.
A lot of research has been done over the years, assessing why some groups work well and others work
badly. Professor Likert, at the University of Michigan, did considerable work on the subject and
concluded that “The superior of each work group exerts a major influence in establishing the atmosphere
of the work group by his leadership principles and practices. In a highly effective work group,
consequently, the leader adheres to those principles of leadership which create a supportive atmosphere
in the group and a cooperative rather than competitive relationship among members”. For example, the
manager shares information fully with the group and creates an atmosphere where members are
stimulated to behave similarly. Likert went on to suggest that when work team members had confidence
in the leader and felt they were consulted and involved decisions, then, provided the necessary
information was gathered, effective teamwork would emerge.
Some key characteristics of High Performing Teams that are applicable to Aircrew Team Management
are:
• High performing teams gain a high degree of job satisfaction from their work
• Team members cooperate well with one other
• The team leader is well respected for the example he sets
• High performing teams learn quickly from their mistakes
• High performing teams have high problem solving skills and regularly review their performance
3 CREW COMMUNICATION
A process by which information, thoughts and feelings are exchanged in a readily and clearly understood
manner “I know you thought you understood what I said, but what bothers me is that what you heard is not
what I meant”.
Many research studies have highlighted the significant amount of time we spend in communication -
probably more than any other activity our waking hours. Yet few of us are good communicators or good
listeners. Even at the purely information level, it is claimed that 75% of oral communication is ignored,
misunderstood or quickly forgotten. The most important facets of our lives, however, depend upon ability to
communicate well - the cohesiveness of family relationships, the quality of our friendships and the
effectiveness in our jobs.
Many of us are guilty of jumping to conclusions, imposing solutions on people before they have really
understood the problems. Sometimes, we transmit information that to us seems concise, clear and
unambiguous but is interpreted by others as meaning something else completely. Although we can’t make
people respond in definite ways, we can often influence the way problem solving takes place by controlling
what we say and how we respond. This is what is meant by conversational control.
A clear understanding of the task at hand by all crewmembers is paramount in respect to its safe
completion. This understanding is achieved through good crew communications.
Airmanship
4 SITUATIONAL AWARENESS
An accurate perception of the factors and conditions that affect the aircraft and flight crew during a specific
period of time.
Achieving Situational Awareness
• Training
• Planning and preparation
• Visualise outcome
• Feedback
High situational awareness decreases risk.
Cockpit management skills contribute to situational awareness.
Clues to Loss of Situational Awareness
Operational 1 Failure to meet targets

2 Undocumented
3 Departing from SOP
4 Violating minimums of limitations
5 No one flying
6 No one looking out of the window
Human 7 Communications
8 Ambiguity
9 Unresolved discrepancies
10 Preoccupation of distraction
11 Confusion of empty feeling
Role Equipment
SECTION 10 ROLE EQUIPMENT
1 Introduction
2 Life Jackets
3 Life Rafts
4 Rescue Harness
5 Capewell Winch Release
6 Wander Lead
7 Down The Wire Radio
8 Rescue Hoist
9 Stretchers
10 Tag Line
11 Rescue Strop / Hypothermia Strop
12 Hi-Line
13 Quick Splice Plate
14 Hand Held Search Light
15 Pyrotechnics and Marine Markers
16 Equipment Strap
17 Multi Purpose Winch Bag
18 Weighted Message Bag
19 Weighted Winch Bag
20 Ferno Pedi-Mate
21 Survival Pack
Role Equipment
1 INTRODUCTION
All Role Equipment is supplied with operating/care instructions. It is the responsibility of all operators to
make themselves aware of these instructions prior to using the equipment.
2 LIFE JACKETS
The following Life Jackets are approved for use in company aircraft
Switlik HV 35C
Switlik CWV-35C
Switlik HV-35C
Introduction
The Switlik Life Jacket is the Company standard Crew Life Jacket.
Description
The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system
in the front with adjusting straps fitted to the back.
Figure 10-1 Crew Switlik Life Jacket
The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind
the head and in front of the chest area. The two chambers sit one on top of the other.
2
Each chamber is fitted with a CO cylinder and oral inflation tube. The front chamber is also fitted with a
whistle (left-hand side) and salt water activated light (right-hand side)
The jacket has two pockets located on the left and right hand side of the vest for stowage of survival
equipment. The content within the company standard Switlik HV-35C pockets is listed in the table below.
Left-hand Pocket Right-hand Pocket

GEM MT410 406 Mhz PLB Hand Held Mini Flares Mk8
Signalling Mirror Pains-Wessex No. 1 MK4 Day/Night flare
Role Equipment
Operation
To inflate the jacket pull one or both inflation toggles located at the front of the jacket.
If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation
tube. Blow directly into tube. The tube is fitted with a one-way valve.
WARNING: NEVER INFLATE JACKET INSIDE AIRCRAFT
To deflate life jacket depress on one-way valve.
SURVIVAL AIDS
GME MT410 PLB (EPIRB)
Description
The GME MT410 is a self-contained Personal Locating Beacon (PLB), and is the company standard PLB.
The MT410 has a continuous transmission time of 24 hours minimum. Activation is achieved by breaking
the security seal and raising the antenna to the vertical locking position. Only when the antenna has
engaged and locked into the vertical will the unit be active. If the seal is broken the PLB should be
replaced, as the useable life of the PLB cannot be ascertained. There is a test function on the rear of the
unit; by inserting the yellow key (attached to the lanyard) into the testing slot, then slide the key downwards
will produce a flashing white light and an audible beep indicating the PLB is functional. If the PLB passes
this test but the security seal is broken the PLB is to be replaced.
Operation
Fully erecting the antenna to the vertical locking position will activate the PLB. By doing so, the security
seal will be broken. To deactivate the unit, insert the yellow key into the antenna latch, allow the release of
the antenna to fold-back and simultaneously deactivating the unit
Figure 10-2 GME MT410 PLB
Role Equipment
Signalling Mirror
The Signalling Mirror is simply a mirror, which uses the

principles of reflecting sunlight in a given direction. This survival
aid is very effective and can be seen by rescue craft from
considerable distances, in excess of 10 NM. Therefore, it
should be used in a random pattern reflecting light toward the
horizon.
Figure 10-3 Signalling Mirror
Flares
The description, use and safety precautions for using the MINIFLARES, Day/Night Flares and Dye markers
is contained in Roll Equipment section, Pyrotechnics and Marine Markers.
Figure 10-4 Assorted Flares
Switlik CWV-35C
Introduction
The Switlik Life Jacket is the Company standard Passenger Life Jacket.
Description
The Switlik Life Jacket is a blue vest style life jacket with a combination zipper and buckle fastening system
in the front with adjusting straps fitted to the back.
Figure 10-5 Crew Switlik Life Jacket
Role Equipment
The jacket contains two horseshoe shaped, yellow autonomous chambers which, when donned sit behind
the head and in front of the chest area. The two chambers sit one on top of the other.
2
Each chamber is fitted with a CO cylinder and oral inflation tube. The front chamber is also fitted with a
whistle (left-hand side) and salt water activated light (right-hand side)
Operation
To inflate the jacket pull one or both inflation toggles located at the front of the jacket.
If auto inflation fails release oral inflation tube, separate valise Velcro manually and exhale into oral inflation
tube. Blow directly into tube. The tube is fitted with a one-way valve.
WARNING: NEVER INFLATE JACKET INSIDE AIRCRAFT
To deflate life jacket depress on one-way valve.
3 LIFE RAFT
The life raft used at EMS bases is the Winslow model 710FA-AV(UL). They are intended for crewmember
and passenger use aboard aircraft during over water emergencies.
The rafts contain a survival kit, which depending on the rated capacity the amount of content will vary. The
following list is typical of a survival kit
• EPIRB • Signal Mirror

• Hand held Aerial Meteor Flares • Sea Rescue Ribbon
• Hand held Distress Flares • Food Ration Bars
• Flashlight (2) w/spare Batteries & Bulb • Anti-Sea Sickness Pills
• Sea Anchor • Water-maker
• Heaving Line w/handle • Whistle
• Pump w/Adapter • Oral Inflation Tube
• Raft Knife • Retaining Line
• Repair Tape • Survival Manual
• Repair Clamps • Thermal Protective Blankets
• PRV Plugs w/Tether • Energy Bars
• Bailer Bucket • Sponges
Operation
In anticipation of a ditching, rafts should be removed from their stowage and positioned by selected exits to
provide instant deployment – thus saving valuable time.
The red flap, marked with inflation instructions should face inboard toward the operator. The red flap
should then be unsnapped and opened, exposing the parachute pull ring handle and the retaining line pull
loop. The retaining line can be withdrawn sufficiently to secure the raft to the aircraft to prevent it from
drifting away when placed in the water. The life raft should be placed in the water clear of the aircraft
allowing as much area as possible to inflate without impeding passenger and/or crew egress from the
aircraft.
There are two methods of inflation. A short pull on the parachute pull ring will inflate the raft immediately.
The webbing type retaining line can be used to inflate the raft by grasping the hook end and after taking up
the slack in the line (5 metres), pulling with a sharp jerk inflation of the raft causes it to open the snaps of its
valise and deploy for boarding.
Role Equipment
Winslow Life Raft
Description
The Winslow life raft is rated for 7 persons with a 10 person overload capacity. The life rafts are comprised
of two identical buoyancy tubes mounted one above the other, which are inflated from a single carbon
dioxide and nitrogen cylinder. Each buoyancy tube is fitted with a pressure relief valve to prevent over
pressurization during inflation and temperature fluctuations. Each tube is capable of supporting the
overload capacity of the raft. An automatically inflated triple arch supports a self-erecting canopy. The life
rafts feature an inflatable floor that when inflated, provides insulation in cold conditions or, when deflated,
maintains the life raft cool, ideal for tropical conditions. The inflatable floor allows for drainage of water to
allow for easier bailing. All inflatable parts of the life raft are fitted with manual inflation tubes.
The canopy can be opened into two different positions, sail or convertible. The canopy can also be
completely closed to keep water outside the life raft.
A pentagonal ballast system is installed under the floor for added stability in boarding the life raft and in
high sea states. A righting line is provided in case the life raft inflates in an inverted position. Instructions
for righting are printed on the lower tube. Two boarding ladders, one at either end of the life raft, are
provided for ease of entering the life raft from the water. In addition, an inside-the-life-raft assist-boarding
ladder is provided to provide additional assistance in boarding the life raft.
Attached to the life raft is a floating knife, self-deploying sea anchor, heaving line and internal and external
water activated lights. The knife, which is located at the main entrance and attached to the upper
buoyancy tube, is provided to cut the mooring line from the aircraft in an emergency. The sea anchor is
provided to reduce drift and aid in stabilization in high sea states. A survival pack is located inside the life
raft.
Figure 10-6 Winslow Liferaft
Role Equipment
Operation
The life raft can be inflated via the retaining lanyard after all line as been withdrawn and a sharp jerk is
given, or for a quick release using the emergency inflation ripcord ring.
Emergency Inflation Ring Inflation Lanyard
Figure 10-7 Life Raft Activation
Lift Raft Stowage
Figure 10-8 Life Raft Stowage
The crews/aircraft Life Raft is to be restrained on the cabin floor, between the aft cabin crew seats. There
is a dedicated Life Raft restraint that can be located in the Utility Roll Bag.
4 HARNESS
Introduction
SARQUIP International manufactures the rescue harness approved for use. The harness is designed for
aviation use in helicopter aircrew, rescue crew, camera and rappelling operations. When used in an
aircraft the rescue harness must be used in conjunction with a cabin wander lead that must be secured to
primary and secondary hard points by means of an interconnecting restraint. When used externally from
the aircraft the harness must be used in conjunction with an aviation approved winch release assembly
(Capewell).
Role Equipment
Figure 10-9 Rescue Harness
Use
To fit the harness place shoulder straps over the shoulders. Pass one leg strap around each leg and
attach the V-Ring to the snap hook, pass the loose end through the elastic keeps provided. Adjust the leg
and shoulder straps for a comfortable fit.
Connect the waist and chest straps and adjust for firm fit. Secure all loose ends to Velcro pads provided.
Additional Equipment
Additional attachments to accompany the harness include a strobe light secured to the left hand shoulder
strap by a Velcro retainer, and a J-Knife to be secured to the waist strap.
Figure 10-10 Personal Strobe Light Figure 10-11 Personal J – Knife
Care
Under normal usage the harness has a ten-year total life from date of manufacture. If there is no label or
the date of manufacture is illegible the harness is to be considered unserviceable. The harness should be
returned to the manufacture each 12 months for inspection and re-certification. If the webbing, stitching or
fittings become damaged it should be repaired or replaced. The harness is to be examined for chaffing,
cuts, damaged fittings and worn stitching prior to using.
Role Equipment
If the harness is exposed to a free fall of 0.6m it is to be returned to the manufacture for inspection and if it
is exposed to a free fall of 2.0m it must be retired from service.
The harness can be cleaned with cool water and a mild detergent followed by a rinse. Always rinse the
harness in fresh water after use in salt water
5 CAPEWELL WINCH RELEASE
Introduction
The Winch Release or Capewell comprises of two components and are not interchangeable with any other
assembly. The Winch release has been designed for aviation use with helicopter rescue crew and
rappelling operations and must not be used for any other purpose.
Figure 10-12 Capewell Winch Release

Use
The Quick Release is to be secured to both harness take up point D-rings with the snap hooks facing down
and towards the body. The Winch Release should be set up so as the release handle is located on the
users primary side i.e. if you are right handed then the release handle is on your right side. Connection to
the winch hook is via a steel Karabiner (provided). The gate of the Karabiner is to face the body of the
operator.
The Quick Release requires two separate movements to initiate release; both can be completed with one
hand. Lift the spring loaded release handle safety cover, which will then expose the cable type release
handle. Pull the cable type release handle and the system will release
Figure 10-13 Separated Winch Release
NOTE: The system will only release under load
CAUTION: When activating the Quick Release under load, it is advisable to use your free hand to
shield your face from any possible dynamic action from the release mechanism.
Care
As for Harness
Role Equipment
6 WANDER LEAD
Introduction
SARQUIP International manufactures the Wander Lead and Wander Lead Release assembly. Although
the Wander Lead and Wander Lead Release are two separate parts, each having separate identification
labels and serial numbers, for the purpose of these training notes, term “Wander Lead” means the
complete unit. The Wander Lead has been designed as a restraint for aviation use.
Figure 10-14 Wander Lead
Use
The Wander Lead must only be secured to an aviation approved primary load bearing attachment point
(hard point) then subsequently to a secondary hard point within the aircraft cabin by means of aviation
approved Single Point Restraint.
The slim load bearing snap hook must be secured to the primary attachment point with safety pin in place,
and positioned so that there are no twists in the lead and with the Wander Lead release handle facing
outboard of the wearer.
The winged load bearing snap hook must be secured to one harness take up point D-ring. Depending on
which side of the aircraft you are working from will depend on which side of the harness you connect
to.however, always ensure your Wander Lead is connected to the inboard side of your harness when in
your working position.
CAUTION: The winged load snap hook must connect to the harness D-Ring from the lower side (i.e.
the winged gate to face upwards when connected). You must also ensure that the winged
snap properly closes once connected to the harness.
The three-ring release incorporated within the Wander Lead is a double action system and will disconnect
under minimal load. To activate the release, peel over the red padded handle and then pull outward firmly.
There is a small ring fitted below the slimsnap hook for securing the wingedsnap hook when the Wander
Lead is not in use.
A Velcro tunnel and two elastic keepers are provided for securing communication leads.
An adjuster as been incorporated within the Wander Lead to ensure the correct length is available for each
situation. The Wander Lead must be checked for correct length every time the lead is used to prevent
movement outside the aircraft cabin.
An elastic keeper must be positioned directly behind the adjuster to reduce free play through the adjuster.
To adjust the length of the Wander Lead lift the yellow tab on the slide adjuster and pull the webbing
through the adjuster to the desired length. Excess webbing can be secured with elastic keepers provided.
CAUTION: Failure to check length adjustment could result in injury from a free fall.
Role Equipment
Three-Ring Release Inspections
• The Three Ring Release should be inspected prior to every use

• Cleaning and disassembly should be carried out once a month, more often in humid, dirty or cold
conditions
• To test the Three-Ring Release, place the Wander lead under load and pull the red release handle
• The rings should operate under a load of 20lbs or less
• The red locking loop that holds down the small ring must be flexible and checked for wear
• Flex the webbing near where it passes through each ring to remove any deformation in the webbing
• Check the Velcro on the release handle and webbing, it must be clean and holding well
• All rings must have metal-to-metal contact, and should be rotated regularly
• Check the terminal fitting at the end of the housing for security and the housing for dents or damage. If
the housing is damaged it must be replaced
• Run the cable back and forth through the housing
• Lightly lubricate the cable with a silicone-based lubricant
• Do not let the release assembly become wet in cold weather. It may freeze and stiffen the webbing,
resulting in a failure to release
Assembly of the Three-Ring Release
• With the snap hook facing down, position the Wander Lead with it’s rings uppermost
• Pass the middle ring under the base ring and flip it through
• Pass the small ring under the middle ring and flip it through
• Pass the red loop over the small ring only, then pass it through the grommet in the Wander Lead until it
forms a loop at the back of the lead
• Place the yellow cable through the red loop and down into the webbing stowage pocket at the back of
the lead
• Place the red release handle back into the slot within the Wander Lead then back onto the Velcro pad
• Inspected the lead for correct fitment
Care As for harness
7 Down The Wire Radio
Introduction
The ICOM IC-M72 Transceiver (ICOM) is a waterproof handheld marine band VHF radio with a frequency
range covering all marine channels. The unit is waterproof to a depth of 1 metre for 30 minutes using either
the stand-alone radio or in conjunction with the speaker/microphone attachment. For use during winch
operations over land the ICOM is fitted with a helmet adapter, which allows two-way communications
between the RCM and aircraft. The ICOM is the RCMs primary means of communications for all down the
wire operations. It is a useful tool when there is a requirement to communicate with the winch operator for
safety reasons during a winch.
CAUTION: Communications with the winch operator during the actual process of winching should only
be conducted when pre briefed or where personnel or aircraft safety is a factor. All
communications should be kept to an absolute minimum.
The radio is fitted with a number of functions. The following is a list of key functions the user needs to
operate the radio;
Role Equipment
a. Volume/on/off control
Situated on top of the radio and is turned clockwise to turn on and
increase the volume
b. Squelch
Sets the squelch threshold
c. PTT switch
Transmits when pushed and receives when released
d. Function display
Displays radio functions, such as battery level, selected channel,
transmit indictor
e. Channel up/down
Selects desired channel
f. Internal microphone
Used to transmit when using the radio without attachments
g. Internal speaker
Used to receive when using the radio without attachments
h. Battery pack release button

Used to connect/disconnect the battery pack
i. Lock button
Press and hold to lock the desired channel
Figure 10-15 ICOM Radio
Use of the ICOM
As stated the ICOM is to be used for all down the wire operations both land and water and is to be fitted
inside the left hand pocket of the Switlik life jacket when worn. For over land operations the helmet adapter
is used with all excess cable being stowed within the life jacket pocket.
For over water operations the ICOM is again positioned in the life jacket pocket with the speaker
microphone fitted in such a way that the RCM is able to communicate with the aircraft. It is recommended
that the microphone be positioned up near the wearer’s head on either the life jacket outer valise or rescue
harness shoulder strap.
The speaker/microphone must be attached prior to the radio being immersed in water. When attaching the
speaker/microphone ensure that the connection is fully inserted and secure to avoid water immersion into
the radio
Note: Keep the jack cover attached when the speaker/microphone is not in use to prevent corrosion to
the pins.
Figure 10-16 Speaker Phone Figure 10-17 Helmet Jack

Role Equipment
The radio also has a helmet attachment lead, which allows the user to plug their helmet into the radio and
operate the radio via the PTT switch. Both the speaker/microphone and helmet attachment lead are fitted
to the radio via the connector situated on top of the radio next to the antenna
Note: The helmet attachment is NOT waterproof.

Note: There is no side tone when using the helmet attachment lead.
The radio has a battery indicator, charging will be required if showing less than 2 bars
8 RESCUE HOIST
Introduction
The Goodrich External Hoist P/N: 44316 is a variable speed electric hoist mounted externally to the right
hand side of the aircraft and can be operated either from the cockpit by the FP, or from the cabin using the
control pendant by the crewman.
Figure 10-18 Lucas Hoist attached to AW139 Figure 10-19 Hoist Pendant
Description
The hoist is fitted with 280 feet (85m) of useable cable, and has a maximum operating load of 600 lbs
(272.5 kg).
The hoist has variable operating speeds to 200fpm utilising the winch control pendant, and a fixed pilots
control speed of 100fpm.Limit switches mounted on the hoist, control the hoist to operate at 75 fpm
between 2 – 10.5 feet. The final “up 2 feet” is further reduced to 35fpm. Limit switches stop the hoist when
the cable is fully extended or retracted.
The hoist system includes a remotely operated cartridge actuated cable cutter. The cable cut switches are
wired in parallel and are located on the pilot and cabin hoist control panels. The cable cut circuit breaker
must be in for the cable cut to be activated. The hoist is fitted with integral lighting mounted in the hoist
housing. All hoist accessories are located in the Hoist Box, including the hoist pendant when not in use.
The hoist box locates onto the central forward cabin floor, and when not required resides in the rear
equipment shelves.
Role Equipment
Figure 10-20 Hoist Accessory Box (SAR-Box)
Limit Switch Level Wind and

Installation Storage Drum Assembly
Main Drive
Motor
Automatic Brake
Assembly
Cable Cutter
Hook
Assembly
Figure 10-21 Hoist Assembly
Role Equipment
Control Pendant
The hoist can be operated up or down at continuously variable

speeds from rest to maximum speeds.
Cockpit Control
The hoist is operated up or down at a fixed speed of 100fpm.

Cockpit control signals have overriding authority over control
pendants signals.
Winch Hook
The hoist is fitted with a swivel hook, connected to the cable via a
swagged ball and collets inside a rubber buffet. The hook is fitted
with a spring loaded gate that must be opened by depressing the
two yellow lugs situated either side of the gate to place or remove
equipment from the hook. Figure 10-22 D-Lock Hook
The hook is also fitted with a hard-eye on the back of the hook for placement of the Hi-line snap-hook.
Caution: Ensure equipment is not caught on the hard-eye prior to being lifted with the hoist, and that
all equipment sits freely in the bight of the hook. Always be mindful of D – Ring Reversal /
Dynamic Rollout
9 STRETCHERS
MEDEVAC II Titanium Rescue Stretcher
Introduction
The MEDEVAC II is an approved optional emergency stretcher used by the Company.
The strength of the titanium frame and overall robust design affords the patient ample protection during
rescue operations. The capability to fold the MEDEVAC stretcher in half allows for easier stowage.
Description
The MEDEVAC stretcher is constructed of aerospace ATM Grade 9 titanium alloy tubing and components.
A smooth, corrosion-resistant plastic netting (with 12mm openings) is used to support and provide comfort
for the patient. Hand holds are situated on both sides for carriage over land.
The dimensions when assembled are:
Length 198cm 78 inches

Width 61cm 24 inches
Depth 50.5cm 10 inches
Weight 10kg 22 lbs
Load Capacity 272kg 600 lbs
Figure 10-23 Medevac Stretcher
Role Equipment
Use of the MEDEVAC Titanium Stretcher
Preparation of patient
1. Deploy the stretcher to a suitable location near the patient ensuring that the two halves are secured
tightly and correctly with no loose articles.
2. Once at the scene, assemble the stretcher ensuring that the threaded couplers (2) are fully done
up and secure. Lay all patient restraints and lifting slings outside the stretcher frame in readiness
to accept the patient.
WARNING: ENSURE THAT THE THREADED COUPLERS ARE SECURELY IN PLACE PRIOR TO
USE - DO NOT OVER TIGHTEN.
3. Place the patient into the stretcher ensuring that they are orientated correctly and positioned so
that the stretcher when lifted, will hang in a slightly feet down position.
CAUTION: Where practicable, the patient is to be briefed accordingly and provided with ear and eye
protection.
4. Place the two shoulder straps over the patient and secure them to the corresponding mate (colour
coded) located at the centre of the stretcher then tighten as necessary.
5. Place all four (4) patient restraints across the patient and secure them to the corresponding mate
(colour coded) on the opposing side of the stretcher and tighten as necessary.
CAUTION: Loose straps can flutter, creating a potential hazard to both the patient and RCM. All
excess straps must be secured by means of the elastic loop provided.
NOTE: To assist in preventing the patient from sliding downward toward the foot end it is
acceptable to have the chest restraint strap routed under the patient’s upper arms between
the arms and chest (arm pit) on both sides and then secured accordingly.
NOTE: The patient’s arms are to be secured beneath the waist strap.
6. With the patient properly secured, the head and foot end lifting slings are brought to the centre
point of the stretcher and secured by means of the “Snap Hook” and small “D” Ring.
NOTE: Ensure that there are no twists in the lifting slings prior to the lift.
10 TAG LINE
Stuff Bag Type
The Stuff Bag Type Tag Line presents in a nylon bag containing
the following components;
• 130 metres of 6mm high visibility reflective cordage (not

tied in) incorporating an optional weak link assembly,
• Instruction guide,
• Third party ear & eye protection,
• Safety gloves, and
• Hook knife,
Figure 10-24 Stuff Bag Type
Role Equipment
When preparing the tag line for use the connecting snap hook is fed from the choked bag opening and
connected to the stretcher via a Ronstan Quick Release. The quick release can be activated by the RCM
attending the stretcher or by the winch operator at the aircraft door when necessary.
CAUTION: The RCM is to carry a Hook Knife as a backup to the release system.
A weak link assembly is supplied as an option for those occasions where the surrounding
terrain/obstructions pose a potential snagging hazard. When required the weak link is utilised by simply
connecting the tag line to the stretcher quick release via the weak link snap hook.
Note: Notification to the aircraft crew of non-use of the weak link is mandatory.
The tag line bag can be managed in one of two ways; on the ground at the RCM’s feet or under the TLA’s
arm with the carry handle over the shoulder.
Tag line control when being payed out is achieved by the RCM applying appropriate friction with the gloved
hands. A slack tag line can be controlled by either; carefully retrieving the excess line hand over hand back
onto the surface immediately in front of the RCM, or by the RCM walking backwards away from the target.
WARNING: AT NO TIME IS A LOOP OF LINE ALLOWED TO BE WRAPPED AROUND THE

TLA’S HAND IN ORDER TO GAIN MORE PURCHASE.
CAUTION: Use of heavy-duty leather gloves supplied is recommended as friction burns may
occur.
CAUTION: To safely achieve a foul free payout of line it is essential that the tag line has been
correctly flaked into the bag.
WARNING: THE TAG LINE STUFF BAG IS NOT TO BE SECURED TO THE TLA IN ANY
WAY
11 RESCUE STROP / HYPOTHERMIA STROP COMBINATION
Introduction
The Rescue Strop/Hypothermia Strop combination is used as a Rescue Strop for recovery of experienced
or pre-briefed personnel who are in a fit state to keep them in the strop. They can be specifically briefed
beforehand, or by a Rescue Crewman lowered to brief them prior to the winch.
When used for water rescues the Hypothermia strop is separated from the Rescue Strop valise and is used
for recovery of personnel who are suspected of suffering from hypothermia. The device is designed to
maintain the survivor in a sitting position(with the red hypothermic strop positioned under the knees) across
the front of the RCM whilst being winched to the aircraft.
Figure 10-25 Rescue Hypothermia Strop
Role Equipment
Description
The Rescue Strop/Hypothermia Strop Combination is a horse collar shaped device, which is connected to
the winch hook by means of a ‘D’ ring. A snap hook at the free end of the strop connects to small ‘D’ ring
below the winch attachment point which then gives the strop its horse collar shape.
CAUTION: The strop also incorporates a chest strap and must be in fitted during land winch
operations
12 HI-LINE
A Hi-Line procedure is used when conducting either over water or over land rescue winch recoveries when
normal winching would be hazardous.
a When the winching area is confined or obstructed in such a way that there is a risk of the winch
cable snagging or the RCM/MA striking obstructions.
b The vessel or winch area is so small that the Pilot cannot remain in visual contact whilst in the
hover.
c When normal winching techniques would be unable to effect transfer.
During night Hi-line transfers, the shot bag shall be illuminated with high intensity artificial light
sticks (Cyalume).
d When conducting Hi-line transfers to/from a life raft it is acceptable that once the RCM has entered
the raft that the hi-line shot bag and all excess rope be lowered down in between the raft chamber
and the outer boarding rope. This will ensure that all excess rope will be out of harms way during
the transfer process.
NOTE: It may be advisable to attach an additional shot bag for this procedure to assist in
the sink rate of the excess line.
e. When conducting a stretcher lift recovery from a vessel utilising the Hi Line procedure it may be
necessary to route the Hi Line through the Tag Line quick release Ronstan. his particular
configuration ensures the stretcher remains under the positive control of the TLA and that the weak
link functionality is maintained during the winch in process.
CAUTION: When configuring the Hi Line through the quick release Ronstan it is essential that the Hi
Line hand hold is on the outboard side.
When recovering the RCM last from the scene, the hi-line can either be recovered with him or discarded,
which ever is deemed as the safest option by the crew.
Description
The Hi-Line is the name given to describe the piece of equipment in its entirety. The various components
of the equipment are:
a. Canvas or nylon pack cover.
b. 30 or 45 metres (100 or 150 ft) cord stowed inside the pack cover.
c. The cord has a shot bag on one end (the "down" end) and a soft eye with snap hook on the other
and (aircraft end). The snap hook is attached to a 136 kg (300 lb) cord loop which acts as a weak
link. The cord loop is attached to the aircraft winch hook.
A Carabiner snap hook is attached to the outer casing of the pack; and is used to secure the Hi-line to the
aircraft floor.
Role Equipment
Figure 10-26 Hi Line Kit
13 QUICK SPLICE PLATE
Introduction
The Emergency Quick Splice Plate (QSP) assembly is designed to be used in place of the normal rescue
hoist hook in the event that the normal hook has been cut away or damaged.
Description
The QSP assembly is manufactured from anodized aluminium alloy 75mm x 195mm x 12mm. It has a
90mm diameter bumper disc at one end and a rotating swivel at the other. Fitted to the swivel is a DMM
C840 Karabiner for the attachment of rescue equipment and personnel. The bumper disc has a spring clip
fitted which locks the cable in place once it has been routed through the numbered slots.
The QSP has five (5) 9mm wide slots cut into it, which are bevelled in the direction in which the winch
cable is to be routed. These slots are numbered 1 to 5 and have arrows marking the layering direction to
assist in the cable feeding sequence. The No. 5 slot has a spring clip which locks the cable within the slot
preventing it from slipping out.
WARNING: THE EMERGENCY QUICK SPLICE PLATE AS DETAILED ABOVE IS DESIGNED FOR
USE WITH 3/16" RESCUE WINCH CABLE ONLY.
CAUTION: Once used the QSP is to be inspected and certified ‘Serviceable’ by an appropriate person
prior to further use.
Role Equipment
Figure 10-27 Quick Splice Plate – Free Bitter End
Fitment
The tail of the rescue winch cable is fed on to the QSP by first laying it along the “CABLE BITTER END”
slot leaving at least 3” (80mm) of overhang. It is then a process of routing the cable through the numbered
slots following the arrows and keeping in the correct numbered sequence. It is important to keep the cable
as tight as possible during this process avoiding any large loops.
When feeding the cable onto the No. 5 slot, ensure that the spring clip locks the cable within the slot. Once
securely locked into the No. 5 slot the cable is then locked into the central position of the bumper disc by
passing it through the spring lock on the bumper assembly.
The free end (Bitter end) of the cable is then fed through and locked into the No.5 slot by passing it over
the cable loop running between the No.5 and No.4 slots. It is then to be locked into the central position of
the bumper disc by passing it through the spring lock on the bumper assembly. This then assures positive
cable lock off regardless of loading.
With the rescue winch cable correctly fed through all of the numbered slots, and in the correct sequence as
detailed above, the QSP is now ready for use.
Figure 10-28 Correctly Threaded Quick Splice Plate
CAUTION: The QSP maximum allowable load is 600lbs (272kgs)
CAUTION: Gloves must be worn when handling rescue winch cable.
WARNING: IT MUST BE NOTED THAT THE RESCUE WINCH LIMIT RETARD SWITCHES MAY BE
INOPERATIVE FOLLOWING THE CUTTING OF THE CABLE AS THE OVERALL
LENGTH HAS BEEN ALTERED.
Role Equipment
14 HAND HELD SEARCH LIGHT
The crewman for night searches uses the Hand Held Search Light over land/water and to assist in the
illumination of the tail area of the aircraft and surrounds during night confined area/winch operations
Description
The unit is a hand held search light with a 14 cm diameter lens with adjustable focus control. It is powered
by 14 volts DC and can be connected to an appropriate outlet within the aircraft cabin by means of a
flexible lead. A momentary trigger switch located at the top of the handgrip activates the light. A nylon
cord-retaining lanyard is secured to the top of the handgrip and is to be worn around the operator’s wrist for
security during use. Concealed within the handgrip is a spare bulb.
Figure 10-29 Hand Held Search Light
Use
Once connected to the 14 VDC outlet, depressing the momentary trigger switch activates the light. The
light illuminates immediately.
CAUTION: A clearance to illuminate the light must be given by the aircraft captain prior to activation.
CAUTION: The operator is to ensure that the light is pointing outside the aircraft and that the retaining
lanyard is fitted to his wrist prior to use.
Once the light has been illuminated the crewman controls the beam by pointing the light in the desired
direction. The beam width can be adjusted from a pencil beam to a wide beam by rotating the outer lens
housing in the appropriate direction. The recommended search height when using the light is not greater
than 500 ft AGL.
CAUTION: The lens cover may be hot after use and therefore care should be taken when handling the
light during stowage or if setting down on a soft surface.
CAUTION: When using the light the operator is to ensure that the unit is not placed out into the airflow
above 40 kts IAS.
Role Equipment
15 PYROTECHNICS
There are many and various types of pyrotechnics in use by both civil and military organizations. All are
designed to attract the attention of rescue agencies by means of being highly visible whether from a hand
held position, surface deployment or deployment at height.
All pyrotechnics have one thing in common and that is a chemical reaction of some kind is required to
activate the device. Because of this chemical reaction and the subsequent flame, flare or smoke extreme
care should be taken when using them.
Operators should read the instructions on the device carefully before activation and dispose of the device
correctly after use.
Lifesmoke MK 3
The Mk3 Orange smoke produces a dense bright orange smoke for three (3) minutes and is suitable for
daylight use only. They are used to initially mark targets and as a drop timing reference marker.
Method of Activation
1 Remove plastic lid

2 Tear off foil cover
3 Pull cord firmly
4 Plastic claws separate and release striker
5 Throw marker down and out of aircraft
Figure 10-30 Lifesmoke MK3
CAUTION : Ignition of the MK 3 orange smoke is virtually instantaneous following activation. Activation
of the ring-pull causes a stream of silicone to be discharged from the ring-pull hole.
Signal Distress Day/Night Mk4
These hand held devices have a day and night signalling capability depending on which end is activated.
The flare end, which is identified by a ribbed section on the device, has a bright red flare where as the
smoke end emits thick orange smoke. The red flare burns for 20 seconds at 10,000 candela and the
smoke burns for minimum of 18 seconds. Where possible gloves should be worn, as it does get hot.
When only one end of the distress signal is used, it should be doused in water to allow stowage for further
use of the remaining signal.
Figure 10-31 MK4 Day/Night
Role Equipment
Mini Flare Mk8
The lightweight, Pains Wessex compact distress signals pack contains 3 red aerial flare cartridges and a
penjector firing mechanism, all enclosed in a tough, water-resistant case. The penjector is fitted with a
stainless-steel spring and striker pin. It features a slot for easy loading and unloading of the flare
cartridges. These are stored inside the casing on an elastic lanyard to avoid them being lost when the base
cap is unscrewed. Each cartridge projects its payload to a height of over 45 meters, burns for up to 5
seconds at a minimum of 10,000 candela and is visible for at least 5 miles in daylight increasing to 10 miles
at night, depending on weather conditions
Figure 10-32 Mk8 Mini Flares
Marker Location Marine - MK25 (white smoke marker)
The Marker Location Marine Mk25 (commonly referred to as the white smoke marker) is designed to mark
a position at sea, either by day or night and to provide a visual indication of the surface wind. At one end of
the white smoke case is a heavy aluminium base containing a salt water-activated battery, which is
protected from the water, by two base plugs fitted into holes on opposite sides of the base assembly. The
plugs are held in position by an arming plate on the base marked safe and armed. The rest of the cylinder
contains the pyrotechnic mixture, an electronic ignition device and a venting chimney.
Figure 10-33 Mk25 Flare
The venting chimney remains sealed until a build-up of gas forces the sealing device out after ignition has
taken place.
The marker emits a 30 centimetre (cm) yellow flame and white smoke. It burns for approximately 15 plus
or minus 3 minutes.
Whilst the markers are designed to be used in salt water, it will function satisfactorily in solutions of
approximately half the normal salinity.
The Mk25 will not function in fresh water.
Role Equipment
The pyrotechnic candle contains approximately 0.9 kilogram (kg) of red phosphorus, manganese dioxide
and magnesium powder mixture and a starter mix. The starter mix consists of 26.5 grams of lead peroxide,
powdered silicon and cupric oxide activated by an electrical squib, which imitated by the salt-water battery.
CAUTION: The accumulated gas emitted from the MK25 is both toxic and flammable.
A scuttling pellet consisting of 43 grams of magnesium and barium nitrate is fitted below the pyrotechnic
candle.
WARNING: IGNITION OF THE SCUTTLING PELLET IS OFTEN ACCOMPANIED BY A VIOLENT

DISRUPTION OF THE MARKER, WHICH MAY THROW MOLTEN ALUMINIUM,
ALUMINIUM FRAGMENTS AND BURNING PHOSPHORUS UP TO 10 METRES.
THEREFORE, HELICOPTERS ARE TO ENSURE THAT THE MARKER REMAINS AT
LEAST 10 METRES OUTSIDE THE ROTOR DISC.
For safety, armed Mk25's are not to be brought back and returned to the SAR store - they are to be
dispatched prior to return, whether actually required or not. Therefore, they are not to be armed until they
are needed.
WARNING: KEEP THE MARKER AWAY FROM WATER ONCE THE PLUGS HAVE BEEN PUSHED
IN, AS IT ACTIVATES WITHIN 10 TO 20 SECONDS OF WATER ENTERING THE
CAVITY, EMITTING FLAME, TOXIC SMOKE AND GASES.
16 EQUIPMENT STRAP
Introduction
The Equipment strap enables the RCM to carry equipment on the winch hook with him in such a manner
that it hangs low and controlled between his legs. This technique enables the RCM to use both hands while
fending off the aircraft extremities and other obstructions during the winching process.
Description
The equipment strap is an 80cm length of nylon webbing with a captive eye karabiner at each end. One
karabiner is used for attaching the strap to the winch hook and the other being for the securing of
equipment.
Use of the Equipment Strap
The equipment to be carried is connected to the equipment strap by one of the karabiners and then
checked for security. When ready the RCM connects the strap and himself to the winch hook. Once at the
scene and ready to winch the RCM exits the aircraft as per normal operations.
With the RCM balanced and stable at the aircraft door, the winch operator passes the equipment to be
carried out of the aircraft and down between the RCMs legs. A standard winch delivery is then completed
with the RCM taking particular care when guiding the equipment and himself down past the aircraft
extremities.
Retrieval to the aircraft is accomplished as per a standard rescue winch recovery with the equipment to be
carried connected securely to the strap and hanging between the RCMs legs. Once the RCM is at the
aircraft door and stable, the winch operator recovers the equipment into the aircraft from between the
RCMs legs. As the equipment is brought into the aircraft the RCM follows in behind it. The RCM then
secures the equipment and himself before getting a clearance to disconnect from the winch hook.
Role Equipment
Figure 10-34 Equipment Strap
17 MULTI PURPOSE WINCH BAG
The Multi Purpose winch bag is designed to winch items or equipment to or from the scene if they are not
rated or approved to connect directly to the winch hook. The bag is constructed from Herculite (heavy-duty
weatherproof material) with a Velcro opening flap. The rated webbing stitched around the bag create two
loop ends, which connect to the winch hook.
Figure 10-35 Multi Purpose Winch Bag
18 WEIGHTED MESSAGE BAG
The weighted message bag allows the Aircrewman to establish written communications with crews or
survivors at scene. The Herculite constructed bag allows for a dive slate & pencil, which provides written
communications or instruction between the relevant parties. The webbing loop can either be connected to
the winch hook directly; or connected to the winch hook hard-eye via karabiner.
Figure 10-36 Message Bag

Role Equipment
19 WEIGHTED WINCH BAG (SHOT BAG)
The weighted winch bag can either connect directly to the winch, or be attached to the hard-eye via a
karabiner. The weight bag assists the winch operator to effectively lower the hook directly to the scene,
and overcome the downwash that forced upon the hook by the use of the bag’s weight. The bag is to
remain attached to the winch hook unless instructed to remove by the winch operator.
Figure 10-37 Weighted Winch Bag (Shot Bag)
20 Ferno Pedi-Mate Harness
The Pedi-Mate Harness in Figure 4-30 has been modified by Ferno Australia to suit carriage of paediatric
patients upon a HeliMods F12 stretcher loaded in the AW139 & EC145 aircraft.
Pedi-Mate can only be fitted to HeliMods F12 Stretcher, and the patient can be orientated into positions
permitted under existing stretcher approvals. Unless precluded by patient condition, stretcher backrest
must be lowered to horizontal for take-off and landing, and during emergencies where an emergency
landing may be required.
CAUTION: Maximum patient weight is 18kg
Figure 10-38 Pedi-mate Harness
NOTE: Pictures have been taken with mattress removed for clarity
Role Equipment
21 SURVIVAL PACK
Within Australia, Civil Aviation Orders deem certain locations ‘Remote Areas’, where the aircraft shall carry
survival equipment for sustaining life appropriate to the area being over flown. The CAO’s do not stipulate
mandatory items however, Sarquip produce a suitable survival pack that accommodates our operational
range. The following items are found in the company standard survival pack.
• Water 4 x 500ml (Rationed in 50ml satchels) • Emergency Thermal Blanket

• Cyalume Sticks • Water Collection Bag
• 9 x Ration Food Bars • Survival Manual
• Glucose Tablets • Mosquito / Insect Repellent
• Sunscreen • Heavy-Duty Plastic Sheet
• Lip Sunscreen (Blistex) • Bushcraft Knife
• Waterproof Matches • Cap
• Pen-Flares • Waterproof Jacket
• Water Purification Tablets • Waterproof Pants
• Mosquito Net • Bivvy Bag
• Heavy-Duty Cord • Sleeping Bag
• Compass • Back Pack
• Hand-Generator Torch
Figure 10-39 Survival Pack
Winching Procedures - Normal
SECTION 11 WINCHING PROCEDURES - NORMAL
1 Winching Operations
2 Carriage of Persons
3 When to winch
4 Time in Hover
5 Crew qualifications
6 Personal Equipment
7 Winching Areas
8 The Winch Circuit
9 Crew Duties
10 HF Transmissions During Operations
11 Corrosion Considerations
12 Communications
13 Crew Hand Signals
14 Night Winching
15 Methods of Recovery
16 Winching to Vessels
17 Hi-Line Procedure
ANNEX A WINCH CIRCUIT
ANNEX B CREW HAND SIGNALS
ASNSW EC145 Cabin Staff Training Notes Revision 1 – July 2010 page 1 of 25
1. Winching Operations
Winching is performed for a wide variety of purposes and provides one of the most useful extensions to a
helicopter's versatility. Broadly, winching is carried out for rescue and emergency purposes, or for
commercial reasons such as marine pilot transfer. The conditions for commercial winching are more
restrictive and are covered later in this part.
Before any winching operation takes place, three (3) important considerations MUST be applied to the
requirement. These are:-
a. when to winch;
b. time in the hover; and
c. crew qualifications.
2. Carriage of Persons
On winching operations, only the following crew members shall be carried in the aircraft:
a. a flight crew member

b. a flight crew member under training
c. a person who performs an essential function in connection with the winching operation
d. a person who is to be or has been winched
3. When to winch
Winching operations should not be undertaken when other reasonable methods are available. Such
matters as the condition of survivors, effects of the operation upon them, the safety of the crew and aircraft
and the urgency of the situation should all be considered before a decision to conduct winching operations
is made. If alternative methods of recovery are available, and the danger to survivors is not increased by a
delay, rescue by winch should not be attempted. Winch recovery of deceased persons for humanitarian
reasons should only occur if there is no practicable alternative available.
4. Time in Hover
During winching operations the time spent within the avoid area of the HV curve should be kept to a
minimum.
5. Crew qualifications
Winching operations are not to be carried out by pilots unless they are endorsed “Hoist All Heli”. Winching
operations are not be carried out by Cabin Staff until they have been certified competent having completed
the syllabus of training as defined in the Training Manual, Section 8.
Qualified personnel shall be subject to checks of proficiency and shall not carry out winching operations
until their proficiency is current. Aircrewman and Utility Winch Operators shall be endorsed by the
Company to operate only those winch types on which they have received formal training and certified
competent to use.
NOTE: Throughout this section please read RCM as a generic title for all down the wire operation
Operators shall be qualified and designated:
a. Aircrewman (ACM)
A member of the flight crew other than a pilot, who is qualified and proficient in the techniques
necessary to perform Search and Rescue, Emergency Medical, Rappelling, Sling Load, Passenger
Transport and Winching operations. An Air crewman is a qualified rescue crewman and cabin
attendant.
b. Utility Winch Operator (UWO)

A member of the flight crew other than a pilot, who is qualified and proficient in the techniques and
procedures necessary to perform sling load and basic winching operations by day.
c. Rescue Crewman (RCM) – Ambulance Rescue Person (ARC)

A member of the flight crew other than a pilot, who is qualified and proficient in the operation of
equipment and techniques necessary to be despatched from a helicopter to a person or persons in
distress and to render the necessary aid prior to evacuation by the most appropriate means in the
military SAR, EMS and Offshore roles.
d. Medical Crewperson (MC)

A member of the flight crew other than a pilot, who is qualified and proficient in the operation and
techniques necessary to be despatched from a helicopter to a person or persons in distress and to
render the necessary aid prior to evacuation by the most appropriate means.
e. Medical Attendant (MA)

A member of the flight crew other than a pilot who is qualified and proficient in the role of medical
passenger retrieval, transport and control.
NOTE: Primary response may require hover disembarkation / embarkation procedures.
CAUTION: MC/MAs are not qualified to conduct water rescue operations.
6. Personal equipment
RCM through the nature of their role will at times be placed into varying situations in differing climatic
conditions. The equipment required to achieve the task will vary depending on the operating area and the
weather conditions at the time. Contract requirements will also govern the need for differing rescue
equipment.
With these factors in mind the minimum equipment requirements for RCM are detailed below.
Over Land Operations
i. Full coveralls
ii. Safety gloves
iii. Safety helmet
iv. Ear and eye protection
v. Crewman’s harness incorporating quick release mechanism & ‘J’ knife
vi. Life jacket incorporating a personal locator beacon (Remote area operations)
vii. Suitable protective footwear
viii. Torch and strobe light (night operations)
ix. Hand held radio enabling two way communications
x. Survival Kit (where necessary)
Note: The “J” knife is to be fixed to the belly belt of the rescue harness
Over Water Operations (RCM)
i. Full wet suit (suitable for operating climate)

ii. Fins, mask, snorkel, gloves and booties
iii. Diver’s knife
iv. Crewman’s harness incorporating quick release mechanism & ‘J’ knife
v. Lightweight safety helmet (where practical)
vi. Inflatable life jacket incorporating a personal locator beacon
vii. Hand held radio (waterproof) enabling two-way communications
viii. One man life raft (where practical)
ix. Torch and strobe light (night operations)
NOTE The “J” knife is to be fixed to the belly belt of the rescue harness
NOTE: Winch Operators are to wear in addition to their standard safety equipment, flying/safety
gloves and where appropriate kneepads.
7. Winching Areas
Basic Winch Training
For basic winch training the requirements of CAO 29.11, subsection 5 are to be adhered to.
8. The Winch Circuit
The helicopter is flown at a safe height and airspeed while the preparation for the winch is completed.
Using a standard circuit means that all members of the crew will be acquainted with the normal sequence
to be followed, and will only require briefing on the specific aspects of the immediate operation ahead.
With all preparation completed prior to the approach, the helicopter is exposed for the minimum time in the
avoid area of the HV curve. For training purposes the circuit is normally conducted right hand at 200 feet
above obstructions at 60kts. (See Annex A)
Individual members of the crew shall be made responsible to keep the target in sight and a positive hand
over made prior to resuming other functions. It is essential that one member of the crew maintains visual
contact with the target throughout the circuit.
a. Reconnaissance
After the target has been sighted the crew establishes an orbit over the position to inspect the
target discussing the following points: approach/departure paths, engine failure brief (to include
individual crew member’s responsibilities), identification of forced landing areas and the winch
height. Aircraft performance is to be calculated prior to committing to the winch. The winch
insertion and if possible the extraction plan should be discussed at this point highlighting any
issues. The ACM and RCM then make the relevant equipment ready.
Note: It is imperative that ALL crew members are involved in the reconnaissance brief.
b. Downwind
The reconnaissance is extended into a downwind leg and once established the PF calls
“Downwind”. Pre-Landing and Pre-Winch checks are completed. The winch operator shall
conduct the winch brief at this point e.g. “Set in the back for a 30’ live winch”.
The helicopter is flown downwind until the target is at the 4 o’clock position where the winch
operator will report “Target is at 4 o’clock xxx Clear Right turn” (circuit direction may be reversed as
necessary), the base turn is commenced at this point. The winch operator shall continue to call
target position until the PF reports “Target Visual”, the winch operator shall respond “Roger” and
then cease the flow of information.
During the base turn aircraft speed and height are reduced, and the helicopter is flown into wind
and aligned with the target. The PF will call “Your CON” when he requires the winch operator to
begin his talkdown, the winch operator shall respond “Roger I have the CON” and then commence
a non-stop flow of information of Distance, Line, Rate of Descent, Speed and Height Above
Instructions until on top of the winch area.
c. The Hover
The winch operator shall con the aircraft to overhead the target/survivor and perform the winch
with hover patter as required.
After the "survivor" is attached to the cable, he cons the helicopter to overhead the survivor and at
the same time advising the pilot 'WINCHING IN THE SLACK". Once steady in the overhead with
no slack cable, the winch operator shall call "UP GENTLY".
The helicopter climbs vertically and lifts the survivor clear of the surface, at which point the winch
operator shall call, "CLEAR OF THE SURFACE" "CLEAR OF THE DECK" (vessel winch).
The pilot, feeling the weight coming on, shall assess power and C of G and calls either “CLEAR TO
WINCH/"CONTINUE" or "STOP WINCHING".
During the "winch in" the winch operator shall keep the pilot informed of cable length and, if
required, make adjustments to the helicopter’s position. The winch operator stops the winch
momentarily below the helicopter for a control check. When the survivor is at the top of the door
and all the cable has been winched in, the winch operator shall assist the survivor into the cabin.
During this period, it may be necessary for him to leave the door and, therefore, he shall not be a
reliable look-out for the pilot. Before he leaves the door, he must make sure that he informs the
pilot, "LEAVING THE DOOR, YOUR REFERENCE".
WARNING: THE LIFT IS COMPLETE ONLY WHEN THE CREWMAN AND SURVIVOR ARE BOTH
SECURE N THE CABIN.
WARNING: DURING TRAINING, THE RESCUE CREWMAN/SURVIVOR SHALL NOT EXIT THE
AIRCRAFT OR BE WINCHED ANY HIGHER THAN IS NECESSARY. MAXIMUM
HEIGHTS ARE DETAILED IN 8.4 TRAINING LIMITATIONS.
d. Departure
Once the winch is completed, the pilot transitions into forward flight. When winching in an empty
hook, the pilot shall not transition forward until less than 15 feet of cable remains below the
helicopter. During live winching, the transition forward shall only commence after the survivor is
safely inside the cabin.
9. Crew duties
Success in winching operations depends on crew co-operation. The crew usually consists of two pilots, a
winch operator, and a rescue crewman. Winching can be flown from either pilot seat, although water and
deck winching is easier with the Flying Pilot on the same side as the target or hovering reference.
The duties of the individual crew members are:
Captain - Co-ordination and conduct of the operation.
Flying Pilot - Handling the aircraft during winching operations.
Non Flying Pilot - Monitoring and communication on all radio frequencies not
associated with the winch
- Navigation of the helicopter including recording position (if required)
- Fuel and engine monitoring
- Completion of normal and winching checks, and monitoring
progress and activity in the cabin
- Monitoring height and obstructions
- Maintaining a log.
ACM/Winch Operator - Management of the rear cabin

- Pre flight inspection of winch, equipment and intercom system
- Storage of equipment, including survival equipment
- Safety and security of all personnel in the rear cabin
- operation of the winch and con of the helicopter.
The commentary given by the winch operator is of the utmost importance. During the final stages of the
approach where the pilot loses sight of the position he relies on the winch operator to:
- guide him to the overhead position

- manoeuvre the helicopter to maintain position
- provide a "picture" of the situation under the helicopter
- maintain the helicopter clear of obstructions.
Rescue Crewman - Assisting the ACM/winch operator.

- Recovery of survivors.
- Render the necessary First Aid
Medical Crew/Attendant - Assisting the ACM/RCM.

- Recovery of patients.
- Render the necessary medical aid.
10. HF Transmissions During Operations
Whilst the winch is in use transmissions on HF radio are not permitted. This is to guard against the
possibility of such transmissions causing the cable cut mechanism to operate. When winching to ships, or
other sites where powerful HF radios operate, the helicopter crew shall endeavour to ensure the vessel
ceases HF radio transmissions. High powered radars should be placed in the standby mode.
11. Corrosion Considerations
Salt water from winching over the sea causes corrosion to the helicopter and its components.
Contamination can occur from rotor wash recirculating over the fuselage and entering engine intakes, the
cable wetting the winch, and from personnel being winched on board. A thorough rinsing programme is to
be performed immediately salt water winching has been completed. Personnel wet winching is not
permitted for training purposes without a wet floor except where personnel are winched up, remain outside
the cabin, and lowered back into the water.
12. Communications
Winching operations require a high degree of co-operation and mutual trust between all crew members
involved.
The rescue crewman relies upon both the winch operator and the pilot for his safe recovery.
The winch operator relies upon the flying pilot to correctly and accurately position and maintain the
helicopter above the target.
The Flying Pilot relies upon both the winch operator and the crewman for positioning directions and the
conduct of the operation.
To facilitate co-operation, an accurate and steady communication between all three crew members on the
operation must
Communications with the RCM when external to the aircraft is an important element of the overall winching
operation. With this in mind the RCM is to have two-way radio communications with the aircraft (where
practical) during all winching operations both land and water.
Communications shall be carried out via the aircraft's intercommunication system. Because of the
inherently noisy environment involved with the winch operation, all unnecessary audio sources should be
eliminated and communications confined to concise, accurate, unambiguous and clear messages.
On approach to the target, the pilot may lose visual contact with the target due to shielding by the aircraft
fuselage. It then becomes the duty of the winch operator to direct the pilot onto the target. Simple, but
clear directions to effect accurate positioning are to be transmitted continually to the pilot.
The following is a list of key words to be used during the winching operations. These words are mandatory
and contain precise and unambiguous meanings. Amplifying comments are to be avoided or kept to a
bare minimum when necessary. Whilst a constantly flowing patter of information is required to enable the
Flying Pilot to position the helicopter accurately, there is no place for verbosity or ambiguity.
13. Crew Hand Signals
A system of hand signals to be used between the RCM and the winch operator have been developed to aid
the conduct of the operation. When given, they should be clear and unambiguous and no variations
attempted, unless by prior arrangement between the crewmembers.
The signals are as follows:
Signal: One arm extended horizontally with cable hook in the hand
Meaning: I have disconnected from the wire and require the hook to be raised to the helicopter.
Signal: One arm raised vertically

Meaning: Bring the helicopter overhead and lower the cable
Signal: One arm extended horizontally from the body and thumb up
Meaning: Ready to be winched up. Take up the slack. Held until clear of obstructions
Signal: Both arms extended horizontally and thumbs up

Meaning: Clear of all obstructions / or during high winch ops – 10 feet to run to the ground
Signal: Both /one arm/s moved across the body in a horizontal motion, palms down
Meaning: I require to be returned to the surface /aircraft
Signal: Right hand-patting top of head

Meaning: Stop winching in or out
Signal: Right or left arm extended and index finger pointed in a horizontal direction. Given after
stop winching signal
Meaning: Move the helicopter in the direction indicated
0
Signal: Right hand extended 45 skywards or towards ground and describing continuous arcs
Meaning: Winch up or down slowly until other direction given
Signal: A cross, formed by the forearms and held up in front of the face
Meaning: Abort task. Expedite recovery
Signal: Left arm extended horizontally, fist clenched, the other hand making a horizontal slicing
movement below the fist, palm downward
Meaning: Person/load to be disconnected from winch hook or Tag Line to be released or cut away
from the stretcher
Refer to ANNEX B - Crew Hand Signals
14. Night Winching
A crew shall not engage in winching operations at night unless the helicopter is equipped with the following
items:
a. Two white lights, controllable by the winch operator, shining downwards and of sufficient intensity to
clearly illuminate the winch cable and the area directly below the helicopter
Note : A single light having two separate energised filaments or a suitable hand-held torch may be
approved as meeting the requirements for a second light.
b. Two white lights controlled by the pilot in azimuth and elevation without removing his hands from the
flying controls
Note : A single white light having two separately energised filaments may be approved as meeting this
requirement provided that the selection of the alternative filament can be accomplished by the pilot
without removing his hands from the flying controls.
c. A torch shall be available to the winch operator at the winching station

d. A cyalume stick is to be attached to the rescue winch hook
e. The rescue crewman shall carry a torch and a strobe light
Note : The strobe light is to be affixed (via Velcro) to either side of the RCM's safety helmet or
to the rear of the flight helmet.
Over water operations
Winching over water at night may be conducted provided that sufficient illumination – either celestially or
artificially – is available to provide not only attitude but altitude reference as well.
Crews must be aware of not only the amount of preparation that is required before such a task, but also
how they would respond should conditions change.
For example, what might initially appear as a straight-forward exercise while hovering into wind and facing
a low back-lit cliff can suddenly become unviable with only a slight heading change.
Clearly, it is not possible to provide a complete - or comprehensive – series of scenarios to govern when
night winching tasks over water may be carried out. Sound judgment is required, and when any doubt
exists as to whether or not adequate illumination will be available for both attitude, and altitude reference,
the task is to be abandoned.
The sole exception to the following is the S76 auto hover aircraft.
15. Methods Of Recovery
During rescue winch operations it will be necessary for personnel to move about the rear cabin in both,
preparation for and on completion of a utility task. As a means of control and safety the winch operator is
to remain vigilant in respect to both personnel movements and equipment security within the rear cabin and
on the winch cable. To that end the winch operator is to ensure that no person moves about the rear cabin
unrestrained and that thorough equipment checks are conducted before and after the tasks.
During both the winch in and out phases, the winch operator is to monitor the load at all times, in particular
as it approaches an obstruction. Should there by any potential for fouling the winch operator is to cease
winching and only recommence where he is assured that the load is clear.
Also for consideration during rescue winch operations is the operating speed of the latest generation hoists
currently fitted to company aircraft, and the close proximity of the running cable to the airframe. The
potential for equipment/personnel fouling on aircraft extremities is a real possibility and therefore extreme
care needs to be taken when transitioning loads past things such as aircraft skids, steps, undercarriage,
bear paws and auxiliary fuel tanks etc.
The techniques as detailed below are to be employed during all rescue winch operations.
Winching Out
When the RCM is required to be winched out the crew are to conduct a thorough briefing outlining the
sequence of events inclusive of an aircraft emergency brief. This is done to ensure that ALL personnel are
aware of their individual responsibilities and their actions in the event of an emergency. Also, a radio check
is to be conducted with the RCM prior to committing to the winch ensuring good two-way communications.
When ready the rescue winch hook will be passed to RCM by the winch operator prior to arriving overhead.
With the hook in hand the RCM is to secure himself and any other necessary equipment to it. He then
conducts his own set of security checks and when satisfied, presents the hook assembly to the winch
operator for the first of two (2) inspections.
NOTE: When connecting the RCM and equipment to the winch hook the RCM/MA is to where
practical connect himself first followed by all other necessary equipment. This will allow for
the continual safe removal/addition of equipment to/from the winch hook while the
RCM/MA remains safely attached.
NOTE: When presenting the hook for presentation the RCM/MA is to grasp the winch cable
immediately above the winch hook buffer assembly in such a manner that the winch
operator is able to see the hook and all equipment on it without obstruction.
Upon recognition that the RCM/MA is ready for inspection the winch operator is to first inspect the winch
hook and RCM’s/MA’s Capewell Release for security, then move to the RCM’s/MA’s head and working
down from there inspect all other role and personal equipment.
When satisfied that all equipment is secure the winch operator is to request a ‘thumbs up’ signal from the
RCM/MA and on receipt of this signal he will then point to the RCM’s/MA’s wander lead/seat belt as an
indication that he may now release from it.
CAUTION: The RCM/MA is not to release from the wander lead/seat belt unless directed to do so by
the winch operator.
At this point the winch operator will motion (hand signal) to the RCM/MA to come to the door, the RCM/MA
then disconnects from the ICS, goes on to the hand held radio (where necessary) and moves slowly toward
the door.
CAUTION It is most important that the winch operator does not allow the RCM/MA to reach the door
area prior to all of the slack winch cable being taken up as a slip/fall by the RCM/MA at this
point may result in cable shock loading.
With the RCM/MA positioned at the door and secure, the winch operator makes any necessary final aircraft
position changes before carrying out the final equipment check. This check is to ensure that nothing has
changed during the RCM’s/MA’s transition from within the cabin to the aircraft door. When satisfied the
winch operator is to give the “thumbs up” signal to the RCM/MA who will, when ready give the “thumbs up”
signal back. Upon recognition of this signal the winch operator requests a “Clear to Winch” from the PF.
With a clearance the winch operator winches in slowly lifting the RCM/MA from the floor to a point where
he is in a balanced and stable position in the doorway. From here the RCM/MA is carefully winched out
past all of the aircraft extremities and down to the surface.
CAUTION: When lowering the RCM/MA the winch operator is to do so in SLOW SPEED ONLY and is
not to select fast speed on the winch pendant until the RCM/MA is well clear of all airframe
extremities. As the RCM/MA approaches the surface the winch operator is to again select
SLOW SPEED ONLY and is to ensure that the RCM/MA is placed carefully onto the
surface.
Once on the surface and stable, the RCM/MA disconnects himself along with all other equipment and holds
the winch hook well clear as an indication to the winch operator that it is safe to recover the hook to the
aircraft.
Winching In
Prior to the winch recovery the winch operator is to ensure that all is in readiness both in the aircraft and on
the ground, for example, site cleared no non essential personnel, no or limited obstructions, tag line
attendant proficiency, tag line position, survivor briefing and so forth. All of this can be achieved utilising the
hand held radio.
NOTE: For all rescue strop recoveries and in particular those employing the hypothermia strop
technique, it is acceptable to attach a tag line to the strop 'grab handle' on those occasions
where it is determined by the crew that a serious spin may develop.
This technique can only be employed when:
1. There is a component TLA at the scene, and

2. The RCM must have the ability to immediately cut the line away should it become
necessary
When recovering the RCM / MA and / or survivor, the winch operator is to winch them to a position where
they are balanced and stable in the aircraft doorway (survivor facing outward). At this point the RCM / MA
will grasp a hand hold and prepare to enter the cabin. When both the winch operator and the RCM / MA are
ready, the winch operator will winch out while at the same time the RCM / MA makes his way into the cabin
with the winch operator assisting where necessary during a double lift recovery. This assistance will require
the winch operator to manoeuvre the survivor into the rear cabin by means of the grab handle on the rear
of the rescue strop.
The winch operator may need to reposition so as to allow the RCM / MA a clear path of entry. As the RCM /
MA enters the cabin the winch operator repositions at the aircraft doorway and maintains aircraft
clearances as required.
Upon entering the cabin the RCM / MA is to secure any third party personnel / equipment and then secure
himself by means of either a wander lead or seat belt. All personnel on the winch hook are to remain so
until the winch operator inspects that they are secure by seat/wander lead. When satisfied that all
personnel are secure the winch operator will point to the winch hook as an indication to the RCM / MA to
disconnect all personnel from it. The winch operator then houses the hook.
CAUTION: On completion of the winch 'control check' the winch operator is to continue to raise the
load toward the aircraft in slow speed only. At no time from this position on is fast speed to
be selected on the winch pendent. Particular attention is to be paid to the fending off of the
load from obstructions as it passes over it. This is to be done in conjunction with the RCM /
MA when conducting double lifts.
CAUTION: For all over land rescue strop operations recoveries, the chest strop is to be utilised. The
use of the chest strap should be considered when recovering an uncooperative /
unconscious patient from the water. This technique will enable the RCM to ably assist the
ACM with survivor entry into the rear cabin.
Caution : For all water recoveries, inflated life-jackets and life-jackets of the solid foam type are to be
removed once the survivor is secure within the aircraft. Also, the use of the chest strap
should be considered when recovering an uncooperative / unconscious patient from the
water. This technique will enable the RCM to ably assist the ACM with survivor entry into
the rear cabin. Survivors / passengers are to be issued with a company standard
passenger life-jacket for all flights over water.
The Single Rescue Strop
Introduction
The single strop lift method of recovery is used for the rescue of experienced or pre-briefed personnel who
are in a fit state to keep themselves in the strop. They can be specifically briefed beforehand, or by a
rescue crewman lowered to brief them prior to the winch.
Description
The single strop is a horse collar shaped device which is connected to the rescue winch hook by means of
a ‘D’ ring. Incorporated in the design is an adjustable chest strap with snap hook and small ‘D’ ring. The
strop maintains it’s horse collar shape by means of a snap hook and “D” ring connection.
Use of the Single Rescue Strop
The rescue Winch Operator delivers the strop into the hands of the survivor who then places it on himself
by one of two methods:
a. Leaving the strop in the horse collar shape the survivor places one arm and his head through the
collar opening, the winch hook is then rotated around to the front of the survivor’s body where his
remaining arm is placed through the collar. At this point the collar should be sitting comfortably
around the survivor’s back and under his arms with the rescue winch hook in front of his face. The
chest strap is then released from its stowed position from within the strop comfort padding and
connected across the chest and adjusted for comfort.
b. The second method is achieved by disconnecting the large snap hook which in effect will lengthen
the strop out to it’s full length. The survivor then brings the free end of the strop around the back of
his body and under his arms. The large snap hook is then reconnected to the ‘D’ ring. Once again
the strop should be sitting comfortably around the survivor’s back and under his arms with the
rescue winch hook in front of his face. The chest strap is then released from its stowed position
from within the strop comfort padding and connected across the chest and adjusted for comfort.
When comfortably secure and ready for the lift the survivor gives the rescue winch operator the ‘thumbs
up” signal. The rescue winch operator then winches the survivor to the aircraft and manoeuvres him safely
inside.
CAUTION: Care should be taken as the survivors weight is taken as the winch hook assembly could
strike him in the face or head.
CAUTION: When using a rescue strop fitted with the smaller type 1014 ‘D’ ring (two parallel cross
bars) in conjunction with the ‘D’ Lock winch hook, a type C843 Karabiner is to be used to
connect the strop to the winch hook. The Karabiner is to be passed through the ‘D’ ring of
the rescue strop and then onto the winch hook. This will alleviate any potential for the type
1014 ‘D’ ring to roll up and lock over the hard eye on the rescue winch hook.
The Double Lift
Introduction
The double life is the recovery method where the RCM/MA assists the survivor into the appropriate rescue
equipment and then accompanies them throughout the rescue winch cycle to the aircraft. This is the
preferred method for the recovery of survivors and is to be used where personnel are not familiar with
winching techniques or are unable to be lifted unaccompanied.
Double Lift Technique
The double lift recovery is conducted utilising the single lift strop on it’s own or in conjunction with the
hypothermia strop. The RCM/MA is connected to the rescue winch hook by means of his harness along
with the appropriate rescue equipment. Double lifts may be conducted with suitable personnel using two
single lift strops on the rescue winch hook.
In preparation for the lift the survivor’s arms are to be placed by his side once the rescue strop has been
fitted correctly. When ready for the lift the RCM/MA gives the winch operator the thumbs up signal. As the
survivor is lifted clear of the surface the RCM’s/MA’s legs lightly grip the survivor’s trunk and arms
providing both support and security. The RCM/MA uses one hand to support the survivor’s head and the
other to ensure the strop remains secure, and to guide the way past the airframe and into the helicopter.
CAUTION: When attempting to place the rescue strop on to a large framed person or someone who is
wearing a life jacket, it is advisable to disconnect the large snap hook on the rescue strop
allowing it to open to its full length. The free end of the strop can then be brought around
behind the survivor’s back and reconnected in preparation for the lift. If the survivor is
wearing an inflatable life jacket, the jacket should be deflated to 50% capacity before
attempting the above procedure.
Hypothermia Strop Lift
The Hypothermia Strop Lift technique is designed for the recovery of personnel from both on land and in
the water who are suffering from or suspected of suffering from hypothermia. Additionally personnel on
land who may be suffering from minor lower leg injuries can also be recovered using the hypothermia strop
technique.
The Hypothermia Strop method of recovery can be executed by utilising either the Hypothermia Strop in
conjunction with the Single Strop or by the Rescue/Hypothermia Combination Strop.
NOTE: Where practical, it is recommended that all survivors should be lifted from the water using
the hypo lift technique to reduce the risk of circum – rescue collapse. Upon entering the
aircraft cabin survivors should be handled with care and where space allows they should
be laid down in the supine position
Hypothermia Strop
The hypothermia strop is a horse collar shaped device, which connects to the rescue winch hook by means
of a large ‘D’ ring. A snap hook at the free end of the strop connects to the small ‘D’ ring below the rescue
winch attachment point giving the device its horse collar shape.
Rescue/Hypothermia Combination Strop
The Rescue/Hypothermia Combination Strop is a Single Rescue Strop incorporating within the design a
free pivoting Hypothermia Strop. The hypothermia strop component is fitted to the outside perimeter of the
rescue strop and held in place by means of two metal rings and Velcro tabs. A beaded grab handle is fitted
to aid the RCM/MA when positioning the strop under the survivor’s knees.
Use of the Hypothermia Strop – Rescue/Hypothermia Comb. Strop
Hypothermia Strop
There are three acceptable methods by which the hypothermia strop may be placed on to a survivor.
These are detailed below;
1. With the hypothermia strop left in the horse collar shape the RCM/MA places the single rescue
strop on to the survivor as for a normal double lift. He then guides the survivor’s legs through the
hypothermia strop opening until it is positioned under and behind the survivor’s knees.
2. The second method is achieved by disconnecting the snap hook from the small ‘D’ ring on the
hypothermia strop which in effect will lengthen it to it’s full length. This is to be done prior to water
entry. The RCM places the single rescue strop on to the survivor as for a normal double lift. He
then passes the free end of the hypothermia strop under and around the survivor’s knees and then
reconnects it to the small ‘D’ ring by means of the snap hook.
3. The third method of recovery requires the RCM to position both the single strop and the
hypothermia strop over his shoulder with the hypothermia strop being outer most. On entering the
water the RCM presents his hand (corresponding side with the rescue strops) to the survivor
whereby secure contact is made. The RCM then passes both strops along the survivor’s arm, over
his head and then over the remaining arm. With both strops positioned as for a normal double lift
the RCM then reaches behind the survivor and positions the hypothermia strop under and behind
the survivor’s knees.
Rescue/Hypothermia Combination Strop
The RCM places the Combination strop on to the survivor as for a normal double lift. Once in place the
hypothermia strop component is pulled away by means of the beaded handle and positioned under and
behind the survivor’s knees.
NOTE: For water operations the RCM is to split the strop grab handles prior to water entry.
When comfortably secure and ready for the lift the RCM gives the rescue winch operator the ‘thumbs up’
signal. The rescue winch operator then winches the RCM and survivor to the aircraft and manoeuvres them
safely inside. The survivor ascends to the aircraft in a sitting position orientated across the front of the RCM
with the survivor’s feet facing forward (relative to the aircraft) where practicable.
CAUTION: If the survivor is wearing swim fins these are to be discarded or removed and held securely
prior to the lift as they can induce spin.
STRETCHER LIFTING TECHNIQUE (LAND)
Preparation for Winching
The RCM / MC is to complete the following SPECTER checks of the equipment and personnel prior to the
lift:
1. Stretcher
Locking pins / sleeves are securely in place, patient restraints secure (no loose ends), lifting buckets are
connected with no twists, feet facing forward (into wind)
2. Patient
Has been briefed and reassured (if conscious), is wearing appropriate PPE where practical
3. Environment
Is this the optimum winch site? Identify and be aware of any hazards (e.g.overhangs, etc.). All bystanders
to be well clear of aircraft approach / departure
paths and winch site.
4. Connectors
Ensure secure and orientated correctly (e.g. RCM on the hook first). All stretcher connectors, snap hooks
and rapides are locked and secure.
5. Tag line
Tag line Is attached to the quick release. The tag line attendant has been briefed / knows his job, and tag
line is set to the optimum position.
6. Equipment
RCM's personal PPE is on and secure, accompanying equipment is secure within the stretcher, and
essential equipment is well clear and secure.
7. Radio
Advise the aircraft that you are ready for the winch, SPECTER checks are complete with the tag line in
place, and any additional relevant information is passed.
NOTE:
1. Tag line connection will normally be to the foot end quick release ronstan, however under
certain circumstances the head end ronstan maybe a viable option
2. The 2 o’clock position relative to the aircraft is the optimum tag line position. The distance
out will be determined by the terrain.
3. Optimum tag line control is achieved through a shallow tag line angle (e.g. the further
theTLA is displaced from the stretcher the better).
CAUTION: When the stretcher is initially lifted from the ground / surface, it will have a tendency to
plumb toward the TLA. This is due to the fact that the TLA is pulling on the tag line in an
effort to maintain the necessary tension. The winch operator must not commence winching
in until he is assured that the TLA is in full control of the tag line, having adjusted for any
slack in the line.
WARNING: THE WINCH OPERATOR IS TO ENSURE THE TLA IS IN THE BEST POSITION
POSSIBLE PRIOR TO COMMENCING A STRETCHER WINCH RECOVERY. IF DOUBT
EXISTS AS TO THE ABILITY OF THE TLA TO MAINTAIN THE TAG IN CONTROL
THROUGHOUT, THEN RECOVERY BY OTHER MEANS SHOULD BE CONSIDERED
Hooking Up
To ensure that the patient can be correctly received into the helicopter, it is important that the correct
sequence of events occurs during the hooking up phase.
NOTE: The RCM/MA is not to call the aircraft in for the hook up until completely ready for the lift.
The aircraft crew are to be informed by radio (if practical) of any abnormalities with the
procedure prior to the lift.
1. The RCM/MA positions himself alongside and facing the stretcher, with the patient’s head to his
left.
2. The winch hook is delivered to the RCM/MA whereby he connects both the stretcher lifting ring and
his harness karabiner.
3. The winch hook spring gate is to be closed and the pip pin in place prior to the lift.
Winching
When ready, the winch operator proceeds as for a double lift recovery.
When suspended from the rescue winch hook, the stretcher shall be located across the upper thighs of the
RCM/MA. The RCM/MA can adopt a comfortable position by grasping the nearest forward and rear sling
leg while at the same time maintains control of the stretcher. He is also able to converse with the patient
and to attend to the patient during the winch.
From a position immediately below the wheels/skids:
1. The winch operator is to ensure that the stretcher and the RCM/MA are winched towards the
aircraft at a slow rate to avoid contact with the landing gear and fuselage.
2. The RCM/MA shall manoeuvre himself so that the stretcher is located alongside the door, with
himself on the outboard side.
CAUTION: Extreme care must be taken by both the RCM/MA and the winch operator to ensure that
the patient does not come into contact with any part of the aircraft.
3. Once the stretcher is in a position at the aircraft door and under control of the winch operator
and/or the RCM/MA the tag line is to be released and the PF notified when it is clear.
4. The stretcher is then manoeuvred into the aircraft and secured prior to being removed from the
winch hook.
Tag Line Technique – Two RCM/MA
During a stretcher lift where two competent tag line attendant are available at the scene the following
technique is to be used:
1. With the stretcher fully prepared for the lift one RCM/MA will perform the hook up and accompany
the stretcher to the aircraft while the other RCM/MA or a competent person on site will perform the
duties of the tag line attendant. The RCM/MA accompanying the stretcher is to ensure that the tag
line is correctly secured to the quick release mechanism. The tag line attendant is then positioned
in the optimum tag line position in preparation for the lift.
2. When ready for the lift the RCM/MA at the stretcher shall ensure he has a ‘thumbs up’ signal from
the tag line attendant prior to giving the ‘thumbs up’ to the winch operator. On receipt of the
‘thumbs up’ signal from the RCM/MA the winch operator may commence winching operations.
3. As the stretcher is lifted clear of the ground the RCM/MA is to ensure that no cable/hook fouling
occurs and a final inspection of all equipment is carried out. During the winch in process the tag
line attendant is to keep the tag line taught ensuring the stretcher does not develop a spin.
4. Once the stretcher reaches the skid/floor level of the aircraft the tag line attendant may relax on the
tag line to assist the winch operator with the embarkation orientation of the stretcher.
5. At this point the RCM/MA may, if instructed by the winch operator or if pre briefed, release the tag
line and then continue assisting with the embarkation. As the tag line is released the winch
operator is to inform the PF that the line has been released and is clear.
Tag Line Technique – One RCM
During a stretcher lift where only one RCM is available the following technique is to be used:
1. With the stretcher fully prepared for the lift the tag line is secured to the quick release and may
either be run out and pre positioned in the optimum tag line position or held at the stretcher by the
RCM prior to him moving to the tag line position.
2. With the hook up complete the RCM gives the winch operator the ‘thumbs up’ signal whereby the
stretcher is lifted just clear (2-3ft) of the ground. As the stretcher is lifted clear the RCM is to ensure
no cable/hook fouling occurs and it is at this point that a final inspection of all equipment is carried
out prior to continuing. All being well the RCM then moves carefully to the tag line position whilst
maintaining control of the tag line. Once in position and ready, the ‘thumbs up’ signal is again given
to the winch operator. On receipt of this signal the winch operator may commence winching in.
3. During the winch in process the tag line attendant is to keep the tag line taught ensuring the
stretcher does not develop a spin.
4. Once the stretcher reaches the skid/floor level of the aircraft the tag line attendant may relax on the
tag line to assist the winch operator with embarkation orientation of the stretcher.
5. The winch operator is to release the tag line as soon as practical at this point and inform the PF
that the tag line has been released and is clear.
Precautions
The following points are the minimum to be covered in the TLA’s briefing
:
1. Stretchers which are capable of being folded or packed (e.g. Medevac) must be winched in the
stowed position when empty. It is prohibited to winch an empty stretcher of this type in the open
position.
2. Empty stretchers, which cannot be folded (e.g.71 Ferno Basket Stretcher), are only to be winched
in the vertical position and accompanied by the RCM.
3. Where practical patients recovered in stretchers are to be accompanied by a RCM/MA. For over
water winching, the RCM is to provide sufficient flotation for himself and the patient.
4. Stretchers can achieve high rates of spin (particularly the basket stretcher). Therefore a tag line is
to be attached to one end of the stretcher via a quick release system (Ronstan Quick Release)
which can be released by either the RCM attending the stretcher or the winch operator at the
aircraft door. The tag line is to be controlled by a competent person on the ground (tag line
attendant). Both the RCM and the Tag Line attendant are to carry a hook knife or equivalent as a
back up to the quick release mechanism.
5. The importance of the tag line attendant’s (TLA) role during a stretcher winch cannot be over
stressed and therefore the TLA is to have been fully briefed on the tag line procedure/technique as
detailed below prior to stretcher winching operations taking place. Also he is to be wearing eye
and ear protection, safety gloves and where possible a safety helmet.
The following points are the minimum to be covered in a TLA”s briefing:
1. Tag line use rationale;

2. Correct use of supplied safety equipment such as gloves, goggles etc;
3. Positive identification of the TLA’s standing position;
4. Correct method for holding the tag line
5. An indication as to the required tension to be maintained throughout the recovery;
6. A thumbs up signal to the RCM is to be given when ready to take the strain;
7. When attempting to gain extra purchase the TLA is NOT to loop the line around his hand;
8. the tag line will be released once the stretcher is at the aircraft door and stable.
6. Where practical ensure that the patient has suitable eye and ear protection fitted for the lift.
7. Operationally there could at times be a requirement for small items of medical/operational

equipment to accompany the patient and stretcher back to the aircraft. Where it is decided to
employ this procedure, the RCM is to ensure that all equipment is well secured within the stretcher
body with no loose articles hanging on the outside of the framework. Also the aircraft crew are to
be informed by radio as to what equipment will be accompanying the stretcher.
NOTE: any safety helmets (when not in use) that may be accompanying the stretcher are to be
attached to the medevac ii stretcher by looping the helmet chinstrap through one of the
foot end hand holds only.
16. Winching To Vessels
The technique for winching to vessels at sea depends on a number of factors. If the vessel is large in size,
is relatively stable and has a good clear winching site then the direct boat transfer procedure can be used.
For vessels where the direct boat transfer procedure is not suitable because it is lacking a suitable winch
site, has obstructions, is unstable, insufficient hover reference is available or good coherent communication
is not possible then a Hi-Line transfer procedure may be more practical and is recommended.
In cases where the danger of winching to the vessel is unacceptable and no other options are available,
then personnel may need to be placed into a smaller support vessel (dory), placed into a life raft or as a
last resort they may need to enter the water. Water entry is the least preferred method and in many
circumstances may not be acceptable; in which case the winch may have to be terminated and other
means of recovery considered.
Preparation
Helicopter and vessel crews must ensure that all possible preparation for the transfer is completed whilst
the helicopter is at the DATUM, and the aircraft is only to close the deck when the aircraft captain,
crewman and deck crew (where practical) acknowledge that it is safe to do so.
The datum is the position from which the helicopter shall close the ship to affect the transfer. The transfer
point is the area on the ship where the winch transfer takes place.
At the datum the helicopter shall be in a position:
1. Hovering into the relative wind

2. Maintaining station with the vessel
3. No closer than three rotor diameters to the vessel
4. Providing the pilot and crewman with the best view of the ship; and
5. From where the risk assessment is to be carried out
Risk assessment
Prior to committing to any live transfers/Hi Line transfers to/from a vessel the aircraft
crew are to conduct a task ‘suitable/not suitable’ risk assessment covering such
points as but not limited too:
1. Prevailing weather conditions

2. Last light considerations
3. Vessel heading and stability
4. Winching site access/area size
5. PF hover reference cues
6. Two-way communications
NOTE: If any of the above points are deemed unsuitable, the crew are to make an immediate
assessment as to whether the task is to be executed. This decision will be dependent on
the severity of the unsuitability, which can only be judged on the day by those on scene.
CAUTION: Prior to committing to any live boat / Hi line transfers, crews are to complete at least one
dummy approach to a stable hover above the designated winch site confirming that the
position selected is adequate in all aspects. For example, site selection, winch height,
aircraft heading, PF hover references, etc.
WARNING: PRIOR TO MOVING IN OVER THE DECK THE AIRCRAFT CREW ARE TO ENSURE
THAT THE VESSEL’S RADARS ARE OFF OR IN STANDBY AND THAT NO HF
TRANSMISSIONS ARE MADE BY EITHER PARTY. ALSO IT SHOULD BE CONVEYED
TO THE CREW OF THE VESSEL THAT ALL OTHER COMMUNICATIONS ARE TO BE
KEPT TO AN ABSOLUTE MINIMUM THROUGHOUT THE WINCHING PHASE.
Transfer Procedure
Initial Brief
A ship is normally treated as a confined area in that a low recce shall be flown. If possible, always keep a
boat on heading at minimum speed for it to maintain its course.
The inspection of the ship is normally conducted by the Winch Operator from a position where the crew
have good visual contact with the vessel. If the vessel is under way the rescue may be conducted by
formatting on the vessel at a height and speed that keeps the helicopter clear of obstructions.
The Winch Operator shall describe the vessel from bow to stern, commenting on the following points:
Possible winch area
1. Obstructions (side rails, winches, etc.);

2. Loose articles (hatch covers, tarpaulins, etc.);
3. Position of survivor(s);
4. Hazards (masts, radar, antennae, inflatables, fenders, etc.);
5. Tallest obstruction; and
6. Define winch/transfer area.
The helicopter captain in conjunction with the Winch Operator shall then decide which site and what
winching technique is to be used.
It may then be necessary to move the vessel onto a different heading. The Winch Operator shall again
assess the winching/transfer area and at the datum, establish the winching height (usually skid height plus
10ft above the tallest obstruction).
When all the checks have been completed, the pilot shall position the helicopter at the datum at the safety
height to allow the lowering of the winch hook. If only the strop/hook is to be lowered, it may be necessary
for a weight to be attached to the strop/hook to stabilise it because of down draft and trail.
The safety height is the height chosen by the aircraft captain, where the passenger/rescue crewman shall
remain above sea level after being despatched from the aircraft. This height is not usually above 50 feet.
Once the passenger/rescue crewman is outside the aircraft, the winch operator shall CON the aircraft to
the Winching Height.
Once the height of the rescue passenger/crewman and aircraft is correct, the pilot shall call "at the
winching height, ready to continue"; the winch operator shall then begin his patter for the transfer.
Once the person on the winch is directly above the Winch/Transfer area, he is lowered to the deck. Once
on the deck and balanced, the person is to vacate the strop and give the "Thumbs up". If the aircraft is
picking up a Passenger/Rescue Crewman, the Winch Operator must make sure that loose cable does not
pose a hazard to the Passenger/Rescue Crewman whilst the strop is being fitted.
The Lift
When the Winch Operator is satisfied that the person to be lifted is secure and he has received the
"thumbs up" signal, he shall effect the clearance from the vessel using the following patter:
"Winching in the slack",
"Up gently".
When the passenger/rescue crewman is clear of the deck, he shall advise:
"Clear of the deck",
“Move - (left/right/forward/back)"
The clearance away from the deck forms part of the Winch Operator's briefed plan to recover the
Passenger/Rescue Crewman. Personnel on the cable shall, where practical, be kept over the water rather
than over the vessels structure during recovery, to ensure that in the event of a separation from the winch,
personnel fall into the water.
Once the rotors are safely clear of the boat, the Winch Operator shall call "Clear of the boat".
Further movement may be required and shall be cleared by – for example "Clear forward / down".
Having safely recovered the passenger / rescue crewman, the aircraft shall regain the Datum if further
transfers are required.
NOTE: The winch operator is to call the vessel’s position as the aircraft moves clear for example,
“The vessel is in your two o’clock clearing forward and right”. This will assist the PF
in gaining visual contact with the vessel.
Emergencies
Practice emergencies are not to be conducted during Deck Winching exercises. During training, Lost
Contact only may be practised.
CAUTION: Personnel being winched to/from vessels are to wear a life jacket (where practical).
17. Hi-Line Procedure
A Hi-Line procedure is used when conducting either over water or over land rescue winch recoveries when
normal winching would be hazardous.
a. When the winching area is confined or obstructed in such a way that there is a risk of the winch cable
snagging or the RCM/MA striking obstructions.
b. The vessel or winch area is so small that the Pilot cannot remain in visual contact whilst in the hover.
c. When normal winching techniques would be unable to effect transfer.
During night Hi-line transfers, the shot bag shall be illuminated with high intensity artificial light sticks
(cyalume).
d. When conducting Hi-line transfers to/from a life raft it is acceptable that once the RCM has entered the
raft that the hi-line shot bag and all excess rope be lowered down in between the raft chamber and the
outer boarding rope. This will ensure that all excess rope will be out of harms way during the transfer
process.
NOTE: It may be advisable to attach an additional shot bag for this procedure to assist in the sink
rate of the excess line.
e. When conducting a stretcher lift recovery utilising the Hi-line procedure; the weak link carabiner is to
be attached directly to the quick release ronstan on the stretcher thereby ensuring that the Hi line will
fall away freely should it either be intentionally released or released through weak line separation.
When utilising this technique it should be noted that it will be necessary to reposition the carabiner
from the stretcher quick release back onto the winch hook hard eye in order to complete any further
personnel transfers.
CAUTION: Following all Hi-line transfer sorties (training or operational) the weak link is to be replaced
with a new item and the old one destroyed and discarded. When recovering the RCM last
from the scene, the Hi-line can either be recovered with him or discarded, which ever is
deemed as the safest option by the crew.
Description
The Hi-Line is the name given to describe the piece of equipment in its entirety. The various components
of the equipment are:
a. Canvas or nylon pack cover.
b. 30 or 45 metres (100 or 150 ft) cord stowed inside the pack cover.
c. The cord has a shot bag on one end (the "down" end) and a soft eye with snap hook on the other and
(aircraft end). The snap hook is attached to a 136 kg (300 lb) cord loop, which acts as a weak link.
The cord loop is attached to the aircraft winch hook.
A carabiner snap hook is attached to the outer casing of the pack; and is used to secure the Hi-line to the
aircraft floor.
Preparation
The transfer area should be selected to give a clear area with unobstructed access to the deck edge. The
aircraft should be positioned so that the Hi-Line streams downwind into the transfer area. (If at anchor, it
may be possible to drop the shot bag vertically onto the transfer area.)
The Hi-Line is attached to the Winch Hook by a steel ring and weak link assembly. The appropriate
weights are attached to the lower end of the Hi-Line which is then streamed from the cabin door. The line
is hand lowered until the weight lands in the transfer area. It may be necessary to adjust the helicopter's
position to achieve this. Once the Hi-Line is in hand on deck the aircraft is manoeuvred clear of the vessel
to a position where the PF is visual and able to maintain station. All of the HiLine is paid out from this
position.
It must be assumed that vessel crews are not familiar with the Hi-Line technique. It is, therefore, important
that the crew is briefed whenever possible, either by radio or by attaching a message to the end of the Hi-
Line.
Hi-Line is lowered to the deck from overhead.. The aircraft then moves clear and descends
until the PF is visual
Transfer – Helicopter to Vessel
The RCM/MA is winched out from a safe height. As he is lowered, the aircraft climbs and moves toward
the vessel and positions as close to the vessel as it is safe to do so.
NOTE: Aircraft may not reach directly overhead the transfer position
When sufficient height has been gained, gentle hauling in by the deck party shall bring the RCM/MA to the
vessel. Once on deck and free of the hook / strop a "thumbs up" sign shall be given to the helicopter. The
winch operator then recovers the winch hook as the aircraft moves clear and descends to a position where
the PF is visual and able to maintain station with the vessel/transfer area. The rescue crewman shall
supervise the operation and ensure that the end of the Hi-Line is not secured to any part of the vessel.
The RCM is winched out from a safe height The aircraft climbs and moves towards the
vessel. The Deck Party gently haul the RCM/MA
to the vessel.
Transfer – vessel to Helicopter
With the survivor secured in the strop and a "thumbs up" sign given. The aircraft climbs and moves toward
the vessel and positions as close as it is safe to do so.
The Winch Operator takes up the slack in the winch cable and the survivor is lifted from the vessel. The Hi-
Line is paid out by the deck party, allowing the survivor to plumb under the helicopter.
When all personnel have been recovered the Hi-Line is retrieved by the Winch operator. In certain
circumstances where the RCM is the last to be recovered he may choose to either;
a. Cut the Hi Line away as he is lifted clear of the deck,

b. Throw all of the Hi Line over the side of the vessel prior to the lift,
c. Disconnect the Hi Line from the winch hook prior to the lift, or
d. Elect to enter the water and be recovered from there.
NOTE: In situations where there is no Hi Line attendant a swing may develop during recovery.
The helicopter moves clear and descends whilst winching in takes place. The height and relative position
of the survivor is maintained throughout.
CAUTION: Excessive cable angle must be avoided
The RCM/Survivor is lifted clear of the deck. The aircraft moves clear and descends until PF
is visual.
WINCH CIRCUIT ANNEX A
CREW HAND SIGNALS ANNEX B
Ready to be winched up. Take up the slack

(Held until clear of obstructions)
Bring the aircraft overhead

and lower the cable
Clear of all obstructions / 10 feet to the ground I have disconnected for the wire and require
the hook to be raised to the helicopter
I require to be returned to the surface / aircraft

Abort task, Expedite Recovery
Stop winching In or Out Move the helicopter in the

direction indicated
Winch out slowly until other Winch in slowly until other

direction given direction given
Person / load to be disconnected from

winch hook – Release Tag Line from
stretcher
Winching Procedures - Emergency
SECTION 12 WINCHING PROCEDURES - EMERGENCY
1 Introduction
2 Minor Emergency (Aircraft)
3 Major Emergency (Aircraft)
4 Winch Emergencies
Height
Fouled cable
Intercom failure
Runaway in/out
Emergency cut
Stoppage
5 Pendulum Dampening
6 Stretcher Spin
7 Static Electricity
1 Introduction
Winching operations carry with them a number of hazards. The helicopter may be operating near to
maximum power in the hover, especially in difficult situations and unfavourable meteorological conditions.
The winch cable below the aircraft is a potential source of danger in that it may become snagged. In any
case, maximum efforts must be taken to minimise the danger to aircraft/crew.
In an emergency it may be necessary to shed the load from below the helicopter by cutting the winch
cable. Cable cutting devices are fitted which allow the flight crew to sever the cable and jettison the load.
Good airmanship and decision-making are paramount in an emergency situation given that there may be
little time to react in the event of a major malfunction. Prior to the operation the PF is to conduct a brief
detailing his intentions in the event of minor or major aircraft emergency.
In an emergency situation, it is necessary to prioritise your actions towards:
a. The aircraft and it’s crew

b. The rescue crewman
c. The survivor
NOTE: During winch training exercises, any winch malfunction shall cause the training exercise to
be terminated immediately. Maintenance advice shall be sought prior to any further
activity.
CAUTION: There are at present up to six (6) different aircraft types being operated by the company
and it should therefore be noted that the emergency/trouble shooting procedures as laid
down in this section are in a generic format. Individual aircraft flight manuals are to be
referred to for specific emergency procedures.
2 Minor emergencies (aircraft)
In the event of a minor emergency or where an engine failure occurs and the pilot can maintain a single
engine hover the PF will advise the Winch Operator of the situation and call either “Continue” or
“Abort......(nature of emergency).
If the PF calls “Continue” the Winch Operator is to continue the winch unless otherwise advised. If the PF
calls “Abort” the Winch Operator is to acknowledge “Roger” and then expedite operations.
If the RCM/survivor are at the cabin door they are to be bought back into the aircraft and secured
immediately, the Winch Operator is to secure the cabin and report “Clear to rotate”.
If the RCM/survivor are below the door the Winch Operator shall respond “Steady” and inform the Pilot of
their position and his intentions, ie. to winch the load in or winch load out. Once the RCM/survivor are in
the aircraft and secure or the winch hook is empty and under his control the Winch Operator shall report
“Clear to rotate”.
3 Major emergencies (Aircraft)
If the PF cannot maintain a hover and a forced landing or ditching is imminent he is to call “Brace, Brace,
Brace”.
If the RCM/survivor are at the cabin door or if in the opinion of the Winch Operator are in a retrievable
position he is to continue and secure them and himself.
If the RCM/survivor are considered to be in such a position that their safe recovery is unlikely the Winch
Operator is to call “Cut, Cut, Cut”. Both the Pilot and the Winch Operator are to activate their cable cutters.
If the PF is to attempt an immediate fly away he is to call “Flying away”. The Winch Operator will
acknowledge “Roger” and his actions are as per a forced landing/ditching.
NOTE: Where possible the Winch Operator is to call “Cut, Cut, Cut” in a position where the
likelihood of injury to the RCM/survivor is reduced.
Upon recognising an emergency situation the rescue crewman is to release himself by

means of the Capewell release immediately after contacting the surface or is in close
proximity to it. The survivor, if attached is to be released at the same point by the rescue
crewman.
4 Winch Emergencies
Height Low
If the aircraft is climbing or descending without command, the Winch Operator shall call "CHECK HEIGHT".
The PF shall respond “Roger” and then call the height to the winch operator and maintain that height until
another change is commanded.
If the aircraft gets dangerously low, the Winch Operator is to call "CLIMB, CLIMB, CLIMB". The PF is to
climb immediately to a safe height as directed by the winch operator.
Fouled Cable
Initial Actions:
1. Inform the pilot of the problem
2. Ensure the aircraft is in a safe position
If the winch hook or cable becomes entangled during winching operations, the Winch Operator shall
ensure that sufficient cable is winched out to prevent placing the winch cable under tension.
WARNING: THE WINCH OPERATOR IS NOT UNDER ANY CIRCUMSTANCES TO ATTEMPT TO

UNTANGLE THE CABLE BY USING THE RESCUE WINCH TO DRAG OR PULL THE
CABLE CLEAR OF THE OBSTRUCTION.
The Winch Operator shall attempt to clear the entanglement by hand.
In the event the entanglement cannot be cleared, the Winch Operator shall sever the winch cable using the
manual hand cutters.
NOTE: If a quick splice is carried and the cable has been cut using the manual wire cutters, the
quick splice may be considered as a means for recovering the rescue crewman/survivor. It
is to be used for emergency recovery only and not for extended winching operations.
If the entanglement causes the pilot to loose control of the helicopter, the Winch Operator shall call "CUT,
CUT, CUT" and the pilot and Winch Operator shall immediately operate the cable cut mechanism.
Intercom Failure
1. Inform the pilot by either shouting ‘INTERCOM FAILURE” or physically touching the pilot’s
shoulder. If the intercom failure occurs on the run in, the pilot is to overshoot and re-
establish in the circuit. If the intercom failure occurs in the hover, the pilot is to maintain the
aircraft’s position until further directions are passed from the winch operator.
2. Ensure that the aircraft/rescue crewman and survivor are in a safe position prior to trouble
shooting.
NOTE: Upon notification from the winch operator that an intercom failure has occurred the pilot is
to acknowledge that fact by either a “thumbs up” signal or by nodding his head.
Initial actions:
The winch operator is to check for any obvious problems ie ICS lead disconnection or hot mike
malfunction. If further trouble shooting is required then the operator is to complete the winch cycle, secure
the rear cabin and give the clear to rotate signal. Once in safe forward flight further fault diagnosis can be
carried out.
Possible causes
a. Hot mike button de-selected

b. Lead disconnected
c. Station box malfunction
d. Lead breakdown
e. Generator failure (may also result in a winch stoppage, Bell 412 / 212)
Possible actions
a. Check lead connections (top and bottom)

b. Try a different lead
c. Check station box
d. Try a lead from another station box (consider using co-pilot's and selecting
private on two front boxes if he still has communication with the pilot)
e. Check warning and master caution panel
f. Shout instructions to pilots
g. Continue using basic hand signals for movement via PNF (hold up open fingers
as a warning prior to steady; clench fist for steady)
h. Recover rescue crewman - abandon sortie
NOTE: During Single Pilot operations the use of Hand Signals may not be possible/effective
therefore the winch operator will need to pass all information by Shouted Commands.
Recommended Hand Signals
Quick or slow movements of the hand indicate the intensity of the required helicopter
displacement.
STANDBY for STEADY
KEEP POSITION
Fist Steady
UPWARD
Palm moving upwards
DOWNWARD
Palm moving downward
FORWARD
Hand moving in
flight direction
REARWARD
Palm moving rearward
WINCH IN/OUT
Index finger pointing up or down
and describing continuously arcs until
The “STEADY” signal is given.
LIFT LOAD POWER CHECK

Thumb upward
Note: The NPF is to give the thumbs up

to the winch operator when clear to winch.
LEFT
Palm moving to the left
RIGHT
Palm moving to the right
CLEAR TO ROTATE
Chopping motion of the arm with the
index finger pointing ahead.
Runaway Out/In
Definition: An uncommanded running out or in of the cable.
Initial Actions:
1. Call "ISOLATE! ISOLATE! ISOLATE!" "RUNAWAY IN/OUT"
Two pilot ops: NPF selects hoist power OFF
Single pilot ops: PF selects hoist power OFF
NOTE: On aircraft types where hoist power can be isolated from the rear cabin, the winch operator
is to select hoist power OFF also.
WARNING: ON THOSE AIRCRAFT TYPES WHERE THE HOIST POWER SWITCH IS IN CLOSE
PROXIMITY TO THE CABLE CUT SWITCH, THE WINCH OPERATOR IS TO ENSURE
THAT HE HAS POSITIVELY IDENTIFIED THE CORRECT SWITCH BEFORE
CARRYING OUT ANY SWITCHING ACTION.
2. Ensure the aircraft/rescue crewman and survivor is in a safe position prior to

troubleshooting.
Possible causes
a. Pendant malfunction
b. Internal electrical malfunction
c. Unsolicited pilot override demand
d. Drum brake / clutch malfunction (runaway out only)
NOTE: Under certain conditions (total loss of lubricating fluid) a runaway out may not be
stopped.
Emergency Cut
Please Refer to the Major Emergencies (Aircraft) in this Section
Stoppage
Initial Actions:
1. Inform the Pilot of the malfunction
2. Ensure the aircraft/rescue crewman and survivor are in a safe position prior to
troubleshooting.
Possible causes:
a. Power failure
b. Mechanical failure
c. Pendant failure
d. Cable drum malfunction
Possible Continuing/Recovering Actions
The aircraft captain may:
a. Continue with wire as Static lift;

b. Fly to open/suitable recovery area and land;
c. Fly to safe area, detach rescue crewman/survivor;
d. Recover cable by hand; and
e. Place rescue crewman with survivor. If impossible to recover cable, detach the
rescue crewman and recover the cable by hand.
Whatever you decide to do, make sure that all crew members are consulted and there is a total
understanding of what actions have been and shall be taken.
WARNING: EXTENDED FLIGHT WITH PERSONNEL ON THE WINCH HOOK SHOULD BE

AVOIDED DUE TO THE DANGER OF HYPOTHERMIA, DUE TO THE WIND CHILL
FACTOR.
WARNING: EXTENDED FLIGHT (GREATER THAN 30 MINS) WITH PERSONNEL ON THE

WINCH HOOK SHOULD BE AVOIDED DUE TO THE HAZARDS ASSOCIATED
WITH ORTHOSTATIC INTOLERANCE (SUSPENSION TRAUMA). SUSPENSION
TRAUMA IS CAUSED BY AN ACCUMMULATION OF BLOOD IN THE LEGS
WHICH IN AFFECT, REDUCES THE AMOUNT OF BLOOD CIRCULATION
THROUGH THE BODY AND TO THE VITAL ORGANS.
5 Pendulum Damping
If the winch load develops a pendulum or swing, the Winch Operator is to attempt to dampen the swing by;
1. Stop winching in/out;

2. Push or pull against the direction of the swing, keeping the pilot advised of the actions
NOTE: When using the push / pull against the swing technique, it should be noted that
considerable effort will be required and that the lower down the cable the pressure is
applied the greater the purchase achieved. Winching in with caution may continue with a
small swing.
WARNING: IF THE SWING / OSCILLATION IS SEVERE, THE WINCH OPERATOR IS TO CEASE

WINCHING IN / OUT UNTIL FULL CONTROL IS REGAINED. ANY SWING LEFT
UNCHECKED MAY RESULT IN INJURY TO THE SURVIVOR / RCM, SHOULD HE
IMPACT ANY AIRCRAFT EXTREMITY AND / OR THE GROUND.
6 Stretcher Spin
If during recovery to the aircraft the stretcher develops a spin, the winch operator is to immediately inform
the PF of the situation and attempt to regain control by one of the following methods:
a. Allow adequate time for the TLA to regain control with the tag line;
b. Winch out to a point where the stretcher is clear of the rotor downwash;
c. If the stretcher is in close proximity to the surface, carefully place it back to the pick up
point;
d. If the stretcher is in close proximity to the aircraft then continue to winch in until under
control at the skid/step. In this situation it is advisable to continue winching ‘IN’
throughout and not to conduct a ‘Control Check’ as this will delay the recovery;
e. If in mid winch, then it may be necessary to either, carefully position the stretcher close
to an object e.g. a tree so that the RCM can regain control or, release the tag line and
begin a very slow transition to forward flight until the spin stops.
WARNING: ONCE THE TAG LINE HAS BEEN RELEASED THE AIRCRAFT SPEED IS TO BE KEPT
TO AN ABSOLUTE MINIMUM. A SUITABLE SET DOWN POINT IS TO BE IDENTIFIED
AND THE STRETCHER PLACED CARFULLY BACK ONTO THE SURFACE NOTING
THAT SOME RESIDUAL SPIN MAY REMAIN.
7 Static Electricity
The build up of aircraft static electricity during rescue winch operations is a potential hazard to those
personnel who are suspended on the winch cable and to personnel who may come into contact with the
winch cable, hook or load prior to any static electricity being adequately discharged.
As standard procedure, personnel involved in rescue winch operations are, where practical, to ensure that
the winch hook is adequately earthed prior to coming into contact with it. This can be achieved by allowing
the winch hook to come into contact with the surface before attempting to take control of it, or where
practical, by utilising an earthing pole.
Caution: Operations within close proximity to thunder storms and operations in a dry and dusty
environment are conducive to aircraft static electricity build up.
Confined Area Operations
SECTION 13 CONFINED AREA OPERATIONS
1 Introduction
2 Single and Double Angle Approaches
3 Aircraft Clearances
4 Communications
5 Key Words
1 INTRODUCTION
Confined areas are defined as these areas where obstructions are known to or are suspected of existing
within close proximity to the aircraft and or persons or equipment suspended from it e.g. buildings, boats,
larger vessels and timbered areas.
The means by which the successful termination of flight within a confined area is achieved is dependant on
a number of factors, e.g. aircraft power available, aircraft weight, ambient conditions and the experience
and compliment of the crew
Confined area operations should not be conducted when there exists any doubt that the aircraft can be
safely accommodated in the area available
WARNING: UNDER NO CIRCUMSTANCES IS IT ACCEPTABLE FOR CREWS TO CONTINUE

INTO AREAS WHERE AN EXPECTED CONTACT BETWEEN ROTORS AND
FOLIAGE IS USED AS A ‘STOP POINT’.
Prior to committing to an approaching/landing in a confined area, a reconnaissance circuit should be

conducted where points such as those listed below are discussed by the crew as part of the plan in
determining whether or not to continue and how the approach will be executed:
a. Power available
b. Size, Shape, Slope and Surrounds
c. Wind direction and velocity
d. Approach and overshoot paths
e. Terrain, Turbulence and Touch down point
Once the decision is made to conduct an approach a circuit is flown with the CON is given to the crewman
on the finals. Standard aircraft Patter and CON is used as laid down in Section 4a, Part 8, and when
utilising the client RCM for clearance assistance a “Check Left/Right” call is made by the crewman. If clear,
the response from the client RCM is to be “Clear Left/Right” or if not clear then the obstruction is to be
reported using the clock code and distance from the main /tail rotor.
2 SINGLE AND DOUBLE ANGLE APPROACHES
Based on the PSWAT checks, the approach to the hover or landing within a confined area is accomplished
by either a single or double angle approach.
Single angle approaches are executed into smaller / tighter areas where the flying pilot is able to establish
a constant glide slope to the approach/landing point remaining clear of all obstructions.
Double angle approaches are executed into smaller/tighter areas where a constant glide slope cannot be
maintained. This approach requires the flying pilot to terminate in a high hover above the touch down point
and then descend vertically into the area manoeuvring as necessary to avoid obstructions.
3 AIRCRAFT CLEARANCES
When entering into and manoeuvring within a confined area, accurate clearance information on the main
and tail rotors is paramount. The flying pilot is to be notified as to when the tail rotor is clear on the final
approach and when it is clear to descend into the area.
Once within the area the crewman with the assistance of the client RCM is to positively clear a sector
before giving the command to move, e.g. “You are clear back, move back xxx”. Also the touchdown point is
to be checked for obstructions prior to the aircraft being cleared to the ground.
On departure from a confined area the flying pilot may elect to have the crewman positively CON the
aircraft up and clear or, if it is clear all round he may choose to climb the aircraft vertically and rotate when
clear with the crewman monitoring main and tail rotor clearances throughout the departure.
NOTE: If during EMS operations it is deemed necessary to conduct a confined area

approach/landing then the crewman is to relocate to the rear cabin to provide aircraft
clearances in conjunction with the client RCM. The decision to relocate to the rear cabin
should be made as early as possible to allow for cabin preparation and where possible
prior to departure to alleviate relocating in flight.
NOTE: At our EMS bases a number of non-company personnel are trained in the role of the
Rescue Crewman (RCM) and as part of this training they are introduced to the procedures
and techniques required for the safe conduct of CAs.
While the professionalism and enthusiasm for their role of client RCM cannot be questioned, company
aircrew are reminded that utility operations such as CA’s are not the RCM’s core business and therefore
their input is to be taken as advisory only.
When conducting CAs to sites where the existence of obstructions may require the aircraft to be
manoeuvred within the area by the Aircrewman, in conjunction with the pilot, is to clear all sectors and
continually do so throughout the operation.
WARNING: IF AT ANY TIME A CREWMEMBER CONSIDERS THAT THE AIRCRAFT IS GETTING

DANGEROUSLY CLOSE TO AN OBSTRUCTION HE IS TO CALL “STEADY”. THE
OBSTRUCTION / CONFLICTION IS THEN TO BE REPORTED (POSITION &
PROXIMITY) TO THE PILOT.
Figure 13-1 Confined Area Landing
Caution: The NiteSun is the closest obstruction to the ground.
Figure 18-2 Single Angle Approach
Figure 18-3 Double Angle Approach
4 COMMUNICATIONS
Winching operations require a high degree of co-operation and mutual trust between all crew members
involved.
The rescue crewman relies upon both the winch operator and the pilot for his safe recovery.
The winch operator relies upon the flying pilot to correctly and accurately position and maintain the
helicopter above the target.
The Flying Pilot relies upon both the winch operator and the crewman for positioning directions and the
conduct of the operation.
To facilitate co-operation, an accurate and steady communication between all three crew members on the
operation must
Communications with the RCM when external to the aircraft is an important element of the overall winching
operation. With this in mind the RCM is to have two-way radio communications with the aircraft (where
practical) during all winching operations both land and water.
Communications shall be carried out via the aircraft's intercommunication system. Because of the
inherently noisy environment involved with the winch operation, all unnecessary audio sources should be
eliminated and communications confined to concise, accurate, unambiguous and clear messages.
On approach to the target, the pilot may lose visual contact with the target due to shielding by the aircraft
fuselage. It then becomes the duty of the winch operator to direct the pilot onto the target. Simple, but
clear directions to effect accurate positioning are to be transmitted continually to the pilot.
The following is a list of key words to be used during the winching operations. These words are mandatory
and contain precise and unambiguous meanings. Amplifying comments are to be avoided or kept to a bare
minimum when necessary. Whilst a constantly flowing patter of information is required to enable the Flying
Pilot to position the helicopter accurately, there is no place for verbosity or ambiguity.
5 KEY WORDS (patter)
The following is a list of key words to be used during the utility operations. These words are mandatory
and contain precise and unambiguous meanings. Amplifying comments are to be avoided or kept to a bare
minimum when necessary. Whilst a constantly flowing patter of information is required to enable the flying
pilot to position the helicopter accurately, there is not place for verbosity or ambiguity. Where the list of
mandatory words does not satisfy a given incident, be brief.
Emergency Commands
Climb, Climb, Climb
This command is given, usually by the winch operator, if:
a. The helicopter gets too low and is likely to strike an obstruction; or

b. When the rapid lifting of the winch load is required, e.g. a shark in immediate vicinity of crewman or
survivor, etc. action to be taken concurrently with a winch in at full speed.
Executive Commands
Units - Run In
Throughout the final approach of a Confined Area operation, all lateral and longitudinal distance directions
are passed to the Flying Pilot by the Winch Operator in "units". The unit is not a specific measurement, but
rather a gauge of distance to allow the Pilot to more accurately judge the relative rate of closure and
subsequent control movements required to position the aircraft on top of the target.
Units - Hover
Once established in the hover all aircraft lateral, height and obstacle clearance information is to be given in
‘feet’.
Aircraft Control
COMMAND MEANING
“ROGER” I understand what has been said.
Request from Winch Operator for permission to open rear
“CLEAR DOORS”
doors.
“CLEAR TO OPEN” Permission from Pilot for Winch Operator to open rear doors.
Height Corrections
The following commands are used to correct aircraft height:
COMMAND MEANING
“GO UP X” Climb x feet
“GO DOWN X” Descend x feet
“HEIGHT GOOD” The height is correct
Precautionary call that correction may be required.
“CHECK HEIGHT”
(The Pilot will call the height to the Winch Operator).
Hover Corrections
The following commands are used to maintain the correct position:
COMMAND MEANING
"MOVE FORWARD X" Move the helicopter in the required direction. Rate of closure
should be given continuously. These commands are to be
"MOVE BACK X" combined if necessary, using the technique of furthest distance
to move becoming the primary movement and smallest distance
being the secondary followed by the required number of units.
"MOVE RIGHT X"
To move to a target in the one o'clock, the instruction is "MOVE
FORWARD AND RIGHT 3", or if the target is in the 8 o'clock
"MOVE LEFT X" position, the instruction would be "MOVE LEFT AND BACK 5".
If a line correction was required as part of a correction the
"GO UP X" instructions would follow:
"MOVE LEFT AND BACK 5", "MOVE LEFT AND BACK 4".
"GO DOWN X" "MOVE LEFT ONLY 3", "LEFT ONLY 2...STANDBY...STEADY".
"STANDBY" Used as a warning prefix to "STEADY".
"STEADY" The helicopter is to be established and maintained in the hover.
NOTE: During Confined area operations positive clearances must be given before giving hover
corrections, especially to the left or back. For example, "YOU ARE CLEAR BEHIND,
MOVE BACK 5".
Lost Visual Contact Report
COMMAND MEANING
The Winch Operator/pilot has lost sight of the target or
survivor. The call “LOST VISUAL CONTACT” is followed by
“LOST VISUAL CONTACT X
an estimate of the target/survivor’s last known position, using
O’CLOCK”
clock code and distance, e.g. “ESTIMATE 2 O’CLOCK 500"
(distance in units).
“TARGET/SURVIVOR
The target/survivor is now sighted again; the call is in clock
VISUAL X O’CLOCK, X
code and distance in units.
DISTANCE”
SECTION 14 HOVER EXIT / ENTRY PROCEDURES
1 General
2 Hover Exit/Entry Crew Safety
3 Crew Qualifications
5 Equipment Requirements
6 Procedure
7 Conduct of Operations
8 Emergencies
1 General
Hover exit/entry is used to deploy/recover personnel and equipment to/from remote areas where landing is
not possible, but a low hover sufficient for personnel to deplane/embark safely can be conducted.
The crew consists of a pilot, Aircrewman, and hover exit/entry crew (medical party). The medical party must
be trained in hover exit/entry skills prior to these type operations.
2 Hover Exit/Entry Crew Safety
Prior to operational hover exiting, the pilot in command shall make an assessment of the hover exit site and
determine that the RCM/MA will not encounter dangerous terrain or obstacles that may cause them injury
whilst exiting or moving clear of the helicopter. In which case it would be safer for the medical crew to
winch to a suitable position.
Prior to operational hover exiting, the pilot in command shall make an assessment of the local ambient
conditions and ensure that a steady hover can be maintained during the hover exit.
In all cases a safe exit point, escape route and rendezvous point must be planned with the hover exit crew.
The time at the rendezvous point and communication procedures need to be established.
3 Crew Qualifications
Only pilots and qualified crewmen that have satisfactorily completed hover exit training may conduct hover
exit/entry procedures.
For hover exit/entry operations only the following persons shall be carried on the helicopter
a. A flight crew member

b. A flight crew member under training
c. A person who performs an essential function in connection with the hover exit/entry operation
d. A hover exit/entry crew member
5 Equipment Requirements
The helicopter in the normal EMS configuration is suitable for hover exit/entry operations.
Personnel engaged in the operation shall have;
a. Protective helmet including ear and eye protection

b. Protective flight suit
c. Protective gloves/boots
d. Communications - Checked prior to disembarkation.
e. Crew Life Jacket containing standard survival aids (remote scene)
The Aircrewman and hover medical party shall ensure that the cabin of the helicopter and their equipment
is checked for hover exit/entry operations.
Caution: Equipment should not be unloaded from the tail boom baggage compartment during these
type operations.
6 Procedure
Exit
A circuit is flown around the exit site where the pilot, Aircrewman and medical party can “recce” the site.
Once the site has been assessed as suitable the pilot briefs the crew on the actions in the event of an
engine failure, including:
a. Intentions
b. Forced landing area
The circuit is flown at approximately 200ft AGL in a right hand direction to allow the Aircrewman to maintain
sight of the target. The pilot shall report to the crewman;
a. Downwind
b. Turning Base
c. Target Visual and,
d. You Have the CON when he requires the Aircrewman to commence conning the aircraft.
Hover exits are limited to a height not exceeding 1.3mtrs below the skids/step.
Hover Exit may take place from either cabin door of the helicopter
NOTE: This height limitation is based on an average individual. The height may need to be
adjusted to suit accordingly.
NOTE: Where the intention of the pilot is for the medical party to deplane from the left hand door
then the Aircrewman may con the helicopter from the left hand side if appropriate.
On approach to the hover exit area the Aircrewman shall request “clear doors” indicating which door he
intends to open.
When it is clear to do so the pilot will respond “ clear to open doors”. The Aircrewman shall slide the door
fully open.
The Aircrewman will con the pilot to the hover exit position. The Aircrewman continues the patter
throughout the exit procedure in relation to the progress of each member, aircraft position and obstructions.
Once at the correct position and height, the Aircrewman shall request “clear to continue”. When the pilot is
ready he shall respond “clear to continue”. The medical party shall then exit one at a time.
The Aircrewman shall indicate to the medical party member that they are to prepare for exit by means of
pointing to the party member’s seatbelt/wander lead connection point after conducting an equipment check
and giving and receiving a “thumbs up”. Upon recognition of this signal the medical party member is to
unfasten their restraint and move to the disembarkation door with firm hand hold. Prior to disembarking, the
Aircrewman shall request “clear to dispatch” to the pilot, with the pilot response ‘clear to dispatch’. The
Aircrewman will indicate to exit the helicopter by pointing to the ground after conducting the second
equipment check, then giving and receiving the second ‘thumbs up’.
The exiting medical party member shall then pivot facing inboard and exit the aircraft gradually, without
jumping.
The medical party member shall lower themselves until both feet are touching the ground transferring
weight from arms to legs, maintaining a firm grasp of the aircraft step with straight arm and observing the
Aircrewman for further direction and the distribution of packs.
If the helicopter is able to hover either with one skid on the ground or at a height where the exiting member
can step to the ground from the skid while still maintaining a firm handgrip then the exiting member may do
so.
Once on the ground the exiting members shall depart the helicopter in the 3 or 9 o’clock direction after
pointed hand direction and thumbs up from the Aircrewman and crouch down well outside of the rotor disc.
The Aircrewman shall report to the pilot “Medical Crew and Equipment Clear”, with the aircraft then able to
depart.
Should the pre – briefed conduct change and the Aircrewman require the medical party to remain in
position on the ground, he will present a steady clenched fist meaning, “remain in position”.
Entry
The procedure for a hover entry is basically the reverse of a hover exit.
The Aircrewman will con the pilot to the hover entry position. The Aircrewman continues the patter
throughout the entry procedure in relation to the progress of each member, aircraft position and
obstructions.
The medical party are to position themselves well clear of the touchdown point and in the aircraft’s 3 or 9
o’clock position depending on which side the embarkation is to occur. They are to remain in this position
until cleared by the Aircrewman to enter under the disc.
Once the aircraft is at the correct position and height, the Aircrewman shall request “clear to continue”.
When the pilot is ready he shall respond “clear to continue”. The medical party shall then enter the aircraft
one at a time.
The Aircrewman shall indicate to the medical party that they are clear to enter by means of a ‘thumbs up’
and pointing to the ground adjacent the embarkation point. Upon recognition of this signal the medical party
member is to make his way slowly to the aircraft in preparation for entry.
Once at the open doorway and on receipt of a thumbs up from the Aircrewman, the medical party member
is to ensure that he has a firm hand hold prior to transferring his weight on to the skid/step. The medical
party member is to enter the aircraft in a slow and controlled fashion making his way to a seat and then
securing himself and any equipment appropriately. The Aircrewman may assist throughout this process
where necessary.
If the helicopter is able to hover either with one skid on the ground or at a height where the entering
member can step from the ground to the skid while still maintaining a firm handgrip then the crewmember
may do so.
7 Conduct of operations
The pilot in command of a helicopter engaged in hover exit operations shall be responsible for ensuring
that:
a. An appropriately qualified Aircrewman is carried in the aircraft

b. All operating crewmembers are properly qualified to perform the duties to which they have been
assigned.
c. All personnel involved in the operation are properly briefed prior to commencement; and
d. All precautions are taken to ensure the safety of all persons in the helicopter or on the ground.
8 Emergencies
Intercom Failure
If the intercom fails during the hover exit/entry operation, the Aircrewman should communicate with the pilot
by shouting instructions or hand signals to complete the operation.
Minor Emergency
In the event of a minor emergency the flying pilot will advise the Aircrewman of the situation by calling
either “Continue or Abort”!!(nature of emergency). If the pilot calls “Continue”, the Aircrewman is to
continue the exit/entry unless otherwise advised. If the pilot calls “Abort” the Aircrewman is to acknowledge
“Roger” and then expedite operations. If the medical party are on the skids/step or unsecured in the cabin
the Aircrewman shall indicate to them (by pointing) to return to their seats. The Aircrewman is to secure the
medical party immediately and then secure the cabin and report “Clear to rotate”. If the medical party are in
the process of climbing off/onto the skids/step the Aircrewman will respond “steady” until the member is
either clear of the aircraft or secure inside, and then report “Clear to rotate”.
Major Emergency
If the pilot is unable to maintain a hover and a forced landing is imminent, he is to call “Brace, Brace,
Brace” The Aircrewman shall indicate to the medical party (pointing) to return to their seats, while shouting
“Brace, Brace, Brace”. He is to secure the medical party and himself immediately.
Upon recognising an emergency, the medical party must secure themselves inside the helicopter or
expedite their exit and make their way to a safe position.
Low Height
If the helicopter is descending without command, the Aircrewman shall call “Check Height”. The pilot shall
respond “Roger, Check Height”. If the helicopter gets dangerously low, the Aircrewman is to call “Climb,
Climb, Climb”. The pilot is to climb immediately.

Asnsw Aw139 Training Notes Rev3

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Asnsw Aw139 Training Notes Rev3

Hochgeladen von

Copyright:

Verfügbare Formate

AMBULANCE SERVICE OF NEW SOUTH WALES

AUGUSTA WESTLAND 139 CABIN STAFF

SYLLABI AND TRAINING NOTES

Revision 3 – June 2012

These training notes are an uncontrolled document and

ASNSW Cabin Staff must refer to the relevant aircraft flight

This document must not be reproduced in part or in whole

ASNSW AW139 CABIN STAFF SYLLABI AND TRAINING NOTES

Section 1. Ground School Syllabus

Section 2. Flying Training Syllabus

Section 3. Training Aims Syllabus

Section 4. Aircraft Description

Section 5. Principals of Flight

Section 6. Operations - General

Section 7. Emergency Procedures

Section 8. Duties and Responsibilities

Section 10. Role Equipment

Section 11. Winching Procedures - Normal

Section 12. Winching Procedures - Emergency

Section 13. Confined Area Operations

Section 14. Hover Exit/Entry Procedures

SECTION 1. GROUND SCHOOL SYLLABUS

2 Classification of Cabin Staff

3 Ambulance Rescue Crewperson

6 Conversion to New Type

8 Failure to Achieve Standards

GROUND TRAINING CABIN STAFF

1. General 2. Classification of Cabin Staff

Introduction. a. Ambulance Rescue Crewperson

The time stated for the following training modules is

• ASNSW Training Notes

3. Ambulance Rescue Crewperson – 3 days

Aircraft Description Emergency Procedures

• Aircraft general; • Distress and urgency calls

Winching Procedures – Normal Confined Area Operations

• When to winch; • Single/double angle approaches;

Winching procedures – Emergency

• Minor aircraft emergencies;

Night Winching Operations

Winching Procedures – Static Training

• Perform winch hook up and presentation

Minimum evolutions for each of above shall be

4 Medical Crewperson - 2 day

Aircraft Description Emergency Procedures

• Aircraft general; • Forced landing procedure; and

• Configuration and control; Role Equipment

• Extinguisher classification and rating;

Winching Procedures – Normal Winching Procedures – Static Training

• When to winch; • Perform winch hook up and presentation for

Night Winching Operations

5 Medical Attendant - 1 day

Aircraft Description Emergency Procedures

• Aircraft general; • Forced landing procedures;

• Aircraft earthing requirements;

• Extinguisher classification and rating;

6. Conversion to New Type 7. Examinations

Introduction • Examinations to test candidate’s knowledge

Ground school – 1 day Candidates who fail to achieve a pass standard on

• Forced landing procedures and

Winching Procedures – Static Training

• Perform winch hook up and presentation for

Minimum evolutions for each of above shall

Hover Exit / Entry Procedures

SECTION 2. FLYING TRAINING SYLLABUS