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HelicoptersIn Search and Rescue

Intermediate Level

Charley Shimanski

Mountain Rescue Association

www.mra.org


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HHeelliiccoopptteerrssiinn SSeeaarrcchh aanndd RReessccuueeIInntteerrmmeeddiiaatteeLLeevveell

Charley Shimanski

Mountain Rescue Associationwww.mra.org

2008, Charley Shimanski/Mountain Rescue Association All rights reserved

COVER PHOTO: Search and rescue professionals tra in in the Avalan che Deploym ent

progr am near Breckenridge, Colora do. Photo cou rt esy Flight for Life Colorad o
http://www.mra.org/http://www.mra.org/http://www.mra.org/


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Objective ..........................................................................................................1Introduction.....................................................................................................1Part 1 Helicopter Essentials ........................................................................ 2

Helicopter Operations within ICS.................................................................................................2Helicopter Size Classification........................................................................................................2ICS Classification of Helicopters...................................................................................................2Calling for Helicopters...................................................................................................................2Specific Helicopters by Type .........................................................................................................4

Advanced Helicopter Limitations .................................................................................................5Helicopter Loading........................................................................................................................7Helicopter Performance Capabilities and Specifications............................................................. 7

Part 2 Helicopter Landing and Takeoff Areas ............................................ 9Landing and Takeoff Areas Definitions ........................................................................................9Major Elements of a Heliport/Helispot...................................................................................... 10Heliport Safety Operations...........................................................................................................11Heliport Equipment .................................................................................................................... 12Helicopter Evacuations ............................................................................................................... 12In-flight Emergencies .................................................................................................................. 14

Part 3 Helicopter and Heliport Management............................................15Introduction................................................................................................................................. 15Recommended Procedures.......................................................................................................... 15Managing the Heliport ................................................................................................................ 16

Conclusion .................................................................................................... 18Acknowledgements....................................................................................... 18


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The Mountain Rescue Association (MRA), a volunteer organization dedicated to saving livesthrough rescue and mountain safety education, has developed this program to assist search andrescue (SAR) organizations in their helicopter operations.

This material is designed for search and rescue professionals that work frequently withhelicopters in their search and/or rescue operations.

At the conclusion of this program, the reader should be able to:

Understand essential elements of helicopter operations within the Incident CommandSystem (ICS)

Identify several key elements of helicopter landing and takeoff areas; and, Understand helicopter and heliport management.

Charley Shimanski is President and Education Director for the Mountain Rescue Association, anational organization of rescue mountaineers. A 20-year veteran of ColoradosAlp ine RescueTeam, Charley has participated as a field member and Incident Commander for hundreds ofrescues among Colorados highest peaks.

The author of the Mountain Rescue AssociationsHelicopt ers in Mounta in Rescue Operationsmanuals and co-author of theAv alanche Rescue Operations manual, Charley has consultedrescue mountaineers, mountain guides, and climbers throughout the world, from Israel toChina, from Kilimanjaro to Aconcogua. Charley is a frequent speaker at meetings of the

International Technical Rescue Symposium, The National Association of Search and Rescue, theWilderness Medical Society, and the Mountain Rescue Association.

This program is dedicated to Peter Peelgrane, Chief Helicopter Pilot, KUSA-TV, Denver. As apilot, Peter demonstrated unparalleled concern for mankind, clear focus on safety and uncannyeyes of an eagle. As a friend, he displayed ardent determination to overcome hardship and aquestionable sense of humor. For all these things, Peter, we miss you.


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I n t r o d u c t i o nHelicopters in Search and RescueIntermediate Level

1

As a search and reconnaissance platformcoupled with rescue and extricationcapabilities, the helicopter is unparalleled inits versatility for emergency and disasterresponse. Yet, its safety is in directproportion to the knowledge and skill levelof those individuals who manage thehelicopter operations in a search or rescuesituation. Furthermore, since helicopterscan be extremely dangerous, the mission'smanagement must assure safety training ofground personnel. With rotors turning atover 150 M.P.H., the hazard to searchers is

very real. In addition, the threat of ahelicopter crash poses another danger.

As a search and reconnaissance platformcoupled with rescue and extricationcapabilities, the helicopter is unparalleled inits versatility for emergency and disasterresponse. Yet, its safety is in directproportion to the knowledge and skill levelof those individuals who manage thehelicopter operations in a search or rescuesituation. Furthermore, since helicopterscan be extremely dangerous, the mission'smanagement must assure safety training ofground personnel. With rotors turning atover 150 M.P.H., the hazard to searchers is

very real. In addition, the threat of ahelicopter crash poses another danger.

Still, rescue teams must be prepared for the"mass disaster accident" which results in theneed for quick mobilization of large-scale

rotary wing operations. Imagine a 747 crashin a remote mountain area that results innumerous survivors. While we may assumethe chance of survivors is remote, a similarcrash in Japan in the early 1980's resultedin over 100 passengers surviving a DC-10 vs.mountain accident.

Still, rescue teams must be prepared for the"mass disaster accident" which results in theneed for quick mobilization of large-scale

rotary wing operations. Imagine a 747 crashin a remote mountain area that results innumerous survivors. While we may assumethe chance of survivors is remote, a similarcrash in Japan in the early 1980's resultedin over 100 passengers surviving a DC-10 vs.mountain accident.

In the case of a large scale rescue operation,the rescue team's ability to quickly managelarge-scale air operations may be critical tothe success of the mission. Certainly other

qualified aircraft would be available toassist, however their response time dictatesthat the initial rescue team members musthave a working knowledge of helicoptersand the various factors which influence theireffective utilization; such as mobilization ofair resources and establishment of aheliport. For this reason, large-scale airoperations, and the management thereof,are described within this training material.

In the case of a large scale rescue operation,the rescue team's ability to quickly managelarge-scale air operations may be critical tothe success of the mission. Certainly other

qualified aircraft would be available toassist, however their response time dictatesthat the initial rescue team members musthave a working knowledge of helicoptersand the various factors which influence theireffective utilization; such as mobilization ofair resources and establishment of aheliport. For this reason, large-scale airoperations, and the management thereof,are described within this training material.

Large scale rescues with numerous

aircraft present many new challengesto rescue operations. Photo: CanadianSpecial Forces

Mission management must assure safetytraining of ground personnel. Photo:Bob Wagner

This Intermediate Level Helicopter Safetyprogram is designed to familiarize thestudent with helicopter operations in searchand rescue (SAR) beyond basic helicoptersafety

This Intermediate Level Helicopter Safetyprogram is designed to familiarize thestudent with helicopter operations in searchand rescue (SAR) beyond basic helicoptersafety

In particular, this program incorporates

elements of the Incident Command System(ICS), and users of this program should befamiliar with ICS.

In particular, this program incorporates

elements of the Incident Command System(ICS), and users of this program should befamiliar with ICS.

Mountain Rescue Association www.mra.org


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Par t 1 H e l icop t e rEs s en t i a l s

Helicopters in Search and RescueIntermediate Level

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The safety of a helicopter rescue programdepends on the training, qualifications andexperience of the search and rescuepersonnel. Rescuers must have a workingknowledge of helicopter safety andoperations, augmented with experience inthe use of helicopters in rescue settings.Knowledge of and experience in theIncident Command System and itshierarchy is also necessary.

HelicopterOperations withinICSOne of the beauties of the IncidentCommand System is that can it be scaled upor down in accordance with the size of thesearch or rescue operation. This is equallytrue in search and rescue operations thatinclude the use of helicopters.

For large-scale air operations with multipleaircraft, the Heliport Manager manages theHeliport within the Incident CommandSystem. The Heliport Manager reports tothe Air Operations Branch Director, who isalso responsible for any fixed wingoperations. The Air Operations BranchDirector reports to the Operations SectionChief who, in turn, reports to the IncidentCommander.

For smaller search and rescue operations inwhich a very informal, scaled-down IncidentCommand System is used, the IncidentCommander may be responsible for mostaspects of the decision-making process withregard to air operations. In so doing, theIncident Commander must takeresponsibility for air safety concerns. He orshe must see that all safety issues areaddressed.

Helicopter SizeClassificationThere are three size classifications withregard to helicopters that are usedthroughout the aviation industry. Theseclassifications are based in accordance withtheir maximum available standardpassenger classification.

The three classes are as follows:

Light: 0 to 6,000 pounds (typicallyseats 1 to 7)

Medium: 6,001 to 12,500 pounds(typically seats 8 to 16)

Heavy: 12,501 pounds and higher(typically seats 17 or more)

ICS Classification ofHelicoptersThe Incident Command System, on theother hand, has defined four classificationsof helicopters. They are:

Type I: seats at least 16 people andhas a minimum capacity of 5,000lbs. Both a CH-47 (Chinook) andUH-60 (Blackhawk) are Type Ihelicopters.

Type II: seats at least 10 people andhas a minimum capacity of 2,500lbs. Both an UH1-H and a Bell 212are Type II helicopters.

Type III: seats at least 5 people andhas a minimum capacity of 1,200lbs. Both a 206 and a Hughes 500

are Type III helicopters. Type IV: seats at least 3 people and

has a minimum capacity of 600 lbs.

Calling forHelicoptersSince risks are inherent in the utilization ofhelicopters, SAR teams must consider



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several important factors when determiningwhether or not to call out these resources.

First, the urgency of the mission must be

considered. Is the use of a helicopter goingto improve the victim's condition? Ifground teams could transport the victim

without worsening any injury, does thebenefit of utilizing a helicopter outweigh therisk? This is an often overlooked primaryconsideration.

Second, weather, altitude, terrain anddaylight conditions must be considered.Since "ideal flying conditions" vary fromhelicopter to helicopter, rescue team

leadership must be aware of the limitationsof any helicopter they use when calling forthese expensive resources.

Third, we must consider the skills of thepilot. Many search and rescue teams havethe good fortune of working with the samepilots, such as local television station pilotsor trauma center aero-medical pilots. Assuch, these SAR teams develop a clearersense of that pilot's abilities in SARactivities and are able to consider this

history when calling for helicopters. Rescueteams that do not know the pilot or his/herhistory should consider carefully whetherparticular skills are required to achieve themission.

Finally, SAR teams must evaluate the natureof the task for which the helicopter is beingconsidered. If, for example, a helicopter isrequested to perform spotting during asearch operation in fair weather, then therisks may be low. On the other hand, a hoist

operation or other external load with a liverescuer suspended from the chopperincreases the risk exponentially. In theevent of any helicopter performanceproblems, the pilot will often drop theexternal load to improve the performance ofthe chopper and save the lives of the otherson board.

As much as search and rescue teammembers must have the physical skills toperform their field duties, the team'sleadership must have the wisdom to know

when the risks of helicopter use outweighthe benefits. When conditions are notappropriate for flying, only the best IncidentCommander will have the courage to choosen o t to call for the helicopter.

Air Force Rescue CoordinationCenter (AFRCC)Civilian SAR teams are fortunate to have attheir disposal a multitude of helicopterresources through the United States armed

forces. The Air Force Rescue CoordinationCenter currently located at Tyndall AirForce Base in Florida.

According to the AFRCC web site, in 1956,the National Search and Rescue Plan w as

published, esta blishing a cr ucial link

betw een military resources and th eir

unique recovery capabilities, and the

civilian sector chartered to respond to those

in need. This plan established the United

States Air Force as the executive agent for

inland search and rescue, covering the

continental United States, less the ma jor

navigable w aterwa ys. To provide

coordination to m eet the grow ing dema nd

for search and r escue, in 1947 the Air Force

established three Rescue Coordination

Centers, at Ham ilton Air Force Base,

California, Low ry Air Force Base,

Colorado, and MacDill Air Force Base,

Florida.

In 1974 , as a resu lt of im proved technolog y

and comm unications capabilities, these

three Rescue Coordination Centers w ereconsolidated int o the Air Force Rescue

Coordination Center at Scott Air Force

Base, Illinois. W hile at Scot t, the Air Force

Rescue Coor dinat ion Center ca m e under

the contr ol of several different com m and s:

Militar y Airli ft Com m an d, Tw enty -Third

Air Force, Aerospa ce Rescue and R ecov ery

Service, and Air Rescue Service. As budget



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Par t 1 H e l icop t e r

Es s en t i a l sHelicopters in Search and RescueIntermediate Level

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cuts and agency reorga nizations continued

in the m ilitary , the Air Force Rescue

Coordination Center w as eventu ally

relocated to Langley Air Force Base,

Virginia in 1993, and w as aligned u nderthe new ly organized Air Combat

Command.

Despite m ilitary restructur ing, the

peacet im e m ission ha s rem ained

unchan ged and vital from 1974 to current

day . As of August 20 01, over 56,450 search

and rescue missions have been perform ed,

resulting in over 12,830 lives saved.

The AFRCC mission is Continuously

building a coordinated search and rescuenetwork ensuring timely, effective lifesavingoperations whenever and wherever needed.

Specific Helicoptersby TypeThere are many types of helicopters, butfour types that are useful for rescueoperations. For the purpose of thisprogram, we refer to these four types ofhelicopters:

Rescue Helicopters Transport Helicopters Observation Helicopters Aero-medical Helicopters

Each of these is further described below.

Rescue HelicoptersA "rescue helicopter" is defined as a rotarywing aircraft capable of high altitude, warmweather, and out-of-ground effect (OGE)

landings in rugged terrain using smallunimproved helispots. A rescue helicop

would be used to perform rescue operationspossibly at high altitude. The following are

some examples of rescue helicopters:

hovers. The aircraft must be capable of

ter,

Aerospatiale Alouette III SA-317B

Chinook CH47

UH-1H, B, M) - Single-

1N) - Twin engine

4 ST

Transport Helicoptersd as one

their

rt

ld be

Boeing Vertol Chinook CH47awk

ot surprisingly, these examplesmon

Aerospatiale Twin Star AS 355 F1 Lama SA315 Boeing Vertol Jolly Green Giant Bell 212 Bell 205 (

engine Huey

Bell 412 (UH-Huey

Bell 21 Bell 414 ST BK 117 BK 105

A "transport helicopter" is definethat is capable of transporting up to 6search and rescue personnel, includinggear. The aircraft must be capable of highaltitude, warm weather flying. A "transport

helicopter" must also be capable of landingsin moderate terrain using medium- to large-sized improved helispots. A transporthelicopter, therefore, is used to transposearch and rescue teams to the field insituations where ground transport wouimpractical or too time-consuming. Thefollowing are some examples of transporthelicopters:

Huey Blackh

Ncorrespond to the three most comhelicopters dispatched by the Army whenthey assist in civilian search and rescueoperations.


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Observation HelicoptersObservation HelicoptersAn "observation helicopter" is defined asone with limited seating with limited tactical

capabilities at altitudes on hot days. SARteams during search operations would usean observation helicopter. Examples ofobservation helicopters include:

An "observation helicopter" is defined asone with limited seating with limited tactical

capabilities at altitudes on hot days. SARteams during search operations would usean observation helicopter. Examples ofobservation helicopters include:

Aerospatiale Alouette III SA-317B Aerospatiale Alouette III SA-317B Aerospatiale A-Star AS 350 Aerospatiale A-Star AS 350 Aerospatiale Twin Star AS 355 Aerospatiale Twin Star AS 355 Bell 47 Soloy Bell 47 Soloy Bell 206-L2 Bell 206-L2 Bell 206-L3 Bell 206-L3 Bell 206 III Bell 206 III Hiller 12E Soloy Hiller 12E Soloy Hughes 500C, D or E Hughes 500C, D or E McDonald Douglas 500D or E McDonald Douglas 500D or E

Aero-medical HelicoptersAero-medical HelicoptersAn Aero-Medical helicopter" is defined asone that is capable of transporting aero-medical personnel as well as at least onesupine patient. This is typically a flyingambulance with a flight nurse or doctor on

board and a variety of medical supportequipment.

An Aero-Medical helicopter" is defined asone that is capable of transporting aero-medical personnel as well as at least onesupine patient. This is typically a flyingambulance with a flight nurse or doctor on

board and a variety of medical supportequipment.

Aero-medical helicopters must be capable ofhigh altitude, warm weather flying as well as

landings in moderate terrain using small- tomedium-sized improved helispots. Thefollowing are some examples of aero-medical helicopters:

Aero-medical helicopters must be capable ofhigh altitude, warm weather flying as well as

landings in moderate terrain using small- tomedium-sized improved helispots. Thefollowing are some examples of aero-medical helicopters:

Aerospatiale Alouette III SA-317B Aerospatiale Alouette III SA-317B Aerospatiale A-Star AS 350 Aerospatiale A-Star AS 350 Aerospatiale Twin Star AS 355 Aerospatiale Twin Star AS 355 Bell 205 (UH-1) Huey Bell 205 (UH-1) Huey Bell 206 B III Bell 206 B III Bell 206 L-1 Bell 206 L-1 Bell 206 L-3 Bell 206 L-3 Bell 222 UT Bell 222 UT BK-105 BK-105 BK-117 BK-117 Hughes C, D or E Hughes C, D or E McDonald Douglas 500 E McDonald Douglas 500 E McDonald Douglas 531 SP McDonald Douglas 531 SP

Advanced HelicopterLimitationsAdvanced HelicopterLimitationsThe Mountain Rescue Associations basiclevel helicopter training program definesseveral helicopter limitations, such as

visibility, weather, fuel capacity, etc. For

this intermediate level program, we lookmore closely at some higher levellimitations.

The Mountain Rescue Associations basiclevel helicopter training program definesseveral helicopter limitations, such as

visibility, weather, fuel capacity, etc. For

this intermediate level program, we lookmore closely at some higher levellimitations.

Some aero-medical helicopters canalso transport rescuers. Photo:Charley Shimanski

Height-Velocity ChartHeight-Velocity ChartMost helicopters can be piloted safely to theground even in the event of an enginefailure. This is only possible, however, if thehelicopter is operating at certain speeds andaltitudes.

Most helicopters can be piloted safely to theground even in the event of an enginefailure. This is only possible, however, if thehelicopter is operating at certain speeds andaltitudes.

Each helicopter flight manual contains a

"Height-Velocity" chart, which indicatesspeeds and altitudes to be maintained sothat a safe autorotation may be made in theevent of a mechanical or electrical failure.

At speed/altitude combinations below thecurve in the "caution" areas of the chart, thehelicopter would be difficult to safelyautorotate. For this reason, the Height-

Each helicopter flight manual contains a

"Height-Velocity" chart, which indicatesspeeds and altitudes to be maintained sothat a safe autorotation may be made in theevent of a mechanical or electrical failure.

At speed/altitude combinations below thecurve in the "caution" areas of the chart, thehelicopter would be difficult to safelyautorotate. For this reason, the Height-



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Velocity Chart has been given the nickname"Dead-Man's Curve."

Density AltitudeA large number of search and rescueoperations requiring helicopters occur attimes of high temperature, high humidity,and often at high elevations (subsequentlylow atmospheric pressure). Unfortunately,each of these three variables negativelyaffects the performance of a helicopter.

Density altitude, which is the effect onaircraft by these three variables(temperature, humidity and atmosphericpressure), is an important issue that must

be considered by the team's leadership. Ahelicopter cannot work as effectively athigher altitudes as it can at sea level. Theeffect of increased temperature would besimilar to increasing the elevation to whichthe helicopter must now fly. On a hot day,the density altitude at a particular locationmay be 2,000 or even 3,000 feet higherthan the elevation of that location on a coolday.

Increased humidity has an affect, albeit a

minor one, on density altitude as well.

In technical terms, "density altitude" ispressure altitude corrected for temperatureand humidity. All three factors(atmospheric pressure, temperature andhumidity) affect the density altitude in

varying degrees. The higher the densityaltitude, the weaker the helicopter

performance. High elevation (e.g. reducedatmospheric pressure), high temperatureand high humidity all contribute to higherdensity altitudes. Performance is reduced

because the thinner air at high-densityaltitudes reduces blade efficiency. This, inturn, requires additional pitch and power tomaintain the same lift capability. Thegreater pitch angle results in increased dragthat requires additional power. Non-supercharged piston engines and turbinesalso operate less efficiently in this less denseair.

A high-density altitude can result in loss ofengine power, reduced lift and reduced

payloads. This would mean that thehelicopter would require longer takeoff andlanding rolls and would experience adecreased rate of climb. Of the three

variables listed above, humidity plays a veryminor role in determining density altitude.

Density altitude is one reason whyhelicopter pilots may prefer to fly in theearly morning hours. It also explains why apilot, whose chopper is full of fuel, may wishto fly with only one passenger at a time.

Most importantly, density altitude is theentire reason why consideration of the needfor helicopters during search and rescuemissions should be made the night before,or early in the day, since flying conditionsmay be less than ideal during the afternoonhours.

Loss of Tail Rotor EffectivenessThe pilot controls the helicopter's tail rotor

with pedals operated by his/her feet. When

the anti-torque provided by the tail rotor isinsufficient to counteract the torque of themain rotor, the ship experiences thecondition called "loss of tail rotoreffectiveness." The helicopter will begin aspin, albeit potentially a slow one. This is adangerous condition. It is more common insituations of high altitude, high temperatureand/or heavy loads.



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Helicopter LoadingHelicopter Loading

Center of-Gravity EffectsCenter of-Gravity EffectsConsideration of center-of-gravity (CG)limitations is important in the loading of allaircraft, but is particularly important andcritical in helicopters. In fixed-wingaircraft, the load is balanced over ahorizontal wing area and has acomparatively wide range. In a helicopter,however, it is carried under a single point,like a pendulum. Therefore, even a smallamount of "out of CG" loading can greatlyaffect the controllability of the helicopter.

Consideration of center-of-gravity (CG)limitations is important in the loading of allaircraft, but is particularly important andcritical in helicopters. In fixed-wingaircraft, the load is balanced over ahorizontal wing area and has acomparatively wide range. In a helicopter,however, it is carried under a single point,like a pendulum. Therefore, even a smallamount of "out of CG" loading can greatlyaffect the controllability of the helicopter.

Center-of-gravity effects are one of the mostsignificant reasons that one-skid offloadsshould be performed with precision, byrescuers familiar with this procedure, andonly when absolutely necessary.

Center-of-gravity effects are one of the mostsignificant reasons that one-skid offloadsshould be performed with precision, byrescuers familiar with this procedure, andonly when absolutely necessary.

HelicopterPerformance

Capabilities andSpecifications

HelicopterPerformance

Capabilities andSpecificationsIn order to complete the mission safely andsuccessfully, a helicopter must be capable ofthe performance required. Weight-liftingcapacity, hover ceiling, airspeed and fuelrequirements need to be considered by theSAR team leadership while selecting theappropriate aircraft.

In order to complete the mission safely andsuccessfully, a helicopter must be capable ofthe performance required. Weight-liftingcapacity, hover ceiling, airspeed and fuelrequirements need to be considered by theSAR team leadership while selecting theappropriate aircraft.

Capabilities and SpecificationsDefinitionsCapabilities and SpecificationsDefinitionsThe definitions listed below are helpful inunderstanding the technical specificationsof helicopters. Remember that thesespecifications are generally for a "standardday" (altitude = sea level; temperature = 59degrees Fahrenheit).

The definitions listed below are helpful inunderstanding the technical specificationsof helicopters. Remember that thesespecifications are generally for a "standardday" (altitude = sea level; temperature = 59degrees Fahrenheit).

H o v e r O u t o f G r o u n d E ffe c t ( H O GE )H o v e r O u t o f G r o u n d E ffe c t ( H O GE )

Hover Out-of-Ground Effect (HOGE) is the

absolute limit of the helicopters ability tohover when in out-of-ground effect.

H o v er I n G r o u n d E f fe c t (H I G E )

Hover In-Ground Effect (HIGE) is the limitof the helicopters ability to hover when inin-ground effect (normally effective up to aheight above ground equal to the radius ofthe main rotor). This is measured from theplane of the main rotor blades to theground.

G r o s s W e i g h t"Gross Weight" is the maximum certified

weight in pounds. Some models havehigher or lower weights for jettisonableexternal loads. If no number appears in theexternal weight block, the weight is thesame as internal.



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Pay lo ad

Payload is established by subtracting theequipped weight of the helicopter from the

computed gross weight for a calm day at5,000 feet pressure altitude, 80 degreesFahrenheit, 7,400 feet density altitude, 2hours of fuel and a pilot. Pilots and crewuse charts or "tabulated data" whichprovides payload data for a variety oftemperatures and pressure altitudes.

Ceilings

These are in and out of ground effecthovering ceilings, computed at maximumgross weight in a standard atmosphere and

calm air. This value is "density altitude."

F u e l Co n s u m p t i o n a n d F u e l Ca p a c i t y

Fuel consumption, given in pounds perhours, is computed for 5,000 feet pressurealtitude at 80 degrees Fahrenheit. Fuelcapacity is computed using a measuredamount of fuel burned in a known amountof time.


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P a r t 2 H e li co p t e r L a n d in gan d Takeof f Ar e as


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One of the most important aspects inplanning for helicopter operations is theselection of heliports and helispots for thehelicopters. The Air Operations Directorand/or Heliport Manager (within the ICSsystem) may have at their disposal the finesthelicopter available, a good crew, and the

best helicopter accessories available. Still,he/she may need a network of heliports andhelispots to fully utilize the machines.

One of the most important aspects inplanning for helicopter operations is theselection of heliports and helispots for thehelicopters. The Air Operations Directorand/or Heliport Manager (within the ICSsystem) may have at their disposal the finesthelicopter available, a good crew, and the

best helicopter accessories available. Still,he/she may need a network of heliports andhelispots to fully utilize the machines.

For large, extended search and rescueoperations, the types of activity and the

volume of helicopter traffic will affectselection and development of helispots. Thesite should lend itself to economicaldevelopment, to a size that willaccommodate the type of helicopters usedand the volume of traffic expected.

For large, extended search and rescueoperations, the types of activity and the

volume of helicopter traffic will affectselection and development of helispots. Thesite should lend itself to economicaldevelopment, to a size that willaccommodate the type of helicopters usedand the volume of traffic expected.

Landing and TakeoffAreas DefinitionsLanding and TakeoffAreas Definitions

P e r m a n e n t H e lip o r tP e r m a n e n t H e lip o r t

A permanent heliport is a permanent facilityfor helicopter operations, often at or nearthe incident command post. It is usually the"home base" of assigned helicopters andpersonnel.

For large scale operation, a heliport should

be large enough to accommodate at leasttwo medium-class helicopters, have fuelingfacilities if possible, a reliable windindicator, signs, fire extinguishers, pavedpads, vehicle parking areas, and reliabletelephone and/or radio communications.

A heliport of this size should be located farenough from the command post that the

sounds of aircraft ingress and egress doesnot disturb operations at the commandpost. Still, it should be close enough thatreliable two-way radio communications is

not compromised.

The types of activity will affect theselection and development ofheliports and helispots. Photo:Charley Shimanski

Hel ib a s e

A helibase is a secondary base to beactivated intermittently as the need arises.

A helibase should contain most of thefacilities required for a permanent heliport.

In an extremely large operation, there maybe two or more helibases. Facilities shouldinclude parking areas for refueling andmaintenance trucks, and adequatecommunications with the command post.

Hel i s p o t

A helispot is a natural or improved takeoffand landing area intended for temporary oroccasional helicopter use in the field. It mayor may not have road access. In many cases,helispots do n o t meet the basicrequirements of a heliport and, therefore,should not be declared formally or referredto as heliports.

A two-way helispot (pictured below) is idealbecause it gives the pilot the option of flying



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into the wind during landings and takeoffs.Remember that a helicopter pilot will preferto land and takeoff into the wind.

into the wind during landings and takeoffs.Remember that a helicopter pilot will preferto land and takeoff into the wind.

It is important to maintain safety

precautions around all helispots. A safetycircle (described in the diagram) of 90 feetor greater is important, as is a 20-footlanding area (or "touchdown pad"). Inaddition, trees and other natural or man-made obstructions should be low enough toallow for a 20 angle of approach ordeparture.

It is important to maintain safety

precautions around all helispots. A safetycircle (described in the diagram) of 90 feetor greater is important, as is a 20-footlanding area (or "touchdown pad"). Inaddition, trees and other natural or man-made obstructions should be low enough toallow for a 20 angle of approach ordeparture.

In some cases, one-way helispots may be theonly option. In this case, the same safetycircle, touchdown pad and

approach/departure angle should bemaintained.

In some cases, one-way helispots may be theonly option. In this case, the same safetycircle, touchdown pad and

approach/departure angle should bemaintained.

Off -S it e Lan d in g Are a / Lan d in g Zo n esOff -S it e Lan d in g Are a / Lan d in g Zo n es

An off-site landing area is an unimprovedarea used only one time and at thediscretion of the pilot. These are common

in rescue operations where only one victimis to be rescued, and the evacuation is made

by helicopter.

Rescuers often call these off site landingareas landing zones or LZs.

Major Elements of aHeliport/HelispotThere are several important aspects thatmust be considered when developingheliports or helispots. Many of these aredetailed below.

Landing and Takeoff AreaThe landing and take off area is the specificarea in which the helicopter actually landsand takes off, including the touchdown padand safety circle. A "landing and takeoffarea" exists in virtually every landing zone,

whether it is at a heliport, helibase orhelispot.

Safety CircleThe safety circle is a safety zone that

provides an obstruction-free area on allsides of the landing and takeoff area.

Touchdown PadA touchdown pad is that part of the landingand takeoff area where it is preferred thatthe helicopter land. It is essential that there

be no large obstacles or debris in this area.



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Approach/Departure Path(Flight Path)Approach/Departure Path(Flight Path)The approach/departure path is a clear path

selected for flight extending upward andoutward, in both directions, from thetouchdown pad and safety circle. At higherdensity altitudes, this path must beextended to allow for takeoff in situations

where reduced lift is available.

The approach/departure path is a clear path

selected for flight extending upward andoutward, in both directions, from thetouchdown pad and safety circle. At higherdensity altitudes, this path must beextended to allow for takeoff in situations

where reduced lift is available.

Other Helispots/HeliportSafety ConsiderationsOther Helispots/HeliportSafety Considerations

Whenever possible, landing zones should belocated in such a manner that landings andtakeoffs may be made into the prevailing

winds. Rescuers should avoid, if at allpossible, one-way helispots (those whichonly allow for approach from one direction),especially at higher altitudes. Furthermore,slopes should be avoided at all costs.

Whenever possible, landing zones should belocated in such a manner that landings andtakeoffs may be made into the prevailing

winds. Rescuers should avoid, if at allpossible, one-way helispots (those whichonly allow for approach from one direction),especially at higher altitudes. Furthermore,slopes should be avoided at all costs.

L a n d i n g Z o n e s O ve r o r N e a r W a t e rL a n d i n g Z o n e s O ve r o r N e a r W a t e r

Water provides a poor ground effect basefor hovering. River currents move theground cushion and can result in pilotdisorientation. Furthermore, if a helicopter

must take off over water from a helispot onshore, the ship may need at least 300 feet ofwater over which to gain flying speed.

C a n y o n s

In canyon bottoms rescuers should be awareof dead air holes and consider that canyon

bottoms do not have downdrafts fromneighboring ridges. If the canyon is deep,the helicopter will need a long forward runto pull out or a wide enough area in which tocircle to gain elevation.

G r a s s y M e a d o w s

Like water, meadows with high grass willtend to dissipate helicopter ground cushion.High grass may also hide rocks, logs andswampy areas. Furthermore, dry grass can

be a serious fire hazard.

L a n d i n g Z o n e s o n S n o w o r I ce

Ice locations for landing zones should beavoided at all costs. If an icy landing zone

must be used, those with a greater than 10%slope should be avoided. Under theseconditions, a pilot may not be able to judgethe slope angle and iciness of the LZ.

If an icy LZ is chosen, rescuers must staywell clear of the helicopter during landingsand takeoffs, since torque may cause the tailrotor to swing around.

If the aircraft is ever parked on a snowy/icysurface for an extended period, the skidsmay freeze to the surface of the snow/ice.This is a dangerous situation, as it can leadto dynamic rollover of the helicopter duringtakeoff.

Keep in g LZs Clea r

Rescuers must keep landing zones clear ofpersonnel and equipment at all times. Inaddition, rescuers should keep at least 100feet away from helicopters except whenloading.

Heliport SafetyOperationsThe following guidelines must be enforcedat the heliport:

First, there should be NO SMOKING within200 feet of all helicopters. Missionmanagement should strongly consider



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having fire equipment (e.g. fully equippedpumpers) at the scene of the heliport duringall hours of operation.

having fire equipment (e.g. fully equippedpumpers) at the scene of the heliport duringall hours of operation.

The following procedures should beobserved when refueling helicopters atlanding areas:

The following procedures should beobserved when refueling helicopters atlanding areas:

Helicopter engines will be shut offand rotor blades fully stopped(aircraft equipped with closed-circuit fueling systems need not shutdown).

Helicopter engines will be shut offand rotor blades fully stopped(aircraft equipped with closed-circuit fueling systems need not shutdown).

There will be no passengers aboardthe choppers while refueling.

There will be no passengers aboardthe choppers while refueling.

Both helicopters and fuel containersmust be grounded.

Both helicopters and fuel containersmust be grounded.

Fire extinguishers will be on hand. Fire extinguishers will be on hand.Wind direction should be indicated by useof a windsock, flagging or streamers.Heliport landing zones, particularlyrefueling areas, should be dust-proofed by

wetting down or by other means to preventdamage by dust and other foreign objects.LZ's should be kept clear of light, looseobjects and unauthorized personnel.Ground vehicles near helicopters should not

be moved until the chopper rotors havecome to full stop. Helicopters with wheelsmust be chocked after landing, and parking

brakes must be set.

Wind direction should be indicated by useof a windsock, flagging or streamers.Heliport landing zones, particularlyrefueling areas, should be dust-proofed by

wetting down or by other means to preventdamage by dust and other foreign objects.LZ's should be kept clear of light, looseobjects and unauthorized personnel.Ground vehicles near helicopters should not

be moved until the chopper rotors havecome to full stop. Helicopters with wheelsmust be chocked after landing, and parking

brakes must be set.

One-wheel or one-skid landings should notbe performed in the heliport. Whenhelicopter accessories such as sling loads are

being used, unauthorized personnel shouldnever be standing directly beneath anyportion of the helicopter or equipment.Finally, takeoff and landing areas must be

clear of other aircraft, personnel andvehicles.

One-wheel or one-skid landings should notbe performed in the heliport. Whenhelicopter accessories such as sling loads are

being used, unauthorized personnel shouldnever be standing directly beneath anyportion of the helicopter or equipment.Finally, takeoff and landing areas must be

clear of other aircraft, personnel andvehicles.

Heliport EquipmentHeliport EquipmentThe following equipment should beavailable at the heliport:The following equipment should beavailable at the heliport:

Fire extinguisher (200 pounds ateach permanent base heliport - 20pounds per helicopter.)

Fire extinguisher (200 pounds ateach permanent base heliport - 20pounds per helicopter.)

Protective clothing Protective clothing Crash rescue equipment for entry

and extrication. Crash rescue equipment for entry

and extrication.

Crash evacuation kit includingstokes litter and appropriate first aidequipment.

Crash evacuation kit includingstokes litter and appropriate first aidequipment.

Water for refuelers doused in jet fuel- possibly a spare set of overalls

Water for refuelers doused in jet fuel- possibly a spare set of overalls

Furthermore, the Incident Commander,Operations Chief and/or Heliport Managermust know how to mobilize specializedcrash/fire rescue units---their locations,phone numbers and call-out procedures.Specialized medical facilities availableincluding burn and head injury treatmentfacilities including their locations and phonenumbers should be known as well. Medicaltransportation methods must be available,including trauma center helicopters.

Furthermore, the Incident Commander,Operations Chief and/or Heliport Managermust know how to mobilize specializedcrash/fire rescue units---their locations,phone numbers and call-out procedures.Specialized medical facilities availableincluding burn and head injury treatmentfacilities including their locations and phonenumbers should be known as well. Medicaltransportation methods must be available,including trauma center helicopters.

Heliports should have several pieces ofessential safety equipment. Photo:Charley Shimanski

HelicopterEvacuationsHelicopterEvacuationsIn addition to transporting search andrescue workers, helicopters are often used totransport injured subjects. In these cases,helicopters can make pickups in three ways

In addition to transporting search andrescue workers, helicopters are often used totransport injured subjects. In these cases,helicopters can make pickups in three ways



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1. by landing at a LZ2. by making a hovering or one-skid

recovery, or3. by using an external load operation

(hoists, short-hauls)

The last two are hazardous, even underoptimal conditions. In conditions ofmountainous terrain, evacuations should be

by landing if at all possible, even if thismeans a trail carry of the victim by groundcrews to a nearby LZ. In many mountainrescue situations, there is plenty of time tolocate or construct a safe landing zonerather than try hovering or one-skidrecoveries.

Landing Recoveries

Hazards exist even in relatively safeconditions of a landing recovery wherebythe helicopter will normally come to fullrotor stop. While rescuers will have likely

worked before with the helicopter and itscrew, the victim should be briefed regardinghelicopter safety. This would include whatthe subject should expect, and a warning tostay away from the rear of the helicopter (ifthe patient is ambulatory). Even if thehelicopter is fully without power, rescuersshould escort any walking victim to the

helicopter and assure that they are securedin their seat with their full seat belt,including chest harness.

Particularly if the patient is on his/her backin either or a litter or on the helicopterpram, rescuers should anticipate that thehelicopter flight will make the subjectnauseous, and should be prepared for the

possibility that the victim may vomit duringthe transport.

Hovering and One-SkidRecoveriesIn certain situation, pilots and rescuers maychoose to perform a hovering or one-skidrecovery of a rescue victim. In this case,serious medical complications are likelypresent, which warrants the morehazardous recovery.

Medical problems of a victim can becompromised during hovering or one-skidrecoveries, due to fear, uncertainty and

anxiety. Rescuers should advise the victimwhat will happen prior to the actualhelicopter pickup. They must be certainthat the victim is capable of withstandingthe strain of the recovery procedures, which

will include a very loud noise combined withhigh rotor wash and dangerous conditions.

If rescuers do not have communicationswith the pilot and the rescuer will notaccompany the victim on board the chopper,a tag should be attached to the victimstating the medical condition and treatmentgiven as well as where s/he is to be taken.

The factors to be taken into account inselecting a site for a hovering recovery aregenerally the same as those for selecting ahelispot. In these conditions, a smallerground area, rougher terrain and steeperslope are permissible. On the other hand, itis extremely important that there be plentyof room for both the main rotor and the tailrotor boom, since the pilot may have to turnthe helicopter in the event changes in wind

direction. An experienced hand signaler,one that the pilot knows is competent,should be at the site and all groundpersonnel should be within the pilot's view,if at all possible. In the case of one-skidrecoveries on rock outcrops, this may beimpractical.



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P a r t 2 H e li co p t e r L a n d in g

an d Takeof f Ar e asHelicopters in Search and RescueIntermediate Level

14

External Loads(Suspended/RetractableRecoveries)

A detailed explanation of external loadoperations is found in the Helicopters inSearch and Rescue Operations AdvancedLevel program of the Mountain Rescue

Association.

In-flight EmergenciesThere may be cases in which an in-flightemergency can occur. These may be due tomechanical issues with the aircraft, or

visibility and/or weather conditions outside

the aircraft.

In the event of an in-flight emergency, thefollowing procedures must be observed:

Notify base of emergency andlocation, regardless of how minorthe emergency may appear. This isnormally accomplished by the pilot

Assure that seat belts are snug. Secure protective equipment,

including helmet and clothing.

Keep hands and feet clear ofcontrols. Secure any loose gear. Check emergency exits and

operation.

Observe the following crash landingseating positions

o For passengers facingforward or sideways with seat

belt only: lean forward, tuckhead between knees andplace arms around knees.

o For passengers facingforward with seat belt andshoulder harness: lean backall the way and tighten allstraps.

o For passengers facing to rearwith seat belt and/orshoulder harness: lean back

all the way and tighten allstraps.

Exiting: Wait until all motion stopsunless there is a fire or unlessinstructed to do otherwise by thepilot.


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P a r t 3 H e l ic o p t e r a n dH e lip o r t M a n a g e m e n t


15

IntroductionIntroductionManagement of helicopters in any search orrescue operation is a challenging job. Thespeed (or short round-trip times) in whichhelicopter missions are accomplishedrepresents the primary challenge. To takeadvantage of this speed, the Heliport

Manager must anticipate expected needs.

Management of helicopters in any search orrescue operation is a challenging job. Thespeed (or short round-trip times) in whichhelicopter missions are accomplishedrepresents the primary challenge. To takeadvantage of this speed, the Heliport

Manager must anticipate expected needs.

The success of efficient helicoptermanagement depends on trained andqualified managers and key missionoverhead that have working knowledge ofhelicopter use.

The success of efficient helicoptermanagement depends on trained andqualified managers and key missionoverhead that have working knowledge ofhelicopter use.

RecommendedProceduresRecommendedProcedures

A Manager should be assigned whenever aheliport or helispot is used. An individualtrained in basic helicopter use, the HeliportManager should be stationed at eachheliport or helispot during operations toload, unload and enforce safety procedures.

An adequate ground crew should beprovided to perform work in support of themanager and aircraft.

A Manager should be assigned whenever aheliport or helispot is used. An individualtrained in basic helicopter use, the HeliportManager should be stationed at eachheliport or helispot during operations toload, unload and enforce safety procedures.

An adequate ground crew should beprovided to perform work in support of themanager and aircraft.

It is the responsibility of the IncidentCommander or Air Operations Director toplace trained and qualified people in

helicopter management.

It is the responsibility of the IncidentCommander or Air Operations Director toplace trained and qualified people in

helicopter management.

Co n s i d e r a t i o n s W h e n U t il iz in g M e d i aCo n s i d e r a t i o n s W h e n U t il iz in g M e d i a

H e l i c o p t e r s

Since search and rescue teams often requestthe assistance of media helicopters, thereexists the possibility that the helicopteroperations team will be faced with requests

for information and/or interviews by themedia. The Heliport Manager shouldrecognize that press releases and/or mediainterviews are the responsibility of the

Sheriff, Incident Commander, andOperations Chief or assigned PublicInformation Officer. Furthermore,interviews with search team membersand/or subjects or family should bediscouraged until the Sheriff, IncidentCommander and/or Public InformationOfficer has been notified.

Special consideration must be givenwhen working with media helicopters.Photo: Charley Shimanski

Co n s id e r a t io n s Wh e n Ut i li zin g Ae r o -

Med ica l H e l ico p te r s

If aero-medical helicopters arrive at aheliport or at the command post en route toa rescue scene, the Heliport Manager orIncident Commander must assure that theflight nurse is able to quickly contact fieldmedical personnel for a briefing on therescue and/or patient's status. The pilotshould be given a briefing by those familiar

with the designated field LZ.

Locating the Base HeliportNormal guidelines should be observed forhelicopter landing and takeoff areas. The

best heliports are located on exposed knobs,including a spot where a drop-off is possiblefor takeoffs. The higher the elevation, themore important the drop-off becomes. With



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P a r t 3 H e l ic o p t e r a n dH e lip o r t M a n a g e m e n t


16

a drop-off, the helicopter may use lesspower, carry a larger payload and have agreater safety margin.

Location of the heliport should always be aprime consideration. Consider the locationrelative to the command post. If possible,the heliport should be within walkingdistance of the command post, but notlocated so close that dust and dirt wouldaffect base operations and create noise.

The heliport should be large enough toaccommodate all helicopters presently

working on the mission. In extended searchoperations, the Air Operations Chief should

also plan for growth potential.

The heliport must be accessible by road,preferably one other than the main road tothe command post. The heliport shouldhave access to water, if possible.

Activating the Base ofOperations

When activating the Heliport, severalimportant issues must be considered. First,personnel should restrict travel on theheliport using barriers, cones, flagging, etc.

Access control for official vehicles andpersonnel should be provided. Warning anddirectional signals must be provided asnecessary. These include "NO SMOKING"signs at fuel storage areas around heliportas well as directional signs pointing the wayto the heliport and the command post.

A windsock or flagging (if windsock is notavailable) must be installed as well. Windindicators must not be in any takeoff or

landing path. Wind indicators should beposted where pilots can clearly see them.

Wherever possible, use a smooth surfacepole so that wind indicators will not "hang-up" while wind or rotor wash is blowing.

Fuel and Oil considerations must be madeas well. The Heliport Manager mustmaintain adequate supplies of jet fuel and

oil. All drums should be stored 100 feetfrom the landing area. Shade and aircirculation must be provided. Finally, fueltrucks should be on the landing and takeoff

area only during refueling, and then movedaway.

It is essential that communications issues beaddressed. First, telephonecommunications with the command postmay be useful. Radio communications

between aircraft, managers and thecommand post are essential for efficient use.Pilots should be briefed on the appropriatefrequencies for all communications. Finally,all helicopters must be equipped with

radios/frequencies essential to the mission.

Trash cans for paper, oily rags, and oil cansetc. may be useful. If the mission isanticipated to be a long one, a portablegenerator or other source of electricity isnecessary to provide lights. Water or dustabatement liquids should be used tomaintain a dust-proof environment for theheliport. Finally, a vehicle to take rescuers,pilots and key overhead to and from thecommand post would be advisable.

Managing theHeliport

Duties of the HeliportManagerThe following duties are the responsibility ofthe Heliport Manager:

First, s/he requests ground operations crew

through the Operations Chief. S/he alsosupervises construction of the heliport andhelispots. The Heliport Manager must alsoorder necessary facilities and equipmentfrom the Operations Chief for safe efficientheliport operation. Supervises installationand placement of facilities



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P a r t 3 H e l ic o p t e r a n d

H e lip o r t M a n a g e m e n tHelicopters in Search and RescueIntermediate Level

17

The Heliport Manager must obtain data oneach aircraft operating on the heliport,including:

Type Owner and pilot(s) Estimated time of travel Limitations on normal use Hours flown

S/he must also secure a priority list of airmissions and schedule flights, as directed bythe Operations Chief and/or IncidentCommander. In addition, the HeliportManager supervises and clears all missionsapproved by the project manager(Assignments should be made the previousnight, during the evening planning session).Maps showing mission area, hazard areas,heliports, etc. must be furnished tohelicopter support crews and pilots.

The Heliport Manager must brief pilots,helicopter support crews and otherpersonnel on the following:

Type of mission to be flown Landing and takeoff areas

(helispots) to be used and theirnumbers

Weather conditions Hazards, such as power lines Safety and emergency procedures Other aircraft activities Established flight patterns at all

landing areas

Communications protocol andfrequencies

Aided by the ground crew, s/he mustinstruct all personnel in helicopter safety.Emphasis is placed on safety training inapproaching, entering, riding and exitingthe helicopter. The Heliport Manager mustalso assure that personnel and freight areloaded at the heliport and unloaded at thefield helispot safely

Flight operations must be ceased duringperiods of high wind and poor visibility.

Operational concerns must also be

addressed. The Heliport Manager mustreceive overhead, crews and suppliesarriving at the heliport and verifyarrangements for transportation to assigneddestinations. S/he must also records ETA'son all assigned helicopters. Remember thatthe Heliport Manager works closely with thedispatcher and timekeeper. By recordingETA's, better helicopter management isrealized and immediate search can beinitiated for overdue or lost helicopters (Amissed radio check-in during a 1988 Alpine

Rescue Team search was the primary reasonfor a quick spotting of the downed aircraft

with one survivor on board).

Arrangements to protect helicopters at nightmust be made.

Duties of the Heliport CrewThe Heliport Crew must construct andequip the heliport as directed by theHeliport Manager. They must maintain theheliport including dust abatement. They

must also assist in supervising loading andunloading of personnel. It is best to escortpersonnel to and from the helicopters.Ground crewmen also carry tools andequipment for passengers and check belts

before takeoff.


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Co n c lu s i o n a n dA c k n o w l e d g e m e n t s


18

The key to effective utilization of any

resource in search and rescue operationslies in the following factors:

Early identification of therequirements

Effective mobilization of therequired resources

Efficient management of theresources at the scene

Accountability for resourceutilization

With helicopter resource management,additional concerns are vital to the successof the operation. These are:

Assurance that safety considerationsare not only met, but exceeded

A complete risk-benefit analysis isperformed prior to the utilization ofany aircraft

With proper management of airborneresources, search and rescue teams can

accomplish more than is possible withsimply ground-based resources.

Once again, "helicopter management" is"the direction, scheduling, coordination andcontrol of helicopter use in accordance withagency policies to ensure maximumefficiency as well as safety in all aspects ofthe search or rescue operation."

Our thanks to the following individuals andorganizations that assisted in thedevelopment of this program:

"Flight for Life" staff and pilots - St.Anthony's Hospital, Denver CO

"Air Life" pilots - CentennialHospital, Denver CO

Richard Arnold - Past President,Mountain Rescue Association

Keith Cubbege former Dispatcher,Air Life, Denver CO

Drew Davis - Past President,Mountain Rescue Association andColorado Search and RescueBoard

Jim Frank - Santa Barbara CountySheriffs SAR

Mike Fyola - Pilot, Jefferson County(CO) Aviation Wing

Steve Kelleher - Alpine Rescue TeamTim Kovacs Past President,

Mountain Rescue AssociationPeter Peelgrane - Chief Helicopter

Pilot, KUSA-TV Denver COMark Reese - Office of Aircraft, U.S.

Department of the InteriorMike Silva - Helicopter Pilot, KCNC-

TV Denver CORich Westra - Helicopter Pilot,

KMGH-TV Denver CO



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The Mountain Rescue Association is an organization dedicated to savinglives through rescue and mountain safety education

www.mra.org
http://www.mra.org/http://www.mra.org/http://www.mra.org/

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