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Aviation History
1977
1977 - 0035.PDF
f LIGHT International, I January 1977 33 SEARCH AND RESCUE transit speed of about 105kt and an endurance of over 5hr. It has 230ft of winch, cable and can carry ten survivors. The Sea King's radar, its ability to auto-hover and ad vanced communications equipment have allowed it again and again to operate in the most extreme weather con ditions. The lack of spray/ice-ingestion shields for the engines has sometimes caused trouble, but the Fleet Air Arm has nevertheless done an outstanding job with its Sea Kings. The aircraft are available from both Culdrose and Prestwick at l^hr readiness, although daylight reac tion time is much less. In the SAB. role they follow BN procedure and carry an aircrew diver. Comprehensive first-aid kits are also available as standard, and medical assistance can be given while the aircraft is on task. The BAF is buying 15 Sea Kings from Westland for search and rescue around Britain, although the original in-service date of late 1977 has now slipped by a few months. The BAF Sea King project officer was appointed in November, but it seems that the Ministry of Defence has not yet decided exactly what the type will do when not on rescue duty. This is one of the most expensive SAR purchases ever made in Britain, and the BAF is obviously intent on getting full value by using the aircraft for such secondary tasks as tactical transport. Many SAR people feel that the new type should carry a very comprehensive medical kit if it is to be of most use at long range. Helicopter recovery procedures On arrival at the scene of an incident, the aircraft crew tries to assess the best re covery method. The normal method is the double-lift, in which the SAB crewman (wearing a seat-type harness) is lowered to the site carrying a standard Nato rescue strop which he then places over the survivor's shoulders and under his arms. Both people, after a check to ensure the strop is fitting snugly, are then winched into the aircraft together. If the survivor is tangled in parachute lines or wreck age, for example, the double-lift can still be used, but the crewman hooks himself on to an extension after he has secured the casualty. The cable is then taken in very slowly and any entanglement is carefully freed by the crew man, who is beneath the survivor and can see what is causing the problem. Once cleared, the survivor and crew man are both lowered back into the water away from the tangle, the crewman hooks himself back on to the cable direct, and the lift is carried out in the normal way. The use of a single-lift, in which the bare strop is lowered alone, is unusual. The strop is not difficult to posi tion, however: the "victim" should put it over his shoul ders and under his arms with the loop around the back, pull down the cloth closing ring and check for a snug fit. Once the strop is in place, a thumbs-up will tell the winch operator to start lifting. If the survivor is injured, a stretcher will be lowered with the crewman, who will then place the casualty in it and re-hook it on to the cable. When first contact is made by the crewman, a discharge of static electricity will cause a slight shock. This can be avoided if the crewman earths himself first. If in doubt, and even if one is familiar with winching procedures, it is best to leave it all to the crewman. The same basic pro cedures are applicable for shore incidents, although the aircraft will if possible land on site. SAR and the average aviator It is to be hoped that all pilots pay some heed to emergency procedures, even though some may be convinced that "It can't happen to me". The VHF (AM) distress channels are in general well known, but in too many cases the matter is allowed to rest there. The wise pilot will constantly question his ability to handle any airborne emergency or SAB problem. He will find that all of the authorities involved in search and rescue are glad to explain what they can do and how they do it. While security may make it hard to contact the military on their home ground, SAB agencies will nor mally be glad to set up aircrew briefings, especially if these can be turned into club or group events. Following a request from the Portuguese Navy, a Royal Navy Sea King of 824 Naval Air Sqn, based on board HMS Ark Royal, picked up a sick sailor from the Portuguese submarine Barracuda some 75 miles south west of Lisbon. The casevac was carried out (above) in fairly rough seas, as many viewers of the British television series Sailor will remember, Below, RNU lifeboats play an important part in SAR training exercises. RNLB BP Forties from Aberdeen is seen during combined training The provision of personal survival equipment is too often left to chance: life jackets are allowed to go un- serviced for years, and dinghies are either ignored or neglected. How often does the average pilot try to don his or her lifejacket (if one is carried) while airborne? What about those for the passengers? If a dinghy pack is carried, what is in it? How easy is it to remove from the cabin in extremist How does it work? What emergency gear should the wise and well equipped aviator carry? Incredibly, the official answer for the private pilot not flying for hire and reward is—nothing. Alone of all European nations, Britain does not appear to have any legislation on this subject, although the commercial field is well covered. Aircraft engaged primarily in flying around club circuits obviously need little or nothing in the way of survival equipment, but some thought must be given to its provision if one is going further afield. A few items of warm clothing in the back could be vital in the event of a forced landing in the wilds, and a single first-aid kit is essential in any aircraft. Well maintained and easily accessible lifejackets are necessary for any overwater flying. A Personal Life- saving Beacon (PLB) will cost about £100, an outlay which could begin to look very reasonable in an emer gency. Proper maintenance of life-saving equipment is expensive but must be seen to regularly. How much is a life worth when equipment fails through age or deteriora tion? A small stock of flares and smoke candles and a signal-
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