SAR Files: View from Above: The Coast Guard

December 1998 - January 1999

This is an article from WaveLength Magazine, available in print in North America and globally on the web.

by Lee Hindrichs

In a Sidney coffee shop, curiosity spurred by ignorance resulted in my introduction to Captain Kharim Schliewinsky, and the world of search and rescue helicopters.Captain Schliewinsky answered my questions by organizing a training mission with the 443 Maritime Helicopter Squadron. For our rescue-training mission the team consisted of two pilots (Major Mike Meraw & Captain Gerry Jones) and two navigators (Captain Schliewinsky and Sergeant Mario Roussel).

Responsibilities of the navigators include plotting search patterns, judging the area of probability for the search, calculating time and distance, handling radio work and designating navigation routes. Once the actual rescue is in process the navigators move to the belly of, the helicopter. One operates the hoist while the second performs the actual rescue. As well as flying, the pilots watch for survivors, maintain radio communications and do the vital maneuvering to enable the rescue to take place.

THE BRIEFING

Before the Sea King helicopter ever leaves the ground the team gathers to be briefed. The mission, information regarding the survivors (i.e. number, colour of clothing, probable condition), wind direction, weather conditions, and how the wind will affect the hoist all need to be analyzed. Charts and any required first aid equipment need to be gathered. Time for standard start up checks is also required.

During the day 30 minutes will elapse between receiving the call and deployment an aircraft. After working hours, up to 2 hours or longer may be required for deployment. Limitations are also imposed by the weather. It is a judgement call of the pilot when they fly. Low cloud, fog, less than two miles visibility or a 300-ft. ceiling would put the life of the crew at risk. This they will not do. They are not cowboys; they're professionals. The safety of the aircraft and crew is paramount to the completion of the mission.

As it is, the equipment is antiquated. The six Sea Kings at 443 SQN, although still dependable, are 35-year-old technology. At any given time one is grounded for a complete overhaul. All spend 4-5 hours in maintenance for every hour of air time. A Sea King carries 4 hours worth of fuel, enough to search 350 miles. The larger the search area, the more time and fuel used covering the extra miles. Narrowing the search area increases the chances of a successful rescue. A detailed float plan can supply accurate information on your most probable location.

Carrying a VHF radio is the most obvious and the most direct form of communication. Some of the Sea Kings have Direction Finding Capability and can determine your location by monitoring your transmissions. VHF radios are available through many kayaking clubs to their members. Some outdoor stores rent VHF radios. If you plan on doing a lot of paddling, purchasing a VHF would be a wise course of action. Contact Industry Canada about obtaining a radio license.

THE SEARCH

Finally airborne, we proceed to the last known position (accounting for drift). Search patterns differ depending on how old the data is. Should you find yourself in the position of being the survivor in search of a rescuer you can draw attention to yourself by:

1. Calling for help on channel 16 on your VHF. If the Sea King is equipped it may have Direction Finding Capability and be able to identify where the radio signal comes from.

2. Fire off a flare appropriate to the light conditions i.e. smoke during the day. Do not fire your flare al the helicopter.

3. Movement attracts attention. Try splashing and waving your arms about.

4. Bright unnatural colours such as an orange hat increase your chance of being spotted by 200% during daylight. Keep in mind that only your head and shoulders can be seen. White blends into white caps and dark hair is hard to see.

5. Sea dye markers colour the water orange and can be easily seen.

6. At night attempt signaling with a light; strobe light is most effective. Reflective tape/clothing or a glow stick are also helpful.

7. Don't bother with sound. You won't be heard over the engine.

At last a helicopter comes into view, and you think that it sees you. Your spirits soar then, just when you think that rescue is imminent the helicopter leaves. You're devastated; your chances of rescue are fading away. Don't despair, the helicopter is just adjusting its approach. It needs to approach a site into the wind so that it can hover. There may also be other preparations going on inside. It could take as long as fifteen minutes to get into position. Fifteen minutes is an eternity when you're counting each second.

THE APPROACH

The Billy Pugh Net allows two people to be rescued at once.

The helicopter descends above you. A deafening noise swallows all other sound. The wind of the rotor blades whips up the waves and your vision is obscured by

spray painfully pelting your face. The sensory overload created by the helicopter is never expected. You are suddenly immersed in 90 decibels of sound, making audible communication impossible. The rotor blades create a down-wash of 50-60 knots. Your movements are hampered and you're almost blinded.

Before the rescue can take place you must get out of your boat and into the water, immersed with only your head and shoulders exposed. A boat floating on top of the water will be blown out of range by the rotor wash. During our rescue scenario I watched the survivors' (Master Seaman Dan Larche and P02 Dan Bodder) kayak repeatedly roll over and over well away from the rescue area. If you can't swim, fill your boat with enough water to stabilize it so that it can no longer be blown out of rescue range. Remember, you will have to exit your boat in order to be rescued. An auxiliary vessel will pick up your kayak and return it to you when feasible.

THE RESCUE

Ideally, a horse collar will be lowered down with a rescue person to assist.

There are three methods by which a person in the water can be rescued:

1. Rescue person with a horse collar

The helicopter will maneuver the rescuer towards you. Once they are in the water swim towards them. The helicopter crew will attempt to maneuver the rescue person towards you. Once in contact the rescue person will put a horse-collar around you. When secured the rescue person will wrap their arms and legs around you. Keep your arms to your side to prevent the horse collar from slipping. Do not be alarmed if you suddenly feel pulled out of the water and at an angle.

2. The Billy Pugh Net

The favoured rescue method for downed aircraft. Its advantage is that two survivors can be rescued at once. just swim into the net and hang on. Make sure that all of your limbs are inside of the net as you are raised.

3. Horse collar with no assistance

If for some reason neither of the previous two methods are possible a horse collar will be lowered on its own. The collar goes around your back and is secured under your arms at your chest. Once in the horse collar keep your arms at your side to prevent yourself from slipping out.

If there are no other alternatives, a horse collar will be lowered without a rescuer

For any of these rescues it is imperative that YOU DO NOT TOUCH the rescue person or any equipment until it has entered the water. They may be carrying an electrostatic shock generated by the rotation of the rotor blades. Once in the water they are effectively grounded.

Once secure, the hoist is retracted from the water and you are drawn upward. As you approach the helicopter door the rescuer or the onboard navigator will protect your head. Once in you will be "positively controlled" (gently manhandled) into a chair and safety belted into your seat. The best thing for you to do at this point is nothing. The crew is trained in this very foreign environment and have a standard set of procedures that they will follow to bring you back as safely as possible.

Whilst I was hanging out the side door of the Sea King brandishing my camera my ability to think clearly and concisely was impaired by the sensory overload. Trying to balance against the tiny 'G' forces, the motion of the aircraft as well as being deafened and having wind and spray pelting my face made operating a camera a tough challenge. I have no idea how one learns to deal with the onslaught of information involved in flying.

In response to my thanks for arranging this rescue training Capt. Schliewinsky was earnest in his encouragement of tours and familiarization. Training for 443 SQN is ongoing as it is for all involved with SAR. Experience is needed to adjust for wind and waves. Since SAR missions account for only 10% of total taskings, opportunities for training are embraced. Their logbook even boasts of a rescued dog. The majority of their time is consumed by supporting other government agencies like the Fisheries and Oceans Canada and the RCMP.

Safe paddling.

Lee Hindrichs co-owns and operates Windrunner Ocean Adventures in Sidney, BC. Ph: 250/116-2628.

If you wish to visit 443 SQN or find out more about rescue procedures they can be contacted at ?50/363-6676, email hornet®direct.ca.