Aircrew Standards Manual FY2015 V1

Aircrew Standards Manual
STAR Flight - Shock Trauma Air Rescue preserves life, improves

health and supports public safety.
January 2015
This page intentionally left blank.

Table of Contents
Foreword
Chapter 1
Page
Introduction
1-1 Pilot in Command
1-2 Crew Chief
1-3 Helicopter Rescue Specialists
1-4 Helicopter Fire Specialists
1-5 Pilot Command Instructors
1-6 Rescue Command Instructors
1-7 Adjunct Rescue Instructors
1-8 Field Training Officers
1-9 Symbol Usage and Word Distinctions
Chapter 2
Training
2-1 Initial Training
2-2 Currency Training
2-3 Refresher Training
Chapter 3
2-1
2-8
2-9
Evaluation
3-1 Evaluation Principles
3-2 Grading Considerations
3-3 Crewmember Evaluation
3-4 Evaluation Sequence
Chapter 4
1-1
1-1
1-1
1-1
1-1
1-2
1-2
1-2
1-2
3-1
3-1
3-2
3-2
Crewmember Tasks
4-1 Task Contents
4-2 Task List
4-1
4-5
Chapter 5
Crew Resource Management
5-1
Appendix A
Aircraft Configuration
A-1
Appendix B
Rescue Equipment
B-1
Appendix C
Crewmember Personal Protective Equipment
C-1
Appendix D
Voice Commands
D-1
Appendix E
Communications for SAR Operations
E-1
Appendix F
Hoist Wire Rope Considerations
F-1
FOREWORD
STAR Flight is a public safety rescue helicopter program that maintains a dynamic and
challenging multi-mission profile. Although no single document can provide provisions for every
situation we may encounter, this document is intended to provide crewmembers with standards
and guidelines from which to base operational decisions. The standards contained herein are
based on program history, other respective helicopter operations standards and manufacturers
recommendations.
This Aircrew Standards Manual (ASM) standardizes aircrew training programs, flight evaluation
procedures and provides specific guidelines for executing aircrew training. It establishes
crewmember initial training, currency requirements and refresher training, as well as evaluation
requirements.
Crewmembers will use this manual as a "how to" source for performing crewmember duties.
This manual also provides performance standards and evaluation guidelines so that
crewmembers are familiar with the expected level of performance. Each task is outlined with a
detailed description of what is required to meet the standard.
Though variables will exist during every mission, crewmembers will have the discretion to utilize
and apply these standards based upon the scenario presented. Safety, communications,
planning, teamwork and post-mission analysis and documentation are the key factors to
mission-success. These actions form the foundation for every mission we are tasked with. The
community we serve has high expectations, but none higher than those we set for ourselves.
ANNUAL REVIEW
The ASM will be reviewed annually during the month of January. The STAR Flight Chief
Medical Supervisor and the Chief Pilot, or their designees, are the custodians of this document
and are responsible for ensuring that all updates and revisions are distributed to the appropriate
parties in a timely manner. The latest approved version of the document will be formatted,
protected and placed on public drive folders for flight crews to review at their convenience.
Following the annual review, digital copies will be authorized by the Program Director and
Director of Aviation Operations and distributed to flight crews.
CHANGES TO THIS DOCUMENT

Changes to this document will be incorporated as necessary. Each change will be numbered
(Change 1, Change 2, etc.) and may include multiple individual changes to the document. The
cover sheet of the change will include the date of effectiveness of the change, as well as a list of
the pages to be removed, and the pages to be inserted. Each change will require a removal
and replacement of the affected pages. A change may include additional pages not previously
in existence.
The changes will be noted on each changed page in one way. The most recent change will be
highlighted by a bold vertical bar at the outside edge of the page adjacent to the
text/table/diagram changed (seen here as an example).
ii
When the change has been applied to the document, the change cover sheet will be inserted as
the first page of the document, indicating it has been updated. Electronic copies will reflect their
change number in the document file title as a suffix at the end of the file name (i.e., _Chg2).
NO UNCURRENT VERSIONS OF THE DOCUMENT ARE AUTHORIZED; ALL CHANGES
MUST BE APPLIED UPON THEIR EFFECTIVE DATE, AND OLDER ELECTRONIC COPIES
DESTROYED.
iii
Travis County
STAR Flight
7800 Old Manor Road
Austin, TX 78724
Dispatch 1-800-531-STAR
Administration (512) 854-6464
Fax (512) 854-6466
www.starflightrescue.org

CHANGE 1
01 January 2015
This change details removal and insertion of pages to the Aircrew Standards Manual, dated
January 2015.
The substance of the changes on each page is delineated by a solid black line adjacent to the
text, table, or graphic that has been changed.
ASM Changes
Chapter 2
1. Table 2-3 Annual Public Mission Currency Standards
a. Changes to the frequency of some requirements
Chapter 4
1. Task 1005
a. Added standard
2. Task 1015
a. Updated ETA standard
3. Task 1030
a. Changes to the aircraft movement commands ( return to way it was)
4. Task 2000
a. Updates to CC/HRS actions
5. Task 2200
a. Updated crew standards
b. Updates to CC/HRS actions
6. Task 3020
a. Updated crew standards
7. Task 3105
a. Updated information under Other Considerations
8. Task 3200
a. Updated CC standards
b. Updated NVG considerations
9. Task 3210
a. Updated CC actions
10. Task 3220
a. Updated description and actions for P/CC/HRS
Travis County
STAR Flight
7800 Old Manor Road
Austin, TX 78724
www.starflightrescue.org
Dispatch 1-800-531-STAR
Administration (512) 854-6464
Fax (512) 854-6466
11. Task 3230

a. Updated Cable Splice
b. Updated Spinning Load
c. Updated Hoist Cable Entanglement with an Object on the Ground
d. Updated Damage to the Hoist Cable and load on Cable
e. Updated Damage to the Hoist Cable and no load on Cable
f. Updated Known or Suspected to Damage to Hoist
g. Updated Boom failure
h. Updated Failure of one/both generator(s)/ Single generator
i. Updated Single engine failure/ Fly away possible
j. Updated Single engine failure/ Fly away not possible
12. Task 3240
a. Updated RCI/ARI actions
13. Task 3250
a. Updated Tag line task
14. Task 3300
a. Updated CC actions
15. Task 3400
a. Updated crew actions
16. Task 3410
a. Updated CC Actions
17. Task 3500
a. Updated CC/HRS actions
18. Task 3510
a. Updated standards
b. Updated other considerations
19. Appendix A
a. Updated aircraft configuration
20. Appendix B
a. Updated Rescue Equipment
21. Appendix F
a. Updated Hoist wire rope considerations
Chapter 1
Introduction
This chapter will provide detailed information on a crewmembers designation and the
responsibilities of that position.
1-1 Pilot in Command (P)

The P has the ultimate authority over all aircraft operations as outlined in the Travis
County Helicopter Operations Manual, section 104-105.
P pre-requisites are outlined in the Travis County Helicopter Operations Manual.
The P rescue clearance process is outlined in the Travis County Aircraft Training
Manual. Upon successful demonstration of competency and completion of the training
program, a Pilot will be designated as a P.
1-2 Crew Chief (CC)

The designation of CC is reserved for those individuals at STAR Flight that have
successfully completed the transition from Helicopter Rescue Specialist (HRS) as
outlined in Chapter 2 of this manual. The position of CC builds upon the skills of an
experienced HRS, adds an expanded level of responsibility and demands a global
thought process. For public safety operations, the CC is responsible for coordinating
the operation, communicating with ground resources, providing the P with aircraft
movement commands, deploying and recovering the HRS, firefighting operations and
documenting the operation for QA/QI purposes.
1-3 Helicopter Rescue Specialists (HRS)

The designation of HRS is assigned to individuals who have successfully completed the
syllabus as outlined in Chapter 2 of this manual.
1-4 Helicopter Fire Specialists (HFS)

The designation of HFS is assigned to individuals who have successfully completed the
syllabus outlined in the HFS Task Book.
1-5 Pilot Command Instructors (PCI)

The designation of PCI is reserved for those pilots at STAR Flight that are qualified to
perform all categories of pilot training.
Chapter 1 -1
1-6 Rescue Command Instructors (RCI)

The designation of RCI is reserved for those individuals at STAR Flight that are
qualified to perform all categories of crewmember training.
1-7 Adjunct Rescue Instructors (ARI)

Adjunct Instructors are utilized by the STAR Flight Program to assist with specific
mission training on an as-needed basis which provides an extra level of flexibility for the
scheduling and completion of public mission training. Adjunct instructors shall be those
Pilots and Crew Chiefs who have demonstrated a high level of competence in their area
of expertise as well as the ability to instruct.
1-8 Flight Training Officers (FTO)

The designation of FTO is reserved for those individuals at STAR Flight who have
demonstrated a thorough knowledge of all current policies and procedures and have
consistently shown the ability to exercise sound judgment as well as the ability to
instruct.
1-9 SYMBOL USAGE AND WORD DISTINCTIONS

1. Symbol usage. The diagonal (/) means one or the other or both. For
example, CC/HRS may mean CC or HRS, or it may mean CC and HRS.
2. Word distinctions:
(a) Warnings, cautions, and notes. These words emphasize critical and
important instructions.
i.
A warning indicates an operating procedure or a practice that, if

not correctly followed, could result in personal injury or loss of
life.
ii.
A caution indicates an operating procedure or a practice that, if

not strictly observed, could result in damage to, or destruction
of, equipment.
iii.
A note highlights essential information that is not of a

threatening nature.
(b) Will, shall, must, should, and may. These words distinguish between
mandatory, preferred, and acceptable methods of accomplishment.
Chapter 1 -2
i.
ii.
iii.
Will, shall, or must indicate a mandatory requirement.

Should is used to indicate a non-mandatory but preferred
method of accomplishment.
May or can indicate an acceptable method of accomplishment.
Chapter 1 -3
Chapter 2
Training
This chapter describes all requirements for training. Training is a vital component to
mission success. Due to the risk involved in performing our missions, it is imperative that
the training program be strictly administered, maintained and monitored.
Standardization shall be emphasized during all training missions to reinforce consistent
performance during actual missions. Crewmembers shall use standardized checklists,
terminology and procedures as set forth in this manual.
Each flight training mission shall commence with a detailed brief as set forth in the Flight
Database Event Action Plan (EAP) section, with clearly communicated goals. Safety
checks and communication should not deviate from standards listed in each task. A
thorough post-mission after action report (AAR) shall be conducted to include:
o
o
o
o
o
Safety
Overall mission conduct
Training goals achieved (or missed)
Unusual circumstances encountered
Suggestions for further improvement and recommendations for future training
2-1 Initial Training

1. Initial Aircraft Qualification
(a) Initial P aircraft qualification for both the EC-145 and the UH-1 will be
conducted in accordance with the appropriate Pilot Training Manual.
(b) Initial Crewmember aircraft qualification will be conducted in accordance
with the New Crewmember Training Program.
2. Initial Night Vision Goggle (NVG) qualification
(a) Will be conducted in accordance with the NVG Training Program

i. All pilots and crewmembers will receive academic training and
demonstrate a working knowledge of the topics and information
contained in Section 2 of the NVG Training Module.
(b) NVG Flight Training
i. Pilots with no previous experience will have a minimum of 5 flights,
no less than 1 hour per flight, of NVG flight training with the pilot
receiving instruction at a duty station with access to the flight
controls.
2-1
ii. Crewmembers with no previous goggle experience will have a

minimum of 3 flights, with a minimum total time of 2.5 hours, with the
crewmember receiving instruction at their assigned duty station.
3. Initial Public Mission Qualification
(a) Initial Public Mission Qualification training will be conducted in accordance
with the ASM with an approved instructor(s) onboard the aircraft. Crews
are not authorized to conduct initial public mission training without an
instructor.
i. Academic/Prerequisites - All crewmembers will receive academic
training and demonstrate a working knowledge of the topics and
information contained in helicopter rescue training.
Pilot
1. Prerequisites - The following items must be complete prior to
commencing Public Mission Training:
(a) Initial Pilot Training in accordance with the
Austin/Travis County EMS Pilot Training Manual,
Section 2
(b) Completion of training on all 1000 series base tasks.
2. Academic Training - The following subjects must be
complete prior to flight training for the particular subject
(order of subjects is not mandated):
(a) Helicopter Rescue Ground School
(b) Fire Suppression Operations
(c) Aviation Fire Suppression On-line Courses:
i. SEAT 1
ii. SEAT 2
iii. SEAT 3
3. Rescue Training - The pilot will receive instruction and
participate in practical training sessions for the following:
(a) Water Confidence
(b) Dunker
(c) HEEDS/SEA Air
(d) Static Hoist Drills
2-2
Helicopter Rescue Specialist

(a) Completion of all 1000 series base tasks
(b) Approval from:
i.
Chief Medical Supervisor
ii.
Director of Aviation Operations
iii.
Program Director
2. Academic Training - The following items must be complete

prior to commencing Public Mission Training (order of
subjects is not mandated):
(a) Mission Philosophy and Overview
(b) Swiftwater Rescue Operations
(c) Cars in water
(d) Survival egress air
(e) Radio Assisted Tracking Device (RAT)
(f) Extraction Litters, Collars and Harnesses
(g) Breeching Kit
(h) Helicopter Rescue Ground School
(i) Rescue Equipment
(j) Personnel Protective Equipment Decisions
(k) Search Tactics
(l) Aviation Fire Suppression On-line Courses:
i.
SEAT 1
ii.
SEAT 2
iii.
SEAT 3
3. Rescue Training - The crewmember will receive instruction
and participate in practical training sessions for the following:
(a) Survival egress air
(b) Water Confidence
(c) Dunker
(d) Survival egress air
(e) Rescue Swimmer Course
(f) Swiftwater Rescue Course
(g) Static hoist drills
(h) Rope Rescue
2-3
Crew Chief
(a) Meets all requirements for HRS
(b) Currently assigned / cleared to independent duty
(c) One year experience as an HRS (preferred)
(d) Approval from:
i.
Chief Medical Supervisor
ii.
Director of Aviation Operations
iii.
Program Director
2. Academic Training - The following items must be complete
prior to commencing Public Mission Training (order of
subjects is not mandated):
(a) Helicopter Rescue Ground School
(b) Rescue Equipment
3. Rescue Training- The crewmember will receive instruction
and participate in practical training sessions for the
following:
(a) Static hoist drills
The goal is for crewmembers to complete all 1000 series tasks prior to initiation of
Public Mission Training. However, both base tasks and mission tasks may be
performed concurrently
ii. Flight Training (Proficiency-Based)
1. Pilots will be trained in accordance with Table 2-1
2. CCs will be trained in accordance with Table 2-1
3. HRS will be trained in accordance with Table 2-2
4. HFS will be trained in accordance with HFS Task Book.
Training will meet the minimum iteration requirements of that
appendix.
2-4
Table 2-1 Pilot and Crew Chief Modules

A1- Day Land- Observation Flight (no live loads)
Direct Deployment and Recovery
a.
Open area with weighted bag
Direct Deployment
a.
b.
Attach to prepackaged Bauman Bag
c.
Recovery to 7 meter position
d.
Demonstration of max air speed and angle of bank
e.
7 meter delivery
Emergency Procedures
a.
Runaway hoist
b.
Blocked hoist
c.
Single engine failure (before)
d.
Lost ICS communications
e.
Pendulum
f.
Spin
A2- Day Land- (no live loads)

a.
Direct Deployment
a.
b.
c.
d.
e.
7 meter delivery
Emergency Procedures
a.
Runaway hoist
b.
Blocked hoist
c.
Single engine failure (before)
d.
Lost ICS communications
e.
Pendulum
f.
Spin
Equipment Delivery
a.
Deployment of backboard
A3- Day Land

a.
Open area no medical bag
Direct Deployment
a.
Confined area with medical bag
b.
c.
d.
7 meter delivery
A4- Day water

Direct Deployment Recovery and Recovery
a.
Open water to Bob
Direct Deployment and 7 Meter
a.
Open water to Bob
b.
Deployment of LSC
c.
d.
7 meter delivery
2-5
A5- Night Land

a.
Direct Deployment
a.
b.
c.
d.
7 meter delivery
A6- Night Water

a.
Open water to Bob
a.
Open water to Bob
b.
Deployment of light sticks*
c.
Deployment of LSC
d.
e.
7 meter delivery
* may not be needed each time
A7- Short Haul

Short Haul
a.
Deployment of Short Haul Line*
b.
HRS Insertion/Extraction*
c.
Spider Rig
*Minimum items required to be completed for release to independent duty
A8- Bambi Bucket

Bambi Bucket Operations
a.
Direct bucket into water source
b.
Concentrated drops on simulated fire
c.
Dispersed drops on simulated fire
A9- Special Considerations (Does not need to be completed prior to release to independent duty)
Special Considerations*
a.
Slope evacuations
b.
Swift water
c.
Tree extractions
*May be completed by either hoist or short haul
2-6
Table 2-2 Helicopter Rescue Specialist Modules

R1- Day Land
a.
Direct Deployment
a.
b.
c.
d.
e.
7 meter delivery
Direct Deployment
a.
b.
c.
d.
7 meter delivery
R2- Night Land

a.
a.
b.
c.
d.
7 meter delivery
R3- Day Water

a.
Aggressive swim to Bob
b.
Victim tows
a.
Deployment of LSC
b.
Simulated patient packaging in LSC
c.
d.
7 meter delivery
R4- Night Water

a.
Aggressive swim to Bob
b.
Victim tows
a.
Deployment of LSC
b.
Simulated patient packaging in LSC
c.
d.
7 meter delivery
2-7
R5- Multiple Victims

Direct Deployment and Recovery with Victims
a.
Package patient in extraction harness (Quick Strop/ Hasty Harness)
b.
Recovery of patient and rescuer to aircraft
c.
Secure patient to victim restraint belts
d.
Direct deployment to second patient
e.
Package patient in extraction harness (Quick Strop/ Hasty Harness)
f.
Recovery of patient and rescuer to aircraft
R6- Short Haul

Short Haul
a.
Deployment of Short Haul Line*
b.
HRS Insertion / Extraction*
c.
Spider Rig
*Minimum items required to be completed for release to independent duty
R7- Special Considerations (Does not need to be completed prior to release to independent duty)
Special Considerations*
d.
Slope evacuations
e.
Swift water
f.
Tree extractions
*May be completed by either hoist or short haul
2-2 Currency
1. Aircraft Currency - Aircraft currency for pilots will be per Section 4 of the Pilot
Training Manual. Medical Crew requirements are linked to completion of Public
Mission currency standards in table 2-3.
2. UH-1 Currency (in aircraft or for Public Missions) for pilots or crewmembers does
not affect currency in the EC-145, nor will it affect line duty assignment.
(a) A pilot whose aircraft currency has lapsed must complete tasks in
accordance with requalification curricula for overdue recurrent training as
defined in the appropriate Pilot Training Manual.
3. NVG
(a) Pilot/CC/HRS - IAW with the Travis County Helicopter Operations Manual
3. Public Mission - Will be based upon completion of table 2-3 as well as the
crewmember annual training record.
(a) Crewmembers who fail to meet currency standards will receive a written
training plan outlining tasks to be completed within a 30 day extension.
Failure to complete the written training plan within the prescribed time will
result in removal of flight status for the crewmember.
(b) Tasks not completed within the 30 day extension period must be completed
with an approved instructor onboard prior to release to independent duty.
2-8
Table 2-3 Annual public mission currency standards

Legend
D- task performed during day
NVG- Tasks performed during NVG flight. Tasks performed/ evaluated while using NVG will suffice for tasks
required in day conditions.
Task
Title
D NVG
3200
Direct deployment and recovery of HRS

Direct Recovery of Patient into Cabin
3210
(Static)
4010
Aircraft start up-UH-1
X
3220
7 Meter delivery of HRS and Patient
Direct deployment and recovery of HRS
3200
X
(CC as HRS)
3300
Short haul
X
4500
Aerial fire suppression-fixed tank
X
3510
Aerial fire suppression- bucket
X
7 Meter delivery of HRS and Patient
3220
X
(CC as HRS)
3105
Search markings*
3110
Radio activated tracking device (RAT)*
3320
Short Haul Spider Operations*
3400
Equipment delivery-water
X
3410
Equipment delivery-land*
3230
Hoist Emergency Procedures*
NA
Cargo Net, Remote Hook, Water Blivet*
*Indicates items that currency can be met academically
Frequency
Position
Every 90 days
P/CC/HRS
Every 90 days
CC/HRS
Every 90 days
Every 180 days
P
P/CC/HRS
Every 180 days
CC
Every 180 days

Every 365 days
Every 365 days
P/CC/HRS
P/CC/HRS/HFS
P/CC/HRS
Every 365 days
CC
Every 365 days

Every 365 days
Every 365 days
Every 365 days
Every 365 days
Every 365 days
Every 365 days
CC/HRS
P/CC/HRS
P/CC/HRS
P/CC
P/CC
P/CC/HRS
P/CC/HRS
X
NA
NA
NA
NA
NA
NA
NA
2-3 Refresher Training

Refresher training is designed for the crewmember that has received initial qualification
but has been in a non-flight status for greater than 90 days. While undergoing refresher
training, the crewmember will be placed with an approved instructor. Refresher training
will be subdivided as follows:
90 days but less than 180 days

180 days but less than 365 days
365 days
1. Aircraft Refresher Training

(a) Pilot refresher training for the EC-145 is conducted in accordance with the
Pilot Training Manual, Chapter 4, Recurrent Pilot Training Segment and
the Aircrew Refresher Training Guide.
i. Pilots will receive academic training and demonstrate a working
knowledge of the applicable topics.
ii. Pilots must demonstrate proficiency and complete all tasks listed in
table 2-3 before they are cleared to flight status
2-9
(b) Crewmember refresher training is conducted in accordance with Aircrew

Refresher Training Guide
i. Crewmembers will receive academic training and demonstrate a
working knowledge of the applicable topics.
ii. The crewmember will receive refresher training and will demonstrate
proficiency from their designated crew stations.
2. NVG Refresher Training
(a) Pilots and Crewmembers will receive refresher training will be in

accordance with the STAR Flight NVG Training Program
i. Pilots and Crewmembers will receive academic training and
demonstrate a working knowledge of the appropriate topics listed in
Section 5 of the STAR Flight NVG Training Manual
ii. Flight Training
Pilots will receive a minimum of 1 hour of NVG requalification
and will complete the NVG Initial Qualification, Aircraft
Training, Flight Training Segment, and Flight Training Module
in its entirety
Crewmembers will receive a minimum of 1 NVG flight with an
approved instructor and will receive instruction at their
assigned duty station
3. Public Mission Refresher Training
(a) Refresher training for Public Missions will focus on the pilot/crewmembers
ability to perform certain mission specific tasks.
i. Academic training should focus on training a pilot/crewmember to
operate as a proficient member of an aircrew during public missions
ii. Flight training will be conducted with approved instructors on board
the aircraft and will be proficiency based.
2 - 10
Aircrew Refresher Training Guide

90-180 Day Refresher Training
1.
2.
3.
4.
Review all 1000 series tasks

Review current Operational advisories and directives
Review Extrication Collars and Litters presentation*
Complete Tasks:
(a) 3200
(b) 3210
(c) 3510
(d) 4010**
(e) 4500**
(f) 3230 (Can be completed by academic evaluation)
5. Review Public Mission Currency Standards and complete any outstanding tasks
>180-365 Day Refresher Training
1.
2.
3.
4.
5.
Review all 1000 series tasks

Review aircraft equipment with FTO*
Review current Operational advisories and directives
Review Extrication Collars and Litters presentation*
Complete tasks
(a) 3200
(b) 3210
(c) 3510
(d) 4010**
(e) 4500**
(f) 3220
(g) 3300
(h) 4510**
(i) 3230 (Can be completed by academic evaluation)
6. Review Public Mission Currency Standards and complete any outstanding tasks
>365 Day Refresher Training
1. Employees must complete all new employee training modules
*--Applies only to CC/HRS
**--Lack of currency in UH-1 tasks does not affect currency in EC-145 tasks
2 - 11
Chapter 3
Evaluation
This chapter describes evaluation principles and grading considerations and contains
guidelines for conducting academic and hands-on testing. Evaluations are the primary
means of assessing flight standardization and crewmember proficiency.
3-1 Evaluation Principles

1. The value of any evaluation depends on adherence to fundamental evaluation principles.
These principles are described below.
(a) The evaluators must be selected not only for their technical qualifications, but
also for their demonstrated performance, objectivity, and ability to observe and to
provide constructive comments. These evaluators are the PCI, RCI, ARI, and
FTOs.
(b) The evaluation method must be based on uniform and standard objectives. In
addition, it must be consistent with the STAR Flights mission and must strictly
adhere to the appropriate task. The evaluator must ensure a complete evaluation
is given in all areas and refrain from making a personal area of expertise a
dominant topic during the evaluation.
(c) All participants must completely understand the purpose of the evaluation.
(d) Cooperation by all participants is necessary to accomplish the evaluation
objectives. The emphasis is on all participantsnot just on the examinee.
(e) The evaluation must produce specific findings to identify training needs. Any
crewmember affected by the evaluation needs to be informed of what tasks are
being performed correctly and incorrectly and how improvements can be made.
2. The evaluation will determine the examinee's ability to perform essential tasks to
prescribed standards. Flight evaluations will also determine the examinees ability to
exercise crew coordination in completing these tasks.
3. The guidelines for evaluating crew coordination are based on an analysis of how
effectively a crew performs together to accomplish a series of tasks. The evaluator must
determine how effectively the examinee employs aircrew coordination.
4. In all phases of the evaluation, the evaluator is expected to perform as an effective
crewmember. However, at some point during the evaluation the evaluator must remove
themselves from the task and allow the examinee to perform.
3-2 Grading Considerations

Evaluations are based on completing the task under ideal situations. Grading is based
on meeting the minimum standard under those conditions. The evaluator must consider
deviations (high wind, turbulence, or poor visibility) from the ideal during the evaluation.
If other than ideal conditions exist, the evaluator must make appropriate adjustments to
the standards.
3-1
3-3 Crewmember Evaluation

Evaluations will determine a crewmembers ability to perform the task listed in their
annual Task Book and verify and an understanding of the subjects listed in this ASM.
The evaluator will determine how much time is spent on each subject based upon the
crewmembers understanding of that particular subject.
1. Performance Criteria
(a) Pilots must perform selected tasks to ASM standards and demonstrate a
working knowledge of the subjects listed below. In addition, they must be
familiar with the items listed in their annual Task Book.
i. Task 3200 (Day / night overwater)
(b) Crew Chiefs/ HRS must perform selected tasks to ASM standards and
demonstrate a working knowledge of the subjects listed below. In addition
they must be familiar with the items listed in their annual Task Book.
i. Task 3200 (Day / night overwater)
(c) HFS must perform selected tasks to ASM standards and demonstrate a
working knowledge of those subjects. In addition they must be familiar with
the items listed in their annual Task Book.
(d) STAR Flight Instructors must be able to objectively evaluate and document
performance of other crewmembers as appropriate.
3-4 Evaluation Sequence

The evaluation sequence consists of four phases. The instructor will determine the
amount of time devoted to each phase.
1. Introduction
(a) Review the examinees training records to ensure that all prerequisites have
been completed.
(b) Confirm the purpose of the evaluation, explain the evaluation procedure, and
discuss what criteria and standards will be used.
3-2
2. Academic Evaluation
(a) Review any relevant standards, policies, regulations or manuals.
3. Flight Evaluation
(a) Briefing, the evaluator will explain the flight procedure and brief the examinee
on what tasks he will be evaluated on.
(b) Preflight inspection, engine start, the evaluator will ensure that appropriate
checklists and manuals are used.
(c) Flight Tasks, the evaluator will evaluate those tasks that are deemed
mandatory for that mission type and may also randomly select additional
tasks for evaluation as needed.
(d) Engine shutdown and after landing, the evaluator will ensure that all
appropriate checklists and manuals are used.
4. Debriefing
(a) Review the examinees strengths and weaknesses.
(b) Offer recommendations for improvement.
(c) Inform the examinee if they passed or failed the evaluation and discuss those
items that were not performed to standard.
(d) Complete all appropriate paperwork.
Note: The evaluator will inform the examinee of any restrictions or limitations that will be
recommended to STAR Flight Command following a failed evaluation
3-3
Chapter 4
Crewmember Tasks
This chapter describes the tasks that are essential for maintaining crewmember skills. It
defines the task title, number, conditions, and standards by which performance is
measured. A description of crew actions, along with training and evaluation requirements,
is also provided. This chapter does not comprehensively cover all the maneuvers that can
be performed in the aircraft.
4-1 Task Contents
1. Task Number- Each ASM task is identified by a 4 digit number. The first number
indicates what series the task belongs too. The series are as follows:
(a) Basic aircrew tasks- 1000 series
(b) EMS aircrew tasks- 2000 series
(c) Public Missions- 3000 series
(d) UH-1H Operations- 4000 series
2. Task Title-The task title identifies a clearly defined and measurable activity. Titles
may be the same in several ASMs, but tasks may be written differently for the
specific airframe.
3. Conditions- The conditions specify the common conditions under which the task
will be performed. All conditions must be met before task can be considered to
have been completed.
4. Standards- The standards describe the minimum degree of proficiency to which

the task must be done. The terms, without error, properly, and correctly apply
to all standards. The standards are based on ideal conditions. Crew actions
(specified in the description) include satisfactorily performing crew coordination.
Many standards are common to several tasks. Unless otherwise specified in the
individual task, the common standards below apply.
(a) All tasks
i. Do not exceed aircraft limitations.
ii. Perform Crew Resource Management.
iii. Maintain airspace surveillance.
(b) Hover
i. Maintain heading 10 degrees.
4-1
ii.
iii.
iv.
v.
Maintain altitude, 3 feet (5 feet for OGE). *

Do not allow drift to exceed 3 feet (10 feet for OGE hover). *
Maintain ground track within 3 feet.
Maintain a constant rate of movement appropriate for existing
conditions.
*These standards require that medical crewmembers announce drift and

altitude changes before exceeding the standard.
(c) In flight
i. Maintain heading 10 degrees.*
ii. Maintain altitude 100 feet.*
iii. Maintain airspeed 10 knots indicated airspeed (KIAS).
iv. Maintain ground track with minimum drift.
v. Maintain rate of climb or descent 200 feet per minute (FPM).
vi. Maintain the aircraft in trim ball width.
*These standards require that medical crewmembers announce any
deviations as they occur and before they exceed the standard.
(d) Medical Crewmembers all tasks with aircraft running
i. Perform Crew Resource Management.
ii. Maintain airspace surveillance.
5. Description- The description explains the preferred method for doing the task to
meet the standards. Although no single document can provide provisions for every
situation we may encounter, this document is intended to provide crewmembers
with standards and guidelines from which to base operational decisions. If
crewmembers are faced with a situation or circumstance that requires deviation
from the established guidelines, they should do so in a safe and efficient manner.
Those judgments will be based on experience, risk analysis and likelihood of
success. When specific crew actions are required, the task will be broken down
into crew actions and procedures as follows.
(a) Crew actions. These define the portions of a task performed by each
crewmember to ensure safe, efficient, and effective task execution. For all
tasks, the following responsibilities apply.
i. Crews will ensure that their physical condition allows them to perform
in high stress situations for extended periods of time in various
environments.
ii. During flight operations, all Personal Protective Equipment (PPE)
appropriate for the mission shall be utilized and safety-checked.
iii. Human factors should be identified and considered before, during
and after flight operations.
4-2
iv. It is to be expected that deviations may occasionally be required to

resolve certain conditions. When a deviation is necessary,
crewmembers should only deviate to the extent required to resolve
the condition and then return as soon as possible to established
standards. Crewmembers shall notify the STAR Flight Management
Team as soon as possible when a deviation occurs
v. All crewmembers. Perform crew coordination actions, and announce
malfunctions or emergency conditions. During VFR flights, attention
should be primarily focused outside the aircraft, maintaining airspace
surveillance, and clearing the aircraft. Provide timely warning of
traffic and obstacles by announcing the type of hazard, direction,
distance, and altitude. Crewmembers must also announce when
attention is focused inside the aircraftexcept for momentary
scansand announce when attention is focused back outside.
vi. The P will ensure that a crew briefing is done and that the mission is
performed according to the mission briefing.
vii. Medical Crewmembers are responsible for maintaining airspace
surveillance, traffic and obstacle avoidance, safety, security of
passengers, and equipment. They provide assistance to the P as
required. They are also responsible for maintaining the aircraft or
mission equipment according to their designation at STAR Flight.
6. Considerations. This section defines consideration for accomplishing the task

under various flight conditions such as night, NVG, sand/dust. Crewmembers must
consider additional aspects to a task when performing it in different environmental
conditions.
(a) Crewmembers must use proper scanning techniques to detect traffic and
obstacles and to avoid spatial disorientation.
(b) Crewmembers should determine the need for artificial lighting prior to
descending below barriers and adjust search/landing light for best
illumination angle without causing excessive reflection into the cockpit.
(c) Inadvertent IMC with artificial illumination may induce spatial disorientation.
Cockpit controls will be more difficult to locate and identify. Crewmembers
must take special precautions to identify and confirm the correct switches
and levers.
7. Training and evaluation requirements. Training and evaluation requirements

define whether the task will be trained/evaluated in the aircraft or in an academic
environment. Listing the task as trained/evaluated in the aircraft does not prevent
the evaluator from also conducting an academic evaluation of that task as well to
determine the knowledge and understanding of that task by the crewmember. In
some instances there may be more than one means to accomplish the standards
of a task.
4-3
8. References- The references listed are sources of information. Certain references

apply to many tasks. In addition to the references listed with each task, the
following common references apply as indicated.
(a) All flight tasks
i. Travis County Ops Manual
ii. Travis County NVG Training Program
iii. Travis County Initial Pilot Training Manual
iv. TCEMS Weight and Balance Manual
v. STAR Flight Policy and Procedure Manual
(b) All medical tasks
i. STAR Flight COG
4-4
4-2 Task List

Task
TASK 1000
TASK 1005
TASK 1010
TASK 1015
TASK 1020
TASK 1030
TASK 1100
TASK 1110
TASK 1115
TASK 1120
TASK 1125
TASK 1130
TASK 1140
TASK 1200
TASK 1210
TASK 1300
TASK 1310
TASK 1500
TASK 1600
TASK 1650
Basic aircrew tasks 1000 series

Title
CREW BRIEFING
PREFLIGHT (EC-145)
AIRCRAFT START UP
NAVIGATION
SCENE SIZE UP
PROVIDE AIRCRAFT MOVEMENT AND CLEARANCE COMMANDS
HOVERING FLIGHT AND AIR TAXI MANEUVERS
NORMAL TAKEOFF FROM A HOVER OR FROM THE GROUND
MAXIMUM PERFORMANCE TAKEOFF
NORMAL APPROACH AND LANDING TO A HOVER OR THE SURFACE
STEEP APPROACH
HIGH GROSS WEIGHT / HIGH DENSITY ALTITUDE MANEUVERS
RAPID DECELERATIONS
ANTITORQUE FAILURES (DEMONSTRATION)
AUTOROTATION
SLOPE OPERATIONS
PINNACLE OPERATIONS
PRECISION INSTRUMENT APPROACH
RADIO COMMUNICATIONS PROCEDURES
MAINTAIN AIRSPACE SURVEILLANCE
EMS aircrew tasks- 2000 series

Task
Title
TASK 2000 RESPOND TO A MEDICAL MISSION
TASK 2100 OPERATE MEDICAL INTERIOR CABIN SYSTEMS
TASK 2200 POST EMS FLIGHT DUTIES
4-5
Task
TASK 3000
TASK 3020
TASK 3100
TASK 3105
TASK 3110
TASK 3120
TASK 3200
TASK 3210
TASK 3220
TASK 3230
TASK 3240
TASK 3250
TASK 3300
TASK 3310
TASK 3320
TASK 3330
TASK 3400
TASK 3410
TASK 3500
TASK 3510
Public Missions- 3000 series

Title
RESPOND TO A PUBLIC MISSION
RESCUE PLAN
SEARCH
SEARCH MARKINGS
RADIO ACTIVATED TRACKING DEVICE (RAT)
VEHICLE PURSUIT
DIRECT DEPLOYMENT AND RECOVERY OF HRS
DIRECT RECOVERY OF A PATIENT INTO THE CABIN
7 METER RECOVERY AND DELIVERY OF HRS AND PATIENT
HOIST EMERGENCY PROCEDURES
HOIST CABLE CONDITIONING
TAG LINE
SHORT HAUL
FOULED SHORT HAUL
SHORT HAUL SPIDER OPERATIONS
EXTERNAL LOAD/ REMOTE CARGO HOOK OPERATIONS
EQUIPMENT DELIVERY-WATER
EQUIPMENT DELIVERY-LAND
AERIAL RECON-FIRE
AERIAL FIRE SUPPRESSION
UH-1H Operations- 4000 series

Task
Title
TASK 4010 AIRCRAFT START UP
TASK 4500 AERIAL FIRE SUPPRESSION-FIXED TANK
TASK 4510 AERIAL FIRE SUPPRESSION- BUCKET
4-6
TASK 1000: CREW BRIEFING

CONDITION: On shift to perform flight duties with a TCEMS helicopter.
STANDARDS
1.
Perform a crew briefing at the beginning of duty shift.
DESCRIPTION
Much of effective Crew Resource Management is founded in good communication. The daily
crew briefing ensures critical information is passed, assigns crew tasks, and clarifies roles and
responsibilities, reducing ambiguity and saving time. It also provides the crew an opportunity to
review normal and emergency aircraft procedures. The daily briefing should cover, at a
minimum, the following items:
1.
2.
3.
4.
5.
6.
7.
(P) Current and forecast weather, and any anticipated mission impacts.
(P) Any scheduled maintenance items.
(P) On-duty mechanic.
(P) Sunset time as it applies to NVG flight readiness (if necessary).
(CC/HRS) Crew configuration and roles.
(P/CC/HRS) Riders, training missions, or PR missions.
(P) Review of IMC and emergency procedures.
OTHER CONSIDERATIONS
Other items may be added at the discretion of the crew; this is only a listing of the minimum
items to be covered.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS
None.
TRAINING AND EVALUATION
Training and evaluation may be conducted academically or in the aircraft.
REFERENCES
EC-145 RFM
Travis County Helicopter Operations Manual
4-7
TASK 1005: PREFLIGHT (EC-145)

CONDITIONS: On a TCEMS EC-145 provided for duty.
STANDARDS
1. (P) Ensure the required publications and maintenance forms are onboard the aircraft.
2. (P) Review and sign maintenance forms when preflight complete.
3. (P) Perform preflight cockpit tasks as per the Travis County STAR Flight Alert
Prestart Checklist.
4. (P) Preflight the aircraft IAW the EC-145 RFM.
5. (CC/HRS) Inspect and ensure all medical equipment is accounted for and working
6. (CC/HRS) Inspect and ensure all public mission equipment is accounted for and
working.
7. (CC) Perform daily hoist inspection.
8. (CC/HRS) Inspect and ensure that video recorder is working and all files have been
downloaded.
DESCRIPTION
The preflight should be performed as soon as possible at the beginning of the duty shift. For the
pilot, the preflight confirms the mechanical condition of the aircraft, ensures maintenance is
current and complete, and prepares the aircraft for rapid response to mission dispatch. For the
medical crew, this is the time to confirm the configuration and readiness of the medical
equipment onboard.
None.
None.
Training will be conducted in the aircraft or academically.
Evaluation will be conducted in the aircraft.
REFERENCES
EC-145 RFM
STAR Flight Comprehensive Equipment List
4-8
TASK 1010: AIRCRAFT START UP

CONDITION: In a TCEMS EC-145 helicopter
STANDARDS
1. P
(a) Perform aircraft walk around to identify potential hazards.
(b) Signal crew which engine will be started.
(c) Perform engine start IAW RFM procedures.
(d) Recognize and respond to engine start problems IAW RFM.
2. Crew actions
(a) Clear aircraft of nonessential personnel prior to start.
(b) Observe engines during start for potential problems.
(c) Signal any abnormalities or emergencies to the pilot.
(d) Remove Fox cart after engine start.
(e) Verify security of doors, steps and cowlings before departure.
DESCRIPTION
The duties of fire-guarding during aircraft start-up are specified below. However, there is no
requirement that a fireguard be used if medical or situational necessity prevents crewmembers
from doing so. In that event, the P will advise crew verbally of his/her intent to start the aircraft
while they are performing other duties.
The list assumes the use of a Fox cart for starting; if no Fox cart is used, those portions of the
duties will naturally not be performed. A Fox cart is not required for all aircraft starts.
If two crewmembers are present:
1.
2.
3.
4.
5.
6.
7.
8.
9.
(P) Perform aircraft walk around inspection and turn Fox cart on.
(CC/HRS) Secure additional medical equipment in aircraft and remove temperature control
unit.
(CC/HRS) One crewmember stands at the 11 oclock position while the other stands at the
1 oclock position. Remain far enough away from the aircraft to easily view the entire
engine area on that side of the aircraft.
(P) Signal to crew which engine will be started.
(CC/HRS) Announce CLEAR to alert any ground personnel that an engine start is about to
occur. Hold clearance if any personnel are near the engine exhaust or tail rotor.
(CC/HRS) Crewmember will observe the starting engine for signs of malfunction (smoke, oil
leakage, fire, or abnormal noises).
(CC/HRS) If any abnormal indications are present, signal engine shutdown to pilot by
giving cut throat signal. Exaggerate the motion as necessary to get P attention.
(CC/HRS) Immediately move to the pilot and relay the indications or emergency observed
and take appropriate action IAW RFM.
(P) Signal to crew with thumbs up once first engine has started. Crewmember at the 1
oclock position will acknowledge the thumbs up and remove the Fox Cart, turning it off and
4-9
stowing it in an approved location. Crewmember will then board the aircraft and secure him
or herself for flight.
10. (P) As Fox cart is being stowed, signal to second medical crew that second engine is about
to start.
11. (CC/HRS) Crewmember at the 11 oclock position will fireguard the second engine start as
described in step 6 and step 7.
12. (P) Signal to CC/HRS with thumbs up once second engine has started. Crewmember will
then perform an aircraft walk around inspection before securing themselves in the aircraft
for flight.
If only one crewmember is present:
1. All actions described will be performed by the one crewmember present. They will move
around the aircraft as necessary for each engine start.
In the event of an emergency related to engine starts, one medical crewmember will assist the P
and any passengers onboard with egress. The second medical crewmember (if present) will
make emergency notifications and will retrieve a fire extinguisher to assist in egress.
Fire extinguishers on the aircraft and on the Fox cart are not for extinguishing the aircraft on fire;
they should be used to extinguish fire on personnel or clear a path through a fire for egress.
Medical Crew will not walk under the tail of the aircraft during engine startup procedures.
Flight crews shall not turn the Fox Cart off prior to disconnecting it from the aircraft as this will
result in potential damage to the electrical relays
Ensure enough lighting is present to visualize motions from fireguards, if used.
REFERENCES
EC-145 RFM
4 - 10
TASK 1015: NAVIGATION

CONDITION: In a TCEMS helicopter, when dispatched on any mission.
STANDARDS
1. P
(a) On departure, orient and begin enroute navigation based on dispatched heading
and distance from known point.
(b) If specific location information is provided, input that information, without error,
into the navigation system. Verify the accuracy of new system guidance.
(c) Provide an estimated time of arrival (ETA) 2 minutes.
2. Crew actions
(a) Verify location with MEDCOM.
(b) Input information in moving map system.
(c) Assist P in location of destination.
DESCRIPTION
1.
2.
3.
4.
5.
6.
(P) Begin navigation to the scene based upon the initial heading and distance provided
by MEDCOM.
(CC/HRS) After Decision call, contact MEDCOM and request:
(a) County
(b) City
(c) Address or location
(d) GPS coordinates
(P) Enter GPS coordinates into aircraft navigation system and refine outbound course
based upon new information. Verify accuracy and reasonableness of new system
indications before deviating from initial heading/course.
(CC/HRS) Enter a different set of information into moving map system to verify outbound
course (i.e., if P uses latitude/longitude, crew should use physical address or road
intersection).
(P/CC/HRS) All crew-members shall be actively participating in navigating to the scene
and voice any concern about outbound course immediately.
(P/CC/HRS) Respond to updated information on destination by MEDCOM / ground
personnel.
When the MEDCOM first receives a call they will attempt to dispatch the aircraft as soon as
possible. This will often result in the flight crew getting a distance and bearing from
Brackenridge Hospital to the center of the requesting agency county. This is meant only as a
way to get crews headed in the general direction and should be further refined using additional
information.
The Computer Aided Dispatch (CAD) program utilized by MEDCOM will generate a distance a
bearing from Brackenridge Hospital directly to the response address entered by the call taker.
4 - 11
This is referred to as a geo-verified address in CAD. In these instances, the flight crew can
verify with MEDCOM if the distance and bearing is geo-verified and use it to assist in navigation
to the scene.
Maintaining obstacle and terrain clearance at night can be more challenging than during the
day. Prior to entering new navigation data, the P should ensure that upper autopilot modes are
active to minimize workload. Use effective crew coordination measures, verbalizing when your
attention is focused inside or outside the aircraft while determining the proper course to the
scene.
Training can be conducted both in the aircraft and academically.
Evaluation will be performed in the aircraft.
REFERENCES
Installed GPS System Operators Manual
STAR Flight Navigation Training Power Point Presentation
STAR Flight Ops Manual
4 - 12
TASK 1020: SCENE SIZE UP

CONDITION: In a TCEMS helicopter, over scene for a medical or public mission.
STANDARDS
1. P
(a) Visually identify location of landing zone, if applicable. Evaluate for size,
suitability, condition, winds, specific hazards, approach and departure routes,
and power requirements. Relay resulting plan to CC/HRS.
(b) If there are other aircraft in the area, determine an airspace control plan and
implement control measures.
2. Crew actions
(a) (P/CC/HRS) Identify physical and potential hazards to safe operation. Continue
to evaluate potential damage to items on the ground (fences, roofs, awnings,
animals, or bystanders) during approach.
(b) (CC/HRS) Identify any victim considerations (age, number, condition, exposure,
injury/illness, location, hot/cold load) based on information available.
(c) (P/CC/HRS) Perform continual hazard assessment, especially in terms of
environmental and terrain limitations.
DESCRIPTION
Every scene an aircraft is dispatched to will present different challenges in obstacles and
hazards. The intent of this task is to highlight the most critical items to complete on all calls,
regardless of dispatch.
Use the above standards as a minimum listing of tasks to complete to safely execute your
mission. Performance of a Scene Size Up on arrival does not remove the responsibility of all
crewmembers to continually re-evaluate hazards and modify plans based upon new information.
None.
Landing plan may be affected by man-made lighting on or near the LZ. If emergency vehicles
on scene present a light hazard for NVG operations, contact ground units to request they be
turned off, if possible. If not possible, modify landing plan to minimize light effects, if conditions
permit (approaching from a different direction, placing lights on left side of aircraft during
approach, etc.)
Training may be conducted academically or in the aircraft.
4 - 13
REFERENCES
Austin-Travis County STAR Flight Policy Manual
4 - 14
TASK 1030: AIRCRAFT MOVEMENT AND CLEARANCE COMMANDS

CONDITION: In a TCEMS helicopter, in flight.
STANDARDS
1. (CC/HRS) Provide P with consistent and proper information on the rate and direction
of motion required for the task at hand.
2. (CC/HRS) Use standard terminology found in this task.
3. (P) Identify hazards and brief anticipated course of action.
4. (P) Properly maneuver the aircraft in response to CC/HRS direction.
DESCRIPTION
In many tasks, aircrew members will be required to direct the movement of the helicopter
verbally over the internal communication system. Whether moving the aircraft at a hover during
a hoist mission or providing movement rate information for clearance of the aircraft during
landing, it is important that these verbal commands be consistent and standardized.
Standardized Terms
FORWARD
BACK
LEFT
RIGHT
UP
DOWN
CLEAR
DECISION / NO DECISION
100, 75, 50, 25, 10, 5, 4, 3, 2, 1*
STOP
CONTINUE
HOLD POSITION*
GO AROUND*
NOSE/TAIL CLEAR*
TAIL LEFT/RIGHT*
FINAL OBSTACLES*
*--Indicates an expanded explanation below
The above table lists the standardized terms to be used in directing aircraft movement. They
can be combined as necessary (i.e., Continue Forward, Stop Right, Clear Down).
The numeric list is an example of the sequence of rate commands to be given. Not every
number must be used in every situation. It is important to remember that the countdown is not a
measurement of distance but of movement in a given direction. Therefore, the distance traveled
during a countdown will vary from P to P and crewmember to crewmember depending on how
fast they react to the voice command, the speed of the aircraft and the speed of the cadence.
A countdown command in a given direction should not interfere with a higher priority command.
Therefore if a forward command has been initiated but moving the aircraft to the right is a higher
priority the forward command should be interrupted and the corrective command given. Once
completed the forward command can resume.
Hold PositionUsed to indicate that the aircraft should maintain its current position without
changes in any axis.
4 - 15
Go AroundMay be called by any crewmember if they feel the outcome of the landing,
approach, or maneuver is in doubt. If power is available, the pilot will immediately and without
discussion initiate a go around, regain controlled forward flight, and then re-evaluate the plan.
Nose/Tail ClearUsed to indicate that the nose or tail is clear to move in a certain direction.
The command will be followed by Left, Right, or Down.
Tail Left/RightUsed for changing the heading of the aircraft. Used to better orient the aircraft
while at a hover, or a direction given to avoid obstacles.
Final ObstaclesUsed to indicate the final obstacles on the approach path to the intended point
of landing.
Definition of Decision
A Decision call is a method to communicate two pieces of information. One, it highlights a
critical point in an approach or a takeoff, or during hover operations; two, it is used to determine
sterile cockpit operations for Crew Resource Management.
The demands on aircraft power and pilot workload are highest when the aircraft is low to the
ground and transitioning into forward flight or when on approach for a landing or any hovering
maneuver. The Decision call defines the time for sterile cockpit operations, as well as how
aircraft emergencies may be handled.
The P will determine and announce the Decision point for each takeoff and approach. Each
Decision will be different based on aircraft performance, environmental conditions and the
pilots comfort level. On takeoff, the P will call Decision when the aircraft has achieved a
combination of altitude and airspeed that will allow the P to maintain forward flight (or fly away)
should an engine failure occur. On approach to a landing or hover evolution, Decision shall be
announced when fly away capability is lost and an engine failure will result in a forced or
autorotative landing.
On takeoff, all non-critical ICS/radio transmissions should be avoided (sterile cockpit) until the P
has announced decision. This cue indicates both the intent to continue in forward flight, should
an engine failure occur, and the reduction in workload that allows other radio or ICS
transmissions to occur.
On approach for landing or hover evolution, when the P has announced Decision, all noncritical ICS and radio transmissions should cease. Aircraft clearance or direction commands,
hoist commands, and HRS radio calls during hoist operations are considered critical and will
continue normally.
There may be times during hovering evolutions or other public missions when a Decision call is
not necessary based on aircraft power, hoist altitude, and environmental conditions. The plan of
No Decision should be briefed to the crew prior to the approach or any time the P has
determined a need for change.
4 - 16
Landing Sequence
All approaches, whether to planned or unplanned landing zones, will have obstacles of some
kind around the LZ. Obstacles that are in front of the aircraft are generally easily avoided.
However, obstacles in the approach path cannot be clearly visualized by the P from the cockpit
once they have passed underneath the nose of the aircraft. Whenever possible, crew
coordination should be used to ensure obstacle clearance and minimize time spent at a hover
near the ground or other obstacles on the approach.
1. (P) On final approach, announce Final Obstacles (trees, wires, buildings) in Sight.
2. (P) Call Final Obstacles Under the Nose as you lose sight of them underneath the
aircraft.
3. (CC/HRS) Call Final Obstacles in Sight, Continue Forward, followed by a
countdown and a Tail Clear, Clear Down call. (i.e., Continue Forward 25, 10, 5, 4,
3, 2, 1, Tail Clear, Clear Down).
In this portion of the task, it is important for the P and CC/HRS to distinguish that the countdown
is not to move the aircraft to a specific point over the ground, but to assist in maintaining an
approach angle that will clear the obstacles, and once clear, allow a smooth and rapid landing
without delay.
On Approach to a Hover
When approaching a point over the ground to perform a hoist, long line, or short haul, good
crew coordination is critical for a smooth and safe arrival over the intended point of hover.
CC/HRS should use the standardized terminology to help steer the aircraft to the proper point.
Rate of Motion Commands
No matter the numbers or phraseology to be used, it must be remembered that when giving
rate of movement advisories or commands, they are NOT based on distance measurement
(feet, meters, etc), but on the RATE of movement of the aircraft. If the aircraft is moving at 50
knots of ground speed, then the time between vocalized numbers (100, 75, 50) will be shorter
than if the aircraft is moving at 25 knots ground speed. The goal is that as the countdown
continues, the aircraft should be slowing, so that the time between commands remains
consistent.
None
None.
This task may be trained in the aircraft or academically.
4 - 17
Evaluation will be in the aircraft.

REFERENCES
None
4 - 18
TASK 1100: HOVERING FLIGHT AND AIR TAXI MANEUVERS

CONDITION: In a TCEMS helicopter, with before takeoff checks completed.
STANDARDS
1.
Pilot
(a) Maintain a hovering altitude of three feet (or as required by mission profile) one
foot.
(b) Maintain heading 10 degrees.
(c) Maintain the desired ground track two feet.
(d) Maintain a constant hover speed.
(e) Maintain a constant rate of turn on hovering turns.
(f) Stop hovering turns within 10 degrees of specified headings.
2. CC/HRS
(a) Visually clear the aircraft of hazards.
(b) Ensure cabin area is secure.
DESCRIPTION
Vertical Takeoff to a Hover
1. (P) Head the helicopter into the wind, if possible. Place the cyclic in a position to
minimize mast moment (MM). Ensure the collective is in the full down position.
2. (P) Raise the collective in a smooth, continuous movement. As collective pitch is
increased and the helicopter becomes light on the skids, make necessary cyclic
corrections to ensure a level attitude (for the existing load and wind conditions) while
monitoring MM. Once airborne, make pedal corrections to maintain heading and
collective pitch corrections to ensure continuous vertical ascent to normal hovering
altitude.
3. (CC/HRS) Advise P of any unannounced drift.
4. (P) Check engine control operation and note cyclic position. Cyclic position will vary
with amount and distribution of load and wind velocity.
Stationary Hover
1. (P) Maintain the helicopter over a selected reference point by coordinated use of
cyclic, collective. Maintain heading with anti-torque pedals.
2. (CC/HRS) Assist with drift correction as required.
Hovering Turn
1. (P) Initiate a hovering turn from a normal hovering altitude by applying pedal in the
desired direction of turn. As the nose begins to turn, and throughout the remainder
of the turn, use the cyclic to maintain a constant position over the surface reference
4 - 19
point. Use pedals to maintain a slow, constant rate of turn, and use collective pitch
to maintain a constant altitude
2. (P) As the 180-degree position is approached, anticipate the use of a small amount
of opposite pedal. Use caution as the tail of the helicopter swings from a position
into the wind to a position of downwind; the helicopter will have a tendency to whip or
increase its rate of turn as a result of the weather-vane tendency of the tail surface.
3. (P) As the desired heading on which the turn is to be completed is approached, apply
opposite pedal as necessary to stop the turn on this heading.
4. (CC/HRS) Throughout the maneuver, clear the aircraft of obstacles in their
respective visual sectors and assist with drift correction as required.
Sideward-Rearward Hovering Flight
1. (P) Begin the maneuver from a normal hovering altitude by applying pressure on the
cyclic in the intended direction of movement. As movement begins, return the cyclic
toward the neutral position to keep the groundspeed at a slow rateno faster than a
normal walking speed. Throughout the maneuver, maintain a constant groundspeed
and ground track with cyclic, a constant heading with pedals and a constant altitude
with collective pitch.
2. (P) To stop the movement, apply opposite direction cyclic input until the helicopter
stops. As motion stops, the cyclic must be returned to the neutral position to prevent
further movement.
3. (CC/HRS) Throughout the maneuver, clear the aircraft of obstacles in their
respective visual sectors and assist with drift correction as required.
None.
Movement over areas of limited contrast such as tall grass, water, or desert tends to cause
spatial disorientation. Seek hover areas that provide adequate contrast and use proper
scanning techniques. If disorientation occurs, transition your primary focus to the instruments to
maintain aircraft stability and execute a Maximum Performance Takeoff (TASK 1115). If a
takeoff is not feasible, try to maneuver the aircraft forward and down to limit the possibility of
touchdown with sideward or rearward movement.
BROWNOUT/WHITEOUT CONSIDERATIONS
During ascent to a hover, if visual references do not deteriorate to an unacceptable level,
continue the ascent to the desired hover altitude.
Maintain optimum visibility by observing references close to the aircraft. Exercise caution when
operating in close proximity to other aircraft or obstacles.
4 - 20
At night, use of landing or searchlight may cause spatial disorientation while hovering in blowing
snow, sand or dust.
Training and evaluation will be conducted in the aircraft.
REFERENCES
FAA-H-8083-21A
FAA-S-8081
Helicopter Flying Handbook

Practical Test Standards for Commercial Helicopter Pilots
4 - 21
TASK 1110: NORMAL TAKEOFF FROM A HOVER OR FROM THE GROUND

CONDITIONS: In a TCEMS helicopter, on the ground or at a stabilized hover.
STANDARDS
1. Pilot
a. Complete the pre-takeoff checks.
b. Maintain takeoff heading 10 degrees until reaching 50 feet AGL.
c. Maintain the desired ground track with minimum drift.
d. Accelerate to the desired airspeed 10 knots.
e. Establish the proper wind drift corrections throughout the maneuver.
f. Maintain the desired rate of climb 100 FPM.
2. CC/HRS
a. Clear above and to left and right of the aircraft as required.
DESCRIPTION
From a Hover
1. (P) Bring the helicopter to a hover. Check engine and control operation. Note the
cyclic position to determine if the aircraft is properly loaded. Check the torque
required to hover to determine the amount of excess power available. Visually clear
the area and select terrain features or other objects to aid in maintaining the desired
track during the takeoff and climb-out.
2. (CC/HRS) Visually clear their assigned visual sectors and relay that information to
the P.
3. (P) Smoothly and slowly ease the cyclic forward. Apply just enough forward cyclic
pressure to start the helicopter moving over the surface. As the helicopter starts to
move forward, increase collective pitch as necessary to keep the helicopter from
descending. A straight takeoff path should be maintained throughout the takeoff.
4. (P) As the aircraft accelerates through effective translational lift, adjust collective
pitch to obtain normal climb power. Hold an attitude that will allow a smooth
acceleration toward climbing airspeed and a commensurate gain in altitude so that
the takeoff profile will not take you through any of the avoid area on the height
velocity chart.
5. (P) As the helicopter continues to climb and airspeed approaches normal climb
speed, apply aft cyclic pressure to raise the nose smoothly to the normal climb
attitude.
6. (P) Once altitude and airspeed are deemed sufficient, make Decision call.
7. (CC/HRS) Confirm Decision call verbally with Decision Check.
4 - 22
From the Ground

1. (P) Place the helicopter in a stationary position on the surface and lower the
collective to the full down position. Visually clear the area and select terrain features
or other objects to aid in maintaining the desired track during the takeoff and climbout.
2. (CC/HRS) Visually clear assigned sectors for departure and relay that information to
the P.
3. (P) Increase the collective pitch slowly until the helicopter is light on the skids.
Hesitate momentarily and adjust the cyclic and pedals as necessary to prevent any
movement relative to the surface. Continue to increase collective pitch and, as the
helicopter breaks ground, use cyclic as necessary to assure forward movement as
altitude is gained. Adjust attitude and power, if necessary, to climb in the same
manner as a takeoff from a hover.
4. (P) Once altitude and airspeed are deemed sufficient, make Decision call.
5. (CC/HRS) Confirm Decision call verbally with Decision Check.
CROSSWIND CONSIDERATIONS
If a takeoff is made during crosswind conditions, the helicopter is flown in a slip during the early
stages of the maneuver.
The cyclic is held into the wind a sufficient amount to maintain the selected ground track for the
takeoff, and the heading is kept straight along the takeoff path using the anti-torque pedals.
Thus, the ground track and fuselage are aligned with each other. In other words, the rotor is
tilted into the wind so that the sideward movement of the helicopter is just enough to counteract
the wind drift.
After approximately 50 feet of altitude is gained, a heading (crab) into the wind should be
established by a coordinated turn to maintain the desired ground track.
None.
Movement over areas of limited contrast, such as tall grass, water, or sand tends to cause
scanning techniques. If disorientation occurs, apply sufficient power and execute a takeoff
(recommended procedure is Maximum Performance Takeoff, TASK 1115). If a takeoff is not
feasible, try to maneuver the aircraft forward and down to the ground to limit the possibility of
touchdown with sideward or rearward movement.
4 - 23
If sufficient illumination (environmental or aircraft) exists to view obstacles, perform the takeoff in
the same way as you would during the day. Visual obstacles, such as shadows, should be
treated as physical obstacles.
If sufficient illumination does not exist to view obstacles, perform an altitude-over-airspeed
takeoff, applying takeoff power and establishing a positive rate of climb prior to forward
acceleration.
BROWNOUT / WHITEOUT CONSIDERATIONS
During ascent to a hover, if visual references do not deteriorate to an unacceptable level,
continue ascent to the desired hover altitude. If visual cues are lost, apply sufficient power and
execute a takeoff (recommended procedure is Maximum Performance Takeoff, TASK 1115). If
a takeoff is not feasible, try to maneuver the aircraft forward and down to the ground to limit the
possibility of touchdown with sideward or rearward movement.

REFERENCES
FAA-H-8083-21A
FAA-S-8081

4 - 24
TASK 1115: MAXIMUM PERFORMANCE TAKEOFF

CONDITION: In a TCEMS aircraft, with before takeoff checks completed.
STANDARDS
1.
Pilot
a. Perform a ground reconnaissance of planned departure route before takeoff.
b. Maintain a vertical ascent until all obstacles have been cleared.
c. Maintain positive control of the aircraft at all times.
d. Keep aircraft within performance limits.
2. CC/HRS
a. As per TASK 1110 (Normal Takeoff from a Hover or from the Ground).
DESCRIPTION
A maximum performance takeoff is used to climb at a steep angle to clear barriers in the flight
path. The pilot shall perform a maximum performance takeoff as follows:
1. (P) The helicopter should be headed generally into the wind and the cyclic placed in
what would be the neutral position for hovering under the existing load and wind
conditions. This position could be checked by hovering the helicopter momentarily
prior to preparing to make a maximum performance takeoff.
2. (P) Apply sufficient collective pitch to lighten the helicopter on its landing gear. Apply
the maximum amount of collective pitch that can be obtained without exceeding
torque limitations and sufficient forward cyclic to establish a forward climbing attitude
as the helicopter leaves the surface.
3. (P) Utilize full power until the helicopter is clear of all obstacles, after which a normal
climb can be established and power reduced.
None.
Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Proper
scanning techniques can help mitigate these issues.
BROWNOUT / WHITEOUT CONSIDERATIONS
If whiteout or brownout is likely during the maximum performance takeoff maneuver, a
consistent visual scan of the aircraft instruments will be essential to maintain aircraft attitude
and a positive rate of climb to escape visual obscurations. Treat all visual obscurations as
obstacles; minimize lateral drift and excessive forward motion until adequate visual cues are
regained.
4 - 25

REFERENCES
FAA-H-8083-21A
FAA-S-8081

4 - 26
TASK 1120: NORMAL APPROACH AND LANDING TO A HOVER OR THE SURFACE

CONDITIONS: In a TCEMS helicopter, with before landing checks completed, in a position to
make an approach and landing to the intended touchdown point.
STANDARDS
1. Pilot
a.
b.
c.
d.
e.
Evaluate landing area IAW TASK 1020: Scene Size-Up.

Establish entry airspeed and altitude at 10KIAS/100 feet.
Maintain a constant approach angle to clear any obstacles.
Maintain a rate of closure appropriate for conditions.
Maintain a straight ground track on final, using proper wind corrections if
necessary.
2. CC/HRS
a. Verify cabin secure for landing.
b. Visually clear aircraft of hazards and obstacles.
DESCRIPTION
1. (P) During the approach, sufficient altitude should be available so that in case of
engine failure, an autorotative landing can be completed into the wind. The point in
the approach at which the initial power reduction is made should be determined by
this fact.
2. (P) Initiate the approach by lowering the collective pitch by the amount required to
descend at an angle of approximately 10 degrees on the final approach leg.
Decelerate to the approximate airspeed desired, then further adjust attitude as
necessary to maintain approach airspeed.
3. (CC/HRS) Continually monitor the approach path and verbally verify clearance from
obstacles to landing. Advise (P) once cleared of final obstacles on the approach
path.
4. (P) The approach airspeed should be maintained until the point on the approach is
reached where, through evaluation of apparent groundspeed, it is determined that
forward airspeed must be progressively decreased in order to arrive at hovering
altitude and attitude at the intended landing spot with zero groundspeed.
5. (P) As forward airspeed is gradually reduced by the application of rearward cyclic,
coordinate the other flight controls to maintain the proper rate of closure to the
desired spot on the ground with a smooth and continual decrease in groundspeed.
To A Hover
6. (P) The approach is terminated at hovering altitude above the intended landing point
with zero groundspeed. If power has been properly applied during the final portion of
the approach, very little additional power should be required during termination.
7. (P) If the condition of the landing spot is unknown, the approach may be terminated
just short of the spot so that it can be checked before moving forward for the landing.
4 - 27
To the Surface
8. (P) When it is known or suspected that loose snow or dust exists on the landing spot,
an approach to the surface may be used. It may also be used when the surface is
unfavorable for a running landing, or if high density altitude or heavily loaded
conditions exist.
9. (P) The approach is the same as the normal approach to a hover. However, the
approach should be continued to touchdown, terminating in a skids-level attitude with
no forward movement.
During the early stages of a crosswind approach, a crab and/or slip may be used. During the
final stages of an approach, beginning at approximately 50 feet of altitude, a slip should be used
to align the fuselage with the ground track. Apply enough lateral cyclic pressure so that the
sideward movement of the helicopter and the wind drift counteract each other. Heading is
maintained along the ground track with the anti-torque pedals (See TASK 1110, Perform Normal
Takeoff). This technique should be used on any type of crosswind approachshallow, normal,
or steep.
GO AROUNDS
The decision to go around may be made at any time but in limited power situations should be
determined before descending below barriers or decelerating below effective translational lift
(ETL).
If a successful landing is in doubt or if visual reference to the intended landing point is lost,
immediately apply power (if available) and simultaneously adjust pitch attitude to stop the
descent. Perform a Maximum Performance Takeoff (TASK 1115) until clear of all obstacles and
visual obscurations.
No matter the reason, any crewmember recognizing a hazard to the aircraft or personnel on the
ground during the landing sequence may call Go Around. Power allowing, the P will
immediately perform the Go Around. Once the aircraft is safely reestablished in forward flight,
the hazards will be reevaluated and a new landing plan briefed.
None.
4 - 28

Determine the need for supplemental lighting prior to descent below final obstacles.
scanning techniques can help mitigate these issues. The rate of descent during the final 100
feet should be slightly less than during the day to avoid abrupt attitude changes at low altitudes.
After establishing the descent during unaided flights, airspeed may be reduced to approximately
50 KIAS until apparent ground speed and rate of closure appear to be increasing. Progressively
decrease the rate of descent and forward speed until termination of the maneuver.
Landing Lights/Search Lights can accelerate the loss of visual cues during aided night flight
when landing to areas with suspected brownout/whiteout. Determine their necessity prior to
initiating the approach, and be prepared to turn them off if required.
Generally, there are three kinds of approaches when brownout or whiteout is expected.
1. Termination to a point OGE. This approach requires OGE power. Make the approach to
a hover OGE over the intended landing location. Slowly lower the collective and allow
the aircraft to descend. The rate of descent will be determined by the rate in which the
snow/sand/dust is blown from the intended landing point. Remain above the cloud until
it dissipates and visual references can be seen for touchdown.
2. Termination to the surface with forward speed. This termination may be made into a
suitable area with minimal ground references. Once the appropriate approach angle is
intercepted, adjust the collective as necessary to establish and maintain the angle. As
the apparent rate of closure appears to increase, progressively reduce the rate of
descent and closure to arrive at the touchdown area slightly above effective translational
lift. At this point, maintain the minimum rate of closure that ensures the cloud remains
behind the pilots station. When the skids contact the snow/ground, slowly lower the
collective and allow the aircraft to settle.
3. Termination to the surface with no forward speed. This termination should be made to
landing areas where slopes, obstacles, or unfamiliar terrain precluded a landing with
forward speed. It is not recommended when new or powder snow or fine dust is present
because white/brown out conditions will occur. The termination is made directly to a
reference point on the ground with no forward speed. After ground contact, slowly lower
the collective to full down position.
4 - 29
REFERENCES
FAA-H-8083-21A
FAA-S-8081

4 - 30
TASK 1125: STEEP APPROACH

CONDITIONS: In a TCEMS helicopter, with before landing checks completed.
STANDARDS
1. Pilot
a. Evaluate landing area IAW TASK 1020: Scene Size-Up.
b. Evaluate anticipated aircraft performance based on gross weight and
environmental conditions.
c. Select a proper approach path and go around path appropriate to obstacles
and winds.
d. Maintain a constant, steeper than normal approach angle appropriate to clear
all obstacles.
e. Maintain a descent rate below 300 fpm on short final.
2. CC/HRS
a. Verify cabin secure for landing.
b. Visually clear aircraft of hazards and obstacles.
DESCRIPTION
A steep approach is used primarily when there are obstacles in the approach path that are too
high to allow a normal approach. A steep approach will permit entry into most confined areas
and is sometimes used to avoid areas of turbulence around a pinnacle. The approach angle of
approximately 15 degrees is normally used for steep approaches.
1. (P) Maintain altitude until attaining a sight picture appropriate to the angle of
approach desired. A greater reduction of collective pitch is usually required at the
entry to the approach than used for a normal approach.
2. (CC/HRS) Continually monitor the approach path and verbally verify clearance from
obstacles to landing. Advise P once cleared of final obstacles on the approach path.
3. (P) As with the normal approach, airspeed should be maintained until the point on
the approach is reached where, through evaluation of apparent groundspeed and
rate of closure, it is determined that forward airspeed must be progressively
decreased in order to arrive at the intended point of hover or touchdown with zero
ground speed. Caution must be used to avoid the need of a sharp flare close to the
ground due to the danger of a tail strike.
4. (P) Since the angle of descent is higher on steep approaches, the collective pitch
must be applied earlier to control and arrest the rate of descent. Maintaining a rate
of descent of 300 fpm or less during the short final portion of the approach will
minimize the power required to terminate the maneuver, which should occur at or
over the intended touchdown point with zero groundspeed.
None.
4 - 31

Landing considerations for brownout and whiteout are the same as TASK 1120, Perform Normal
Approach and Landing to a Hover and to the Surface. Always determine environmental impacts
on the planned landing, and recognize that steep approaches often require more power, further
limiting go around options.
REFERENCES
FAA-H-8083-21A
FAA-S-8081

4 - 32
TASK 1130: HIGH GROSS WEIGHT / HIGH DENSITY ALTITUDE MANEUVERS

CONDITIONS: In a TCEMS helicopter operating at or near maximum gross weight or maximum
density altitude conditions.
STANDARDS
1. Pilot
a. Complete before takeoff/before landing checks.
b. For takeoffs:
i. Maintain heading 10 degrees until reaching 50 feet.
ii. Maintain desired ground track with minimal drift.
iii. Accelerate to the desired airspeed 10 KIAS without exceeding FLI
0.5 above that required for a low hover.
iv. Establish proper wind drift corrections throughout the maneuver.
v. Maintain the desired rate of climb 100 fpm.
c. For landings:
i. Establish entry airspeed and altitude at 10 KIAS/100 feet.
ii. Maintain a constant approach angle to clear any obstacles.
iii. Maintain effective translational lift until the helicopter is over the
desired touchdown spot.
2. CC/HRS
a. None other than established standards for takeoffs and landings.
DESCRIPTION
Running Takeoff
Running takeoffs are used when conditions of load and/or density altitude prevent a sustained
hover at normal hovering altitude. This procedure requires a large/long obstacle-free area to
allow for acceleration and the initial shallow climb angle it will produce.
1. (P) Head helicopter into the wind. Hold the cyclic slightly forward of the neutral hovering
position. Apply collective pitch slowly to accelerate into forward movement. (During
practice, FLI 0.5 greater than that required for low hover may be used). Maintain a
straight ground track until a climb is established.
2. (P) As effective translational lift is gained, use slight back pressure on the cyclic to
establish forward flight in a level attitude, with little or no pitching. Maintain an altitude
not to exceed 10 feet to allow airspeed to increase toward normal climb speed. Once
this speed is attained, continue the climb to 50 feet or an altitude required by conditions,
and then adjust power to normal climb power, and attitude to a normal climb attitude.
Running Landing
Running landings are used when conditions of load and/or density altitude prevent a sustained
hover at normal hovering altitude.
4 - 33
1. (P) A shallow approach is initiated in the same manner as the normal approach,
except that a shallower angle of descent is maintained. As in other approaches, the
angle and rate of descent are primarily controlled by collective pitch, and
groundspeed is primarily controlled by the cyclic. Approach airspeed should be
maintained until an altitude of approximately 50 feet above the surface.
2. (P) At this point, gradually apply aft cyclic to start dissipating airspeed and coordinate
a slight downward pressure on the collective to maintain the angle of descent. The
deceleration of the airspeed should be coordinated so that translational lift is
achieved just as the landing spot is reached. Since translational lift diminishes
rapidly at slow airspeeds, the deceleration must be smoothly coordinated while at the
same time keeping enough lift to prevent the helicopter from settling abruptly.
3. (P) Prior to making surface contact, the helicopter should be placed in a level
attitude, using pedals and cyclic to maintain an identical heading and ground track.
Allow the helicopter to descend gently to the surface in a level attitude, cushioning
the landing by proper manipulation of the collective.
4. (P) After surface contact, place the cyclic slightly forward of neutral, use the pedals
to maintain heading, and hold the collective stationary until the helicopter comes to a
complete stop. When all motion has stopped, lower the collective fully and neutralize
the flight controls.
During the early stages of a crosswind approach, a crab and/or slip may be used. During the
final stages of an approach, beginning at approximately 50 feet of altitude, a slip should be used
to align the fuselage with the ground track. Apply enough lateral cyclic pressure so that the
sideward movement of the helicopter and the wind drift counteract each other. Heading is
maintained along the ground track with the anti-torque pedals (See TASK 1110, Perform Normal
Takeoff). This technique should be used on any type of crosswind approachshallow, normal,
or steep.
None.
Consider the terrain composition and likelihood of visual obscurations during landing or
departure, and plan accordingly. Plan on using the radar altimeter and heading indicator to
assist in maintaining proper altitude and aircraft alignment during these maneuvers.
4 - 34

REFERENCES
FAA-H-8083-21A Helicopter Flying Handbook
FAA-S-8081 Practical Test Standards for Commercial Helicopter Pilots
4 - 35
TASK 1140: RAPID DECELERATIONS

CONDITIONS: In a TCEMS helicopter.
STANDARDS:
1. Pilot
a. Initiate the maneuver at approximately 50 feet AGL.
b. Decelerate and terminate in a three foot hover one foot.
c. Maintain heading 10 degrees.
d. Maintain a constant ground track.
2. CC/HRS
a. Visually clear aircraft of obstacles.
b. Be aware of the possibility of tail strikes during the maneuver.
DESCRIPTION
This maneuver is used to decelerate from forward flight to a hover. It is often used to abort
takeoffs, to stop if something blocks the helicopter flight path, or simply terminate an air taxi
maneuver. A quick stop is usually practiced on a runway, taxiway, or over a large grassy area
away from other traffic or obstacles.
1. (P) Begin the maneuver at a fast hover speed headed into the wind at an altitude high
enough to avoid danger to the tail rotor during the flare but low enough to stay out of the
avoid area of the height-velocity chart. This altitude should be low enough that the
helicopter can be brought to a hover during the recovery.
2. (P) Initiate the deceleration by applying aft cyclic to reduce forward speed.
Simultaneously, lower the collective as necessary to counteract any climbing tendency.
The timing must be exact. A rapid application of aft cyclic requires an equally rapid
application of down collective. As collective pitch is lowered, right pedal should be
adjusted to maintain heading.
3. (P) After speed has been reduced to the desired amount, initiate the recovery by
lowering the nose and allowing the helicopter to descend to a normal hovering altitude in
level flight and zero groundspeed. During the recovery, increase collective pitch as
necessary to stop the helicopter at normal hovering altitude, and apply left pedal as
necessary to maintain heading.
None.
Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Adequate
forward altitude references are not available when the landing light or searchlight is used. The
4 - 36
radar altimeter should be used to assist in situational awareness in order to prevent inadvertent
contact with the ground.
If over unimproved surfaces, be aware of the ground composition and the possibility of brownout
or whiteout during the final portion of this maneuver.
REFERENCES
4 - 37
TASK 1200: ANTITORQUE FAILURES (DEMONSTRATION)

CONDITION: In a TCEMS helicopter, with a TCEMS command pilot or instructor pilot, and
before landing checks completed.
STANDARDS
1. Pilot
a. Establish entry airspeed minimum 70 KIAS.
b. Maintain a constant approach angle.
c. If airspeed can be reduced below 40 knots with the nose still pointed left,
continue maneuver to landing. Maintain ground track alignment with the landing
direction.
d. If nose changes direction from left to right at speeds higher than 40 knots, abort
the maneuver and climb to a sufficient height to perform an autorotation.
2. CC/HRS
a. None other than standard for approach and landing.
DESCRIPTION
1. (P) Remain focused outside the aircraft and clear the aircraft during approach and
landing. Announce the intended point of landing and any deviation from the approach.
2. (PCI) will monitor the pedals during the approach and terminate the approach and
training if they deem the outcome of the maneuver is in doubt.
3. (CC/HRS) Continually monitor aircraft clearance and obstacle avoidance, and perform
other tasks as requested by the P.
Fixed Pedal, Stuck Left
4. (PCI) Have the P establish 65 KIAS and a climb rate of 1000-1500 feet per minute, in
trim. Once established, PCI will block the pedals.
5. (P) Descend to the appropriate altitude and ensure the aircraft is at the proper altitude
and airspeed in a nose-left, out-of-trim condition with cruise power applied.
Fixed Pedal, Stuck Right
6. (PCI) Have the P establish 65 KIAS and a descent rate of 1000-1500 feet per minute in
trim. Once established, PCI will block the pedals.
7. (P) Climb to the appropriate altitude and ensure the aircraft is at the proper altitude and
airspeed in a nose-right, out-of-trim condition with cruise power applied.
Fixed Pedal Approach
8. (P) Adjust airspeed to 70 knots or above and maintain the airspeed until final. After
intercepting the appropriate approach angle, adjust the collective as necessary to
maintain the angle.
9. (P) Maintain entry airspeed until apparent ground speed and rate of closure appear to be
increasing, then progressively decrease airspeed until reaching 40 KIAS. At 40 KIAS,
4 - 38
while maintaining a rate of descent less than 300 fpm, announce intention to continue or
abort the approach. (Nose right of ground track could signal need for a power-off
autorotation.)
10. (P) Plan to arrive over the first one-third of the landing area approximately 2 feet above
the ground at or about effective transitional lift (ETL). If, at 2 feet AGL over the landing
area, the nose is to the left, maintain altitude with the collective while decreasing forward
speed until the aircraft is aligned with the landing area. If the nose yaws to the right past
centerline of the intended landing area, apply forward cyclic. Collective application will
accelerate the right yaw.
11. (P) When the aircraft is aligned with the intended landing direction and a successful
landing can be accomplished, the PCI may terminate the approach verbally and release
the pedals, or allow the approach to continue to touchdown.
12. Remaining standards and details of a running landing can be found in TASK 1130, HIGH
GROSS WEIGHT / HIGH DENSITY ALTITUDE MANEUVERS
None.
Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. The rate
of descent during the final 100 feet should be slightly less than during the day to avoid abrupt
attitude changes at low altitudes. After establishing the descent during unaided flights, airspeed
may be reduced to approximately 50 knots until apparent ground speed and rate of closure
appear to be increasing. Progressively decrease the rate of descent and forward speed until
termination of maneuver.
Adequate forward altitude references are not available when the landing light or search light is
used. The radar altimeter should be used to assist in situational awareness in order to prevent
inadvertent contact with the ground.
Do not perform these maneuvers during training in areas of dust or loose snow.
REFERENCES
FAA-H-8083-21A
FAA-S-8081
EC-145 RFM

4 - 39
TASK 1210: AUTOROTATION

CONDITIONS: In a TCEMS helicopter, with a TCEMS Pilot Command Instructor, at an altitude
appropriate for performance of and recovery from the maneuver, with before landing checks
completed.
STANDARDS
1.
Pilot
a.
b.
c.
d.
Maintain entry airspeed and altitude 10 knots/100 feet.

Maintain rotor RPM within RFM limits.
Maintain proper trim until on short final.
Execute a smooth, controlled touchdown or recovery to a 3-5 foot hover, or air
taxi.
2. CC/HRS
a. None.
3. Pilot Command Instructor
a. Call for maneuver entry at an altitude that will allow a safe autorotation and
recovery.
b. Ensure no aircraft limits are exceeded.
DESCRIPTION
1. (P) Maintain entry altitude and airspeed as directed by the PCI until reaching the entry
point.
2. (P) At the entry point, lower the collective to the full-down position, reduce throttles to
idle, and adjust the pedals to maintain trim.
3. (P) Set an attitude appropriate for the desired airspeed (60-90 KIAS, 75 for training) and
adjust the collective to maintain rotor RPM within limits. If turns are required during the
descent, the airspeed indicator should be disregarded while establishing the turns.
4. (P) Once established, check for a good N 2 /N R split and ensure N 1 is at or above idle. If
any parameter is in question, immediately attempt a power recovery and terminate the
maneuver.
5. (P) Ensure the helicopter is aligned with the desired ground track and the throttles are
returned to the full open position (if terminating with power) by 100 feet AGL.
6. (P) At approximately 75 feet AGL, dependent upon conditions, initiate a smooth,
progressive deceleration. Adjust collective to maintain rotor RPM within limits and use
the pedals to maintain heading.
7. (P) At approximately 15 feet AGL, dependent upon conditions, level the helicopter and
apply sufficient collective to cushion the landing or recover in a 3 to 5-foot hover/air taxi.
Always ensure a safe landing area is available during the demonstration of this maneuver that
will allow descent and landing without power, should it become necessary.
4 - 40

Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Adequate
forward altitude references are not available when the landing light or search light is used. The
radar altimeter should be used to assist in situational awareness in order to prevent inadvertent
contact with the ground.
This maneuver will not be performed during training in areas of dust or loose snow. If it occurs,
maintain wings level with the attitude indicator and crosscheck with radar altimeter to determine
height above the ground.
REFERENCES
EC-145 RFM
4 - 41
TASK 1300: SLOPE OPERATIONS

CONDITIONS: In a TCEMS helicopter, with before landing checks and landing area
assessment completed.
STANDARDS
1. Pilot
a. Allow no drift after the up-slope skid has contacted the surface.
b. Maintain heading parallel to the slope 5 degrees.
c. Avoid turning the tail boom upslope.
d. Execute a smooth and controlled descent and touchdown.
e. Execute a smooth and controlled ascent, with no drift, during liftoff.
2. CC/HRS
a. Normal standards for landing and taking off from a hover.
DESCRIPTION
Slope Landing
1. (P) Move slowly toward the slope, being careful not to turn the tail up slope. The
helicopter should be hovered in position, cross slope over the spot of intended
landing.
2. (P) A downward pressure on the collective will start the helicopter descending. As
the up-slope skid touches the ground, apply cyclic in the direction of the slope. This
will hold the skid against the slope while the downslope skid is continuing to be let
down with the collective.
3. (P) As collective pitch is lowered, continue to move the cyclic toward the slope to
maintain a fixed position, and use cyclic as necessary to stop the forward or aft
movement of the helicopter. The slope must be shallow enough to allow the pilot to
hold the helicopter against it with cyclic during the entire landing.
4. (P) After the downslope skid is on the surface, continue to lower the collective pitch
full down. Pedals should be used as necessary throughout the landing to maintain
heading.
Slope Takeoff
1. (P) Move the cyclic in the direction of the slope so that the rotor rotation is parallel to
the true horizontal rather than the slope.
2. (P) Increase collective pitch. As the helicopter becomes light on the skids, apply
pedal as needed to maintain heading.
3. (P) As the downslope skid is rising and the helicopter approaches a level attitude,
move the cyclic back to the neutral position, keeping the rotor disc parallel to the true
horizon. Continue to apply up-collective pitch and take the helicopter straight up to a
hover before moving away from the slope. In moving away from the slope, the tail
should not be turned up slope because of the danger of the tail rotors striking the
surface.
4 - 42
None.
Landing considerations for brownout and whiteout are the same as TASK 1120, Normal
on the planned landing.
REFERENCES
EC-145 RFM
4 - 43
TASK 1310: PINNACLE OPERATIONS

CONDITIONS: In a TCEMS helicopter, with before landing checks and landing area
assessment completed.
STANDARDS
1. Pilot
a. Evaluate wind, terrain, and obstructions during the high reconnaissance pass.
b. Evaluate anticipated aircraft performance based on gross weight and
environmental conditions.
c. Select a proper approach path, touchdown point, and go around path.
d. Track the selected path toward the touchdown point.
e. Perform a low reconnaissance during the approach to validate the high
reconnaissance.
f. Maintain a steep approach angle and rate of closure appropriate for
conditions.
g. Terminate the approach in a hover or to the ground as appropriate for the
touchdown point and conditions.
h. Maintain a descent rate below 300 feet per minute on short final.
2. CC/HRS
a. Normal standards for landing and takeoff.
DESCRIPTION:
Approaches to a pinnacle are best performed as steep approaches. This technique helps in
avoiding areas of turbulence that often accompany pinnacle or ridgeline approaches.
Additionally, visual cues make it difficult to accurately gauge the rate of closure to a pinnacle
with a normal approach angle; steeper angles minimize this problem.
1. (P) Perform the steep approach as per TASK 1125.
Pinnacle/Ridgeline departures are considered airspeed over altitude maneuvers, which can be
made from the ground or a hover. Since pinnacles and ridgelines are generally higher than the
immediate surrounding terrain, gaining airspeed on the takeoff is more important than gaining
altitude. As airspeed increases, the departure from the pinnacle is more rapid and the time
spent in the avoid area of the height-velocity diagram is reduced.
None.
4 - 44
Landing considerations for brownout and whiteout are the same as TASK 1120, Perform Normal
on the planned landing, and recognize that steep approaches often require more power, further
limiting go around options.
REFERENCES
4 - 45
TASK 1500: PRECISION INSTRUMENT APPROACH

CONDITIONS: In a TCEMS helicopter in instrument meteorological conditions or simulated
IMC, given current approach plates, approach clearance, and with before landing checks
completed.
STANDARDS
1.
Pilot
a. Perform the approach as published.
b. Properly configure all necessary cockpit displays appropriately for the
approach to be flown.
c. For ILS approach, intercept and maintain the localizer (LOC) and glide slope
(GS). Maintain the LOC course within a full-scale deflection of the course
deviation bar, and for final approach, maintain the GS index within a full scale
deflection.
d. Comply with the published decision altitude/decision height (DA/DH)
prescribed for the approach.
e. Perform the published missed approach procedure or IAW ATC directives
upon reaching the DA/DH if landing cannot be accomplished.
f. When performing coupled flight and approach, properly configure the aircraft
autopilot system and utilize the go-around function when appropriate.
2. CC/HRS
a. Know how to find the designated approach plate in both paper and electronic
formats.
b. Be familiar with the layout and information included on an instrument
approach plate.
c. Call out all pertinent information from the approach plate on request of the P.
DESCRIPTION
1. (P) Identify and load the approach to be flown into the GPS (IAW the GPS OM).
2. (P) Tune and identify the ILS/LOC frequency for the approach to be flown in the NAV
portion of both radios.
3. (P) Maintain altitude and headings assigned by ATC.
4. (CC/HRS) Identify the approach plate of the approach to be flown and have it
available.
5. (CC/HRS) On request from the P, read out pertinent information for the approach
(i.e., Inbound Course, NAVAID frequency, Decision Height).
6. (P) Set inbound course and DH/DA for the approach to be flown.
7. (P) When cleared for the approach and in a position to do so, couple the autopilot to
LOC and APP.
8. (P) Verify capture of LOC and, when received, G/S.
9. (P) Once captured, monitor and adjust collective as required.
10. (CC/HRS) Assist P in monitoring of course, altitude, and radios (if able).
11. (P) At DH/DA, complete approach (if runway in sight) or affect a go around.
4 - 46
None.
REFERENCES
EC-145 RFM
FAA-H-8261-1A Instrument Procedures Handbook
4 - 47
TASK 1600: RADIO COMMUNICATIONS PROCEDURES

CONDITIONS: In a TCEMS helicopter
STANDARDS
1. P
(a) Establish radio contact with Network Security or air traffic control (ATC) facility.
(b) Operate the intercommunication system.
(c) Use standard terms and phraseology.
2. Medical Crew
(a) Use the appropriate radio to contact with MEDCOM or desired ground unit.
(b) Operate the intercommunication system.
(c) Use the appropriate radio to communicate with the desired hospital.
(d) Use standard terms and phraseology.
DESCRIPTION
1. (P) Prior to liftoff contact Network Security and announce:
(a) Call sign
(b) Location
(c) Intended direction of travel
2. (P) Contact ATC as required.
3. (CC/HRS) After P has declared Decision contact MEDCOM and announce:
(a) Call sign
(b) Location
(c) Intended destination
(d) Crew onboard
(e) Amount of fuel
(f) Estimated time of arrival
(g) Request additional information
4. (CC/HRS) Adjust radio to required frequency and begin communication with ground
units.
5. (P/CC/HRS) Use the correct radio call sign when acknowledging each communication.
6. (P/CC/HRS) If radio communications are not possible, then use satellite messaging
service to relay information.
7. (CC/HRS) Monitor P external communications so as not to interrupt when external
communications are being transmitted or received.
8. (CC/HRS) When switching off a frequency announce what frequency is being left and
what frequency is being moved too.
9. (P/CC/HRS) After landing, contact MEDCOM to announce arrival at intended
destination.
4 - 48
If needed for ground to aircraft communications CC/HRS can use a portable UHF radio and
select the MED frequency that corresponds to the aircraft designation.
In the event that a portable UHF radio is not accessible, use 8TAC95D on portable 800 MHz
radios for direct communication with aircraft.
In the event of an aircraft intercom failure: The P will direct assistance from the CC/HRS to try to
determine the malfunction and correct it. Actions may include switching to a different
communications cord, changing microphone cords (if available), hooking into a different
communications station, hand and arm signals, or passing notes. If the problem cannot be
corrected, the P will determine the best course of action, which may vary from landing as soon
as practical to landing as soon as possible.
None
Evaluation will be conducted in the aircraft or academically.
REFERENCES
None
4 - 49
TASK 1650: MAINTAIN AIRSPACE SURVEILLANCE

STANDARDS
1. Crew actions
(a) Brief airspace surveillance procedures prior to flight and assign scan sectors.
(b) Inform other crew members of all air traffic or obstacles that pose a threat to the
aircraft.
(c) Announce when attention is focused inside the aircraft, and when attention is
focused back outside.
(d) Maintain airspace surveillance in assigned scan sectors.
(e) When landing, the crew will confirm the suitability of the area and that the aircraft
is clear of obstacles.
DESCRIPTION:
1. (P) Brief airspace surveillance procedures at the beginning of each shift. The briefing will
include areas of responsibility and primary scan sectors.
2. (P) Announce intent to perform a specific maneuver and remain focused outside the
aircraft.
3. (CC/HRS) Assist in clearing the aircraft and provide adequate warning of obstacles,
unannounced drift, or altitude changes.
4. (P) Keep the aircraft clear from other aircraft and obstacles by maintaining visual
surveillance (close, mid, and far areas) of the surrounding airspace.
5. (P/CC/HRS) Inform other crew members immediately of air traffic or obstacles that pose
a threat to the aircraft. Call out the location of traffic or obstacles by the clock, altitude,
and distance.
6. (P/CC/HRS) When reporting air traffic, specify the type of aircraft (fixed-wing or
helicopter). The altitude of the air traffic should be reported as the same altitude, or
higher, or lower than the altitude at which you are flying.
7. (P/CC/HRS) If traffic or an obstacle is being noted but not an immediate hazard, begin
advisory with the phrase no factor. (i.e., No factor, aircraft, 2 oclock, same altitude, 4
miles).
8. (CC/HRS) Based on P announced intended action (climb, descent, turn, etc), CC/HRS
visually clear the aircraft for hazards and obstacles inclusive of what is ahead, above,
below, and to the left and right of the aircraft. Announce any hazard that is not otherwise
discussed or noted.
9. (CC/HRS) During a hover or hovering flight, inform the P of any unannounced drift or
altitude changes. Without prompting, provide aircraft clearance advisories.
In flight with patients on board, CC/HRS focus will be assumed to be inside the aircraft unless
requested or announced as outside. The P should be proactive in anticipating the need for
CC/HRS assistance in maintaining airspace surveillance or obstacle avoidance and request
4 - 50
assistance as necessary. If that assistance is not available, consider how that will affect the
landing plan.
CC/HRS should be prepared to assist the P during the landing phase with patients on board. If
they anticipate being unable to do so, they should advise the P so he can plan accordingly.
None.
The use of proper scanning techniques will assist in detecting traffic and obstacles, and in
avoiding spatial disorientation.
REFERENCES
None
4 - 51
TASK 2000: RESPOND TO A MEDICAL MISSION

STANDARDS:
1. Crew Actions
(a) Respond to all mission requests that have been dispatched as outlined in the
STAR Flight Dispatch Matrix.
DESCRIPTION
Crew Actions:
1.
2.
3.
4.
5.
Ensure that the aircraft is properly configured for the type of mission dispatched
Navigate to the scene using approved methods
Establish communications with ground units as soon as possible
Use appropriate PPE for the mission
Perform scene size up as required
CC/HRS:
1.
2.
3.
4.
5.
6.
Perform triage on patients as necessary

Provide medical care as outline in the STAR Flight COGs
Brief first responders on procedures for loading stretcher and leaving the aircraft
Follow guidelines in the STAR Flight COGs regarding patient transport destinations
Restrain patients as needed
Relay patient information and ETA to receiving hospital using appropriate radio
terminology and procedures
7. Continue treatment and monitoring of all patients
8. Hot/cold offload of patients as needed based upon severity of injuries/illness
9. Provide appropriate documentation and patient information to staff at receiving hospital
None.
Training may be conducted in the aircraft or academically
Evaluation of medical requirements must be completed by a FTO or other qualified medical
personnel.
4 - 52
REFERENCES
STAR Flight Medical COGs
STAR Flight Dispatch Matrix
4 - 53
TASK 2100: OPERATE MEDICAL INTERIOR CABIN SYSTEMS

STANDARDS:
1. CC/HRS
(a) Operate all medical equipment
DESCRIPTION
CC/HRS:
1. Operate all medical equipment according to manufacturers instructions
Training will be conducted in the aircraft.
REFERENCES
Manufactures equipment instructions
4 - 54
TASK 2200: POST EMS FLIGHT DUTIES

CONDITION: In a TCEMS helicopter
STANDARDS
1. Crew actions
(a) Notify STAR Flight Command as needed.
(b) Refuel and restock aircraft.
(c) Complete required paperwork IAW STAR Flight COGs.
(d) Post flight evaluations (aircraft, crew, self). Any issues that may affect the next
response or mission readiness should be reported at this time
DESCRIPTION
Every transport is different and will require varying degrees of post flight actions. The intent
of this task is to highlight the most common items to return an aircraft to service. If an action
below does not apply then it can be disregarded for that transport.
1. (CC/HRS) Deliver patient to staff in hospital and provide patient report and initial patient
report paperwork.
2. (P) Refuel the aircraft as needed.
3. (CC/HRS) Restock aircraft IAW STAR Flight Comprehensive Equipment List.
4. (CC/HRS) Decontaminate aircraft and equipment.
5. (CC/HRS) Add oxygen as needed.
6. (P/CC/HRS) Notify STAR Flight Command IAW STAR Flight Management Notification
Policy.
7. (P) Enter flight sheet into database.
8. (CC/HRS) Return blood to refrigerator as applicable.
9. (CC/HRS) Document blood use.
10. (CC/HRS) Complete patient care record IAW EPCR Manual.
11. (CC/HRS) Document controlled medication use.
12. (CC/HRS) Provide requesting agency with patient follow up.
None
None
4 - 55
REFERENCES
STAR Flight COGs
STAR Flight Comprehensive Equipment List
STAR Flight Management Notification Policy
EPCR Manual
4 - 56
TASK 3000: RESPOND TO A PUBLIC MISSION

STANDARDS
1. Crew Actions
(a) Respond to all public mission requests that have been dispatched.
(b) Perform specific mission tasks in accordance with standards outlined in this
manual.
DESCRIPTION
The intent of this task is to describe actions to be performed on all public mission tasks. They
do not take away from the individual task requirements of each public mission task, but highlight
common actions to all public mission tasks.
Crew Actions:
1. (CC/HRS) Ensure that the aircraft is properly configured for the type of mission
dispatched.
2. (P/CC/HRS) Remove Fox cart and store in approved location.
3. (CC/HRS) Ensure video recorder is turned on.
4. (P/CC/HRS) Navigate to the scene using approved methods (TASK 1015).
5. (CC) Establish communications with ground units as soon as possible.
6. (P/CC/HRS) Use appropriate PPE for the mission.
7. (P/CC/HRS) Perform Scene Size Up (TASK 1020).
8. (CC/HRS) Ensure appropriate safety checks have been performed.
9. (P/CC/HRS) Perform post-flight management/maintenance notification as required.
Training may be conducted in the aircraft or academically.
REFERENCES
STAR Flight Dispatch Matrix
4 - 57
TASK 3020: RESCUE PLAN

STANDARDS
1. Crew Actions
(a) Identify ingress and egress routes.
(b) Identify hazards in immediate area.
(c) Determine method of insertion/extraction.
(d) Determine hoist altitude.
(e) Discuss anticipated patient extraction sequence. (Should not delay insertion of
HRS)
(f) Assign radio channel responsibilities within the crew.
(g) Relay information to Incident Commander.
DESCRIPTION
The intent of this task is to describe actions to be performed prior to initiation of rescue
operations. They do not take away from the individual task requirements of each public mission
task, but highlight common actions to all rescue operations.
This plan will be developed once the victim/vehicle/patient is identified, but before any rescue
actions are taken. The crew will develop the plan, brief it, and ensure it is understood by all
crewmembers BEFORE initiating any rescue actions.
Training may be conducted in the aircraft or academically
Evaluation will be conducted in the aircraft
REFERENCES
None
4 - 58
TASK 3100: SEARCH

STANDARDS
1. Crew Actions
(a) Properly identify patient/search subject.
(b) Report location and condition of individual(s) to Incident Commander or ground
contact.
DESCRIPTION
Flight crew will assist in search operations with emphasis on utilizing available intelligence,
identifying high probability areas and aerial perimeters, directing ground resources and
maximizing aircraft equipment and search patterns. Once a patient has been located, crews
shall determine if any additional airborne operations are necessary and if so, coordinate with
incident commander.
Crew Actions:
1. (CC/HRS) Establish communications with ground units, if applicable.
2. (P/CC) Designate aerial perimeter.
3. (P/CC/HRS) Perform primary search- broad scale, moderate speed evaluation of search
area with the intent quickly to:
(a) Identify victims easily visible from the air.
(b) Locate high probability locations and point of entry.
4. (P/CC/HRS) Perform detailed search- aircraft should begin search at and in the vicinity
of high probability locations followed by an organized search of remaining area.
5. (P/CC/HRS) The first crewmember to identify patient/search subject will announce
Patient/subject/vehicle in sight followed by a clock position and distance. All other
crewmembers will cease ICS and radio transmission until completion of in sight report.
6. (CC/HRS) Update ground units of search results.
7. (CC/HRS) Request additional tasking.
The crew will always consider the effects of both rotor wash and noise on residences and
persons on the ground.
In most circumstances, maintain a sufficient fuel to divert and respond to missions of a higher
priority.
4 - 59

Hazard identification and crew coordination is most critical at night, especially if the mission is
conducted at or around sunset. Constant vigilance and cross-checking is required to maintain
safe altitudes and flight paths while remaining focused on the search.
If mission carries from daytime to nighttime conditions, the transition to night vision goggles
should be a deliberate and briefed action on the part of the crew.
REFERENCES
Rescue Ground School
4 - 60
TASK 3105: SEARCH MARKINGS

CONDITIONS: During widespread search operations in large disaster areas
STANDARDS
1. HRS
(a) Properly mark structures in accordance with national standards.
(b) Properly mark victims in accordance with national standards.
(c) Use contrasting color to the background surface so that it can be seen clearly.
DESCRIPTION
1. (HRS) Upon entering a structure the HRS will make the following symbols on the main
entrance:
(a) Twofoot slash (from left to right) made upon start of search.
(b) Search team identifier, date, and time entered marked to left of slash.
2. (HRS) Upon completing the search and exiting the structure the HRS will make the
following additional marking:
(a) Twofoot slash (from right to left) to create a large X.
(b) At the top of the X, enter date and time team exited.
(c) On the right side quadrant of the X, note hazards located.
(d) In the bottom quadrant of the X, enter the number of live (L) or deceased (D)
patients inside the structure. If no patients are inside the structure enter 0.
(e) When multiple floors have been searched, draw a box under the marking. In that
box, indicate which floors have been searched.
3. (HRS) if unable to complete the search then add a large dot to the middle of the left to
right slash. Do not add the corresponding right to left slash.
4. (HRS) Upon location of potential or known patients that are not immediately removed the
HRS will mark the location with a large V. A circle surrounding the V indicates known
patients and a V without a circle indicates potential patients.
Be mindful of property and avoid marking brick or concrete if at all possible.
Training and evaluation will be conducted academically.
REFERENCES
US&R Marking System Handbook
4 - 61
TASK 3110: RADIO ACTIVATED TRACKING DEVICE (RAT)

STANDARDS
1. Crew Actions
(a) Identify signal direction and strength using RAT.
(b) Direct law enforcement to RAT location.
(c) Maintain altitude appropriate for terrain and conditions.
DESCRIPTION
Respond to RAT Missions at the request of local/regional law enforcement agencies. The
primary role during RAT activations is aerial observation, enhancing the safety of law
enforcement officers and the general public.
Crew Actions
1. (CC/HRS) Establish communications with ground units, if applicable.
2. (CC/HRS) Acquire RAT signal.
3. (P) Maintain focus outside the aircraft, primarily on terrain and obstacle avoidance during
the search and pursuit.
4. (P) Respond to navigation information or cues given by the CC/HRS.
5. (CC/HRS) Maintain radio communications with the ground units and update units on
signal strength and direction.
6. (CC/HRS) Direct and navigate the aircraft using appropriate devices
(RAT/Avalex/iPad/Observation).
Always consider the effects of both rotor wash and noise on residences and persons on the
ground.
In most circumstances, maintain sufficient fuel to divert and respond to missions of a higher
priority inside Travis County.
When the suspect vehicle has stopped, maintain visual contact and provide observation for
officer safety until the vehicle is cleared.
Assume the suspect is armed and maintain sufficient altitude so the aircraft does not present
itself as a target.
safe altitudes and flight paths while remaining focused on the vehicle search/pursuit.
4 - 62
At night, the aircrew will illuminate the vehicle with the search light to enhance the officers
ability to see inside the vehicle.
Training and/or evaluation will be conducted in the aircraft or academically.
REFERENCES
RAT Operations Manual
RAT Operation Power Point
4 - 63
TASK 3120: VEHICLE PURSUIT

STANDARDS
1. Crew Actions
(a) Identify and acquire suspect vehicle/vessel.
(b) Maintain visual contact with suspect vehicle/vessel.
(c) Update law enforcement on location of vehicle/vessel.
(d) Maintain altitude appropriate for terrain and conditions.
DESCRIPTION
The primary role on vehicle pursuits is aerial observation, enhancing the safety of law
enforcement officers and the general public. Vehicle/vessel pursuit missions are among the
most difficult to plan and prepare for. The movements and destination of the vehicle/vessel can
rarely be determined in advance. As a result, great flexibility must be maintained to ensure
contact with the designated target is not lost.
Crew Actions:
1. (CC/HRS) Establish communications with ground units.
2. (P) Remain focused outside on terrain and obstacle avoidance. Select and announce an
altitude, airspeed, and flight path necessary to maintain visual contact with the
designated vehicle/vessel.
3. (P/CC/HRS) Identify and report the vehicle/vessel of interests location and direction of
travel to law enforcement agencies.
4. (CC/HRS) Maintain radio communications with ground units.
5. (CC/HRS) Navigate and direct aircraft movement using appropriate devices and
methods (Avalex/iPad/Observation).
Always consider the effects of both rotor wash and noise on residences and persons on the
ground.
In most circumstances, maintain a sufficient fuel to divert and respond to missions of a higher
priority inside Travis County.
When the suspect vehicle has stopped, maintain visual contact and provide observation for
officer safety until the vehicle is cleared.
Assume the suspect is armed and maintain sufficient altitude so the aircraft does not present
itself as a target.
4 - 64

safe altitudes and flight paths while remaining focused on the vehicle pursuit.
At night, the aircrew will illuminate the vehicle with the search light (when requested) to enhance
the officers ability to see inside the vehicle.
Training and/or evaluation will be conducted in the aircraft or academically.
REFERENCES
None
4 - 65
TASK 3200: DIRECT DEPLOYMENT AND RECOVERY OF HRS

CONDITIONS: In a TCEMS helicopter equipped with rescue hoist
STANDARDS
1. P
(a)
(b)
(c)
(d)
Maintain airspeed and bank angles in accordance with RFM limits.

Maintain designated hover altitude 5 feet.
Do not allow drift to exceed 5 feet.
Use appropriate terminology in accordance with TASK 1030 and Appendix D.
2. CC
(a) Ensure video recorder is turned on.
(b) Provide P with clear and concise information on hazards, approach, and hover
position.
(c) Use appropriate terminology in accordance with TASK 1030 and Appendix D.
(d) Operate hoist within RFM limitations.
(e) Maintain positive control of hoist hook, cable or HRS at all times.
(f) Deliver hook to designated position 5 feet.
(g) Recover hook, HRS with swing < 5 feet.
3. HRS
(a) Use appropriate terminology in accordance with TASK 1030 and Appendix D.
(b) Ensure that all rescue equipment is properly attached and loaded.
(c) Use appropriate hand signals as necessary during deployment and recovery.
DESCRIPTION
Prior to the initiation of hoist operations all crewmembers will participate in a rescue plan (TASK
3020), noting ingress and egress routes, hazards in the area and intended hoist altitude. CC
and HRS will discuss patient condition and anticipated treatment. Once a patient has been
located all relevant information will be communicated back to the Incident Commander including
crews ability to perform the rescue and an estimated time to complete insertion, extraction and
prepare for transportation.
DIRECT DEPLOYMENT
1. (P/CC/HRS) Perform TASK 3020 RESCUE PLAN
2. (P) Call for Secure Cabin prior to the open door operations. CC/HRS ensures that all
equipment and personnel are appropriately attached to designated hard points in the
aircraft and announces Cabin Secure once it has been completed. If not already
accomplished, the (P) will then spoil the cockpit door.
3. (P) Slow the aircraft to appropriate door speed and announce when it is clear to open
the door.
4. (CC) Open and secure the right door and Request Hoist Power. P announces Hoist
Power On.
4 - 66
5. (HRS) Move from the seat to the floor in the open door. Disconnect from aircraft ICS,
connect to the rescue radio and conduct a radio check.
6. (P) Call for the CC to Prepare the Rescuer.
7. (CC) Hoist down cable, allowing minimal slack, to assist the HRS as they attach their
harness and any additional equipment to the hoist hook.
8. (HRS) Ensure the hoist hook is locked, remove the safety tether and secure it to the
hard point at the base of the right sliding door. Give the CC a thumbs-up indicating they
are prepared for deployment. The CC then announces that the HRS is prepared for
deployment by saying Rescuer Prepared.
9. (P) Position the aircraft on a final approach and announce Exit Rescuer. The CC booms
the HRS into position and announces rescuer is In Position.
10. (P) Give Hoist Down clearance. The CC responds Hoist Running when ready and
lowers the HRS. CC provides a running commentary on amount of cable deployed. P
continually advises aircraft altitude during approach. The HRS will use appropriate hand
signals as they are lowered.
11. (P) Announce Losing Sight of the target insertion site. The CC then begins to provide
instructions on rate and direction of movement.
12. (P) Announce arrival at intended hoist altitude. Advise of any deviations from this
altitude greater than 5 feet. DO NOT CORRECT ALTITUDE DEVIATIONS (CLIMB OR
DESCENT) WITHOUT CLEARANCE FROM CC.
13. (HRS) Signal when 10 feet above ground.
14. (CC) When aircraft is in position over the insertion site, call for P to Hold Position as the
HRS is lowered to the ground. Once on the ground, the HRS disconnects from the hoist
hook and moves away from it.
15. (CC) Inform P once the HRS is clear from the hoist hook. P commands Hoist Up. CC
responds Hoist Running and begins to recover hook. P will hold position until the CC
announces Axis Clear, meaning that hook is clear of all immediate and forward
obstacles.
16. (P) Slowly accelerate the aircraft forward as hook is retrieved.
17. (CC) Provide P with information regarding the progress of the hoist hook as it is
retrieved. CC maintains positive control of the hoist hook by either stowing the hook or
holding in their hand.
While HRS is treating and preparing the patient on the ground, crew monitors MEDCOM and IC
frequencies to coordinate support for HRS. P/CC will maintain their primary radio assignments,
or re-brief and reassign as required.
Holding orbit size, altitude and location will be dependent on environmental conditions, hazards,
and noise effects on ground personnel. Maintain an orbit that will permit line of sight radio
communications with the HRS at all times.
DIRECT RECOVERY
1. (HRS) Evaluate situation on ground and call Ready for Extraction when prepared.
2. (P) Request CC Prepare Hoist for HRS recovery.
4 - 67
3. (CC) Boom out hoist (if required), deploy cable and move out onto the skid for hoist
operations. Announce Hoist Ready.
4. (P) On final, request Hoist Down. The CC responds Hoist Running and begins to
lower the hook, providing pilot with information on length of cable deployed.
5. (P) Announce Losing Sight of the extraction site. The CC begins to provide instructions
on rate and direction of movement.
6. (P) Announce arrival at intended hoist altitude. P will advise of any change in this
7. (CC) When in position over extraction site, call for the pilot to Hold Position as the HRS
makes contact with the hoist hook and secures their harness to it.
8. (HRS) Signal Ready for Extraction. HRS may also confirm by UHF radio.
9. (CC) Provide the P instructions to center the aircraft above the HRS as the cable
becomes taut. When HRS is off the ground, announce Rescuer off the ground. P
verifies aircraft hover power and calls Hoist Up. CC responds Hoist Running and
begins to raise the HRS.
10. (HRS) When able, provide Axis Clear call.
11. Once the HRS is clear of all obstacles and the pilot can safely begin to gain forward
airspeed, CC announces Axis Clear. No forward motion is allowed without CC Axis
Clear call.
12. (P) Slowly accelerate the aircraft forward as HRS is retrieved. Turns should be avoided
or minimized until HRS is at skid.
13. (CC) Provide advisories to P on progress of HRS as they hoist up.
14. (CC) When HRS is above the skids, turn them around so they are facing outward and
begin to boom the HRS into the cabin. HRS WILL NOT grab the aircraft and pull
themselves into the cabin; all work should be done by the CC.
15. (HRS) Once seated on the floor of the cabin, reattach the safety tether to the lower
attachment point of their harness. Once secured to the safety tether, disconnect from
the hoist hook.
16. (CC) announce Rescuer in cabin when HRS is secured to safety tether and inside
cabin.
17. (CC) Boom the hoist in, stow the hook, and request that hoist power be turned off. P
turns off power to the hoist. CC verifies that pendant is off then stows the pendant and
secures the right door in a closed position.
STATIC HOISTING
Direct Deployment and Recovery may also be accomplished static; in other words, the aircraft
is maneuvered over the intended point of deployment/recovery and assumes a stationary hover
prior to lowering of the hook. Once there, the rescuer will be lowered, or the hook will be
lowered to recover the rescuer. The sequence of events will be slightly different, but the callouts
relating to the rescuer will remain the same. At the discretion of the P/CC, the rescuer may be
boomed out and placed In Position either prior to arrival in the hover, or after established over
the target.
4 - 68

scanning techniques.
Spatial disorientation can be overwhelming during overwater operations at night. If there are
visible lights on the horizon or if the shoreline can be seen, the P may elect to approach the
patient so the aircraft is pointed toward these references, if the wind permits. If no other
references exist, the CC can deploy chemical lights to give visual cues and assist in maintaining
a stable hover.
During hoist operations at night the aircraft belly lights will be turned on and the bumper lights
placed on the hoist bumper.
Pilot and crew should use all light sources at their disposal to maintain obstacle clearance and
hover stability. Orient landing and search lights as necessary.
REFERENCES
EC-145 RFM
4 - 69
TASK 3210: DIRECT RECOVERY OF A PATIENT INTO THE CABIN

CONDITIONS: In a TCEMS helicopter with HRS and patient on hoist
STANDARDS
1. P/CC
(a)
2. CC
(a)
3. HRS
(a)
(b)
(c)
Maintain standards in accordance with TASK 3200.

Properly place restraint belt on patient.
Properly place patient in extrication device.
Maintain control of patient during hoist extraction.
Perform door guard duties.
DESCRIPTION
The intent of this task is to detail the actions and sequence of events that occur as the HRS and
patient are moved into the cabin following a direct recovery using the hoist. The sequence of
events listed below begins as the HRS and patient approach the level of the skid and as they
are secured inside the cabin.
1. (CC) When the HRS and patient are at the level of the skids, announce Rescuer at the
Skids. The HRS will orient so that they are facing the aircraft and the patient is facing
outward.
2. (CC) Reduce speed of the hoist and boom the hoist towards the aircraft when the HRS
and patient are at or above the level of the cabin floor.
3. (HRS) Once the hoist is boomed in, attach to the safety tether at the base of the right
sliding door. HRS will act as a door guard to prevent the patient from falling out of the
aircraft.
4. (CC) Provide slack in the hoist cable and assist HRS in setting patient on to the floor of
the aircraft cabin.
5. (CC) Once the patient is in the cabin and is sitting on the cabin floor, place the hoist in
standby (if necessary), secure the hoist pendant and announce Patient in cabin, Hoist in
Standby.
6. (CC) Place the victim restraint belt around patient. HRS will assist in securing the patient
in belt.
7. (CC/HRS) Once the patient has been secured in the victim restraint belt, release the
extraction device and move the patient into the forward facing seat. If there are multiple
victims, then move the patient as far back on the stretcher as possible to accommodate
the possibility of additional patients being brought into the cabin.
8. (CC) Take the hoist out of standby (if necessary) and hoist up any slack in hoist cable. If
there are additional patients the HRS will disconnect from the tether and will be hoisted
into Position to begin the additional deployments. If there are no other patients to be
rescued, the HRS will sit on the cabin floor facing outward. CC will assist HRS in
disconnecting from the hoist hook.
4 - 70
9. (HRS) Once disconnected from the hoist hook, move back into the best location (forward
facing seat, if available) and secure into seatbelt, stretcher or floor. When secured,
disconnect the safety tether. Reconnect to aircraft ICS.
10. (CC) Boom the hoist in, stow the hook, and request that hoist power be turned off. P will
turn off power to the hoist. CC will confirm that that the pendant is off, then stow the
pendant and secure the right door in a closed position.
Use all lighting necessary to safely accomplish recovery of victim into the aircraft. Ensure
lighting used does not degrade the pilots NVG capability.
REFERENCES
4 - 71
TASK 3220: 7 METER RECOVERY AND DELIVERY OF HRS AND PATIENT

STANDARDS
1. P/CC
(a)
2. P
(a)
3. CC
(a)
4. HRS
(a)
(b)

Maintain airspeed and altitude to reduce the potential for litter spin.
Deliver HRS/ patient to ground without spin.
Continue medical care of patient during hoist operation.
Protect patient from rotor wash.
DESCRIPTION
2. (P) Request CC Prepare Hoist for HRS recovery.
3. (CC) Boom out hoist (if required), deploy cable and move out onto the skid for hoist
operations. Announce Hoist Ready.
4. (P) On final, request Hoist Down. The CC responds Hoist Running and begins to
lower the hook, providing pilot with information on length of cable deployed.
7. (CC) When in position over extraction site, call for the pilot to Hold Position as the HRS
makes contact with the hoist hook and secures extrication litter to it.
8. (HRS) Signal Ready for Extraction. HRS may also confirm by UHF radio.
9. (CC) Provide the P instructions to center the aircraft above the HRS as the cable
becomes taut. When HRS is off the ground, announce Rescuer off the ground. P
verifies aircraft hover power and calls Hoist Up. CC responds Hoist Running and
begins to raise the HRS.
11. Once the HRS is clear of all obstacles and the pilot can safely begin to gain forward
airspeed, CC announces Axis Clear. No forward motion is allowed without CC Axis
Clear call.
12. (P) Slowly accelerate the aircraft forward as HRS is retrieved. Turns should be avoided
or minimized until HRS is at skid.
13. (CC) Provide advisories to P on progress of HRS as they hoist up.
4 - 72
14. (CC/HRS) When the HRS and patient are at the level of the skids/ 7 meter position,
boom hoist towards aircraft and announce Rescuer and patient are stable at the skids.
The HRS will orient so that they are facing the aircraft and will reach through the lifting
bridle to stabilize the litter.
15. (P) Position the aircraft on a final approach
16. (P) Give Hoist Down command. The CC will boom the hoist out, respond Hoist
Running then begin to lower the HRS and patient to 7 meters. CC will provide a running
commentary on status HRS and Patient and will announce Load stable at 7 meters. P
will announce altitude during approach. The HRS will use appropriate hand signals as
they are lowered.
18. (CC) Provide instructions to P on rate and direction of movement.
20. (CC) When in position over the insertion site, call for P to Hold Position as the HRS is
lowered to the ground. Once on the ground, the HRS will disconnect from the hoist hook
and protect patient from rotor wash.
21. (CC) Inform P once the HRS is clear from the hoist hook. P will command Hoist Up.
CC will respond Hoist Running and begin to recover hook. P will hold position until the
CC announces Axis Clear, meaning that hook is clear of all immediate and forward
obstacles.
22. (P) If repositioning at site of 7 Meter, move clear of HRS and patient and land.
Otherwise, depart the site and proceed with next planned action. Do not land until the
hoist hook is under positive control and the CC is in the cabin.
23. (CC) Provide P with information regarding the progress of the hoist hook as it is
retrieved. CC will maintain positive control of the hoist hook by either stowing the hook
or holding in their hand.
Finding a 7 meter location should not delay the insertion of the HRS. The P/CC can look for a
suitable extraction location after the HRS has been delivered and is packaging patient for
extraction.
The 7 meter delivery is not a precision delivery. The location selected should be large enough
that the P/CC can adjust where the HRS and patient are set down based upon prevailing
conditions (rotor wash, winds). If needed the aircraft can depart the area and allow the HRS to
move the patient before returning to land.
4 - 73

scanning techniques.
During hoist operations at night the aircraft belly lights will be turned on and the CC will attach
the bumper lights to the hoist hook
Pilot and crew should use all light sources at their disposal to maintain obstacle clearance and
hover stability. Orient landing and search lights as necessary.
Maintain optimum visibility by observing references close to the aircraft. Exercise caution when
operating in close proximity to obstacles.
At night, use of landing light or searchlight may cause spatial disorientation while hovering in
blowing snow, sand or dust. Determine environmental conditions prior to initiating the approach
and be prepared to turn off external lighting if it becomes a hazard.
REFERENCES
4 - 74
TASK 3230: HOIST EMERGENCY PROCEDURES

STANDARDS
1. Crew Actions
(a) Respond to emergencies in accordance with the RFM and this document.
DESCRIPTION
This task enumerates crew actions for a long list of hoist emergency procedures. As with any
emergency procedure, not every eventuality can be predicted. Additionally, not all emergencies
or failures occur exactly as planned; combinations of emergencies or failures are common. You
may be required to use a combination of these procedures depending on the failure. When in
doubt, the most conservative response should be applied.
Blocked hoist
1. (CC) Inform P amount of cable deployed.
2. (P) Pull hoist circuit breaker when safe to do so.
3. (P/CC) Set load down using deployed hoist cable as a short haul (TASK 3400).
Cable Splice
1.
2.
3.
4.
5.
6.
(P/CC) Inform the HRS that the cable is about to be cut if time allows by either using
detach from hook hand signal or by telling them on the radio.
(CC) Cut the damage cable approximately 20 above the damaged section.
(CC) Recover the damaged section into the cabin if time allows.
(CC) Tape the cable ends to prevent unraveling.
(CC) Do not retrieve the hoist cable into the hoist assembly.
(CC) Attach hoist Quick Splice and complete hoist evolution.
Note: The cable read out will no longer be accurate and automatic hoist speed restrictions will
no longer function.
Pendulum
1. (CC) Inform P that the load has a pendulum (5 feet or any pendulum that has potential
to damage hoist cable or create loss of control).
2. (CC) Stop reeling cable in until pendulum has been corrected.
3. (CC) Attempt to counteract the pendulum by either:
(a) Reeling out hoist cable.
(b) Having P increase forward airspeed.
(c) Reeling out hoist cable so HRS can touch the ground/water.
Spinning load
1. (CC) Inform P that the load has begun to spin.
2. (CC/P) Attempt to stop the spin by trying one or more of the following actions:
(a) Increasing forward airspeed.
4 - 75
(b) Reeling out hoist cable.

(c) Reel in the hoist to enable the rescuer to stop the rotation by holding onto the
skid.
(d) Reeling out cable so HRS can touch the ground.
Hoist Cable Entanglement with an Object on the Ground
1. (CC) Announce that the hoists cable/hook has become entangled.
2. (P) Maintain a stable hovering position as the CC/HRS assess the situation. The CC will
ensure the cable remains slack.
3. (CC/HRS) Attempt to disentangle the cable/hook.
4. (CC) If it is not possible to free the cable/hook or the cable becomes taut, give the signal
to detach from hoist hook.
5. (P) Flash the belly light in rapid fashion and parrot the Find a local anchor call over
UHF.
6. (HRS) Immediately secure to a local anchor and disconnect from hoist hook.
7. (CC) Cut the cable using the manual cable cutter at the point to allow enough slack to
connect the quick splice. Do not reel in cable until the cable splice has been placed on
the cable.
8. (P/CC) If at any time during the procedure there is risk to the aircraft, crew may elect to
use the ballistic cable cut.
Damage to the Hoist Cable and load on Cable
1. (CC) Announce that a damaged cable has been discovered.
2. (CC) Stop recovering/lowering the load and proceed with a blocked hoist.
3. (CC) When HRS is placed on the ground; recover the hoist cable by hand into the
aircraft. If patient transport is required it is acceptable to cut the cable. Do not retrieve
the hoist cable into the hoist assembly.
4. (P) Notify maintenance.
Damage to the Hoist Cable and no load on Cable
1. (CC) Announce that a damaged cable has been discovered.
2. (CC) Stop recovering/lowering the load and proceed with cable splice.
Note: See Appendix F for additional information
Note: A cable splice cannot be used on a hoist cable that has been shock loaded
Known or Suspected to Damage to Hoist
1. (P/CC/HRS) In the event of suspected damage (abnormal sounds, vibrations, significant
shock load, etc.) to the hoist, the hoist shall no longer be used and hoist power secured.
2. (CC) If the hoist cable is incorrectly spooled (observed through the control window on
the hoist unit), stop recovering the hook and proceed with blocked hoist procedures.
3. (CC) Once HRS is placed on the ground, recover the hoist cable by hand into the
aircraft.
Hoist Motor Overheat
1. (CC) will announce Hoist Motor Overheat.
2. (P/CC/HRS) Slow hoist operation and complete the hoist operation in progress.
4 - 76
3. (CC) When that operation is completed, the motor must be allowed to cool. This cooling
can be accelerated by exposure to the airstream (in flight).
4. (CC) When the motor has cooled down and the display functions normally again (no red
light), the hoist may again be put into operation.
Hoist Motor Runaway/Loss of Control (Could be in or out)
During (aircraft moving) hoist operations:
1. (CC) Declare Runaway off, off, off and place the hoist in standby power.
2. (P) Pull the circuit breaker when safe to do so and maintain altitude until CC assesses
situation and provides additional movement commands.
3. (CC) Advise the P when cable movement has stopped and of the amount of cable
deployed.
4. (P) Inform HRS of situation and intended course of action by UHF radio.
5. (CC/P) Initiate blocked hoist procedure.
During (aircraft stationary) hoist operations:
1. (CC) Declare Runaway off, off, off and place the hoist in standby power.
2. (P) Pull the circuit breaker when safe to do so.
3. (P) Inform HRS of situation and intended course of action by UHF radio.
4. (CC) Advise the P when cable movement has stopped and of the amount of cable
deployed.
5. (CC/P) will need to discuss the situation and options based on HRS/patient location,
amount of cable deployed, ability to conduct short haul operations and terrain. In
general, two options exist:
(a) Maintain a steady position over the HRS/patient and complete the evolution with
the hoist as a short haul device, until the HRS/patient can safely detach from the
hoist cable. The cable can be recovered manually into the cabin and normal
short haul operations can be initiated.
(b) Inform the HRS to secure to a local anchor and once confirmed and the hook is
free, reposition the aircraft away from the HRS/patient, recover the cable into the
aircraft by hand and proceed with short haul operations.
Hoist motor failure
1. (CC) Unable to reel cable in or out.
2. (CC) Check and make sure that the hoist is not in standby power.
3. (CC) If time and situation allow, check and make sure that all cannon plugs are seated
correctly.
4. (CC/P) If unable to correct the problem, proceed with blocked hoist procedures.
Boom failure
1. (CC) Announce that they are unable to move the boom in or out.
2. (CC) Raise HRS to level of skid.
3. (HRS) Hold onto the skid to help stabilize them if possible.
4. (P/CC) Execute a 7 meter delivery.
Note: If the boom fails in a position that allows for a safe transition from outside of the
aircraft to inside then there is no need to perform a 7 meter.
4 - 77
Failure of one/both generator(s)

Single generator
1. (P) Announce Single generator failure and reduce electrical load (Do not exceed 50
amps) if situation permits.
2. (CC) Reduce speed of hoist.
3. (P) Inform HRS of situation
4. Complete current hoist operation.
Dual generator failure
1. (P) Announce Dual generator failure.
2. (CC) Discontinue use of hoist.
3. (P) Inform HRS of situation.
4. (CC/P) Initiate blocked hoist procedure.
Hydraulic system failure
Hydraulic system #1 (no change in control forces noticeable)
1. (CC/P/HRS) Complete current hoist operation.
Hydraulic system #2 (high control forces on the pedals)
No live load and risk of entanglement:
1. (P) Give the CC the command CUT, CUT, CUT
2. (CC) Cut the cable using the ballistic charge.
No live load and no risk of entanglement:
1. (P) Announce hydraulic system failure.
2. (CC) Retrieve hoist hook as quickly as possible.
Live load
1. (P) Announce hydraulic system failure and maintain hover as best as possible.
2. (CC) Reel hoist hook in/ out depending on situation and reports progress of the hook.
3. (CC) Announce when Axis clear.
Single engine failure
Fly away possible
1.
2.
3. (P) Announce single engine failure and perform emergency procedure for single engine
failure.
4. (CC) Reel in hoist cable and transfer HRS/patient into cabin.
5. (CC) Assist (P) in finding escape route.
6. (HRS) Once seated on the floor of the cabin, reattach the safety tether to the lower
attachment point of their harness. Once secured to the safety tether, disconnect from
the hoist hook.
7. (CC/ HRS) If using an extrication litter secure it across the cabin.
Note: This will be dependent on the situation. If a HRS is close to the ground then safest
thing may be to cut the cable.
Fly away not possible
Live load
1. (P) If situation dictates immediate action (P) can cut cable themselves.
4 - 78
2. (P) Announce CUT, CUT, CUT.

3. (CC) Evaluate the situation taking into account HRS/patient altitude, aircraft altitude,
environmental factors, aircraft weight and balance, obstacles and terrain. (CC) will reel
cable out as fast as possible and cut the cable when they feel the HRS/patient have the
best chance to survive the fall.
4. (P) Perform emergency landing.
Note: This will be dependent on the situation. If a HRS is close to the aircraft then the safest
thing to do may be to bring them into the cabin.
No live load
1. (P) If situation dictates immediate action (P) can cut cable themselves.
2. (P) Announce CUT, CUT, CUT.
3. (CC) Cut the cable.
Tail rotor / dual engine failures

1. (P) Announce emergency and begin autorotation.
2. (CC/P) Immediately cut cable if no live load.
3. (CC) During final approach to the ground, and with the load as close as possible to the
ground, the (CC) will cut the cable and assume crash position inside aircraft.
Engine fire
1. (P/CC/HRS) Announce indications of an engine fire.
2. (CC/HRS) Attempt to visually confirm fire or smoke from aircraft.
3. (P) If possible, land aircraft and perform engine fire procedure in accordance with RFM.
4. (P) If not possible to land immediately, perform engine fire in flight procedure in
accordance with RFM.
5. (CC) Evaluate the situation taking into account HRS/patient altitude, aircraft altitude,
environmental factors, aircraft weight and balance, obstacles and terrain. CC, in
coordination with the P, will either retrieve the HRS/Patient as fast as possible or will reel
cable out as fast as possible and cut the cable when they feel the HRS/patient have the
best chance to survive the fall.
Intercom Failure (ICS)
1. (CC/P) Attempt to establish communication through radio and will continue to voice
commands as if ICS was still operable.
2. (P) Maintain a steady hovering position.
3. (CC) Release cable and move hoist pendant from left hand to right hand. Left hand will
be placed on pilots right shoulder.
4. (P) Move aircraft based on direction of hand movement on shoulder.
None.
4 - 79

Training will be conducted in the aircraft and academically.
REFERENCES
EC-145 RFM
Zephyr Cable Criteria
4 - 80
TASK 3240: HOIST CABLE CONDITIONING

CONDITIONS: In a TCEMS helicopter equipped with a rescue hoist
STANDARDS
1. PCI
(a) Maintain airspeed and bank angles in accordance with RFM limits.
(b) Maintain designated hover altitude 5 feet.
(c) Do not allow drift to exceed 5 feet.
(d) Do not overfly people, vehicles, structures, boats, or other aircraft.
2. RCI/ARI
(a) Provide P with clear and concise information on hazards, approach, and hover
position.
(b) Operate hoist within RFM limitations.
(c) Maintain positive control of hoist hook at all times.
DESCRIPTION
Hoist cable conditioning is a maintenance-related task. The procedure places a weight on the
hoist hook and requires the cable to be fully deployed with the weight attached, and then reeled
back in. If out of ground effect (OGE) power is available, this task can be performed at a high
hover.
1. (PCI) Call for Secure Cabin prior to the open door operations. RCI/ARI ensures that all
equipment and personnel are appropriately attached to designated hard points in the
aircraft and will announce Cabin Secure once it has been completed. If not already
accomplished, the P will then spoil the cockpit door.
2. (PCI) Slow the aircraft to appropriate door speed and announce when clear to open the
door.
3. (RCI/ARI) Open and secure the right door and Request Hoist Power. PCI will
announce Hoist Power On.
4. (PCI) Request RCI/ARI Prepare Hoist.
5. (RCI/ARI) Boom out hoist (if required), deploy cable and move out onto the skid for hoist
operations. Announce Hoist Prepared.
6. (PCI) On final, request Hoist Down. The RCI/ARI will respond Hoist Running, then
begin to lower the hook, providing pilot with information on length of cable deployed.
7. (PCI) Announce Losing Sight. The RCI/ARI will then begin to provide instructions on
rate and direction of movement.
8. (PCI) Announce arrival at intended hoist altitude.
9. (RCI/ARI) When in position over site, call for the pilot to Hold Position as the hoist hook
is secured to the hoist conditioning load.
10. (RCI/ARI) Provide the PCI instructions to center the aircraft above the load as the cable
becomes taut. When load is off the ground, announce Load off the ground. PCI will
verify aircraft hover power and call Hoist Up. RCI/ARI will respond Hoist Running and
4 - 81
begin to raise the load. Once the load is off the ground, the RCI/ARI does not need to
continue to raise the load.
11. (PCI) Slowly increase altitude
12. (RCI/ARI) Reel out cable as the aircraft altitude increases and announce when the hoist
has stopped paying out cable.
13. (PCI) Call Hoist Up. RCI/ARI will respond Hoist Running and begin to raise the load.
14. (PCI) Decrease aircraft altitude at rate that allows the RCI/ARI to keep the load off the
ground until the load is 7 meters.
15. (RCI/ARI) Direct the PCI to the location at which the load will be placed on the ground.
16. (PCI) Announce Losing Sight. The RCI/ARI will then begin to provide instructions on
rate and direction of movement.
17. (PCI) Announce arrival at intended hoist altitude.
18. (RCI/ARI) Call for the pilot to Hold Position. Place load on the ground. Direct PCI in
holding position until load is released from hook by ground personnel.
19. (RCI/ARI) Inform PCI once the hoist conditioning load has been removed from the hoist
hook. PCI will command Hoist Up. RCI/ARI will respond, Hoist Running, and begin to
recover hook. PCI will hold position until the RCI/ARI announces Axis Clear, meaning
that hook is clear of all immediate and forward obstacles.
20. (RCI/ARI) Provide P with information regarding the progress of the hoist hook as it is
retrieved. CC will maintain positive control of the hoist hook by either stowing the hook
or holding in their hand.
21. (PCI) Reposition the aircraft to land. Do not land until RCI/ARI has positive control of the
hook or until it is safely stowed.
None.
REFERENCES
None.
4 - 82
TASK 3250: TAG LINE

CONDITIONS: During a hoist operation
STANDARDS
1. (HRS) Brief personnel assisting in procedure.
2. (HRS) Ensure tag line is appropriately attached to litter.
3. (HRS) Release tag line from litter once clear of obstacles or when at the skid.
DESCRIPTION
Spin Control Tag Line
1. (HRS) Attach the tag line to break tape at the end of the litter.
2. (Ground Personnel) Assume a position at an angle to the front or rear of the helicopter
and in view of the P/CC.
3. (Ground Personnel) Hold the tag line in one hand and the tag line bag in the other.
4. (Ground Personnel) Allow the line to feed out from the bag as the HRS/Patient is lifted
away. Do not feed the line from the bag or remove it prior to the lift.
5. (Ground Personnel) Hold sufficient tension on the line to stabilize the HRS/ Patient and
prevent spinning.
6. (HRS) When clear of all obstacles the HRS will disconnect the tag line and drop it to the
ground, ensuring to not drop the line on top of ground personnel.
Load Control Line
1. (HRS) Attach load control line to local anchor and hold other end in gloved hand.
2. (HRS) Hold sufficient tension on the line minimize any potential pendulum but still allow
line to pay out as you are lifted from the ground.
3. (HRS) When clear of all obstacles the HRS will let go of the load control line and drop it
to the ground, ensuring to not drop the line on top of ground personnel.
Hook Control Tag Line
1.
2.
3.
4.
(HRS) Attach the tag line to break tape and attach to the eye ring on hoist hook.
(HRS) Hold the tag line in one hand and the tag line bag in the other.
(HRS) Allow the line to feed out from the bag as the hook is retrieved by the aircraft.
(HRS) Hold sufficient tension on the line as the hook is lowered from the aircraft so that
the hook can be retrieved to a designated place.
HRS must ensure the tag line is attached to the litter in a location that can be easily reached.
In the event of an emergency, pulling HARD on the tag line will cause it to break away from the
litter.
4 - 83

REFERENCES
4 - 84
TASK 3300: SHORT HAUL

CONDITIONS: In a TCEMS helicopter equipped with dual cargo hooks
STANDARDS
1. P
(a)
(b)
(c)
(d)
(e)
(f)

Use appropriate terminology in accordance with Appendix D.
Ensure cargo hook is not armed.
Perform required post flight inspection of cargo hook.
2. CC
(a) Ensure video recorder is turned on.
position.
(c) Use appropriate terminology in accordance with Appendix D.
(d) Deliver short haul to designated position 5 feet.
(e) Perform required post-flight notifications.
3. HRS
(a) Use appropriate terminology in accordance with Appendix D.
(b) Ensure that all rescue equipment is appropriately attached and loaded.
(c) Use appropriate hand signals as necessary during deployment and recovery.
DESCRIPTION
This technique is used when the hoist is unusable or not installed or short haul is determined to
be the preferred method. Due to the inability of the P to see the HRS and/or patient, great care
must be used in crew coordination to keep aircraft movements small and gradual when lifting
personnel from the ground and when setting them down on the ground.
SHORT HAUL INSERTION
1. (P/CC/HRS) Perform TASK 3020.
2. (CC) Disconnect the Y-band from the cross tube and attach one end of the short haul
line to the Y-band.
3. (HRS) Move to the 12 oclock position and attach themselves to the opposite end of the
short haul line and conduct a radio test
4. (CC) Prior to take off, visually inspect the entire short haul line to ensure that there are
no fouls or kinks in the line paying particular attention to the retrieval line.
5. (CC) Move into position in the right sliding door.
6. (P) Call for Secure Cabin prior to lift off and open door operations. CC will ensure that
all equipment and personnel are appropriately attached to designated hard points in the
4 - 85
aircraft and will announce Cabin Secure once it has been completed. If not already
accomplished, the (P) will then spoil the cockpit door.
7. (HRS) Ensure the short haul is properly attached. Give the CC a thumbs-up indicating
they are prepared for deployment. The CC will then announce that the HRS is prepared
for deployment by saying Rescuer in position clear to come up.
8. (P) Begin a slow vertical ascent of the aircraft. CC provides direction on position, rate of
ascent and amount of slack in the short haul. HRS will assist CC/P by walking under the
aircraft and centering themselves below it.
9. (CC) Continue to provide P information on rate of ascent and announces Short haul is
coming taut in 5,4,3,2,1, and advises when HRS is off the ground.
10. (P) Continue to make a smooth, positive, controlled ascent. When HRS is clear of all
obstacles, CC will announce Axis Clear.
12. (P) Slowly accelerate the aircraft forward. Gain and maintain minimum single engine
airspeed.
13. (CC) Provide a running commentary on status of HRS below the aircraft. P will
announce altitude during approach. The HRS will use appropriate hand signals.
14. (P) Announce Losing Sight of the target insertion site. The CC will then begin to provide
instructions on rate and direction of movement.
16. (CC) When in position over the insertion site, call for P to Hold Position, and then direct
the P to begin a slow descent. CC calls Down 5,4,3,2,1, Rescuer on ground. Once on
the ground, the HRS will disconnect from the short haul and move away from it.
17. (CC) Inform P once the HRS is clear from the short haul. P will hold position as the CC
retrieves the short haul by hand. CC will ensure that the short haul is stowed in such a
manner that prevents it from falling out of the aircraft.
18. (P) Once the CC has announced Axis Clear, meaning that short haul is clear of all
immediate and forward obstacles, slowly accelerate the aircraft forward as short haul is
retrieved. Gain and maintain minimum single engine airspeed.
19. (CC) Provide P with information regarding the progress of short haul as it is retrieved.
CC will maintain positive control of the short haul as it is brought into the aircraft. Short
haul line should be secured to the cabin floor to the Right of the CC and Aft of the Right
door.
While HRS is treating and preparing the patient on the ground, crew monitors MEDCOM and IC
frequencies to coordinate support for HRS. P/CC will maintain their primary radio assignments,
or re-brief and reassign as required.
Holding orbit size, altitude and location will be dependent on environmental conditions, hazards,
and noise effects on ground personnel. Maintain an orbit that will permit line of sight radio
communications with the HRS at all times.
4 - 86
SHORT HAUL EXTRACTION

Description terminology applies to HRS only extraction, but will remain the same for extraction
of both HRS and patient.
2. (CC) Prepare the short haul for HRS extraction by either disconnecting the Y-band from
the skid and attaching it to the short haul or by disconnecting the short haul from the
floor of the cabin.
3. (CC) Announce Ready to Deploy Short Haul.
4. (P) On final, request Deploy short haul. The CC responds, Deploying short haul and
then begins to lower 20-40 feet of the short haul in a controlled manner, providing pilot
with information on length of short haul deployed.
6. (P) Announce arrival at intended altitude. P will advise of any change in this altitude
greater than 5 feet.
7. (CC) When in position over extraction site, call for the P to Stop forward, Hold position.
CC lowers short haul as needed until the HRS makes contact with short haul.
8. (HRS) Gain control of the short haul line and secure harness to it. When ready, signal
Ready for Extraction. HRS may also confirm by UHF radio.
9. (CC) Provide the P instructions to center the aircraft above the HRS. When the aircraft
is centered CC will announce Clear to come up. Short haul line becoming taut in
5,4,3,2,1, and advise when HRS is off the ground.
10. (P) Continue to make a smooth, positive, controlled ascent. When HRS is clear of all
12. (P) Slowly accelerate the aircraft forward. Gain and maintain minimum single engine
airspeed.
13. (CC) Provide advisories to P on status of the HRS below the aircraft.
14. For delivery of HRS/patient refer to insertion sequence beginning at line 11.
When night vision goggles are used, hovering with minimum drift is difficult and requires proper
scanning techniques and crewmember coordination. If possible, an area with adequate ground
contrast and reference points should be used. Visual obstacles such as shadows should be
treated the same as physical obstacles. Determine the need for supplemental lighting prior to
descent below final obstacles.
4 - 87
OVERWATER CONSIDERATIONS
When deploying the short haul to HRS in water, the CC will deploy approximately 20 feet of the
short haul and will direct the P to make a direct approach to the HRS to an altitude of 20-30 feet
REFERENCES
Change 1
4 - 88
TASK 3310: FOULED SHORT HAUL

STANDARDS
1. P/CC
(a)
2. P
(a)
(b)
(c)
3. CC
(a)
4. HRS
(a)

Maintain current altitude.
Coordinate with CC on corrective plan of action.
Jettison load if immediate action is required.
Coordinate with P on corrective plan of action.
Secure to local anchor when advised.
DESCRIPTION
1. (CC) Announce Short haul has fouled and provide P with the location and description of
the foul.
2. (P) Confirm Fouled Short Haul, then announce the current altitude and power available.
3. (CC) Advise P of height above obstacles and assist in developing a corrective plan of
action.
4. (P) If situation warrants immediate jettison of the load, arm the cargo hook and release
the load after confirming safety of HRS/patient.
5. (CC) Upon receipt of radar altitude and power available the CC and P will develop a
corrective action plan that may include:
(a) Descend to place HRS on the ground.
(b) Maintain hover, establish communications with the HRS and have them attempt
to clear the foul.
(c) If the HRS is unable to clear the fouled line, the P should direct the HRS to find a
secure point of attachment and prepare for the release of the short haul line from
the aircraft.
6. (HRS) On call, find a secure point of attachment and prepare for the release of the short
haul line from the aircraft.
7. (HRS) Disconnect from the short haul line and prepare for an alternate extraction
method.
treated the same as physical obstacles.
4 - 89
REFERENCES
4 - 90
TASK 3320: SHORT HAUL SPIDER OPERATIONS

STANDARDS
1. P
(a)
(b)
(c)
(d)
(e)
(f)

Maintain aircraft within weight and balance limits with Spider Rig attached.
Ensure cargo hook is not armed.
Perform required post flight inspection of cargo hook.
2. CC
(a) Ensure Spider Rig/Short Haul is correctly attached to the aircraft.
position.
(c) Deliver Spider Rig to designated position 5 feet.
(d) Perform required post-flight notifications.
3. HRS
(a) Brief all personnel on the evacuation plan.
(b) Properly secure all personnel in the Hasty Harnesses and secure them to the
Spider Rig.
DESCRIPTION
The Spider Rig is a custom designed device to be used during short haul operations in
circumstances that involve the need to move multiple persons from one area to another. It
consists of a steel ring with six attachment points that terminate with auto-locking aluminum
carabiners. The attachment points may be secured to multiple PMI Hasty Harnesses or seat
harnesses depending on the situation. In situations where there are large numbers of victims
that must be moved, such as high rise structure fires, the crew may elect to stage multiple kits at
both the pick-up and drop-off points to expedite turnaround time.
Prior to the initiation of short haul spider operations, all crewmembers will participate in a scene
size up, noting ingress and egress routes and hazards in the area. Crewmembers will discuss a
safe and accessible staging to drop off the HRS and Spider Rig prior to initiation of operations.
Pre-staging of additional Spider Rigs at the staging area can greatly enhance the speed of
operation. Once a scene size up has been completed all relevant information must be
communicated back to the IC including the aircrafts ability to perform the rescue.
The CMC Spider Rig offers a mass evacuation capability that increases effectiveness over
evacuating one or two victims at a time via hoist or short haul. Each kit includes one Spider Rig
and 6 PMI Hasty harnesses stowed in a large rope bag. The rope bag should remain with the
Spider Rig at all times and is used to return the Spider Rig and Hasty harnesses to the pick-up
location should additional cycles be required. Each mass evacuation system encompasses 3
4 - 91
kits. This provides a Spider Rig and Hasty harnesses for up to 18 victims. The HRS should
deploy with the number of kits (up to 3) based on the potential number of victims.
The P and CC will need to establish a drop off point. This location should be as close as
possible to the pick-up location and offer a mechanism to deal with the victims. Ideally, this is
would be staffed by additional STAR Flight or adjunct personnel familiar with the evolution. If
none are available, the CC or HRS will be responsible for briefing public safety personnel on the
evolution.
In the event that there are 18 victims then return of previously used Spider Rig and Hasty
harnesses is not necessary. If there are 19 then Spider and Hasty harnesses will need to be
returned to the pick-up location. The availability of 3 kits means that the aircraft is not waiting for
people to be placed in or removed from harnesses. The HRS will be placed at the pick-up
location. Once the first 6 victims (number to be determined by pilot and can be adjusted as fuel
is burned) are prepared, the aircraft can extricate group #1. While the aircraft is extricating
group #1, the HRS can prepare group #2.
When group #1 arrives at the drop off point, the Spider Rig should be disconnected from the
short haul line. This allows the aircraft to immediately return to the pick-up location. While the
aircraft is returning to the pick-up location, group #1 Hasty harnesses can be removed and
placed inside the rope bag to be returned to the pick-up location on the next return flight.
(NOTE: they cannot be flown attached to the Spider Rig and not inside the rope bag. When
group #2 arrives at the drop off location the Spider Rig is disconnected and the original kit is
attached. This allows the Spider Rig and Hasty harnesses to be returned to the pick-up location
to be reused. This cycle continues until all victims are extricated.
Using this concept, the aircraft is not waiting for victims to be placed in or removed from Hasty
harnesses. Victims should be instructed to face inward and inter-lock their arms as they are
flown as a group to the drop off location.
In a high rise fire evacuation scenario, fire fighters may be transported on the empty (return
flight) using the same equipment. The decision to insert fire personnel (other than to support
extrication methods will be at the discretion of the IC.
Crew Actions
1. (P/CC/HRS) Perform TASK 3020.
2. (P) Communicate any weight considerations to the HRS to assist them in arranging
patients to be evacuated.
3. (HRS) Ensure that the operation is supervised by an HRS or other qualified
personnel at the extraction and drop off site (if not accompanying Spider Rig).
4. (HRS) Instruct patients/fire fighters to sit facing each other with their arms linked
during spider operations.
5. (P/CC/HRS) All other actions for hook up, movement, and disconnection of Spider
Rig are identical to TASK 3300 SHORT HAUL.
4 - 92
Pilots and Crew Chiefs will need to need to keep in mind updrafts from super-heated gas during
high rise building extraction.
REFERENCES
4 - 93
TASK 3330: EXTERNAL LOAD/ REMOTE CARGO HOOK OPERATIONS

CONDITIONS: In a TCEMS helicopter equipped with a cargo hook
STANDARDS
1. P
(a) Ensure aircraft remains within maximum gross weight and center of gravity
limitations.
(b) Load hook up and hover:
i.
Ensure cargo hook release is armed.
ii.
Ensure that the aircraft remains clear of the load and any obstacles.
iii.
Perform a vertical ascent with the load to a load height of 5 feet, 3 feet.
iv.
Determine power sufficient to complete the maneuver without exceeding
aircraft limitations.
(c) Approach and load release:
i.
Terminate over the intended point of landing with a load height of 5 feet, 3
feet.
ii.
Perform a vertical descent with the load to the desired touchdown point 5
feet.
(d) Perform required post flight inspection of cargo hook.
2. CC/HRS
(a) Ensure that the aircraft is prepared for external load operations. Inspect cargo short
haul/synthetic long line and verify that all equipment is secured in the aircraft before
takeoff.
position.
(c) Confirm load is hooked and secure.
(d) Ensure load is free of entanglements.
(e) Monitor load for oscillation.
DESCRIPTION
1. (CC) Attach the cargo short haul to the main cargo hook; if using remote hook, attach
synthetic long line to cargo hook and connect electrical plug.
2. (P) Advise CC on weight limits during operation.
3. (HRS) Package cargo net and supervise pick up/drop off areas.
4. (CC) Prior to take off, visually inspect the entire short haul line/synthetic line to
ensure that there are no fouls or kinks in the line.
5. (CC) Will move into position in the right sliding door.
6. (P) Call for Secure Cabin prior to lift off and open door operations. CC will ensure
that all equipment and personnel are appropriately attached to designated hard
points in the aircraft and will announce Cabin Secure once it has been completed. If
not already accomplished, the (P) will then spoil the cockpit door.
7. (P) Begins a slow vertical ascent of the aircraft. CC provides direction on position,
rate of ascent and amount of slack in the short haul/ synthetic line.
4 - 94
8. (CC) Continues to provide P information on rate of ascent and announces Line is

coming taut in 5,4,3,2,1, and advises when load is off the ground.
9. (P) Continue to make a smooth, positive, controlled ascent. When load is clear of all
10. (P) Slowly accelerate the aircraft forward.
11. (P) Avoid over flight of people and homes with external cargo.
12. (CC) Provide a running commentary on status of load below the aircraft.
13. (P) Announce Losing Sight of the target drop off site. The CC will then begin to
provide instructions on rate and direction of movement.
14. (CC) When in position over the insertion site, call for P to Hold Position and then
direct the P to begin a slow descent. CC calls Down 5,4,3,2,1, load on ground.
15. (CC) If using the remote cargo hook the CC uses the command Drop, Drop, Drop
when in position over the drop off site.
16. (P) Release load upon hearing the third drop command.
The rate of descent and rate of closure should be slightly slower than during the day to avoid
abrupt attitude changes at low altitudes.
Sling loads should be marked with chemical stick lighting.
REFERENCES
None.
4 - 95
TASK 3400: EQUIPMENT DELIVERY-WATER

STANDARDS
1. P
(a) Maintain a constant approach angle to an altitude of 20 feet daytime/30 feet
nighttime above the water 3 feet.
(b) Maintain an approach speed of 10 KIAS or less.
2. CC
(a) Deploy water litter close to the HRS but with sufficient distance to avoid hitting
them.
DESCRIPTION
1. (HRS) Request deployment of additional equipment.
2. (P) Request CC prepare equipment for deployment.
3. (P/CC) While CC is focused inside the aircraft the P will maintain an altitude >100ft.
Once below 100ft. all eyes are required to be outside the aircraft.
4. (CC) Gather equipment and move into position in the right sliding door. If deploying the
water litter, the CC will position the litter so that the rails are facing toward the aircraft.
5. (P) Make a smooth controlled descending approach (into the wind, if possible) to the
designated speed. Make final altitude adjustments and maintain a course that will keep
the HRS and patient just outside of the right side skid.
6. (P) Advise CC when at the designated altitude and air speed, stating Clear to deploy.
7. (CC) Vertically drop equipment as the HRS passes from the 1 -2 oclock position.
8. (CC) Announce Equipment away, clear for forward flight once equipment has been
delivered.
9. (P) Initiate a climb, and when positive rate of climb is observed, begin to accelerate the
aircraft. Gain and maintain minimum single engine airspeed.
Spatial disorientation can be overwhelming during overwater operations at night. If there are
visible lights on the horizon, or if the shoreline can be seen, the P may elect to approach the
patient so the aircraft is pointed toward these references, if the wind permits.
Maintain a consistent instrument scan and consider setting a DH value in the aircraft system to
provide an aural warning of low altitude overwater.
REFERENCES None.
4 - 96
TASK 3410: EQUIPMENT DELIVERY-LAND

STANDARDS
1. P
(a) Adhere to standards in TASK 3200.
2. CC
(a) Ensure equipment is properly attached to hoist/lowering line.
(b) Operate hoist in accordance with Task 3200.
(c) Maintain control of equipment to be lowered.
DESCRIPTION
Hoist Lowering
1. (CC) Attach approved equipment to hoist.
(a) Pediatric extraction bag/Crew chief bag.
(b) Cardiac monitor secured in bag.
(c) Primary Medical bag.
(d) Secondary medical bag.
(e) Bauman Bag
(f) Rescue basket.
(g) Breaching kit secured by pickoff strap.
2. (P/CC) Perform hoist operations in accordance with Task 3200.
Equipment not listed above is not approved for lowering by hoist and must be lowered by
hand.
Hoist Lowering-Tag Line
1. (HRS) Take tag line during direct deployment.
2. (HRS) Disconnect from hoist hook and attach tag line, inform P/CC that tag line has
been attached.
3. (CC) Recover hoist hook into aircraft.
4. (CC) Attach approved equipment to hoist.
5. (P/CC) Perform hoist operations in accordance with Task 3200.
Hand Lowering
1. (CC) Secure 125 foot trail/tag line to floor with mushroom bolts and then secure it to
equipment to be lowered.
2. (CC) Announce when ready to lower equipment.
3. (P) Announce when clear for CC to begin to lower equipment.
4 - 97
4. (CC) Lower the equipment as quickly as possible in a controlled manner. Provide P with
status of load as it is lowered to HRS.
5. (HRS) Detach equipment from trailing/tag line and announce when it is clear of the line.
6. (CC) Drop the trailing/tag line, excluding the hardware, from the aircraft (making sure not
drop the line on top of ground personnel).
Hand Lowering-Friction device
1. (CC) Secure 125 foot trail/tag line to floor and then to equipment to be lowered.
2. (CC) Wrap the trailing line/tag line around carabiner several times or use a Munter hitch
to increase friction.
3. (CC) Announce when ready to lower equipment.
4. (P) Announce when clear for CC to begin to lower equipment.
5. (CC) Lower the equipment as quickly as possible in a controlled manner. Provide P with
status of load as it is lowered to HRS.
6. (HRS) Detach equipment from trailing/tag line and announce when it is clear of the line.
7. (CC) Drop the trailing/tag line, excluding the hardware, from the aircraft (making sure to
not drop the line on top of ground personnel).
REFERENCES
None.
4 - 98
TASK 3500: AERIAL RECON--FIRE

STANDARDS
1. Crew actions
(a) Ensure coordination with Air Attack (if applicable).
(b) Relay information to Incident Commander/STAR Flight Command.
DESCRIPTION
1. (P/CC/HRS) Provide passengers with safety brief and communications overview (if
applicable).
2. (CC/HRS) Relay information to IC and STAR Flight command regarding
(a) Location/access
(b) Acreage of fire
(c) Rate of spread
(d) Fuel type
(e) Resources threatened
(f) Need for fuel trailer
(g) Aircraft utilization suggestions
3. (CC/HRS) Use Agriplot/iPad/iPhone (landscape mode) for documentation and send
information to fire email group.
The magnified brightness of fire can degrade the acuity and usefulness of NVGs, both in flight
and around landing areas. Use caution if landing near highly fire-illuminated areas. Treat all
areas that cannot be clearly visualized (either overly bright or heavily shadowed) as obstacles.
If appropriate, use landing or searchlights to help mitigate these issues.
NVGs may allow viewing through light layers of smoke obscurations. This could allow you to
inadvertently enter areas of smoke-induced instrument meteorological conditions. Use proper
scanning techniques and occasional under-goggle viewing to avoid these conditions.
4 - 99
REFERENCES
SEAT 1 online training course
STAR Flight Fire Suppression training Power Point presentation
4 - 100
TASK 3510: AERIAL FIRE SUPPRESSION

STANDARDS
1. P
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Brief crew on bucket fill limits with current fuel load.

Operate the water bucket system per manufacturers specifications.
Arm cargo hook.
Recognize and respond to a water bucket system malfunction.
Use dipping procedures appropriate for the water source.
Maintain safe bucket obstacle clearance.
Approach and water drop:
i. Maintain a constant approach angle to ensure bucket safely clears
obstacles.
ii. Maintain ground track alignment with selected approach path.
iii. Execute a smooth and controlled pass over the intended water drop area.
(h) Drop water as directed in proper location, orientation.
(i) Use appropriate terminology in accordance with Appendix D.
(j) Avoid over flight of structures, people or vehicles
2. CC/HRS/HFS
(a) Attach bucket to aircraft.
(b) Complete bucket check prior to beginning operations.
(c) Tape cables after each operation.
(d) Recognize and respond to a water bucket system malfunction.
(e) Use appropriate terminology in accordance with Appendix D.
DESCRIPTION
1. (CC/HRS/HFS) Attach bucket to main cargo hook of aircraft with bucket placard facing
forward and shackle colors matching position lights of aircraft.
2. (CC/HRS/HFS) Attach marine recovery device to secondary cargo hook.
3. (CC/HRS/HFS) Plug bucket into electrical outlet under the aircraft
4. (P) Conduct bucket release test while CC/HRS/HFS are under the aircraft.
5. (CC/HRS/HFS) Remove the tape from the bucket suspension cables prior to initiation of
bucket operations.
6. (P) Place the cargo hook arming switch to the on position.
7. (CC/HRS/HFS) Move into position in the right sliding door.
8. (P) Call Secure Cabin prior to lift off and open door operations. CC/HRS/HFS ensures
that all equipment and personnel are appropriately attached to designated hard points in
the aircraft and then announces Cabin Secure. If not already accomplished, the P will
spoil the cockpit door.
9. (P) Begin a slow vertical ascent. When bucket is off the ground, CC/HRS/HFS
announces Bucket is off the ground. Continue vertical ascent until CC/HRS/HFS states
Clear for forward flight.
4 - 101
10. (CC/HRS/HFS) provide P with status of bucket below the aircraft.

11. (P/CC/HRS/HFS) call out obstacles during approach to water source.
12. (P) Arrive over the water source with minimal forward airspeed. Slowly descend until
bucket makes contact with water.
13. (CC/HRTS/HFS) Announce Bucket approaching the water, bucket is in the water as
bucket makes contact with water.
14. (P) Hold hover position over the water as the bucket inverts and begins to fill.
15. (CC/HRS/HFS) Provide P with the status of the bucket as it fills with water.
16. (CC/HRS/HFS) Announce when bucket is ready to be pulled from the water.
15. (P) Begin a slow vertical ascent. When bucket is clear of the water CC/HRS/HFS
announces Bucket is clear the water. Continue vertical ascent until CC/HRS/HFS
states Clear for forward flight.
16. (CC/HRS/HFS) Provide P with status of bucket below the aircraft.
17. (P/CC/HRS/HFS) Coordinate with IC to determine drop site.
18. (P) Make an approach to the drop site taking into account surface, environmental, and
fire conditions.
19. (CC/HRS/HFS) Announce Target in Sight.
20. (CC/HRS/HFS) Provide corrective commands on approach speed, path, and altitude as
necessary.
21. (CC/HRS/HFS) Call for bucket drop based upon direction and ground speed and wind
drift using the command Drop, Drop, Drop.
22. (P) Release water upon hearing the third drop command.
23. (CC/HRS/HFS) Provide feedback to P on effectiveness of drop.
Landing with Bucket
1. (P) Begin a descent to the landing zone
2. (CC/HRS/HFS) Provide P with status of bucket below the aircraft.
3. (CC/HRS/HFS) Provide the P with running commentary on the status of the bucket
below the aircraft as it approaches the ground. As the bucket touches the ground the
CC/HRS/HFS, call Stop down and clear the tail.
4. (CC/HRS/HFS) When tail is clear, call the aircraft backwards, using 5, 4, 3, 2, 1, Stop
Back..
5. (CC/HRS/HFS) When the bucket is in position in front of the aircraft, announce Clear to
land, down 5,4,3,2,1, directing aircraft position as needed to keep the control head
horizontal and the retention cables tight.
6. (CC/HRS/HFS) Prior to disconnecting the bucket from the cargo hook, grasp all the
metal support rods inside the bucket and invert them so the bucket can collapse on
itself. Grasp all the retention cables 1 foot below the control head and wrap them with
tape. Repeat the process of taping the retention cables midway down and then again
just above the bucket.
4 - 102
Airspeed Limitations EC-145
Bucket installed, door spoiled and open
Bucket installed, door not spoiled and open
Max airspeed for drops
100 Kts
50 Kts
70 Kts
Take water from public water sources first if they are a viable option, and only use a private
water source if the landowner of that source has been consulted and has given permission for
its use or there is immediate threat to life or residential structures..
The small bucket used on the EC-145 holds 125 gallons of water.
When determining which water source to use, it is usually more beneficial to use a source that is
closer even if it only provides a bucket that is 50-75% full, than to use one that is further away
but provides for a full bucket drop.
The buckets capacity can be influenced by varying the speed at which it is pulled from the
water. A slow lift gives minimum fill. A fast lift gives maximum fill.
The drop density is controlled by both airspeed and altitude. The higher and faster a drop
occurs, the more dispersed the drop will be. The slower and lower the drop occurs, the more
concentrated the drop will be.
Consider the effects of both rotor wash and noise on persons on the ground and its potential to
fan the flames and spread embers when choosing a drop airspeed and altitude.
Over-flight of people, vehicles or structures with external loads attached to the cargo hook is
prohibited. If this cannot be accomplished then the CC/HRS/HFS should inform the IC that
bucket drops cannot be safely accomplished and will be terminated until a flight path can be
established that does not overfly any of the above.
Over-flight restrictions may be adjusted when loss of life is imminent. STAR Flight management
must be consulted prior to operations were property is threatened and over-flight of people,
vehicles or structures cannot be avoided.
SMOKE CONSIDERATIONS
If during the approach, visual reference with drop area or obstacles is lost, initiate a go-around
or instrument takeoff as required immediately. Be prepared to transition to instruments. Once
VMC is regained, continue with the go-around. (If required, releasing the water reduces the
GWT significantly and minimizes power demand.)
All crewmembers will wear floatation devices. Overwater flight, at any altitude, is characterized
by a lack of visual cues, and therefore, has the potential of causing visual illusions. Be alert to
any unannounced changes in the flight profile and be prepared to take immediate corrective
actions. The decision height may be set to assist in altitude control. Operations become
4 - 103
increasingly more hazardous as references are reduced (open water versus a small lake), water
state increases (calm to chop to breaking condition with increasing wave height), and visibility
decreases (horizon becomes same color as water, water spray, or rain on windshield; sunny
midday versus twilight).
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONSNVG FIRE OPERATIONS ARE
NOT RECOMMENDED
REFERENCES
4 - 104
TASK 4010: AIRCRAFT START UP

CONDITION: In a TCEMS UH-1 helicopter
STANDARDS
2. P
(a) Perform aircraft walk around to identify potential hazards.
(b) Signal crew engine will be started.
(c) Perform engine start IAW OM procedures.
(d) Recognize and respond to engine start problem IAW OM.
3. Crew actions
(a) Clear aircraft of nonessential personnel prior to start.
(b) Observe engine during start for potential problems.
(c) Signal any abnormalities or emergencies to the pilot.
(d) Remove Fox cart after engine start, if used.
(e) Verify security of doors, steps and cowlings before departure.
DESCRIPTION
The duties of fire-guarding during aircraft startup are specified below. However, there is no
requirement that a fireguard be used if situational necessity prevents crewmembers from doing
so. In that event, the P will advise crew verbally of his/her intent to start the aircraft while they
are performing other duties.
The list assumes no Fox cart will be used for starting. A Fox cart is not required for all aircraft
starts.
1.
2.
3.
4.
5.
6.
7.
8.
9.
(P) Perform aircraft walk around inspection.

(CC/HRS/HFS) Secure additional equipment in aircraft.
(CC/HRS/HFS) Crewmember will connect to the long ICS cord and stand at the 8 oclock
position. Remain far enough away from the aircraft to easily view the entire engine area on
that side of the aircraft but close enough to avoid the turning blades.
(P) Signal to crew engine will be started.
(CC/HRS/HFS) Announce CLEAR to alert any ground personnel that an engine start is
about to occur. Hold clearance if any personnel are near the engine exhaust or tail rotor.
(CC/HRS/HFS) Crewmember will observe the starting engine through the engine
observation port for signs of malfunction (smoke, oil leakage, fire, or abnormal noises).
(CC/HRS/HFS) If any abnormal indications are present, announce engine shutdown to
pilot. Immediately move to the pilot and relay the indications or emergency observed and
take appropriate action IAW OM.
(CC/HRS/HFS) Crewmember moves to the 4 oclock position and observes the starting
engine through the engine observation port
(P) Announce to CC/HRS/HFS engine has started. Crewmember will then perform an
aircraft walk around inspection before securing themselves in the aircraft for flight.
4 - 105
In the event of an emergency related to engine starts, crewmember will assist the P and any
passengers onboard with egress. The second crewmember (if present) will make emergency
notifications and will retrieve a fire extinguisher to assist in egress.
Fire extinguishers on the aircraft and on the Fox cart are not for extinguishing the aircraft on fire;
they should be used to extinguish fire on personnel or clear a path through a fire for egress.
Crew will not walk under the tail of the aircraft during engine startup procedures.
None.
REFERENCES
UH-1 OM
4 - 106
TASK 4500: AERIAL FIRE SUPPRESSION-FIXED TANK

CONDITION: In a TCEMS helicopter equipped with a fixed tank.
STANDARDS
1. P
(a)
(b)
(c)
(d)
(e)
(f)
Brief crew on tank fill limits with current fuel load.

Operate the fixed tank system per manufacturers specifications.
Recognize and respond to a fixed tank system malfunction.
Use tank filling procedures appropriate for the water source.
Maintain safe pump obstacle clearance.
Approach and water drop:
i. Maintain a constant approach angle to ensure pump safely clears
obstacles.
ii. Maintain ground track alignment with selected approach path.
iii. Execute a smooth and controlled pass over the intended water drop area.
(g) Drop water as directed in proper location, orientation.
2. CC/HRS/HFS
(a) Recognize and respond to a fixed tank system malfunction.
(b) Use appropriate terminology in accordance with Appendix D.
DESCRIPTION
In flight pump deployment and water drops
1. (CC/HRS/HFS) Remove pump retention strap prior to flight.
2. (P) Call Secure Cabin prior to lift off and open door operations. CC/HRS/HFS ensure
that all equipment and personnel are appropriately attached to designated hard points in
the aircraft and then announce Cabin Secure.
3. (P) Maintain at least 70 KIAS, advise CC/HRS/HFS Circuit breaker is in, airspeed above
70 knots. CC/HRS/HFS move into position at the right sliding door and observe pump
release.
4. (P) Release pump.
5. (CC/HRS/HFS) Announce Pump released and stable.
6. (CC/HRS/HFS) Observe pump for potential oscillations during flight. Inform P if
oscillations are observed. P will reduce airspeed until oscillations cease.
7. (P/CC/HRS/HFS) Call out obstacles during approach to water source.
8. (P) Arrive over the water source with minimal forward airspeed and an aircraft height of
20 feet above the water.
9. (CC/HRS/HFS) When in position over water source, call for the P to Stop forward, down
5,4,3,2,1, stop down. Pump is in water.
10. (P) Turn on pump and begin to fill tank to desired level, providing CC/HRS/HFS with
status of the filling process (one light, two lights, etc).
11. (CC/HRS/HFS) Provide corrective commands as needed to keep pump submerged.
4 - 107
12. (P) Turn pump off when water has reached desired level. Announce tank level, and
Pump off.
13. (P) Begin a slow vertical ascent. When pump is clear of the water, CC/HRS/HFS
announces Pump is clear the water. Continue vertical ascent until CC/HRS/HFS states
Clear for forward flight.
14. (CC/HRS/HFS) Provide P with status of pump below the aircraft.
15. (P/CC/HRS/HFS) Coordinate with IC to determine drop site for water.
16. (P) Make an approach to the drop site taking into account surface, environmental, and
fire conditions.
17. (CC/HRS/HFS) Announce Target in Sight.
18. (CC/HRS/HFS) Provide corrective commands on approach speed, path and altitude as
necessary.
19. (CC/HRS/HFS) Call for water drop based upon direction and ground speed and wind
drift using the command Drop, Drop, Drop.
20. (P) Release water upon hearing the third drop command.
21. (CC/HRS/HFS) Provide feedback to P on effectiveness of drop.
Ground-fill procedure
1. (P/CC/HRS/HFS) Determine that using the pump for in flight filling of the tank is not
feasible.
2. (CC/HRS/HFS) Request that on-scene fire units send an apparatus and personnel to the
landing zone to assist with ground filling.
3. (CC/HRS/HFS) Remove quick fill connector from tail boom storage area and attach it to
the fire hose provided by the ground personnel.
4. (CC/HRS/HFS) Attach the quick fill connector to the 90 fill nozzle on the right side of the
tank.
5. (P) Advise CC/HRS/HFS amount of water that can be carried based upon current fuel
load.
6. (CC/HRS/HFS) Provide ground personnel with headset for direct communication during
ground fill procedures. If headset and radio are not available then brief ground crews on
hand signals used to begin and stop filling procedure (Appendix E).
7. (CC/HRS/HFS) Signal ground crews to begin pumping water into fixed tank.
8. (P) Provide CC/HRS/HFS with status of tank during filling process.
9. (P) Inform CC/HRS/HFS to have ground personnel stop filling the tank when desired
level achieved.
10. (CC/HRS/HFS) Disconnect quick fill connector from tank and set it on the ground.
11. (CC/HRS/HFS) Attach to restraint strap and take position at the right sliding door.
Landing with pump deployed
1.
2.
(P) Begin a descent to the landing zone. Approach will terminate at approximately 20
AGL over the LZ.
(CC/HRS/HFS) Provide P with status of pump below the aircraft.
4 - 108
3.
4.
5.
6.
(CC/HRS/HFS) Provide the P with running commentary on the status of the pump below
the aircraft as it approaches the ground. As the pump touches the ground the
CC/HRS/HFS, call Stop down.
(CC/HRS/HFS) Call the aircraft forward, using 5, 4, 3, 2, 1, Stop forward.
(CC/HRS/HFS) When the pump is in position in behind the aircraft, announce Clear to
land, down 5,4,3,2,1, directing aircraft position as needed to keep the aircraft from
landing on the pump or hose.
(CC/HRS/HFS) Attach pump to the remote hook and reattach the pump retention strap.
Airspeed Limitations UH-1
Tank installed, door open
Max airspeed for drops
Minimum airspeed for snorkel deployment
100 Kts
70 Kts
70 Kts
The drop density is controlled by both airspeed and altitude. The higher and faster a drop
occurs, the more dispersed the drop will be. The slower and lower the drop occurs, the more
concentrated the drop will be. In addition, density is affected by the number of doors and
configuration of doors that are used during water drops. A middle single door drop will produce
a very light dispersal of water, while opening all 3 doors at once will produce a more
concentrated drop.
The fixed tank on the UH-1 holds 323 gallons of water.
The Jettison water feature will only be used in the event of an emergency and will not be used
for firefighting water drops.
Refer to TASK 3510 for additional considerations.
All crewmembers will wear floatation devices. Overwater flight, at any altitude, is characterized
by a lack of visual cues, and, therefore, has the potential of causing visual illusions. Be alert to
any unannounced changes in the flight profile and be prepared to take immediate corrective
actions. Operations become increasingly more hazardous as references are reduced (open
water versus a small lake), water state increases (calm to chop to breaking condition with
increasing wave height), and visibility decreases (horizon becomes same color as water, water
spray, or rain on windshield; sunny midday versus twilight).
4 - 109
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONSNVG FIREFIGHTING IS NOT

RECOMMENDED
Training may be conducted academically or in the aircraft.
REFERENCES
4 - 110
TASK 4510: AERIAL FIRE SUPPRESSION- BUCKET

CONDITION: In a TCEMS helicopter equipped with single cargo hook
STANDARDS
The standards for this task remain consistent with TASK 3510.
DESCRIPTION
The voice commands and sequence of events for this task remain consistent with those listed in
TASK 3510. Below is a list of the actions that occur in order to hook up the bucket to a different
aircraft.
1. (CC/HRS/HFS) Attach bucket to cargo hook of aircraft with bucket placard facing
forward and shackle colors matching position lights of aircraft.
2. (CC/HRS/HFS) Attach marine recovery device to I ring.
3. (CC/HRS/HFS) Disconnect the remote hook form the electrical plug and store the plug in
the holder.
4. (CC/HRS/HFS) Plug bucket into electrical outlet.
5. (P) Conduct bucket release test while CC/HRS/HFS are under the aircraft.
6. (CC/HRS/HFS) Remove the tape from the bucket suspension cables prior to initiation of
bucket operations.
Refer to TASK 3510 for additional considerations.
NIGHT AND NIGHT VISION GOGGLE CONSIDERATIONS
Training can be conducted academically or in the aircraft.
4 - 111
REFERENCES
STAR Flight fire suppression power point 1
4 - 112
Chapter 5
Crew Resource Management

This chapter describes the background of Crew Resource Management (CRM)
development and the crew coordination elements, basic qualities, and objectives. STAR
Flight crews must practice the highest level of Crew Resource Management to safely
conduct any given mission. Communicating, reviewing emergency procedures and
clarifying roles / responsibilities are crucial in that practice.
1. CRM BACKGROUND- An analysis of aviation accidents has revealed that a
significant percentage of these accidents resulted from one or more CRM errors
committed before or during the flight. Often an accident was the result of a
sequence of undetected crew errors that combined to produce a catastrophic
result. Additionally research showed that even when accidents are avoided,
these same errors can result in degraded mission performance. A systematic
analysis of these error patterns identified specific areas where crew-level training
could reduce the occurrence of such errors and break the error chains leading to
accidents and poor mission performance.
2. CRM ELEMENTS- CRM is concerned not so much with the technical knowledge
and skills required to fly and operate an aircraft but rather with the cognitive and
interpersonal skills needed to manage the flight. In this context, cognitive skills
are defined as the mental processes used for gaining and maintaining situational
awareness, for solving problems and for making decisions. The essential
elements of crew coordination are described below.
(a) Communication- The communication process invariably takes place
in a social and organizational context and it is therefore profoundly
influenced by company culture. Its effectiveness also depends on the
experience level of the pilot or crewmembers involved in the
transaction and their perception of their roles and position in the chain
of command. The effectiveness of the communication process also
depends on the nature of the task and operational context in which the
flight is taking place e.g., the phase of flight, and whether it is being
conducted under normal or emergency conditions. In addition, it is
affected by the mode of speech employed and the linguistic context in
which the transaction takes place. In this context, individual styles,
body language, grammatical styles and speech can act as patterns
and all have their part to play. Because of these complexities,
crewmembers need to be aware of and sensitive to the nuances of
5-1
effective communication. They also need to understand and avoid

those elements which constitute a barrier to effective communication.
(b) Direct assistance- Crewmembers will direct assistance when unable
to maintain aircraft control or unable to complete a task without
assistance. Crewmembers will momentarily divert their attention from
outside to inside when directed to assist another member of the crew.
All crewmembers will be aware that this will reduce the overall
situational awareness.
(c) Announce actions. To ensure effective and well-coordinated actions
in the aircraft, all crewmembers must be aware of the expected
movements and unexpected individual actions. Each crewmember will
announce any action that affects the actions of the other
crewmembers.
(d) Offer assistance- Offer assistance for the following: (1) when the PIC
on the controls demonstrates difficulty in aircraft control or deviates
from normal or expected actions, (2) anytime information or assistance
is requested, or (3) anytime a crewmember sees or recognizes
anything that poses a hazard to flight.
(e) Acknowledge actions- Similar to positive communication, this must
include supportive feedback to ensure crewmembers correctly
understand. The preferred method of acknowledgment is to repeat
critical parts of the message.
(f) Be explicit- Crewmembers should use clear terms and phrases and
positively acknowledge critical information. They must avoid using
terms that have multiple meaningssuch as, Roger, Back up, or I
have it. Crewmembers must also avoid using indefinite modifiers such
as, Do you see that tree? or You are coming in a little fast.
(g) Provide aircraft control and obstacle advisories- Although the PIC
is responsible for aircraft control, the other crewmembers may need to
provide aircraft control information regarding altitude, airspeed, and
heading. Hazard identification and avoidance is the responsibility of all
crewmembers.
(h) Coordinate action sequence and timing- The proper sequencing,
timing, and interaction of machine, crew, and environment helps
ensure that the actions of one crewmember mesh with the actions of
the other crewmembers to successfully execute a task or mission.
3. CRM BASIC QUALITIES- The elements of CRM are further broken down into a
set of basic qualities. Each basic quality is defined in terms of observable
behaviors.
(a) Crew climate are established and maintained- This quality addresses
the relationships among the crew and the overall climate on the aircraft.
The PIC has the ultimate authority and responsibility of the aircraft but will
actively seek participation from all crewmembers. When crewmembers
5-2
disagree on a course of action, they must be effective in resolving the

disagreement. Specific goals include the following:
i. Establishing an open climate where crewmembers freely talk and
ask questions.
ii. Crewmembers value each other for their expertise and judgment.
They do not allow in experience to influence their willingness to
speak up.
iii. Alternative viewpoints are a normal and occasional part of crew
interaction. Crewmembers handle disagreements in a professional
manneravoiding personal attacks or defensive posturing.
(b) Appropriate decision making techniques are applied- Decision making

is the act of rendering a solution to a problem and defining a plan of
action. It must involve risk/ benefit assessment. The quality of decision
making and problem solving depends on the information available, time
constraints, and level of involvement and information exchange among
crewmembers. The crew's ability to apply appropriate decision making
techniques based on these criteria has a major impact on the choice and
quality of their resultant actions. Although the entire crew should be
involved in the decision making and problem-solving process, the PC is
the key decision maker. Specific goals include the following:
i. Under high-time stress, crewmembers rely on a pattern-recognition
decision process to produce timely responses. Crewmembers focus
on the most critical factors influencing their choice of responses.
They should efficiently prioritize their specific information needs
within the available decision time.
ii. Under moderate- to low-time stress, crewmembers rely on an
analytical decision process to produce high-quality decisions. They
encourage deliberation when time permits. To decide upon the
most unbiased decision possible, crewmembers consider all
important factors influencing their choice of action. They
consistently seek all available information relative to the factors
being considered.
(c) Actions are prioritized and workload is equitably distributed- This

quality addresses the effectiveness of time and workload management
and assesses the extent to which the crew avoids distractions from
essential activities, distributes and manages workload, and avoids
individual task overload. Specific goals include the following.
5-3
i. Crewmembers are always able to identify and prioritize competing

mission tasks. They never ignore flight safety and other high-priority
tasks. They appropriately delay low-priority tasks until those tasks
do not compete with more critical tasks. Crewmembers consistently
avoid nonessential distractions so that distractions do not impact on
task performance.
ii. The PIC actively manages the distribution of mission tasks to
prevent overloading any crewmember, especially during critical
phases of flight. Crewmembers watch for workload buildup on
others and react quickly to adjust the distribution of task
responsibilities.
(d) Unexpected events are managed effectively- This quality addresses the
crew's performance under unusual circumstances that may involve high
levels of stress. Both the technical and managerial aspects of coping with
the situation are important. Specific goals include the following.
i. Crew actions reflect extensive rehearsal of emergency procedures
in prior training and rehearsal. Crewmembers coordinate their
actions and exchange information with minimal verbal direction
from the PIC. They respond to the unexpected event in a
composed, professional manner.
ii. Each crewmember appropriately or voluntarily adjusts individual
workload and task priorities. The PIC ensures that each
crewmember is used effectively when responding to the emergency
and that the workload is efficiently distributed.
(e) Standard Terminology is used- This quality refers to the crews ability to
use standard terminology in an effort to enhance communication and
aircrew coordination. Crews should use words or phrases that are
understood by all participants. They must use clear, concise terms that
can be easily understood and complied with in an environment full of
distractions. Multiple terms with the same meaning should be avoided.
(f) Situational Awareness is maintained- This quality considers the extent

to which crewmembers keep each other informed about the status of the
aircraft and the mission. Information reporting helps the aircrew maintain a
high level of situational awareness. The information reported includes
aircraft position and orientation, equipment and personnel status,
environmental conditions, and changes to mission objectives. Awareness
5-4
of the situation by the entire crew is essential to safe flight and effective
crew performance. Specific goals include the following.
i. Crewmembers routinely update each other and highlight and
acknowledge changes. They take personal responsibility for
scanning the entire flight environment, considering their assigned
workload and areas of scanning.
ii. Crewmembers actively discuss conditions and situations that can
compromise situational awareness. These include, but are not
limited to, stress, boredom, fatigue, and anger.
(g) Decisions and actions are communicated and acknowledged- This
quality addresses the extent to which crewmembers are kept informed of
decisions made and actions taken by another crewmember.
Crewmembers should respond verbally or by appropriately adjusting their
behaviors, actions, or control inputs to clearly indicate that they
understand when a decision has been made and what it is. Failure to do
so may confuse crews and lead to uncoordinated operations. Specific
goals include the following.
i. Crewmembers announce decisions and actions, stating their
rationale and intentions as time permits.
ii. Crewmembers always acknowledge announced decisions or
actions and provide feedback on how these decisions or actions will
affect other crew tasks. If necessary, they promptly request
clarification of decisions or actions
(h) Crewmember actions are cross monitored- This quality addresses the
extent to which a crew uses cross monitoring as a mechanism for
breaking error chains that lead to accidents or degraded mission
performance. Crewmembers must be capable of detecting each other's
errors. Such redundancy is particularly important when crews are tired or
overly focused on critical task elements and thus more prone to make
errors. Specific goals include the following.
i. Crewmembers acknowledge that crew error is a common
occurrence and the active involvement of the entire crew is required
to detect and break the error chains that lead to accidents. They
constantly watch for crew errors affecting flight safety or mission
performance. They monitor their own performance as well as that of
others. When they note an error, they quickly and professionally
inform and assist the crewmember committing the error.
(i) Advocacy and assertion are practiced- This quality concerns the extent
to which crewmembers are proactive in advocating a course of action they
consider besteven when others may disagree. Specific goals include the
following.
i. While maintaining a professional atmosphere, crewmembers state
the rationale for their recommended plans and courses of action
5-5
when time permits. They request feedback to make sure others

have correctly understood their statements or rationale. Time
permitting, other crewmembers practice good listening habits; they
wait for the rationale before commenting on the recommended
plans or courses of action.
ii. The crew actively promotes objectivity in the cockpit, encouraging
other crewmembers to speak up despite their experience. Newer
crewmembers do not hesitate to speak up when they disagree with
senior members; they understand that more experienced aviators
can sometimes commit errors or lose situational awareness. Every
member of the crew displays a sense of responsibility for adhering
to flight regulations, operating procedures, and safety standards.
(j) Crew-level after action reviews are conducted- This quality addresses
the extent to which crewmembers review and critique their actions during
or after a flight, during periods of low workload, or during the mission
debriefing. Specific goals include the following:
i. The crew critiques major decisions and actions. They identify
options and factors that should have been discussed and outline
ways to improve crew performance in future missions.
ii. The critique of crew decisions and actions are professional.
"Finger-pointing" is avoided; the emphasis is on education and
improvement of crew performance.
5-6
Appendix A
Aircraft Configuration
Standardization has been shown to decrease margin for error, enhance safety and increase detection of
equipment malfunction. The STAR Flight EC-145 helicopter is specifically designed to function as a rapidly
reconfigurable multi-mission aircraft. Experience based planning and equipment selection has led to the
development of standardized configurations for each specific mission. It is imperative that the aircraft have
a standard configuration to ensure consistency during all STAR Flight mission operations and crew
configurations. It is the responsibility of all crewmembers on the aircraft to ensure that the aircraft is properly
configured for each mission. Deviations from these standards require STAR Flight Management Team
approval prior to implementation.
A-2
Aircraft Configuration for Operational Flights

Primary Stretcher Area
1. Primary Medical Bag secured to stretcher straps
2. Secondary Medical bag secured to stretcher straps
Secondary Stretcher Area
1. HRS rescue equipment secured to floor with pick off strap
2. Crewmembers personal items secured behind forward facing aft cabin seat
NOTE: With this configuration it will be possible to care for one patient without extensive reconfiguring of
the aircraft, the exception will be placing the Secondary Medical Bag in the position for a two patient
transport. If a two patient transport is required leave all personnel equipment on scene that cannot be
safely secured and it will be recovered after the call. If a crew is required to leave equipment on the
scene please notify STAR Flight Management as soon as operationally feasible so they can assist in the
recovery.
Aircraft Configuration for Medical Responses

NOTE: For complete list of items carried and location on aircraft refer to comprehensive checklist
Neonatal Intensive Care Unit (NICU) Team Flights

Mandatory Removals
1. 1 Medical Crewmember
2. Primary Stretcher
3. Secondary Stretcher
4. Secondary Medical Bag
Optional Removals
1. Cardiac Monitor
2. ProPaq
3. Ventilator
4. Ultra-Sound
5. Blanket
6. Infusion Pump
7. Primary Medical Bag
Mandatory Additions
1. 1 Crew Seat
Specialty Team Additions
1. 2 Team Members
2. Isolette secured to primary stretcher mount
3. Specialty Team Medical Bags secured to floor in secondary stretcher area
Note: When informed that a HROB RN will be a third team member, leave the secondary stretcher and
the primary medical bag on board the aircraft.
Pediatric Team Flights

Mandatory Removals
1. 1 Medical Crewmember
Optional Removals
1. ProPaq
2. Ultra-Sound
Mandatory Additions
1. 1 Crew Seat
1. 2 Team Members
A-3
3. Isolette secured to primary stretcher mount*

* May not be carried on every flight
1.
2.
3.
1.
2.
1.
1.
2.
St. Davids High Risk Obstetrical (HROB) Flights

Mandatory Removals
1 Medical Crewmember
Secondary Stretcher
Secondary Medical Bag
Optional Removals
ProPaq
Ultra-Sound
Mandatory Additions
1 Crew Seat
3 Team Members
Specialty Team Medical Bags secured to floor in secondary stretcher area
Seton Network HROB Flights

Mandatory Removals
Optional Removals
1. ProPaq
2. Ultra-Sound
Mandatory Additions
1. 1 Crew Seat
1. 1 Team Member
Note: When informed that an additional HROB RN will be the second team member, use the St. Davids
HROB configuration (remove a crew member).
Single Patient Transport Configuration
1. Primary Medical Bag secured to right floor area with mushroom bolts
2. IV infusion pump secured to Fairfield Bar at head of stretcher or on left wall*
3. Ventilator secured to Fairfield Bar at head of stretcher*
* May not be needed on every flight
NOTE: The aft cabin configuration is unchanged from response mode other than changes noted above
A-4
Dual Patient Transport Configuration
1. Secondary stretcher removed from wall and secured to mount on floor

2. Right sided medical seat swiveled to face rearward and pushed forward
3. Primary/ Secondary Medical Bags secured with mushroom bolts between pilot seat and rear
facing medical seat. Blood cooler will be secured to the floor between the seats.
Law Safety Assist Missions

No specific changes to the interior aircraft configuration
1.
2.
3.
4.
1.
2.
3.
4.
5.
6.
7.
8.
SF1/ SF2 Aircraft Configuration for Fire Missions Responses

Dispatch Additions
Bambi Bucket (On Backboard) secured to secondary stretcher
Fireflex tank (On Backboard) secured to primary stretcher
Tarp attached to Fireflex tank
Soft Case Flex Tank Fittings attached to Fireflex tank
On-Scene Mandatory Removals
1 Medical Crewmember (if 2 deployed)
Fireflex tank
Primary Stretcher
Primary Medical Bag
Secondary Medical Bag
Secondary Stretcher
1 Crew Seat
Blood cooler
On-Scene Optional Removals
Cardiac Monitor
ProPaq
Ventilator
Ultra-Sound
Blanket
Infusion Pump
O2 Tank
1.
2.
3.
4.
5.
6.
7.
NOTE:
SF1/SF2 will need to be able to respond in a standard EMS configuration from the scene of a fire
Primary/ Secondary Medical Bags placed in dual patient configuration
A-5
SF3 Aircraft Configuration Dedicated Fire Missions Responses

Dispatch Additions
1. Bambi Bucket (On Backboard) secured to floor with mushrooms bolts
2. Fireflex tank (On Backboard) secured to floor with mushrooms bolts
3. Tarp attached to Fireflex tank
4. Soft Case Flex Tank Fittings attached to Fireflex tank
On-Scene Mandatory Removals
1. 1 Medical Crewmember (if 2 deployed)
2. Fireflex tank
3. 1 Crew Seat (if left installed)
NOTE: SF3 will normally be stripped of all medical equipment for ease of loading and will be fully
configured with the Bambi Bucket backboard and the Flex Tank.
Aircraft Configuration for EC-145 Fire Suppression Operations

Cargo Hook Area
1. The Bambi Bucket shall be attached to the main cargo hook so that the red and green portions of
the shackle mirror the position lights on the aircraft and the buckle control head is facing forward
2. The Bambi Bucket will be plugged into the aircraft
3. The Marine Recovery device will be attached to the secondary cargo hook
Center Ceiling Area
1. Crewmember restraint strap secured to ceiling hard point attachment
Aircraft Configuration for EC145 Equipment Short Haul Operations
Cargo Hook Area
1. Attach the O-ring to the main cargo hook
A-6
2. Attach the Short Haul retrieval strap to the right side cross tube
Center Ceiling Area
WARNING: This short haul line is for non-live load operations. Do not use it to transport personnel.
Aircraft Configuration for EC145 Remote Cargo Hook
Cargo Hook Area
1. Attach shackle to the cargo hook

2. The synthetic long line electrical plug will be plugged into the aircraft
Center Ceiling Area
NOTE: The synthetic long line requires the 7/8 in. shackle that is attached to the 3/4 in. shackle be
removed prior to use on EC145
Aircraft Configuration for Mass Evacuation (Hoist)

Aft Cabin Area
1. Remove medical interior

2. Attach the multi-victim tether to the inner tracks of the floor using the two mushroom
bolts secured to the end of the tether
3. Attach the aft clam shell door protection strap
Center Ceiling Area
Aft Cabin Left Side Wall
1. Rapid Access Bag (RAB) secured to left wall (not pictured)
A-7
Aircraft Configuration for Search and Rescue Operations

Primary Stretcher Area
1. Extraction litter (LSC or Backboard) secured to main stretcher with stretcher straps
2. Primary Medical Bag with Emergency Release Device secured with stretcher straps on top of
extraction litter
Secondary Stretcher Area
1.
2.
3.
4.
5.
6.
Crew Chief Bag secured to floor with mushroom bolt

Blood Cooler secured to floor with mushroom bolt
Secondary Medical Bag secured to floor with mushroom bolt
Secondary stretcher secured to wall
Right sided medical seat pushed forward
Short Haul secured to floor with mushroom bolt
Center Ceiling Area
Aft Cabin Left Side Wall
1. Rapid Access Bag (RAB) secured to left wall

2. Victim Restraint Belts secured to wall hard point attachment
3. Bauman Bag secured to wall hard point attachment
Aft Cabin Right Side Wall
1. Crewmember restraint strap secured wall hard point attachment
A-8
A-9
Cargo Hook Area
1. CMC Y-Band secured to both primary/ secondary cargo hook

2. CMC Y-Band attached to the right side cross tube attachment ring
3. Attach the Short Haul retrieval strap to the right side cross tube
NOTE: The aircraft will always have the CMC Y-Band rigged for short haul prior to response
UH-1H Aircraft Configuration for Fire Missions Responses
Left Side Area

1. Fireflex tank (In Stokes Basket) secured to left side floor with ratchet straps
2. ATR (2)
Center Ceiling Area
Center Wall Area
1. UHF Radio
2. Headsets (2)
Right Side Area
1. Cooler secured to floor with straps
2. Step ladder
On-Scene Removals
1. Fireflex tank if needed for water source or weight reduction
NOTE: Do not over tighten ratchet straps
Aircraft Configuration for UH-1H Fire Suppression Operations- Fixed Tank

1. No specific changes to the interior aircraft configuration
Center Ceiling Area
A - 10
Aircraft Configuration for UH-1H Remote Cargo Hook

Cargo Hook Area
1. Attach shackle to the cargo hook

2. Disconnect the remote hook form the electrical plug and store plug in holder
3. The synthetic long line electrical plug will be plugged into the aircraft
Center Ceiling Area
NOTE: The synthetic long line requires the 7/8 in. shackle be attached to the 3/4 in. shackle for use
on UH-1H and is not intended for live load use.
Aircraft Configuration for UH-1H Fire Suppression Operations- Bambi Bucket

Cargo Hook Area
1. The Bambi Bucket shall be attached to the main cargo hook so that the red and green portions of
the shackle mirror the position lights on the aircraft and the buckle control head is facing forward
2. Disconnect the remote hook form the electrical plug and store plug in holder
3. The Bambi Bucket will be plugged into the aircraft
4. The Marine Recovery device will be attached to the I-ring
Center Ceiling Area
A - 11
Aircraft Configuration for UH-1H APD Bomb Squad Operations

Center Floor Area
1.
2.
3.
4.
Robot secured to floor with ratchet straps

Aircraft ramp secured to floor and stowed under robot
Pant Stand secured to floor under seats
Robot Antenna secured to floor under seats
Left Side Rear Storage Area
1. Pelican Boxes stacked and secured with ratchet straps

Right Side Rear Storage Area
Change 1
1. Robot parts case
2. Robot battery
A - 12
3. Bomb suit
4. Robot Control Box
NOTE: All items secured with ratchet strap. Do not over tighten ratchet straps
Aircraft Configuration for UH-1H AFD HAZMAT Team Operations
Left and Right side storage areas
1.
Pelican Boxes stacked and secured with ratchet straps on both sides
Aircraft Configuration for UH-1H Boat Transport Operations
Center Floor Area
1. Zodiac boat and motor secured to floor with ratchet straps

Right side storage area
A - 13
1. Personal rescue gear

A - 14
Appendix B
Rescue Equipment
Bauman Bag
Task 3715
The Bauman Bag is a nylon extraction sleeve that will accommodate a long-spine board/stokes basket and is
used for short hauling or hoisting victims who are unable to tolerate an upright extraction position or collar. The
front consists of a combination of Velcro and fast clip buckles providing easy access to the victim compartment.
Securing straps are located inside of the device for securing the spine board and victim to the interior of the bag.
The lifting points are external and consist of four adjustable straps on each side that terminate on a tri-link.
B-1
LSC Quick Strop

TASK 3720
The LSC Quick Strop is a quick application extraction collar that is designed to fit around the circumference of
the chest of most victims, excluding small children. The Strop is not designed to be utilized on victims who have
sustained potential significant spinal injury unless the situation does not allow time to appropriately secure the
victims spine in a more appropriate device.
LSC Quick Strop with Single Attachment Point
LSC Quick Strop
B-2
PMI Hasty Harness

TASK 3740
The PMI Hasty Harness is a quick application evacuation seat harness that is designed to fit around the waist
and legs of most victims. The harness is not designed to be utilized on victims who have sustained potential
significant spinal injury unless the situation does not allow time to appropriately secure the victims spine in a
more appropriate device. The device is specifically designed to be lightweight, efficient, and easy to be put on
a patient. The strategic cutout of material from the lower area and use of the dual straps between the legs
provides a comfortable fit for most body types.
B-3
LSC Medivac Water Litter

TASK 3735
The LSC water litter is an aluminum/titanium frame floating extraction litter designed to be directly deployed into
the water and extracted via short haul or hoist. It provides by-design head-up floating position and allows a
single rescue the ability to secure an unconscious or severely injured victim in still or slow moving water. All
securing straps are colored coded and the lifting points consist of a webbing bridle that terminates at two solid
aluminum rings to be directly attached to the hoist hook/short haul carabiner. In situations where the victim has
potentially sustained a cervical spine injury, the HRS can secure the victims head utilizing the cushions and
straps provided.
B-4
Rescue Basket
TASK 3730
The rescue basket is a titanium frame, collapsible extraction basket with integrated flotation to be used during
hoist extraction. Its collapsible versatility allows it to be easily transported in the aircraft during wide area flood
operations or other still or slow moving water events. The rescue basket is designed to be an unattended
extraction device. The HRS should inform the victim to keep their extremities inside the frame of the basket
during extraction and at no time should they reach out toward the aircraft or Crew Chief.
B-5
Pediatric Extraction Device

TASK 3745
The pediatric extraction device is an enclosed protective carrier made from heavy duty nylon with integrated
lifting points. The interior space has restraint straps to secure the victim during extraction. It is expandable to
accommodate toddler sized children up to small adolescents. The device is size not weight limiting. This
device can be hoisted as an attended or unattended device.
B-6
Laika Dog Harness

TASK 3750
A full body harness for dogs. This harness enables you to safely and securely lower or raise dogs during
rescue operations from helicopters. Adjustable four point strap system eliminates the need for a bulky heavy
spreader bar when lifting or lowering.
B-7
Emergency Release Device

STAR Flight rescuers are deployed into environments where access by ground based medically qualified and
equipped personnel is delayed or not practical. During these deployments the HRS will take advanced life
support medical equipment directly to the victims side. A critical component of these deployments is the ability
to jettison the medical bag in the event of an in-flight emergency. The Emergency Release Device requires two
distinct actions to activate. A neoprene cover with a hook and loop closure provides additional security as well
as environmental protection.
Emergency Release Device Jettison Procedure

1. Expose the release buckle by opening the neoprene cover
2. Pull out/up on the face buckle
3. Pull the safety release ring outward
CAUTION: The HRS should make every attempt to limit impact to patients or rescuers on the ground
when jettisoning equipment
B-8
Spider Rig
TASK 3320
The Spider Rig is a custom designed device to be used during short haul operations in circumstances that
involve the pressing need to move multiple persons from one area to another. It consists of a steel ring with
six attachment points that terminate with auto-locking aluminum carabiners. The attachment points may be
secured to multiple PMI Hasty Harnesses or seat harnesses depending on the situation. In situations where
there are large numbers of victims that must be moved, such as high rise structure fires, the crew may elect to
stage multiple kits at both the pick-up and drop-off points to expedite turnaround time.
B-9
B - 10
Cargo Net
The Cargo net is a 10x10 helicopter net constructed of 8 mesh with a maximum load limit of 5000 pounds. It
is utilized to transport equipment during high rise structure fires and other incidents that require aerial
movement of equipment, as approved my management. The HRS will be involved in cargo net operations at
the pick-up location and will be responsible for attaching the net to the short haul line. The cargo net is not
attended during flight. Maximum weight for cargo net operations is limited by the maximum weight of the cargo
hooks on the aircraft which is 1500kg for the EC145 and 1800kg for the UH-1H.
Cargo Net Packing Instructions

Spread cargo net out in open area
Place Heavy Items in the center of the net first
Place lighter items on top of heavier ones
Center the weight and make the load as symmetrical as possible
Connect each corner clip large shackle
Signal ready for pick up
When short haul/synthetic line is delivered connect the shackle to the end of the short haul/
remote cargo hook
NOTE: Ensure that sharp edged tools are covered by tool guards or tape to prevent damage to cargo net
1.
2.
3.
4.
5.
6.
7.
B - 11
Hoist Cable Quick Splice

The wedge style Quick Splice with D-LOK Hoist Hook is designed for in-flight emergency replacement of the
helicopter's hoist hook and is designed to only work with 3/16 diameter 19x7 hoist cables. It is constructed of
anodized aluminum with stainless steel fasteners for strength and resistance to corrosion. The wedge will
increase grip on the cable as the load increases. The thumbscrew is used to secure the cable in the Quick
Splice until a significant load is applied. The design of the Quick Splice allows for the cable to be used to
without a reduction in its full load capacity.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Quick Splice Instructions

Cut the damaged cable approximately 20 above the damaged section
Tape the cable ends to prevent unraveling
Rotate the thumbscrew fully counter-clockwise (Position1)
Hold the Quick Splice upright and insert cable between side plates (Position2)
Guide the cable between the housing and the wedge allowing 4-5 of cable to extend from the
bottom
Pass the cable between wedge and housing on the opposite side until it stops at the top of the
window (Position3)
Carefully remove all slack from the bottom of the Quick Splice ensuring that the cable remains
fully inserted (Position3)
Rotate the thumbscrew clockwise until it is finger tight (Position4)
Attempt to pull cable from the Quick Splice
B - 12
Rapid Access Bag (RAB)

The Rapid Access Bag (RAB) contains equipment and items frequently utilized in time
sensitive rescue operations.
Top Left Pocket

12hr Chemsticks (Red /Green)
Bumper light
Top Center Pocket
High intensity Chemstick bundles
Top Right Pocket
Hoist gloves- (1ea.) Lg./Med.(right hand only)
Middle Left Pocket
Hoist Rescue Victim Strap (HRV)
Middle Center Pocket
Empty
Middle Right Pocket
HeliSlings (2)
Bottom Left Pocket
Trail/Tag Line (125 6mm)
Bottom Center Pocket
Victim Restraint Belt
Bottom Right Pocket
Victim Restraint Belt
B - 13
Crew Chief Bag

The Crew Chief bags have been standardized to accommodate the equipment carried
during rescue operations. Standardization allows crews to easily and quickly locate
equipment when needed.
Crew Chief Bag Inventory List

Short Haul
Throw Bag
Bauman Bag with Emergency Release Device
Quick Splice
PMI Hasty Harness with HRV
Hardware Kit
LSC Quick Strop with Single Attachment Point
Static Discharge Line
LSC Quick Strop
Rope Bag
B - 14
Appendix C
Crewmember Personal Protective Equipment

Adequate Personal Protective Equipment (PPE) and survival systems are required to allow STAR
Flight to meet its many operational commitments in a wide variety of environmental conditions. This
appendix provides detailed information pertaining to the PPE utilized during STAR Flight operations.
C-2
General Flight Operations PPE

General Considerations
The crew shall wear fire retardant flight suits and flight boots when engaged in all ground support and flight
operations. To provide maximum fire protection, sleeves should not be rolled up.
Synthetic fabrics under flight gear may cause severe burns during a fire. Underwear and socks shall be
either 100% cotton or a Nomex blend. Socks must also be at least 80% cotton or at least 80% wool.
The use of flight gloves is not mandatory but is highly encouraged. In addition, while within close proximity
to a turning rotor system, the crew shall wear a helmet with the visor down.
The Crew will take environmental conditions into consideration and wear additional clothing as permitted
by Travis County Helicopter Operations Manual and STAR Flight uniform policy
Pilot
Aerial Vest with Flotation Collar
SEA Air
Flight Helmet
Flight Gloves (optional)
Jacket (weather dependent)
STAR Flight issued hat/cap (weather dependent)
FAA Pilot Certificate
Medical Clearance
Drivers License
Medical Crew
Aerial Crew Vest with Flotation collar, leg straps and Trilink Link
Strobe
Radio, Pager, Cell Phone
USB drive
Whistle
Scissors
Knife
Flight Gloves (Optional)
Hoist Gloves (Mandatory for Crew Chief)
SEA Air
Flight Helmet
Maxillofacial shield
CEPs (optional)
Knee board (optional)
Stethoscope (at least 1 carried on aircraft)
Eye protection
Jacket (weather dependent)
STAR Flight issued hat/cap (weather dependent)
State of Texas Department of Health Services (DSHS) certification
Drivers License
STAR Flight ID (visible)
NOTE:
The above items will be carried on all flight operations unless the specific mission has
additional requirements.
Medical crew vests will not weigh more than 25 pounds fully configured
C-3
Fire and Law Safety Assist Missions

Crewmembers will comply with the General Flight Operations PPE requirements
Land Rescue Missions

Crewmembers will comply with the General Flight Operations PPE requirements
HRS
Hansen Harness
UHF Radio
C-4
Water Rescue Missions

Crewmembers will comply with the General Flight Operations PPE requirements. It is understood that
during water rescue missions the HRS will not be able to comply with the General Flight Operations PPE
requirements.
Crew Chief
During significant rainfall events, missions with multiple victim potential and when crew configuration
allows, Crew Chiefs will dress out in HRS PPE as well to allow for rotation to the HRS position.
HRS
Water Helmet
Appropriate harness system and thermal/abrasion protection. See below.
Flight Helmet with Maxillofacial shield (flight helmet will be initially worn during all water rescue
missions)
Water Gloves (optional)
Neoprene Hood (Should be used as needed when air temp is < 50)
Water boots
Knife
Swim Fins
Shredder fins can be used for swift water rescue
Rocket fins can be used for water rescue
NOTE: HRS shall use information available at the time of dispatch to determine appropriate level of PPE.
Not all potential scenarios can be listed but the following should provide guidance. When the level is in
question, the HRS shall default to the highest level of PPE or contact STAR Flight Management for
guidance, if time allows.
Pedernales/Llano/Colorado Rivers: Areas widely known for recreational motor/sail boat activity:
Low water flow- Flotation- TriSAR, Thermal Protection- As required by water temp
High water flow- Flotation- Force 6, Thermal Protection- Drysuit
NOTE: Confirmation or potential of victims being in high risk environments should error in higher
protection. i.e. low head dam, victim near dams or Pedernales Falls
San Gabriel/San Marcos/Colorado River (downstream of Austin)/Blanco/Guadalupe: Areas where
recreational motor/sail boat activity is not widely accepted.
Low water flow- Flotation- Force 6, Thermal Protection- As required by water temp. Downstream of
Austin. It is preferable to be in a drysuit if it is a single event and environment and mission duration is not
anticipated to be of heat stress to rescuer. Drysuit offers increased protection to the rescue swimmer over
wetsuits.
High water flow- Flotation- Force 6, Thermal Protection- Drysuit
NOTE: This does not include canoes, small powered john or fishing boats
Lake Georgetown/Lake Travis/Hamilton Pool/Lake Belton/Lake Marble Falls: Areas widely known for
recreational motor/sail boat activity: Flotation- TriSAR, Thermal Protection- As required by water temp
Swift water: Flotation- Force 6, Thermal Protection- Drysuit. Should circumstances exist in which thermal
protection is creating substantial heat stress that will impact the rescuers ability to continue to function
crews should (assuming ability and time allows) contact STAR Flight management for guidance. If time
does not allow then they have the authority to deviate from the SOG's but should realize they are
exposing the rescuer to potentially hazardous environments. This would generally expected to occur with
OAT >90 degrees in flood operations.
Flood: Flotation- TriSAR, Thermal Protection- Drysuit.
NOTE: This is confirmation of flood conditions with NO potential for swift water. Not generally seen in
Central Texas. If there is still water flooding in Central Texas there is generally concurrent swift water.
C-5
Thermal Protection Guides

STAR Flight crewmembers are provided with a wide array of thermal protection equipment for use during
rescue operations. Although the exact water temperature of every lake or waterway we may be operating in is
difficult to determine, Lake Travis provides Crewmembers with a regional guide and estimation of area water
temperature. Crewmembers are responsible for verifying the temperature of Lake Travis at the beginning of
each shift and implementing the proper thermal protection. Current surface water temperature at Lake Travis
and regional river flow rates across the Lower Colorado River Basin can be found at the hydromet LCRA
website
LAKE TRAVIS WATER TEMP

71F
SHORT LENGTH WET SUIT OR GREATER
THERMAL PROTECTION REQUIRED
66-70F
FULL LENGTH WET SUIT OR
DRY SUIT REQUIRED
65F
DRY SUIT REQUIRED
C-6
Appendix D
Voice Commands
Standardized communications reduces the potential for confusion and enhances communication and aircrew
coordination. The following charts show the standard terminology and flow that should be used when
performing rescue operations or moving the aircraft.
D-1
Short Haul Operations

Short Haul: HRS Insertion and Extraction
Task 3300
Pilot
Secure Cabin
Crew Chief
Cabin Secure
Right door open and locked
HRS
Rescuer Radio Test
Pilot
Crew Chief
Pilot Copy
Crew Chief Copy
Crew Chief
Rescuer in position clear to come up
Short haul is coming taut in 5,4,3,2,1,
Rescuer/ Load is off the ground
HRS
Axis clear
Crew Chief
Axis clear
Rescuer/ Load Stable, no spin or swing
Pilot
Losing Sight
Decision
Crew Chief
Decision checked
Forward 100, 75, 50, 25 10, 5, 4, 3, 2, 1
Stop forward, hold position
Down 5,4,3,2,1,
HRS
10 Feet above ground
Crew Chief
Rescuer on ground
HRS
Rescuer clear short haul
Crew Chief
Rescuer clear, recovering the short haul
Axis clear
Pilot
Decision
Crew Chief
Decision checked
Short haul recovered
HRS
Rescuer ready for extraction
Pilot
Inbound for extraction
Crew Chief
Ready to deploy short haul
Pilot
Deploy short haul
D-2
Crew Chief
Deploying short haul
Pilot
Losing Sight
Decision
Crew Chief
Decision checked
Forward 100, 75, 50, 25 10, 5, 4, 3, 2, 1
Down 5,4,3,2,1,
Rescuer has the short haul
HRS
Ready for extraction
Crew Chief
Clear to come up
Short haul is coming taut in 5,4,3,2,1,
Rescuer/ Load is off the ground
HRS
Axis Clear
Crew Chief
Axis Clear
Rescuer/ Load Stable, no spin or swing
Pilot
Losing Sight
Decision
Crew Chief
Decision checked
Forward 100, 75, 50, 25 10, 5, 4, 3, 2, 1
Down 5,4,3,2,1,
HRS
10 Feet above ground
Crew Chief
Rescuer on ground
HRS
Rescuer clear short haul
Crew Chief
Rescuer clear, recovering the short haul
Axis clear
Crew Chief
Short haul recovered
D-3
Hoist Operations
Hoist Operations: Direct Deployment and Recovery
Task 3200 and 3210
Pilot
Secure Cabin
Crew Chief
Cabin Secure
Pilot
Below 50, Clear to open door
Crew Chief
Request hoist power
Pilot
Hoist power on
Prepare rescuer
HRS
Radio test
Pilot
Crew Chief
Pilot copy
Crew Chief copy
Crew Chief
Rescuer prepared
Pilot
Exit rescuer
Crew Chief
Rescuer in position
Pilot
Hoist down
Crew Chief
Hoist running
Advise amount of cable deployed
Pilot
Advise altitude
Decision
Crew Chief
Decision check
Pilot
Losing sight
Crew Chief
Forward 100, 75, 50, 25, 10, 5, 4, 3, 2, 1
HRS
10 feet
Crew Chief
Rescuer on ground/water
Rescuer disconnecting
Hook free
Pilot
Hoist up
Crew Chief
Hoist running
Axis clear
D-4

Pilot
Decision
Crew Chief
Decision checked
Hook stowed-boom in
HRS
P or CC acknowledge with Inbound for Extraction
Pilot
Prepare hoist
Crew Chief
Hoist prepared
Pilot
Hoist down
Crew Chief
Hoist running
Pilot
Advise altitude
Decision
Crew Chief
Decision check
Pilot
Losing sight
Crew Chief
Forward 100, 75, 50, 25, 10, 5, 4, 3, 2, 1
Rescuer has hook
HRS
Crew Chief
Cable coming taut
Rescuer off ground
Pilot
Hoist up
Crew Chief
Hoist running
HRS
Axis clear
Crew Chief
Axis clear
Pilot
Decision
Crew Chief
Decision check
Rescuer at the skids
For 7 meter voice sequence refer to section below
Task 3220
Crew Chief
Rescuer/patient secure in cabin
Hook stowed-boom in
D-5
Request hoist power off

Pilot
Hoist power off
Crew Chief
Pendant stowed
Right door secured
Hoist Operations: 7 Meter delivery of HRS and Patient

Task 3220
For voice sequence prior to HRS being at the skid refer to Task 3200
Crew Chief
Rescuer and patient are stable at the Skids
Pilot
Hoist down
Crew Chief
Hoist running
Load stable at 7 meters
Pilot
Advise altitude
Decision
Crew Chief
Decision check
Forward 5, 4, 3, 2, 1
HRS
10 feet above ground
Crew Chief
Rescuer on ground
Rescuer disconnecting
Hook free
Pilot
Hoist up
Decision
Crew Chief
Hoist running
Decision check
Axis clear
Hook stowed-boom in
Request hoist power off
Pilot
Hoist power off
Crew Chief
Pendant stowed
D-6
Fixed Tank Operations

Fixed Tank Operations
Task 4000
Pilot
Secure Cabin
Crew Chief
Cabin Secure
Pilot*
Circuit breaker is in
Airspeed >70 kts
Crew Chief*
Pump released and stable
Crew Chief
Pump stable
Clear into the water source
Stop forward
down 5,4,3,2,1, stop down
Pump is in water
Pilot
Pump on, tank is filling
Tank is full
Crew Chief
Pump is clear the water
Clear for forward flight
Pump stable
Target in sight
Drop, drop, drop
Dropped on target, good release
*May not be needed on every flight
Crew Chief
Pump stable below aircraft
Pump approaching the ground
Pump on ground, stop down
Forward 5,4,3,2,1
Stop forward
Clear to land, down 5,4,3,2,1
D-7
Fire Bucket Operations

Fire Bucket Operations
Task 3510 and 4010
Pilot
Secure Cabin
Crew Chief
Cabin Secure
Bucket is off the ground
Bucket stable below aircraft
Bucket approaching the water
Bucket is in the water
Bucket is filling
Bucket is full, clear to come up
Bucket is clear the water
Target in sight
Drop, drop, drop
Dropped on target, good release
Landing with the bucket
Crew Chief
Bucket approaching the ground
Bucket on ground, stop down
Back 5,4,3,2,1
Stop Back
Clear to land, down 5,4,3,2,1
D-8
Appendix E
Communications for SAR Operations

Standardized communications, both verbal and non-verbal, reduce the potential for confusion and can expedite
message delivery.
STAR Flight utilizes a combination of direct radio communications and hand signals to effectively communicate
and employ rescue methods. In order to prevent confusion during rescue operations each aircraft has been
outfitted with a portable UHF radio. HRS will ensure that the UHF radio has an operational battery and that it is
switched to the Med channel that corresponds to the aircraft they are assigned to.
E-1
HRS Hand Signals
Deploy LSC Quick

Strop
May be used to deploy
Helisling if LSC Quick
Strop already deployed
I need emergency
assistance
Ready For Extraction

Either ready for hook
delivery or pickup
Night signal: Cyalume
held in hand
Deploy rescue litter
Strobe on
I am ok
Monitor radio/ Lost

Communications
Patting top of head

repeatedly
I am in need of
assistance
One arm vigorously
waving
held in hand to
enhance visibility
E-2
Abort
Deploy rescue
basket/ Pedi
extraction litter
Hoist Hand Signals

10 ft. Above
obstacles
Right arm moving
horizontally
Night Signal: Cyalumes
moving horizontally
Hoist up
Open hand touching
top of helmet and
extending outward 90
degrees
held in hand
Hoist down
Index finger pointing
down making a circular
motion
held in hand
E-3
Short Haul Hand Signals

Down
Both arms extended
horizontally with palms
coming together behind
back
held in hands
Up
Both arms extended
horizontally with palms
coming together over
the top of the head
held in hands
10 ft. Above
obstacles
Right arm moving
horizontally
held in hands
E-4
Crew Chief Hand Signals

Detach from hoist/
short haul
immediately
Left arm moving
horizontally
moving horizontally
Start Pumping Water

Fixed tank ground
filling

held in hand
Stop Pumping Water

Fixed tank ground
filling

held in hand
Aircraft Signals
Detach from hoist/

short haul
immediately
Belly lights of aircraft
blinking
Abort engine start
E-5
ICS Failure Hand Signals:

In order to standardize ICS failure hand signals for day or night time operations, the primary method of nonverbal communication for aircraft movement will be physical contact at the Pilots right shoulder as follows:
o
Hold Your Hover
Hand stationary on right shoulder
Right
Pull Pilots right sleeve gently to the right
Left
Apply pressure to Pilots right upper arm to the left
Up
Gently pull up on flight suit at the right shoulder
Down
Gently press down on the Pilots right shoulder
Forward
Gently apply forward pressure to back of Pilots right shoulder
Back -
Apply gentle backward pressure to front of Pilots

shoulder
E-6
Appendix F
Hoist Wire Rope Considerations

Historically hoist failures occur when the hoist is run under no load and the wire rope gets loose on the drum
and fouls the hoist. The tensioning systems utilized by the hoist are designed to maintain 10.5 pounds of cable
tension. This occurs as the cable is pulled or pushed through the tensioner
When a hoist wire rope loosens and fouls the hoist. The damage that results can cost thousands of dollars to
repair. In addition if the wire rope miss-wraps on the lower layers when winding and the CC does not see the
miss-wrap the wire rope can foul in flight putting the crew and the mission in jeopardy
The following information can be used to assist crews in making a decision on whether to continue using the
hoist or proceed with alternate rescue methods.
F-1
Hoist Wire Rope Construction
Wire rope, or hoist cable, is a type of rope which consists of several strands of metal wire laid (or
'twisted') into a helix (The hoist cable consists of 133 individual wires). The hoist cable has a
minimum tensile strength of 3330 lbs. While flaws in other types of cable or rope can lead to
catastrophic failure, flaws in the wires making up a hoist cable are less critical as the other wires
easily take up the load. Friction between the individual wires and strands, as a consequence of their
twist, further compensates for any flaws.
F-2
Wire Rope Damage and Fatigue

The hoist cable can fail for a number of reasons; the nature of hoisting puts the cable to use in severe
operation conditions. If the condition of the cable deteriorates to the point that the induced dynamic load
exceeds the cables strength, then a catastrophic failure can occur. Crews need to be aware of the nature of
the damage and take appropriate actions to prevent injury or death. If there is a question about the condition of
the hoist cable or issues are identified, then crews should contact maintenance for further guidance.
Crew Decision Risk vs. Benefit
Crew should evaluate the risk vs. benefit to determine final decision as to whether the medical condition or
environmental threats to the victim(s) warrant continuing to hoist. The following considerations should guide
the decision, including victim condition/location and current or future threat, how the cable was damaged, and
availability of other rescue aircraft. If crews elect to continue, the cable should be monitored closely for further
damage.
Cable Fatigue
Cable fatigue occurs on all cables over the course of its lifespan. This can be accelerated by the ratio of
bending that occurs as the cable wraps around the drum because the topside of the cable travels further
distance than the bottom side. The individual wires of the cable will begin to fatigue from the inside out and will
be seen in the crown and valley wires.
Crown Breaks
Fatigue wire breaks are typically

squared off straight across the wire.
Valley Breaks
Tensile wire breaks are characterized by

their typical cup and cone appearance
F-3
Broken Wires
(Crew Decision)
A single broken wire on the hoist cable does not necessarily require immediate termination of the operation
underway. If a crew notices a single broken wire during a training evolution, then they should halt training and
contact maintenance so the cable can be replaced. If a single broken wire is found during a rescue mission,
then evolutions may continue depending on the risk benefit based on the circumstances of the incident.
Broken Strand
(Cease Hoist Operations)
A broken strand on the hoist cable will require immediate termination of the evolution underway. If a broken
strand is identified during a live load hoist, the crew should not continue to recover the rescuer/victim but
should proceed with a blocked hoist maneuver. Once the blocked hoist maneuver has been completed it is
acceptable to cut the hoist cable above the broken strand, then wrap the end with tape and use a Quick Splice
to continue the evolution.
Kinks
Kinks can result from improper uncoiling and unspooling, or they can be formed in hoist operation. Cable loops
can occur in a slack line, or in a line under tension. If a loop occurs, it should be removed immediately.
Otherwise, the loop may be pulled through when tension is applied to the line and form a permanently
deforming kink. Kinks in a cable are always dangerous as they create unequal tension in the rope and in the
strands. A cable with kinks that cannot be straightened by hand must be replaced before further hoisting can
occur. It is acceptable to cut the hoist cable above the broken strand, then wrap the end with tape and use a
Quick Splice to continue the evolution.
Necking Down
Can occur when large amount of strain is placed on a small portion of the cable. This will result in a decrease
in a cross section of the cable. Necking down can be an indication of serious internal defects and should result
in immediate termination of the evolution underway. Crews should not continue to recover the load once they
have discovered a section of cable that has been necked down but should proceed with a blocked hoist
maneuver. It is acceptable to cut the hoist cable above the necked down section, then wrap the end with tape
and use a Quick Splice to continue the evolution.
Abrasion
(Crew Decision)
Abrasion refers to damage to the cable as it moves across a rough surface. A cable that has abrasion resulting
in broken wires should be replaced.
F-4
High Heat Exposure

Exposure to high heat softens the wire rope and can lead to catastrophic failure if placed under a load. If bluing
is noted, then immediate replacement is required
Shock Loading
(Crew Decision)
Shock loading refers to a sudden and drastic increase of load. The forces involved that are generated by the Shock
loading can momentarily increase the load beyond cables safety limits and cause catastrophic failures. The Goodrich
rescue hoist has both a damper and clutch assembly designed to reduce the effect of shock loads. The effect of shock
load is both difficult to describe and provide guidance because shock load can be very minor or very significant. Cable
damage may not be visible and to internal wires. The crew will have to assess the situation and apply their best
judgment based on extent of the shock load and risk benefit based on the circumstances of the incident. Shock load felt
by the pilot should create significant concern.
Birdcaging
A "birdcage" is caused by sudden release of tension and the resulting rebound of rope. These strands and
wires cannot be returned to their original positions. The hoist cable should be replaced immediately. Crews
should not continue to recover the load once they have discovered a section of cable that has birdcaged, but
should proceed with a blocked hoist maneuver. It is also acceptable to cut the hoist cable above the
birdcaged section, then wrap the end with tape and use a Quick Splice to continue the evolution.
Loose Cable Construction
(Crew Decision)
During normal circumstances crews should not be able to untwist the cable by hand.
Loose Strands
(Crew Decision)
Loose strands can be caused by improper balancing and socketing during the cable manufacturing process.
Cable Milking
(Crew Decision)
This is a common end of life phenomena and is due to the action of the hoist tension rollers on the outer
strands over a long period of time. When this appears after a long life, the cable may be starting to fatigue and
it should be replaced.
F-5

Aircrew Standards Manual FY2015 V1

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Aircrew Standards Manual FY2015 V1

Uploaded by

Copyright:

Available Formats

Aircrew Standards Manual

STAR Flight - Shock Trauma Air Rescue preserves life, improves

This page intentionally left blank.

Aircrew Standards Manual

Crew Resource Management

Crewmember Personal Protective Equipment

Communications for SAR Operations

Hoist Wire Rope Considerations

CHANGES TO THIS DOCUMENT

Aircrew Standards Manual

11. Task 3230

1-1 Pilot in Command (P)

1-2 Crew Chief (CC)

1-3 Helicopter Rescue Specialists (HRS)

1-4 Helicopter Fire Specialists (HFS)

1-5 Pilot Command Instructors (PCI)

1-6 Rescue Command Instructors (RCI)

1-7 Adjunct Rescue Instructors (ARI)

1-8 Flight Training Officers (FTO)

1-9 SYMBOL USAGE AND WORD DISTINCTIONS

A warning indicates an operating procedure or a practice that, if

A caution indicates an operating procedure or a practice that, if

A note highlights essential information that is not of a

Will, shall, or must indicate a mandatory requirement.

2-1 Initial Training

(a) Will be conducted in accordance with the NVG Training Program

ii. Crewmembers with no previous goggle experience will have a

Helicopter Rescue Specialist

2. Academic Training - The following items must be complete

Table 2-1 Pilot and Crew Chief Modules

A2- Day Land- (no live loads)

A3- Day Land

A4- Day water

A5- Night Land

A6- Night Water

A7- Short Haul

A8- Bambi Bucket

Table 2-2 Helicopter Rescue Specialist Modules

R2- Night Land

R3- Day Water

R4- Night Water

R5- Multiple Victims

R6- Short Haul

Table 2-3 Annual public mission currency standards

Direct deployment and recovery of HRS

Every 180 days

Every 180 days

Every 365 days

Every 365 days

2-3 Refresher Training

90 days but less than 180 days

1. Aircraft Refresher Training

(b) Crewmember refresher training is conducted in accordance with Aircrew

(a) Pilots and Crewmembers will receive refresher training will be in

Aircrew Refresher Training Guide

Review all 1000 series tasks

Review all 1000 series tasks

3-1 Evaluation Principles

3-2 Grading Considerations

3-3 Crewmember Evaluation

3-4 Evaluation Sequence

4-1 Task Contents

4. Standards- The standards describe the minimum degree of proficiency to which

Maintain altitude, 3 feet (5 feet for OGE). *