Airlift from boat to helicopter - what you need to know!
Chris Hogan, 13th January 2016, Boat
Last summer Yachting Monthly went through a a simulated helicopter rescue from a Sadler 32 in the Solent, purely to be able to describe the process for its readers. To add a touch of reality the exercise was done in a 35 knot gale, with the wind against the tide!
Image and article text courtesy Yachting Monthly
We are indebted to Yachting Monthly for permission to adapt and reproduce parts of their article. We thought that knowing how to prepare for a helicopter rescue, specifically a "hi-line transfer", and how to react during it, was essential information for any sailor out in coastal waters.
So without further ado, we'll hand you over to the intrepid Yachting Monthly staff.
A classic hi-line transfer - the theory
The most likely scenario is that the helicopter will lower a winchman straight down to your yacht to direct operations. Alternately, if it's very calm, the helicopter crew may lower a lifting strop after a briefing about its use.
More helicopter rescues involve lifting a person from a yacht able to manoeuvre, than a yacht disabled in some way. The technique is called a hi-line transfer. Landing the helicopter crewman, plus a stretcher, or lifting strop, in the cockpit of a pitching yacht is far from easy. The hi-line makes it possible.
Preparation
Secure all loose gear on deck, or stow it below. Unsecured covers, ropes, even unstowed bits of clothing, are easily lifted by the down-draught of the rotors. They can cause chaos on deck. They can even be sucked into the helicopter's air intakes and threaten engine failure.
The winchman will board you on the port quarter because the pilot sits to starboard in the aircraft and he needs to see you. The hatch is on that side too, so clear away everything movable from the critical area. This includes danbuoys, aerials and even the ensign staff.
If your engine is powerful and reliable, or if there's very little wind, drop the mainsail and headsail. Now lower the boom to the deck if you don't have a fixed rod kicker. Lash it down to starboard and take the topping lift to the mast.
If you don't trust your engine or are in any doubt about it, get ready to sail closehauled on the port tack.
Put your best helmsman or woman on the job. Once things start happening, their task will be to steer absolutely straight in the direction the helicopter crew ask for. The helm must not be distracted, whatever happens.
What to do when the helicopter arrives
If the area is crowded with other craft, you may well spot the helicopter before its crew identify you. Do anything you can to say: "It's us!" An orange smoke flare is best by day. If you don't have one, wave the ensign or a hi-vis life jacket. Try VHF radio (Ch 67), then imagine yourself in the pilot's seat and advise along these lines: "I am ahead of you and to your port side," for example. At night or in bad visibility, use a red pinpoint flare, but never use a parachute flare.
Helicopters are unbelievably noisy, and communicating by radio during the action can be a challenge, so don't feel embarrassed to ask the rescue crew to 'say again' any message.
If there's been a breakdown in communication, the helicopter may well fly past showing a large sign with something like "VHF 67" on it. Comply if you can. If your radio is down, make suitable gestures and be ready to receive a hi-line or a lifting strop.
Briefing
Stand by to receive instructions. You won't want to be down below, or doing the old 'jack-in-the-box' act up and down the hatch, so if you have a hand-held radio, use it. If you're short-handed, give it to the helm and let him/her relay instructions. The best line handler, or the strongest person in your crew, should be the one chosen to deal with the hi-line.
The pilot will brief you. Listen carefully and don't be afraid to ask for a repeat.
You'll probably be asked to motor as fast as you comfortably can upwind. If communication fails and it's breezy, steer straight to weather or close-hauled on the port tack, making your best speed. At night, the helicopter may survey you for some time with searchlights to locate obstructions. Be ready to turn any deck lights on or off as requested.
Keep it steady
Once briefed, get going. This is where you and the SAR guys will be glad you chose the best person to steer. It's so tempting to look up, but don't let it happen. Given half a chance, a modern yacht jumps off course like a bluebottle in a hot kitchen, which makes the helicopter pilot's job impossible.
Don't be alarmed by the shocking racket of a helicopter overhead at low altitude, and don't worry about the downdraught. Unless there's no wind, the aircraft stays out on your quarter during the transfer and it's not a problem.
The big lift
The helicopter winch can easily lift two or more people. If quick evacuation of more than one casualty is required, two strops may be lowered under the supervision of the helicopter's winchman.
If it's very calm or your yacht is very big, the helicopter may lower a lifting strop directly to you after a briefing about its use. Alternatively, and more likely, they will send a winchman straight down to direct operations. In most other circumstances, the crew will opt for this 'hi-line transfer' method.
The hi-line is a light line with a weight on its lower end, attached by a weak link to the helicopter's winch cable. Its purpose is to allow the yacht's crew to guide the main winch wire while the winchman, a stretcher, or a lifting strop is lowered and lifted away again.
Don't secure the hi-line
The helicopter hovers more or less overhead and lowers the hi-line to you. The hi-line has weights at the end in an orange plastic bag, to control the line in the downdraught. Your job is to grab this and take in the slack. Gloves are a good idea.
Flake it onto the deck or cockpit sole. Some people use a big bucket, but whatever you do, don't secure it. If it gets snagged, and a 'tug of war' results, the weak link snaps and they'll send you down another.
The helicopter moves away over your quarter while the pilot gets his bearings. Keep taking up or giving slack so that the hi-line is clear for action and has no chance whatever of finding your propeller.
The winchman cometh
Next, a winchman or a rescue device is lowered on the main winch cable. Take up the slack on the hi-line as it comes, then use it to heave him or the device to safety on board. This might need a hefty pull, so don't give the job to little Johnnie.
Whatever is coming down, an earthing wire will be lowered into the water from the main wire before you grab it. You will not get a static electric shock from the hi-line.
If a winchman is lowered, he's in charge, so follow his instructions. These will be hard to hear because of the noise from above. Don't be shy of putting your ear right next to him. If only a strop comes down, secure evacuees as appropriate and signal to lift with 'thumbs up'.
Being lifted
A lifting strop features a toggle to tighten it under the arms for security. If it's you on the wire, keep your arms by your sides. The yacht crew now ease out on the hi-line, keeping enough tension to stop the lift swinging wildly. Don't release it altogether if it might be required again.
When no further lifts are needed and when you are instructed to do so, let go the end of the hi-line, keeping an eye on the weight so it doesn't swing and injure someone.
Other helicopter rescue options
When conditions are so dire that even hi-lining is dangerous, the helicopter pilot may direct you to stream a casualty astern in a dinghy or even in a liferaft on a long painter. In the most extreme circumstances, such as abandoning ship, you might be instructed to get into the water.
If so, make sure all crew are wearing lifejackets and don't jump until directed. You don't want to be in the water for any longer than necessary. Note also that helicopters carry special double strops for raising vulnerable people, such as hypothermia victims, who are at risk from the 'post-rescue collapse' caused by lifting in a vertical attitude.
