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The aim of this instructional movie is to show the techniques used to perform the hi-line
and zodiac procedure to the flying crew of the 40 Squadron Heli
as well as to the ship and boat crew.
These techniques can be of life saving importance during interventions with helicopters.
The following procedures are these used by the 40 Squadron heli, stationed at the airbase of
Koksijde, Belgium, and they can differ slightly from procedures used by other
search and rescue units.
The hi-line procedure is a procedure where the search and rescue diver,
abbreviated as SAR diver, throws a line to a ship from approximately 5 meters distance.
The aim is that somebody of the sailing crew takes this rope to pull
the SAR diver towards the ship.
This is especially used with small vessels or ships with a high build up and with only a
small strip available to put down the SAR diver and the SAR medic and when it is
impossible to hover low over the vessel.
Because of the altitude of the helicopter, there is a bigger chance of having
a swing in the cable which makes it difficult to put the
SAR diver and/or medic on board.
This swinging can be largely reduced by keeping tension on the hi-line
The method used by the helicopter crew consists of 4 steps.
First of all the SAR diver will be winched out from a low altitude (pos 1).
Next, the helicopter climbs above the highest obstacle of the ship and the SAR diver
will be lowered to just above deck height (pos 2).
Then, the helicopter moves in until the SAR diver is at approximately
5 meters from the target and he can throw the hi-line (pos 3).
While the SAR diver is pulled in by a crewmember of the vessel,
the helicopter can move in until it hovers almost overhead the target (pos 4).
During the first radio contact with the helicopter crew, the ship's crew will be asked
to steer a course at which the wind should be at 30° front portside.
It is very important to keep that course so that the helicopter crew can winch
on the left aft deck of the ship.
This is the safest position for the helicopter and for the pilot to keep visual contact with the ship.
When the ship has serious damage and for example the mast is broken,
then it is best to lower the sails and to use the engines with a speed of 5 to 8 knots.
Also when there's no wind, it's better to lower the sails and to use the engine.
When a winching takes place, a ''static line'' will be attached to the hook of the winch cable.
This is a conducting black cable with a Iength of about 3 meters.
It's function is to discharge the static electricity of the helicopter
before the SAR Diver or Medic touches the ground, the water or the deck.
Wait for the grounding to happen before you grab the load or the cable otherwise
you will be in for an unpleasant surprise. (electrical chock)
As you can see very well here, the steersman is continuously busy with his navigation
and the course of the ship, This is very important for the helicopter crew.
lt's getting very dangerous when the vessel starts zigzagging unexpectedly.
A common mistake made by the steersman is to concentrate
on the helicopter operations and to neglect the ship's course.
ln any case, do never attach the hi-line to the ship nor to yourself and make sure that
the rope lays freely.
At any moment, the helicopter may encounter a problem whereby
the crew must accelerate the helicopter in order to reduce the power needed.
In this case the rope is pulled by the helicopter and must be free to go overboard.
A couple of meters from the end, the hi-line is marked with a fluo strip.
When the helicopter moved that far away so that this marking comes into your hands,
then show the marking by holding it high up and let the helicopter crew know
that the end of the rope is near.
After the last winching, the helicopter will climb in order to pull in the hi-line.
When during this maneuver the end of the rope is reached, then throw it over board
making sure it remains well clear of any obstacles.
Winching on small vessels like RHIB's can be very hard for the helicopter crew. (Rigid Hull Inflatable Boat)
The size makes it impossible for the pilot to see the boat during the winching.
This means that winching on a small speeding boat cannot be done in some cases.
When the boat is not moving, for example with engine problems,
then the winching can be done and the pilot takes a reference on the surface of the water.
In this case there's a big chance that the boat is blown aside a bit by the downwash of the helicopter
so sometimes the SAR diver is winched down into the water near the vessel.
A much easier and especially quicker method is called the ''zodiac'' procedure.
During this procedure, the steersman brings his boat underneath the helicopter in order to
catch the SAR diver on the bow of his vessel.
The helicopter takes a steady course, normally into the wind,
at a speed between 5 and 10 knots.
This speed is needed to keep the boat steerable at all times.
During the approach to the helicopter from behind, a heavy downwash will be felt,
this is normal and is caused by the rotor of the helicopter
As you get more underneath the helicopter, this downwash will decrease because it is
blown backwards due to the wind and the speed of the helicopter.
When the SAR diver of medic reaches the deck of the boat,
it is very important for the steersman to keep his course until the
SAR diver or medic is detached from the cable.
He should keep visual contact with the helicopter to maintain his relative position to it.
If you want to turn after the winching, turn to starboard if possible
so the helicopter crew can keep you visual.
lt's obvious that for a procedure like this,
the steersman must be experienced and must be familiar with the boat.
We sincerely hope that you, captains and steersman, will never need these techniques
during an emergency situation.
but, be prepared, it can save a life.
The helicopter crew of the 40 Squadron, Koksijde Airbase, Belgium
Belgian Defence
Disclaimer : The use of this movie is subjected to the conditions below.
You are deemed to have read and to accept them unreservedly.
These conditions can be changed unilaterally at any time without notice.
The information passed through this film is merely an indicative view of how the relevant procedures
are used by the 40 Squadron Helicopters, Koksijde airbase Belgium.
lt cannot be guaranteed that these are the ideal solutions for ALL emergencies,
each situation is different and should be evaluated and assessed as such.
Belgian Defense cannot be held liable for any direct, indirect or incidental damages arising
from the use of this film or through information and/or procedures provided by this film.
Belgian Defence reserves the right, without prior notice, at any moment
to add, modify or delete information and/or procedures.
Responsible editor