Generic risk assessment 4.5: working with helicopters
Contents
1. SJO1 IUJSUEJ Jo1e20 AoueBueuue eiqeAojdep Ajeoneuuo1ne sBequie suosuods S P uonejeoli se uons egen Ajayes JO uoneAnov DISZEH J doOol u u DUpUOAN J doolj u Bulyoeaddy Aun sdo A p 1uepioul BY se 1uepioui y JO seBejs jeru ySeL s1e3doo jeu YUM DuUOM G p jueuissessy YSIY S2Su u p Jo fyeuiung Generic Risk Assessment 4 5 Working with helicopters 24 SQ Date ou s locu Be Jo Bupuequuesip Bupuequi oijqnd eui jo Slogan unfui snoues U YM MAIO JS JO suomnonujsul AAO OJ euuosued SuJ ujeeq 1u8ieu LUOIL sje J 1do2ollj u u BUOM 9L uononuisul seioueDe 1 ulO MOJO 4e1dool eu MOJO 3ueuueAouu Ju A Id EE o eunoes jueuudinbe ejnsue uonogjes Id qn SERIA jueuudinbe Buiu pue uonesueiue jeuuosJed SHJ Anfu snoues ureeq sjoe qo Pulley Je1doorjeu eeu BUOM SL Ajesseoeu se Bale ejeuiunill seioueDe 194 O pue uomoauip PUIM usijqejse eae Buipue Jejdooieu eyeudoudde Ajuepi uoneoiunuuuJ00 Ie o Sind su JO Sadus wo Buruequu sip punojJ6 ysijqese was Ss PUBLULUOD 1uepiou jeuuosJed SHJ Anfu snoues ureer Bulpseog 198u09u 1e1doorjeu Buiuoeouddy vL ule1s g seiouoDe Jeu1o PUBLULUOD juepiou eouei duJoo JO JO WUOW subis BuiuJeM 0 e1eupe SMAI Jeuq UOPIOO q EE jeeu seuunj Jeuur OJJUOD pue usiqeise jsneuxe piony jeuuosJed SHJ Auntuy jsneuxe Jo uogejeuu 1931doorjeu Buiuoeouddy eL J9j1doo jeu eiuuJeujodAu JO2. Luise PUeLUWIOD 1uepiou VEDIO Ajeyes 1uiodde Burlurej SOINSCSW O11uO2 seiouoDe Jeu1o ol gnd eui Jo saqwi euuosued SHJ weu ye suosJed Aunful snoues uyeeq G p jueuissessy YSIY oueues jo fueuiung MOJ S SJO OJ USUM ese eui eq osje ueo silu peonpel eq ued ulooJpeeu se uoneJepisuoo Olu UEL eq 1snuJ 918 sjueu uequie pue Sou 40101 A jeloedse jeuuos4ed uo s pejq 40101 Aq Pedu puezey Je dooljey ou BUOM Je1dooirpeu u BuuoAA J doolj u Bulyoeaiddy Aun sdo A p 1uepioul BY se 1uepiour y JO seBejs jeu ySeL s1e1doo jeu YUM BupjJj10M 23 Generic Risk Assessment 4 5 Working with helicopters N9J9JIe OY ULM 1S9J 1snuu Buluno s eu JO AjigisuodseH e1dooi eu eui o1 ui jueuudinbe 10 senjenseo jo Buipeo eui ui Buljsisse J MAE Jo suononujsul BY MOJJOJ senbiuuoe Bunii uuee AO JeonoeJd e qissod ji jueuudinbe Ayenseo 1odsueJ oj sueaui eoiueuoauu esf qissod aiayM Aueo Jo eouejsip esluululA seiouoDe Jeu1o ol gnd y Jo sjequueJA jeuuosJed SHJ Anfu Buippueu enuen Builpueu enuen J doolj gu Jeau BUOM J doolj u Buiyoeosddy LL sjexoef oul enue or subis BuluJem o eJeupy jo peuunj q pinous 018 s1eDed pue seuoud oo Sou IS YE MAIE JO suononuisul eui MOJ OJ SoJnseeui ojuo2 seiouoDe Jeu1o ol gnd eui Jo sjequue A euuosJed SH weu ye suosJeg Aunful snoues sjexoeflei 10 1130Y
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4. hazards to personnel as release mechanisms or parts of the vehicle for example wheel hubs may be ejected prior to activation Manual handling Loading equipment or casualties onto and off a helicopter may increase the risk of manual handling injuries due to restricted space or access and egress Poor posture necessitated by having to crouch when approach the helicopter will add to the manual handling risk Unstable terrain and uneven ground will make carrying casualties and equipment difficult adding to the risk of manual handling injuries Generic Risk Assessment 4 5 Working with helicopters 9 Conditions that may affect the use of helicopters There may be incidents where although advantageous to work with helicopters the conditions on the incident ground may affect their safe use Examples of such conditions include OVERHEAD POWER LINES TREES AND OTHER HAZARDS Landing sites and flight paths are required to be completely free from any form of overhead entanglement If any hazards are present the pilot should be informed of them prior to flight ENVIRONMENTAL CONDITIONS High wind and or inclement weather conditions may create additional hazards especially during helicopter landings and take offs therefore greater safety distances may be necessary Hazards may be compounded due to poor visibility or darkness SMOKE The amount of smoke produced the density of the smoke and the height of the smoke plume or cloud are
5. record any lessons learned from the incident De briefs will range in complexity and formality proportionate to the scale of the incident and in line with individual FRS procedures Generic Risk Assessment 4 5 Working with helicopters 19 Consider any changes required to safe systems of work appliances or equipment in the light of any lessons learned from de briefs or from safety events The air crew should be invited to take part in a de brief session Consider the need to review existing information held on a premises or location or the need to add a new premises or location into future preplanning e g by adding to visit or inspection programme e Staff should be supported and monitored to identify whether they are experiencing any adverse affects and to check whether they would benefit from accessing counselling and support services Consideration should be given to arranging for staff to make a contemporaneous written record of their actions This information may be used to assist in any internal or external investigations or enquiries that follow any incident e g coroners court public enquiry etc Insurance Although not a control measure it is important that FRSs ensure that they have insurance cover for working with helicopters and that any service provider has adequate cover for FRS staff Falling from height objects falling from height If FRS personnel travel in a helicopter they will wear a seat belt or
6. the need for appropriate levels of assessment and provide for continuous professional development to ensure maintenance of skills and to update personnel whenever there are changes to procedure equipment etc Generic Risk Assessment 4 5 Working with helicopters 13 Training outcomes should be evaluated to ensure that the training provided is effective current and it meets defined operational needs as determined by the FRS Integrated Risk Management Plan Command and control The Incident Commander should adhere to the principles of the current national incident command system Prior to committing personnel to any hazard area the Incident Commander must take account of the actual information about the incident that is available to make operational decisions in what are recognised as sometimes dangerous fast moving and emotionally charged environments A thorough safety brief prior to deployment of personnel within the hazard zone should be carried out There are numerous safety issues to be borne in mind whenever FRS personnel are required to work with helicopters Incident Commanders will need to ensure strict control of the incident ground and ensure that all personnel are continually supervised and briefed of the dangers It is highlighted that the primary responsibility for the helicopter and its crew will rest with the pilot and service providing the facility The FRS may not be in full control of operations or have the primary
7. adopting a crouched or bent posture personnel must not approach or disembark on the uphill side of a helicopter on sloping ground the aircrew will secure any doors and hatches as they are fragile and damaging them could mean the helicopter is unable to fly whenever personnel are required to ride in a helicopter seat belts and or harnesses must be worn at all times they are available smoking in on or near helicopters is prohibited at all times all passengers including patients should where possible wear appropriate hearing protection at all times when in proximity to the helicopter ensure tasks are understood in advance to reduce the need to discuss issues in close proximity to the helicopter personnel must be aware of the effect noise can have on animals If possible forewarn animal owners and have the animals moved further away by those responsible for them Accidental activation of aircraft safety systems follow the instructions of aircrew at all times mobile phones and pagers etc should be turned off adhere to warning signs Generic Risk Assessment 4 5 Working with helicopters 17 Manual handling Try to get the helicopter as near as practically possible to the incident site This will minimise the distance casualty equipment needs to be carried Use mechanical means to transport the casualty equipment if possible practical The incident site may be some distance from the nearest road Utilise appropriate vehi
8. all factors that may affect the safe use of helicopters SLOPING GROUND AND OTHER LANDING FACTORS Sloping ground is hazardous for helicopters and is not suitable for use as a landing area Sangy dusty or soft ground should be avoided LANDING SITES Where pre determined landing sites are not available landing sites such as fields or road carriageways may be considered although it should be noted that these may pose additional hazards such as unsuitable ground loose debris and contact with animals or collision with vehicles The use of vehicle headlights and handheld torches to illuminate a landing sight will cause considerable problems for the pilot if shone directly at the helicopter as the pilot may have night vision goggles on Aerials Aerials particularly high frequency aerials which are cables slung down the side of the aircraft pose a significant hazard during high frequency transmissions and can cause burns Engine exhausts The height of the exhaust depends on aircraft type but personnel should be aware that they exist and should expect a warm or hot blast of air when manoeuvring near the aircraft Personnel must keep clear of all helicopter tail sections even if they have no tail rotor due to the hot exhaust 10 Generic Risk Assessment 4 5 Working with helicopters Weapons systems Military helicopters may have weapons systems on board which create additional hazards The presence of helicopters on scene not r
9. blem or interference detected the pilot would ask for the radios to be turned off Generic Risk Assessment 4 5 Working with helicopters 11 Key control measures Pre planning Pre planning is key to enhancing the safety of firefighters and others likely to be affected by FRS operations The Integrated Risk Management Plan of each FRS will set standards and identify the resources required to ensure safe systems of work are maintained Each FRS should assess the hazards and risks in their area relating to this Generic Risk Assessment and site specific plans e g pre determined landing sites should be considered for locations where these are significant This assessment should include other FRS areas where cross border arrangements make this appropriate Such contingency plans should include e levels of response relevant standard operating procedures e tactical considerations including rendezvous points RVPs appliance marshalling areas and access points Pre planning is underpinned by information gathering much of which will be gained through inspections or visits by FRS staff for example those covered by section 7 2 d of the Fire and Rescue Services Act 2004 Information should also be gathered and used to review safe systems of work etc from sources both within and outside the FRS including military fire safety audits e incident de briefs health and safety events local authorities local res
10. cles Employ team lifting techniques Follow the instructions of aircrew if assisting with the loading of casualties or equipment in to the helicopter Responsibility for the securing must rest with the aircrew Landing 18 A suitable exclusion zone should be set up around the landing site with only essential personnel working within the zone The pilot is responsible for where the aircraft lands If the landing site selected is not suitable due to unsuitable geography environmental conditions such as wind or inclement weather trees aerials soft ground smoke plumes etc or if the pilot observes a more appropriate landing site the pilot may set the aircraft down elsewhere Communications will need to be established between the pilot and the Incident Commander as soon as the aircraft arrives and a plan of action agreed The ultimate responsibility for the safety of the helicopter rests with the pilot who will have the final decision on any issues regarding the aircraft Landing sites will be chosen by the pilot Unless suitably qualified or informed it would be unwise for FRS personnel to advise on landing sites as a number of factors can affect safety They can advise the pilot on ground conditions When selecting landing sites a site with a suitable unobstructed run in approach will be chosen where possible Helicopters will struggle to land vertically from a great height into a small area It should be clear of trees and over
11. e kel Communities e and Local Government RA n i HIEF Fl A E amp RESCUE ADVISER Fire and Rescue Service Operational Guidance GRYS generic risk assessments GRA 4 5 Working with helicopters Generic Risk Assessment 4 5 Working with nelicopters December 2010 London TSO E TSO information amp publishing solutions Published by TSO The Stationery Office and available from Online www tsoshop co uk Mail Telephone Fax amp E mail TSO PO Box 29 Norwich NR3 1GN Telephone orders General enquiries 0870 600 5522 Fax orders 0870 600 5533 E mail customer services tso co uk Textphone 0870 240 3701 TSOGBlackwell and other Accredited Agents Customers can also order publications from TSO Ireland 16 Arthur Street Belfast BT1 4GD Tel 028 90238451 Fax 028 9023 5401 Published with the permission of the Department for Communities and Local Government on behalf of Her Majesty s Stationery Office Crown Copyright 2010 ISBN 978 0 11 754067 5 Copyright in the typographical arrangement and design rests with the Crown This is a value added publication which falls outside the scope of the HMSO Class Licence Applications for reproduction should be made to the Office of Public Sector Information Information Policy Team Kew Richmond Surrey TW9 4DU Printed in the United Kingdom by The Stationery Office Joo2382901 C2 12 12 6764 19585 The Generic Risk Ass
12. el should not approach until indicated to do so by the pilot or helicopter crew Personnel must approach or leave the helicopter in a crouched position and always on the downhill side of sloping ground A sudden wind gust can cause the rotor blades to dip to a level which can result in serious injury or death Personnel must not approach the helicopter from the rear or walk near to the tail of the helicopter even if the helicopter has no tail rotor blind spot for pilot Note this is not a hazard with a Chinook aircraft as the standard operating procedure for a Chinook is to approach from the rear in full view of the aircrew loadmaster Keep in sight of the pilot or a crew member Never feel your way towards or away from the helicopter If blinded by debris personnel must stop and wait for assistance Personnel must adhere to the instructions of the helicopter crew at all times when working in the vicinity of a helicopter Never carry anything above head height Intravenous drips communications antenna etc when approaching or leaving the helicopter Suspended loads all members of the public and non essential personnel should be kept well clear from any landing sites or areas where water bombing may be in use the air crew will ensure that any loads to be moved are safely packaged and secured personnel should not be permitted to ride in the helicopter whilst loads are suspended including water bombing when the bucket or co
13. equested by FRSs On occasions helicopters have turned up on scene without a request from a FRS e g media helicopter police helicopter This can create issues e g fanning flames changing the direction and intensity of a fire affecting communication systems and in particular the downwash disturbing water reducing sub surface visibility and affecting search operations Disruption to interference with FRS communication systems The use of helicopters may cause disruption to or interference with FRS communication Systems Aviation fuel Helicopters contain aviation fuel and as such this poses a risk should there be an incident involving the helicopter Falling from height objects falling from height There is a risk of falling from height when embarking disembarking a helicopter and being transported in a helicopter There is a risk of objects falling from height if unsecured Search spot lights Search spot lights are fitted to some police military helicopters They provide illumination over a wide area and are useful during search and rescue operations These lights can be extremely powerful and personnel should avoid looking directly into them Use of radios With reference to using fire ground radios on board a helicopter or close to a helicopter there should be no interference as most helicopter s electrical electronic equipment is protected from the electromagnetic field that is generated by the engine If there was a pro
14. eration given to FRS communication systems and the possible disruption or interference to these from the use of helicopters Training When formulating a training strategy FRSs should consider the following points e FRSs must ensure their personnel are adequately trained to deal with thehazards and risks associated with working with helicopters The level and nature of training undertaken should be shaped by the informed assessment of operational and individual needs in accordance with the FRS guidance on the integrated personal development system national occupational standards and any internal training plan Training needs should take account of those more likely to come into contact or work with helicopters such as specialist firefighting and rescue teams and FRSs with formal arrangements for the use of helicopters and those whose contact with helicopters may be occasional such as fire crews attending a road traffic collision e Training and development should follow the principles set out in national guidance documents e Training and development programmes should generally be structured so that they move from simple to more complex tasks and from lower to higher levels of risk Training and development will typically cover standard operational procedures as well as ensuring knowledge and understanding of equipment and the associated skills that will be required to use it e Training and development programmes should consider
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16. essments in this series only apply to England Contents SECTION 1 GRA 4 5 Working with helicopters Scope Significant hazards and risks Moving rotor blade Suspended loads Downwash Incorrect approach boarding disembarking Noise Accidental activation of aircraft safety systems Manual handling Conditions that may affect the use of helicopters Aerials Engine exhausts Weapon systems The presence of helicopters on scene not requested by FRSs Disruption to interference with FRS communication systems Aviation Fuel Falling from height objects falling from height Search spot lights Use of radios Key control measures Pre planning Training Command and control Safety Officers Personal Protective Equipment Moving rotor blades Suspended loads Downwash Approach boarding disembarking O O dq o ON O OC CI sch o Lk O O 10 Noise Accidental activation of aircraft safety systems Manual handling Landing Life jackets Other precautions Post incident Insurance Falling from height objects falling from height SECTION 2 Summary of Generic Risk Assessment 4 5 21 SECTION 1 Generic risk assessment 4 5 Working with helicopters Scope This Generic Risk Assessment GRA examines the hazards risks and control measures relating to incidents where Fire and Rescue Service FRS personnel are required to work at scenes where helicopters may be present Unmanned aerial vehicles such as drones fall outside the scope of this d
17. head cables The area should be level and firm The identified landing site should be inspected for any loose debris or items that can cause the helicopter harm these should be cleared Foreign object damage should be in the mind of all commanders The controlling officer and any other FRS personnel near to the site should be clearly identifiable and must wear high visibility clothing together with adequate ear and eye protection Do not mark out a landing area for the helicopter with traffic cones or other items of equipment as such items can be lifted or moved by the rotor down draught creating a flying object debris hazard Responsibility to land on a road lies with the police Where a landing is made on a road the police must first secure it Generic Risk Assessment 4 5 Working with helicopters Minimum time to be spent on the road by the helicopter enough to fulfil its emergenoy function On a motorway dual carriageway or two way road when the helicopter is landing or taking off the unaffected carriageway should also be closed at all times by the police highways agency Consideration should be given to securing the perimeter of the landing site prior to landing and taking off if possible A helicopter landing usually attracts crowds including children Close liaison with the police to achieve this would be beneficial Never shine a torch at a pilot due to the use of night vision googles This will result in the pilot being te
18. ilience fora Involving others in pre planning is also an effective way to build good working relations with partner agencies and other interested parties such as site owners FRSs should ensure systems are in place to record and regularly review risk information and ensure that new risks are identified and recorded as soon as practicable FRSs must ensure that the information gathered is treated as confidential unless disclosure is made in the course of duty or is required for legal reasons FRSs should consider the benefits of using consistent systems and formats to record information from all sources Consideration should also be given to how timely access will be provided to information to support operational decision making 12 Generic Risk Assessment 4 5 Working with helicopters Information needs and the capacity of FRS staff to assimilate information will vary in proportion to the nature and size of incident and what stage the operational response has reached so arrangements need to be flexible and may be based on more than one system Specific pre planning for this generic risk assessment should include identification of pre determined landing points e liaison with other agencies to determine protocols and procedures for the FRS use of helicopters liaison with other agencies including the media to establish protocols and procedures on the use of helicopters that may affect FRS operations at the incident consid
19. more likely when personnel and helicopters are required to work in close proximity A further potential hazard associated with suspended loads is that of static electrical shock In cases where a helicopter ground crew are not available personnel may be required to load or unload equipment from under slung slings or nets Helicopters that carry loads will normally have an earthing line to discharge the static build up FRS personnel therefore need to be aware that any load carried under a helicopter has the potential to cause harm through the build up of static electricity and the resultant potential difference Any load jettisoned by the pilot will become hazardous to those working below Generic Risk Assessment 4 5 Working with helicopters 7 Downwash Helicopters fly because the rotors accelerate a mass of air downwarq that is at least equal to the mass of the aircraft The vertical velocity of this column of air or downwash varies dependant upon a number of factors which include surface wind speed main rotor radius disc loading the weight of the helicopter divided by the swept area of the rotor blades Whenever helicopters take off land or hover close to the surface the downwash is deflected horizontally Rotor downwash is invisible unless in conditions of smoke dust mist or foliage However deflection across the ground may be hazardous for up to 70 metres from the aircraft Rotor downwash will create con
20. mporarily blinded Never direct vehicle lights or portable lighting towards a landing site Life jackets Only manually operated life jackets should be used in flight This is to prevent inflation inside the cabin if the helicopter ditches in water There is a risk with automatic activation that personnel may forget to disable the jacket Other precautions Personnel must keep clear of engine exhausts and aerials Although it is unlikely in the UK military helicopters may have weapons and or pyrotechnic systems on board FRS personnel must follow the guidance of the aircrew should this be the case Avoid looking directly at search or spot lights Post incident The following measures should be considered to help eliminate or remove risks after an incident as appropriate to the nature and scale of the incident Any safety events personal injuries exposure to hazardous substances or near misses should be recorded investigated and reported in line with legislative requirements such as Reporting of Injuries Diseases and Dangerous Occurrences Regulations 1995 etc Arrangements should be in place to either remove all contamination from personal protective equipment or to ensure safe and appropriate disposal and to check that it maintains agreed levels of integrity and protection for the wearer throughout its life cycle As appropriate occupational health support and surveillance follow up Conduct a de brief to identify and
21. n upright posture or carrying equipment in an elevated position personnel approaching or disembarking on the uphill side of a helicopter on sloping ground personnel approaching with communications antenna raised personnel coming into contact with hot exhaust ports personnel approaching or disembarking during engine shutdown procedures Noise The noise created by the engines and to some extent the downwash of air creates additional hazards to personnel working with helicopters Hazards posed by noise may be two fold e ifthe noise is of such intensity that normal speech cannot be heard personnel may mishear or not hear critical safety information and may expose themselves and or others to additional hazards prolonged intense noise may result in damage to hearing Accidental activation of aircraft safety systems Helicopters are provided with safety systems some of which may be automatic in operation These include Water actuated flotation gear found in wheel hubs or on sponsons flotation devices to give stability on the water braced to the fuselage by fixed struts mounted on skids or located behind fuselage panels Merlin They are usually marked with a warning sign Automatically deployable emergency locator transmitters ADELT the ADELT unit is attached to the fuselage on the opposite side of the tail cone from the tail rotor Accidental activation of any type of vehicle safety system may create
22. nsure personnel are wearing appropriate personal protective equipment monitor the physical condition of personnel and or general or specific safety conditions at the incident in accordance with their brief e take any corrective action required to ensure safety of personnel update the Incident Commander or senior Safety Officer regarding any change in circumstances not be engaged in any other aspect of operations unless this is required to deal with a risk critical situation The role of a Safety Officer can be carried out by any of the FRS roles but the complexity of the task size of the incident and scope of responsibility should be considered when determining the supervisory level required Safety Officers should wear nationally recognised identification to indicate they are undertaking the Safety Officer role FRSs should ensure that training and other measures such as aide memoires are in place and available to support those staff liable to undertake this role Personal Protective Equipment FRSs must ensure that any personal protective equipment provided is fit for purpose and meets all required safety standards When choosing suitable protective garments the standard of clothing worn beneath the specialist personal protective equipment should also be taken into account Consideration should also be given to the selection of suitable sizes and gender requirements of personal protective equipment Personal protective e
23. ntainer is being manually filled or used to replenish appliance tanks only the minimum number of personnel should be used to do this Downwash 16 Fire helmets may be worn providing the chinstrap is fastened and the visor is down Unsuitable helmets or headgear that cannot be secured with a chinstrap should be securely carried and not worn as they may be blown off the wearer s head due to the downdraft Generic Risk Assessment 4 5 Working with helicopters Personnel should protect their eyes from dust and debris if working near the downwash All loose articles of clothing and equioment must be secured prior to entry or exit from a helicopter due to the dangers of ingestion into the engines or blades or the possibility of them becoming dangerous projectiles Be aware of the possibility of fires re igniting or established fires intensifying due to the fan effect of rotors Have extinguishing media ready Protect casualties from dust and debris using available personal protective equipment All equipment for loading onto the helicopter should be secured and weighted down where necessary Approach boarding disembarking personnel must adhere to the instructions of the helicopter crew at all times personnel must not approach from the side or rear of the helicopter where they cannot be observed by the pilot personnel must not approach the danger area immediately adjacent to the tail rotor personnel must approach the helicopter
24. ocument The use of helicopters in emergency situations is becoming more common A number of services provide this facility including air ambulance services Maritime and Coastguard Agency military Forestry Commission in rural areas police services private companies Helicopters are often selected for use because of their ability to gain access to otherwise inaccessible areas and or their capability for rapid transportation over large distances FRS operations which may involve working with helicopters include firefighting scene overview and survey and reconnaissance transportation of personnel and or equipment use of helicopter thermal imaging systems search and rescue operations medical evacuations offshore incidents Helicopters may also be deployed to the scene of FRS operations although not requested by the FRS e g by the police or media This may create additional risks to FRS personnel Generic Risk Assessment 4 5 Working with helicopters Depending on the nature and scale of the operational incident a variety of significant hazards may be present FRSs may therefore need to consider the contents of other specific GRAs in this series This GRA should therefore considered in conjunction with all other relevant GRAs which may include e GRA 34 Fighting fires in rural areas e GRA 4 3 Incidents involving transportation systems Air FRSs must conduct their own assessments and produce their own safe
25. other suitable restraining device and embark disembark under the supervision of the air crew or pilot The air crew will be responsible for securing loads Technical references Manual of Firemanship part 6b Practical Firemanship Il Manual of Firemanship part 4 Incidents Involving Aircraft Shipping and Railways Fire and Rescue Service Operational Guidance Aircraft Incidents Fire Service Manual Volume 2 Incident Command OQ O SN Dynamic Management of risk at operational incidents A Fire Service guide 20 Generic Risk Assessment 4 5 Working with helicopters JOJIUOUJ eipeuu BuiusinBunxe ui AODUEIS SM9JO jeuq eae Buipue eyeudoudde ue Ajjuep eot Ajeyes 1uioddy 1ueuussesse YSIH jueuudinbe pue Butuiojo eJjnoegs jueuudinbe eAnoejoud uo od MOJ d89 ejqejre e JI uonoejoJd 4ejeus asn ee ui Ma Uunuuluiu Aresseoeu j uopJoo 49jno ue O0JjuOO o eojod esn UOPJOO Jeuul OJjuoo pue usiiqeise eouejsip ayes urejureuJ Lais pueuuuJ02 1uepiou seiouoDe 1eu10 ol gnd eui Jo sjequue A jeuuosJed SH 4 seiouebe 19410 oljqnd eui Jo sjequueJA jeuuosJed SH J a jo uoniu6r eg Anfu snoues ureer e UO S199JJ9 ysemumoq uosi d UO S199JJI9 ysemumoq Je1dooijeu eeu BUOM Je1dooieu eeu DUpUOMA Je1dooreu Bulyoeaiddy eoueApe ui poojsJepun GE insug uonoe1oud GuueeH peseg punoJ8 UU yo e xej pue Buipue Buunp Ajjeloedse eouejsip eyeudoudde ureju
26. quipment should also take account of the need for rescuers to be visible against the operational background including night working and for the Incident Commander and other managerial and functional roles defined in the national incident command system to be distinguishable All personnel must use appropriate levels of service provided personal protective equipment and respiratory protective equipment as determined by the safe system of work Although there is no requirement to wear high visibility clothing unless operating from an aircraft that requires it FRS personnel working in the vicinity of a helicopter are advised to wear high visibility clothing where possible A pilot should not normally hover more than 60 feet from a person but high visibility clothing is advisable as the pilot would ordinarily be able to see people from the air a lot easier than if none was to be worn The colour for most airfields is green but orange should be just as suitable on most occasions When rotors are turning or engines running ear and eye protection will also be necessary Generic Risk Assessment 4 5 Working with helicopters 15 Moving rotor blades If FRS personnel are required to travel in a helicopter they will be briefed by a member of the air crew before getting in or out on the correct method and safety precautions All personnel members of the public and animals must be kept clear of the helicopter during landing and take off Personn
27. rej seinuo8e Iyo oljqnd eui jo saqwi jeuuosJed SH J Bureu uoisioep 100d Beuuep BuueeH UoneoliunuJuJoo Buue u paureduui SION Je1dooijeu u BUuuoAA Je dooljey eeu BUOM Je1dooreu Bulyoeaddy SM9JO JOG leuuosJed uunuuiuiuu Data se uoneutuunj uop4oo 4euui eDeueuu pue usi qeise uJejs S pueuJulo juepiou 40yo Aes zuiroddy s INSLE W O1 UuOO sa1ouebe 19440 ol gnd y jo sjequueJA euuosJed SHJ su je suosi d Aunful snoues den punoJ8 ue eun spuezey du pue dis DISZEH Je dooljey ou BUOM J doolj u Bulyoeaiddy Aun 21 sdo A p 1uepioul BY se 1uepiour y JO seBejs jeu yse L sJe1dooijou YUM Bury10M G p jueulssessy xsiH Su u p jo fueuung NOILO3S Generic Risk Assessment 4 5 Working with helicopters uess o u se Bale ejeuiuunjll seioueDe 1 ulO pue uomoauip PUIM usijqeise eae Buipue seunjonujs egyeudoudde Ajruepi uoneoiunuuuJ00 Ie o syoe qo Buipunouns punojJ6 usi qeise We SAS PUBLULUOD 1uepiou jeuuosJed SHJ Anfu snoues ureer UUM uoisioo Je1dooreu Guiuoeouddy Z oljqnd y jo sjequue A J doolj gu Iesu BUOM Speo ejnoes SMa Jaq eoe Buipue eyeudoudde Me WUNWIUILU eouejsip urejureuu Bululo o seiouoDe Jeu1o AUIGISIA Iy 3ueuudinbe e n29ejoJud uo ed UOPJOO Jeuul oJjuoo pue usi qeise ulejs g pueuJuJo 1uepiou 420140 Ajepes juloddy ol gnd eui jo sjequueJA Ayou1oeje oneiS Je1doorjeu szeeu
28. responsibility particularly where the FRS is playing a minor role Co ordinated Command and Control between the FRS and other organisations should be established at an early stage This will always include the helicopter crew but may also include police health services and or national park wardens Training and familiarisation with protocols will also need to be conducted and maintained Where a helicopter is on site and affecting fire service operations the Incident Commander will need to ensure liaison with the appropriate service or organisation so that safe systems of work can be implemented The Incident Commander will be responsible for the safety of FRS personnel who are operating within the vicinity of helicopter operations and the pilot will be responsible for the safety of the helicopter and those on board Safety Officers The early appointment of one or more Safety Officers will help ensure that risks are either eliminated or reduced to an acceptable level A safety decision making model should be used to brief Safety Officers regarding the nature of the incident the allocated task and prevailing hazards and risks The Incident Commander should confirm that the Safety Officer understands e their role and area of responsibility allocated tasks e lines of communication 14 Generic Risk Assessment 4 5 Working with helicopters Those undertaking the Safety Officer role should becompetent to perform the role e
29. siderable ground disturbance turning any items not secured into possible projectile hazards Some other hazards created by rotor downwash include contaminants blown into eyes open wounds sterile dressings etc e dust sand getting into the air intakes e possible re ignition of dying fires or intensifying an established fire situation spreading contaminants at chemical radiological biological and terrorist incidents stirring up water reducing sub surface visibility equipment or personnel being displaced or blown over noise created by the turbulent movement of air loose articles may be blown into rotors and possibly engine intakes affecting flight capability Incorrect approach boarding disembarking There may be occasions when FRS personnel are required to approach board or disembark from stationary helicopters The hazards arising from incorrect approach boarding disembarking to or from helicopters may be due to any or all of the following personnel approaching from the rear or side of the helicopter where they cannot be observed by the pilot Note this is not a hazard with a Chinook aircraft as the standard operating procedure for a Chinook is to approach from the rear in full view of the aircrew loadmaster 8 Generic Risk Assessment 4 5 Working with helicopters personnel approaching the danger area i e the area immediately adjacent to the tail rotor personnel approaching assuming a
30. sy YSIY 29u u p Jo fueuiung Generic Risk Assessment 4 5 Working with helicopters
31. system of work which includes Standard Operating Procedures SOPs training programmes provision of equipment levels of response etc within the context of integrated risk management plans local conditions knowledge and existing organisational arrangements The primary responsibility for the helicopter and its crew will rest with the pilot and service providing the facility The Fire and Rescue Service may not be in full control of operations or have the primary responsibility particularly where the Fire and Rescue Service is playing a minor role Significant hazards and risks The hazards present when working with helicopters may involve one or more of the following moving rotor blades suspended loads static electricity e downwash incorrect approach boarding disembarking noise accidental activation of aircraft safety systems e manual handling conditions which may affect the use of helicopters including landing aerials engine exhaust weapons systems e the presence of helicopters on scene not requested by the FRS e disruption to interference with FRS communication systems e aviation fuel e falling from height objects falling from height 6 Generic Risk Assessment 4 5 Working with helicopters search spot lights use of radios Moving rotor blades Consideration should be given to the hazards presented by moving rotor blades Stationary helicopters may have rotor blades s
32. till in motion this may not be evident creating hazards to personnel who are required to perform any or all of the following approaching the helicopter boarding the helicopter e disembarking from the helicopter working in or around the helicopter e transporting equipment to or from the helicopter e transporting casualties to or from the helicopter Most helicopters have one large overhead rotor coupled with a smaller stabilising rotor at the tail The number of individual blades in each rotor varies from one design to another but typically is between two and five On some helicopters as the rotors slow the rotor blades will droop causing the tips to become significantly lower than the height of the helicopter Some helicopters utilise a fenestron or ducted tail rotor where the tail rotor has smaller rotor blades housed in a duct Consideration should also be given to helicopters with no tail rotor Personnel should treat these as they would a helicopter with a tail rotor because of hot gases from the exhaust and the associated risk of injury Suspended loads When working with a helicopter operating a suspended load including water carriers there are additional hazards to consider Helicopters may use either slings or nets to transport equipment or alternatively water buckets or containers when water bombing is required The hazards of personnel receiving impact injuries from these suspended loads may be
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