So Others May Live To excel in our role is to make SAR in our area of responsibility routine and safe, and by learning and training we are able to accomplish that aim. On average, each pilot in our unit completes between 100 and 200 one-wheel landings annually, along with hundreds of hoists and rappels. Some of our crew chiefs will log more than 600 live hoists during a tour, while our HIRAs and SMTs will complete over 500 rappels from an aircraft and will be the first responders for over 10 trauma patients per year in every type of environment imaginable. Combine our specialized training with realworld experience from supporting DOD policy in assisting civilian rescues (as long as it doesn't interfere with our primary mission), and the result is a high-performing organization where our flyers are eager to stand duty. There are hazards inherent with operating in the mountains, and with conducting any real-world SAR mission. However, these hazards, once mitigated through training and sound
standard operating procedures, aren't greater than those of night strafe patterns over the open ocean, shipboard landings, or formation flight. Learning organizations, of which both NASWI SAR and HSC-at-large are examples, take operations with numerous hazards, like this rescue, and make them benign through controls, proficiency, and an honest assessment of each unique situation. While there have been some recommendations to reduce risk to naval helicopters by reducing our capabilities and flexibility, to do so would destroy the identity our community is built on, and eliminate those attributes which allow our slow and dated airframes to add to the modern fight. By reinforcing and creating more lessons learned through real and intensive training, we can continue to add flexibility to the Fleet and be prepared for any call, be it SAR, logistics, or more.
How Civilian SAR Missions Help Train Units for the Worst By LT Jack Nilson, USN
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AS Whidbey Island Search and Rescue (NASWI SAR) is notorious for the number of civilian rescues it conducts in a given calendar year. Indeed, the unit stands as an anomaly amongst other Navy Station SAR units, primarily due to the unit’s proximity to popular National Parks. These National Parks, and the Pacific Northwest at large, attract everyone, from weekend day hikers to thrillseeking extreme sports enthusiasts. But behind all the civilian missions is NASWI SAR’s primary mission: to support the EA-18G Growler squadrons stationed at NAS Whidbey Island. NASWI SAR stands in a unique position because of the plethora of civilian missions it executes. Every civilian mission gives the flight crews invaluable real-world experience that makes them more capable of executing their primary mission: rescuing aviators in the event they eject from a Growler. One recent civilian rescue stands out in particular as closely mirroring a downed aviator scenario. On 03 July 2023 at approximately 0400L, NASWI SAR’s alert crew received an approved mission from the Commanding Officer for a search of an overdue speed flyer (a low level, high speed paragliding sport). The Chain of Command and the Incident Commander (IC) decided to commence the search at sunrise because it afforded the best chance of locating the missing individual. The IC, a Whatcom County Sheriff Deputy, passed amplifying information to the duty crew. The speed flyer was a 29-year-old man who went hiking by himself in the early morning of 01 July with the intent of speed flying down a new route. He was last heard from at 01 July 0700L, which put him approximately 48 hours overdue. At 01 July 2200L the IC was able to ping the individual’s cell phone, putting him somewhere near the peak of Church Mountain, about 3.5 nm NE of the town of Glacier, WA. Rotor Review #162 Fall '23
The crew of Rescue 75 launched at first light on 03 July 0510L and proceeded direct to the datum provided by the IC. The SAR Co-Pilot (SCP) entered search points into the aircraft systems, which included the mountain route the speed flyer intended on flying. En route power calculations using the NATOPS Pilot’s Checklist yielded an estimated 8% power margin to hover out of ground effect (HOGE). The crew also conducted real-time power checks at the peak elevation of 5,800’ MSL and observed 95% power required to HOGE and 108% power available, giving a 13% power margin. The crew continued and arrived on-scene at 0531L and made positive radio contact with the IC over the Washington State SAR Frequency band. With weather CAVU, the crew began searching from higher elevation to lower elevation over the initial datum. Based on pictures sent by the IC, the crew was looking for a brightly colored parachute but the steep terrain, dense forestry, and trees as tall as 150 feet made it so that crewmembers could only effectively search directly below the aircraft. After several passes without locating the survivor, the SMC determined a lower and slower search in a forward-creeping hover (10-15 knots at 200’ AGL) would be required to make the search more effective. While turning to make the next leg of the search, the Crew Chief spotted a brightly colored chute in a couloir/ravine at about 4,800’ MSL directly below the aircraft. The Crew Chief kept eyes on the chute while the SMC marked it with coordinates. After setting a waveoff torque of 100% and finalizing hoist checks, the crew inserted the SAR Medical Technician (SMT) via 100 ft hoist to see if anyone was attached to the chute or in the general area. The crew was able to maintain 90% power 32
