FALCK SAFETY SERVICES LLC

Your Local Partner in Safety

 GENERAL INFORMATION

Training — Who Me?

REGULATIONS dictate that you undertake the training

courses referred to in this handbook. The same
regulations dictate the content of the course and the
time we spend with you.

Our commitment to you is to ensure that you are as

“survivable” as we can make you in the time available.
Your commitment is to ensure that you are a “safe”
worker, for yourself and your colleagues. This handbook is
your reference and supports your training.

We look forward to your next course at a Falck Training

Centre, and wish you good luck.

STUART AIKENHEAD — Head of Training

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 CONTENTS

Introduction to Falck
Section Page

1. Introduction to Falck 3
2. Self Test — Can You Answer These Questions? 7
3. Offshore Safety Induction 14
4. Safety Induction 23
5. Fire Fighting 28
6. Survival First Aid 37
7. Thermal Stress and its Effects 50
8. Immersion Suits 56
9. Marine & Aviation Lifejackets 60
10. Types of Inflatable Liferaft 67
11. Helicopter Transportation & Methods of Escape 77
12. Types of T.E.M.P.S.C. 89
13. Other Methods of Evacuation/Abandonment 97
14. Location Aids 105
15. Search & Rescue Procedures 118
16. Notes 124

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Introduction to Falck

3
 Your Local Partner in Safety

WELCOME to Falck Nutec Centre for Safety, thank you for choosing
us for your basic offshore safety and emergency training
requirements.

Nutec Centre for Safety was established in 1993/94, with training

centres in Teesside and Aberdeen. Falck Nutec is a leading
provider for safety training within the UK, with an extensive portfolio
of training which encompasses courses ranging from Offshore
safety and emergency preparedness training, Maritime, Industrial,
Aviation, Renewable energy, commercial and Military training
sectors.

Our modern well equipped training centres and experienced

training staff, provide our clients with a comfortable learning
environment, which we believe enhances your training
experience. Training courses focus on preventative safety by
combining theoretical elements with hands on practical exercises

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wherever possible. Up to date simulation technology enables us to
provide the best possible training scenarios for learners, and allows
us the flexibility to design customer specific training courses to
meet the needs of an ever increasing safety culture within the
workplace.

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We are dedicated to providing customer satisfaction by working
closely with our clients to provide the highest quality of training
and service, delivered in a safe and professional environment. It is
our belief that these values, combined with innovation will ensure
that we are a valued and exciting business partner for our clients,
and will remain so.

Falck Nutec is part of the Global Safety group of companies

owned by the Falck group, whose head offices are situated in
Denmark. The group operates training centers throughout the
world, providing Safety and preparedness training and Risk
management services. Falck Nutec can truly say it is part of a
Global Safety group, with Global solutions for our clients needs.

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 Your Local Partner in Safety

SECTION 2.

Self Test — Can You Answer

These Questions?

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Your Local Partner in Safety

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 SECTION 2.

Self Test — Can You Answer These Questions?

SEA SURVIVAL
1 What are the basic principles of survival?
...................................................................................................................
............
2 What action should be taken on hearing the evacuation alarm?
...................................................................................................................
............
3 What are the immediate threats to life on entering cold water?
...................................................................................................................
............
4 On entering cold water and having no liferaft/lifeboat to swim to,
what position must you adopt?
.....................................................................
5 What are the advantages of a survival circle?
...................................................................................................................
............
6 What are the vital actions on boarding a liferaft?
...................................................................................................................
............
7 What are the two main types of liferaft currently in use?
...................................................................................................................
............

HELICOPTER ESCAPE
1 Name just three parts of an aircraft that you need to stay clear of.
...................................................................................................................

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 ............
2 What illuminated signs must you obey on entering the craft?
...................................................................................................................
............
3 What are the four main checks prior to ditching on water?
...................................................................................................................
............
4 If a helicopter was to ditch, what two things must you locate?
...................................................................................................................
............
5 Name two methods of winching during rescue.
...................................................................................................................
............
6 What should never be done with a Hi-line during rescue?
...................................................................................................................
............

T.E.M.P.S.C. (LIFEBOAT)
1 Name two types of lifeboats.
........................................................................................................
.......................
2 Name three properties of a lifeboat.
........................................................................................................
.......................
3 Name three of the many checks made prior to launching a
lifeboat.
........................................................................................................
.......................

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LOCATION AIDS
1 Name three visual location aids.
........................................................................................................
.......................
2 Name two audible location aids.
........................................................................................................
.......................
4 What is an E.P.I.R.B. and what does E.P.I.R.B. stand for?
........................................................................................................
.......................
SURVIVAL SUITS & LIFEJACKETS
1 What is the purpose of a survival suit?
........................................................................................................
.......................
2 Name two types of survival suit.
........................................................................................................
.......................
3 Will a survival suit turn you over if unconscious in the water?
........................................................................................................
.......................
4 Name two main types of lifejacket.
........................................................................................................
.......................
FIRE FIGHTING
1 What three things must be present for a fire to occur?

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 ........................................................................................................
.......................
2 Name one other method of escape apart from a B.A. set.
........................................................................................................
.......................

FIRST AID
1 What are the aims of first aid?
........................................................................................................
.......................
2 What are the priorities of ‘First Aid’ to the casualty?
........................................................................................................
.......................
3 What is the initial treatment for someone who is suffering
severe bleeding?
........................................................................................................
.....
4 What is the treatment for an unconscious casualty?
........................................................................................................
.......................

RESCUE
1. When being rescued by a winchman/diver from a
helicopter, state the main danger from him just before he
approaches you

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 ……………………………………………………………...…………
2. Describe the ideal lifting position for a hypothermic survivor
when being winched by a helicopter.
........................................................................................................
.......................
3. Apart from helicopters name two other methods of rescue.
........................................................................................................
.......................

LEGISLATION
1. Who supervises the petroleum industry?
........................................................................................................
.......................

2. Is an employee required to take part in organised safety

and environmental work of the enterprise?
........................................................................................................
.......................

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 SECTION 3.

Offshore Safety Induction

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 SECTION 3.
Offshore Safety Induction
BASIC OFFSHORE SAFETY INDUCTION

The aim of the induction is to:

• Give new entrants to the offshore and gas industry a basic

insight of activities and the need to develop a safety culture
• Inform students of the hazards and potential dangers that can
be encountered and the safety management systems in place
to mitigate those hazards
• Point out the general rules of helicopter transportation and
basic knowledge of the permit to work scheme
• Create an awareness of further in-house training with regards
to a more detailed induction relevant to the unit they are
working on.
• Explain the role of essential personnel.

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Here are a number of examples of types of
platform/vessels found offshore:

EMERGENCY SUPPORT VESSEL (E.S.V.)

This is a semi-submersible type of installation which has the

capability of making good speed, because in an emergency it
comes into its own. It has a platform with a helideck, hospital
facilities and also fire fighting and diver rescue teams. It can be
used as an ‘on-scene’ command facility, as the E.S.V. Tharos was
used alongside during the Piper Alpha disaster.

STANDBY VESSEL

All installations in the designated British sector of the North Sea

must have a standby vessel, 24 hours a day, within a 2-mile radius.
They must be able to pick up the full compliment of their
designated platform. They will be equipped with a Fast Rescue
Craft (F.R.C.) and personnel fully trained in their use.

DRILL SHIP
A computer is used to hold the drill ship in position with engines
and thrusts (Dynamic Position System), but in shallower water
anchors may be used instead.

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SEMI-SUBMERSIBLE PLATFORM
This is a mobile drilling platform which can be moved under its own
propulsion or towed by a vessel and is held in place with several
anchors.

CONCRETE PLATFORM
This type of platform is kept in place by its own weight, and has the

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advantage of built in storage space in its base.

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JACK-UP PLATFORM
Usually Jack-ups work in depths of up to 90 metres with three legs
positioned on the sea bed, the platforms have there own
propulsion systems, but are towed to their locations.

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TENSION LEG PLATFORM
This is for deep-water use. It is a semi-submersible structure and is
attached to the seabed by large anchorage points, these are
attached to the platform with cables.

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STEEL PLATFORM
This is a fixed installation and is used in shallower water with jacket
supports piled into the seabed.

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22
 SECTION 4.

Safety Induction

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 SECTION 4.

Safety Induction
Current safety legislation stems from Lord Cullen’s report on the
Piper Alpha disaster and the apparent lack of a safety culture
within the offshore industry in the UK section of the North Sea.
Lord Cullen’s report came out on April 1st, 1991, and condemned
the safety culture or lack of it within our industry.
The report advised that our industries’ health and safety culture
should come under the Health and Safety executives’ umbrella.
The industry approached the HSE, and the Offshore safety division
was formed. They set our industry strategic tasks aimed at the
safety of all personnel working within our sector and looking after
the environment that we work in, and a goal setting approach
was taken on board by all.
Working in partnership, our industry and the OSH/HSE launched the
step change in safety initiative at offshore Europe in September
1997. This was for us to reduce all accident and injury rates by 50%
within 5 years. Although very close, the target was not reached so
the initiative was extended for a further 2 years, taking us through
to 2004. This has now been adoped as an ongoing concern within
the industry for a continual 50% reduction per year until we reach
0% accidents/incidents.
HSE figures state that for every major or lost time injury there are 7
minor injuries and 189 non injury accidents within the UK sector.

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♦ During your course you will be shown all pertinent legislation
within the industry and their functions.
♦ You will be shown things you may encounter whilst living and
working in an offshore environment.
♦ You will be made aware of the hazards you may encounter
whilst living and working offshore.
♦ You will be shown the framework for organisation and safety
responsibilities offshore.
UK LEGISLATION: THE OFFSHORE INSTALLATION MANAGER
(O.I.M.)

♦ The legally appointed representative of the oil company and

responsible for the safety of the installation and the safety and
welfare of all persons aboard.

UK LEGISLATION: THE HEALTH AND SAFETY AT WORK ACT

1974
♦ This legislation covers all industries in the UK from shop floor to
offshore and was adopted to the industry in 1991

GENERAL DUTIES
General duties of EMPLOYERS to employees:

PREVENTION OF FIRE AND EXPLOSION AND EMERGENCY RESPONSE

REGS. 1995
♦ These Regulations specify goals for preventive and protective
measures to manage fire and explosion hazards, and to secure
effective emergency response.

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THE OFFSHORE INSTALLATIONS (SAFETY REPRESENTATIVES AND
SAFETY COMMITTEES) REGS. 1989
The workforce shall be entitled to nominate and elect safety
representatives.

• To investigate hazards and complaints

• To carry out inspections
• To make representation to management
• Represent you to and from HSE (OSD)
• Attend Safety Committee meetings
• Consultation about H & S
• Reports through OIM to OSD on imminent hazards.

R.I.D.D.O.R. 95

• REPORTING OF INJURIES, DISEASES AND DANGEROUS

OCCURENCES REGULATIONS 1995
• ALL accidents or incidents should be reported to the OIM
through your supervisor immediately.
PERMIT TO WORK

• There is a legal requirement to have a Permit to Work system in

place in all UK offshore installations to control and mitigate
existing hazards to personnel and the installation.
• It shall be the duty of every employer to ensure, so far as is
reasonably practicable, the Health, Safety and Welfare at
work, of all his employees.
• It shall be the duty of every employee, while at work:
• To take reasonable care for the health and safety of himself
and of other persons who may be affected by his acts or
omissions at work.

MANAGEMENT OF HEALTH AND SAFETY AT WORK REGS. 1999

• Assessment of Health and Safety risks
• Effective planning, organisation, control, monitoring and
review of preventive and protective measures.

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• Health surveillance
• Competent persons to assist in compliance
• Provide information to employees of risks and protective and
emergency measures
• Health and Safety training of new employees

OFFSHORE SAFETY CASE REG. 1992

Operators and owners of fixed and mobile installations to submit to
the HSE a safety case covering:
• The design of the installation
• The operation of the installation
• Combined operations between installations
• The abandonment of the installation

These cover amongst other things:

• A fire, explosion or release of a dangerous substance involving

death or serious injury
• Major damage to an installation or plant
• Aircraft crash on deck
• Any event involving death/serious injury to five or more persons
• Diving operations

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 SECTION 5.

Fire Fighting

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 SECTION 5.

Fire Fighting
OBJECTIVES FOR FIRE PREVENTION

Theory:
• To cite the condition that must be present for fire to occur.
• To explain the various ways in which a fire can spread.
• To explain the danger of toxicity and other dangers when fires
occur indoors.
• To explain the difference between complete and partial
respiration protection systems and their areas of use.
• To explain the importance of various hazard warnings in
maintaining fire safety.
• To cite the principles involved in extinguishing fires.
• To explain when various fire-extinguishing principles should be
utilised.
• To explain which measures should be given priority when a fire
is discovered.
• To explain the concepts of active and passive fire protection.
• To provide examples of how individual attitudes are of
importance for fire safety on board.
• To list the conditions that must exist to maintain a satisfactory
level of fire safety.

Practical exercises:
• To extinguish small fires in a safe, controlled fashion, using the
correct hand fire extinguishing or fire-hose.

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• To perform a correct evacuation of a smoke-filled room, using
an evacuation mask and compressed air supply.
• To explain why personnel should familiarise themselves with
emergency exits BEFORE a fire breaks out.
• To identify situations and actions that lead to fire hazards and
implement measures to improve fire safety on board.

The region within the mixture makes it possible for an explosion to

occur is known as the explosive region. We express the mixture in
terms of the percentage volume of the combustible gas in
ordinary air. The upper and lower thresholds of the explosive region
are known as the Upper Explosion Limit (UEL) and the Lower
Explosion Limit (LEL) respectively.
The larger the explosive region, the greater is the danger of
obtaining a combustible mixture. Acetylene, for example, has an
explosive region that lies between 2.5 and 82 volume percent in
air.
The same is true when the substance has a low Lower Explosion
Limit. The explosive region for super grade petrol, for example, lies
between 0.7 and 7 volume percent in air.
COMBUSTION TEMPERATURE
A lit cigarette burns at a temperature of about 500°C, i.e. a
sufficiently high temperature to ignite most oils and gases on
board a ship or platform.
As fire develops, its temperature gradually rises, usually to around
8001000°C. The temperature of metal fires can rise to beyond
2000°C. The rate of the chain reaction doubles every 10°C rise in
temperature.
As the next figures shows, the phase that a fire has reached is of
great importance for the task of extinguishing it:
1. Ignition phase (start).
2. Development phase (surface fire).
3. Full fire (deep fire in solid materials).
4. Burning out phase.
If a fire has reached phase 3, we normally have to concentrate at
first on limiting it from further spread.
CONDUCTION

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The conduction of the heat in a substance is the result of the heat
transfer from molecule to molecule. The heat conductivity of a
substance varies according to its structure.
Metals are much better conductors of heat than liquids, while
gases are the poorest conductors. The steel structures of vessel
and platforms are therefore a risk, even though bulkheads
themselves are non-combustible. In order to cool fires down and
prevent them from spreading by conduction, sprinkler systems are
installed at most locations on board. It is also becoming more
common to cover steel plates with an insulation medium in order
to prevent conduction and corrosion aboard platforms.

GAS FLOWS
Heat liberated in the course of combustion heats up the
combustion gases and the surrounding air. hot gases are lighter
than cold gases, causing gas flows that carry heat away from the
site of the fire. These heat flows can reach such high temperatures
that they ignite combustible material with which they come into
contact. These gases may be low in oxygen content spreading to
areas richer in oxygen content. This results in ignition of flames that
can start new fires outside what may have been regarded as the
danger area.
RADIATION
Fire spreading due to radiation is the result of heat energy being
transferred from a hot to a cold surface via heat waves. Most heat
radiation consists of invisible inferred waves.
The properties and design of the material that is exposed to the
radiant heat plays a role in determining how the heat spreads. A
substance that reflects radiant heat (such as a mirror), or which
allows it to pass through it (e.g. air), will not warm up much. The
energy in the heat diminishes rapidly as the distance between the
heat source and the material being heated increases.
The more easily a substance absorbs radiant heat, the more
quickly it will be heated up. In order to prevent fires from spreading
by radiation, we must try to cool down and insulate the area
around the fire. Sprinklers and foam are usually used for this
purpose.
DANGER OF TOXICITY

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SMOKE AND/OR OTHER RESPIRATORY TOXINS
The ever-increasing use of man-made materials and chemicals
makes it extremely difficult to know what sort of toxins will be
produced by fires on board vessels or platforms. Nevertheless we
can set up an overview that identifies some of the substances that
occur in smoke form well-known materials and liquids.
FLASH-POINT AND HAZARD CLASSES
Act of 21st May, 1971 with amendments dated 14th June, 1974,
defines an inflammable as:
A liquid or semi-solid material with a flash-point no higher than
+55°C, as well as, irrespective of flash-point, motor fuel and
heating oil ( inflammable liquid). b) Gas which can burn in air after
it is ignited (inflammable gas). c) Materials other than those
mentioned in a) and b) when government decides that they are
to be regarded as inflammable.
According to Section 3 of the Act, inflammable liquids are
grouped into the following hazard classes:
Class Liquids with flash-point no higher than +23°C
A
Class B Liquids with flash-point between 23°C and +55°C
Class Motor fuels and heating oils with flash points
C above +55°C, as well as liquids that the
Government, in accordance with 2, paragraph 1,
c) decides are to be regarded as inflammable.
For marking for sale and use, the law’s definition of inflammable
material has been extended by Royal Decree in order to
harmonise usage with EU regulations.
Explosive: Friction, impact or contact with fire can result in
explosion.

Extremely inflammable (Fx): Liquids and products with flash point

below 0°C
and boiling point up to +35°C. Very inflammable (F).
Liquids with flash points below 21°C. Gases that burn in air.
Solid materials that are self

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igniting, easily ignited or which can produce very
inflammable gases in contact with water or air.
Inflamma Liquids with a flash-point between
ble (F): 21°C and 55°C.
Oxidising Produces large amounts of heat in
(O): contact with other materials, and
causes fires in contact with
inflammable materials.

There also exists a list of substances, which utilise this system of

hazardous classes and symbols.

BREATHING APPARATUS MASK

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34
SMOKE HOOD

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36
 SECTION 6.

Survival First Aid

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 SECTION 6.

Survival First Aid

WHAT IS FIRST AID?

First Aid’ is the immediate assistance or treatment given to

someone injured or suddenly taken ill before the arrival of a
medic/doctor or other appropriately qualified person. The person
offering this help to a casualty must act calmly and with
confidence, and above all must be willing to offer assistance
whenever the need arises.

The Aims of First Aid:

♦ Preserve life
♦ To limit the effects of the condition
♦ Promote recovery.

Assess the situation

♦ Observe what has happened quickly and calmly
♦ Look for dangers to yourself and the casualty
♦ Never put yourself at risk.
♦ Protect the casualty from danger
♦ Be aware of your limitations.

Assess all Casualties and give Emergency First Aid:

Assess each casualty to determine treatment priorities, and treat

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those with life threatening conditions first.

RESUSCITATION
For life to continue, the body requires an adequate supply of
oxygen to enter the lungs and be transferred to all cells in the
body through the bloodstream. In particular, if the brain, the organ
that controls all bodily functions, does not have a constant supply
of oxygen it will begin to fail after three or four minutes. Without
oxygen, the casualty will lose consciousness, the heartbeat and
breathing will cease, and death will result.
THE A.B.C. OF LIFE
Three elements are involved in getting oxygen to the brain. The air
passage, or ‘Airway’, must be open so that oxygen can enter the
body; breathing must take place so that the oxygen can enter the
bloodstream via the lungs; and the blood must travel around the
body (the circulation), taking the oxygen to all the tissues and
organs, including the brain.
RESUSCITATION TECHNIQUES
The priority in treating any casualty is to establish and maintain
effective circulation. This section tells you what you can do to assist
a casualty whose breathing has stopped. The sequence of
techniques used to sustain life in the absence of spontaneous
breathing is known as Cardio Pulmonary Resuscitation (CPR).
FIRST AID PRIORITIES
Keep the brain supplied with oxygen by following the A.B.C. of
resuscitation, open the ‘airway’ and maintain Breathing and
Circulation.

RESUSCITATION IN AN ADULT
Check for your own safety
• Electric cables
• Smell of gas

Get Help
• Shout for help.
• Call on telephone
• Call on radio etc

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Give Compressions
• Position hands above heart

Clear Airway
• Remove any vomit, false teeth (if loose fitting), etc
• Head tilt/Chin lift (to clear tongue)

Check Breathing
• Look, listen and feel for ten seconds

CARDIO PULMONARY RESUSCITATION

(CPR)

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 Scenario 1

Breathing present, turn into Recovery Position.

Scenario 2
• No breathing.
• Get help before commencing CPR.

In General

• Ratio for 30 CPR compressions and 2 ventilations.

• CPR starts with the compressions
• The rate of Compressions should be no less than 100 per minute
• The depth of compression should be no less than 2 cm
• If there is other help available designate someone to go for
help and tell them to return once getting help.

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 WOUNDS AND BLEEDING
Any abnormal break in the skin or on the body surface is known as
a wound. Open wounds allow blood and other fluids to be lost
from the body and germs to enter.
If the bleeding is purely internal, the wound is closed. This is
recognised by bruising (damage to blood vessels), and swelling
along with other signs. Wounds can be quite daunting, so
controlled, quick action is needed to reduce blood/fluid loss and
shock.

TYPES OF BLEEDING
Arterial Bleeding:
This type of bleeding is mostly noticed by the richly oxygenated
blood, which is bright red. It is also under pressure from the heart,
so it tends to spurt out in time with the heartbeat. A severed main
artery may jet blood several feet high, and also rapidly reduces
the volume of circulating blood.

Venous Bleeding:
The venous blood, having no oxygen, is very dark in colour and
tends to flow as opposed to spurt. Blood from a severed major vein
may gush profusely.

Capillary Bleeding:
This type of bleeding/oozing occurs at the site of all wounds.
Capillary bleeding may at first be brisk, but blood loss is usually
slight.

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The Recovery Position

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 PRIORITIES
External Bleeding:
• Control blood loss by applying direct pressure to the wound
and elevating the injured part.
• Apply defused pressure over the wound with a dressing (two if
necessary) to protect from infection and promote natural
clotting. If bleeding comes through both dressings then
remove both and start again.
• Minimise the risk of shock.
• Apply dressings to protect from infection and promote natural
clotting.
• Pay attention to hygiene with regards to cross infection.

Internal Bleeding:

• Treat for shock.

• Monitor breathing and pulse rate.
• Take samples of any specimens passed.
• DO NOT give anything to eat, drink or smoke.

SHOCK
There are obvious varying degrees of shock, but virtually anything

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can bring somebody to suffer from it, whether it be from; fluid loss,
gassing, choking, or even seeing somebody in distress. What
actually causes shock is a lack of oxygen to the brain and other
vital organs.

RECOGNITION TREATMENT

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• Rapid/weak pulse • Lay the casualty
• Pale grey/blue skin down and elevate
• Cold and clammy legs
• Rapid/shallow • Reassure & keep
breathing warm
• Weakness • Monitor
• Nausea and possible breathing/pulse
vomiting • Loosen tight clothing
• DO NOT give
anything to eat or
drink and no
• Treat the cause cigarettes

TREATMENT FOR SHOCK

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47
 BURNS
There are many types of burn, i.e. chemical, electrical, scalds, etc.

INITIAL TREATMENT
• Remove the source.
• Cool for at least 15 minutes with copious amounts of cold
running water (preferably), or any other liquid available such
as milk, orange juice, etc.
• Protect from infection by covering the affected area.
• Treat for shock.

DO NOT
• Apply fluffy bandages.
• Ointment or fats of any kind.
• Give the casualty anything to eat or drink.

FRACTURES

There are a number of different types of fractures, compound

fracture (open fracture). This is were the bone has come through
the skin and your priorities must then change to controlling the
bleeding and then immobilising the fracture. There is also a
complicated fracture where the bone has broken and also
severed a vein or artery. However all we are concerned with is the
initial treatment given to any particular type of fracture.

TREATMENT

• Control any bleeding present.

• Steady and support the injured part, if at all possible.
• Provide more permanent support with padding or bandaging
(use an uninjured part of the body as a splint).
• Treat the casualty for shock.
• DO NOT give anything to eat, drink or smoke.
• Obtain medical assistance.

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 EFFECTS OF EXTREME TEMPERATURE
For the body to function properly its temperature must be kept at
about 37°C (98.6°F). Therefore, extremes of both hot and cold can
damage the skin, other tissues and vital organs.
The brain is one of the vital organs most easily impaired by extreme
temperatures, closely followed by the heart. In severe cases,
death may result
The body regulates its temperature by balancing heat production
against heat lost to the environment. Heat loss is affected by
environmental temperature, wind and contact with cold or hot
surfaces. Heat loss is much greater in water than it is in air.

Temperature regulation is achieved using a number of

mechanisms:

• Metabolic heat production -heat produced by shivering and

physical activity.
• Sweating -heat loss as a result of evaporation of moisture from
the skin.
• Shutting down blood flow to the skin conserves heat -while
increasing blood flow to the skin loses heat.
• Insulation -clothing and body fat insulate the body, reducing
heat loss.

While some of the above functions are involuntary, others are

dependent upon behaviour such as level of physical activity,
intake of food, clothing worn and body posture.

49
 SECTION 7.

Thermal Stress and its

Effects

50
 SECTION 7.

Thermal Stress and its Effects

Definition: A significant decrease in body core temperature to a
value of 35°C (95°F) or below. Cause: The rate at which heat is lost
from the body is greater than the rate at which heat is produced
by the body.

DIAGNOSIS OF HYPOTHERMIA
The diagnosis of hypothermia can only be made accurately when
a measurement of the body core temperature has been made.
Ideally, this should be made immediately and is always done in
any situation where hypothermia is expected or likely.

The most reliable technique for the assessment of body

temperature is the measurement of rectal temperature. Although
this may be socially unacceptable, it is the method which is likely
to be encountered.

However, in an emergency evacuation situation, especially in

lifeboats or liferafts, it would not be used. Therefore, careful
monitoring of each individual should be carried out, with particular
attention being paid to the development of the signs and
symptoms of shock and hypothermia.

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Signs and Symptoms of Hypothermia
A very quick visual assessment of the casualty often reveals a lot of
information concerning the casualties’ condition. Remember, like
shock, hypothermia can progress very quickly, so do not delay the
assessment of the casualty.

Is the casualty:

• Cold to touch?
• Looking cold/blueness of extremities?
• Shivering?
• Confused or disorientated?
• Unable to perform simple mental arithmetic?
• Showing signs of abnormal behaviour such as aggression or
introversion (a prior knowledge of the casualty is useful in this
situation)?
• Suffering from memory loss (either of events, which have just
happened, or of a common knowledge)?
• Having problems with slurred speech?
SHORT-TERM IMMERSION
This phase refers to periods from 3 minutes to 30 or more minutes,
following immersion when the effects of cold shock have declined,
but hypothermia has not yet developed.
During this period the individual will feel very cold and the body
temperature will be decreasing, resulting in heavy shivering,
particularly in those not protected by an immersion suit.
Swimming is difficult in cold water and even excellent swimmers
may only manage 50 to 100 metres before collapsing. The hands
and feet quickly become numb, making self-help increasingly
difficult. Drowning remains the major risk during this period,
particularly in rough seas and in those not protected by a
lifejacket and spray shield.
Once clear, it is important to keep movement to a minimum, to
conserve energy and reduce further heat loss. During this first half-
hour immersion, individuals should, where possible, attempt to
attract attention and then make their way towards, or be assisted
into, any nearby liferaft, survival or fast rescue craft. However, if
none are close to hand, it is important to carry out the following

52
procedures in order to aid survival.
Adopt the Heat Escape Lessening Posture (HELP) with one leg
crossed over the other, arms tucked close into the body and
hands under the lifejacket. If you have a spray shield make sure
that it is deployed as soon as possible, in order to protect your
breathing. If you have no protection, then you may have to cup
your hands over your nose and mouth to protect your airways from
waves and spray breaking over your face. Should you be in a
group, link arms and form a ‘huddle’. Conserve your energy, keep
movement to a minimum, stay together for warmth and to help
rescuers find you.
METHODS OF REWARMING A VICTIM OF HYPOTHERMIA
1. RAPID REWARMING
Immersion of the body trunk in warm water (41-42°C/105-107°F) is a
classic method of rewarming a hypothermic casualty and is the
fastest method of restoring body heat.
This is because heat is applied to the shell or trunk of the body
rather than to the body core. It is of value as it rewarms the heart,
decreases blood thickness (viscosity), raises the threshold for
ventricular fibrillation, improves the heart’s work capacity and
restores hydrostatic pressure. It can however, cause collapse of
the casualty and therefore should be carried out ideally by
experienced medical personnel.
The immersion technique may also be used by less experienced
rescuers to treat a casualty who is shivering heavily, but who is still
conscious. Take care not to over warm; the casualty may feel faint
when getting out of the warm water. Following rewarming it is
advisable to keep the casualty at rest for 24 hours, during which
time, if possible, a doctor should examine the casualty.
2. REWARMING BY INSULATION(Warm blankets/sleeping bag)
Again, this is a very old technique which, in some situations, will be
the only method available, e.g. in a lifeboat/liferaft. This technique
is essentially a passive one in so far as allowing the casualty to
rewarm him/herself by his own heat production. Thus, the vital part
of this method is to ensure that the casualty loses no more heat.
This may be achieved in a number of ways. Firstly, it may be
necessary to remove any wet clothes and replace them with dry
coverings (if none are available then as much water as possible
should be wrung out and drier clothing replaced). The casualty
should be covered in extra clothing and/or blankets, if possible,

53
remembering to keep the head and extremities covered and
protected as well, because a considerable amount of heat can
be lost if they are left unprotected.
At all times the casualty must be handled as carefully as possible,
keeping movement to a minimum. If possible, place the casualty
in a horizontal position with feet slightly raised. Remember to keep
checking the vital signs; airway, breathing.
Help remove wet clothing, etc. In extreme cases, it may also be
necessary to use the ‘Buddy’ system to provide heat transfer. This is
simply a case of one or maybe more rescuers getting as close to
the casualty as possible (with the least amount of disturbance to
the casualty) in order to prevent heat loss. The value of this
technique is that it gives a slower increase in blood flow to the
limbs and the skin (slower peripheral vasodilation). It avoids surface
heating and a lesser workload on the heart with slower changes in
blood pressure.

THE EFFECTS OF OVERHEATING

During strenuous exercise and/or in a hot environment, heat is
released and distributed throughout the body, causing the body
temperature to rise.
The body then reacts immediately:

• Skin capillaries dilate so that more blood moves nearer to the

skin’s surface, increasing heat loss and causing the person to
look flushed and hot.
• Sweat glands producing more sweat, evaporation of which
helps cool the body.
• The breathing rate increases so that more heat is lost from the
lungs (via water vapour).

There are two main conditions produced by overheating:

• Heat exhaustion
• Heat stroke
HEAT EXHAUSTION
Heat exhaustion is a body temperature of 38°c - 39°c, usually
caused by working in hot and humid environments, resulting in a
loss of water and salt from the body through excessive sweating. It

54
is aggravated by vomiting and diarrhea.

Signs and Symptoms:

• Headache, dizziness and confusion
• Loss of appetite and nausea
• Sweating with pale, clammy skin
• Cramps in the arms, legs or the abdominal wall
• Rapid, weakening pulse and breathing

Treatment:

• Move the casualty to a cooler environment if possible

• Place in a half sitting position supporting the head and
shoulders
• Replace lost fluid and salt (1 teaspoon to 1 litre of water)
• Remove excessive clothing and cool if necessary
• If unconscious, place into the recovery position
• Seek medical aid

HEAT-STROKE
Heat-stroke is a body temperature above 39°c, usually caused by
failure of the thermostat in the brain to regulate the body’s
temperature.

Signs and Symptoms:

• Headache, dizziness and discomfort
• Restlessness and confusion
• Hot, flushed and dry skin
• A rapid deterioration in the level of response
• A full bounding pulse

Treatment:
• Move the casualty to a cooler environment if possible
• Remove excessive clothing
• Lower the casualty’s body temperature by wrapping the
casualty in a sheet and sprinkling the sheet with water.
Continue until body temperature returns to 38°c
• If unconscious, place into the recovery position
• Seek medical aid

55
 SECTION 8.

Immersion Suits

56
 SECTION 8.

Immersion Suits
GENERAL
Immersion suits are one-piece protective garments designed to
provide the wearer with protection in cold water, where
individuals are at risk from losing excessive quantities of heat.
There are many requirements laid down by operators and
government bodies to ensure high standards of suit performance.
These include the type of material used to construct the suit,
performance of the suit ergonomically, as well as thermally, and
clear instruction in English on its donning and general use.
The make and type of survival suit depends upon the environment
within which it is used and the operator in question, but in all cases
the individual must be aware of the operational use of whatever
garment he is provided. Furthermore, if the garment does not
remain with his personal possessions he must ensure that he is
aware of where it is stored, particularly in the vent of an
emergency when rapid deployment may be necessary.

These suits may take several forms depending on their usage.

Broadly speaking they may be divided into two groups:
• Helicopter immersion suits
• Abandonment suits

DONNING PROCEDURE
Many types of survival suits are available for use and the donning
procedure will vary from suit to suit. Some have neck seals, gloves,
built-in boots, etc. and it is VITAL that the wearer familiarises himself
with the different garments. It can be appreciated that this is
especially important when donning is necessary. Regardless of suit
type, however, several checks must be made prior to donning.
Make sure:
• The suit is in good working order.
• The size of the suit is appropriate.
• Any seals present are intact.

57
• All zips operate freely, from top to bottom.
• All survival aids are present (whistle, light, gloves, etc).
• There is no damage to the suit that would reduce its
effectiveness (rips, tears, etc).
Any problem noticed should be reported to the relevant
department for attention to facilitate a high level of suit
maintenance.

HELLY HANSEN SURVIVAL SUITS

58
HELLY HANSEN WORK SUIT NEOPRENE IMMERSION SUIT
EMERGENCY USE
Once the wearer has donned the suit correctly he should be
ready for water entry, either from a helicopter or an installation.
Under the circumstances it is important to give the suit the best
possible chance of providing the wearer with protection against
cold water.
The body zip must be fully deployed to reduce the possibility of
water entry, as even small amounts of water within the suit
significantly reduce the insulation provided, with a resultant
increase in body heat loss. If a hood or gloves are provided these
must be used from the outset as the head and hands are two
areas of the body with high levels of heat loss.
Although these suits are designed for use in water it must be
remembered that individuals must attempt to remain as DRY as
possible at all times. Once in water it is important to remain as still
as practicable to reduce the possibility of further water ingress
unless swimming towards or boarding a survival craft.

59
 SECTION 9.

Marine & Aviation

60
 Lifejackets

SECTION 9.

Marine & Aviation Lifejackets

GENERAL
Many different types of lifejacket are at present used on oil/gas
installations, shipping and aircraft in the North Sea and elsewhere.
Whatever the type, however, rigorous requirements for lifejackets
and attachments are laid down by the Merchant Shipping (Life
Saving Appliances) Regulations, Safety of Life at Sea (SOLAS) and
the Civil Aviation Authority, to ensure adequate construction and
performance of these garments.
Among the requirements are that they must be easily donned,
comfortable to wear, hold the mouth and nose of an unconscious
person clear of the water and be able to right them from a face
down position in not more than 5 seconds. When used correctly,
they should also allow the wearer to jump from a height of at least
4.5m into water without injury, or damage to the lifejacket.

The many types of lifejackets can fall under one of two headings:
• Marine lifejackets
• Aviation lifejackets

61
 MARINE LIFEJACKETS
• Inherently buoyant lifejackets
• Partially inherently buoyant lifejackets
• Automatic gas-inflated inflatable lifejackets

INHERENT BUOYANT LIFEJACKETS

These are the simplest types of lifejacket. They are bulky garments
constructed of Kapok or synthetic material to provide the
buoyancy and are covered in a durable material, such as pre-
shrunk cotton of a highly visible colour, (international orange).
The donning of all lifejackets varies with the type, but they are so
constructed to be capable of being worn inside out, or clearly
capable of being worn only one way and, as far as possible,
cannot be donned incorrectly.

PARTIALLY INHERENT BUOYANT LIFEJACKETS

This type of lifejacket is less commonly used in the maritime
environment. They do contain synthetic buoyant material within
the garment, but have the additional facility of being able to be
‘topped up’, using an oral inflation tube to provide extra
buoyancy if required.
AUTOMATIC GAS INFLATABLE LIFEJACKETS
These lifejackets are often worn when working in a hazardous
environment, and include a variety of mechanisms to ensure that
they will automatically inflate on contact with water.
In addition to complying with the above requirement, these
lifejackets must not have less than two separate inflatable
chambers. In the event of the loss of buoyancy in any one
chamber, the remaining one is capable of complying with the
requirements previously mentioned.

These lifejackets have three mechanisms for inflation:

• Automatic inflation on immersion
• Single manual motion, e.g. pull one toggle to inflate both
chambers
• Oral inflation

The type of marine lifejacket available to the wearer will depend

upon the user/operator’s policy. It is the responsibility of the user to

62
know which lifejacket is available to him and how to use it
effectively.

AVIATION LIFEJACKETS
Similar to the gas inflated lifejackets, aviation lifejackets rely on an
inflation system to provide the buoyancy. These jackets, when
worn, are dilated in the form of a waistcoat. In this condition they
are less bulky and are suitable for helicopter travel.
Each lifejacket is fitted with a light source, operational for a period
of 12 hours when activated. A whistle may also be attached. The
lifejacket is made up of single compartments and is inflated by a
sharp tug on the inflation toggle, which causes the release of CO2,
which inflates the jacket. It can be ‘topped up’ using the oral
inflation tube provided.
On the more sophisticated jacket types, a search and rescue
beacon may be found which, when switched on, sends out a
continuous distress signal on a suitable radio frequency.
Important additions to lifejacket attachments (marine and
aviation) are the spray visors, which in many cases have been
attached. This device provides protection to the airway from
waveslap and accidental inhalation of water, which is especially
likely during initial immersion in cold water, where rapid rises in
breathing rates may be experienced. These visors are located
behind the wearer’s head and are deployed soon after initial
water entry. Rolling the visor over the wearer’s face, the bottom
end being attached to the base of the lifejacket by a Velcro-type
tape, does this. These lifejackets should NOT be inflated inside the
aircraft.

DONNING THE LIFEJACKET

Specific donning instructions are posted in all areas where
lifejackets are stowed. It is the individuals responsibility to ensure
that they are fully conversant with instructions for use.

USE OF A LIFEJACKET
Once the lifejacket has been properly donned it is ready for use. If
it is necessary to enter the water while wearing a lifejacket, the
‘step off’ routine must be observed.

63
The sequence of events is as follows:
• Remove false teeth, spectacles and sharp objects.
• Get as low/close to the water as possible.
• Block off mouth and nose with one hand, allowing the free
hand to be placed over the top of the lifejacket with a secure
grip. This helps to brace the jacket in readiness for impact with
the water.
• Look down and check that all is clear below.
• Stand up straight, look directly ahead and step off. The feet
should then be brought together.

Water entry from a height should, if possible, be avoided. If the

individual is in a ‘no alternative’ situation, at whatever height and
is forced to step off, then of course the individual will have to do
so.
A lifejacket should be worn regardless of water entry height.
Should injury occur on decent or impact with the water, a properly
donned lifejacket will support you in the water.
Only when the individual has fully surfaced and is floating on his
back should the arms be taken away, and the spray hood, if
present, be deployed. The individual should move away from the
danger area by lying on their back, using the arms as paddles and
keeping the legs still. He should adopt the HELP position (feet and
knees together, brought up towards the chest area and hands
placed underneath the lifejacket).

If there are a number of survivors in the water, they should form a

‘survival circle’ or ‘huddle’ in an effort to stay warmer, remain
together and to be seen more easily by rescuers.

64
65
MK28 Lifejacket

66
SECTION 10.

Types of
Inflatable
Life rafts

67
 SECTION 10.
Types of Inflatable Liferaft

LIFERAFT
For use in the marine and offshore environment there are various
methods of launching inflatable liferafts.

CONVENTIONALLY LAUNCHED LIFERAFT

This liferaft is stowed in a canister/valise and attached to the deck
in a convenient location for launching. Within this category there
are several types of raft, but generally they are constructed with
two superimposed buoyancy tubes. Each buoyancy tube is
capable of supporting the full complement of the raft, should one
fail. The arch of the raft automatically inflates, raising the flame-
orange canopy, which provides immediate relief from the
environment conditions.
The floor is double-skinned and is inflated manually, providing
insulation from the cold sea and improving stability. Webbed or
inflatable boarding ramps are provided at both entrances,
together with a lifeline located on the outside perimeter of the
raft. The compliment of the liferaft varies on the liferaft itself.

OPERATION OF A LIFERAFT
Prior to launching, several checks have to be made on the
equipment. Points to check should include:
• Length of the painter line (it is important to ensure there is
enough line to avoid inflation of the raft before reaching sea
level).
• Compliment of the raft (the number of personnel the raft can
accommodate).
• Ensure the painter is secured to a strong point.
• Check there are no obstructions below the deck. The liferaft
should then be released from its stowage, picked up and
thrown over the side. It should not be rolled over as it is possible
that this will disturb the package of the raft, thus increasing the
chances of the raft inflating upside down. The painter should
then be pulled in until the raft inflates to the full extent.
When possible, the liferaft should be boarded dry. It is possible to

68
jump Water-borne survivors arriving at the raft should help each
other to board; those remaining in the water should hold onto the
lifelines around the outside of the raft whilst awaiting to board.
directly into the raft, but this should not be attempted above a
height of 3 metres. If attempted, the individual should jump into
the entrance, land on his toes with knees bent, and arms
outstretched to absorb the impact on the canopy, taking care to
avoid other survivors in the raft.
HYDROSTATIC RELEASE LIFERAFT
The glass fibre canister containing the rafts are usually fitted with a
hydrostatic release mechanism bolted to the deck, while the other
end is attached to a senhouse slip and painter line. This device
ensures the release of the liferaft from its stowage position, should
manual release be impossible, as in the event of the liferaft
becoming submerged or dragged down by a sinking
installation/vessel.
At a predetermined depth (of not more than 4 metres), the
drawbolt is automatically released, thus freeing the senhouse slip
and allowing the canister to float towards the surface. Under these
circumstances the painter line is attached to a secure point via a
‘weak link’. As the installation/vessel sinks, the ‘weak link’ is of
sufficient strength to withdraw the painter line from the liferaft
canister, so operating the inflation system. Ultimately the ‘weak
link’ parts, leaving the raft floating untethered.

DAVIT LAUNCHED LIFERAFT

This type of liferaft is also stored in a canister/valise and located

beside a single davit arm, from which it is launched. The design of
this raft is the same as the conventionally launched types, with
modifications, to enable it to be lowered to the water from the
deck with its full complement. The liferaft is inflated at a level prior
to being boarded.
Checks made prior to launching a liferaft

Painter secured to a strong point. Length of painter is sufficient.

Check the number the raft can accommodate. Release liferaft
from stowage; make sure there are no obstructions below and
throw the raft over the side.

69
RIGHTING AN UPTURNED LIFERAFT
In the event of a liferaft inflating upside down, a person in the
water must right it. The individual must swim on there back, using
arms only. Arrive at the liferaft on the same side as the gas bottle
before reaching up and taking a hold of the righting strop.
Facing the liferaft they then pull and kick themselves onto the raft
over the gas bottle. Once on the raft stand up, place feet on
either side of the gas bottle, holding onto the righting strop, lean
back over the edge allowing your weight to bring the raft to the
vertical position.
Once the raft has reached the vertical and is coming over you,
jump backward well clear of the raft, facing it at all times and
remaining in contact with it. This leaves the individual in a good
position to board the raft if necessary.
Davit Launch Liferaft

70
71
Davit launched at sea

Viking

72
Contents of a Survival Pack

73
VITAL ACTIONS ON BOARDING LIFERAFT Cut! Stream!
Close! Maintain!
Cut the painter
When all survivors are on board the liferaft, the painter should be
cut using the safety knife provided. The raft should then be
paddled clear to a safe area, away from danger. A constant
lookout for other survivors in the water is important at this stage of
the incident.

Stream the sea anchor (drogue)

This is located at one of the entrances and is attached to a strong
point on the outside of the raft. There is a spare anchor stowed in
the survival pack. The sea anchor serves several useful purposes:
• Maintaining the entrances at right angles to the weather.
• Helps stabilise the raft in the water.
• Slows down the rate of drift.

Close down the entrances

In most cases this is done using a system of straps or simple
elastication to provide protection from the weather. Instructions to
close down are found written on the side of the canopy or in the
survival bag.

Maintain the sea worthiness of the liferaft

It is important to maintain the liferaft as soon as everyone is on
board. There are several priorities to be attended to:

• Bale out the seawater

• Inflate the floor/canopy
• Check for leaks
• Administer first aid, if necessary
• Post lookouts
• Issue seasick tablets
• Check emergency rations and equipment
• Have pyrotechnics ready (read instructions prior to using
them).

74
 KEEP UP MORALE!!

Hydrostatic Released Liferaft

HYDROSTATIC RELEASE LIFERAFT

Hydrostatic release units operate on water pressure and release or
operate equipment at set depths. When fitted to liferafts, they
release the securing arrangements and allow the container to

75
float free. The operating line of the liferaft remains secured to the
liferaft stowage but is fitted with a weak link which will break once
the operating line is payed out and the raft is being pulled
pulle under.

76
 Hydrostatic Release Unit

SECTION 11.

Helicopter Transportation &

Methods of Escapes

77
 SECTION 11.

Helicopter Transportation & Methods

of Escapes
HELICOPTER TRANSPORTATION SAFETY
There are many types of helicopter being operated in the offshore
industry and elsewhere. These notes are designed to give general
procedures, which can be utilised in any aircraft. Before flight the
operators give more detailed information by either a briefing or
video presentation, backed up by information sheets for each
specific craft.

Before Flight
• Arrive in good time, in good mental and physical condition.
• Collect survival suit (check size, method of wearing).
• Collect lifejacket (check correct method of wearing and how
to inflate).
• Collect EBS unit carry out pre user check.
• Note type of helicopter to be used for flight.

Boarding
• Never walk under the tail rotor.
• Zip up suit to minimise risk of being blown over.
• Beware of high winds or unusual conditions, which can cause
the main rotor blades to dip considerably anywhere around
the aircraft. Hold all long items horizontally so that they do not
strike the rotor blades.
• Take great care not to damage the helicopter floats,
particularly when transferring cargo.
• Obtain permission from the cabin attendant before placing
baggage or cargo in the luggage compartment.

78
During Flight

• Observe ‘No Smoking’ and fasten seatbelt signs.

• Obey pilot at all times.
• Sit in the seat that you are instructed to by the pilot or cabin
crew.
• Do not remove seatbelt until it is time to disembark.
• Where necessary, wear ear defenders.
• Report unusual occurrences to the helicopter crew.
• Note weather conditions.

Observe Cabin Signs

TO FASTEN OR RELEASE THE SEAT BELT

Lap-strap
strap Seat Belt

79
 Four-point
point Harness

EMERGENCY LANDING
Final preparation
In the event of an emergency, passengers must carry out
emergency actions:
• Stow any loose objects away.
• Remove glasses, dentures, etc.
• Tighten seatbelt.
• Put hood up and secure suit.
• Check lifejacket is tight enough.
• Take up impact position.

If crash is imminent and the time is too short to carry out the full
emergency procedures, then the most vital of the actions are to
‘tighten the seatbelt and to take up the
th impact position’.

AFTER IMPACT
The helicopter crew will normally instruct passengers on the action
to be taken, if for whatever reason the pilot or cabin crew are not
able to do this (due to injury), then you may have to take action
yourself.
The main n consideration given after impact will be whether the
aircraft has landed on firm ground or ‘ditched’ in to water.

ON LAND

80
The main hazards are fire/smoke. Therefore, the procedure is to
evacuate the helicopter as quickly and as safely as possible
through the normal exit. If necessary, other emergency exits can
be opened to assist the evacuation.

Passenger action can be summarised as follows:

• Check rotors before leaving.
• Leave helicopter via normal exits (where possible).
• Take up a position uphill / upwind of the aircraft.
• Signal to others to join up with you.
• Take survival aids, if safe to do so.
• Treat the injured.

HELICOPTER UNDERWATER ESCAPE PROCEDURES

INTRODUCTION
Whilst at Falck Nutec, you will be briefed and participate in drills in
the Helicopter Underwater Escape Trainer (HUET) to familiarise
yourself on procedures used when escaping from a ditched
helicopter.
The escape from a helicopter varies depending on the attitude of
the aircraft once it has ditched. It can be in an upright floating
position (due to the aircraft’s floatation equipment), partially sunk
or capsized. The HUET is able to simulate all these eventualities,
giving delegates the opportunity to experience the conditions and
learn correct exit procedures.

TRAINING EXERCISES
Three main exercises have been designed, to simulate the most
likely characteristics of cabin motion, in the event of a controlled
ditching on water by a helicopter. An instructor remains inside the
Trainer throughout the exercise and supervises the delegates.
Once inside the Trainer, they are briefed by the instructor on

81
exercises they will undertake. The HUET is then winched clear of the
water, whereupon the delegates carry out the four checks prior to
the ditching sequence.

The checks made are:

• Check the seatbelt is secured
• Don survival suit hood
• Zip up survival suit
• Brace for impact

These four checks prepare the delegate for ditching and for the
eventual escape from the helicopter in a state of readiness. On
landing on the water, the delegates locate their harness buckle
with one hand, the other hand locating their nearest exit point.
They then leave the simulator in a predetermined fashion,
depending on the exercise undertaken.

1. Surface Evacuation
This is the simplest exercise and simulates the controlled landing on
water, of a ditched helicopter, where the aircraft remains upright
and in a stable condition, allowing an orderly evacuation. On
landing deploy EBS, the HUET remains on the surface and trainees
leave the simulator, under supervision of the instructor, boarding a
heliraft.

This exercise simulates a controlled landing on the water in which

the HUET remains in an upright position, but continues to sink, slowly
flooding the cabin area. Deploy EBS and operate. This continues
until the level of the water reaches the trainees chins, whereupon
they take a breath, put their heads underwater, look towards their
exit, and count for 7 seconds. On reaching 7, the trainees release
their harnesses and pull themselves out of the Trainer through the
appropriate exit.

3. Rapid Capsize This exercise simulates a descent onto the

water at short notice, with a failure of flotation equipment resulting
in the rapid capsize. Once the HUET makes contact with the water
deploy EBS and operate, the air brake is released enabling it to
immediately capsize. This reduces the time trainees have to locate

82
their harnesses and exits. As before, the trainees count to 7
seconds and then once all movement has ceased make their
escape through predetermined exits. Once the trainees are well
clear of their exits they then inflate their lifejackets.

SAFETY
At all times during these drills, there are three instructors with the
trainees —
one inside the Trainer, the other two being divers on the outside,
where they can assist the trainees if needs be when escaping from
the HUET. During all of the drills, an air space is left at the top of the
Trainer for safety purposes. Finally, to assist in identification, trainees
are asked that swimmers wear blue helmets and non-swimmers
wear red helmets.

83
LAPP LAPP Deployed

APP Deployed

84
EMERGENCY BREATHING SYSTEMS

AIR POCKET PLUS

Air Pocket is a unique Emergency Breathing System (EBS), which
represents a major step forward in helicopter transport safety. It
has been developed as part of the integrated Survival System,
that is, personal survival equipment which is compatible and
complementary, designed and engineered to maximize the
survival prospects of the immersion victim by comprehensively and
effectively addressing all of the hazardous physiological responses
which he or she will experience. Air Pocket is so unique that it has
been covered by worldwide patents.

Prior to the six years of research work which underpinned the

development of the integrated survival system, the physiological
responses to immersion in cold water were studied in depth by Dr
Mike Tipton of the Robens Institute of Health and Safety, working at
the institute of Naval Medicine, “Cold Shock” was identified as the
primary physiological hazard which has to be addressed in a cold
water immersion emergency.

The initial respiratory responses include reflex gasping and

uncontrollable hyperventilation. In addition heart rate goes up,
blood vessels constrict and blood pressure rises, leading to
increased risk of stroke or heart attack. Apart from the danger of
aspirating water, the victim’s breath-hold time is significantly
reduced. It has been shown that the insulating effect of normal
clothing, even when supplemented by a survival suit intended to
provide protection from hypothermia, will only enable a mean
breath-hold time of about 17 seconds to be achieved during
submersion in cold water (5-10°c). This is approximately half the
time estimated to be required for an individual to make a
controlled, successful escape from a helicopter which has crashed
into the sea and become submerged.

It was concluded that a EBS which was safe and simple to use
would be an essential component of an integrated survival system,
since unless the transit passenger could survive “cold shock” and

85
egress from the helicopter, other physiological responses such as
hypothermia did not become a factor in his or her survival.

The development of Air Pocket took three years and was

sponsored by Shell and Esso UK Exploration and Production Ltd. It
went through 7 phases of development and testing before being
declared safe for general use.

LAP JACKET (LIFEJACKET AIR POCKET PLUS)

Air pocket plus system combined with Aviation lifejacket. This
lifejacket contains an integral air pocket re-breather which
automatically activates upon immersion.

The lifejacket has a nominal capacity of 275 newtons which offers

excellent buoyancy and self-righting capability and is manually
operated.

It has proved its performance in exacting independent tests and

trials and is now in service with many operators. The LAP jacket
can also be combined with Sharks new Variable Insulation System
(VIG) and the new Shark 93204 survival suit and also Multifabs 459
and 500 survival suits.

86
SHARK LAPP JACKET

87
SECTION 12.

88
 T.E.M.P.S.C. (Lifeboats)
TOTALLY ENCLOSED MOTOR PROPELLED SURVIVAL CRAFT
(TEMPSC)

SECTION 12
T.E.M.P.S.C. (Lifeboats)
TOTALLY ENCLOSED MOTOR PROPELLED SURVIVAL CRAFT (TEMPSC)
If evacuation of an offshore installation is to be waterborne, it is
likely to be by totally enclosed lifeboat. There are various types in
use on offshore installations. In this handbook, and while attending
courses at Nutec, the main types are discussed.

These are the British Watercraft, Norwegian Harding and the

Freefall systems. It is possible that other types will be encountered.
Once in the water however, the operational procedures of all
these craft are very similar. The main difference will be in the
launch system. These can be of three types, double wire, single
wire or freefall, the latter being a relatively new system found
mainly in the Norwegian sector of the North Sea.
Under International Convention and National Government Law,
these craft have to meet certain requirements, and stringent
testing is done to ensure that this is the case. Some of the main

89
criteria, which these craft have to fulfil, are listed below.
All totally enclosed survival craft must be constructed with rigid hull
and watertight enclosure, which completely encloses the craft
and will protect the occupants from heat and cold. The material
used must ensure that the craft can withstand lateral impact and
a drop from a height of at least 3 metres, as well as providing
strength, the material should be fire retardant. The craft, with life-
support systems operating, will protect the occupants in a fire (or
otherwise contaminated atmosphere) for a minimum of 10
minutes. The lifeboat waterspray system, fitted from below and, via
ducting, sprays seawater externally over the lifeboat, protecting
the fabric of the craft.
All lifeboats must also have a inherent buoyancy or be fitted with
buoyant material, such that the craft will remain afloat when fully
laden, flooded and open to the sea. If there is no damage, and
the hatches are closed with all personnel secured in their seats,
then the craft should be totally self-righting. The types of lifeboat
mentioned above are, in addition, fitted with a self-contained air
support system. This system must be capable of supporting the
needs of the occupants and engine for a period of at least 10
minutes, during which the air pressure inside the boat must never
fall below the outside atmospheric pressure.
The propulsion system in these craft must be a compression ignition
engine, which will deliver sufficient power to propel the craft
forward at a speed of 6 knots when laden in calm water.
WATERCRAFT
There are many different models in use, varying in size and in the
number of persons carried and they are commonly used offshore
in the UK sector. Arrangements on individual installations may differ
slightly, therefore it is extremely important to be fully aware of the
procedures adopted for any particular boat you are designated
offshore.

HARDING
The Harding Company produces a variety of modules. The Harding
boats are all basically similar in operational procedures. However,
difference can occur and it is essential that you should be fully
aware of all procedures used in your designated lifeboat offshore.

FREEFALL LIFEBOATS

90
Today, several types of freefall lifeboats are in use on cargo ships,
tankers, semi-submersibles, drilling platforms and fixed installations.
The launch heights range from 6 to 30 metres.

Freefall is an easily operated system, which allows the launch to be

postponed to the last possible moment. Launching without engine
power, the immediate forward speed gained by the freefall
launch results in the lifeboat being a greater distance from the
installation then a conventional TEMPSC, thus prevents risk of the
lifeboat from making contact with the shipside or rig. It also allows
realistic training to be carried out during drills offshore by use of the
simulated launch mechanism. The coxswain and the passengers
can practice procedures required to abandon by freefall without
leaving the platform.

FINAL ABANDONMENT - ALL CRAFT

• Ensure that hatches and access doors are

• Initiate launch, (brief personnel)
• Start air support systems by ordering the opening of the
appropriate valve.
• Ensure water spray system is used when
• Lower lifeboat by operating break
• Once lifeboat is waterborne, coxswain must;
o Operate release gear to disengage boat from falls.
o Engage forward gear and full throttle.
o Steer boat on predetermined course to clear
platform.
o On clear of installation, steer to reach the safe
rescue area and then maintain boat’s head to sea.

91
 Freefall

TEMPSC (Deluge Operation) TEMPSC Twinfall

92
Whitaker

93
FREEFALL TEMPSC
The coxswain will carry out similar checks to those in conventional
TEMPSC, prior to loading personnel. In addition, they will ensure
that the cradle is in the locked position ready to launch, and that
any lifting hooks and bag lines are clear of the craft. It is essential
to ensure that all the persons aboard are correctly seated and
strapped It is essential to ensure that all the persons aboard are
correctly seated and strapped into position prior to the launch.
Having been given clearance to launch, the coxswain carries out
the required actions and the TEMPSC leaves the cradle and
descends to the sea. The momentum gained by the drop propels
the TEMPSC away from the installation. Once surfaced, the engine
can be started and the TEMPSC driven to a safe area in the same
manner as a conventionally launched craft.
Notes:
It is vital for everyone’s safety that all aboard must remain seated
and securely strapped in. No-one should move from his or her
position, unless the coxswain gives prior permission. Once the safe
area has been reached, any injured may be attended to, and
communications established with the rescue services. These
personnel have the necessary experience and training to advise in
the best methods of subsequent rescue, which will be dependent
on prevailing circumstances. Circumstances may also dictate that
the coxswain should consider deviating from the above plan.
These may include:
• Other TEMPSC unable to manoeuvre and drifting into
danger (tow).
• Liferaft adrift (tow).
• Personnel in water (recovery).
HANDLING TEMPSC IN ROUGH SEAS
The safety and comfort of all persons aboard the TEMPSC are of
paramount importance to the coxswain. In rough seas, due
consideration should be given to positioning a TEMPSC in relation
to the weather.
LOSS OF POWER
In the event of TEMPSC being disabled, action must be taken
quickly to prevent the situation becoming more dangerous than it
need be. Almost immediately the craft will begin to take up a
position where it will present its largest face to the weather. This
means that the craft will be broadside on, with the risk of capsize in

94
large seas. It is possible to prevent the craft from adopting this
position and bring the craft end to sea again, by streaming the
sea anchor. The sea anchor will orientate the craft so that it points
head into the weather. This will stabilise the raft and reduce its drift
rate, keeping it closer to the main search area. These three things
are achieved by the sea anchor causing a drag on the bow of the
craft, which therefore drifts downwind more slowly than the stern,
until an attitude is achieved in which the craft points up-weather.
TRANSFER FROM TEMPSC

Weather conditions will determine whether a transfer should be

attempted. If doubt exists due to rough seas or other dangerous
situations, it is advisable to remain in the survival craft where there
is a greater degree of safety than to risk a dangerous transfer,
where lives would be put at risk.
Rescue from the TEMPSC will be co-ordinated by the on-scene
commander whether it concerns direct transfer to helicopter, fast
rescue craft or standby/rescue ship.

In the event of a transfer, it is important that the occupants avoid

panic and exit the craft in an orderly manner. Remain seated and
strapped in until ready to leave the craft or you are required to
assist in the disembarkation of injured persons. Any injured crew
member should be transferred first. Do not attempt to leave the
craft until secured in a helicopter strop or a lifeline has been
attached. When leaving the TEMPSC, if possible, do so at the top
of a swell, especially if transferring to another boat.

GENERAL SUMMARY
Any person detailed as a coxswain of a lifeboat has a serious
responsibility. In the event of an emergency occurring which
requires a lifeboat to be launched, those within such a craft will
depend upon the coxswain for their safety. Any failure on his part
to carry out his duties efficiently could have serious consequences.
It is, therefore, in any potential coxswains interest, to ensure that
they are well prepared for a situation.
Knowledge of boat systems, confidence in his own handling
ability, planning ahead to account for factors such as weather,
injuries, equipment failure etc., are assets, the lack of which will

95
only be fully appreciated by a coxswain when faced with a real
emergency situation.
These same points are also valid for any person working in the
offshore environment. In the event of a real emergency,
abandonment will be controlled with far less chance of panic
than might otherwise be the case, if during drills the procedures
mentioned in this handbook are followed.

96
 SECTION 13.

Other Methods of
Evacuation/Abandonment

97
 SECTION 13.

Other Methods of
Evacuation/Abandonment
SELSTAIR

A new entry/egress staircase system for oil platforms and other

installations offshore has been developed by Norwegian company
Selantic.
The system is used in exiting/entering offshore installations at or
from sea level. Selantic has spent nearly four years developing this
product and has designed a prototype for testing purposes. The
offshore users of the Selantic evacuation chutes have often asked
for the chute to be also equipped with easy access facilities.
Selantic chose to develop a completely new product, finding
innovative solutions to some problems and making use of familiar
technology from the evacuation chute on others.
Selstair is a foldable (retractable) staircase, which is stored
onboard the installation when not in use. The upper interface
section may be either a swing davit, a fixed frame for vertical
launch/hoist or derrick crane working as a drawbridge gangway,
the latter, a more costly solution, for special purposes.
The staircase itself is a spiral, foldable ladder with aluminium
pontoon, for use only on the sea, or special catamaran - shaped
pontoon for multi-purpose uses; onto ice in an arctic climate;
directly onto ship or onto the open sea.
It has practically no height limitation, but it is expected to be used
most frequently for heights from 10 to 50 metres. Even with many
people inside walking the stairs, it is surprisingly stable. There is also
room to carry a stretcher, hand tools or boxes, and it can carry a
very high working load in most practical applications, only limited
by the foundation structure
Selstair may be used as a safe, cost saving entry/egress system
instead of costly helicopter transport. It can be used on nearby
platforms or installations as easy access for maintenance
purposes, or it may be the main entry system on unmanned
installations. Selstair will provide access also in dense fog when

98
bad visibility prevents the use of helicopters.
It can also be used for evacuation, either as an additional
evacuation means on manned platforms and installations, or as a
single, combined evacuation and entry means on unmanned
installations.

MARINE EVACUATION SYSTEM (MES)

99
These systems for rapid deployment and subsequent evacuation
of ships carrying large numbers of personnel. Have been
introduced by most leading manufacturers to meet the increase
safety demands of legislation.

Viking Evacuation Chute

Skyscape

100
SELANTIC CHUTE (Skyscape)

Selantic safety has, since 1983, developed and delivered

evacuation systems for the offshore industry.
in The systems are
based on the patented Selantic Chute and they are designed to
have maximum capacity and reliability.

101
When deployed, the chute is kept rigid and stable by constant
tension wires, and underneath it is a boarding platform, which
inflates automatically when it reaches sea level. The chute itself is
made from Kevlar and Nomex aramid fibres for optimal strength
and fire resistance characteristics. On its circumference and at
intervals of one metre, stainless steel rings are sewn into the chute.

Inside the chute, speed retarding slides and load-bearing Kevlar

ropes are connected to the rings. Outside the chute the constant
tension wires run through wire guides welded to the ring. Between
the rings there are openings in the chute wall and the evacuee
can enter/exit at any level. The open net construction reduces
wind resistance, smoke collection and any feeling of
claustrophobia or panic. The shape and size of the chute also
makes it possible to evacuate injured or unconscious personnel.

Capacity:
Normally the Selantic chute has a capacity for evacuating 15
persons per minute. This capacity is partly dependent on wave
heights, but is not expected to be lower than 5 persons per minute.
As opposed to other evacuation systems, the Selantic Chute offers
continuous access to muster points at sea level, which can easily
be identified by rescue vessels

Reliability:
The reliability of evacuation systems delivered by Selantic Safety
has been proven during numerous full-scale tests. One such test
was carried out on Statpipe in the North Sea, in wind speeds up to
60 knots and significant wave heights of up to 4.5 metres. The test
lasted 17 hours and the platform manager concluded that the
system could be used as an effective means of evacuation.
In addition to full-scale tests and independent risk analysis, the
probability of evacuating 100 persons successfully from installation,
using the Selantic Chute and liferafts, was calculated to be as high
as 89% in a force 6 weather state.

102
 DO-NUT

The Problem:
An individual can not use TEMPSC, liferaft, etc. because he is
trapped or because these systems are unavailable.

The Solution:
The individual obtains a Do-Nut from containers strategically
located on the installation, and takes the Do-Nut to the optimum
escape position available. Once the unit is donned and attached
to any suitable strong point, the individual lower themselves to a
safer level on the installation, or to a point above the sea. They
remain in this position - visible, dry and clear of wave action - until
contact is made with rescue craft, when he releases himself from
the system. The system does not tangle or spin during descent and
upon release, but instead recoils out of the way of evacuees and
rescue craft.

Evacuation Procedure:
1 Evacuee starting
‘high-level’ descent.

2 Evacuee descending
‘mid descent’ from 30
metres.

103
3. Contact made with
rescue craft.

4. Rescue craft moves in to

pick up evacuee; evacuee
releases from DO-NUT which
then recoils, thus preventing
entanglement with rescue
craft.

104
 SECTION 14.

Locations Aids

105
 SECTION 15.

Locations Aids
There are many different types of location aids in use in the
maritime environment. All, however, are designed to alert others of
the survivors’ predicament and assist in the location of survivors.

There are two categories into which all location aids can be
grouped:
• Visual Location Aids - requiring the rescuer to see the signal.
• Audio Location Aids - requiring the rescuer to hear the signal.

VISUAL LOCATION AIDS PYROTECHNICS These are the

most effective visual location aids, but are also the most
dangerous and must be handled with care, as ignorance of
correct procedures can lead to serious injury.

Parachute Rocket (See Page 96 for diagram)

For situations requiring a signal to be seen over a longer distance,
the parachute rocket should be used. This will launch a flare to a
height of over 300 metres from which it will descend suspended
under a parachute, burning for approximately 40 seconds.
The advantage of height is that it increases the distance over
which the signal can be seen. However, a certain amount of
accuracy is sacrificed as the flare drifts with the wind. A parachute
rocket should never be used when aircraft are within the
immediate vicinity as they can pose a serious threat to their safety.
They will, however, allow any vessel in the search area to take a

106
compass bearing on which to head, bringing that vessel closer to
the survival craft, which can then use other means of attracting
attention.

Hand-Held Flare (See Page 98 for diagram)

This type of signal can be used, day or night, to indicate position if
rescue craft within reasonable proximity to the survivors, i.e.
around 3 miles. The flare burns with a very bright red light, which
will last for approximately 60 seconds. Not only will light be
produced but also smoke. Therefore, when using such a device,
hold to leeward and ‘do not’ look at the flame as it can be painful
to the eyes and lead to temporary loss of vision.

107
108
 Smoke Signals (See Page 100 for diagram)
The limitations on any pyrotechnic which uses smoke as a means
of attracting attention are visibility and wind strength. There are
two main types in use; one is a hand-held device, which will
produce a cloud of orange smoke and burns for approximately 60
seconds; the other is dropped in the water after activation and
floats upright producing smoke for 3 minutes.
Both types produce a non-toxic smoke, but for the comfort of
persons in a survival craft, these should always be activated to the
leeward side. Smoke signals are perhaps most effective when
rescue is from air.
The smoke is more easily seen against the sea than the sky, and its
drift will give an indication as to wind speed and direction. This
signal should only be used during daylight hours.
Day/Night Signals
This type of pyrotechnic can be found in helirafts or sometimes
carried as a personal item. Both ends of the flare can be used as
there is a division, which separates a flare in one end, from a
smoke signal in the other.
Care must be taken to ensure that the correct end is used at the
appropriate time, and the pyrotechnic stored for further use.
Mini-flare Pack
Usually found in heliraft emergency equipment, the pack consists
of eight single star cartridges fired from a pen-sized projector. Each
flare should reach a height of 250 feet and burn for 6 seconds. As
for the parachute rocket, care should be taken when aircraft are
in vicinity. On all pyrotechnics, operating instructions are marked
clearly and should be followed implicitly. ‘Do not’ tamper with the
firing mechanism until the signal is required, as accidental
discharges inside a survival craft could prove to be extremely
dangerous. If any pyrotechnic does not fire when operated it must
be ditched. Do not attempt to dismantle or tamper with the signal
in any way.
POWERED LIGHTS
These lights can be found on liferafts (one internal, one external),
certain types of lifejacket and some survival suits. A battery powers
the light, where the lifespan of the cells should be a minimum of 8
to 12 hours which will pinpoint the location of survivors in the
immediate vicinity. Power can be saved during daylight hours in
some cases by disconnecting the battery.

109
The effectiveness of these lights is very much dependant on
weather conditions and the height of the light from the water
surface. One that is being continually swamped will not be seen so
well.
Waterproof Signal Torch
These are part of the equipment to be found in the survival craft
emergency pack along with a spare set of batteries and bulb. This
can be used to locate survivors in the water.

110
111
Heliograph Mirror
These devices are stowed in emergency packs along with
operating instructions. This method of attracting attention requires
a source of light (either sunlight or search light) which is then
reflected back onto the rescue craft and is therefore very much
dependant on the weather conditions. Due to their complexity in
operation, use this device as a backup signal in conjunction with
some other method of attracting attention.

AUDIO LOCATION AIDS

Whistle
These are provided in all emergency packs and are also attached
to lifejackets. Used to attract attention over short distances, they
are more effective than the human voice.

Radio Transmitting Devices

The most certain method of initiating a search is to transmit a radio
signal. There are many types of transmitters on the market. These
can be divided into four separate categories:

• Personal Locating Beacon (PLB)

• Emergency Position Indicating Radio Beacon (EPIRB) which are
stowed in/near survival craft
• Search and Rescue Radar Transponders (SARTS)
• Emergency radios (TEMPSC).

All of these devices transmit on aeronautical or marine frequencies

and should therefore be picked up within a very short time after
being activated.

112
113
114
 E.P.I.R.B.

E.P.I.R.B. VHF
RADIO

115
USE OF PERSONAL LOCATOR BEACON

116
117
 SECTION 15.

Search & Rescue

Procedures

118
 SECTION 15.
Search & Rescue Procedures
UNITED KINGDOM
The United Kingdom is required to provide maritime Search and
Rescue (SAR) coverage around its coasts, under the Convention of
the High Sea and Convention of Safety of Life at Sea. The statutory
responsibility for initiating and co-ordinating SAR operations within
the UK Search and Rescue Region lies with HM Coastguard. This
includes the mobilisation, organisation and tasking of adequate
resources to respond to persons in distress at sea. However, it is
recognised that the extent and complexity of the offshore oil and
gas industry is such that many incidents in the vicinity of offshore
installations can be successfully dealt with by the offshore operator
using their own contracted facilities. HM Coastguard’s
organisations are based upon a constantly manned
communications watch system at 21 Maritime Rescue Co-
ordination Centres, of which a number of these have specific
responsibilities to the offshore industry.
There are both dedicated and additional facilities, dedicated
being RNLI lifeboats, military and coastguard search and rescue
craft. Additional facilities are those, which may be available from
time to time, but are not to specific standard, i.e. vessels at sea,
commercial helicopters, etc. All facilities available for use in an
emergency will be logged on a database, giving the Coastguard
or operator up-to-date information on types of equipment,
number of units available, where each unit is, contact details for
the operator controlling each unit.
IN THE EVENT OF AN EMERGENCY
If a situation occurs where a search and rescue mission is to be
initiated, the normal course of events would be to alert the
Coastguard, who would have overall control of the incident.
However, in the oil industry, any mission where there is not an
immediate threat to life may be handled by the operator, utilising
their own contracted facilities, the coordination being done by
the industry’s own personnel, monitored by the coastguard in case
the incident develops to one where life is at risk, or there is a

119
requirement to use declared rescue assets, when the coastguard
will normally take back the coordination.
If the nature of the incident requires the assistance of the
coastguard, they will assume total control until rescue has been
effected or the search abandoned. HM Coastguard will normally
delegate specific tasks to a unit close to the scene of the
emergency able to implement the plan of action, controlling the
assets made available, and controlling communications between
all participants.

This unit is called On Scene Commander (OSC). Depending on the

situation this maybe a nearby installation, safety or standby vessel,
or suitably equipped aircraft. The OSC will modify any plans if local
weather conditions or other factors change affecting flying
conditions or the safety on any surface craft. He will also establish
direct communications with the shore base co-ordination centre
and report directly to the OSC and work through him unless told
otherwise.
Depending on circumstances, a Co-ordinator Surface Search may
be appointed to control the vessels taking part in the surface
search, reporting to the OSC. An Air Asset Co-ordinator may also
be appointed to liaise with receptor platforms, organise routing of
helicopters and refuelling arrangements. In some instances they
may also assist with air traffic control.
Depending on circumstances, a Co-ordinator Surface Search may
be appointed to control the vessels taking part in the surface
search, reporting to the OSC. An Air Asset Co-ordinator may also
be appointed to liaise with receptor platforms, organise routing of
helicopters and refuelling arrangements. In some instances they
may also assist with air traffic control.

RESCUE FROM THE AIR

Single Lift
Its method involves the helicopter lowering a strop only. It is up to
the person to be winched to put on the strop correctly.

Hi-line Transfer
A winchman will be lowered into the liferaft or survival craft and
remain there while the persons to be rescued are winched aboard

120
the helicopter. The winchman guides the strop by the use of a line
to ensure fast and efficient recovery of a number of persons.

Double Lift
The winchman is lowered along with a strop. On reaching the
person to be rescued, they will place the strop around the survivor
and they accompany them back to the helicopter.

Hypothermic/Horizontal Lift
The winchman is lowered along with two strops, both of which are
placed around the casualty. One strop is placed under the
arms/chest, the other behind the knees. The winchman will
accompany the casualty to the helicopter. This lift is used to
relieve stress on the heart, which can be caused by winching
vertically, and is particularly used for wet, weak or cold casualties.

RECEPTION OF EVACUEES AND SURVIVORS

If personnel are evacuated or picked up by a helicopter, they will
be taken to a reception platform, if the location is close to land,
onshore. Any installation, which is to be used as a reception point,
will be chosen for its medical facilities, helicopter refuelling
capabilities and accommodation levels. In any rescue by
helicopter, certain safety points must be adhered to.
Anything lowered by helicopter may be charged with static
electricity. It is important to allow this charge to run to earth before
any attempt is made to touch whatever is being lowered, be it a
strop or winchman. The static build-up can be quite significant and
if the person to be rescued is in a weakened state due to injury or
exposure, the electrical shock received may have adverse effects.

To prevent this, the winch operator will ensure that the strop or
winchman is earthed prior to any contact being made.
Ensure the lifting strop is worn correctly, that it is clear of any part of
the lifejacket and once round the body is taken as far as possible
up under the arms. This is important, as the initial lift can be quite
sudden and if the strop is around the small of the back, damage
to the spine is possible.

During the ascent keep your arms by your side. If necessary, it is

possible to ease the weight of the chest by grasping the strop. To

121
ensure greater safety, have the strop secured as tightly as possible,
and never raise the arms above head level.

At all times, do as the helicopter crew ask. They are highly trained
and there is good reason for all the actions they ask you to
perform.

GLOBAL MARITIME DISTRESS &

SAFETY SYSTEMS (GMDSS)

GMDSS uses 4 coverage areas; A1 • A2 • A3 and A4 to cover the

sea areas of the world for distress watchkeeping (See Page 108 for
Map):
• Sea Area A1 is an area within VHF range of a coast station
fitted with DSC (about 30-40 miles).
• Sea Area A2 is an area within MF range of a coast station fitted
with DSC (about 150 miles).
• Sea Area A3 is an area covered by the Inmarsat Satellite
System (excluding A1 and A2 areas).
• Sea Area A4 is basically the polar regions which are not
covered by the above.
In European coastal waters, area A1 and A2 are available. In the
UK, A1 area coverage will be completed by 1999, and this service
will be provided by HM Coastguard in addition to their A2 area
distress watch. The A1 European Area has now been completed.

GMDSS Sea Areas Key

Medium Frequency (MF),High Frequency (HF) andVery High

Frequency(VHF) Coast Radio Station.

Medium Frequency (MF)and Very High Frequency(VHF) Coast

Radio Station.

Very High Frequency(VHF) Coast Radio Station

Medium Frequency (MF)Coast Radio Station.

122
 Sea Area A1

The radiotelephone coverage of VHF coast stations in which

continuous alerting by Digital Selective Calling (DSC) is available

Sea Area A2

The radiotelephone coverage of MF coast stations in which

continuous alerting by Digital Selective Calling is available.

Sea Area A3

The coverage of Inmarsatgeo stationary satellites.

123
SECTION 16.

Notes

124
Notes

125
Notes

126