The utilization of helicopters in a disaster situation, mass casualty incident (MCI) or emergency medical scene response requires the identification and use of landing zones that are in close proximity to the incident. Safety must be the first priority when preparing a landing zone (LZ) and at any time when working around helicopters. The success and safety of any helicopter mission depends on the professional efforts and cooperation of numerous individuals, all of whom should understand and follow the same basic steps during the operation.
Safety must always be the first priority!
Almost any object on or near the ground has the potential of being a hazard during helicopter operations. An LZ should be as far away as possible from obstructions, especially those that may be difficult to see from the air, such as wires and poles. The pilot should be notified of all potential hazards before approaching the LZ.
Obstructions,Obstacles,and Hazards
Identify all potential hazards that may be on the ground or near the approach/departure path of the LZ.
The LZ should be clear of wires, poles, trees, large rocks, buildings, vehicles and people.
The perimeter of the LZ should be at least 50 feet away from potential obstructions and hazards.
Road cones, ropes, tape and barricades are NOT RECOMMENDED for use near the LZ.
The LZ should be located upwind from any hazardous material incident Spotlights should be directed at the top of possible hazards, NOT toward the approaching or departing aircraft, which may temporarily blind the pilot.
Rotating or flashing red, blue or yellow lights are very effective in assisting to find accident locations without adversely affecting the pilot’s vision.
4-Corner Lighting: Place a portable light, vehicle headlights, emergency vehicle flashing lights, flare or chemical stick at each corner, with a fifth light upwind.
2-Corner Lighting: If only two vehicles are used, they should be placed at adjacent corners of the LZ, with their headlights (on low beams) pointed into the wind (away from the approaching helicopter) and intersecting at the center of the LZ.
All non-essential lights should be turned off
Communication
Whenever possible, radio communications between the LZ coordinator and the pilot are recommended prior to the arrival of a helicopter. This is especially important during the pilot’s first approach to a temporary LZ. During this communication, the pilot should be provided with information about the LZ, including its location, any obstructions and how they are marked, surface of the LZ (i.e., paved, grass, gravel, snow) and lighting. (Refer to Ground-to-Air Landing Zone Description and Report, pp. **)
Approach and Departure Path
The first evaluation of the LZ involves looking at the ground, followed by a look up at the anticipated approach/departure path to ensure an obstruction-free corridor for the helicopter. Do note anticipated that any helicopter will go straight up and down over the LZ, even though some of them may have this capability and may do so on occasion.
Helicopters operate best when they are taking off or landing into the wind.
* The approach and departure path should point into the wind and provide an obstruction free aerial pathway from the LZ to an altitude of 500 feet above the surface.
*Approach and departure paths should not pass over command posts, treatment areas, or operationally congested areas on the ground.
Day Operations
* Use radio communication and Hand Signals
* Stand with your back to the wind
Night Operations
Night operations require a system for lighting the site that will be easily identifiable from the air. This may also be advantageous during some daytime operations.
Light Sources
*Light sources must be clear of the LZ.
*If portable, they must be well-secured.
*Never point lights toward an approaching or departing helicopter.
*Flares may be used to mark the corners of the LZ only when the safety of the LZ and ground personnel are assured. Take precautions to prevent grass or vegetation fires.
* Use radio communications and lighting to designate the LZ.
* Spotlights should be directed at the top of possible hazards, NOT toward the approaching or departing aircraft, which may temporarily blind the pilot.
* Rotating or flashing red, blue or yellow lights are very effective in assisting to find accident locations without adversely affecting the pilot’s vision.
* 4-Corner Lighting: Place a portable light, vehicle headlights, emergency vehicle flashing lights, flare or chemical stick at each corner, with a fifth light upwind.
* 2-Corner Lighting: If only two vehicles are used, they should be placed at adjacent corners of the LZ, with their headlights (on low beams) pointed into the wind (away from the approaching helicopter) and intersecting at the center of the LZ.
* All non-essential lights should be turned off.
General safety procedures around helicopters and landing zones are critical to the success of a helicopter response to the scene of an accident. Therefore, all ground personnel in close proximity to the helicopter must be familiar with the safety requirements.
After landing (and depending on the mission profile and urgency), a decision will be made either to shut the aircraft down (“cold”) or to keep the helicopter running (“hot”)
Hot Load and Unload Procedures
Working around a running aircraft requires additional precautions:
* When the helicopter is running, someone other than the LZ coordinator) should be designated as a “tail guard”. This person’s only responsibility is to keep ground personnel and bystanders clear of the back of the helicopter and the tail rotor.
* A “nose guard” may also be designated to keep personnel away from the front of a running aircraft.
* Prior to patient loading, the flight crew will brief any ground personnel designated to assist
* The flight crew must escort the ground crew to the helicopter during a “hot load”.
When working around a running aircraft, safety procedures must be carefully adhered to. At no time should lives and safety be compromised. Time may be important, but safety is paramount
All loose equipment or objects in close proximity to the LZ must be properly secured to prevent them from becoming airborne or damaged. Vehicle doors and equipment cases should be closed.
Eye and ear protection should be used by all personnel working in and around the LZ. If eye and face protection is not available, ground personnel should turn their backs to the landing helicopter until the rotorwash diminishes. Hearing protection and helmets (chin straps secured) are strongly recommended.
Vehicles and personnel should routinely be kept at least 100 feet from the LZ
Spectators should be kept at least 200 feet away, utilizing police or other security personnel, as needed, to assure this.
No smoking or running within 50 feet of the helicopter.
Follow the flight crew’s instructions at all times.
IF YOU DON’T KNOW, PLEASE ASK!
Approching and Departing the Helicopter
Wait for the flight crew to approach you after the helicopter has landed.
Approach only if/when signaled to do so by the pilot or an on-board crew member.
Always approach/depart the helicopter within the pilot’s field of vision.Do not approach/depart from directly in front (between the 10:00 to 2:00 position).
Always stay forward of the rear cabin door.
Never approach or depart from the rear of the helicopter.
Stay clear of tail rotor — it is virtually invisible and extremely dangerous.
Assume a crouched position with your head down.
If the aircraft is parked on a slope, approach/depart on the downhill side (greatest clearance under the blades)
Sheets, mattress pads, IV poles, blankets, pillows or other loose articles should be removed from patient litters prior to approaching the helicopter.
All items (IVs, poles, etc.) should be kept below shoulder height.
The flight crew will open and close aircraft and compartment doors.
The flight crew will direct and supervise the loading and unloading of the helicopter. Protect the patient from the dust and debris.
Special Considerations: Hazarodous Materials Situations
The UCAN Communications Center must be notified of any real or potential hazardous material (HazMat) situation at the time of initial contact.
In HazMat situations, emergency LZs must be selected to avoid hazardous exposure to the LZ ground personnel, helicopter crew and helicopter. When the disaster or emergency situation involves dangerous/irritating gases or vapors, explosives, or possible chemical explosions, the LZ should be located upwind, at least one mile away from the HazMat incident. In addition, the LZ should not be in a low-lying area, since toxic vapors and gases are often heavier than air and may gather in such areas.
If radioactive material is involved, the LZ should be located upwind at least one-quarter mile away from the incident. If radioactive steam or smoke is present, it should be located at least one mile away from the incident.
The pilot should be alerted to avoid any hazardous gas area. Hazardous gases can be further spread by the helicopter’s rotorwash and can possibly affect the crew or aircraft. Gases may also permeate a victim’s clothing and go unnoticed until the patient is loaded and the doors of the helicopter are closed, compromising the helicopter crew.
Upon initial radio contact, the flight crew must be made aware of any hazardous condition prior to their arrival to the scene. Never assume the crew has already been informed. Flight crews do not carry hazmat protective suits or breathing apparatus to protect them from hazardous exposures. All efforts must be taken to avoid contamination of the flight crew and aircraft. Patients/victims contaminated by hazardous materials must be completely decontaminated prior to air transport. If there is persistent contamination, air transport should be deferred.
Acknowledgements
This material is intended for informational and educational use only and does not purport to address all safety considerations pertaining to aircraft operations and landing zone safety.
We would like to acknowledge several associations and individuals whose previous works made this booklet possible. Our thanks to the Illinois Disaster and Emergency Aviation Task Force (“IDEA Support Plan”); the National EMS Pilots Association (“Preparing A Landing Zone”); Dave Watters (“AeroMed LZ Book”); Life Flight, LDS Hospital, Salt Lake City; the Air and Critical Care Transport Association of Illinois (formerly Illinois AAMS) and Visions Design.