16 – CSS by helicopter
MAJ Mathias Sporer, AUT (A)
Civil proficiency: Electrical engineer 1999 entered military service, since 2004 Officer rank (contractor pilot) 2002 Basic Flight School AB206 JET RANGER, 2004 Capt. Pilot ALOUETTE III Total flight hours: 3800 h Deployments: 2006 EUFOR/MNTF (N) BOSNIA, 2008 KFOR TF MERKUR, 2009-2021 EUFOR ALTHEA BOSNIA
Email: mathias.sporer@bmlv.gv.at
Introduction
Nothing more needs to be said about the benefits of supporting combat by helicopter. Helicopters have been part of modern warfare for decades. But operating a helicopter in mountainous terrain can sometimes be much more challenging than elsewhere. Of course the weather is a big factor, but also the hot/high environment influences operations. This is why special training and equipment are required to keep both helicopters and crew operational.
This article has been written from an aviator’s point of view, after gathering experience flying for more than two decades in mountainous terrain.
Combat support service (CSS) by helicopter in mountainous terrain
CSS by helicopter in mountainous terrain works very much the same way as in flat, low altitude areas. However, due to the fact that the environment is completely different, and much harsher in most cases, operations need much more effort, special training, and equipment than usual.
The different roles helicopters can offer are still passenger transport, external/internal cargo transport, MEDEVAC/CASEVAC, and SAR if needed. But it needs a kind of feeling to see why in mountainous terrain the helicopter crews support in a particular way, or sometimes need to say, ‘There’s no way’.
Main challenges for helicopters in mountainous terrain
The main factor in most cases is the weather, or let´s say the severe weather. Poor visibility and low cloud bases force helicopters into the valleys, to use ‘bad weather routes’. In most cases, there is a mountain pass at the head of the valley. Due to the low cloud base and/or poor visibility, that pass can be closed to helicopters. The crews operating in such conditions need to stay in visual contact with the ground surface. Hitting obstacles or a controlled flight into terrain (CFIT) are common pilot errors in such conditions. Sometimes it needs a great deal of experience to find the exact point at which to turn back the way you came.
Low temperatures and freezing conditions helicopters need to face too. Helicopters are usually stuffed with highly sophisticated electronics. Operations in low temperature or changing temperature conditions, creating moisture inside the sensitive electronics, can be very limiting. To be honest, not many helicopters are allowed to be operated in freezing conditions by their manufacturer. Usually it means icing under Instrument Flight Rules (IFR), where you got space to manoeuvre away from the ice, but in a narrow valley, there is seldom space to manoeuvre. IFR is the next thing not really working in a valley below summits right now.
Heavy precipitation multiplies the effort required to keep the helicopter in a ready state, and often results in poor visibility.
Strong winds can cause up and downwind effects at the crests of the mountains. In some cases, the downwind or wind shear is too strong for helicopters to operate or land in certain areas. These areas need to be avoided under such conditions.
The landing site also hides challenges. Often there is limited space, which makes the landing site unserviceable for larger helicopters. Slope limitations from 5-10° (depending on the type of helicopter) are also sometimes difficult to work with.
Snow landings, similar to dust landings, challenge the flight crews to keep ground reference. Obstacles can be obscured by the loose snow blown off by the rotor downwash. It is best to keep the wind on the nose, so most of the snow is blown off to the back of the hovering helicopter. The most effective way to land is upwind in any case, but sometimes it is hard to say where the wind is coming from. Landing site markings such as smoke or flags can help the flight crews; putting landing site marking in the correct direction and marking obstacles (day/night) can also help.
Refuelling in remote areas is an important point. Refuelling points in the vicinity are always preferable but not always available. Long distances to refuelling areas reduces the helicopters’ playtime at the scene.
Operating helicopters in mountainous terrain often means a hot/high environment. There is seldom a solution; in most cases it is a compromise of limiting factors.
Dealing with a hot/high environment means lower engine and main/tail rotor performance. It means lesser payload, lesser playtime and/or more time-consuming lifts, or a mix of all three. As mentioned above, a compromise of these factors must be found.
Sometimes simply a bigger/stronger helicopter can help in fulfilling a particular mission.
Specialized training/equipment for helicopter crews
Of course, to manage operations like this, special crew training is mandatory and must be maintained.
In the Austrian Armed Forces’ helicopter aviation, besides all the other training required to become mission-ready as crew, there are some extra courses added for mountainous terrain and high altitudes:
- Two week high mountain landing course winter
- Two week high mountain landing course summer
- One week survival training in mountainous terrain winter
- One week survival training in mountainous terrain summer
- Firm geographical knowledge of the AoR
The geographical knowledge must of course be refreshed for any new deployment. It should consist of the bad weather routes or valleys, mountain passes including their heights, and known obstacles such as power lines, cableways, masts, etc.
To keep the crews trained, quarterly and half-yearly training flights are mandatory:
Quarterly training
- 10 high mountain landings
- 10 hoist operations
- 10 sling cargos
Half-yearly training flights
- 10 NVG high mountain landings
- 3 NVG hoist operations
The winchmen are non-SQN members and are provided from different units all over Austria. They need training as a mountaineer and the basic course for winchman. Their certification must be updated every four years by a one-week hoist training course. Regular duty in various helicopter SQNs is desirable.
Besides the standard survival gear for aircrews, special equipment consists of warm clothing for temperatures well below 0°C the whole year. Special survival backpacks with additional equipment are provided for every helicopter. This backpack consists of more warm clothes, sleeping bags and food/water to make survival for the crew possible for at least 24 h.
Specific equipment/modifications for helicopters
Various equipment and modifications are available.
The following are mandatory:
- Snow skids /ice spikes
- Cable cutters
- Rescue hoist and light
- Cargo hook
- Snow/rain/ice covers
- De-icing fluids
- Anti-ice equipment such as heated rotor blades, etc.
- Moving map GPS including an obstacle library
- Homing device if SAR is needed
This list does not claim to be comprehensive. Not all is available from the industry, but sometimes can be developed with the support of experienced crews.
Casualty evacuation/medical support
MEDEVAC/CASEVAC operations are quite similar to those in other areas, but some aspects need special attention. A rescue hoist is mandatory, since casualties must be rescued in any terrain. Reduced performance of the helicopter must be expected. Heated areas for the crew, and medication should be available; some medication needs a fridge. Short routes to refuelling areas are desirable. A lot more effort will be required to keep the helicopter in a ready state. Heated hangars or tent hangars, if available, can support the crews; sometimes roofed areas or portable cabin heating can be a solution. A ground-based medical service can be supported with passenger and cargo transports by helicopter.
Conclusion
The environmental impact on helicopter operations in mountainous terrain is much higher than under normal conditions. But nothing is impossible. Special training of personnel, special equipment and modifications of the helicopter make it possible to support ground troops in combat. In addition, the experience of the acting personnel does make a difference.