Dimitri’s rescue training series (part 3)

BY DIMITRI VANDEPOELE

NORTHSEAKAYAK

In this series, we will share the first-hand experience, my NORTHSEAKAYAK team, and I gained while training together with the Coast Guard, search and rescue assets and other vessels that may come to aid when the need arises.

DIMITRI’S RESCUE TRAINING SERIES (PART 3)

In this series, we will share the first-hand experience, my NORTHSEAKAYAK team, and I gained while training together with the Coast Guard, search and rescue assets and other vessels that may come to aid when the need arises.

Before starting, it is of the utmost importance that every sea kayaker trains and prepares to avoid getting into trouble in the first place and learn to paddle self-reliant, responsible, and safe. How well prepared we are, things can get ugly, and therefore we need to know what to do when we cannot solve a problem ourselves. This is what the series goes about; things are going south, and this is what we can do when we need external help. Each article in this series will highlight a specific rescue together with some top tips! Remember, reading an article does not replace proper training.

Mayday-mayday-mayday!

In the first article, (https://paddlerezine.com/dimitris-rescue1), we talked about the means to call for help. In the second, (https://paddlerezine.com/dimitris-rescue-2), we talked about proper clothing and the PFD. This third episode is about the insight into when to call for external help.

The more self-reliant you and your team are, the more you can solve your problems at sea. With that comes the risk of calling for external help too late. We have already visited the Maritime Rescue & Coordination Centre (MRCC), or Coast Guard, a few times. Because of those visits, we get tips and insights first-hand. We hear from the rescue services that it is better to make the distress call sooner than later.

Many people are hesitant when pushing that button on the PLB or starting the Mayday call via VHF. When reading stories (the National Centre for Cold Water Safety website is worth checking: www.coldwatersafety.org/nccwsRules3.html), we see that minor problems can become bigger on short notice. Therefore, we have one rule in our NORTHSEAKAYAK team I would like to share with you: whenever there is doubt, there is no doubt! Make the call!

I can give you the example first-hand: I was doing a downwinder with another sea kayaker a few years ago. The wind was blowing force 7, parallel with the shore. The average wave height was about 1,5m; the maximum wave was 2m. To catch the best waves, we moved about 3km offshore and from there passed a few coastal villages to end up in Nieuwpoort Harbour finally. It was something we had already done several times, including performing assisted and self-rescues in this sea state. Before starting, I stated our intentions and our float plan to the Coast Guard (Ostend Radio) via VHF.

Top tip: always state your intentions/float plan to someone onshore (family, friends, Coast Guard).

lost contact

When shooting footage near one of the buoys we passed, I suddenly lost contact with my companion during the downwinder. This was odd; I never lost visual contact with anybody before this. The first thing I did was check the exact time. I knew that the other kayaker was in good physical and mental shape. I decided to search for him with a time limit of a maximum of 10 minutes. I paddled downwind in a searching pattern, following the float plan. Even on top of the waves, I could not spot my companion.

After 10 minutes, I stopped and applied our own rule; whenever there is doubt, there is no doubt! I was now in doubt about the status and location of my companion. Because of that, and without hesitating, I chose to call for the Coast Guard by VHF regularly, so no Mayday call since I wasn’t sure. Not easy when holding a paddle in a low brace position and operating the VHF radio with the other hand in such a sea state. I gave to the Coast Guard the following:

• The doubt of the status of my companion.
• The exact location where we saw each other.
• A description of his clothes, PFD, and sea kayak.
• My current location.
• A confirmation of our float plan.

The MRCC returned my call immediately and said that they would launch a lifeboat and a rescue helicopter anyway, to be sure.
Before telling you how it ended and through information gained from MRCC later, it turned out my companion, and I were paddling less than 200m away from each other, but without seeing each other due to the waves. At the time of my call via VHF to the Coast Guard, my companion was still OK and paddling according to the float plan.

The Coast Guard kept excellent two-way communication with me, and within another 10 minutes, I saw and heard the rescue helicopter approaching. They asked for confirmation that I was OK and that I wasn’t the one they were looking for when flying above me. The rescue helicopter proceeded with their searching pattern. I heard on the SAR channel that the helicopter crew spotted an empty kayak adrift; one minute later, they spotted my companion a few hundreds of metres away from his craft. He was picked up by the rescue helicopter, and the lifeboat recovered his kayak. I proceeded to the nearest harbour on my own.

Afterwards, I spoke to Captain Dries from the MRCC, and we got the compliment that we made the call for help this soon. This is rarely the case. Some things that we concluded ourselves: we were both tethered to our crafts. My companion’s rope broke due to the force of the waves, the reason he lost his craft. Therefore he couldn’t perform the self-rescue we trained upon numerous times. Due to the suitable clothing, he wasn’t hypothermic at all. 

less than 10 minutes

Due to the fast call for help (even before he capsized), he was picked up by the rescue helicopter less than 10 minutes after the capsize. If we had not been separated, I could have easily helped him out. Everything was done to prevent this, but we are still human. Those who think this cannot overcome you, think again! It is the way we handle things that define us, which will most likely change the outcome. The balance in our specific case: no loss of life, no injuries, no hypothermia, no lost or damaged equipment.

Don’t let our story hold you back from doing the things you love! But be prepared, make sure your equipment is OK, and train a lot, so you know how to use your safety equipment when the need arises. If you cannot solve the problem yourself, don’t hesitate to call for help.

rescue helicopter NH90 Caiman:

We had the pleasure of conducting a few rescue exercises with different rescue helicopters during the past decade. In all cases, we were ordered to remain in our sea kayaks. So, no ‘loss of kayak’ scenarios here. The reason is simple. The crew from the rescue helicopter isn’t allowed to winch civilians, and unfortunately, they may only winch civilians during an actual distress situation. So, what is the point of training with the rescue helicopter, I hear you ask? There is a big difference in training with them compared to the lifeboats.

For starters, there is communication. Comms will occur mainly between the MRCC and the helicopter crew in an actual distress situation. Once the helicopter arrives at the scene, comms can be switched to you (if necessary) and on their request. All comms usually go through VHF channel 67, the Search and Rescue channel. In every case we trained with them, we needed to pay attention as the helicopter makes noise through the microphones.

So, it is a whole other sound than listening to any other ground station. The Belgian NH90 Caiman crew trains every day, so they are a common sight above the Belgian part of the North Sea.
Training together is a win-win situation. One rarely gets a chance to train with a rescue helicopter crew, and the crew with small, hard to find sea kayakers.

The most important thing we learned during several rescue training sessions with them is the feeling of having a helicopter above. It looks spectacular, and the downwash from the rotors can flip you and your kayak if you’re not prepared for this. Now, the NH90 Caiman is something else. If this helicopter comes hanging above you, it’s like a storm coming up. The NH90 Caiman, call sign ‘Triton’ or ‘RN01’ during a scramble, is operated by two pilots, a medic, a cabin operator, and a rescue diver.  

Awaiting arrival SAR service:

When you know a rescue helicopter is on its way to your location, you must prepare immediately. With every training we did, the helicopter arrived within minutes. So not a lot of time to brief your team and make those preparations. If you have lost your kayak, you must act the same as a lifeboat approaching (see previous chapters); make yourself visible! If you are still tethered to your craft, try to climb on the back deck to avoid hypothermia.

If you are still in your kayak, and when alone: get your paddle-float ready! Make a solid triangle with your paddle and paddle-float and the kayak. It’s best to maintain a low-brace position.

If you are with other kayakers: raft up as soon as possible if you haven’t already done it! We have noticed that the casualty placement is of no importance to the helicopter and the rescue diver. So, you choose the best place for the casualty within the raft. There isn’t much choice if there is just the two of you. If you are in a bigger group, make sure the casualty stays in the middle of the raft. If needed, you can let someone tow the raft, but that is a choice to be made depending on conditions. If it is just the two of you, and if there is even a small risk that the casualty cannot hold him or herself upright, we would advise clipping the raft together.

This can be done with carabiner hooks, connecting the deck lines of both kayaks. Even better if you have a solid short tow line: clip it on. Remember this because you lack an extra pair of hands. Once rafted up, start by checking all clothing and equipment that can be blown away by the helicopter’s downwash. Use hats instead of caps, or you will lose them. Same for equipment that might still be on your front deck. Check if everything is tightened up.

When ready, you have one hand to lay around your casualty and use your VHF for some last-minute communications. If you have activated your PLB, make sure it is safely tucked away under the deck lines and out of the way. Do it now if you have some last instructions to give to your crew and casualty! Having a helicopter above you can be frightening, but ensure everyone remains calm. If you are rafted up well, there is no danger at all.

Make sure to say this to your casualty and crew. Once the rescue helicopter is above you, communications will drop to a minimum if not impossible.

So, now we are ready for the rescue helicopter. Once the helicopter enters the scene, they still have to spot you. The same counts for this scenario; we will spot the helicopter faster than they see us. So again, make yourself visible! Use your VHF radio to guide them in until they have you in their sights. We will deploy our electronic ODEO distress flare to attract attention.

Top tip: never deploy a parachute rocket distress flare once the helicopter closes in on your position. Only use handheld flares! We trained with parachute rocket distress flares during our annual Training Days, and you never know where precisely that burning flare will end up.

Once the crew sees you, you will know it! If you don’t carry a VHF, the helicopter will circle at a safe distance and altitude. This is to assess the whole situation before starting rescue operations. After this, the helicopter will start its descent. You will see the side door go open, and you will have visual contact with the rescue diver and the cabin operator (who does the winching).

If you have never been close to a helicopter before, the sound of the rotors will go to a maximum, and you won’t be able to speak to each other anymore. The pilots will close in from a distance so that you will feel the increase of the downwash from the rotors gradually. The rescue diver will be lowered during the approach, and the downwash will be at its maximum once the helicopter is right above you.

Top tip: never reach out for the rescue diver and his (static discharge) line! The diver will be dropped in the water as close as possible to your location. Once dropped, the rescue diver has the lead, swimming for a final approach. Follow any instructions he might give you, and make sure you inform him about the status of the casualty and your team. So, what happened and when? Injuries and medical background? If unconscious, since when? If you were able to start resuscitation, since when?

first aid

A quick word about resuscitation: this isn’t an article about first aid; we strongly advise following proper courses for this. But, after discussing with a sea kayaker who stated that it is impossible to start this on the water, we tried something of our own. If you are with a team, at least three kayakers, casualty not included, you might be able to pull something off when the sea state is not too big. To give proper chest compressions, you need a solid ‘floor’ for your unconscious casualty. Raft up (as solid as possible), pull the casualty onto the raft.

Make sure the upper body is on the deck and not between two kayaks (remember, solid floor). Let one kayaker/rescuer climb onto the raft. Make sure to point out the team member who has been appropriately trained in first aid. That way, you will be able to start up resuscitation until rescue services arrive at the scene.

I’m going to let this topic open for discussion, but if we have the choice, we instead try everything within our limits to save one of our team instead of just sitting there and waiting. It speaks for itself that we will not do this when close to shore. We suggest taking it if there is a better option, such as landing on a beach.

So, the helicopter is still hovering above us! The rescue diver will extract the casualty. If the rest of the team is still doing well, the helicopter will leave the scene immediately to transport the casualty to the nearest hospital. If not, the rescue diver will take all other casualties also on board. The sea kayaks will remain where they are, and most likely, they will be picked up by a lifeboat later.

We trained a few options to extract casualties during the rescue training we did with helicopters. During each training session, the rescue diver is lowered three times. Each time the rescue diver is detached from his line, the helicopter leaves the scene, circles around at a distance before returning. This allows time to speak with the rescue diver without having to yell above the noise of the rotors.

On the last training session with the NH90 Caiman crew, the rescue diver was a kayak instructor. He told us that we rafted up very well and that this was the most crucial part. Also, keeping your hands free to aid the casualty is essential. We asked him how he would extract the casualty from their boat without getting the casualty in the water?

The answer couldn’t be better! The NH90 Caiman crew winched the diver back up, took another approach and put him right onto the back deck of my kayak, ready to put the rescue sling around me and winch me from my cockpit! Hence the reason why the raft must be solid! Bonus points for the NH90 Caiman crew!

We love to share our experience with as many other paddlers as possible. The more knowledge passed on, the safer we all will go on the water. We have more stories and top tips for you in the next article of RESCUE TRAINING part 4!

To see how we conduct this exercise together with the rescue helicopter NH90 Caiman, have a look on the NORTHSEAKAYAK YouTube channel.

Have fun and take care of each other on the water!