Hot & High with the CHP

Covering any state with airborne law enforcement and search-and-rescue (SAR) support is difficult; covering a state as large and diverse as California is a true challenge. But, this is a challenge that the California Highway Patrol (CHP) has been accomplishing successfully for over half a century.

As California’s state police, the CHP does much more than simply patrol the highways. Among other things, it operates eight aviation bases across the state. These include Northern Division (Redding), Golden Gate Division (Napa), Valley Division (Auburn), Central Division (Fresno), Southern/Border Division (Fullerton), Border Division (Thermal), Coastal Division (Paso Robles), and Inland Division (Apple Valley).

Because of the incredible diversity of these bases — which together provide coverage for the more than 163,000 square miles (422,000 square kilometers) of the third-largest U.S. state by area — this article focuses on only one of them, the CHP Valley Division. Based at Auburn Airport in Placer County near the base of the Sierra Nevada mountain range, the unit operates from sea level to some of the highest and most remote mountains in California, and can switch between these extremes in the space of a 20-minute flight.

The Valley Division’s 13,983-square-mile (32,615-square-kilometer) operational area encompasses some of the most popular outdoor destinations in California, including Lake Tahoe, the Desolation Wilderness, and large portions of the Pacific Crest Trail. The division also covers California’s state capital, Sacramento, and other highly populated urban and suburban areas. Within this area, the division provides aerial law enforcement, SAR, and emergency medical services (EMS) to any police, sheriff, or fire agency requesting air support.

Flexible and Capable

The CHP Valley Division operates four aircraft between its helicopter and airplane sections: two Airbus Helicopters H125s (formerly known as the AS350 B3e), a GippsAero GA8 Airvan, and a Cessna T206H Stationair.

The H125 helicopters (call signs H-20 and H-24) are relatively new to the unit, part of a fleet replacement program that commenced deliveries in 2015. The H125s are replacing well-worn AS350 B3s that were first procured in 1999. Over 16 years of service, the B3 proved itself as a highly flexible and capable aircraft, particularly in the hot-and-high conditions in which the Valley Division operates. When the CHP decided on a replacement for the AS350 B3, the H125 was the obvious choice.

“No helicopter is perfect, but the old B3 was very reliable and had the performance that we required, and the new H125 with its revised engine and upgraded avionics has brought this to a new level,” said CHP pilot Monty Emery. “The CHP H125 mission equipment includes a hoist, mission avionics, camera turret, and medical gear and rescue gear. This added weight requires power to lift it, and so far the H125 is showing more power plus the same reliability and capability as the B3.”

Each new CHP H125 is equipped with a full night vision goggle (NVG)-capable Garmin glass cockpit (including a G500H, GTN650, and GTN750); Genesys Aerosystems HeliSAS two-axis autopilot system; FLIR 380-HDc camera system; Trakkabeam A800 searchlight; Churchill Navigation system; Technisonic, Becker Avionics, and Flightcell DZM communications systems; Goodrich rescue hoist; external load cargo hook; and state-of-the-art Advanced Life Support (ALS) medical equipment, including Zoll X Series monitors. Completed by Hangar One, they also sport an attractive new white, midnight blue, and gold paint scheme, and are equipped during winter months with Dart Aerospace bear paw pads on the rear of the skids for snow landings.

Valley Division’s Helicopter Section is made up of one sergeant/pilot supervisor; six officer pilots, all of whom are required to be emergency medical technicians (EMTs); and seven tactical flight officers (TFOs) who are also qualified paramedics. To be accepted into a CHP air support unit as either a pilot or TFO/paramedic, applicants must be sworn CHP officers and have worked at least two years in a ground patrol assignment. Pilots must possess a commercial pilot certificate with an instrument rating and have at least 300 flight hours prior to beginning CHP flight training. Because of this, many CHP helicopter pilots have prior military flying experience, although civilian pilots are becoming more prevalent than in years past.

Once a pilot candidate meets the minimum requirements, he or she can test and be placed on the CHP pilot eligibility list. Pilots who are selected will be trained to the required competency by the units they transfer to. This advanced training includes practice in hoist rescues; flying external loads; NVG operations; high-altitude mountain flying; water rescues including insertion of divers or lifeguards; and hover/toe-in/one-skid and confined area landings. The extensive training prepares pilots for the full range of demanding CHP missions.

Airborne law enforcement around the highly populated Sacramento Valley is one of the Valley Division Helicopter Section’s main missions. “Our primary role is providing aerial support to our road patrol units, but since we are a state agency, we also respond without hesitation to assist other law enforcement agencies requesting an aircraft,” explained pilot Jason Hertzell. “On a typical night shift, we spend the majority of our time assisting police and sheriff agencies within the Sacramento region, followed by the San Joaquin region. Our calls range from vehicle pursuits, suspect searches during burglaries or robberies, domestic violence, assault, assault with deadly weapons, and searching for missing persons from the young to the elderly.

“If we see a single ground unit doing a traffic stop, we will circle to let the vehicle’s driver know we are there. With our camera and infrared equipment, we can quickly and effectively search large areas for the ground officers; this increases their safety and saves everyone time and allows us to move onto the next call.”

Hertzell also pointed out that the division’s Airplane Section plays a key role in supporting officers on the ground through aerial surveillance. “I have to give credit to our airplane unit — these guys are in the sky most of the night and are credited with many, many successful law enforcement actions,” he said. “They do the same as us, but at a higher altitude that gives them a different angle and wider view over a scene. Honestly, these guys are unspoken heroes within our operational area.”

To the Rescue

In addition to its airborne law enforcement missions, the CHP’s Valley Division stays busy with SAR and EMS missions — which is why the agency requires its pilots and TFOs to hold medical qualifications. TFO/paramedic Greg Norrgard explained that in most cases, TFO/paramedic candidates must already be paramedics licensed with the state of California. They must also complete a written and oral exam, and complete a department orientation flight prior to selection. After being selected, they are trained and must demonstrate competency in skills including general aircraft operations, mission planning, crew resource management, communications and navigation, camera system operation, hoist operations, and other procedures.

“Interestingly, because we are expected to be a self-sufficient two-man flight crew, all CHP helicopter pilots must be certified as EMTs,” noted TFO/paramedic David White. “This is done to provide support to the TFO/paramedic during remote operations. There are times when we will shut down and the pilot becomes my medical assistant; with his EMT training, it’s a great help to the paramedics who might have many things to do.”

TFO/paramedic Matt Calcutt also pointed out, “A unique part of a CHP air unit’s mission is its ability to transition from law enforcement to an EMS transport or rescue role, including hoisting. . . . If a pursuit turns into a traffic collision and causes injury, the aircraft can land, render medical aid, and transport to a hospital. This capability allows the unit to back up and transport a CHP or police officer after an injury, shooting or accident.

“Considering the size of our operational area, just because we are operating in an urban area at the moment doesn’t mean that 20 minutes later, we might [not] be out in the middle of nowhere without additional medical support,” Calcutt continued. “Because of our ability to self-support, having a paramedic and advanced medical gear on board makes us unique.”

As fully equipped Advanced Life Support air rescue helicopters, the CHP H125s carry medical gear similar to that found in ALS ground ambulances, in addition to a limited amount of supplies in portable bags in case a hike to a patient is required. The aircraft also carry an assortment of rescue gear, including a Bauman Bag, screamer suit, and collapsible backboard for conducting hoist rescues. Each helicopter’s Goodrich hoist has a lifting capacity of 500 pounds (226 kilograms) and approximately 160 feet (48 meters) of cable installed.

“A typical hoist rescue consists of a high recon of the scene prior to any deployment of equipment to confirm a nearby LZ [landing zone] is not present,” explained TFO/paramedic Brandon Hallam. “If no nearby LZ is found, the crew will locate the most appropriate area to set down and reconfigure the aircraft for the hoist mission. Reconfiguring consists of removing the medical gear and any non-essential equipment from the aircraft to reduce weight. With our new helicopters and the pallet system our medical gear is mounted to, a typical reconfiguration will take no more than five minutes to complete.”

Hallam continued, “Once complete, the crew will fly back to the scene and depending on the type of rescue, can lower equipment down to the ground rescuers below. In the use of the Bauman Bag for patient extraction, the bag will be lowered down to the rescue crew and the helicopter will remain overhead while the patient is placed inside to confirm proper placement. Once the ground crews are ready for the extraction, the flight officer will verbally guide the pilot directly over the scene and lower the hook. The flight officer will continue to paint a verbal picture for the pilot throughout the hoist operation and work in tandem to safely extract the patient.

“Once the patient is hoisted up to the aircraft, the crew will fly to a designated LZ with the patient still on the hoist outside the aircraft. We frequently act as the sole medical provider on a scene and will land, reconfigure and place the patient inside our helicopter for flight to the nearest trauma center.”

Challenging Conditions

While any rescue operation can be challenging, the high altitudes and weather associated with the Sierra Nevadas routinely test the CHP pilots’ skills. The Valley Division’s Helicopter Section supervisor, Sergeant Duncan Jensen, told Vertical 911, “Flying this mountain range offers spectacular views, but this high-altitude environment has its share of challenges.
A pilot must have experience understanding mountain weather, winds, and an ability to operate a helicopter when its performance is limited. Having flown the older AS350 B3 and the new H125, we cannot ask for a much better machine for mountain operations; that said, even the H125 needs to treated with respect in the conditions [in which] we operate.

“During the winter months, weather can change very quickly and mostly for the worst,” Jensen continued. “Our pilots plan for these contingencies and will do a detailed risk assessment before a rescue flight. Winter weather can trap a helicopter within minutes because of reduced visibility and lowering ceilings. We will not take unnecessary risks, but realize getting people out is important during the cold months.” Searches for lost people and vehicles are common during the winter months. The Air Ops crews will also hoist out and medevac injured skiers and snowboarders, and handle other medical emergencies related to exposure to the extreme weather in the remote inaccessible areas.

The summer months bring warmer temperatures, but also an increase in turbulent winds. CHP pilots routinely encounter severe turbulence during afternoon calls; occasionally this gets so bad that a rescue must be delayed until early evening, when the winds calm down. Thunderstorms are another consideration associated with summertime around the Sierra Foothills. These can create hazards with strong winds, rain, and hail downpours. They also produce unpredictable downdrafts that can limit CHP operations.

“Performing missions in the mountains can be very technical and takes an integrated crew possessing proper judgment and coordination,” said Jensen. “Our pilots need to understand wind direction, strength, and the best angle to approach a landing. Sometimes to complete a rescue we have to make do with what the conditions are. In remote or forested areas our landing options are many times limited, and then might require a toe-in or single-skid landing. These are quite routine, but from a pilot’s standpoint takes a level of practice, skill, and interaction with the TFO.”

At other times, “making do” may entail performing a hoist rescue in downdrafts with 100-foot trees to the right of the aircraft, and a rock face on the left. “These are the missions where a pilot earns his pay, but gets great satisfaction from being well trained enough to do it with confidence,” Jensen said.

The unique job satisfaction that comes from performing life-saving missions under pressure is something that most of the CHP’s air crews appreciate. Said TFO/paramedic Hallam, “Our typical day is far from typical and is much more rewarding than most jobs. Seeing someone on their worst day, potentially fearing imminent death, and being able to take that fear away and give them some relief is a personal reward that is indescribable and is all the motivation to continue to strive to do your personal best day in and day out.”

Jensen wanted Vertical 911 readers to know that the CHP is currently searching for new pilots and TFO paramedics “with a desire to make a difference in the community” to replace those who are retiring. He noted that initial officer assignments are no longer limited to the Los Angeles area; there are often openings in the Bay Area and northern regions. “Those interested in the Air Operations Program find that every division has its perks, and a pilot or paramedic has many opportunities across the state.”

As for his own career flying with CHP, Jensen said, “I’ve been doing this for many years and still love the mission. There is truly no greater reward than finding a lost child in the forest, catching a wanted felon, or saving the life of a person who would have certainly died without your assistance. Ask any pilot or medic here at Valley Division — each [of them] can remember a mission where they saved a person’s life and returned them back to their family. It’s an incredible feeling, and the reason our crews go to ‘work’ everyday.”