5 thoughts on “LZ Operations”

  1. Good things to think about. Never really thought about things like wet-downs and such, as law enforcement typically handles LZ setup in our area. With our personnel being involved in pt. removal, treatment, etc., and the cops being trained in LZ operations (Sherriff’s Dept. runs our air transport), we don’t dispatch additional units to perform LZ ops. That being said, on MVA’s, the D/E is also assigned hazard control and responsible for pulling/charging a line.

  2. What makes the emergency LZ different from any other takeoff and landing that the aircrews make everyday? Ground hazards, or hazards in or around the LZ that the aircrew doesn’t know about in advance. These guys land and takeoff all the time without a fully bunked out engine crew manning charged hose lines. Not saying that isn’t necessarily a good thing to have, but the most important thing a fire crew can do is accurately locate a suitable LZ, and then communicate any hazards that may be present to the aircrew. Examples of this could be power lines, which are essentially invisible from the air, unlit towers or poles, fences, uneven slopes, etc. The threat of a fire or crash may be present, but what will help the aircrew the most is identifying a SUITABlE LZ, and accurately communicating any hazards to them to avoid any problems. After that, I would say LZ security is vital. Keeping unessential and untrained people and vehicles away from the LZ and aircraft. Lastly, in a night LZ, lighting is important. No lights should ever be directed at the aircrew, and strobes and other distracting bright lights should be kept to a minimum to protect their night vision.

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