Advisory Circular

AC No. 00-59

November 13,199s

Integrating and Tiltrotor Assets Into Disaster Relief Planning

Initiated by AND-710 AC 00-59 1 l/13/98

1. PURPOSE. This Advisory similar to a helicopterand can fly Circular (AC) providesgeneral guidance similar to a turbopropairplane. on integratinghelicopters and tiltrotor aircraft into disasterrelief planning 4. OPERATIONAL QUESTIONS. efforts. This documentis advisoryin This AC encouragesStates and natureand is intendedto provide a municipalitiesto plan for the useof planningtool to assistState and local helicoptersand tiltrotors in supportof emergencyplanners. It is fully disasterrelief operations. As this recognizedthat every Stateand planningprogresses, the effort is likely municipality has distinctiveand unique to generatenumerous questions dealing requirementsthat may warrant with aircraft operationalissues. The modificationsto the advicepresented Flight StandardsService is the primary herein. FAA office responsiblefor promoting aviationsafety and ensuringcompliance 2. BACKGROUND. During the last with the operationsand maintenance four decades, have proven safety standardsfor aircraft operations. their valueto communitieswhen Flight StandardsDistrict Offices disastersstrike. And yet, all too often, (FSDO’s) throughoutthe country work peoplesimply assumethat theseaircraft closely with aviationauthorities and will arrive when needed. However, with other federal,state, and local without carefulplanning, helicopters officials in the establishmentof a variety andtiltrotors may not appear,or if they of aircraft operations,including vertical do, they may not be usedto their best flight aircraft involvedin Emergency advantage.This AC identifies issues Medical Services,, that needto be addressed,provides and DisasterRelief. Questionson generalguidance on how they may be aircraft operationalmatters should be addressed,and lists variouscontacts and referredto the FSDO’s. FSDO referencesthat may be helpful during addressesand phonenumbers are given the planningand executionof disaster in Section1 of AppendixA of this AC. relief plans.

3. TERMINOLOGY. As usedin this document,the term “vertical flight aircraft” appliesto both helicoptersand tiltrotor aircraft. The “tiltrotor” aircraft ShellyL. Myers c) is onetype of aircraft that arecalled Director, Communications,L.-J Navigation, “powered-lift vehicles”. Tiltrotor and SurveillanceSystems aircraft can takeoff, land, and hover -

AC 00-59 1 l/13/98

CONTENTS

CHAPTER 1. INTRODUCTION

Paragranh Page

1. Background...... 1 2. The Need for Planning...... 2 3. The Use of Helicopters and Tiltrotors in Disaster Relief ...... 2 4. Advisory Circular Goals...... 4 5. Assumptions...... 5 6. Potential Helicopter and Tiltrotor Missions Supporting Disaster Relief Efforts . . 7 7. Operational Priorities...... 10 8- 19. Reserved...... 11

CHAPTER 2. PLAN PREPARATION

20. Planning Assumptions ...... 13 21. Basics...... 13 22. Alert Levels ...... 14 23. Special Response Procedures...... 16 24. Planning Versus Integration ...... 16 25-29. Reserved...... 16

CHAPTER 3. RESOURCE INVENTORY

30. Introduction ...... 19 3 1. Identify and Survey Helicopter and Tiltrotor Operators ...... 19 32. Resource Survey ...... 19 3 3. Conducting the Survey ...... 20 34. Verifying and Updating...... 25 3 5. Task Matching ...... 25 36. Sample Survey Form...... 25 37-39. Reserved...... 25

CHAPTER 4. COMMUNICATIONS

40. Communications Network ...... 27 41. Terminology, Phraseology, and Acronyms...... 27 42. Establish an Emergency Communications Net...... 27 43. Establish Procedures and Protocols...... 30 44. Medical Information...... 32 45. Mission Assignment...... 32 46. Air Traffic Control...... 33 47. Predetermined Helicopter and Tiltrotor Call Signs ...... 34

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Paragranh PaRe - 48. Temporary Flight Restrictions (TFR) ...... *.. 34 49. Documentation ...... 35

CHAPTER 5. HELICOPTER AND TILTROTOR LANDING AREAS

50. Introduction ...... 37 5 1. Safety Perspective ...... 38 52. Selection Criteria...... 38 53. Surveys and Inventory ...... 42 54. Survey of Existing Aviation Facilities ...... 42 55. Special Arrangements with Heliport Owners and Operators...... 43 56. Development of Public-use Heliports and Vertiports ...... 43 57. Pre-designation of Emergency-Use-Only Landing Sites ...... 43 58. Documentation of Landing Sites...... 43 59. Reserved...... 44

CHAPTER 6. ACTIVATION, EXERCISES, AND ANALYSIS

60. Introduction ...... 45 6 1. Activation Checklist ...... 45 62. The Need for Training/Exercises ...... 46 63. The Value of Training/Exercises...... 46 64. Realistic Exercise Scenarios...... 46 65. Exercise Schedules and Objectives...... 46 66. Three Types of Exercises ...... 47 67. Training Programs...... 48 68. Post-Incident Analysis...... 48

Appendix A. Resource Inventory Sources (22 pages) ...... 49 Section 1. FSDO’s and FSFO’s ...... 49 Section 2. FAA Regional Heliport Development Coordinators ...... 56 Section 3. Additional FAA Sources of Information ...... 57 Section 4. Federal Emergency Management Agency ...... 58 Section 5. State Emergency Management Directors ...... 60 Section 6. U.S. Coast Guard District Offices ...... 65 Section 7. Support ...... 66 Section 8. Professional and Industry Associations ...... 67 Section 9. Sources of Information ...... 69

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- AppendixB. Outline of Elementsfor a Typical HelicopterIntegration Plan (3 pages)...... ~...... 71

AppendixC. Bibliography(4 pages)...... 75

AppendixD. Acronyms (3 pages)...... 79

FIGURE 2-l. Example- Vertical Flight ResponseAlert Levels ...... 15 FIGURE 2-2. SampleHigh-rise Fire ResponseProcedures...... 17 FIGURE 3-1. SampleHelicopter and Tiltrotor ResourceSurvey Data Form...... 21 FIGURE 4- 1. Example- Helicopterand Tiltrotor CommunicationsSystem ...... 28 FIGURE 4-2. SampleCommunications Matrix ...... 31 FIGURE 6-l. Plan Activation...... 45

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- AC 00-59 1 l/13/98

CHAPTER 1. INTRODUCTION

1. BACKGROUND. On January13, altitude, struck six vehicleson 1982,Air Florida Flight 90 crashedon the 14th StreetBridge, continued takeoff from WashingtonNational through the railing and crashed Airport. It struck the 14th StreetBridge, into the river, which was covered congestedwith rush hour traffic, and with five to eight inchesof ice. camedown in the ice-coveredPotomac Weatherconditions were poor River. This Boeing 737-222had 74 and deteriorating,temperature passengersand 5 crew memberson was in the low 20’s (Fahrenheit), board. Only four passengersand one and visibility was lessthan one- flight attendantsurvived. The following half mile. statementsare from report DOT/FAA/RD-90/10, Rotorcraft Use in At 4:ll P.M., the U.S. Park DisasterRelief and MassCasualty Policewere notified of the Incidents- CaseStudies: accidentand askedto senda helicopterto assistin rescuing At 1l:OOA.M. on Friday, the survivors, someof whom January13,1982, the National were reportedto be in the water. WeatherService (NWS) issueda specialweather statement that U.S. Park Policeplowed the ramp with a continuedan earlier winter storm personal4-wheel drive vehicleand warning andpredicted that snow helpedthe flight crew pushthe would continueinto the helicopterout of the hanger. The afternoonand, at times, become policemen,on duty at U.S. Park Police mixed with sleetand freezing Headquartersin AnacostiaPark, quickly rain. grabbedlife preserversand rope, boardedtheir Bell Long Ranger,and At 2:00 P.M., becauseof the flew “EagleOne” toward the 14th Street deterioratingweather conditions, Bridge. Federalagencies announced early dismissalof their While en route, the crew of employees,releasing some EagleOne was given three 400,000commuters into the separatelocations for the streets. Area schoolsalso began accidentsite. However, they dismissalearly. headedfor the bridge.

At 3:00 P.M., . . . a partial When EagleOne reachedthe gridlock had developed immediatearea, repeated downtown . . . . attemptsto reachthe ground units by radio for instructions At 359 P.M., Air Florida Flight were unsuccessful.Personnel on 90 lifted off in a northwesterly the groundhad not switchedto direction. It immediatelylost the correct frequencyuntil 4:22 AC 00-59 1 l/13/98

PM - two minutes too late to helicopter went back for him, he hear Eagle One. Early attempts had slipped beneath the surface. with ropes and ladders to reach the survivors 50 to 100 feet That even five people survived was due, offshore failed. Boats and divers in part, to the timely arrival of a were not yet on the scene. helicopter. Despite a lack of proper on- board rescue equipment, they were able “When you see an airline to ferry the survivors to shore. Their disaster you expect mayhem and efforts provided dramatic proof of the slaughter,” said the pilot during helicopter’s effectiveness as a disaster a later interview. “Their biggest relief tool. Ironically, the helicopter was surprise was that there was only not there as part of any planned disaster broken ice where apparently, the response, but rather by a fortunate main fuselage had gone through, combination of circumstances. the tail section above the water with six people hanging on it, 2. THE NEED FOR PLANNING. and a lot of debris, insulation, Often, it seems as if helicopters just luggage, and clothes.” There “appear” at disaster situations. The would only be those six to public is generally unaware of the rescue. The others were doomed extensive planning necessary for the moment the water rushed helicopters and tiltrotors to lend their into their ruptured (airliner) unique assistance in the most effective cabin. manner. Historically, many public agencies charged with disaster response The six had to be rescued preparation have shared this lack of quickly before the frigid water awareness. Still, as illustrated in many claimed them. One woman lost disasters during the last four decades, her grip and was about to drown helicopters have proven their value in when an onlooker plunged into disaster relief operations. the river and brought her close enough to the bank for a fireman 3. USE OF HELICOPTERS AND to swim out and retrieve her. TILTROTORS IN DISASTER Later, doctors would measure RELIEF. This AC is intended to aid the woman’s body temperature emergency preparedness agencies with at 81 degrees Fahrenheit; she the planning and use of vertical flight was only a few minutes from aircraft in disaster relief. These death by cardiac arrest. guidelines are based on accepted planning concepts and “lessons learned” The rescue ended on a through the study of disaster case wrenching note: one of the six histories where helicopters were used. people clinging to the tail had Rotorcraft Use in Disaster Relief and repeatedly passed the lifeline to Mass Casualty Incidents - Case fellow passengers rather than Histories, report number save himself. When the DOT/FAA/RD-90/10, details 18 such incidents.

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a. Disaster Planning. Disaster planning should tie into state level planning is the responsibility of many planning. ‘L- public and governmental agencies at various levels. The vast majority of d. The Use of Emewencv those agencies are proficient and Medical Service (EMS) HelicoDters. effective in that effort, yet historically The concept, of using medical some have not been fully aware of the evacuation (medevac) or emergency helicopter assets that might be available. medical service (EMS) helicopters to In an increasing number of cases, reduce mortality rates, has been well however, communities have identified established since the conflict. their vertical flight resources. For Thousands of traumatic injury victims example, the Dallas/Fort Worth who reached medical treatment facilities Metroplex has successfully incorporated within the first “” owe their locally based helicopters into disaster lives to the helicopters and crews that preparednessplanning. They regularly delivered them rapidly to specialized hold realistic exercises to test planning medical facilities. In the USA, more effectiveness and to resolve problems than 250 have established under controlled conditions. EMS helicopter services and many others have a located near b. Planning for the Full Range their emergency room entrances. EMS of Possibilities. Disaster planning helicopter operations have experienced should address the full range of possible spectacular growth since 1972. This events from localized incidents to major continues to be one of the most dynamic catastrophic disasters requiring sectors of the aviation industry today. ‘- implementation of the Federal Response Plan (FRP). Ideally, the helicopter and e. The Use of Other tiltrotor portions of this planning will HelicoDters. As widespread as EMS blend seamlessly with local and State helicopters have become, they are still disaster relief plans for events up to and limited in their ability to respond to including activation of the FRP. large disasters. Fortunately, while there are a limited number of EMS helicopters c. State and RePional Disaster in a given community, there are often a Airlift (SARDA) Planning. Disaster great number of private, government planning for the use of aircraft and (state and local), and military resources, including helicopters and helicopters available. Air medical tiltrotors, is guided by FAA Advisory service helicopters are configured for Circular (AC) 00-7, State and Regional flying critically injured patients from Disaster Airlift (SARDA) Planning. to hospital or from an accident The FAA issued this advisory circular to scene to a trauma facility. Often in encourage the use of aviation in disaster situations, help is needed to supporting disaster relief activities. perform a variety of support functions Consult your state aviation or division that are not best performed by an EMS of aeronautics office for further helicopter. Non-commercial helicopter information and for how your local operators are often ready, willing, and able to provide assistance when needed.

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4. ADVISORY CIRCULAR GOALS. the use of the general aviation fleet, Participants in emergency planning and including fixed-wing aircraft, as well as response must understand the plan and active and reserve military assets. It is their role in it. People are highly essential to have a complete motivated to participate in direct understanding of aircraft capabilities lifesaving missions, but there are many and availability in order to effectively other vital missions that may require the incorporate them into existing plans. In use of helicopters and tiltrotors in an this way, planners can broaden their emergency response. The goals of this range of options for response to AC are described below. emergency situations and provide superior services to the community. a. To Save Lives. Trauma specialists are well aware of the first c. To Provide Planners with “golden hour” after a trauma injury and Guidelines to Effectivelv Inteprate the its significance in the reduction of Use of Heliconters and Tiltrotors into mortality rates. EMS helicopters Local Disaster Prenaredness routinely transport severely injured Planning. Many emergency planners patients over long distances, do not possess a high level of expertise inaccessible areas, heavy traffic, or in vertical flight operations nor can it be disrupted ground transportation to assumed that they have ready access to appropriate treatment facilities. Equally information on the subject. For this important is their ability to transport reason in particular, the FAA has medical personnel and equipment developed these guidelines. These directly to the scene. In disasters, the guidelines are provided to encourage number of injury cases requiring rapid planners to consider helicopters and transport and the number of support tiltrotors in their overall planning efforts functions required highlight the benefits and to ensure safe and effective use of of vertical flight aircraft. Emergency these aircraft. response to remote sites may prove to be an agonizingly and dangerously slow d. To Onen or Imnrove Lines process. Examples include missions of Communication Between Aircraft through flooding, snow drifts, or rush- Onerators and the Communitv. Most hour traffic. The term “remote sites” helicopter operators are willing to help can include high-rise rooftops in the when needed, but they are often middle of major metropolitan areas. In frustrated by a lack of communication disaster situations, helicopters and with local disaster planning agencies. tiltrotors can help save lives. This document is intended to facilitate such communications. In this manner, it b. To Acauaint Communitv will allow communities to benefit from Leaders and Planners with Heliconter increased cooperation between and Tiltrotor Disaster Relief helicopter and tiltrotor operators (civil, Canabilities. Most people have little government, and military), and disaster knowledge about helicopter and tiltrotor planning agencies. availability, operations, and capabilities. The same can be said of familiarity with

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e. To Encourape the etc. See also Appendix A for possible Establishment of Heliports and sources of information in your area. L- Vertiports in the Communitv. Helicopters and tiltrotors can land at b. References to planning many places where an airplane can not documents can be found in the because they do not need a runway for a American Society for Testing and landing site. However, if they are to Materials, Standard Guide for Planning help in disaster situations, they do need and Response to a Multiple Casualty safe landing sites in close proximity to Incident. Another useful document is the disaster location. This is particularly the Federal Emergency Management true in urban environments. If landing Agency’s, Guide for All-Hazard facilities are to be available when Emergency Operations Planning. disasters occur, the community must plan and develop heliports and c. Incident Command System vertiports in advance of the actual event. JIGS). An Incident Command System (ICS), or similar organizational 5. ASSUMPTIONS. Before these structure, is probably in place. This guidelines can be applied in a given system usually includes the process for disaster preparednessplanning effort, integrating aviation assets into the State certain assumptions must be made disaster response plan. The provisions regarding the nature of the situation in in this advisory circular are intended to which helicopters and tiltrotors can be incorporate helicopters and tiltrotors used. Also, to avoid confusion or into existing plans or into new plans as - misunderstanding of these guidelines, they are being developed. THE baseline conditions and ground rules are GUIDELINES OF THIS AC ARE NOT established to provide an appropriate INTENDED TO SERVE AS A foundation. “STAND ALONE” DISASTER REPAREDNESS DOCUMENT. a. General Plan. Look for a general plan for local disaster relief in d. Vertical Flight Aircraft effect or under development. Federal Available. Obviously, an assumption and State regulations provide detailed must be made that helicopters or emergency planning guidance under the tiltrotors are available within the umbrella of the current Federal planning jurisdiction for disaster relief Response Plan (FRP) and it’s supporting operations. A comprehensive, vertical regional and local emergency plans are flight integration plan would not be of now required by law. The Local value if there were no vertical flight Emergency Planning Committee aircraft available in a disaster situation (LEPC), Regional Planning Committee or if the operators in the area were @PC), and regional Federal Emergency unwilling or unable to participate. Management Agency (FEMA) offices Fortunately, this has proved to be highly can provide a variety of invaluable unlikely in most areas. Most helicopter information including copies of existing pilots and operators are quite willing to plans, contact data, reference material, become involved and lend assistance. However, preplanning and endorsement

5 AC 00-59 1 l/13/98 by corporateand governmentleadership the local emergencyresponse system. arecritical requirements. Therefore,when it is necessaryto transporttrauma victims by aircraft, e. Ground-Based . medicallyconfigured vehicles should be Anotherassumption is that ground- used. When the hospital-basedEMS basedambulances will be the primary resourcesor city/county/statehelicopter meansof transportin a disastersituation resourcesare overwhelmedeither from if roadsare passable. In someinstances, patienttransport or other support however,helicopters and tiltrotors will requirementsas the Incident be indispensablein providing the most Commanderhas determined,it is time to efficient transportservice. These implementthe plan for “other” vertical vertical flight aircraft may alsoaid the flight aircraft participation. Incident Commanderwith other support missionsthat cannotbe prudently g. Emewencv Relief Worker accomplishedwith the exclusiveuse of Registration. It is importantthat all ground units. However, it will neverbe peoplewho might be involvedin possibleto guaranteethat vertical flight emergencyrelief work be registeredby aircraft will be available. Quite often, their local emergencypreparedness the disastersituation and its attendant agenciesprior to a disaster. The casualtiesare a direct or indirect result workers may then be coveredunder of extremeenvironmental conditions. workmen’s compensationlaws and Thosesame extreme conditions could liability coverage.In addition,some precludeor severelyconstrain the useof sort of badgeidentification could be aircraft in the initial phasesof the providedto indicatethat the worker is response.Certainly, helicopterand registered. tiltrotor pilots will makeevery effort, within the limits of safety,to be there h. Out of ScoDe. Certain when needed.However, they shouldbe planningaspects are outsidethe scopeof consideredauxiliary only and reliance theseguidelines. These include charges shouldalways be placedfirst on ground- for patient andpassenger transport, basedunits. protocolsfor determininga patient’s destinationhospital (other than those f. EMS HelicoDters. In 1990, basedon lifesavingreasons), insurance EMS helicopterambulance service was and liability for helicopteroperations, availablein 93 percentof the contiguous and reimbursementfor their operational United Statesand 46 percentof Alaska costs. While theseissues need to be (reference:Air AmbulanceHelicopter addressed,they arebest handled as OperationalAnalysis, DOT/FAA/RD- normal businessarrangements between 91/7). Over time, this coveragehas interestedparties. If aircraft supportis continuedto increase.Almost all of the requestedby the FederalGovernment or aircraft usedby theseservices are undera StateSARDA plan, the cost speciallyconfigured with advancedlife may be reimbursable. supportequipment and havecrews who arehighly trainedin their use. Theseair medicalservices may alreadybe part of

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6. POTENTIAL HELICOPTER c. Transport of Trauma AND TILTROTOR FLIGHT Patients. The primary responsibility of MISSIONS SUPPORTING EMS helicopters should be the transport DISASTER RELIEF EFFORTS. of trauma patients. Many emergency Examples of missions that vertical flight plans suggest that the nearest hospitals aircraft can perform are discussed to the incident be bypassed when below. Each community needs to assess helicopters are available. By taking the ways that vertical flight aircraft can patients to more distant medical support their unique relief requirements. facilities, it reduces the chance of All aircraft operators should be familiar overwhelming the closest hospital(s) with and comply with the FAA Federal with critical care patients. Helicopters Air Regulations (FAR) contained in can also perform hospital-to-hospital Title 14 of the Code of Federal transfers to place patients in the most Regulations (CFR) that affect their appropriate specialty treatment center. operations under each of these potential mission types. d. Transport of Disaster Specialists and Supplies. Vertical a. Transport of Medical flight aircraft can transport disaster Teams and Supplies to the Disaster specialists and supplies to the disaster &. Vertical flight aircraft can site or operations center where they can transport medical teams and supplies contribute most effectively to the relief from designated hospitals and/or trauma effort. When ground transportation has centers to the disaster site for triage and failed, specialists and supplies can be initial treatment of trauma victims. picked up at predesignated assembly points. Specialists could include public b. Transport of Medical safety employees: police, fire, and Teams and Supplies to the Affected city/county emergency workers. Hospitals. This involves the transportation of medical teams and e. Emereencv Evacuation. In supplies from predesignated hospitals, both normal and disaster situations, collection points, or supply centers to vertical flight aircraft are used as an the primary receiving hospital(s) alternative to surface-based transport (usually closest to the disaster site or modes. In a high-rise building fire, they region) that may become overwhelmed can be used to retrieve fire victims with disaster victims. Be aware that trapped on the roof when fire and smoke medical personnel privileges generally make elevators and stairways do not transfer from one hospital to unserviceable. Similarly, fire fighters another. The emergency services can be lifted to the roof for fire fighting coordinator in each state should be and rescue operations. Vertical flight familiar with hospital policies on this aircraft can pick up people stranded on issue. Prearranged permissions need to car tops, rooftops, or in trees above be addressed. swift floodwaters that no boat could navigate. In many cases, vertical flight aircraft may be the only means of

7 AC 00-59 1 l/13/98 reaching and transporting both rescue landing and takeoff operations. See workers and victims. additional information in Chapter 4 - Communications and Chapter 5 - f. Damage Survey. A natural Landing Areas. disaster, such as an earthquake, flood, or blizzard, may temporarily preclude the i. Electronic News Gathering use of ground transportation. Vertical JENG). Disaster relief workers tend to flight aircraft can be an extremely regard ENG helicopters as a nuisance at effective means to assessquickly the best and downright dangerous at worst. extent of damage so that authorities can However, there are at least two valuable implement plans for disaster relief services provided by ENG. First, real effort. Information on the scope of the time aerial photography of the disaster disaster can be transmitted to the scene can be transmitted to the ground. command post via radio or video down- Disaster coordinators can use these link. photographs for damage assessment. They can “freeze frame” aerial g. Airborne Control and photography and distribute photographs Assessment. It may be necessary to use with annotations on where the relief a vertical flight aircraft or an airplane as activity should focus. Second, a mobile aerial platform from which a disseminating information to the public deputy Incident Commander can can help maintain confidence and observe and report on disaster response morale. To encourage cooperation and efforts. Conducting such operations efficient action, survivors need to know with a small airplane will generally cost what is being done to affect their relief much less than using a vertical flight and what is expected of them. Friends aircraft. However, vertical flight aircraft and relatives outside the affected area provide greater flexibility in the choice need to know what is happening to of landing sites. people they love. This helps reduce community anxiety and lessen fears. h. Airborne Air Traffk For these reasons, relief personnel Control L4ATC). When more than should give serious consideration to four or five aircraft involved in the ENG helicopters and assign them an disaster relief effort, it may be advisable appropriate priority in the vertical flight to assign one of the aircraft the mission aircraft integration plan. They need to of airborne air traffic controller. be assured of the opportunity to do their Depending on the nature of the job and they should, in turn, assure operations and the proximity of aircraft compliance with the conditions and to each other, an airborne aerial limitations imposed by the plan and by controller can significantly improve FAR 9 1.137, Temporary Flight safety. In the Dallas/Ft. Worth area, the Restrictions. In Hawaii, compliance Helicopter Emergency Lifesaver Plan with FAR 9 1.13 8, Temporary Flight (HELP) designates the police helicopter Restrictions in Natural Disaster Areas in as the aerial controller. The landing the State of Hawaii, may also be zone controller will also communicate required. with the aircraft to assist with safe

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j. Fire FiPhting. Vertical flight crew at both ends of the trip to assist aircraft have two primary functions in with cargo handling. their roles as fire fighters. First, they are used to spray or drop fire retardants, 1. Securitv and Crowd chemicals, or water on the fire whether Control. Police departments have long in a building or in a forest. This mission been aware of the effectiveness of requires specialized training and helicopters in patrolling and surveillance specialized equipment. It is not work. Vertical flight aircraft may be recommended that unpracticed, even more effective performing this unconfigured, volunteer aircraft be mission during a disaster situation assigned to this mission. Fire because other modes of transportation departments, the U.S. Forest Service, may be severely curtailed. From aerial and contract operators hired by the U.S. observation platforms, those responsible Forest Service are trained and equipped for security and the maintenance of law to support this mission. Second, vertical and order can watch for those who try to flight aircraft are used to transport fire take advantage of the temporary fighters to sites from where they can disruption in police protection caused by fight the fire with conventional means. the disaster. Vertical flight aircraft can By landing on unobstructed high-rise spot open routes to safety and relay this rooftops or in clearings in the woods, information to traffic controllers on the normally configured vertical flight ground. Also, it is advisable to transport aircraft can be very useful as auxiliary a firefighter to the roof of a building transport for fire departments. being evacuated by vertical flight aircraft in order to maintain order and k. External-Load. If cargo is prevent panic among the occupants too bulky to fit inside a vertical flight being rescued. This not only helps aircraft, it may still be transported if its assure their safety, but that of the weight is within the aircraft’s lifting aircraft and crew as well. capability. This is accomplished by slinging the cargo beneath the machine m. InsDection Tours. in a net or other containment device. Helicopters and tiltrotors may be used to Some vertical flight aircraft have a transport Government representatives to special hook apparatus mounted on their inspect the disaster area, to assessthe underside specifically for this purpose. extent of damage, and to show their The hook has safety devices that prevent sympathy and concern for victims and inadvertent release of the load, and a survivors. Vertical flight aircraft offer a special control whereby the pilot can means to do so quickly and comfortably release it in an emergency. The chief without interfering with the workers on advantage of using vertical flight the ground. aircraft sling loads is the speed with which cargo can be picked up and set n. Hazardous Material down. Vertical flight aircraft do not ODerations. In a hazardous materials have to land in order to do either, but it situation, the Incident Commander is necessary to have a qualified ground should carefully review the use of all aircraft. Air operations over or near a

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hazardous material spill can change the p. Communications Support. wind speed and direction thereby In large-scale disasters, most forms of affecting the boundaries of dangerous normal communications may be areas. In addition, aircraft SHOULD disabled for various periods of time. NOT BE USED for removing Helicopters can provide limited “decontaminated” personnel from emergency communications (radio hazardous materials control areas relay, message transport, etc.) and aid in because of possible “off-gassing” of reestablishing disabled communications contaminates. In the closed space of an systems by moving communications aircraft, contaminates can have an assets, repositioning/replacing antennas adverse effect on flight crews and rescue for cellular communications, etc. personnel. Hazardous materials should be transported aboard aircraft only in q. Return of Personnel and accordance with Equipment. During a disaster, vertical 49 CFR Parts 17 1- 18, the Hazardous flight aircraft may be used to return Materials Regulations. personnel and equipment to their respective bases. These missions may o. Search and Rescue (SAR) or may not be accorded a high priority, Missions. Normally, these missions depending on individual circumstances, would be handled by Civil Air Patrol agreements, and orders of the Incident (CAP), Coast Guard Commander. After a disaster, rescue (U.S.C.G.), U.S. military, or public equipment may not be returned to the service (State Police) units. Those who owning department for several days or regularly practice these types of even weeks. At this point, ground operations with their own aircraft and transportation will most likely be used. crews are most likely to be integrated already into the existing disaster r. Livestock Support. The response plan. Additional vertical flight benefits of using vertical flight aircraft aircraft from the local community in disaster relief work are not limited to should only be used for SAR work in aiding people. Valuable livestock, cases of extreme urgency and their stranded by snowdrifts or floodwaters, efforts should be coordinated by the have been sustained with food responsible SAR agency. The FEMA transported by helicopters. “Urban Search and Rescue Response System - Field Operations Guide” is a 7. OPERATIONAL PRIORITIES. useful reference on this topic. Helicopters and tiltrotors are extremely Helicopters are often more effective versatile aircraft and can be used to than airplanes in finding missing great advantage in many applications. persons since they can safely operate at Their versatility mandates that priorities 40 knots and 500 feet AGL. At 1000 be established as part of any vertical feet and 90 knots, airplanes are usually flight aircraft integration plan in order to more cost effective in finding downed assure that the most important jobs are aircraft. accomplished on a timely basis. As vertical flight aircraft become available in a given emergency situation, they

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needto be assignedthe most critical b. Mission Priority. Generally, missionsfirst accordingto the needsof the highestpriority missionsare in - the Incident Commander(IC). Also, as direct supportof lifesavingefforts. more aircraft becomeinvolved in the Other missionsmay not be life critical, relief effort, rights-of-way must be but they are importantsupport functions establishedso the variousaircraft do not that may be requestedby the Incident interferewith eachother during their Commander. respectivemissions. c. Consideration of Personnel a. Safety. Thenumber one on the Ground. Regardlessof the priority in any aviationactivity is safety. missiontype, it is imperativethat An all-encompassing,pervasive concern missionsbe carriedout so as not to for safety in all aircraft applicationswill impair the efficiency of workers on the maximizethe benefitsderived from ground or to endangersurvivors or relief their use. Operatorsare responsible for personnel. compliancewith FAA safety and air traffic regulations. 8-19. RESERVED.

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CHAPTER 2. PLAN PREPARATION

L 20. PLANNING ASSUMPTIONS. 21. BASICS. Four planning assumptions were made in formulating these guidelines: a. Acquire a Full Understandiw of Existiw Plans. The a. Situational Problems. It is first step for a local emergency assumed that situational problems such management planner in the integration as traffic, debris, floodwater, or location of local vertical flight assets is to have a can interfere with deployment of ground full understanding of any existing plans, transportation in the aftermath of any agreements, regulations, and catastrophe, disaster, or mass casualty jurisdictional issues. Survey all incident. operational procedures, mutual-aid agreements, service limitations, and b. Timelv Availabilitv of regulations in the area of jurisdiction. Vertical Flight Aircraft. It is assumed [The quickest and most efficient way to that vertical flight aircraft will be gather this information is to contact your available in a timely manner from Local Emergency Planning Committee various civil, private, and/or military (LEPC), Regional Planning Committee sources. (RPC), and regional FEMA office. See also Appendix A.] The goal is to c. Pre-existinp Plans and the integrate helicopters and tiltrotors into Incident Command System (ICS). It existing plans and Incident Command 1 is assumed that participating Systems, not to change the core of municipalities have pre-existing disaster emergency planning that already exists. response plans or emergency plans in Once a familiarity of existing plans is place and that they will either operate acquired, it will be easier to incorporate under the auspices of the Incident the elements for vertical flight aircraft Command system (ICS) or another integration. Search out the air medical locally developed emergency response transport services in the region and structure. encourage them to participate actively in the planning process. d. Control. Due to the limits imposed by weather and availability, b. Train First Responders in helicopters and tiltrotors should not be All Elements of the Plan. First considered an essential part of any plan. respondrs who want to use helicopters If the Incident Commander (IC) and tiltrotors need to know how to determines there is a requirement for obtain them, how to communicate with their use and the community has vertical them, their landing zone requirements, flight assets, then the vertical flight and their safety requirements. The response plan can be activated. Incident Commander (IC) should be Spontaneous response by air resources able to assessthe emergency situation with a sense of “just coming to help” and determine whether helicopter or can be counterproductive and should be tiltrotor aircraft support is both strongly discouraged. necessary and available. Depending on

13 AC W-59 1 l/13/98 the scope of the incident, the IC may disaster, the Incident Commander will activate the air operations (AO) branch determine the appropriate alert level. of the Incident Command System. Figure 2-l provides one example of how Requesters and emergency operations vertical Cight aircraft alert levels might personnel should first determine the be structured. adequacy of ground support as a means of mitigating or assessing the incident. a. Level 1 could encompass locally available assets that could c. Establish a Central Control generally respond within two hours. Point and Dimatch Center for All First tier responders might include Helicopter and Tiltrotor ODerations. hospital-based EMS helicopters; city, Air operations control should normally state, and government assets; and local be collocated with the primary commercial and private helicopters. emergency operations center or command post. Alternatively, air b. Level 2 could reach to any operations could be located separately in State or National military resources that a facility that can handle all the may be available within a two to six parameters of flight operations. For hour response time. U.S. Army example, the National Burn Victim National Guard (ARNG) helicopters Foundation (NBVF) in Basking Ridge, may be a potential resource. These New Jersey uses the American aircraft could be added to those Telephone & Telegraph (AT&T) Flight responding under alert level 1. Operations Center to serve as its air operations (AO) center. The selected c. Level 3 helicopters and A0 center should be in the tiltrotor aircraft could be requested from communications network, have defined reserve and active duty military procedures and protocols, be able to file installations. In mass evacuation flight plans, provide weather briefings, situations, the military frequently has and communicate with in-flight aircraft the largest available vertical flight regarding mission assignments and aircraft and some can transport 20 or estimated times of arrival (ETA). In more people at a time. Level 3 aircraft addition, it should assign appropriate may require over six hours to respond. resources based on the requests of the (Emergency planners should be aware Incident Commander. that once the Federal Response Plan has been implemented, Federal resources, 22. ALERT LEVELS. It is including active military units, will not recommended that different vertical be available unless the State requests flight aircraft alert levels should be their support through the Federal defined based on the complexity of the Coordinating Officer at FEMA’s anticipated disasters and the response Disaster Field Office.) time of the available aircraft. During a

14 , i

City County “c, f S Local State Private %p 1 // Q \\ E I ’ I I 1 \ \ V 3 2 2 3 E RESPONSE TIME: LESS 2 THAN 2 HOURS R I Private/Government T Y I 3

FIGURE 2-L EXAMPLE - VERTICAL FLIGHT RlBPON!SE ALERT LEVEM AC 00-59 1 l/13/98

d. Commentarv. Eachlocality developprocedures for potentialdisaster andjurisdiction is unique. For example, scenariosin a particular region. These somecommunities may be collocated disasterscould be amongthe following, with a major military installationthat dependingon the community profile: could provide a rapid responsetime. In sucha case,military vertical flight a. Natural Disasters Such as assetsmight better be assignedto level 1 Hurricanes, Forest Fires, Tornadoes, of the responsealert. In addition,note Earthauakes, Floods, or Blizzards; that the responsetimes given in this b. Airnlane Crash at or Near paragraphfor levels 1,2, and 3 are a Local Airport; examples.Different times might be c. Terrorist Incidents; selecteddepending on local d. Hazardous Materials Snill; circumstances. and e. Hiph Rise Buildiw Fire. d. Notification and Rem Figure 2-2 providesa sampleprocedures for Standbv Status. When either level outline for a high rise fire. 1 or 2 is implemented,participants involvedin the next higher level should 24. PLANNING VERSUS be notified and askedto assumestandby INTEGRATION. A deputyfire chief status. in Phoenix,Arizona hasstated, “Planning is necessaryand required,but e. Recognition of Existing often it is a paperplan on a shelf and Alert Svstems. Many communities unusableduring an actual event. alreadyhave alert levelsand Experiencehas shownthat the best correspondingchecklists. Wheresuch disasteroutcome has occurredin systemsexist, vertical flight response communitiesthat have integrated levels shouldbe integratedin a manner helicopteroperations into daily ‘routine’ that is consistentwith the planning operationsand standardoperating doctrine. Someexisting plansuse more procedures.These procedures provided than three levels. expansioncapability and it becamea natural act to expandto disasterlevel f. Maior Catastrouhic operations- rather than a foreign, Disasters. If the magnitudeof the unusedplan. Integratingthese disasterwarrants activationof the proceduresinto the Incident Command FederalResponse Plan (FRP), Federal Systemenhanced this ‘routine’ resourcescan only be acquiredthrough expansioncapability.” the FederalCoordinating Officer (FCO). 25-29. RESERVED. 23. SPECIAL RESPONSE PROCEDURES. It is appropriateto

16 AC 00-59 1 l/13/98

Fire Department(s) - Conductsurvey of all local high-risebuilding rooftops. - Publishand distributea directory with drawings,photos, etc. (Periodicreview, validation,and revisionof this directory are required.) - Coordinatefire-fighting procedureswith building management. - Developand train fire crewsin operationalprocedures for helicopters (and tiltrotors if appropriate). - Maintain equipment(rescue nets, rappelling gear, fans, etc.) - Exercisecrowd control on the rooftop during evacuation.

Vertical Flight SupportUnits - Coordinateand cooperatewith disasterplanning agency. - Maintain appropriateaircraft configurations. - Conducttraining andparticipate in full-scaleexercises. - Adopt specifiedsafety and operationalstandards.

PoliceDepartment(s) - Providelanding zone (LZ) security. - Provide securityin the vicinity of the fire site. - Exercisecrowd control at the fire site.

High-rise Building Management- in accordancewith local codes. - Review and agreeto the provisionsof the plans. - Maintain availableaccess to rooftop for evacuation. - Maintain rooftop clearareas and/or emergency . - Not@ fire departmentof changesand modifications.

FIGURE 2-2. SAMPLE HIGH-RISE FIRE RESPONSE PROCEDURES

17 AC 00-59 1 l/13/98

CHAPTER 3. RESOURCE INVENTORY

L 30. INTRODUCTION. A key to the helicopter operators who can aid in the rapid and efficient deployment of development of this list. In particular, helicopter and tiltrotor aircraft to contact the support relief or rescue efforts is a list of organization(s) in your area. These commercial, private, government, and operators usually know the other military operators who have agreed to operators in the region and the services commit aircraft. This chapter provides that each can provide. Encourage EMS guidelines for developing a list of operators to participate actively in your vertical flight assets and organizing that planning process. list to facilitate the dispatch of these aircraft to the scene. c. Identifv Militarv Operators. Each state has a National Guard 31. IDENTIFY AND SURVEY Adjutant General (AG). This state-level HELICOPTER AND TILTROTOR AG can provide a listing of military OPERATORS. Initially, in obtaining vertical flight assets, both active and commitments from vertical flight reserve, that are available within the aircraft operators for disaster relief and state. In addition, the state-level AG rescue operations support, the planning provides a direct conduit for identifying agency should compile a list of area and requesting military assets from operators. Knowing who to call and the other states and/or active military type of task that the aircraft will be sources. Listed in Appendix A is the performing will improve the efficiency National Guard Adjutant General (AG) of the response/rescueprocess. who can provide the address and phone number of the AG in each state. a. Creatiw a Resource Inventory. The names of helicopter 32. RESOURCE SURVEY. Do not operators are available from several assume that every helicopter and sources locally, regionally, and tiltrotor operator within a region is nationally. Consider starting with the willing to devote aircraft to support a organizations listed in Appendix A in relief operation on demand. Instead, order to reduce the time involved in develop a reliable resource list that can seeking such information. You may be be used at the time of an emergency by able to order lists from a combination of surveying each operator in advance to the organizations and to use the determine the level of commitment and information to develop mailing and detailed information regarding available resource lists. In some cases, computer resources. runs or membership rosters may be obtained free of charge. However, there a. Survev. Conduct a survey of may be a fee for this service. each helicopter and tiltrotor operator to obtain commitments and pertinent data b. Identifv Civil Operators. regarding key personnel, bases of The sources listed in Appendix A can operations, types of aircraft, on-board L provide names and contacts of civil communications and rescue equipment,

19 AC 00-59 1 l/13/98 mission capabilities, and operational 33. TASK MATCHING. One of the limitations. Organize this information objectives in a resource survey is to into “assistance” categories as part of a obtain an operator “profile” for “task resource inventory and request matching”. This allows the air checklist. This will enable operations (AO) center to request transportation and rescue requirements aircraft support after considering the to be matched with an operator’s equipment and capabilities of specific capabilities (i.e., external-load for aircraft. Figure 3-l is a sample bringing in supplies or pulling debris helicopter and tiltrotor resource survey from the disaster scene, data form that can help in the data configuration to carry victims from the gathering effort. The types of data and a scene, searchlight for nighttime damage description of their purpose are listed assessment, etc.) below:

b. Limitations. The emergency a. Name, address( and planner must understand that telephone number(s) of the operator’s HELICOPTERS AND TILTROTORS base(s) of operations. This information SHOULD ONLY BE ASSIGNED should also include fax numbers for TASKS THAT THEY ARE CAPABLE immediate distribution of flight OF PERFORMING. Operators may not operations, E-mail address, and cellular be willing or able to provide aircraft telephone numbers in the event that support to perform all of the missions land-line transmission becomes required for the relief effort. This may impossible. be due to schedule limitations (e.g., the aircraft is out on a current mission); by b. Points of contact (should be operational constraint (e.g., the pilot on a 24-hour basis) and after-hours cannot perform the flight or the aircraft telephone numberts]. Each contact is down for maintenance); or by federal person should be a key individual with regulation or insurance limitations (e.g., authority to dispatch aircraft and staff the aircraft: support to the disaster scene. cannot perform sling loading, cannot transport patients by external-loads, or is c. Additional points of contact not equipped to transport litters). (in the event the first line of authority Special attention should be given to the is unavailable). In some cases, the first types of services the aircraft operator is point of contact may be unavailable and willing to provide. In addition, a a second in command will need to be procedure should be established for identified. Think of a worst case backup resources when or if an aircraft situation (e.g., a holiday weekend) and is unavailable. list all available contacts.

20 1

Fax Number:

Cellular Phone: Telephone: Yes -- No 2nd Point of Contact: Telephone: Must have authority to dedicate helicopter resources to relief activity if 1st point of contact is unavailable Flight Operations Manager or Chief Pilot: Telephone:

List helicopters that company can dedicate to relief operations and complete or check relevant information:

Make Commu- Base # # Pay- Response Duration Special Equipment Mission Helicopters Cost tnd nications of Crew Litters load Time per of Flight Capabilities dispatched per Model & Ops that in 50 NM Time in Hour V# Naviga- # can be J&s in Hrs/Mins tion Pax carried Hrs/Mins Fuel Used

Cargo Hook Acrid Photo - Pwmgerchlly D&W Searchlight FLIR Liner/Aemmed Time Out IUA Public Address Hoist Extmld Load Mission 100 LL- Emcrgmcy Med Kit- Rncue Net Damage Aasessmenc Time In Other(M) Supplies Cdl Sign

Cargo Hook Aerial Photo - Passenger only Dllc Searchlqht FLIR Liner/Aeromed Time Out public Address Hoist External Load Mission Jet A- Emergency Med Kit Rescue Net Damage Assessment Time In 100 LL- Olherflist) Supplia Call Sign

--- --~ -~ Cargo Hook Amid Photo Pusengas only Date UHF- Searchlight FLIR LinalAemmed Time Out- Lmal~ Public Address Hoist Exterd Load Mission RNAV- JetA Emergency Med Kit -Rescue Net Damage Awesmmt Time In Xpond- 100 LL- Dtherflist) Supplies Call Sign GPS-

Operational Limitations: Describe any limitations that might interfere with participation in the Disaster relief/rescue effort: IFR Flight: Are helicopters/flight crew certified for IFR operations? Yes- No-. Night Flight: Are there any missions that are prohibited for night flight? GeograDhical(range of operations limitations)or Other Limitations: Minimum Landing Area Requirements h) CL FIGURE 3-1. SAMPLE HELICOPTER RESOURCE SURVEY DATA FORM AC 00-59 1 l/13/98

d. Name and telephone h. Load Capacitv. number(s) of flivht operations manager and/or chief pilot. (1) Passengers. Number Information regarding aircraft of ambulatory (able to walk) passengers mission(s), air traffic control, radio the aircraft can carry. frequencies, flight hazards, landing zones, and traffic patterns should be (2) Litter Patients. transmitted to this individual in advance Number of litters the aircraft can of dispatch if possible. accommodate.

e. Number, make, and model (3) Payload. Amount of of aircraft and their mission weight, including both supplies and capability. Each helicopter and tiltrotor passengers,that the aircraft can safely aircraft, along with the registration or carry under standard conditions, both “IV’ number, should be listed. internal and external (sling load), if Additionally, identify the passenger appropriate. capacity and any special equipment available so that the aircraft can be i. Fuel requirements. It may matched with the relief/rescue task. be possible to have a staging area close to the scene where aircraft can be f. Base of operations and refueled. A tanker truck carrying the response time per 50 nautical miles. required fuel such as Jet A or 100 In dispatching aircraft, their location in Octane can be positioned at the staging relation to the scene is a critical factor. area to eliminate time-consuming ferry Identify their operating bases and how flights back to an airport or operations long it will take the aircraft to arrive at base. If extended operations are planned, the scene based on the block speed (lift- helicopter and tiltrotor operators may off to touchdown) of that particular want to bring their own consumables aircraft. Consider this and the mission (oil, hydraulic fluid, transmission fluid, requirement that the aircraft will be etc.). Active and reserve military units performing when requesting helicopter have the capability to provide fuel or tiltrotor support. The response time transportation, storage, and dispensing should include engine start up, run up, equipment. etc. j. Size of landiw area g. Duration of flight. In reuuired. Helicopter and tiltrotor making mission assignments, consider operators may require a landing area when refueling and change of that is larger than what is recommended will be required. Knowing the duration in AC1 506390-2, Heliport Design. of flight will assist the A0 director in Note any special requirements. programming resources over a given period of time.

22 AC 00-59 1 l/13/98

k ODerational limitations. In 1. Ebecialized equbment. operating helicopters and tiltrotors, there Each operator may have the ability to - are several limitations that must be perform a variety of tasks beyond recognized: carrying passengers. Often, this involves either special equipment or an (1) Geographical aircraft configuration that is required for locations of the scene. A particular a special task: aircraft operator may not wish to operate outside a specified radius. (1) Searchlight. Used in night operations to locate victims, assess (2) Political. damage, spotlight potential landing Jurisdictions or command hierarchies areas or hazards that should be removed. may require that certain aircraft resources be called out in a particular (2) Rescue net. Rescue order such as police helicopters, first; net carried from a tether underneath the hospital helicopters, second; private aircraft or a hoist (either externally or resources, third; Army National Guard, internally mounted). Army, or Coast Guard, fourth, etc. The order is likely to vary from jurisdiction (3) Rescue hoist. Many to jurisdiction. helicopters have a cable and winch system that allows the insertion and (3) Environmental. This extraction of emergency personnel or field denotes whether a particular the extraction aircraft is certified for flight in of victims from areas where the inclement weather (winds, icing, helicopter is unable to land. reduced visibility, etc.) or whether the operator has a corporate/company policy (4) Forward looking of no instrument flight rules (IFR) infrared (FLIR). Sensor used for operations or no nighttime flights. In locating victims, evaluating potential addition, altitude and temperature landing areas, etc. restrictions are very important in many parts of the country. (5) Cargo hook. Supplies can be carried outside the (4) Personnel. Take into aircraft using a tether suspended from consideration that personnel must be the cargo hook. This can be useful in qualified to conduct operations under areas where conditions prevent even a the environmental conditions. helicopter or tiltrotor aircraft from landing. Consult the FAR’s for (5) Mission. Some types applicability. of missions require specific FAA (6) Aerial photographic approval. For example, an operator pod. Useful for filming disaster scene must obtain FAA approval as an “FAR for developing disaster relief control 133 operator” prior to conducting maps, pinpointing landing zones, external-load operations. identifying areas that need first priority - for cleanup or rescue.

23 AC 00-59 1 l/13/98

(7) Airborne data link. (2) Ground Some systems can provide two-way data communications equipment. This link communications outside of VHF includes cellular phones, short-wave communications coverage. radio, and facsimile machines. In the event that regular telephone service is (8) Automatic dependent disrupted due to equipment problems, surveillance (ADS) equipment is satellite communications or microwave capable of providing low altitude cellular phones may bridge the service outside RADAR coverage. disruption by maintaining phone Several operators in the Gulf of Mexico communication to the aircraft base of have used ADS for flight following. operations. Internet E-mail may also provide an effective method of (9) Other special exchanging information. equipment. There may be other types of special equipment such as floats or (3) Emergency rappelling devices. Each survey form communications frequencies. should leave space for an operator to Established emergency frequencies are advise the agency of any of these other needed for air operations, ground specialized capabilities that would operations, and medical/rescue enhance a rescue or relief mission. information exchange. The use of separate channels facilitates a more m. Communications. There efficient management of aircraft are four primary elements of operations and the medical/rescue communications requirements. network. Segregating the communications net helps prevent (1) On-board potential conflicts forced by sharing communications equipment. This radio frequencies. includes UHF, VHF, cellular phones, FM radio, and video camera equipment. (4) Predetermined call Civil and public service aircraft may sign assignment. The A0 center will have different types of avionics designate special call signs if the choice supporting either VHF (civil aviation) or is made to use something other than the UHF and FM (military aviation), or aircraft’s registration number (N- both. The airborne command/control number). (See also paragraph 46.) aircraft should have the capability to transmit and receive all bands. One significant problem when using military aircraft is that most do not have radios that operate in the same frequency bands as the radios used by civil police and fire units. This can be compensated by the use of hand-held radios and/or auxiliary radios that attach to the helicopter’s military radios.

24 AC 00-59 1 l/13/98

34. SAMPLE SURVEY FORM. (3) Contact person for Figure 3-1 illustrates a sample survey answering questions or further form. This is offered as a guide for the describing the program planning agency in developing a form tailored to its own emergency plan. d. Receive the survey forms Consider automating (computerizing) and, if necessary, retype information the completed data so that the onto final form. information can be sorted using a variety of “fields”. Example of such e. Send the oDerator a COW of fields include region (NE, NW...), the final aircraft inventory data form to mission (supplies, medical, verify the information. passenger...), special equipment (helicopters with “floats” for water f. Place the forms in a binder rescue, FLIR for locating victims...), or for the A0 center. Organize the forms disaster type (high-rise fire, earthquake, to match the task with the capability. etc.). During an emergency, the ability to focus on relevant data can improve g. Establish a Deriodic review the efficiency of the response operation. cycle for validating the currency of information and modifying it as 35. CONDUCTING THE SURVEY. required. Conduct a survey using the initial helicopter and tiltrotor inventory list h. Make a determination on developed from information received the registration of emergency workers from one or more of the listed and on whether reimbursement is organizations. This activity could appropriate and required. involve multiple steps in order to get a final list of participants. 36. VERIFYING AND UPDATING. The resource inventory will be a a. DeveloD an initial list of compilation of those data forms from helicopter and tiltrotor operators. operators willing to participate in disaster relief and rescue programs. b. Create a survey form. Therefore, maintain only forms from committed operators in the disaster c. Mail or E-mail the survev relief plan file. Have the operator verify form to operators with the following the final data forms so that there are no information: transpositions, errors, or misunderstandings as to the operator’s (1) Cover letter commitment and use of aircraft. The describing the nature of the project. data forms can be updated by merely copying them and sending them to the (2) Deadline for individual operators for revision or responding (advise and highlight), and continued commitment to the program. Creation of a computerized database can be a very efficient method for

25 AC 0049 1 l/13/98 maintainingand updatingyour data. Even greaterefficiencies may be achievedif this file is accessiblevia the Internet for referenceand updating.

37-39. RESERVED.

26 AC 00-59 1 l/13/98

CHAPTER 4. COMMUNICATIONS

40. COMMUNICATIONS a. Command Post. The NETWORK. An effective command post (CP) is the initial contact communications capability is essential point that receives notification of the to deploying aircraft in support of disaster and requests activation of the emergency operations. This chapter disaster plan. Generally, this is the focuses on the need and methodology community’s communications clearing for establishing a communications house or an emergency number where network to implement a vertical flight alerts can be issued to authorities. As aircraft support plan for disaster relief. the plan is implemented and needs are identified, services are requested 41. TERMINOLOGY, through the command post. PHRASEOLOGY, AND ACRONYMS. Each of the various b. Incident Commander. In groups in the disaster relief effort the USA, disaster relief efforts are often employs terms and phrases unique to conducted using the Incident Command their operation. Additionally, a specific System (ICS). In this system, the acronym (abbreviation) does not always Incident Commander (IC) is in charge of hold the same meaning for all implementing the emergency operations responders. Thus, it is important to plan. The IC notifies appropriate teach people to avoid the use of jargon city/county staff and department heads and acronyms. This reduces the of the action and requests their potential for misinterpretation. assistance in “turning on” various emergency operations. The IC or the 42. ESTABLISH AN EMERGENCY delegated representative determines the COMMUNICATIONS NETWORK. need for aircraft support and provides From the initial aircraft request until information to the Air Operations (AO) completion of the mission, the flow of center. This information includes: information is critical. Figure 4-l illustrates a communications network (1) Type of disaster, for requesting and managing helicopters and tiltrotor aircraft support. ONLY (2) Alert level, ONE ENTITY SHOULD BE RESPONSIBLE FOR DISPATCHING (3) Location of disaster, VERTICAL FLIGHT AIRCRAFT SUPPORT AND MANAGING THE (4) Anticipated number ASSOCIATED RESOURCES. of people requiring rescue or rapid Information is relayed to the command transport, post as the demand changes. Advisories that alter the level of support are relayed (5) Types of helicopter through the net on a continuing basis. and tiltrotor aircraft support needed, The following is a brief explanation of the roles of each entity in the network. (6) Locations of staging areas and/or landing zones,

27 Command Commander

/ \ \ ~Communications Plan; I ,

FIGURE 4-l. EXAMPLE - HELICOPTER AND TILTROTOR COMMUNICATIONS SYSTEM AC 00-59 1 l/13/98

(7) Weatherat landing information suchas control maps, zoneincluding wind speedand direction frequencies,geographical coordinates of if possible,and landingzones and stagingareas, hazards,call numbersand namesof (8) Possiblelanding personnelin charge. hazards. (3) In the event a c. Air Operations (A01 heliport/vertiport directory doesnot Center. TheA0 centerwill receive, exist, landingsite information (latitude, then verify the requestfrom the IC. longitude,approach azimuth, potential Dependingon the requirements,the A0 hazards,notable landmarks, etc.) will be centermay then communicatewith the given to pilots. commandpost for further operational and supportrequirements. (4) The A0 center continuouslymonitors activities of (1) The A0 center helicopterand tiltrotor crews, shouldbe familiar with crews, hospitals,air traffic control, and helicoptercapabilities (and tiltrotor commandand control operations. The capabilities,if appropriate),able to A0 centerassesses further operational weigh operationalrisks, and requirementsas disasterdetails become experiencedin making decisionsunder known and the relief/rescueeffort pressure.The A0 director is progresses.Air operationsmay shift responsiblefor implementingthe stagingareas, casualty collection points, vertical flight aircraft communications hospitals,and emergency landing zones plan. as required.

(2) TheA0 centerwill d. Collocation. Whenever advise,designate, or requestair traffic possible,the CommandPost, the control (ATC) assistancefrom the FAA Incident Commander,and the Air or, if applicable,the airborneair traffic OperationCenter shouldbe collocated. controller (AATC). In addition,the A0 centerwill requestvertical flight aircraft e. Communications Plan. support; determinethe types and Smoothinteractions among the medical numbersof aircraft needed;determine and rescueunits with helicopterand the anticipatedduration of assignments; tiltrotor support activities and the establishmission priorities; assessflight prioritization of multiple relief requests crew relief; organizeground support and comprisethe most complicatedand securityfor helicopterand tiltrotor dynamictasks of the communications landingzones and stagingareas; arrange plan. Ideally, the communicationsplan for fuel trucks for sustainedoperations will help evaluatethe initial estimation at stagingareas; coordinate aircraft on of damageand assignmentof resources the ground, in the air, at hospitals,and at and will perform continuous stagingareas; and disseminate

29 AC 00-59 1 l/13/98 reassessmentof these factors and their NOTAM’s, and support the operations impact on the level of support. The on a more general level. information exchanged is the basis for making weighted control decisions f. Frequency Assipnment. A regarding the resources required to key to information exchange is the mitigate the disaster. The establishment of separate, autonomous communications plan is composed of at frequencies for medical, air, and ground least three information components: operations. (A common frequency for use by all aviation personnel helps pilots (1) Medical information. to maintain the situational awareness Medical tracking includes patient name, required for safe operations. In means of transport, medical status, and addition, pilots need to be able to destination. The A0 center assessesthe communicate, on an as-neededbasis, requirements to transport medical with medical and ground operations personnel and special medical supplies personnel.) During a disaster, frequency or equipment. The A0 also determines congestion can cause conflicts in bed availability and assignment of transmitting vital information or impede receiving facilities. (Confidentiality traffic control. Among various dictates that patient names will not be operational components, it is important broadcast unless there is some that there be discrete emergency overriding reason to do so.) frequencies dedicated to each function. The command post and the A0 center (2) Mission assignments. should be able to monitor these Mission assignments include operations, frequencies simultaneously for reporting landing zone designation, assessment of or requesting changes to the support rescue efforts, and specification of levels. As hospital facilities approach disaster relief requirements. saturation or as landing zone requirements are relayed to the (3) Air traffic control. command post, resources can be shifted ATC consists of information from the or new demand levels can be FAA and potentially an airborne air established. Figure 4-2 summarizes traffic controller (AATC, e.g., police some of the participants, the type of helicopter, Civil Air Patrol airplane, information being relayed, and the etc.). When AATC services are frequency ranges that are commonly required, this controller will advise and used. sequence helicopters and tiltrotor traffic in and out of the landing zone and 43. ESTABLISH PROCEDURES staging areas. The AATC will receive AND PROTOCOLS. Avoiding chaos requests from air operations regarding and unnecessary radio traffic is one the distribution of outgoing aircraft to primary objective of writing and hospitals, staging areas, and landing adopting a disaster relief plan. zones. The AATC will also coordinate Determining who is in charge and what with FAA ATC as necessary. The FAA procedures should be carried out will will control the restricted airspace, issue help minimize the confusion that often accompanies a disaster.

30 INFORMATION / FAAAir Traffic Control ETALanding Zone Landing Zone Conditions: WindspeedlDirection Lighting/Availabiliiy VHF. Landing Zone Coordinates/ w VHF, UHF, 1 UHF 1 -G’ 1 UHF IJHF Fh4 I I W-IF. FM I VHF. I I I *-- CkllIlkI Landing Zone Phone AlertNotification DamageAssessment VHF, MissionAssignment UHF FM. cellular MissionRequirements Phone FM. CkllIll~ Security/GroundControl Phone 42 ETAHospitals FM IJHG HospitalResources FM PatientStatus I I I I I w FIGURE 4-2. SAMPLE COMMUNICATIONS MATRIX AC 00-59 1 l/13/9&

a. Written Procedures. Every requestingresources and controlling jurisdiction and mission shouldhave variousactivities relating to the disaster written, establishedprocedures in place scene.Because different types of for the smoothcoordination, control, disastersoften dictate different and performanceof rescueoperations. requirements,the proceduresshouid Protocolsshould be specificto avoid alsobe flexible to be responsiveto the misinterpretationof authorityfor specificdisaster at hand. d. The triage arca for b. Owanized Protocols. It is treatment,stabilization, and prkrity for advisablethat protocolsbe organizedby transport; disastertype, controlling agency,and the aircraft operators’mission e. The landiw zone for special capabilities. Protocolsand procedures transport instructionsdepending on the shouldfocus on areasof information severityof injury; inherentin the communicationsnet. In addition,regular exercise of the plan is f. The A0 center to the just as important asplan development. receivingfacility for patient condition updates,aircraft estimatedtime of 44. MEDICAL INFORMATION. arrival (ETA), bed availability,and en Many types of medical information are route carerequirements; and critical to relief and rescueefforts includingevaluation of injuries and g. The lop book for problemsor specialequipment needs. Information deviationsfrom establishedprocedures about the following may needto be including causesor rationalebehind communicated: deviationsand results. Picturesand video may enhancethe recall process a. The command nest or during a post-incidentanalysis. emergency oDeration. center for alerting the medicalcommunity, i.e. 45. MISSION ASSIGNMENT. A0 hospitals,helicopter and tiltrotor centermission assignment functions operators,physicians, Red Cross,and may be ground-sideor airborne volunteeragencies; dependingon the resourcesavailable. Mission assignmentduties area b. The disaster scene, includingthe commandand control function that may location(s)of victims; encompassdamage assessment, resource requirementsand requests,air traffic C. The medical control unit to control, and resourcemanagement. The requestspecial equipment, to specify A0 directorwill do the following: patient care,to transport requirements,and to relay changes a. ManaPe emergency in bed availability; operationsand aircraft mission assignments;

32 -

AC 00-59 1”17!9Y-I a

b. Determine the apency that b. Coordinak with the will provide aircraft for usein AATC; FAA/ATC on when and whereto “hand off’ aircraft; c. Prioritize activities basedon alert levels(i.e., determineairspace c. Provide “fixes” for landing requirements),advise the authorizing zonesor stagingareas or advisingair agencyon the natureand extent of operationsof landmarksfor ground damages,and call for groundand referencein locatingthe site(s); airbornesupport, etc.; d. Determine traffk flow and d. Provide damape assessment advisethe commandpost and air and notify the IC/commandpost of operationsof patternsin advanceof resourcerequirements and available dispatch,if possible; stagingareas close to the scene; e. Seauence aircraft for e. Advise the ICkommand aDDroach to landingzones or staging DOSf,manage resources as relief areas; requirementsshift geographically,adjust the responselevels as the need f. Control deDarting aircraft diminishes;and to a disastersupport area, a receiving facility, or a hand-off point to f. Maintain a log on problems FAA/ATC for further guidanceto or deviationsfrom established intendeddestination; proceduresincluding causes or .- rationale. Picturesand video can g. Control the flow of enhancerecall during post-incident observation/surveillanceaircraft or analysis. approvedbroadcast media aircraft within or aroundthe disasterscene if 46. AIR TRAFFIC CONTROL. Air allowedunder 14 CFR 9 1.137, traffic control will likely be conducted TemporaryFlight Restrictions; using a local ATC facility, a temporary h. Provide damape assessment emergencyATC facility, an AATC, or a to commandpost for further allocation combinationof thesefacilities. All air or managementof relief resources;and traffic issuesshould be coordinatedwith local FAA personnelduring i. Maintain a log on problems developmentof the disasterresponse or deviationsfrom established plan(s). Proceduresshould include the proceduresincluding causes or rationale following: behinddeviations and results - pictures and video may enhancethe recall a. Determine the apencv that processduring debriefing. will control air operationsat the disaster scenes;

33 .4c 00-59 1 l/13/98

47. PREDETERMINED 48. TEMPORARY FLIGHT HELICOPTER AND TILTROTOR RESTRICTIONS (TFR). CALL SIGNS. Establisha procedure for determininghelicopter and tiltrotor a. Federal Aviation call signsthat identify participating Administration/Air Traffic Control aircraft during a disasteractivity and JFAA/ATC\. FederalAviation documentit in the plan. This aidsATC Regulations14 CFR Part 9 1.137and, in personnelin separatingthe rescue Hawaii, 14 CFR Part 9 1.138 authorize aircraft from the generalflow of traffic. the FAA to set asideairspace over the ATC may be accomplishedby the FAA sceneof an accident,disaster, or some ATC facility closestto the scene,by other specialevent. This allows the FAA Air Route Traffic Control Center FAA to route the normal flow of traffic (ARTCC) personnel,or by an airborne away from the area. Theseregulations “air control” aircraft. provide for the immediateestablishment of temporaryrestricted airspace to a. One method of designating provide a safeoperating environment call signs could use the last three digits for disasterrelief aircraft, amongother of the aircraft’s registrationnumber, reasons.It will be importantfor the A0 (e.g., N9465S),preceded by the centerto determinethe needfor and the identifier “Lifesaver” or “Rescue,” extent of restrictedairspace through resultingin the call sign, “Rescue65- discussionswith appropriatepersonnel. Sierra.” (Sierra is the phoneticcode for TheA0 centerwill requestthat the the letter S. The phoneticalphabet is nearestFAA/ATC authorityrestrict the usedin all aviationcall signs.) airspaceinvolved. In making the request,the A0 centermust provide the b. Another means of assigning FAA with the following information: sDecia1call signs is to combinethe aircraft role with part of its registration (1) Identify the reason numberand the numberof personsthe for declaringFAR 14 CFR 9 1.137 aircraft can rescueor transport. For (TemporaryFlight Restrictions)or FAR example,if the aircraft registration 14 CFR 9 1.138, as appropriate, numberis N9465Sand it can carry no litters andtwo passengers,the call sign (2) Identify the location would be “Lifesaver 5-Sierra-O-2.” by meansof an azimuthand a distance c. Predesignation of Call (in nauticalmiles) from a ground-based SiPns. Wheneverpossible, helicopter navigationalaid (accuracyis critical), andtiltrotor aircraft will be preassigned a call signfor useduring relieflrescue (3) Duration of expected operations.The planningcoordinator restriction - a time frame can be responsiblefor managingthe aircraft estimatedor the restriction can be active inventory shouldadvise the operatorsof “until further notice,” and the call signswhen they are assigned and reconfirm them upon dispatch.

34 AC 00-59 1 l/13/98

(4) Altitudes affected- d. Protection of Peoule in thesemay be dictatedby the natureof FraPile Structures. Temporaryflight the disaster,winds, spatialarrangement restrictions(TFR’s) arean effective tool - and heightsof buildings,number of for protectingpeople from the risk of aircraft neededfor rescueoperations, the further collapseof a fragile structure. etc., and who will be directing relief TFR’s shouldbe sufficient!y large to activities. mitigate thesehazards. However, airspacerestrictions should not be so b. Further information oz the large that they interfereunnecessarily types of restrictionsand related with valid and safeair operations. The proceduresis availablein FAA AC No. variability and uncertaintiesof fragile 9 l-63, TemporaryFlight Restrictions, structuresdo not lend themselvesto a and in FAA Handbook7930.2 “Notices rigorousmeasurement of risk to Airmen,” (SeeChapter 8, Flight Data thresholds. However, a TFR that CenterNOTAM Procedures,sections 8- extendsto 2000 feet abovethe ground 1, b and 8-3). Avoid requestinga larger and out to a radiusof one nauticalmile TFR than what is necessary.Once a aroundthe structureappears to provide TFR is requested,it may take 20 reasonableprotection without being minutesto an hour or longerbefore it excessive.Due to the limited field becomeseffective. experienceon this issue,the FAA is soliciting reports of both problemsand c. Frapile Structures. successesin efforts to protect fragile Considerthe caseof a building, a structuresduring rescueoperations. highway overpass,or other structurethat Sendsuch reports FAA, General - has partially collapseddue to an Aviation and Vertical Flight Program earthquake,a terrorist bomb,or some Office, AND-71 0,800 Independence similar event. Sucha structureis Ave. SW, WashingtonDC 20591and “fragile” in that further collapsecould referencethis AC. be causedby a relativelysmall outside force suchas rotorwashor vibrations 49. DOCUMENTATION. inducedby aircraft noise. Theremay be Organization,education, and training victims, alive and dead,trapped within arethe keys to efficient disaster this structure. Rescueworkers may be response.The emergencyresponse plan working to locateand extricatethese will serveas a guide during times of victims. The FAA hasreceived several emergency,as a training tool for new UNCONFIRMED reportsthat disasterrelief personnel,and for helicoptersmay have causedthe i%rther exercises.The communicationsplan collapseof sucha fragile structure. shouldbe locatedin the overalldisaster Aircraft noisecan alsofrustrate the relief plan as a separatetabbed section. efforts of rescueworkers listeningwith The following list details highly sensitivesensors to locate communicationplan elements: victims trappedunder the rubble. Plannersand aircraft operatorsshould be awareof thesepossibilities.

35 AC 00-59 1 l/13/98

a. Definitions and acronyms i. Distribution (to for understandingdisaster, aircraft,. particiDants1 of the control maDs that medical,and radio terminologyand can be markedup to identify staging phraseology; areas,landing zones, or relief areas(see alsoChapter 5). b. Organizational flow chart, general descriDtion of resDonsibilities for eachcomponent of the communicationsnetwork;

c. SteD-bv-steD Process in reauestiw resources basedon alert levels;

d. TeleDhone and radio freauencv lists of communications authorities by network component, participatinghelicopter and tiltrotor operators(including governmentflight operations),facsimile numbers, frequenciesfor UHF/VHF, FM, AM, short-wave,citizen’s band,cellular telephonenumbers, etc.;

e. Communications eauiDment reauirements for emergencyuse based on relief/rescuerole;

f. Instructions on assuming call signs for new volunteeraircraft operators; g. SamDle briefing documents or forms that can be easily completed andhand delivered or Faxedto authorities,dispatch centers and/or aircraft operators;

h. ResDonsibilities and procedures for each DarticiDant in the disasterrelief effort; responsibilitiesand proceduresfor eachmission type for new participants;and

36 -

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CHAPTER 5. HELICOPTER AND TILTROTOR LANDING AREAS

‘L- 50. INTRODUCTION. During a prerogativeof anyjurisdiction to impose disasterrelief effort, helicopterand additionalor more stringentcriteria on tiltrotor operationswill require the use heliport establishmentover and above of iandingareas close to the scene.At thosecontained in the AC. Further locationsother than airports, thesecan information on heliportsand vertiports be one of severaltypes of sites may be obtainedfrom the resources including: existingheliports or listed in AppendixC. vertiports, predesignatedemergency- use-onlylanding areas. or on-demand c. ~~&xl#Jmdamental temporaryfacilities to be used Reauirements. For safeoperations at specificallyfor relief activities. This any helicopteror tiltrotor landingsite, a chapterdiscusses the generalcriteria for pilot needsthree things as listed below. establishinglanding areas to be usedby Embellishmentson thesebasic vertical flight aircraft. requirementsare usually a function of the purposeof the facility, resources a. Landing Site Selection. availableto developit, and how often it Beforeheliports, vertiports, and will be used. In a disastersituation with emergencylanding sites can be multiple helicoptersand tiltrotors established,it is necessaryto determine participating,it is highly desirableto specificsite selectionand/or approval havemultiple approachand departure criteria for suchlanding zones. This pathsinto the landingzone and multiple - makesit possibleto recognizecandidate parking areas. This providesan sites for designationas emergency-use- increasedsafety margin, operational only landingzones and to standardize, flexibility, and reductionin operational to the extent possible,helicopter and delay. tiltrotor emergencylanding site facilities for maximum safety and utility. (1) Adequateclear airspacefor approachand departure b. Heliuort and Vertiuort (with at leastone, and preferablytwo, DesiPn. FAA recommendationsfor departurepaths), heliport designand constructionare containedin AC 150/5390-2,Heliport (2) Adequateclear space Design.FAA recommendationsfor for expectedground maneuvers, and vertiport designand constructionare containedin AC 1506390-3, Vertiport (3) Adequatecurrent Design. Thesedesign ACs were information aboutwind speedand developedby a Government/Industry direction (a wind sock is the ideal working groupand areintended to sourceof such information). representthe MINIMUM REQUIREMENTS for a safeand functionalheliport. It is within the

37 AC W-59 1 l/13/98

51. SAFETY PERSPECTIVE. In may appearto turn the world upside disasterrelief efforts, aircraft are down, the !aws of physicsstill apply. sometimessent on rescuemissions that Thus,in the selectionof helicopterand may involve life and deathsituations. tiltrotor landingsites, pilots should Under suchcircumstances, pilots have demandsites that provide at leastthe beenknown to assumeunusual risks three basicdesign elements discussed in willingly. Perhapstheir thinking is that paragraph50~. suchrisks arejustified in the interestof savinglives. Unfortunately,however, 52. SELECTION CRITERIA. The suchthinking may leadpilots to take FAA Heliport Design Advisory unnecessaryand inappropriaterisks. Circular, AC 1504390-2,contains detailedcriteria for heliport design.The a. Communitv Resources. FAA Vertiport DesignAdvisory Lives may well be at risk during disaster Circular, AC 150/5390-3,contains relief efforts. Community resourcesare detailedcriteria for vertiport design. often stretchedto the breakingpoint and What follows is a limited discussionof beyond. This is a VERY BAD TIME the basicpoints that shouldbe for an aviationaccident. Suchan consideredwhen designingor accidentcan bring to a halt the relief designatinghelicopter and tiltrotor effort that the aircraft missionwas landingsites, regardless of whetherthe supporting. It can alsobring to a halt facility is permanentor temporary, other relief efforts as it siphonsoff extensiveor simple. resourcesto dealwith the aircraft accident. Thus,instead of bringing a. Location. When selecting disasterrelief assistance,an aircraft the locationof an emergency-use accidentmay requiresignificantly more landingzone, whether temporary or resourcesthat the aircraft would have permanent,bear in mind the ultimate beenable to deliveras an activepart of purposeof the facility. Landing zones the relief effort. near the disastersite and the emergency room entranceat the receivinghospital b. Safetv is Paramount. In aremost desirable,but not at the everydayoperations, a pilot requiresa expenseof safety,communications, and certainamount of clear airspaceto operations. The landingarea at the conductapproach and departure sceneshould be placedsufficiently far operationssafely. In everyday away from activity centersthat operations,a pilot requiresa certain rotorwashwill not blow dust or supplies amountof clearedspace in order to aroundand noisewill not interferewith conductground maneuvers safely. A communications. pilot alsorequires current information aboutwind speedand direction in order to operatesafely at any landingsite. Pilots do not needless clear airspace, lessclear ground space,or lesscurrent wind information simply becausea disasterhas occurred. While a disaster

38 AC OU-5? 1 l/13/98

b. ADDroach 2nd Eeoarture c. Minimum Recommended Paths. Like allaircraft, helicoptersand Size - FATO. Theminimum tiltrotors requireclear airspacefor safe recommendedsize of the final approach operationsduring approachesand and takeoff areas(FATO) is a function departures.In selectinglanding sites, it of the largestaircraft expectedto usethe is critical to chooselocations that facility (seeAC1 50/5390-2). (Keep in provide at leastthe minimt~mairspace mind that the largesthelicopter may be a recommendedby the FAA.. At landing military aircraft suchas the UH-1 or the sites,one of the most common UH-60 Blackhawk.) At landingsites, helicopteraccidents involves collisions the most commonhelicopter accidents with off-facility obstacles.Such involve collisionswith obstacles.Such accidentsmight involve a collision with accidentsmight involve a main rotor a tower, trees,or a wire strike. These hitting a wire or pole, a tail rotor strike, accidentscan destroythe aircraft and or catchinga helicopterskid on some injure the occupants.Selection of sites very short object. All of theseaccidents with additionalairspace is encouraged havethe potentialto destroythe aircraft. becauseit providesan additionalsafety Choosingand designinglanding sites margin. Obstacles(buildings, antennas, that exceedthe minimum requirements wires, etc.) must not penetrateeither the can increasethe safety margin. approach/departuresurfaces or the transitionalsurfaces (see AC 150/5390-2 d. Minimum Recommended and AC 150/5390-3).Aircraft operate Size - Safe& Area. For safeoperations, bestwhen taking off or landinginto the the sizeof the safety areaaround the wind. Thus,while one FAT0 (seeAC150/5390-2) is a function approach/departurepath may be of the largesthelicopter expected to use acceptableat somelocations, two or the facility (Considerboth civil and more pathsare recommended as a way military helicoptersas appropriate.). to provide greatersafety andoperational The safety areaprovides clearance flexibility during varying wind betweenthe edgeof the FAT0 and conditions. Approachand departure buildings,trees, fences, telephone poles, pathsshould not passover command wires, hillsides,or anythingelse that posts,treatment areas, or operationally could be struck by main or tail rotors. congestedground areas where rotorwash Increasingthe minimum tip clearance and/ornoise may interferewith betweenhelicopter rotors and objects communicationsand operations. that could be hit can increasethe safety margin. This is particularly a concern for objectsthat arehard to see,such as wires, or things whosecolor allows them to blend into the backgroundwhen visibility is poor. For nighttime operationat a temporaryor unimproved landingsite, a minimum tip clearanceof 40 feet is recommended.

39 AC 00-59 1 l/13/98

e. Witid kdkator. At a g. surface Comnosition. landingzone, a meansof informing the Landingsurfaces should be capableof pilot of the wind velocity and direction supportingone and one-halftimes the is essential.The recommend means is a heaviesthelicopter’s maximum takeoff wind sock. (At facilities that are only weight and shouldbe skid-resistant.All usedduring disasters,acquire wind helicopterand tiltrotor landingareas socksthat can quickly be installedon a shouid be free of dust, loosedirt, other temporarybasis.). Placementis critical, forms of loosedebris and objects,and particularly if the landingsite is located gravel smallerthan one and onehalf neara building. Locatethe wind sock inchesin diameter. (Rotorwashcan so that it doesnot to interferewith flight pick up and throw small gravelat a operationswhile still giving a true significantspeed.) Turf landingzones indicationof wind speedand direction. are quite suitable,but vegetationshould In areaswith swirling or varying winds, be no higher than 12 to 18 inchesin suchas nearbuildings or in height. Wheeledhelicopters are mountainousareas, two or more especiallysensitive to soft landing carefully placedwind socksmay be surfaces.For control of dust in dirt requiredto accomplishthis. At landing areas,a helpful practiceis to wet down sites,one of the more common the landingarea using a hosebefore helicopteraccidents involves inaccurate landingoperations begin. or unavailableinformation on wind direction and speed.Such accidents h. Obstructions and might involve a hard landingdue to an Obstacles. Within the FATO; lights, unexpectedtail wind or a collision with tie-downs,etc. shouldbe flush with the an improperly locatedwind indicator. surface. Obstacles,such as signs,poles, The useof properly locatedwind socks light fixtures, or fire extinguishers is recommendedbecause it providesan shouldbe kept well clear of helicopter additionalsafety margin. For night and tiltrotor maneuveringareas. This is operations,a lighted wind sock should particularly relevantfor thoseobjects be used. Care shouldbe taken that aredifficult to seefrom the air, such to ensurethat this lighting is installedin as power lines,telephone lines, guy a way that doesnot degradea pilots’ wires, andpoles that blend into the night vision. background. Obstructionsshould be notedto pilots and, for night operations, f. Surface SloDe (in degrees). shouldbe lighted in a way that will not The landingsurface should be flat (no interferewith the aircrew’s night vision. bumpsor depressions)and level or as Ball markerscan be an effective means near level as possible,but in no case for marking obstaclessuch as power shouldthe slopeexceed 10 degreesfrom lines and guy wires. the horizontal. ,

40 AC 00-59 11;13/93

i. ‘Lidding; Lighting systems shouldbe situatedclose to triage areas arenecessary to supportnight in order to faci!itate and expeditepatient operations,but usually,the installation transport. However, their location of permanentlighting systemsis only shouldbe chosenso that aircraft practicalat permanentlanding sites. operationsdo not interferewith the Portablelighting systemsare efforts of triage and medicalteams, do commerciallyavailable and can be used noi further endangerthe victims, and do at temporaryfacilities. Flares,vehicle not add to patientdiscomfort with noise, lights, andother light sourcesmay be rotorwash,and flying debris. acceptablefield expedientsif trained personneldeploy them undervery 1. Lopistical SUDDO~~. Long carefully controlledcircumstances. To term operationsrequire supportin the avoid the temporarydestruction of the areasof fuel, maintenance,flight crew pilot’s “night vision,” specialcare must food, fluids, rest, etc. Planningmust be taken in the placementand reflect theseneeds and provide a means orientationof lighting. of obtainingthe necessaryresources. Theselogistical supportrequirements j. Securitv. For permanent arebuilt into the Incident Command sites,fences and/or hedges can System. effectively restrict inadvertentor unauthorizedaccess to heliportsand m. Another Reference. During helipads,but they must not presenta the 1980’sand 1990’s,the FAA hazardto flight operations. It is publishedseveral dozen reports dealing absolutelyessential to havespecially with heliport/vertiport designand trainedpersonnel responsible for planning. Many of thesereports deal securityat temporarylanding zones. with researchthat soughtto validate Confusionand excitementcan create specificheliport designrequirements. A dangeroussituations for personson the concisesummary of thesevarious groundas well as for aircraft using the efforts is containedin the FAA report facility. For on-the-scenelanding areas, SafeHeliports ThroughDesign and an effective barrierof vehiclesor very Planning,A Summaryof FAA Research securerope can aid in keepingthe flow and Development,FAA&D-93/l 7. of relief activity away from the Heliport and vertiport plannersand operationalarea. designersshould take advantageof this summaryas a quick way to become k. Triage Areas (if familiar with the resultsof numerous awrowiate). The primary concernin researchprojects. establishinga temporarylanding zone to supportdisaster relief efforts shouldbe aeronauticalsafety andefficiency of operations. On the other hand,in disastersituations, high priority is alwaysplaced on savinglives and relieving sufferingof the casualties. Therefore,emergency landing zones

41 AC 30-59 1 l/13/98

53. SURVEYS AND INVENTOX& publishedFlight Information Once site selectioncriteria are eublications(FLIP) are excellent established,it then becomespossible to sourcesof information on existing survey,inventory, and catalogall of the facilities, and arereadily availablefrom existing and potentiallanding sites. The the FAA a&the National Oceanicand first stepis to locateand identify all AtmosphericAdministration (NOAA). existing local aviationfacilities that are capableof supportingaircraft b. Medical or First Aid operations. Specificattention should be Facilities. Anotherarea of interestis paid to: the medicalor first-aid facilities located nearbyand the direction,distance, and a. Public-use Heliports, recommendedroutes to and from the Vertiuorts, and Aimorts, nearesthospitals and trauma centers. Many air medicaltransport services b. Private-use Heliports, havealready surveyed their regionsand VertiDorts, and Aimorts, and developed“predesignated landing zones.” Suchlistings, where available, c. HosDital HeliDorts. can be very helpful. Providethis last information to all police and fire units, 54. SURVEY OF EXISTING as well as all ambulanceservicesin the AVIATION FACILITIES. In area. respondingto a specificdisaster, there may be multiple locationsavailable for c. Hotels and restaurants. useas an aviationstaging area. The Surveyand documentmotels and choiceof the “best” locationcan be restaurantsadjacent to aircraft landing madeon a quicker and more reliable sites. This information can be essential basisif the decidingofficial hasrapid in supportingrelief personnelfor accessto current information on the extendedoperations during a lengthy availablefacilities. (Seealso FAA relief effort. ACOO-7,State and RegionalDisaster Airlift (SARDA) Planning,for d. Constraints Posed bv additionalguidance on this issue.) Annual Events. Facility XYZ may be ideal as an aviationstaging area for a. Location and Services. almostany disasterin a particular With regardto existing facilities, it is county. However, considerthat this importantto note not only their location, may be the locationof a high-priority but the services,supplies, and other annualevent (statefair, Kentucky aviationamenities they may haveto Derby, Indianapolis500, etc.) that is offer. Of particular interestis the likely to take placeeven in the face of a availability of aviationfuel. Regularly disaster. Such eventsand their time schedulesshould be documentedso that disasterrelief plannerscan consider choosingthe second-beststaging area during the time of this annualevent.

42 -

AC W-59 1 l/13/98

55. SPECIAL ARRANGEMENTS WITH HELIPORT OWNERS AND 57. PREDESIGNATION OF OPERATORS. If private-useheliports EMERGENCY-USE-ONLY areto be incorporatedinto the disaster LANDING SITES. It is advisableto responseplan, it will probablybe pre,-designateas manyemergency-use- necessaryto makespecial arrangements only landingzones as possiblein parks, with the ownersor operators. Usually, ball fields, parking lots, vacantlots, etc. there are significantlymore private-use This will augmentthe network of heliportsthan public-useheliports in establishedlanding facilities and expand any given area. Thus,the use of such the coverageof a potentialvertical flight specialarrangements may yield a response.The sameset of site selection broader-basedheliport systemthat can criteria shouldbe appliedto the choice better meet the needsof the community and designationof thesesites as suitable in the event of a disaster.This may also emergencylanding fields and helicopter proveuseful during lesseremergencies. andtiltrotor stagingareas. For area hospitalswith small (or no) helipadson 56. DEVELOPMENT OF PUBLIC- the premises,sites to handleoverflow USE HELIPORTS AND aircraft operationsshould also be VERTIPORTS. In manyparts of the identified and designatedas auxiliary country, the numberor distribution of landingzones. Thesemay includesites landingsites in the areais inadequateto that can be temporarily blockedoff in meet the requirementsof the planned nearbyfields, parking lots, and roads. disasterresponse. Where this is the case,make a concertedeffort to develop 58. DOCUMENTATION OF public-useheliports and vertiports to LANDING SITES. As the existing and assurethat they are establishedwhere potentiallanding zones in the they are needed.Not only would sucha jurisdiction arebeing identified, it is programenhance the community’s then necessaryto documentthem. ability to respondto disasters,but it Collect the pertinentdata and would alsoprovide businessand consolidatethem in a directory to be transportationbenefits to the public usedby helicopterand tiltrotor pilots. undernormal, everydayconditions. Include photographsand/or drawings of Under the auspicesof the FAA’s the rooftops of all high-risebuildings in NationalPlan of IntegratedAirport the areathat arebeyond the reachof Systems(NPIAS), the FAA’s Airport ground-basedfire fighting and rescue ImprovementProgram (AIP) can apparatus.Local helicopterpilot provide grantsof up to 90 percentfor organizationsor operatorswill usually planningand constructionof public-use be happyto assistin putting this heliports,vertiports, and airports. For information into a standardizedform. assistancein developingpublic-use Preparea directory of mapsand charts, heliportsand vertiports, contactthe drawingsand/or aerial photos of landing FAA RegionalHeliport Coordinator zone locationsand layoutsand send (seeSection 2 of AppendixA), the state copiesto all concerned.Revise and aviationdepartment, and the local (city distributethis documentas often as or county) planningdepartment.

43 AC 00-59 11/13,‘38

necessaryto keeppace with new constructionand other geographical changes.Consider the useof a computerizeddatabase for greater efficiency in usingand updatingthese data.

59. RESERVED.

44 AC 00-59 1 l/13/98

CHAPTER 6. PLAN ACTIVATION, TRAINING/EXERCISES, AND L POST-INCIDENT ANALYSIS

60. INTRODUCTION. Once the plan a. Notification of Helicopter has been developed, it is critical that it and Tiltrotor SUDDO~~ Reauirements be tested several times before being by a Designated Activation Authority, implemented. Problems need to be identified and corrected with each b. Activation of the Air exercise or actual event. Test all Onerations (A01 Branch, disaster response plans on a regular basis. c. Activation of the LOP or Record Book, 61. ACTIVATION CHECKLIST. Follow an activation checklist for both d. Determination of Alert exercises and actual events. The Level by Tvne of Resnonse Required, common elements to plan activation are the following: e. Inclusion Into the Emergencv Onerations Network, and

f. Notification of Alert Level to Resnonders.

- b Air Operations Activation Checklist

The Real Thing

FIGURE 6-L PLAN ACTIVATION

45 AC 00-59 1 l/13/98

62. THE NEED FOR skills and abilities, as well as thoseof TRAINING/EXERCISES. Disaster the aircraft pilots and operators. The preparednessofficials have long respondersare therefore better ableto recognizedthe value of good training react effectively to unforeseen and regularexercises. When a complications. Theobservation and sophisticatedpiece of equipmentsuch as analysisof their responseto simulated a helicopteris involved, includeit in the situationswill indicatewhere corrective testing of the emergencyresponse actionsare needed.At the sametime, system. Experienceis the bestteacher. theseexercises instill confidenceon the Most of the principlesof disaster part of othersin the community who planningare basedon the sometimes learn that they can rely on aircraft for painful lessonslearned under actual supportin their time of need. catastrophicconditions. Like combat for soldiers,disaster situations test not 64. REALISTIC EXERCISE only courage,stamina, and SCENARIOS. The first stepin setting resourcefulness,but alsothe applied up a good training exerciseis to develop knowledgeand acquiredskills of the a plausibleand useful disasterscenario disasterresponse personnel. Obviously, that tests the effectivenessof the local waiting for disastersto happenin order plan or a specificportion of it. The to test their responseeffectiveness is just disastersituation should simulate as unacceptableas waiting until wartime realisticdisaster occurrences such as to evaluatemilitary capability. hurricanesin SouthFlorida or severe blizzardsin North Dakota. For 63. THE VALUE OF example,when you practicefor a TRAINING/EXERCISES. The blizzard,conduct your exerciseduring military has alsorecognized the value of the winter while there is snow on the exercisesfor training troopsand ground. Practicingfor blizzardsin July determiningthe level of their doesnot contributeto learningabout effectivenessand readiness.Exercises winter operationsand their unique providethe opportunityto learn how to characteristics.Aircraft-based exercises bestemploy helicopterand tiltrotor are invaluablein the experiencethey assetsin realisticand controlledsettings lend to disasterworkers. that arerelatively free of risk. When working with aircraft, repetitive 65. EXERCISE SCHEDULES AND exercisesfirst teachand then ingrain OBJECTIVES. Regardlessof the specificresponses to specificsituations scenario,it is importantto publicizethe by non-aviationpeople. As a result, scheduleand objectivesof the exercise they becomeconfident of their own well in advanceso that helicopterand skills andabilities, as well as thoseof tiltrotor operatorsand otherscan be the aircraft pilots andoperators. The preparedto accuratelyevaluate their respondersare therefore better ableto performance. Unexpectedor surprise reacteffectively to unforeseen exercisesmay have somevalue in complications.The observationand

46 AC 00-59 1 l/13/98

testingresponse times, but generally they only test the effectivenessof the they areto be avoidedif the overall model, not the “real thing.” Table-top objectiveis training or determining exerciseshave the distinct advantage, readiness.National Fire Protection however,of being the leastexpensive Association(NFPA) Standard424; FAR and leasttime-consuming of all the 14 CFR Part 139, Certification and exerciseformats. As an example, Operations:Land Airports Serving considera county-levelexercise CertainAir Carriers,particularly attendedby the county’s chief executive paragraph139.325 concerning the officer, the headsof the county’s Airport EmergencyPlan; and FAA AC operationalorganizations, 00-7, Stateand RegionalDisaster Airlift representativesfrom key disaster Planning,can serveas a guidefor organizations,the chief financial officer, incorporatinghelicopter and tiltrotor andthe county’s legalcounsel. With an operationsinto airport and community experiencedemergency management disasterexercises. It is essentialto officer as moderator,this group can continuallymaintain logs of all exercise focus solely on policy issuesand discuss eventsin order to documentfully the the legal,financial, political, and strengthsand weaknesses experienced. practicalimplications of variousdisaster Once operationalproficiency is relief choices. In a few hours,the group demonstrated,then the participantscan can learnhow good policy choicescan be includedin the plan. avoid expensiveand embarrassing problemsduring disasterrelief efforts. 66. THREE TYPES OF - EXERCISES. Conductexercises b. Modified Full-Scale involving the use of aircraft as often as Exercises. Very realistic exercises,that possibleat one of three levels. There arenevertheless modified in order to areadvantages and disadvantagesto savemoney and reduce risk to the eachtype of exerciseand the final participants,can effectively test the decisionregarding which type to hold readinessand efficiency level of specific and how often to hold them shouldbe phasesof the local disasterresponse. let?to the community planners. One variation of this type of exercise alertsall helicopterand tiltrotor a. Table-ToD Exercises. This operators(according to the alert level of type of exercisetests the the scenario)and bringsthem to full communicationsnetwork necessaryfor readinessbut doesnot actually execute effective use of helicoptersand tiltrotors the full responsecapability of the plan, in disasterresponse. They can identify or only doesso partially. Once realistic deficienciesin responsecapabilities, but responsetimes areknown, other modified exercisescan be held to test other parts of a given disasterscenario.

47 AC 00-59 1 l/13/98

c. Full-ScaleExercises. 68. POST-INCIDENT ANALYSIS. Realismis the key to successin this One of the most importantfunctions type of exercise,but providing it can be dealingwith emergencypreparedness is expensiveand time consuming. While the post-incidentanalysis. The ability to there is alwaysa certainamount of real identify, analyze,and correct any risk associatedwith a full-scaleresponse problemsor deficienciesis critical to the to a simulatedsituation, these exercises successfulintegration of helicoptersand havethe potentialto provide the best tiltrotors into the planningprocess. possibletraining. This type of exercise is alsoan excellentway to expose a. Post-Incident Debriefing. It weaknessesand deficienciesthat cannot is recommendedthat debriefingsof be anticipatedin any other format. disasterworkers occur as they comeoff Thereare two basictypes of full-scale shift or at the conclusionof the relief exercises: effort. The agenciesthat participatedin the plan shouldbe requiredto fill out an (1) Singlepoint exercise. evaluationform or, at the very least, This type of exercisetests the ability of speakto a debriefer. Perhapsas a manyorganizations and peopleto work precursorto any stressdebriefings that togetherin a smallarea (example: single may occur,the disasterworkers could city or county exercisein responseto a be debriefedon their participationin the masscasualty incident such as a high- plan. The participantsshould be rise fire or a train crash). requestedto contributeto the documentationof what happenedduring (2) Wide-snread the incidentand to supplementthe exercise. This type of exercisetests the recordand log book information. commandand control structure (example:multi-county exercisein b. Post-Incident Analvsis responseto an earthquakeor flood). Checklist. Briefly, plannersshould:

67. TRAINING PROGRAMS. Both (1) Debrief personnel, ground and flight personnelrequire regulartraining on tasksthey might be (2) Review log books requiredto perform during emergency and other documentation, operations. Military, government,and corporateflight organizationsnormally (3) Identify the aspects maintaina formal training program for of the effort that functionedwell, their flight personnel.Local emergency plannersshould contact these (4) Commendpeople for organizationsand requestthat tasks their efforts, applicableto the local emergencyplan be incorporatedinto thesetraining (5) Identify deficiencies, programs. and

(6) Implementcorrective action(s). AC 00-59 1 l/13/98

APPENDIX A. RESOURCE INVENTORY SOURCES

Section 1. FAA Flipht Standards District Offtices (FSDO’s) and Field Offices JFSFO’s) Pleasebe awarethat phonenumbers and addresseschange over time. Should this occurwith the office of interest,contact your telephonedirectory assistance or call one of the other FSDO offices and ask for the new phonenumber or addressneeded.

Alabama California BirminghamFSDO FresnoFSDO Liberty Park, Bldg., 1500 4955 E. AndersonAvenue 1500Urban CenterDrive Suite 110 BirminghamAL 35242 FresnoCA 93727-l573 205-731-1640 209-487-5306

Alaska Long BeachFSDO AnchorageFSDO Long BeachAirport 45 10 InternationalAirport Road 5001 Airport PlazaDr., Suite 100 Suite302 Long BeachCA 90815 AnchorageAL 99502 562-420-1755 907-27l-2000 El SegundoFSDO FairbanksFSDO 2250 E. Imperial, Suite 140 6450 Airport Way El SegundoCA 90245 FairbanksAL 99709 310-215-2150 907-474-0276 OaklandFSDO JuneauFSDO 85 17 EarhartRd., Suite 100 1873Shell Simmons Drive Hangar5, OaklandAirport JuneauAL 99801 Mail: P.O. Box 2397 Airport Station 907-586-7532 OaklandCA 94621 510-273-7155 Arizona ScottsdaleFSDO RiversideFSDO ScottsdaleMunicipal Airport RiversideMunicipal Airport 15041N. Airport Drive 6961 Flight Road ScottsdaleAZ 85260 RiversideCA 92504 602-640-2561 909-276-6701

Arkansas SacramentoFSDO Little Rock FSDO SacramentoExecutive Airport 1701Bond Street 6650 BelleauWood Lane Little Rock AK 72202-5733 SacramentoCA 95822 501-918-4400 9 16-422-0272

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C&fornia (continued) Miami SpringsFSDO SanDiego FSDO 5600N.W. 36th Street - 8525 Gibbs Drive, #120 Suite466, P.O. 66 1566 SanDiego CA 92123 Miami SpringsFL 33266 619-557-5281 305-526-2761

SanJose FSDO OrlandoFSDO SanJose Airport/Jet Center 5950Hazeltine National Drive 1250Aviation Ave., Suite295 Suite500 SanJose CA 95110-l130 OrlandoFL 32822-5023 408-291-7681 407-816-0000

Van Nuys FSDO TampaFSDO SkylaneBuilding 5601 Mariner Street 16501Sherman Way, Suite330 BalboniBlvd., Suite3 10 Van Nuys CA 91406 TampaFL 33609 8 18-904-6291 813-639-1540

Colorado Georgia DenverFSDO Atlanta FSDO 26805E. 68th Avenue 1701 ColumbiaAvenue Suite200 CollegePark GA 30337-2747 DenverCO 80249-6361 404-305-7200 303-342-l100 Hawaii Connecticut OahuFSDO Windsor Locks FSDO 135 Nakolo Place,Rm: 2 15 Building 85-214 Island of Oahu Bradley Int’l Airport OahuHI 96819 Windsor Locks CN 06096 808-837-8300 860-654-1000 Idaho Florida BosieFSDO Fort LauderdaleFSDO 3295Elder Street 1050Lee Wagener Airport Plaza,Suite-350 Suite20 1 BosieIdaho 83705-4712 Fort LauderdaleFL 33315 208-334-9261 954-356-7526 Illinios Miami FSDO ChicagoFSDO 5600N.W. 36th Street DuPageAirport Suite334 3 1W775 North Avenue Miami FL 33159 West ChicagoIL 60185 305-526-2572 630-443-3100

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Illinios (continued) Louisiana Schiller Park FSDO BatonRouge FSDO 9950 West LawrenceAve, Suite400 Local Coordinator,Ryan Field SchillerPark IL 60 176 9191 PlankRoad 847-671-0078 BatonRouge LA 70811 504-358-6800 SpringfieldFSDO Capital Airport Maine 3 North Airport Drive PortlandFSDO SpringfieldIL 62707-8417 PortlandInt’l Jetport 217-744-1910 2 Al McKay Avenue PortlandME Indiana 207-780-3263 IndianapolisFSDO IndianapolisInt’l Airport Marvland 8303 W. SouthernAvenue Glen BurnieFSDO IndianapolisIN 46241 890 Airport Park Road, Suite 101 3 17-487-2400 Cromwell BusinessPark Glen BurnieMD 2 106l-2559 SouthBend FSDO 4 1o-787-0040 1843Commerce Drive SouthBend IN 46628 Massachusetts 219-236-8480 BedfordFSDO Civil Air Terminal Bldg Iowa SecondFloor, HanscomField Des MoinesFSDO BedfordMA 0 1730 3021 Army Post Road 781-274-7130 Des MoinesIA 50321 5 15-285-9895 EastBoston FSDO Logan Int’l Airport Kansas 1 HarborsideDrive Wichita FSDO EastBoston MA 02 128 Mid ContinentArpt. FAA Bldg. 617-561-5789 1801Airport Road,Rm 103 Wichita KS 67209 Michigan 316-941-1200 BellevilleFSDO Willow Run Airport-East Side Kentucky 8800 Beck Road Louisville FSDO BellevilleMI 48111 WattersonTowers, 11th Floor 734-487-7222 1930Bishop Lane Louisville KY 40218 502-582-5941

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GrandRapids FSDO 402-437-5485 Kent County Int’l Airport FSDO Bldg, 550044th St., S.E. Nevada - Mail: FAA FSDO, P.O. Box 888879 Las VegasFSDO GrandRapids MI 49588-8879 6020 S. SpencerAve., SuiteA-7 6 16-954-6657 Las VegasNV 89119 702-388-6482 Minnesota MinneapolisFSDO Reno FSDO Minneapolis-St.Paul Int’l Airport 4900 Energy Way 602028th Ave., South,Rm: 201 Reno NV 89502 MinneapolisMO 55450 702-858-7700 612-713-4211 New Jersey Mississinpi TeterboroFSDO JacksonFSDO TeterboroAirport 120North HangarDr., SuiteC 150Fred WehranDrive, Room I JacksonMunicipal Airport TeterboroNJ 07608 JacksonMiss 39208 201-393-6700 601-965-4633 New Mexico Missouri AlbuquerqueFSDO KansasCity FSDO 1601Randolph Rd., Suite200N 10015N. ExecutiveHills Blvd. AlbuquerqueNM 87 106 KansasCity MO 64153 505-764-1200 816-891-2100 New York SaintLouis FSDO Albany FSDO FAA Building 7 Airport Park Blvd. 10801Pear Tree Lane, Suite200 Albany NY 12110 SaintAnn MO 63074 5 18-785-5660 314-429-1006 FarmingdaleFSDO Montana AdministrationBuilding, Suite235, HelenaFSDO 7150 RepublicAirport 2725 Skyway Drive, Suite 1 FarmingdaleNY 11735-1583 HelenaRegional Airport 516-755-1300 HelenaMontana 5960 12 406-449-5270 GardenCity FSDO 990 StewartAvenue, Suite 630 Nebraska GardenCity NY 11530-4858 Lincoln FSDO 5 16-228-8033 Lincoln Municipal Airport GeneralAviation Building Lincoln NE 68524

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New York (Continued) Oklahoma RochesterFSDO OklahomaCity FSDO 1 Airport Way, Suite 110 The ParkwayBldg RochesterNY 14624 1300S. Meridian, Suite601 716-955-4100 OklahomaCity OK 73108 405-95l-4200 North Carolina CharlotteFSDO Oregon 4700 Yorkmont Road, Room 2C3 Hillsboro FSDO CharlotteNC 28208 Portland-HillsboroAirport 704-344-6488 1800N.E., 25th Ave., Suite 15 Hillsboro Oregon97 124 Winston-SalemFSDO 503-68l-5500 8025North PointBlvd. Suite250 Pennsvlvania Winston SalemNC 27106 Allentown FSDO 910-631-5147 961 Marcon Blvd, Suite 111 Allentown PA 18103 North Dakota 610-264-2888 FargoFSDO Hector Airport HarrisburgFSDO 1801N. 23rd Ave., Rm: 216 Capital City Airport, Room 101 FargoND 58102 400 Airport Drive 701232-8949 HarrisburgPA 17070-2489 - 717-774-8271 Ohio CincinnatiFSDO PhiladelphiaFSDO Lunken Airport Exec.,Bldg., InternationalPlaza #2 4240 Airport Road Suite 110 CincinnatiOH 45226 PhiladelphiaPA 19113 513-533-8110 610-595-1500

ClevelandFSDO PittsburghFSDO ClevelandHopkins Int’l Airport GrahamBuilding, Suite300 FederalFacilities Bldg., Suite 131 3000 LebanonChurch Road ClevelandOH 44135 West Miffm PA 15122-2630 216-265-1345 412-466-5357

ColumbusFSDO PuertoRico Port ColumbusInt’l Airport SanJuan FSDO 3939Int’l Gateway,2nd Floor PlazaLos Americas,Roosevelt Ave, ColumbusOH 43219 Los Torre de Plaza 614-237-1039 Suite90 1, Hato Rey SanJuan Puerto Rico 00918 787-764-2538

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South Carolina Hcuston FSDO Columbia FSDO Local Coordinator Foreign Trade Zone 13 100 Space Center Blvd. - 103 Trade Zone Drive, Suite 30-C Suite SSOO Columbia SC 29 170 Houston TX 77059-3398 803-765-533 1 281-212-9700

South Dakota Lubbock FSDO Rapid City FSDO Lubbock Int’l Airport, S. End 4200 Airport Rd Old Terminal Bldg Suite 50 Mail: Route 3, Box 51 Rapid City SD 57701-8703 Lubbock TX 7940 l-97 12 605-393-l 359 806-740-3 800

Tennessee San Antonio FSDO Memphis FSDO 10 100 Reunion Place 3385 Airways Boulevard Suite 200 Suite 115 San Antonio TX 78216-4118 Memphis TN 38116 210-308-3300 901-544-3820 gtaJl Nashville FSDO Salt Lake FSDO 2 International Plaza Drive 116 North 2400 West Suite 700 Salt Lake City UT 84 1 I6 Nashville TN 372 17 801-524-4247 615-781-5437 Virginia Texas Richmond FSDO Dallas FSDO, Local Coordinator Richmond Int’l Airport 3300 Love Field Drive 5707 Huntsman Rd, Suite 100 Mail: Lock Box 5 Richmond VA 23250-2415 Dallas TX 75247 804-222-7494 241-767-5850 Washington DC Dallas Ft. Worth FSDO Washington FSDO DFW Business Center GT Building, Suite 112 South Tower Suite 400 600 West Service Road DFW Airport TX 75261 Falls Church VA 2004 l-0325 972-456-6900 703-661-8160

Fort Worth FSDO Washington State Local Coordinator, Alliance Airport Seattle FSDO 2260 Alliance Blvd. 1601 Lind Ave., S.W. Fort Worth TX 76117-4300 Renton WA 98055-4056 817-491-5000 425-227-28 13

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Washington State (continued) Wisconsin Spokane FSDO Milwaukee FSDO 6 133 East Rutter Avenue 49 15 South Howell Avenue Spokane WA 992 12 Milwa.ukee WI 53207 509-353-2434 414-747-553 1

West Virginia Wyoming Charleston FSDO Casper FSFO Yeager Airport 95 1 Werner Court, Suite 320 301 Eagle Mountain Rd, Rm: 144 Casper WY 82601 Charleston WV 253 11 307-26 l-5425 304-347-5 199

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Section 2. FAA Regional HeliDort DeveloDment Coordinators

The FAA hasdesignated Regional Heliport DevelopmentCoordinators to assistin carryingout missionresponsibilities in the areaof heliport planningand development. Thesecoordinators are listedbelow.

FAA New EnglandRegion FAA Northwest Mountain Region Heliport Coordinator@NE-6 10) Heliport Coordinator@NM-6 10) 12 New EnglandExecutive Park 1601Lynd Avenue,SW Burlington MA 0 1803 Renton WA 98055-4056 617-238-7610,238-7600 206-227-2608,227-2600

FAA EasternRegion FAA Central Region Heliport Coordinator(AEA-6 10) Heliport Coordinator(ACE-6 10) FitzgeraldFederal Building 601 East 12th Street,Federal Building JohnF. KennedyInternational Airport KansasCity MO 64106 JamaicaNY 11430 8 16-426-4783,426-4698 718-553-3336,553-3331

FAA SouthernRegion FAA WesternPacific Region Heliport Coordinator(ASO-620) Heliport Coordinator(AWP-6 10) PO Box 20636 PO Box 92007,World PostalCenter Atlanta GA 30320 Los AngelesCA 90009 404-305-6722 310-725-3618

FAA Great LakesRegion FAA AlaskanRegion Heliport Coordinator(AGL-6 10) Heliport Coordinator(AAL- 10) 2300 East Devon Avenue 222 West 7th Avenue,Box 14 Des PlainesIL 60018 AnchorageAL 99513 847-294-7538 907-27l-5459

FAA SouthwestRegion Heliport Coordinator(AS W-620) Fort Worth TX 76193-0620 8 17-222-5650

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Section3. Additional FAA Sourcesof Information

FederalAviation Administration 800 IndependenceAvenue SW WashingtonDC 20591

EmergencyOperations Staff (ADA-20) GeneralAviation and Vertical Flight 202-267-3523 ProgramOffke (AND-7 10) 202-493-4685

Flight StandardsService National Flight Data Center(ATA- 110) TechnicalPrograms Division (AFS400) 202-267-9310 202-267-8452

GeneralAviation and Commercial Division (AFS-800) 202-267-8212

Office of Airport Planningand Office of Airport Safetyand Standards, Programming,National Planning Design and OperationsCriteria Division (APP400) Division (AAS- 100) 202-267-3451 202-267-7669

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Section 4. Federal Emergency Management Agency - FEMA HEADOUARTERS

National EmergencyCoordination Center (24-hour) 202-898-6100 (can locateFEMA personnelduring off-duty hours)

HQ OperationsDivision (normal duty hours) 202-646-2508 FAX 202-646-4336 HQ Mailing Address: FCP 602,500 C. Street,SW., Washington,DC 20472

FEMA REGIONAL OFFICES

RegionI (Boston] RegionIV (Atlanta) (States: CT, ME, MA, NH, RI, VT) (AL, FL, GA, KY, MS, NC, SC, TN) RegionalDirector RegionalDirector J.W. McCormack Post Office 1371Peachtree Street, N.E., Suite700 and Court House,Room 442 Atlanta GA 30309-3109 BostonMassachusetts 02 109-4595 Phone: 404-853-4200 Phone: 617-223-9540 FSN: 554-4200 FSN: 55l-9540 FAX: 404-853-4230 FAX: 617-223-9519 RegionV (Chicaeoj RegionII (New York) (States: IL, IN, MI, MN, OH, WS) (States: NJ, NY, PR, VI) RegionalDirector RegionalDirector 175 W. JacksonBlvd. (4th Floor) 26 FederalPlaza, Room 1337 ChicagoIL 60604-2698 New York NY 10278-0002 Phone: 3 12-408-5501 Phone: 2 12-225-7208 FSN: 555-5501 FSN: 532-7208 FAX: 3 12-408-5234 FAX: 2 12-225-7245 RegionVI (Denton) RegionIII (Philadelphia) (States: AR, LA, NM, OK, TX) (States: DE, DC, MD, PA, VA, WV) RegionalDirector RegionalDirector FederalRegional Center Liberty SquareBldg. (2nd Floor) 800 N. Loop 288, Room 106 105So. SeventhSt. Denton TX 76201-3698 PhiladelphiaPA 19106-33 16 Phone: 8 17-898-5104 Phone: 215-931-5608 FSN: 536-5104 FSN: 553-5500 FAX: 817-898-5325 FAX: 215-931-5513

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R&on VII (KansasCitv) (States: IA, KS; MO, NB) RegionalDirector Old FederalOffice Bldg. 911 Walnut St., Room 200 KansasCity MO 64106-2085 Phone: 8 16-283-7061 FSN: 537-7061 FAX: 8 16-283-7504

RegionVIII (Denver1 (States: CO, MT, ND, SD, UT, WY) RegionalDirector DenverFederal Center Bldg. 710, Box 25267 DenverCO 80225-0267 Phone: 303-235-4812 FSN: 538-4312 FAX: 303-235-4976

RePionIX (SanFrancisco) (States: Amer. Samoa,AZ, CA, , HI, NV, Commonwealthof No. Mariana Islands,Federated States of Micronesia, Republicof Marshall Islands, Republicof Palau) RegionalDirector Bldg. 105,Presidio of SanFrancisco SanFrancisco CA 94129 Phone: 415-923-7100 FSN: 539-7100 FAX: 415-923-7112

RegionX (Seattle) (States: AK, ID, OR, WA) RegionalDirector FederalRegional Center 130228th St. SW Bothell WA 9802l-9796 Phone:206-487-4604 FSN: 530-4604 FAX: 206-487-4622

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Section 5. State Emewencv Manapement Directors

AlabamaEmergency Management ConnecticutOffice of Emergency Agency Management 5898 County Road41 Departmentof Public Safety P.O. Drawer 2 160 360 Broad Street Clanton, Alabama35045-5 160 Hartford, Connecticut 06105 (205) 280-2201 (203) 566-4343 FAX: 280-2410 FAX: 247-0664

AlaskaDivision of EmergencyServices DelawareEmergency Management P.O. Box 5750 Agency Fort Richardson,Alaska 99505-5750 P.O. Box 527 (907) 428-7039 DelawareCity, Delaware 19706 FAX: 428-7009 (302) 834-4531 FAX: 326-6045 Arizona Division of EmergencyServices 5636 EastMcDowell Road D.C. Office of EmergencyPreparedness Phoenix,Arizona 85008 2000 14th Street,NW, 8th Floor (602) 23 l-6245 Washington,D.C. 20009 FAX: 231-6356 (202) 727-6161 FAX: 673-2290 ArkansasOffice of EmergencyServices P.O. Box 758 Florida Division of Emergency Conway,Arkansas 72033 Management (501) 329-5601 2740 Center-viewDrive FAX: 327-8047 Tallahassee,Florida 32399-2100 (904) 4 13-9969 California Offrce of EmergencyServices FAX: 488-1016 2800 MeadowviewRoad Sacramento,California 95832 GeorgiaEmergency Management (916) 262-1816 Agency FAX: 262-1677 P.O. Box 18055 Atlanta, Georgia 30316-0055 ColoradoOffice of Emergency (404) 624-7000 Management FAX: 635-7205 Division of Local Government Departmentof Local Affairs Hawaii StateCivil Defense 15075South Golden Road 3949 Diamond HeadRoad Golden,Colorado 8040l-3979 Honolulu, Hawaii 96816-4495 (303) 273-1622 (808) 734-2161 FAX: 273-1795 FAX: 733-4287

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Idaho Bureauof DisasterServices LouisianaOffice of Emergency 4040 GuardStreet, Bldg. 600 Preparedness Boise,Idaho 83705-5004 P.O. Box 44217 (208) 334-3460 BatonRouge, Louisiana 70804 FAX: 334-2322 (504) 342-1583 FAX: 342-5471 Illinois EmergencyManagement Agency 110 EastAdams Street Maine EmergencyManagement Agency Springfield,Illinois 62701 StateOffice Building, Station 72 (217) 782-2700 Augusta,Maine 04333 FAX: 785-6043 (207) 287-4080 FAX: 287-4079 IndianaEmergency Management Agency and Departmentof Fire Maryland EmergencyManagement andBuilding Services Agency 302 West WashingtonStreet 2 SudbrookLane, East Room E-208 Pikesville,Maryland 2 1208 Indianapolis,Indiana 46204-2760 (4 10) 486-4422 (3 17) 232-3980 FAX: 486-l 867 FAX: 232-3895 MassachusettsEmergency Management Iowa Division of Emergency Agency Management 400 WorcesterRoad Departmentof PublicDefense P.O. Box 1496 Des Moines, Iowa 50319 Framingham,Massachusetts 0 170l- (515) 281-3231 0317 FAX: 281-7539 (508) 820-2010 FAX: 727-4764 KansasDivision of Emergency Preparedness Michigan Division of Emergency 2800 S.W. TopekaBoulevard Management Topeka,Kansas 66611-1287 300 SouthWashington Square (913) 274-1401 Suite300 FAX: 274-1426 Lansing,Michigan 48913 (517) 334-5103 Kentucky Disaster& Emergency FAX: 333-4987 Services EOC Building MinnesotaDivision of Emergency BooneNational GuardCenter Management Frankfort, Kentucky 4060l-6 168 Departmentof Public Safety (502) 564-8682 B-5, StateCapitol FAX: 564-8614 75 Constitution Avenue St. Paul,Minnesota 55155-1001 (6 12) 296-0450 FAX: 296-0459

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MississippiEmergency Management New HampshireGovernor’s Office Agency of EmergencyManagement P.O. Box 4501 StateOffice Park South ‘-’ FondrenStation 107 PleasantStreet Jackson,Mississippi 39296-4501 Concord,New Hampshire 03301 (601) 352-9100 (603) 271-2231 FAX: 352-8314 FAX: 225-7341

Missouri EmergencyManagement New JerseyOffice of Emergency Agency Management P-0. Box 116 P.O. Box 7068, Old River Road 2302 Militia Drive West Trenton,New Jersey 08628-0068 JeffersonCity, Missouri 65102 (609) 538-6050 (314) 526-9146 FAX: 538-0345 FAX: 634-7966 New Mexico Division of Emergency Montana Division of Disaster Management and EmergencyServices Departmentof Public Safety 1100North Main P.O. Box 1628 P.O. Box 4789 SantaFe, New Mexico 87504-l628 Helena,Montana 59604-4789 (505) 827-9222 (406) 444-6911 FAX: 827-3456 FAX: 444-6965 New York StateEmergency NebraskaState Civil DefenseAgency ManagementOffrce National GuardCenter 22 SecurityBuilding, StateCampus 1300Military Road Albany, New York 12226-5000 Lincoln, Nebraska 68508-1090 (518) 457-9996 (402) 471-7410 FAX: 457-9995 FAX: 471-7433 North CarolinaDivision of Emergency NevadaDivision of Emergency Management Management 116 West JonesStreet Capitol Complex Raleigh,North Carolina 27603 2525 SouthCarson Street (919) 733-3718 CarsonCity, Nevada 89710 FAX: 733-5406 (702) 687-4989 FAX: 687-6788 North Dakota Division of Emergency Management P.O. Box 5511 Bismarck,North Dakota 58502-5511 (701) 328-3300 FAX: 328-2119

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Ohio EmergencyManagement Agency SouthDakota Division of Emergency 2825 W. Dublin Granville Road Management Columbus,Ohio 432352206 500 East Capitol (614) 889-7150 Pierre, SouthDakota 5750I-5070 FAX: 889-7183 (605) 773-3233 FAX: 773-3580 OklahomaDepartment of Civil EmergencyManagement TennesseeEmergency Management P.O. Box 53365 Agency OklahomaCity, Oklahoma 73152 3041 SidcoDrive (405) 521-2481 P.O. Box 41502 FAX: 521-4053 Nashville, Tennessee37204-l 502 (615) 741-6528 OregonDivision of Emergency FAX: 242-9635 Management 595 CottageStreet, NE TexasDivision of Emergency Salem,Oregon 97310 Management (503) 378-2911ext 225 Departmentof Public Safety FAX: 588-1378 P.O. Box 4087,North Austin Austin, Texas78733-0001 PennsylvaniaEmergency Management (512) 465-2443 Agency FAX: 424-2444 P.O. Box 3321 Harrisburg,Pennsylvania 17105-3321 Utah Division of Comprehensive (717) 783-8016 EmergencyManagement FAX: 65l-7800 StateOffice Building, Room 1110 SaltLake City, Utah 84114 RhodeIsland EmergencyManagement (801) 538-3400 Agency FAX: 538-3770 StateHouse, Room 27 Providence,Rhode Island 02903-1197 Vermont Division of Emergency (401) 421-7333 Management FAX944-1891 Waterbury StateComplex 103 SouthMain Street SouthCarolina Emergency Preparedness Waterbury,Vermont 0567l-2 101 Division (802) 244-8721 Office of the Adjutant General FAX: 244-8655 1429Senate Street Columbia, SouthCarolina 2920 1 PuertoRico Civil DefenseAgency (803) 734-8020 Office of the Governor FAX: 734-8062 P.O. Box 5127 SanJuan, Puerto Rico 00906 (809) 724-O124 FAX: 725-4244

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Virgin IsiandsOr&e of Civil Defense American SamoaTerritorial Emergency and EmergencyServices ManagementCoordination 102 EstateAtmon Departmentof Public Safety - St. Croix, Virgin Islands 00820 P.O. Box 1086 (809) 773-2244 PagoPago, American Samoa 96799 FAX: 774-1491 (011)(684)633-233 1 FAX: (684)633-2300 Virginia Departmentof Emergency Services Guam Division of Civil Defense 3 10 Turner Road EmergencyServices Offke Richmond,Virginia 232256491 P.O. Box 2877 (804) 674-2497 Agana,Guam 96910 FAX: 674-2490 (011)(671)477-9841 FAX: (671)477-3727 Stateof Washington Military Department Civil DefenseCoordinator EmergencyManagement Division MarianaIslands Office of Civil Defense P.O. Box 40955 Capitol Hill Olympia, Washington 98504-0955 Saipan,Mariana Islands 96950 (206) 459-9191 (011)(670) 322-9529 FAX: 923-4591 FAX: (670)322-2545

West Virginia Office of Emergency Civil DefenseCoordinator Services Republicof the Marshall Islands Main Capitol Building, Room EB-80 P.O. Box 15 Charleston,West Virginia 25305-0360 Majuro, Republicof the Marshall Islands (304) 558-5380 96960 FAX: 344-4538 (011)(692) 730-3232 FAX: (692)625-3649 WisconsinDivision of Emergency Government Office of the President 2400 Wright Street P.O. Box 490 P.O. Box 7865 Kolonia, Pohnpei- Micronesia 96941 Madison,Wisconsin 53707 (0 11)(691) 320-2822 (608) 242-3232 FAX: (691)320-2785 FAX: 242-3247 PalauNEMO Coordinator Wyoming EmergencyManagement Offke of the President Agency P.O. Box 100 P.O. Box 1709 Koror, Republicof Palau 96940 Cheyenne,Wyoming 82003 (011)(680)488-2422 (307) 777-4900 FAX(680)488-3312 FAX: 635-6017

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Section 6. U.S. Coast Guard Districts

Commander,1st CoastGuard District Commander,13 th Coast GuardDistrict CoastGuard Building JacksonFederal Building 408 Atlantic Avenue 9 15 SecondAvenue BostonMA 02210-3350 SeattleWA 98174-1067 (617) 223-8480 (206) 442-5078

Commander,5th Coast GuardDistrict Commander,14th CoastGuard District FederalBuilding PrinceKalanianaole Federal Building 431 Crawford Avenue 300 Ala MoanaBoulevard, 9th Floor PortsmouthVA 23704-5004 Honolulu HI 96850-4982 (804) 398-6000 (808) 541-2260

Commander,7th CoastGuard District Commander,17th CoastGuard District 909 S.E.First Avenue P.O. Box 25517 Brickell PlazaFederal Building JuneauAK 99802-5517 Miami FL 33131-3050 (907) 586-7298 (305) 536-5631

Commander,8th CoastGuard District Hale BoggsFederal Building 501 MagazineStreet New OrleansLA 70130-3396 (504) 589-6230

Commander,9th CoastGuard District 1240East 9th Street ClevelandOH 44199-2060 (2 16) 522-3970

Commander,1 lth CoastGuard District Coast GuardIsland Alemeda,CA 9450l-5 100 5 10-437-3324

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Section7. Militarv Support

DOD Director of Military Support c/o Army ODCSOPS(DAMO-ODS) Pentagon,Room BF-762 WashingtonDC 2031 O-0400 businesshours: 703-697-3203 703-697-1096 24 hour line: 703-697-0218(Army OperationsCenter)

The addressand telephone number for the stateAG’s can be obtainedfrom the office of the DOD Director of Military Supportlisted above.

This office can provide information on the availability of helicoptersand all other forms of supportfrom any of the active military services(Army, Navy, Air Force, andMarine Corps) locatedanywhere in the United States. This office alsohandles all requestsfor this type of support.

The StateAdjutant General(AG) canprovide information on the availability of helicoptersand all other forms of supportfrom any of the Air National Guardand Army National Guardunits locatedin the State. The AG alsohandles all requestsfor this type of support. If additionalassets are required, the AG servesas the channelfor obtaining National Guardresources from other Statesand/or active military resourcesfrom the DOD Director of Military Support(DOMS). -

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Section 8. Professional and Industrv Associations .- Aircraft Owners and Pilots Association Emergency Response Institute, Inc. (AOPA) 4537 Foxhall Drive, NE 421 Aviation Way Olympia WA 985 16 Frederick MD 21701 360-491-7785 30 l-695-2000 509-782-4832 Web: HTTP//WWW.ERI-INTL.COM American Helicopter Society (AHS) 217 N. Washington Street Hawaii Helicopter Operators Association Alexandria VA 223 14 120 Kapalulu Place, Suite 120 703-684-6777 Honolulu HI 968 19 808-836-8025 American Society for Testing and Materials Helicopter Association Northwest iO0 Barr Harbor Drive c/o Elliott Bay Aviation, Inc. West Conshohoken PA 19428-2959 Seattle WA 98108 610-832-9585 Web: HTTP:/fWWW.ASTM.ORG Helicopter Operators of Texas (HOT) Mary Mitchell Appalachian Helicopter Pilots PO Box 1016 Association Pearland TX 77588 c/o Walker Machinery Co. 7 13-482-6424 PO Box 2427 Charleston WV 25329 Helicopter Safety Advisory Conference Richard Landfium Eastern Region Helicopter Council PO Box 60220 (ERJW Houston TX 77205 Richard Dutson 7 13-443-2905 c/o Bristol-Myers Squibb Hanger D-l Michigan Helicopter Association Westchester County Airport PO Box 2613 White Plains NY 10604 Suthfield MI 48037 914-761-5166 5 17-223-7809 860-355-9722 OR Mid-Atlantic Helicopter Association Pat Wagner (-) c/o Johnson Controls Inc. Heliport c/o Dover International Limited 421 East 60th Street Reistertown MD 2 1136 New York NY 10022 410-561-3500 212-751-6133

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Midwest HelicopterAssociation NGrthwe;t Kctorcrafi A;soeia:ion PO Box 427 111 SW Fifth Avenue,Suite 3500 WonderLake IL 60097 PortlandOR 97204 8 15-653-2900 800-547-6922 Fax: 8 15-653-2277 503-286-0927

National Associationof StateAviation ProfessionalHelicopter Pilots Officials (NASAO) Associationof California (PHPA) Metro PlazaOne PO Box 9558 8401Colesville Road, Suite 505 GlendaleCA 91206 Silver SpringMD 20910 2 13-254-9444 301-588-1286 213-891-3636

National EMS Pilots Association SouthCarolina Helicopter Association (NEMSPA) JamesBreznay 110North Royal Street,Suite 307 PO Box 24941 AlexandriaVA 22314 ColumbiaSC 29224 703-836-8732 803-699-3126

New EnglandHelicopter Pilots WesternHelicopter Safety Advisory Association Council PO Box 88 PO Box 1337 BedfordMA 01730 Provo UT 84603 617-973-7181 801-375-l 124

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Section 9. Sources of Information

Sources of Information Tpe of Information Available

Airborne Law Enforcement Association Public service helicopter operator (ALEA) members. PO Box 3683 Tulsa,OK 74101-3683 9 18-599-0705

Association of Air Medical Services Hospital and EMS helicopteroperators. (AAw 110North Royal St., Suite307 AlexandriaVA 22314, 703-836-8732

EmergencyVolunteer Air Corps An organizationof generalaviation and c/o Rol Murrow other personnelwho can be of service 621 Stafford Road during disasters and other public Sturrs,CT 06268-2738 emergencies. 860-423-9001 [email protected] OR c/o Ken Price PO Box 2677 Fallbrook,CA 92088 6 19-723-4593

FAA Aircraft RegistrationBranch Aircraft owners by state, county, make PO Box 25504 and model. Aircraft may or may not be OklahomaCity, OK 73125-0504 based in the same area as local 405-954-3131 owner/operator.

Helicopter Association International Member operators, aircraft types, G-w missions by state. Seelist of regional 1635 Prince Street rotorcraft associations to contact for Alexandria,VA 22314 more detailedinformation. 703-683-4646 HTTP://WWW.ROTOR.COM

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National Broadcast Pilots Association Helicopter operators in the broadcast c,Io Maurice Johnson media. Kendall Helicopters Intl. Inc. 14250 SW South 29th St. Miami FL 33 186 305-271-8079 OR c/o Jack Ruland, WNEP TV 16 Montage Mountain Road Moosic PA 18507 7 17-346-7474

National Burn Victim Foundation Unique medical disaster response (NBW system designed to coordinate PO Box 409 and facilitate the rapid Basking Ridge NJ 07920 transportation of skilled medical 20 l-676-7700 personnel, supplies, and HTTP://WWW.NBVF.ORG equipment to thermal disaster sites.

National Business Aircraft Association Member operators by state, WW aircraft types and mission. 1200 18th Street, NW Washington DC 20036 202-783-9000

State Aeronautics Divisions Aircraft owners by county. See individual state listings under Types of aircraft available in Aeronautics Commissions or Authorities states where there are aircraft or Divisions under state Departments of registration requirements. List of Transportation in the telephone aircraft operator organizations. directory.

Yellow Pages under Aircraft Charter, Helicopter operators. Lease or Rental

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APPENDIX B. OUTLINE OF ELEMENTS FOR L A TYPICAL HELICOPTER AND TILTROTOR INTEGRATION PLAN The following is a title list for the major sectionsof a typical plan for integrating helicopters(and tiltrotors if appropriate)into emergencyplanning

I. EstablishGoals

A. GuidelineGoals

1. Savelives 2. Effective orientationwith aircraft capabilities 3. Effective integrationof helicoptersand tiltrotors into local disaster preparedness 4. Openlines of communicationbetween aircraft operatorsand the community 5. Encouragethe establishmentof heliports andvertiports

B. Assumptions

1. Generalplan for emergencypreparedness in effect or development 2. Incident CommandSystem usage 3. Vertical flight assetsavailable 4. Ground-basedambulances are the primary, expectedmeans of transport

C. PotentialHelicopter and Tiltrotor Missions

1. Transportof medicalteams/supplies to the disastersite 2. Transportof medicalteams/supplies to the affectedhospitals 3. Transportof traumapatients 4. Transportof disasterspecialists 5. Emergencyevacuation 6. Damagesurvey 7. Airborne control and assessment 8. Airborne air traffic control (AATC) 9. Electronicnews gathering(ENG) 10. Fire fighting 11. External-loadoperations 12. Security and crowd control 13. Inspectiontours 14. Hazardousmaterial operations 15. Searchand rescue 16. Return of personnelor equipment 17. Livestock support

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II. Plan Prenaration - A. Fully understandexisting plans,agreements, regulations, and jurisdictional issues B. Train first respondersin all elementsof the plan C. Activate air operations(AO) branchof the Incident CommandSystem D. Define alert levels E. Identify manmadeand naturalhazards that could leadto a disaster F. Developspecial response procedures G. Integrationwith the FederalResponse Plan (FRP)

III. Aircraft ResourceInventor-v

A. Identify and surveyhelicopter and tiltrotor operators B. Define operationalrequirements C. Define capabilitiesand limitations of eachparticipant D. Periodicallyverify andupdate survey information

IV. Communications

A. Establishan emergencycommunications network

1. Commandpost 2. Incident Commander 3. Air operations(AO) center 4. FederalAviation Administrationair traffic control 5. Mission assignmentand briefing 6. Medical information (patientstatus) 7. Local airborneair traffic control

B. Establishprocedures and protocols

1. Federalairspace restrictions 2. Medical information 3. Air traffic control 4. Mission assignment 5. Documentation

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V. LandingAreas

L A. Selectioncriteria

1. Logistical support 2. Location 3. Size and slope 4. Surfacecomposition 5. Obstructionsand obstacleidentification 6. Approachand departurepaths 7. Wind indicator 8. Lighting 9. Security 10. Proximity to treatmentareas

B. Site surveyand inventory

1. Existing facilities 2. Potentialtemporary sites 3. Publishdirectory 4. Periodicallyreview, re-validate,revise, and re-publishdirectory

VI. PlanActivation. Exercises.and Post-IncidentAnalvsis .-- A. Activation checklist

B. Exercises

1. Plausiblescenarios 2. Full-scaleexercises 3. Modified-full-scaleexercises 4. Table-topexercises

C. Post-incidentanalysis

1. Review logsbooks and other documentation 2. Debrief personnel 3. Identify deficiencies 4. Implementcorrective action

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APPENDIX C. BIBLIOGRAPHY

Temnorarv Flight Restrictions (TFR), The Robert T. Stafford Disaster Relief FAA AC 91-63, as amended. (AC 91- and Emergency Assistance Act, P.L. 93- 63B is dated February 28, 1997.) 288, as amended. Notices to Airmen (NOTAMS), FAA Federal Regulations Handbook 7930.2.

Air Taxi Operators and Commercial Decision Making for Helicopter Pilots, Onerators, Federal Aviation Regulation FAA report DOT/FAA/PM-86145 14 CFR Part 135. November 1986, NTIS No. AD- Al 80325. General Operating and Flight Rules, Federal Aviation Regulation 14 CFR ADM for Air Ambulance Helicopter Part91. Pilots, Learning from Past Mistakes, FAA report DOT/FAA/DS-88/5, June Rotorcraft External-Load Onerations, 1988, NTIS No. AD-Al 97694. Federal Aviation Regulation 14 CFR Part 133. ADM for Air Ambulance Helicopter Pilots, Situational Awareness Exercises, National Oil and Hazardous Substance FAA report DOT/FAA/DS-88/6, July Pollution Contingency Plan (NCP), 1988, NTIS No. AD-A202274. Environmental Protection Agency Regulation, 40 CFR 300. Risk Management for Air Ambulance Helicouter Onerators, FAA report Federal Advisorv Circulars and DOTIFAAAX-8817, January 1989, Guidelines NTIS No. AD-A212662.

State and Regional Disaster Airlift ADM for Air Ambulance Heliconter JSARDA) Planning, FAA ACOO-7, as Program Administrators, FAA report amended. (AC 00-7C is dated April 14, DOT/FAA/D!%8818, February 1990, 1995. AC OO-7D is expected to be NTIS No. AD-A21 9404. published in late 1997.) Aeronautical Decision Making for Emergencv Medical Services/Heliports, Natural Resource Pilots, 8957- 120 1, FAA AC 35-14A, June 1991. United States Department of Agriculture, Forest Service, 1989. Aeronautical Decision Making, FM AC 60-22, December 199 1.

Safetv In and Around Heliconters, FAA AC 91-32A, June 1979.)

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Disaster PlanAm atid Exzctition AmericanSociety for Testingand Materials,Standard Guide for Planning FederalResnonse Plan (FRPl, Federal for and Resoonseto a Multinle Casualtv - EmergencyManagement Agency, Incident, ASTM F1288-90, August FEMA-229, April 1992(or as later 1990. amended). HelicoDter ODerational FederalRadiological Emergency Characteristics Data ResponsePlan, FEMA, May 1996. FAA, BasicHeliconter Handbook, 1978, FEMA PublicationsCatalog, FEMA-20, AC61-13B. August 1996. Flv Neinhborlv Guide,Helicopter Guide for All-Hazard Emergency AssociationInternational, ISSN 0739- OnerationsPlanning, FEMA Agency, 8581,(latest edition). Stateand Local Guide (SLG) 101, September1996.

Rotorcraft Use in DisasterRelief and MassCasualtv Incidents - CaseStudies, FAA report DOT/FAA/RD-90110,June 1990,NTIS No. AD-A229401.

Guidelinesfor IntegratingHeliconter Assetsinto EmergencyPlanning, FAA report DOT/FAA/RD-90/11, July 1991, NTIS No. ADA241479.

Urban Searchand RescueResnonse Svstem- Field OnerationsGuide, FEMA, September1993 as revised.

Dallas/Fort Worth Metronlex Heliconter EmereencvLifesaver Plan (HELP), Bell HelicopterTextron, Inc., (latestedition).

National Burn Victim Foundation Medical DisasterResnonse System OnerationsManual, National Burn Victim Foundation,1988.

Aircraft Assistancein Disaster(AAID) plan, City of Houston,Texas, April 1983

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He~iDortNertiDort DesiPn and Planning UndateAssessment of the Use of Helicontersfor EmergencyMedical Helinort De&w, FAA AC 150/5390-2A, Transnortin the Metronolim January1994. WashingtonArea, The Metropolitan WashingtonCouncil of Governments, Vertinort Design,FAA AC 150/5390-3, 1985. May 1991. Aviation ManagementProcedures NationalPlan of IntegratedAirnort Handbook,California Departmentof SystemsINPIASl, Report of the Forestryand Fire Protection,1988. Secretaryof Transportationto Congress Pursuantto P.L. 97-248,US DOT, FAA. Los AngelesCitv Fire DenartmentAir OperationsProcedures and Post Fire NationalFire ProtectionAssociation Critiaues,Los AngelesCity Fire 403; Aircraft Rescueand Fire Fighting Department,1985 - 1989. Servicesat Airnorts. PotentialHazards of MRI’s to EMS NationalFire ProtectionAssociation HeliconterServices, FAA report 4 18; Roof TOD Heliport Construction DOTIFAARD-92I15, January1994, andProtection, (latest edition). NTIS No. AD-A278877

Helinort SystemPlanninrr Guidelines, StandardGuide for Plannincrfor and FAA report DOT/F&YPP-8813,April Responseto a Multinle Casualtv 1988,NTIS No. AD-Al9908 1. Incident, American Societyfor Testing andMaterials, StandardF 1288-90. ROO~~ODEmergency Helinorts, FAA report DOT/FAA/RD-93/2, June 1993, NationalFire ProtectionAssociation NTIS No. ADA278872. 296, Guide for Air Onerationsfor Forest, Brush. and GrassFires, 1986. SafeHelinorts through Design and Planning.A Summarvof FAA Research Stoffel, R., Lavalla,P., PersonnelSafety andDevelonment, FAA report in HeliconterOnerations, Helirescue DOT/FM-93/17, February1994, Manual,Emergency Response Institute, NTIS No. AD-A279034. 1988.

Other Documents

Air AmbulanceHeliconter C&rational Analysis,FAA report DOT/FAA/RD- 91/7, May 1991,NTIS No. AD- A237666.

Incident CommandSystem, Field OnerationsGuide, ICS 420-l.

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APPENDIX D. LIST OF ACRONYMS

AAID Aircraft Assistancein Disaster AAMS Associationof Air Medical Services AATC airborneair traffic control AC advisorycircular ADS automaticdependent surveillance ADS-B automaticdependent surveillance - broadcast AG Adjutant General AGL aboveground level AHS AmericanHelicopter Society AIP airport improvementprogram ALEA Airborne Law EnforcementAssociation amplitudemodulation ANG Air National Guard A0 Air Operations AOPA Aircraft Ownersand Pilots Association ARNG Army National Guard ARTCC Air Route Traffic Control Center ASTM American Societyfor Testing and Materials ATC air traffic control AT&T AmericanTelephone & Telegraph CAP Civil Air Patrol CB citizensband CFR Code of FederalRegulations CP commandpost CPG Civil PreparednessGuide EMS emergencymedical service ENG electronicnews gathering EOC emergencyoperations center EPA EnvironmentalProtection Agency ERHC EasternRegion Helicopter Council ERT EmergencyResponse Team ETA estimatedtime of arrival FAA FederalAviation Administration FAR FederalAviation Regulation FAT0 final approachand takeoff area FCO FederalCoordinating Officer FDC FederalData Center FEMA FederalEmergency Management Agency FLIP flight information publications FLIR ForwardLooking Infrared FRP FederalResponse Plan FM frequencymodulation -

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GPS global positioningsystem HelicopterAssociation International HAZMAT hazardousmaterial HELP HelicopterEmergency Lifesaver Plan HOGE hoverout of groundeffect HOT HelicopterOperators of Texas HRP heliport referencepoint hr.5 hours Ibid. in the samereference IC Incident Commander ICS Incident CommandSystem IFR instrumentflight rules IMC instrumentflight conditions Lbs pounds LEPC Local EmergencyPlanning Committee LL low lead (aviationfuel) LZ landingzone Mid-Atlantic HelicopterAssociation missedapproach point MCI masscasualty incident medevac medicalevacuation Mll.5 minutes MRI magneticresonant imager NASA0 National Associationof StateAviation Officials NBVF National Bum Victim Foundation NCP National ContingencyPlan NEMSPA National EMS Pilots Association NFPA NationalFire ProtectionAssociation NG National Guard NMX nauticalmiles NOAA NationalOceanic and AtmosphericAdministration NOTAM notice to airmen NPIAS NationalPlan of IntegratedAirport Systems OL overall length (of the largesthelicopter) OPS operations PAX passengers PHPA ProfessionalHelicopter Pilots Associationof California P.L. PublicLaw RD rotor diameter RNAV areanavigation EPC RegionalPlanning Committee SAR searchand rescue SARDA Stateand RegionalDisaster Airlift TFR temporaryflight restriction TLOF touchdownand liftoff area

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UHF ultra high frequency USCG United StatesCoast Guard VHF very high frequency VMC visual meteorologicalconditions Xpond transponder

81