Appendix B – Unit Short-haul Operations Plan (Example)

Yellowstone National Park
Helicopter Short-Haul Operations Plan

Approved:
Superintendent:________________________________________________
 

Recommended:
Chief Ranger:_________________________________________________
 

Recommended:
Park Aviation Officer: __________________________________________

INTRODUCTION

Helicopter Short-haul Rescue involves the use of a rescue line (doubled kern mantle static line rope) attached to a helicopter's center of gravity point to insert or extract rescue personnel and injured persons in an emergency situation, from a remote accident site where safe helicopter landings are not possible.

This technique allows technical rescue personnel an extra tool with which to expeditiously remove a seriously injured subject from a remote location. Without its availability, an Incident Commander would be faced with a lengthy conventional rescue including increased hazards to the patient and rescue personnel. Short-haul rescue incorporates utilization of the Incident Command System (ICS) and thorough risk analysis procedures to manage the execution of a rescue, and evaluate and implement risk management measures.

The short-haul technique has greatly expedited the evacuation of seriously injured people from the backcountry to a hospital or other care facility. A rescue that historically would have taken 18 to 24 hours can now be completed in a fraction of the time, enhancing patient comfort and survivability. The short-haul technique enables rescue to be accomplished with fewer personnel than required by conventional rescue means, eliminates the need for evacuations over hazardous technical terrain reducing wear on equipment and risk exposure to victims and rescue personnel alike. Under certain situations, the rescue of an individual would not have been possible without the short-haul technique. However as with any helicopter application, risks exist and consequences are potentially fatal to all participants.

Short-hau1 becomes the tool of choice when incident sites are too small to land in safely yet they are close to a staging helispot. A primary advantage of the technique is its simplicity. The pilot is called upon to perform a simple long-line sling load technique identical to those they conduct during the course of routine fire and project external cargo work, while rescue personnel need only clip into and out of the system using conventional rescue rigging equipment and predetermined communications protocols. No descending device is required and hover time is minimal.

HISTORY

The Yellowstone short-haul rescue program is an out growth of the helirappel program that was started in conjunction with Grand Teton Park in 1985. Five Yellowstone helitack crew members and four West Yellowstone Interagency Fire Center (WYIFC) smokejumpers completed a 40 hour training session taught by personnel from Yosemite National Park and the DOI Aviation Management (DOI AM) from Boise, Idaho. The helicopter used was an Aerospatial SA 315B, Lama.

In July 1986, DOI AM personnel came to Yellowstone to continue with the helirappel and short-haul training. They worked with personnel from the RM & VP staff and the West Yellowstone Interagency Fire Center to establish helirappel and short-haul procedures for the 'Lama'. Ten additional personnel from the Resource Management & Visitor Protection staff and four West Yellowstone Interagency Fire Center personnel completed the requisite training to become approved helirappellers. Three additional spotters were approved.

By 1989 the shortcomings of helirappel were becoming apparent. These included but were not limited to, prolonged hover time, movement through the confined space of the helicopter, reliance upon a descending device and most important, no extraction capability. Short-haul was examined as an alternative by DOI AM and Grand Teton personnel. The Yellowstone program reflects subsequent guidelines developed by DOI AM, the Interagency Steering Committee and the meeting between DOI AM and Grand Teton personnel.

In 1991, Denali National Park authorized a short-haul program. The following year a Yellowstone National Park helitack crewmember was detailed to Denali annually to manage the Denali exclusive use contract helicopter. Due to the fact that the parks were using identical aircraft, had the common personnel link, and were philosophically in tune, Yellowstone chose to have its program reflect many of Denali's procedures. Upon returning from Denali each summer, the Yellowstone detailer possessed many new innovations developed in Alaska. Communications protocols were kept the same to avoid confusion on the part of the detailer. Though Denali hired the detailer as a permanent Denali employee in 1999, the decision was made to keep the programs parallel due to the previous successes realized in safety and mission efficiency.

Versions of the short-haul technique have been used for over 20 years by European, and Parks Canada rescue personnel, as well as the US military. The technique has been in use in Parks Canada since the early 1970's with no accidents during the course of approximately 1000 rescue missions and at least that many training flights.

In the years since its inception, the short-haul program has witnessed steady refinement and improvement each year. Yellowstone personnel participate on the Interagency Steering Committee, which recommends short-haul program policy and training standards to Helicopter Operation Specialists from all agencies. Yellowstone's program incorporates these national standards and will continue to adjust, reflecting change occurring within the national program.

SAFETY

All operations will comply with the following regulatory documents:

1. USDOI, DM 350-354, Aviation Policy
2. RM/DO-60 (Aviation Management Guidelines)
3. DOI 351 DM 1, Helicopter Short-haul Handbook
4. The Interagency Helicopter Operations Guide(IHOG)
5. Intermountain Region Aviation Management Plan
6. Yellowstone National Park Aviation Management Plan
7. 14 Code of Federal Regulations (Federal Aviation Regulations)
8. 29 CFR 1910. 132 (d) (occupational safety code)
9. National Fire Protection Association codes 1983 and 1006
 

In addition to the above documents, Yellowstone short-haul operations will be guided by the following standard aviation safety principles listed below.

1. Use of risk analysis

a. Standard Yellowstone Aviation Risk Analysis (Appendix A) will be used as part of pre-flight planning as it would be for any other type mission.

b. The Short-haul Risk Analysis (Appendix B) will be used for all helicopter supported SAR missions based on data collected during the recon flight of the scene.

c. Risk analyses used must have measurable “go/no go” parameters and be based upon the DOI Helicopter Short-haul Handbook guidelines.

d. All risk analyses must be documented at the time of the recon flight and included in the final report packet.

2. Pilot input

In addition to all pilot authorities and responsibilities outlined in the regulatory documents, the pilot will also play a key decision making role in the short-haul arena regarding the following areas of concern.

a. Ensuring that all operations must be in full compliance with FAA regulations pertaining to class “D” external loads (human cargo)

b. Provide input regarding appropriate mission staffing and aircrew configuration. As per IHOG chapter 10, Section IV, "The pilot has final authority regarding carrying an aircrew member during external load operations".

c. Pilot will provide input in determining other mission considerations as indicated by site specific safety needs derived from the risk analyses.

3. Use of alternative rescue capabilities/techniques

a. Power on landings (with appropriate waiver and training program in place)
b. Crew shuttle ground rescue team
c. Long-line cargo to ground rescue personnel

4. Maximum helicopter performance

a. Limit payload to maximize helicopter performance
1. Meticulous fuel management
2. Limit aircrew members to the minimum necessary number
3. Utilize standard gear inventory based on minimum scene time/risk exposure (Appendix C)
 

4. Use of recon flight to gauge winds for safest approach
 

5. Operational flexibility

a. Utilization of either internal spotter or external spotter
b. Ability to tailor operational procedures to terrain/helispot management concerns
c. Rendezvous with Advanced Life Support transport vs. direct transport to hospital
d. Use of rope extensions to mitigate rotor clearance concerns and/or need for internal spotter

6. Limit exposure

All possible measures will be taken to limit cumulative risk exposure:

a. short-haul distance: seek closest staging area possible
b. limit number of evolutions at the incident site
c. limit number of short-haulers/spotters on the rope
d. minimize total number of aircrew members

7. Sterile cockpit

All operations will be conducted with simple, preset commands between pilot and spotter to limit pilot distractions.

8. Best Observation Perspective

Defer distance judgements to crew members having best perspective regarding:
 

a. Rotor clearance
b. Patient/victim condition (panicked or combative)
c. Scene/landing site characteristics (vegetation concerns, poor footing etc.)
d. Closing distances to the ground during landing

9. Two-way Communications Loop

Conduct spotter function from the end of the rope. Persons on the rope will have direct communications with the pilot creating a simple two-way communications loop.

Personal Protective Equipment

Personal protective equipment (PPE) is mandatory for all Special Use DOI aircraft activities (350 DM 3.9). The Aviation Life Support Equipment Handbook (ALSE 351 DM 1) is the regulatory authority for PPE policy issues. All helicopter short-haul flights in Yellowstone require the following minimum PPE: SPH-5 flight helmet, nomex clothing, leather or Nomex gloves, hearing protection, and leather boots. Boots must extend above the ankle such that there is no exposure between the boots and fire resistant clothing protecting the legs.
Additional equipment includes the following items. All rigging equipment must be NFPA 1983 and 1006, and 29 CFR 1910. 132(d) compliant.

Rope-13 mm (1/2 inch) static kernmantel rope tied double with a double

fisherman's knot and rigged with double figure 8 knots at each end.
Weight bag- a bag weighing 15-20 lbs. attached near the end of the short-haul line to prevent it from rising into the tail rotor.

Carabiners - (2) Locking "D" carabiners, preferably steel but aluminum is acceptable
Harness - commercially sewn seat harness or harness sewn by licensed Master Rigger
Slings - (2) 45cm double ended sling and/or commercial daisy chain.

In addition a radio with frequencies compatible to those in the helicopter is required as well as a chest harness, and an interconnect compatible with the flight helmet being worn.

PPE deviations will be addressed as per procedures outlined in the IHOG, Chapter 6 and the ALSE waiver process.

PROGRAM MANAGEMENT

General program management guidelines are included to alleviate the need for the user to consult a variety of documents.

Annual Review

Due to the profound hazards inherent to this activity, this plan will be reviewed annually by the Park Superintendent in consultation with the Chief Ranger and Park Aviation Manager. The sign off sheet is attached as Appendix E.

Mission Approval

Short-haul training and demonstration flights shall be approved in writing on the Flight Request form by the Chief Ranger and Park Aviation Manager or designate before the execution of the mission.

The IHOG states in Chapter 3, Section II, that the line officer (Superintendent) is responsible for the "go/no go" decision associated with high-risk activities. The Yellowstone Park Superintendent has delegated this authority to the Park Aviation Manager via the park aviation management plan. The Park Aviation Manager may delegate authority for short-haul approval for SAR missions to the Incident Commander on board the aircraft. The Incident Commander will complete the short-haul risk analysis and make the "go/no go" decision in consultation with the pilot.

Pilots and Aircraft

Only pilots and aircraft specifically approved by DOI AM to perform short-haul operations will be utilized. Pilots must have trained with park personnel on these techniques prior to actual mission use. The spotter and pilot must have a minimum of two short-haul evolutions annually before conducting an actual mission.

The helicopter must be equipped with air to ground communications, doors that can be removed or locked back into place, and a load mirror. For those short-haul missions requiring an internal spotter as determined by the pilot, the spotter will position himself on the side of the aircraft opposite the pilot. The spotter will be secured to the aircraft via a National Fire Protection Association (NFPA) approved sling strap in addition to being seated with seatbelt fastened during takeoff and landing.

Short-haul lines will not be solely attached to the aircraft cargo hook. A back-up anchor system must be used. The Yellowstone program incorporates a three-ring-circus rigging anchor fastened to an DOI AM approved hard point near the cargo hook. The pilot has the ability to release this device mechanically without changing position.

Pilot duty hours will comply with and contractual requirements. It is the duty of the pilot to keep the Helitack Foreman informed as of his status relative to those guidelines. There are no additional duty hour restrictions pertinent to short-haul missions. Crew duty hours will comply with national wildland firefighter duty limitations.

Pilot Evaluations

The pilot must be carded for long-line missions prior to being tested for short-haul. Pilot training and evaluation consists of the check spotter working with the pilot prior to any actual missions to establish pilot procedures and performance in training flights.

The pilot must understand the entire short-haul sequence to be able to react accordingly during in flight emergency. For every mission including training, a pilot briefing and personnel safety briefing will be conducted.

Training flights will be conducted to provide the pilot experience in flying objects using the short-haul system. The first flights will involve inanimate objects, i.e. logs, bags of rocks, etc. Later flights will involve short-haul in open areas with spotters. Final evaluation will come from practical application in placement of short-haul personnel into typical terrain and weather conditions. Conditions may also be more extreme than would be acceptable for operational missions as the evaluation is being conducted under controlled conditions. Reference Pilot / Spotter Proficiency Checklist (Appendix D). DOI AM will be the final pilot testing authority.

OPERATIONS

Procedures

All Short-haul operations will be conducted in accordance with the procedures outlined in this plan.

The Short-haul rescue technique may be used under any of the following situations.

- The injured person exhibits airway problems, respiratory distress and/or evidence of circulatory compromise.

- significant freezing of extremities as to limit mobility is present

- When a conventional rescue would expose rescue team members to a high degree of personal risk. There are a number of locations in the area where a conventional litter lowering or raising operation would expose the team and the victims(s) to a greater risk than would be experienced in the use of the short haul technique.

- A short-haul may be considered for use if the “totality of the circumstances” indicate that this technique would be the best way to proceed. Factors such as the duration and difficulty of a conventional evacuation, patient safety and possible medical complications, transport time to a definitive care facility, weather (past, present and predicted), locations and manpower availability should be considered.

Rescue personnel may be extracted from the incident site using short-haul at the conclusion of a rescue when there is an immediate threat to their life, health, or safety. Rescue personnel will normally be removed from the nearest safe available helispot at the conclusion of a rescue.

An attendant with each patient will be used unless the pilot determines aircraft performance shows there is inadequate power and control margin to lift and carry the additional weight, based on the helicopter load calculation.

CPR will not be conducted in-flight during a short-haul rescue, insertion of intravenous lines be prior to a short-haul mission is discouraged but not prohibited.

Body recoveries can be performed using short-haul technique with an attendant. An attendant may fly off during a body recovery if there is an immediate or potential threat to their life, health, or safety. If the above-mentioned items are not a factor, the corpse will be slung out using a cargo net, rescue litter, screamer suit or by their harness. If the attendant flies out with the body, the body will be hooked to a tag line so the body hangs below the attendant’s feet.

Rescue personnel will clip in directly to the end of the static line via a full body harness or commercially sewn seat harness. A sewn chest harness or webbing looped around the pack straps and tied, will be used for a chest harness, after approval by the spotter.

Carrying personnel in the short-haul configuration during training is restricted to maintaining conditions that would simulate those experienced in an actual mission.

Maximum forward air speed is 52 Knots (60 mph)

Mission Planning

Mission planning for short-haul is composed of the same activities as any other helicopter operation as articulated in the Yellowstone National Park Aviation Management Plan. The following activities are emphasized for short-haul mission planning for safety purposes. They are generally components of the risk analysis process.

Load Calculations

The pilot will complete a helicopter load calculation, OAS form 67, prior to take off from the base and a second time utilizing the data gathered during the reconnaissance flight. The load calculation for the first short-haul evolution may be utilized for subsequent evolutions if pertinent conditions remain constant and if payloads remain equal to or less than the payload of the first evolution. Established fixed weight reduction weights will be incorporated into the load calculations.

Wind Restrictions

Light helicopters are precluded from performing Special Uses (mountain landings, short-hauls, etc.) when wind speeds exceed 30 knots or when gust spreads exceed 15 knots. Light helicopters may fly cross-country above 500 AGL under conditions when wind speeds do not exceed 50 knots. More specific wind limitations are described for each Special Use technique.

Flight Restrictions

No special use helicopter flights will be undertaken unless there is a minimum of 1/2-mile visibility. All flights will remain clear of clouds. Flight operations will be conducted in accordance with DEPARTMENTAL MANUAL 351, Chapter 1, Section 8: Helicopter Flight Limitations. For planning purposes those times from 1/2 hour before sunrise until 1/2 hour after sunset may be used.

Reconnaissance Flight

Prior to conducting an actual short-haul mission, a preliminary load calculation will be prepared for a reconnaissance check flight. The ship will then fly to the incident scene in a mission ready configuration and perform a recon check flight. If a suitable helispot can be located within reasonable distance of the incident site the medivac will proceed without the use of short-haul. If none exists, initiation of short-haul techniques will proceed.

During the recon flight, primary and secondary staging areas will be identified and selected. The pilot will determine outside air temperature (OAT), wind direction and speed, density altitude of site, and rotor clearance, and perform a hover and power check. The spotter is responsible for estimating the weight of any patient(s) to be picked up, obstructions in the area, ground characteristics of site (small ledge, scree slope, need for tag line, etc). The Incident Commander and spotter then complete the Helicopter Risk Analysis based on the data gathered from this flight and the input of the pilot. Based on all of these activities, the pilot then informs the Incident Commander that a short-haul mission falls within the performance and power limitations of the helicopter and can be conducted with an adequate safety margin or it can't.

At the staging area, a second load calculation will be prepared and a procedural review conducted prior to conducting the actual short-haul mission. The Incident Commander will make the go/no go decision and the decision to use an on board spotter will also be made by the pilot in consultation with the Incident Commander at this time.

Operational Sequence

The operational sequence is required procedure. Following the recon flight, the helicopter flies to the incident staging helispot with the short-haul equipment and rescue personnel on board (number of personnel dependent upon allowable payload). Equipment to include: short-haul pack, survival gear, litter or screamer suit, and additional medical equipment (as needed).

Extra rescue personnel are dropped off. Loose cargo in the cabin is removed or secured. Pilot prepares load calculation. A review of procedures is conducted with Spotter, Pilot and other rescue personnel.

Spotter (this person may also be a short-haul rescuer) rigs the end of short-haul line(s) to the helicopter. Spotter goes through the four-step check of the short-haul line attachment. The Spotter then inspects the line, knots and the weight bag for damage. For the sake of redundancy, the other short-haul rescuer checks the line attachment, knots and weight bag. All persons to be short hauled will have their harness and attachment point "buddy" checked.

Following the 'buddy' check the Spotter announces "ready". The pilot says "coming up". The pilot brings the line to the short-haulers. Spotter grasps the loops at the end of the short-haul rope and says, "got it". The pilot gives the command "hook up" when he is satisfied with the stability of the hover. Short-haulers hook up and give each other a thumbs up when they are ready and have buddy checked each others attachment points. The spotter notifies the pilot that they are ready to be lifted by saying, "ready". The pilot acknowledges by saying, "coming up".

Rescuers are short-hauled to the incident site. Rescuers can assist pilot with depth perception by calling out vertical distance remaining, starting at 20 feet. Upon landing the spotter says "down". When both short-haulers have gained a stable stance the spotter says, "comfortable". The pilot gives approval to "unhook".
Upon unhooking the spotter informs the pilot that they are "clear". Pilot departs incident site. Helicopter performs normal flight to the helispot or orbits until rescue personnel have completed all preparations for extraction.

While helicopter is away from incident site, short-haul rescuers complete all extraction preparations. Victim is placed in litter and securely tied in, head, ear and eye protection provided if feasible, victim briefed, tail rope established (if necessary).

A screamer suit or harness may be used for extraction of a subject instead of a rescue litter if injuries do not require a litter. The use of the victim's own harness is not approved for short-haul.
Rescue personnel inform pilot they are ready for pickup and the entire procedure communication sequence is repeated.

Pilot lowers load to receiving personnel. Pilot holds hover when the load is 4 to 5 feet off ground. Receiving personnel stabilize litter and pilot lowers final distance to ground.

When litter is on the ground, receiving team disconnects short-haul line following pilot approval. Rescue personnel signal helicopter that the litter is disconnected, and immediately reassess the patient.
Pilot lands the helicopter. When ground personnel are ready, short-haul equipment is removed from aircraft, inspected and stowed. Patient is transported to a definitive-care facility internally, via transfer to life-flight or by ground ambulance.

Emergency Procedures

In the event of an emergency requiring the pilot to jettison the personnel from beneath the aircraft, due either to mechanical failure or the line entanglement, he/she will announce an emergency and disengage the back-up anchor. Once the back up anchor has been released the load will be transferred solely to the cargo hook, which will give the pilot final control over releasing of the short-haul rope. Such an action may be fatal to personnel suspended beneath the helicopter.

In the event that radio communications are lost during the short-haul mission, hand signals will be used to finish the short-haul evolution. Arms outstretched to the sides indicate a problem signaling the pilot to take the short-haul rescuers to the ground immediately. Other hand signals are as follows:

Spotter

Ready−lift arms from sides to over head repeatedly in standard "lift sling" signal
Down and Comfortable−arms outstretched to the sides
Clear−push short-haul line away

Pilot

Coming up−gently raise helicopter
Hook up−bring line to short-haulers, nod head when hover is stable
Unhook−nod head when hover is stable

DOCUMENTATION

All short-haul operations, training or actual mission uses, will be thoroughly documented
- Each time a rope is used, the use will be logged.
- Each time a spotter deploys a short-haul evolution, that deployment will be logged.

A 10-343 (Case Incident Report) will be completed to document all short-haul training. On any operational mission that any of these techniques are used on, a 10-344 (Supplemental Case Incident report) will be completed and included with the SAR case incident report. This 10-344 will be entitled "Air Operations Summary" and will thoroughly detail all aspects of air operations conducted during the mission. The OAS−23 flight use record will also reflect flight use devoted to short−haul.

QUALIFICATIONS

Spotter

Those persons involved in the short-haul program as spotters must have the following qualifications:
• Pass an Arduous Duty Physical Examination every three years
• Achieve a satisfactory performance on the Yellowstone Advance Physical Fitness Test annually.
• Must be a member of the park aviation management program as evidence shows the increased potential for accidents when complex operations are undertaken by incidental users.
• Participate in the short-haul program as a short-haul rescuer for 3 seasons
• Meet all requirements as noted in the DOI Short-haul Handbook
• Must be Helicopter Manager qualified to NWCG 310−1 standard.
• Must complete Basic Aviation Safety Refresher annually
• Have a current First Responder Certificate or greater
Short-hauler
• Must complete Basic Aviation Safety Refresher annually
• Must complete a ground mock-up and communications review
• Must be essential to the completion of the rescue mission
• Meet all requirements as identified in the DOI Short-haul Handbook

All short-haul rescuers must be accompanied by a qualified short-haul spotter unless the requirements are such that a qualified spotter is in the helicopter rather than at the end of the rope.

Recertification

Each year personnel involved in short-haul will complete the three 3 hour short-haul course. Each training program will be limited to 12 individuals to assure complete training for the
persons involved. The training will cover the following topics:

• Rigging
• Communications
• Operational procedures and guidelines
• Conduct at least 2 mock-ups
• Conduct at least 2 evolutions in typical terrain
• Helicopter safety
• Helispot management

Proficiency

Refer to the DOI Helicopter Short-haul Handbook Chapter 2.4

Certification of Annual Review

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone NP
 

_____________________________________ Date:_______________
Superintendent, Yellowstone

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