Integrating Helicopter and Tiltrotor Assets into Disaster Relief Planning

AC 00-59 11113/98 CONTENTS CHAPTER 1. INTRODUCTION Paragraph 6. Potential Helicopter and Tiltrotor Missions Supporting Disaster Relief Efforts .. 7 CHAPTER 2. PLAN PREPARATION CHAPTER3. RESOURCEINVENTORY CHAPTER 4. COMMUNICATIONS iii 11/13/98 AC 00-59 Paragraph CHAPTER 5. HELICOPTER AND TILTROTOR LANDING AREAS CHAPTER 6. ACTIVATION, EXERCISES, AND ANALYSIS 66. Three Types of Exercises ................................................................................... 4 7 Section 8. Professional and Industry Associations .... .. ... .. .. ... .. ....... .. ... .. ... .. 67 Section 9. Sources oflnformation .. .. . .. .. .... .. .. .. .. . .. ...... ......... . .. .......... .. .. . .. ... 69 iv

AC 00-59 11/13/98 Appendix B. Outline of Elements for a Typical Helicopter Integration Plan FIGURES v

AC 00-59 11/13/98 CHAPTER 1. INTRODUCTION 1. BACKGROUND. On January 13, altitude, struck six vehicles on 1982, Air Florida Flight 90 crashed on the 14th Street Bridge, continued takeoff from Washington National through the railing and crashed Airport. It struck the 14th Street Bridge, into the river, which was covered congested with rush hour traffic, and with five to eight inches of ice.

came down in the ice-covered Potomac Weather conditions were poor River. This Boeing 737-222 had 74 and deteriorating, temperature passengers and 5 crew members on was in the low 20's (Fahrenheit), board. Only four passengers and one and visibility was less than one flight attendant survived. The following half mile.

statements are from report DOT/FAAIRD-90/10, Rotorcraft Use in At 4:11 P.M., the U.S. Park Police were notified of the Disaster Relief and Mass Casualty Incidents - Case Studies: accident and asked to send a helicopter to assist in rescuing At 11:00 A.M. on Friday, the survivors, some of whom January 13, 1982, the National were reported to be in the water.

Weather Service (NWS) issued a special weather statement that U.S. Park Police plowed the ramp with a continued an earlier winter storm personal 4-wheel drive vehicle and warning and predicted that snow helped the flight crew push the would continue into the helicopter out of the hanger. The afternoon and, at times, become policemen, on duty at U.S. Park Police mixed with sleet and freezing Headquarters in Anacostia Park, quickly ram. grabbed life preservers and rope, boarded their Bell Long Ranger, and At 2:00 P.M., because of the flew "Eagle One" toward the 14th Street deteriorating weather conditions, Bridge.

Federal agencies announced early dismissal of their While en route, the crew of employees, releasing some Eagle One was given three 400,000 commuters into the separate locations for the streets. Area schools also began accident site. However, they dismissal early. headed for the bridge.

At 3:00 P.M., ... a partial When Eagle One reached the gridlock had developed immediate area, repeated downtown ....

attempts to reach the ground units by radio for instructions At 3 :59 P .M., Air Florida Flight were unsuccessful. Personnel on 90 lifted off in a northwesterly the ground had not switched to direction. It immediately lost the correct frequency until 4:22

--

AC 00-59 11/13/98 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 manner. Historically, many public cabin.

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/FAAIRD-90/10, details 18 such incidents.

11/13/98 AC 00-59 planning should tie into state level a. Disaster Plannina=. Disaster planning is the responsibility of many planning.

public and governmental agencies at various levels. The vast majority of d. The Use ofEmerKency Medical Service (EMS) Helicopters.

those agencies are proficient and The concept, of using medical effective in that effort, yet historically some have not been fully aware of the evacuation (medevac) or emergency medical service (EMS) helicopters to helicopter assets that might be available.

reduce mortality rates, has been well In an increasing number of cases, established since the Vietnam conflict.

however, communities have identified their vertical flight resources. For Thousands of traumatic injury victims who reached medical treatment facilities example, the Dallas/Fort Worth within the first "golden hour" owe their Metroplex has successfully incorporated locally based helicopters into disaster lives to the helicopters and crews that delivered them rapidly to specialized preparedness planning. They regularly hold realistic exercises to test planning medical facilities. In the USA, more than 250 hospitals have established effectiveness and to resolve problems under controlled conditions. EMS helicopter ambulance services and many others have a helipad located near their emergency room entrances. EMS b. Plannina= for the Full Rana=e 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 Helicopters. As widespread as EMS tiltrotor portions of this planning will 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 in a given community, there are often a c. State and Rea=ional Disaster Airlift (SARDA} PlanninK. 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. hospital 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.

AC 00-59 11/13/98 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 Effectively Inte&rate the its significance in the reduction of Use of Helicopters and Tiltrotors into mortality rates. EMS helicopters Local Disaster Preparedness routinely transport severely injured Plannin&. 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 guidelines are provided to encourage directly to the scene. In disasters, the 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 Open or Improve Lines process. Examples include missions of Communication Between Aircraft through flooding, snow drifts, or rush Operators and the Community. 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 Acquaint Community will allow communities to benefit from Leaders and Planners with Helicopter increased cooperation between and Tiltrotor Disaster Relief helicopter and tiltrotor operators (civil, Capabilities. 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 AC 00-59 11/13/98 e. To Encoura&e the etc. See also Appendix A for possible sources of information in your area.

Establishment of Heliports and Vertiports in the Community.

b. References to plannine Helicopters and tiltrotors can land at many places where an airplane can not documents can be found in the American Society for Testing and because they do not need a runway for a 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 Incident. Another useful document is safe landing sites in close proximity to the disaster location. This is particularly the Federal Emergency Management Agency's, Guide for All-Hazard true in urban environments. If landing facilities are to be available when Emergency Operations Planning.

disasters occur, the community must c. Incident Command System plan and develop heliports and vertiports in advance of the actual event. ~· An Incident Command System (ICS), or similar organizational 5. ASSUMPTIONS. Before these structure, is probably in place. This system usually includes the process for guidelines can be applied in a given disaster preparedness planning effort, integrating aviation assets into the State certain assumptions must be made disaster response plan. The provisions in this advisory circular are intended to regarding the nature of the situation in 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 Fli&ht 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 (RPC), 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 AC 00-59 11/13/98 by corporate and government leadership the local emergency response system.

are critical requirements. Therefore, when it is necessary to transport trauma victims by aircraft, e. Ground-Based Ambulances. medically configured vehicles should be Another assumption is that ground used. When the hospital-based EMS based ambulances will be the primary resources or city/county/state helicopter means of transport in a disaster situation resources are overwhelmed either from if roads are passable. In some instances, patient transport or other support however, helicopters and tiltrotors will requirements as the Incident be indispensable in providing the most Commander has determined, it is time to implement the plan for "other" vertical efficient transport service. These vertical flight aircraft may also aid the flight aircraft participation.

Incident Commander with other support missions that cannot be prudently g. Emer2ency Relief Worker accomplished with the exclusive use of Re2istration. It is important that all ground units. However, it will never be people who might be involved in possible to guarantee that vertical flight emergency relief work be registered by aircraft will be available. Quite often, their local emergency preparedness the disaster situation and its attendant agencies prior to a disaster. The casualties are a direct or indirect result workers may then be covered under workmen's compensation laws and of extreme environmental conditions.

Those same extreme conditions could liability coverage. In addition, some preclude or severely constrain the use of sort of badge identification could be aircraft in the initial phases of the provided to indicate that the worker is response. Certainly, helicopter and registered.

tiltrotor pilots will make every effort, within the limits of safety, to be there h. Out of Scope. Certain when needed. However, they should be planning aspects are outside the scope of considered auxiliary only and reliance these guidelines. These include charges should always be placed first on ground for patient and passenger transport, based units. protocols for determining a patient's destination hospital (other than those f. EMS Helicopters. In 1990, based on lifesaving reasons), insurance EMS helicopter ambulance service was and liability for helicopter operations, available in 93 percent of the contiguous and reimbursement for their operational United States and 46 percent of Alaska costs. While these issues need to be (reference: Air Ambulance Helicopter addressed, they are best handled as Operational Analysis, DOT/FANRD normal business arrangements between 91/7). Over time, this coverage has interested parties. If aircraft support is continued to increase. Almost all of the requested by the Federal Government or aircraft used by these services are under a State SARDA plan, the cost specially configured with advanced life may be reimbursable.

support equipment and have crews who are highly trained in their use. These air medical services may already be part of AC 00-59 11/13/98 6. POTENTIAL HELICOPTER c. Transport of Trauma Patients. The primary responsibility of AND TILTROTOR FLIGHT 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 d. Transport of Disaster mission types.

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 Site. Vertical flight aircraft can site or operations center where they can contribute most effectively to the relief transport medical teams and supplies 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. Emera=ency 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 AC 00-59 11/13/98 reaching and transporting both rescue landing and takeoff operations. See workers and victims. additional information in Chapter 4 • Communications and Chapter 5 f. Dama&e Survey. A natural Landing Areas.

disaster, such as an earthquake, flood, or blizzard, may temporarily preclude the i. Electronic News Gatherin& use of ground transportation. Vertical (ENG). Disaster relief workers tend to flight aircraft can be an extremely regard ENG helicopters as a nuisance at effective means to assess quickly 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 time aerial photography of the disaster effort. Information on the scope of the 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 Traffic For these reasons, relief personnel Control (AATC). 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 91.137, Temporary Flight safety. In the Dallas/Ft. Worth area, the Restrictions. In Hawaii, compliance Helicopter Emergency Lifesaver Plan with FAR 91.138, 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 11/13/98 AC 00-59 crew at both ends of the trip to assist j. Fire Fi1:htin1:, Vertical flight 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. Security 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 work. Vertical flight aircraft may be specialized equipment. It is not 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 observation platforms, those responsible and contract operators hired by the U.S.

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 being evacuated by vertical flight transport for fire departments.

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. Inspection 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 assess the 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 Operations. 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 11/13/98 AC 00-59 p. Communications Support.

hazardous material spill can change the 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 emergency communications (radio "decontaminated" personnel from 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 assets, repositioning/replacing antennas aircraft, contaminates can have an adverse effect on flight crews and rescue for cellular communications, etc.

personnel. Hazardous materials should q. Return of Personnel and be transported aboard aircraft only in accordance with Eguipment. During a disaster, vertical 49 CFR Parts 171-18, 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, agreements, and orders of the Incident would be handled by Civil Air Patrol (CAP), United States Coast Guard Commander. After a disaster, rescue equipment may not be returned to the (U.S.C.G.), U.S. military, or public 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 11/13/98 AC 00-59 b. Mission Priority. Generally, need to be assigned the most critical the highest priority missions are in missions first according to the needs of the Incident Commander (IC). Also, as direct support of lifesaving efforts.

more aircraft become involved in the Other missions may not be life critical, relief effort, rights-of-way must be but they are important support functions established so the various aircraft do not that may be requested by the Incident Commander.

interfere with each other during their respective missions.

c. Consideration of Personnel a. Safety. The number one on the Ground. Regardless of the priority in any aviation activity is safety. mission type, it is imperative that An all-encompassing, pervasive concern missions be carried out so as not to for safety in all aircraft applications will impair the efficiency of workers on the maximize the benefits derived from ground or to endanger survivors or relief their use. Operators are responsible for personnel.

compliance with FAA safety and air traffic regulations. 8-19. RESERVED.

AC 00-59 11/13/98 CHAPTER 2. PLAN PREPARATION 20. PLANNING ASSUMPTIONS. 21. !JASICS.

Four planning assumptions were made in formulating these guidelines: a. Acquire a Full Understandine of Existine 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, agreements, regulations, and transportation in the aftermath of any catastrophe, disaster, or mass casualty jurisdictional issues. Survey all operational procedures, mutual-aid incident.

agreements, service limitations, and b. Timely Availability of regulations in the area of jurisdiction.

Vertical Flieht 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-existine Plans and the integrate helicopters and tiltrotors into Incident Command System OCS). It existing plans and Incident Command 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 assess the 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 AC 00-59 11/13/98 the scope of the incident, the IC may disaster, the Incident Commander will determine the appropriate alert level.

activate the air operations (AO) branch of the Incident Command System. Figure 2-1 provides one example of how

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Requesters and emergency operations vertical t1ight 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 Dispatch Center for All First tier responders might include Helicopter and Tiltrotor Operations. 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 Bum 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 AO 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

(

( > (") I v, \,()

Alert Levels

s

State

E

v

E

3 2 2

RESPONSE TIME: LESS

TIIAN 2 HOURS R

I

Private/Government

T

y

v, -

FIGURE 2-L EXAMPLE - VERTICAL FLIGHT RESPONSE ALERT LEVELS AC 00-59 11/13/98 d. Commentary. Each locality develop procedures for potential disaster and jurisdiction is unique. For example, scenarios in a particular region. These

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some communities may be collocated disasters could be among the following, with a major military installation that depending on the community profile: could provide a rapid response time. In such a case, military vertical flight a. Natural Disasters Such as assets might better be assigned to level 1 Hurricanes, Forest Fires, Tornadoes, of the response alert. In addition, note Earthquakes, Floods, or Blizzards; that the response times given in this b. Airplane Crash at or Near paragraph for levels 1, 2, and 3 are a Local Airport; examples. Different times might be c. Terrorist Incidents; selected depending on local d. Hazardous Materials Spill; circumstances. and e. Hieb Rise Buildine Fire.

d. Notification and Request Figure 2-2 provides a sample procedures for Standby Status. When either level outline for a high rise fire.

1 or 2 is implemented, participants involved in the next higher level should 24. PLANNING VERSUS be notified and asked to assume standby INTEGRATION. A deputy fire chief status.

in Phoenix, Arizona has stated, "Planning is necessary and required, but e. Recoi:nition of Existine often it is a paper plan on a shelf and Alert Systems. Many communities unusable during an actual event.

already have alert levels and Experience has shown that the best corresponding checklists. Where such disaster outcome has occurred in systems exist, vertical flight response communities that have integrated levels should be integrated in a manner helicopter operations into daily 'routine' that is consistent with the planning operations and standard operating doctrine. Some existing plans use more procedures. These procedures provided than three levels.

expansion capability and it became a natural act to expand to disaster level f. Major Catastrophic operations - rather than a foreign, Disasters. If the magnitude of the unused plan. Integrating these disaster warrants activation of the procedures into the Incident Command Federal Response Plan (FRP), Federal System enhanced this 'routine' resources can only be acquired through expansion capability."

the Federal Coordinating Officer (FCO).

25-29. RESERVED.

23. SPECIAL RESPONSE PROCEDURES. It is appropriate to AC 00-59 11/13/98 Fire Department(s) - Conduct survey of all local high-rise building rooftops.

- Publish and distribute a directory with drawings, photos, etc.

(Periodic review, validation, and revision of this directory are required.)

- Coordinate fire-fighting procedures with building management.

- Develop and train fire crews in operational procedures for helicopters (and tiltrotors if appropriate).

- Maintain equipment (rescue nets, rappelling gear, fans, etc.)

- Exercise crowd control on the rooftop during evacuation.

Vertical Flight Support Units - Coordinate and cooperate with disaster planning agency.

- Maintain appropriate aircraft configurations.

- Conduct training and participate in full-scale exercises.

- Adopt specified safety and operational standards.

Police Department(s) - Provide landing zone (LZ) security.

- Provide security in the vicinity of the fire site.

- Exercise crowd control at the fire site.

High-rise Building Management - in accordance with local codes.

- Review and agree to the provisions of the plans.

- Maintain available access to rooftop for evacuation.

- Maintain rooftop clear areas and/or emergency helipads.

- Notify fire department of changes and modifications.

FIGURE 2-2. SAMPLE HIGH-RISE FIRE RESPONSE PROCEDURES 11/13/98 AC 00-59 CHAPTER3. RESOURCEINVENTORY helicopter operators who can aid in the 30. INTRODUCTION. A key to the rapid and efficient deployment of development of this list. In particular, helicopter and tiltrotor aircraft to contact the air medical services support relief or rescue efforts is a list of organization(s) in your area. These commercial, private, government, and operators usually know the other operators in the region and the services military operators who have agreed to commit aircraft. This chapter provides that each can provide. Encourage EMS operators to participate actively in your guidelines for developing a list of vertical flight assets and organizing that planning process.

list to facilitate the dispatch of these aircraft to the scene. c. Identify Military Operators.

Each state has a National Guard Adjutant General (AG). This state-level 31. IDENTIFY AND SURVEY 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 provides a direct conduit for identifying rescue operations support, the planning 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) who can provide the address and phone of the response/rescue process.

number of the AG in each state.

a. Creatine; 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. Survey. Conduct a survey of may be a fee for this service. each helicopter and tiltrotor operator to obtain commitments and pertinent data b. Identify Civil Operators. regarding key personnel, bases of The sources listed in Appendix A can operations, types of aircraft, on-board provide names and contacts of civil communications and rescue equipment, 11/13/98 AC 00-59 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 3-1 is a sample bringing in supplies or pulling debris helicopter and tiltrotor resource survey from the disaster scene, litter 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(es), 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 number(s). 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.

I'

(

I ( For Agency Use Only Name of Operator: Telephone Number: ______ _ Fax Number: ________ _ Region: NW_NE_ SW SE Address (or base of operations):---------------------------------------- After-hours Telephone Number(If different than daytime phone):------------- Cellular Phone: Dispatched: --------- ~ ! st Point of Contact: Te Iephone: _________ _ Yes No --------------------------------- -- -- Must Have authority to dedicate helicopter resources to relief activity I Launch Time: ---- 2nd Point of Contact: Telephone: ________ _ Vo --------------------------------- \0 Return Time: Must have authority to dedicate helicopter resources to relief activity if Ist point of contact is unavailable ---- Telephone: ________ _ Flight Operations Manager or Chief Pilot:---------------------- List helicopters that company can dedicate to relief operations and complete or check relevant information: Make Com mu- Base # # Duration Pay- Response Special Equipment Mission Helicopters Cost and nications of Crew Litters of Flight load Time per Capabilities dispatched per Model & Ops that in SONM Time in Hour -- N# # Naviga can be Lbs in Hrs/Mins tion Pax carried Hrs/Mins Fuel Used VHF Cargo Hook Aerial Photo Pusenger Only Date -- -- -- -- - -- -- -- UHF Searchlight FUR Litter/Aeromed Time Out - -- Loran Jet A Public Address Hoist External Load Mission -- - -- -- RNAV JOO LL Emergency Med Kit __ Rescue Net ___ Damage Assessment ___ Time In - -- Xpond_ Other(list) Call Sign_ Supplies GPS - VHF C1rgo Hook Aerial Photo Pusenger Only Date - -- -- -- - --- -- UHF Searchlight FUR Litter/Aeromed Time Out - -- Loran Public Address Hoist External Load Mission - -- Emergency Med. Kit ___ Rescue Net ___ Damage Assessment ___ RNAV Jet A Time In - - -- -- --- Xpond __ Other(list) Call Sign ___ IOOLL Supplies - GPS - Pusengen Only Date VHF targo Hook Aerial Photo - -- --- - -- -- -- UHF Searchlight FUR Litter/Aeromed Time Out - -- Loran Public Address Hoist External Load Mission - -- Damage Assessment ___ RNAV Jet A Emergency Med. Kit __ Rescue Net ___ Time In -- - - -- --- Call Sign ___ Xpond_ IOOLL Othe,{list) Supplies -- 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? ________________________________ _ Geographical(range of operations limitations)or Other Limitations: __________________________________ _ .......

-

Minimum Landing Area Requirements------------,--------------------------------,-- w

-

io FIGURE 3-1. SAMPLE HELICOPTER RESOURCE SURVEY DATA FORM AC 00-59 11/13/98 d. Name and telephone h. Load Capacity.

number(s) of flight operations manai:er 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 "N" number, shnuld 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 cari 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 landing area g. Duration of flight. In required. Helicopter and tiltrotor making mission assignments, consider operators may require a landing area when refueling and change of aircrew that is larger than what is recommended will be required. Knowing the duration in AClS0/5390-2, Heliport Design.

of flight will assist the AO director in Note any special requirements.

programming resources over a given period of time.

AC 00-59 11/13/98 k. Operational limitations. In I. Specialized equipment.

operating helicopters and tiltrotors, there Each operator may have the ability to are several limitations that must be perform a variety of tasks beyond canying passengers. Often, this recognized: 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.

AC 00-59 11/13/98 (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 disruption by maintaining phone service outside RADAR coverage.

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 AO 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.

11/13/98 AC 00-59 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 operator a copy 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 AO 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 periodic 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. Develop 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 survey 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 AC 00-59 11/13/98 maintaining and updating your data.

Even greater efficiencies may be achieved if this file is accessible via the Internet for reference and updating.

37-39. RESERVED.

11/13/98 AC 00-59 CHAPTER 4. COMMUNICATIONS a. Command Post. The 40. COMMUNICATIONS 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 city/county staff and department heads teach people to avoid the use of jargon and acronyms. This reduces the of the action and requests their assistance in "turning on" various potential for misinterpretation.

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 4-1 (1) Type of disaster, illustrates a communications network 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, N > (") I Ul \0 Activation Command Checklist Post (CP) Incident Commander Air Operations Director FAA Air Traffic Control Hospital(s} I I Landing Zorn!(s) ' I I Helicoptet{s) '

r····················~

•. Communications Plan; ~ # • # Emergency ~oiiimunicati~ns Net ......

......

......

-- w \0 --- FIGURE 4-L EXAMPLE - HELICOPTER AND TILTROTOR COMMUNICATIONS SYSTEM AC 00-59 11/13/98 (7) Weather at landing information such as control maps, zone including wind speed and direction frequencies, geographical coordinates of if possible, and landing zones and staging areas, hazards, call numbers and names of (8) Possible landing personnel in charge.

hazards.

(3) In the event a c. Air Operations (AO) heliport/vertiport directory does not Center. The AO center will receive, exist, landing site information (latitude, then verify the request from the IC. longitude, approach azimuth, potential Depending on the requirements, the AO hazards, notable landmarks, etc.) will be center may then communicate with the given to pilots.

command post for further operational and support requirements. (4) The AO center continuously monitors activities of (1) The AO center helicopter and tiltrotor crews, medical director should be familiar with crews, hospitals, air traffic control, and helicopter capabilities (and tiltrotor command and control operations. The capabilities, if appropriate), able to AO center assesses further operational weigh operational risks, and requirements as disaster details become experienced in making decisions under known and the relief/rescue effort pressure. The AO director is progresses. Air operations may shift responsible for implementing the staging areas, casualty collection points, vertical flight aircraft communications hospitals, and emergency landing zones plan. as required.

(2) The AO center will d. Collocation. Whenever advise, designate, or request air traffic possible, the Command Post, the control (ATC) assistance from the FAA Incident Commander, and the Air or, if applicable, the airborne air traffic Operation Center should be collocated.

controller (AATC). In addition, the AO center will request vertical flight aircraft e. Communications Plan.

support; determine the types and Smooth interactions among the medical numbers of aircraft needed; determine and rescue units with helicopter and the anticipated duration of assignments; tiltrotor support activities and the establish mission priorities; assess flight prioritization of multiple relief requests crew relief; organize ground support and comprise the most complicated and security for helicopter and tiltrotor dynamic tasks of the communications landing zones and staging areas; arrange plan. Ideally, the communications plan for fuel trucks for sustained operations will help evaluate the initial estimation at staging areas; coordinate aircraft on of damage and assignment of resources the ground, in the air, at hospitals, and at and will perform continuous staging areas; and disseminate AC 00-59 11/13/98 reassessment of 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. Freguency AssiKnment. 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 AO center assesses the communicate, on an as-needed basis, requirements to transport medical with medical and ground operations personnel and special medical supplies personnel.) During a disaster, frequency or equipment. The AO 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 AO 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 AA TC 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.

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INFORMATION VHF, FAA Air Traffic Control UHF VHF, VHF, VHF, VHF, UHF, ETA Landing Zone UHF UHF UHF FM Landing Zone Conditions: VHF, VHF, VHF, VHF, Windspeed/Direction UHF, UHF, UHF, UHF Lighting/Availability FM FM FM VHF, VHF, VHF, Landing Zone Coordinates/ VHF, VHF, UHF, UHF, UHF UHF UHF Landmarks FM FM VHF, FM.

On-Scene ATC of VHF, UHF, Cellular Landing Zone UHF FM Phone VHF,UHF Alert Notification Cellular Phone VHF, UHF, Damage Assessment Video VHF, Mission Assignment UHF FM, Cellular Mission Requirements Phone FM.

Cellular Security/Ground Control Phone FM. FM.

Cellular VHF, FM ITTA Hospitals UHF Phone Hospital Resources FM Patient Status .......

-

.......

-

w w \0 FIGURE 4-2. SAMPLE COMMUNICATIONS MATRIX

-

11/13/% AC 00-59 a. Written Procedures. Every requesting resources and controlling various activities relating to the disaster jurisdiction and mission should have

--

written, established procedures in place scene. Because different types of for the smooth coordination, control, disasters often dictate different and performance of rescue operations. requirements, the procedures :;hould Protocols should be specific to avoid also be flexible to be responsive to the misinterpretation of authority for specific disaster at hand.

d. The triaee ar~a for b. Organized Protocols. It is treatment, stabilization, and pric,rity for advisable that protocols be organized by transport; disaster type, controlling agency, and the aircraft operators' mission e. The landing zone for special capabilities. Protocols and procedures transport instructions depending on the should focus on areas of information severity of injury; inherent in the communications net. In addition, regular exercise of the plan is f. The AO center to the just as important as plan development. receiving facility for patient condition updates, aircraft estimated time of 44. MEDICAL INFORMATION. arrival (ETA), bed availability, and en Many types of medical information are route care requirements; and critical to relief and rescue efforts including evaluation of injuries and g. The log book for problems or special equipment needs. Information deviations from established procedures about the following may need to be including causes or rationale behind deviations and results. Pictures and communicated: video may enhance the recall process a. The command post or during a post-incident analysis.

emergency operations center for alerting the medical community, i.e. 45. MISSION ASSIGNMENT. AO hospitals, helicopter and tiltrotor center mission assignment functions operators, physicians, Red Cross, and may be ground-side or airborne volunteer agencies; depending on the resources available.

Mission assignment duties are a b. The disaster scene, including the command and control function that may location(s) of victims; encompass damage assessment, resource requirements and requests, air traffic c. The medical control unit to control, and resource management. The request special equipment, to specify AO director will do the following: patient care, to transport requirements, and to relay changes a. Manage emergency in bed availability; operations and aircraft mission assignments; AC 00-59 l!.'13!98 b. Determine the aa:ency that b. Coordina.t~ with the FAA/ ATC on when and where to "hand will provide aircraft for use in AA TC; off' aircraft; c. Prioritize activities based on alert levels (i.e., determine airspace c. Provide "fixes" for landing requirements), advise the authorizing zones or staging areas or advising air agency on the nature and extent of operations of landmarks for ground reference in locating the site(s); damages, and call for ground and airborne support, etc.; d. Determine traffic flow and advise the command post and air d. Provide dama&e assessment and notify the IC/command post of operations of patterns in advance of resource requirements and available dispatch, if possible; staging areas close to the scene; e. Sequence aircraft for e. Advise the IC/command approach to landing zones or staging post, manage resources as relief areas; requirements shift geographically, adjust the response levels as the need f. Control departin1 aircraft to a disaster support area, a receiving diminishes; and facility, or a hand-off point to f. Maintain a lo& on problems FAA/ ATC for further guidance to or deviations from established intended destination; procedures including causes or g. Control the flow of rationale. Pictures and video can enhance recall during post-incident observation/surveillance aircraft or analysis. approved broadcast media aircraft within or around the disaster scene if 46. AIR TRAFFIC CONTROL. Air allowed under 14 CFR 91.137, traffic control will likely be conducted Temporary Flight Restrictions; using a local A TC facility, a temporary h. Provide dama1e assessment emergency ATC facility, an AA TC, or a to command post for further allocation combination of these facilities. All air or management of relief resources; and traffic issues should be coordinated with local FAA personnel during i. Maintain a lo& on problems development of the disaster response or deviations from established plan(s). Procedures should include the procedures including causes or rationale following: behind deviations and results - pictures and video may enhance the recall a. Determine the a&ency that process during debriefing.

will control air operations at the disaster scenes; AC 00-59 11/13/98 47. PREDETERMINED 48. TEMPORARY FLIGHT HJ!'.LICOPTER AND TILTROTOR RESTRICTIONS (TFR).

- ...... /

CALL SIGNS. Establish a procedure for detennining helicopter and tiltrotor a. Federal Aviation call signs that identify participating Administration/Air Traffic Control aircraft during a disaster activity and (FAA/ATC). Federal Aviation document it in the plan. This aids ATC Regulations 14 CFR Part 91.13 7 and, in personnel in separating the rescue Hawaii, 14 CFR Part 91.13 8 authorize aircraft from the gener&.1 flow of traffic. the FAA to set aside airspace over the ATC may be accomplished by the FAA scene of an accident, disaster, or some ATC facility closest to the scene, by other special event. This allows the FAA Air Route Traffic Control Center FAA to route the nonnal flow of traffic (ARTCC) personnel, or by an airborne away from the area. These regulations "air control" aircraft. provide for the immediate establishment of temporary restricted airspace to a. One method of desi2natin2 provide a safe operating environment call sia;ns could use the last three digits for disaster relief aircraft, among other of the aircraft's registration number, reasons. It will be important for the AO (e.g., N9465S), preceded by the center to detennine the need for and the identifier "Lifesaver" or "Rescue," extent of restricted airspace through resulting in the call sign, "Rescue 65 discussions with appropriate personnel.

Sierra." (Sierra is the phonetic code for The AO center will request that the the letter S. The phonetic alphabet is nearest FAA/A TC authority restrict the used in all aviation call signs.) airspace involved. In making the request, the AO center must provide the b. Another means of assi2nin2 FAA with the following infonnation: special call sia;ns is to combine the aircraft role with part of its registration (1) Identify the reason number and the number of persons the for declaring FAR 14 CFR 91.137 aircraft can rescue or transport. For (Temporary Flight Restrictions) or FAR example, if the aircraft registration 14 CFR 91.138, as appropriate, number is N9465S and it can carry no litters and two passengers, the call sign (2) Identify the location would be "Lifesaver 5-Sierra-0-2." by means of an azimuth and a distance c. Predesia;nation of Call (in nautical miles) from a ground-based Sia;ns. Whenever possible, helicopter navigational aid (accuracy is critical), and tiltrotor aircraft will be preassigned a call sign for use during relief/rescue (3) Duration of expected operations. The planning coordinator restriction - a time frame can be responsible for managing the aircraft estimated or the restriction can be active inventory should advise the operators of "until further notice," and the call signs when they are assigned and reconfinn them upon dispatch.

11/13/98 AC 00-59 d. Protection of People in (4} Altitudes affected these may be dictated by the nature of Fraeile Structures. Temporary flight restrictions (TFR's) are an effective tool the disaster, winds, spatial arrangement and heights of buildings, number of for protecting people from the risk of the further collapse of a fragile structure.

aircraft needed for rescue operations, etc., and who will be directing relief TFR' s should be sufficiently large to mitigate these hazards. However, activities.

airspace restrictions should not be so large that they interfere unnecessarily b. Further information on the types of restrictions and related with valid and safe air operations. The procedures is available in FAA AC No. variability and uncertainties of fragile structures do not lend themselves to a 91-63, Temporary Flight Restrictions, and in FAA Handbook 7930.2 "Notices rigorous measurement of risk thresholds. However, a TFR that to Airmen," (See Chapter 8, Flight Data Center NOT AM Procedures, sections 8 extends to 2000 feet above the ground and out to a radius of one nautical mile 1, band 8-3). Avoid requesting a larger TFR than what is necessary. Once a around the structure appears to provide TFR is requested, it may take 20 reasonable protection without being minutes to an hour or longer before it excessive. Due to the limited field becomes effective. experience on this issue, the FAA is soliciting reports of both problems and successes in efforts to protect fragile c. Fr:aeile Structures.

Consider the case of a building, a structures during rescue operations.

highway overpass, or other structure that Send such reports FAA, General has partially collapsed due to an Aviation and Vertical Flight Program earthquake, a terrorist bomb, or some Office, AND- 710, 800 Independence similar event. Such a structure is Ave. SW, Washington DC 20591 and "fragile" in that further collapse could reference this AC.

be caused by a relatively small outside force such as rotorwash or vibrations 49. DOCUMENTATION.

induced by aircraft noise. There may be Organization, education, and training victims, alive and dead, trapped within are the keys to efficient disaster this structure. Rescue workers may be response. The emergency response plan working to locate and extricate these will serve as a guide during times of victims. The FAA has received several emergency, as a training tool for new UNCONFIRMED reports that disaster relief personnel, and for helicopters may have caused the further exercises. The communications plan collapse of such a fragile structure. should be located in the overall disaster Aircraft noise can also frustrate the relief plan as a separate tabbed section.

efforts of rescue workers listening with The following list details highly sensitive sensors to locate communication plan elements: victims trapped under the rubble.

Planners and aircraft operators should be aware of these possibilities.

11/13/98 AC 00-59 a. Definitions and ac;-onyms i. Distribution (to for understanding disaster, aircraft,. participants) of the control maps that medical, and radio terminology and can be marked up to identify staging phraseology; areas, landing zones, or relief areas (see also Chapter 5).

b. Or&anizational flow chart, &eneral description of responsibilities for each component of the communications network; c. Step-by-step process in requestin& resources based on alert levels; d. Telephone and radio frequency lists of communications authorities by network component, participating helicopter and tiltrotor operators (including government flight operations), facsimile numbers, frequencies for UHF NHF, FM, AM, short-wave, citizen's band, cellular telephone numbers, etc.; e. Communications equipment requirements for emergency use based on relief/rescue role; f. Instructions on assi19in1 call si&ns for new volunteer aircraft operators; g. Sample briefin1 documegts or forms that can be easily completed and hand delivered or Faxed to authorities, dispatch centers and/or aircraft operators; h. Responsibilities and procedures for each participant in the disaster relief effort; responsibilities and procedures for each mission type for new participants; and

11/13/98 AC 00-59 CHAPTER 5. HELICOPTER AND TILTROTOR LANDING AREAS 50. INTRODUCTION. During a prerogative of any jurisdiction to impose additional or more stringent criteria on disaster relief effort, helicopter and tiltrotor operations will require the use heliport establishment over and above of landing areas close to the scene. At those contained in the AC. Further locations other than airports, these can information on heliports and vertiports may be obtained from the resources be one of several types of sites including: existing heliports or listed in Appendix C.

vertiports, predesignated emergency use-only landing areas, or on-demand c. Three.Fundamental temporary facilities to be used Reguirements. For safe operations at specifically for relief activities. This any helicopter or tiltrotor landing site, a chapter discusses the general criteria for pilot needs three things as listed below.

establishing landing areas to be used by Embellishments on these basic vertical flight aircraft. requirements are usually a function of the purpose of the facility, resources available to develop it, and how often it a. Landin& Site Selection.

Before heliports, vertiports, and will be used. In a disaster situation with emergency landing sites can be multiple helicopters and tiltrotors established, it is necessary to determine participating, it is highly desirable to specific site selection and/or approval have multiple approach and departure criteria for such landing zones. This paths into the landing zone and multiple makes it possible to recognize candidate parking areas. This provides an sites for designation as emergency-use increased safety margin, operational only landing zones and to standardize, flexibility, and reduction in operational to the extent possible, helicopter and delay.

tiltrotor emergency landing site facilities for maximum safety and utility.

(1) Adequate clear airspace for approach and departure b. Heliport and Vertiport (with at least one, and preferably two, Desiiin. FAA recommendations for departure paths), heliport design and construction are contained in AC 150/5390-2, Heliport (2) Adequate clear space Design. FAA recommendations for for expected ground maneuvers, and vertiport design and construction are contained in AC 150/5390-3, Vertiport (3) Adequate current Design. These design ACs were information about wind speed and developed by a Government/Industry direction (a wind sock is the ideal working group and are intended to source of such information).

represent the MINIMUM REQUIREMENTS for a safe and functional heliport. It is within the AC 00-59 11/13/98 may appear to turn the world upside 51. SAFETY PERSPECTIVE. In disaster relief efforts, aircraft are down, the Jaws of physics still apply.

sometimes sent on rescue missions that Thus, in the selection of helicopter and may involve life and death situations. tiltrotor landing sites, pilots should Under such circumstances, pilots have demand sites that provide at least the been known to assume unusual risks three basic design elements discussed in paragraph 50c.

willingly. Per.haps their thinking is that such risks are justified in the interest of saving lives. Unfortunately, however, 52. SELECTION CR:::TERIA. The such thinking may lead pilots to take FAA Heliport Design Advisory unnecessary and inappropriate risks. Circular, AC 150/5390-2, contains detailed criteda for heliport design. The a. Community Resources. FAA Vertiport Design Advisory Lives may well be at risk during disaster Circular, AC 150/5390-3, contains relief efforts. Community resources are detailed criteria for vertiport design.

often stretched to the breaking point and What follows is a limited discussion of beyond. This is a VERY BAD TIME the basic points that should be for an aviation accident. Such an considered when designing or accident can bring to a halt the relief designating helicopter and tiltrotor effort that the aircraft mission was landing sites, regardless of whether the supporting. It can also bring to a halt facility is permanent or temporary, other relief efforts as it siphons off extensive or simple.

resources to deal with the aircraft accident. Thus, instead of bringing a. Location. When selecting disaster relief assistance, an aircraft the location of an emergency-use accident may require significantly more landing zone, whether temporary or resources that the aircraft would have permanent, bear in mind the ultimate been able to deliver as an active part of purpose of the facility. Landing zones the relief effort. near the disaster site and the emergency room entrance at the receiving hospital b. Safety is Paramount. In are most desirable, but not at the everyday operations, a pilot requires a expense of safety, communications, and certain amount of clear airspace to operations. The landing area at the conduct approach and departure scene should be placed sufficiently far operations safely. In everyday away from activity centers that operations, a pilot requires a certain rotorwash will not blow dust or supplies amount of cleared space in order to around and noise will not interfere with conduct ground maneuvers safely. A communications.

pilot also requires current information about wind speed and direction in order to operate safely at any landing site.

Pilots do not need less clear airspace, less clear ground space, or less current wind information simply because a disaster has occurred. While a disaster AC 00·5~ 11/13/98 b. Appruach and Departure c. Minimum Recommended Paths. Like all .aircraft, helicopters and Size - FATO. The minimum tiltrotors require clear airspace for safe recommended size of the final approach operations during approaches and and takeoff areas (F ATO) is a function departures. In selecting landing sites, it of the largest aircraft expected to use the is critical to choose locations that facility (see ACIS0/5390-2). (Keep in provide at least the minimt1m airspace mind that the largest helicopter may be a recommended by the FAA. At landing military aircraft such as the UH-1 or the sites, one of the most common UH-60 Blackhawk.) At landing sites, helicopter accidents involves collisions the most common helicopter accidents with off-facility obstacles. Such involve collisions with obstacles. Such accidents might involve a collision with accidents might involve a main rotor a tower, trees, or a wire strike. These hitting a wire or pole, a tail rotor strike, accidents can destroy the aircraft and or catching a helicopter skid on some injure the occupants. Selection of sites very short object. All of these accidents with additional airspace is encouraged have the potential to destroy the aircraft.

because it provides an additional safety Choosing and designing landing sites margin. Obstacles (buildings, antennas, that exceed the minimum requirements wires, etc.) must not penetrate either the can increase the safety margin.

approach/departure surfaces or the transitional surfaces (see AClS0/5390-2 d. Minimum Recommended and ACIS0/5390-3). Aircraft operate Size - Safety Area. For safe operations, best when taking off or landing into the the size of the safety area around the wind. Thus, while one FATO (see AC150/5390-2) is a function approach/departure path may be of the largest helicopter expected to use acceptable at some locations, two or the facility (Consider both civil and more paths are recommended as a way military helicopters as appropriate.).

to provide greater safety and operational The safety area provides clearance flexibility during varying wind between the edge of the F ATO and conditions. Approach and departure buildings, trees, fences, telephone poles, paths should not pass over command wires, hillsides, or anything else that posts, treatment areas, or operationally could be struck by main or tail rotors.

congested ground areas where rotorwash Increasing the minimum tip clearance and/or noise may interfere with between helicopter rotors and objects communications and operations. that could be hit can increase the safety margin. This is particularly a concern for objects that are hard to see, such as wires, or things whose color allows them to blend into the background when visibility is poor. For nighttime operation at a temporary or unimproved landing site, a minimum tip clearance of 40 feet is recommended.

AC 00-59 11/13/98 e. Wiiid fodkator. At a g. ,Surface Composition.

Landing surfaces should be capable of landing zone, a means of informing the pilot of the wind velocity and direction supporting one and one-half times the heaviest helicopter's maximum takeoff is essential. The recommend means is a wind sock. (At facilities that are only weight and should be skid-resistant. All helicopter and tiltrotor landing areas used during disasters, acquire wind socks that can quickly be instailed on a shouid be free of dust, loose dirt, other temporary basis.). Placement is critical, forms of loose debris and objects, and particularly if the landing site is located gravel smaller than one and one half near a building. Locate the \\ind sock inches in diameter. (Rotorwash can pick up and throw small gravel at a so that it does not to interfere with flight operations while still giving a true significant speed.) Turf landing zones indication of wind speed and direction. are quite suitable, but vegetation should In areas with swirling or varying winds, be no higher than 12 to 18 inches in such as near buildings or in height. Wheeled helicopters are especially sensitive to soft landing mountainous areas, two or more carefully placed wind socks may be surfaces. For control of dust in dirt required to accomplish this. At landing areas, a helpful practice is to wet down sites, one of the more common the landing area using a hose before helicopter accidents involves inaccurate landing operations begin.

or unavailable information on wind direction and speed. Such accidents h. Obstructions and might involve a hard landing due to an Obstacles. Within the F ATO; lights, unexpected tail wind or a collision with tie-downs, etc. should be flush with the surface. Obstacles, such as signs, poles, an improperly located wind indicator.

The use of properly located wind socks light fixtures, or fire extinguishers is recommended because it provides an should be kept well clear of helicopter additional safety margin. For night and tiltrotor maneuvering areas. This is operations, a lighted wind sock should particularly relevant for those objects be used. Care should be taken that are difficult to see from the air, such to ensure that this lighting is installed in as power lines, telephone lines, guy a way that does not degrade a pilots' wires, and poles that blend into the night vision. background. Obstructions should be noted to pilots and, for night operations, f. Surface Slope (in deerees). should be lighted in a way that will not The landing surface should be flat (no interfere with the aircrew's night vision.

bumps or depressions) and level or as Ball markers can be an effective means near level as possible, but in no case for marking obstacles such as power should the slope exceed 10 degrees from lines and guy wires.

the horizontal. .

AC 00-59 11,13/98 i. Liehtina; Lighting systems should be situated close to triage areas are necessary to support night in order to facilitate and expedite patient operations, but usually, the installation transport. However, their location of permanent lighting systems is only should be chosen so that aircraft practical at permanent landing sites.

operations do not interfere with the Portable lighting systems are efforts of triage and medical teams, do commercially available and can be used noi further endanger the victims, and do at temporary facilities. Flares, vehicle not add to patient discomfort with noise, lights, and other light sources may be rotorwash, and flying debris.

acceptable field expedients if trained personnel deploy them under very I. Loeistical Support. Long carefully controlled circumstances. To term operations require support in the avoid the temporary destruction of the areas of fuel, maintenance, flight crew pilot's "night vision," special care must food, fluids, rest, etc. Planning must be taken in the placement and reflect these needs and provide a means orientation of lighting. of obtaining the necessary resources.

These logistical support requirements j. Security. For permanent are built into the Incident Command sites, fences and/or hedges can System.

effectively restrict inadvertent or unauthorized access to heliports and m. Another Reference. During helipads, but they must not present a the 1980's and 1990's, the FAA hazard to flight operations. It is published several dozen reports dealing absolutely essential to have specially with heliport/vertiport design and trained personnel responsible for planning. Many of these reports deal security at temporary landing zones. with research that sought to validate Confusion and excitement can create specific heliport design requirements. A dangerous situations for persons on the concise summary of these various ground as well as for aircraft using the efforts is contained in the FAA report facility. For on-the-scene landing areas, Safe Heliports Through Design and an effective barrier of vehicles or very Planning, A Summary of FAA Research secure rope can aid in keeping the flow and Development, F AAJRD-93/17.

of relief activity away from the Heliport and vertiport planners and operational area. designers should take advantage of this summary as a quick way to become k. Tria1e Areas (if familiar with the results of numerous appropriate). The primary concern in research projects.

establishing a temporary landing zone to support disaster relief efforts should be aeronautical safety and efficiency of operations. On the other hand, in disaster situations, high priority is always placed on saving lives and relieving suffering of the casualties.

Therefore, emergency landing zones AC 00-59 11/13/98 53. SURVEYS AND :::NVENTO-:lY. publi.;hed Flight Information Publications (FLIP) are excellent Once site selection criteria are established, it then becomes possible to sources of information on existing survey, inventory, and catalog all of the (acilities, and are readily available from existing and potential landing sites. The the FAA and the National Oceanic and first step is to locate Md identify all Atmospheric Administration (NOAA).

existing local aviation facilities that are capable of supporting aircraft b. Medical or First Aid operations. Specific attention should be Facilities. Another area of interest is paid to: the m~dical or first·aid facilities located nearby and the direction, distance, and a. Public-use Heliports, recommended routes to and from the Vertiports, and Airports, nearest hospitals and trauma centers.

Many air medical transport services b. Private-use Heliports, have already surveyed their regions and Vertiports, and Airports, and developed "predesignated landing zones." Such listings, where available, c. Hospital Heliports. can be very helpful. Provide this last information to all police and fire units, 54. SURVEY OF EXISTING as well as all ambulance services-in the AVIATION FACILITIES. In area.

responding to a specific disaster, there may be multiple locations available for c. Hotels and restaurants.

use as an aviation staging area. The Survey and document motels and choice of the "best" location can be restaurants adjacent to aircraft landing made on a quicker and more reliable sites. This information can be essential basis if the deciding official has rapid in supporting relief personnel for access to current information on the extended operations during a lengthy available facilities. (See also FAA relief effort.

AC00·7, State and Regional Disaster Airlift (SARDA) Planning, for d. Constraints Posed by additional guidance on this issue.)

Annual Events. Facility XYZ may be ideal as an aviation staging area for a. Location and Services. almost any disaster in a particular With regard to existing facilities, it is county. However, consider that this important to note not only their location, may be the location of a high-priority but the services, supplies, and other annual event (state fair, Kentucky aviation amenities they may have to Derby, Indianapolis 500, etc.) that is offer. Of particular interest is the likely to take place even in the face of a availability of aviation fuel. Regularly disaster. Such events and their time schedules should be documented so that disaster relief planners can consider choosing the second·best staging area during the time of this annual event.

AC 00-59 11/13/98 55. SPECIAL ARRANGEMENTS WITH HELIPORT OWNERS AND 57. PREDESIGNATION OF OPERATORS. If private-use heliports EMERGENCY-USE-ONLY are to be incorporated into the disaster LANDING SITES. It is advisable to response plan, it will probably be pre··designate as many emergency-use necessary to make special arrangements only landing zones as possible in parks, with the owners or operators. Usually, ball fields, parking lots, vacant lots, etc.

there are significantly more private-use This will augment the network of heliports than public-use heliports in established landing facilities and expand any given area. Thus, the use of such the coverage of a potential vertical flight special arrangements may yield a response. The same set of site selection broader-based heliport system that can criteria should be applied to the choice better meet the needs of the community and designation of these sites as suitable in the event of a disaster. This may also emergency landing fields and helicopter prove useful during lesser emergencies. and tiltrotor staging areas. For area hospitals with small (or no) helipads on 56. DEVELOPMENT OF PUBLIC the premises, sites to handle overflow USE HELIPORTS AND aircraft operations should also be VERTIPORTS. In many parts of the identified and designated as auxiliary country, the number or distribution of landing zones. These may include sites landing sites in the area is inadequate to that can be temporarily blocked off in meet the requirements of the planned nearby fields, parking lots, and roads.

disaster response. Where this is the case, make a concerted effort to develop 58. DOCUMENTATION OF public-use heliports and vertiports to LANDING SITES. As the existing and assure that they are established where potential landing zones in the they are needed. Not only would such a jurisdiction are being identified, it is program enhance the community's then necessary to document them.

ability to respond to disasters, but it Collect the pertinent data and would also provide business and consolidate them in a directory to be transportation benefits to the public used by helicopter and tiltrotor pilots.

under normal, everyday conditions. Include photographs and/or drawings of Under the auspices of the FAA' s the rooftops of all high-rise buildings in National Plan of Integrated Airport the area that are beyond the reach of Systems (NPIAS), the FAA's Airport ground-based fire fighting and rescue Improvement Program (AIP) can apparatus. Local helicopter pilot provide grants of up to 90 percent for organizations or operators will usually planning and construction of public-use be happy to assist in putting this heliports, vertiports, and airports. For information into a standardized form.

assistance in developing public-use Prepare a directory of maps and charts, heliports and vertiports, contact the drawings and/or aerial photos of landing FAA Regional Heliport Coordinator zone locations and layouts and send (see Section 2 of Appendix A), the state copies to all concerned. Revise and aviation department, and the local ( city distribute this document as often as or county) planning department.

AC 00-59 11/13,'18 necessary to keep pace with new construction and other geographical _, changes. Consider the use of a computerized database for greater efficiency in using and updating these data.

59. RESERVED.

AC 00-59 11113/98 CHAPTER 6. PLAN ACTIVATION, TRAINING/EXERCISES, AND POST-INCIDENT ANALYSIS 60. INTRODUCTION. Once the plan a. Notification of Helicopter has been developed, it is critical that it &nd Tiltrotor Support Requirements be tested several times before being by a Desienated Activation Authority, implemented. Problems need to be identified and corrected with each b. Activation of the Air exercise or actual event. Test all Operations (AO} Branch, disaster response plans on a regular basis. c. Activation of the Loe or Record Book, 61. ACTIVATION CHECKLIST.

Follow an activation checklist for both d. Determination of Alert exercises and actual events. The Level by Type of Response Required, common elements to plan activation are the following: e. Inclusion Into the Emereency Operations Network, and f. Notification of Alert Level to Responders.

Verification Air O erations Incident Commander Requirement Activation Checklist Table Top FIGURE 6-L PLAN ACTIVATION AC 00-59 11/13/98 skills and abilities, as well as those of 62. THE NEED FOR TRAINING/EXERCISES. Disaster the aircraft pilots and operators. The responders are therefore better able to preparedness officials have long recognized the value of good training react effectively to unforeseen complications. The observation and and regular exercises. When a sophisticated piece of equipment such as analysis of their response to simulated situations will indicate where corrective a helicopter is involved, include it in the testing of the emergency response actions are needed. At the same time, system. Experience is the best teacher. these exercises instill confidence on the Most of the principles of disaster part of others in the community who planning are based on the sometimes learn that they can rely on aircraft for painful lessons learned under actual support in their time of need.

catastrophic conditions. Like combat for soldiers, disaster situations test not 64. REALISTIC EXERCISE only courage, stamina, and SCENARIOS. The first step in setting resourcefulness, but also the applied up a good training exercise is to develop knowledge and acquired skills of the a plausible and useful disaster scenario disaster response personnel. Obviously, that tests the effectiveness of the local waiting for disasters to happen in order plan or a specific portion of it. The disaster situation should simulate to test their response effectiveness is just as unacceptable as waiting until wartime realistic disaster occurrences such as hurricanes in South Florida or severe to evaluate military capability.

blizzards in North Dakota. For example, when you practice for a 63. THE VALOE OF TRAINING/EXERCISES. The blizzard, conduct your exercise during military has also recognized the value of the winter while there is snow on the exercises for training troops and ground. Practicing for blizzards in July determining the level of their does not contribute to learning about effectiveness and readiness. Exercises winter operations and their unique provide the opportunity to learn how to characteristics. Aircraft-based exercises best employ helicopter and tiltrotor are invaluable in the experience they assets in realistic and controlled settings lend to disaster workers.

that are relatively free of risk. When working with aircraft, repetitive 65. EXERCISE SCHEDULES AND exercises first teach and then ingrain OBJECTIVES. Regardless of the specific responses to specific situations scenario, it is important to publicize the by non-aviation people. As a result, schedule and objectives of the exercise they become confident of their own well in advance so that helicopter and skills and abilities, as well as those of tiltrotor operators and others can be the aircraft pilots and operators. The prepared to accurately evaluate their responders are therefore better able to performance. Unexpected or surprise react effectively to unforeseen exercises may have some value in complications. The observation and AC 00-59 11/13/98 testing response times, but generally they only test the effectiveness of the they are to be avoided if the overall model, not the "real thing." Table-top objective is training or detennining exercises have the distinct advantage, however, of being the least expensive readiness. National Fire Protection Association (NFP A) Standard 424; FAR and least time-consuming of all the 14 CFR Part 139, Certification and exercise fonnats. As an example, Operations: Land Airports Serving consider a county-level exercise Certain Air Carriers, particularly attended by the county's chief executive paragraph 139.325 concerning the officer, the heads of the county's Airport Emergency Plan; and FAA AC operational organizations, representatives from key disaster 00- 7, State and Regional Disaster Airlift Planning, can serve as a guide for organizations, the chief financial officer, incorporating helicopter and tiltrotor and the county's legal counsel. With an operations into airport and community experienced emergency management disaster exercises. It is essential to officer as moderator, this group can focus solely on policy issues and discuss continually maintain logs of all exercise events in order to document fully the the legal, financial, political, and strengths and weaknesses experienced. practical implications of various disaster Once operational proficiency is relief choices. In a few hours, the group demonstrated, then the participants can can learn how good policy choices can be included in the plan. avoid expensive and embarrassing problems during disaster relief efforts.

66. THREE TYPES OF EXERCISES. Conduct exercises b. Modified Full-Scale involving the use of aircraft as often as Exercises. Very realistic exercises, that possible at one of three levels. There are nevertheless modified in order to are advantages and disadvantages to save money and reduce risk to the each type of exercise and the final participants, can effectively test the decision regarding which type to hold readiness and efficiency level of specific and how often to hold them should be phases of the local disaster response.

left to the community planners. One variation of this type of exercise alerts all helicopter and tiltrotor a. Table-Top Exercises. This operators (according to the alert level of type of exercise tests the · the scenario) and brings them to full communications network necessary for readiness but does not actually execute effective use of helicopters and tiltrotors the full response capability of the plan, in disaster response. They can identify or only does so partially. Once realistic deficiencies in response capabilities, but response times are known, other modified exercises can be held to test other parts of a given disaster scenario.

AC 00-59 11/13/98 c. Full-Scale Exercises. 68. POST-INCIDENT ANALYSIS.

Realism is the key to success in this One of the most important functions type of exercise, but providing it can be dealing with emergency preparedness is

-

expensive and time consuming. While the post-incident analysis. The ability to there is always a certain amount of real identify, analyze, and correct any risk associated with a full-scale response problems or deficiencies is critical to the to a simulated ~ituation, these exercises successful integration of helicopters and have the potential to provide the best tiltrotors into the planning process.

possible training. This type of exercise is also an excellent way to expose a. Post-Incident Debriefina. It is recommended that debriefings of weaknesses and deficiencies that cannot be anticipated in any other format. disaster workers occur as they come off There are two basic types of full-scale shift or at the conclusion of the relief exercises: effort. The agencies that participated in the plan should be required to fill out an (1) SinKle point exercise. evaluation form or, at the very least, This type of exercise tests the ability of speak to a debriefer. Perhaps as a many organizations and people to work precursor to any stress debriefings that together in a small area ( example: single may occur, the disaster workers could city or county exercise in response to a be debriefed on their participation in the mass casualty incident such as a high plan. The participants should be rise fire or a train crash). requested to contribute to the documentation of what happened during (2) Wide-spread the incident and to supplement the exercise. This type of exercise tests the record and log book information.

command and control structure ( example: multi-county exercise in b. Post-Incident Analysis response to an earthquake or flood). Checklist. Briefly, planners should: 67. TRAINING PROGRAMS. Both ( 1) Debrief personnel, ground and flight personnel require regular training on tasks they might be (2) Review log books required to perform during emergency and other documentation, operations. Military, government, and corporate flight organizations normally (3) Identify the aspects maintain a formal training program for of the effort that functioned well, their flight personnel. Local emergency planners should contact these (4) Commend people for organizations and request that tasks their efforts, applicable to the local emergency plan be incorporated into these training ( 5) Identify deficiencies, programs.

and ( 6) Implement corrective action(s).

AC 00-59 11/13/98 APPENDIX A. RESOURCE INVENTORY SOURCES Section 1. FAA Flii:ht Standards District Offices (FSDO's) and Field Offices (FSFO's) Please be aware that phone numbers and addresses change over time. Should this occur with the office of interest, contact your telephone directory assistance or call one of the other FSDO offices and ask for the new phone number or address needed.

Alabama California Birmingham FSDO Fresno FSDO Liberty Park, Bldg., 1500 4955 E. Anderson Avenue 1500 Urban Center Drive Suite 110 Birmingham AL 35242 Fresno CA 93727-1573 205-731-1640 209-487-5306 Alaska Long Beach FSDO Anchorage FSDO Long Beach Airport 4510 International Airport Road 5001 Airport Plaz.a Dr., Suite 100 Suite 302 Long Beach CA 90815 Anchorage AL 99502 562-420-1755 907-271-2000 El Segundo FSDO Fairbanks FSDO 2250 E. Imperial, Suite 140 6450 Airport Way El Segundo CA 90245 Fairbanks AL 99709 310-215-2150 907-474-0276 Oakland FSDO JuneauFSDO 8517 Earhart Rd., Suite 100 1873 Shell Simmons Drive Hangar 5, Oakland Airport Juneau AL 99801 Mail: P.O. Box 2397 Airport Station 907-586-7532 Oakland CA 94621 510-273-7155 Arizona Scottsdale FSDO Riverside FSDO Scottsdale Municipal Airport Riverside Municipal Airport 15041 N. Airport Drive 6961 Flight Road Scottsdale AZ 85260 Riverside CA 92504 602-640-2561 909-276-6701 Arkansas Sacramento FSDO Little Rock FSDO Sacramento Executive Airport 1701 Bond Street 6650 Belleau Wood Lane Little Rock AK 72202-5733 Sacramento CA 95822 501-918-4400 916-422-0272 AC 00-59 11/13/98 California (continued) Miami Springs FSDO 5600 N.\V. 36th Street San Diego FSDO 8525 Gibbs Drive, # 120 Suite 466, P.O. 661566 Miami Springs FL 33266 San Diego CA 92123 619-557-5281 305-526-2761 San Jose FSDO Orlando FSDO San Jose Airport/Jet Center 5950 Hazeltine National Drive Suite 500 1250 Aviation Ave., Suite 295 San Jose CA 95110-1130 Orlando FL 32822-5023 408-291-7681 407-816-0000 Van Nuys FSDO TampaFSDO Skylane Building 5601 Mariner Street 16501 Sherman Way, Suite 330 Balboni Blvd., Suite 310 Van Nuys CA 91406 Tampa FL 33609 818-904-6291 813-639-1540 Colorado Georgia DenverFSDO Atlanta FSDO 26805 E. 68th A venue 1701 Columbia Avenue Suite 200 College Park GA 30337-2747 Denver CO 80249-6361 404-305-7200 303-342-1100 Hawaii Connecticut OahuFSDO Windsor Locks FSDO 135 Nakolo Place, Rm: 215 Building 85-214 Island of Oahu Bradley Int'l Airport Oahu HI 96819 Windsor Locks CN 06096 808-83 7-8300 860-654-1000 Idaho Florida Bosie FSDO Fort Lauderdale FSDO 3295 Elder Street 1050 Lee Wagener Airport Plaza, Suite-350 Suite 201 Bosie Idaho 83705-4712 Fort Lauderdale FL 33 315 208-334-9261 954-356-7526 Illinios MiamiFSDO Chicago FSDO 5600 N.W. 36th Street DuPage Airport Suite 334 31 W775 North Avenue Miami FL 33159 West Chicago IL 60185 305-526-2572 630-443-3100 so 11/13/98 Louisiana Illinios ( contir..ued) Schiller Park FSDO Baton Rouge FSDO 9950 West Lawrence Ave, Suite 400 Local Coordinator, Ryan Field 9191 Plank Road Schiller Park IL 60176 847-671-0078 Baton Rouge LA 70811 504-358-6800 Springfield FSDO Capital Airport Maine 3 North Airport Drive Portland FSDO Springfield IL 62707-8417 Portland Int'l Jetport 217-744-1910 2 Al McKay Avenue Portland ME 207-780-3263 Indiana Indianapolis FSDO Mazy land Indianapolis Int'l Airport 8303 W. Southern A venue Glen Burnie FSDO Indianapolis IN 46241 890 Airport Park Road, Suite 101 317-487-2400 Cromwell Business Park Glen Burnie MD 21061-2559 410-787-0040 South Bend FSDO 1843 Commerce Drive South Bend IN 46628 Massachusetts 219-236-8480 Bedford FSDO Civil Air Terminal Bldg Iowa Second Floor, Hanscom Field Des Moines FSDO Bedford MA 01730 3021 Army Post Road 781-274-7130 Des Moines IA 50321 515-285-9895 East Boston FSDO Logan Int'l Airport Kansas 1 Harborside Drive Wichita FSDO East Boston MA 02128 Mid Continent Arpt. FAA Bldg. 617-561-5789 1801 Airport Road, Rm 103 Wichita KS 67209 Michigan 316-941-1200 Belleville FSDO Willow Run Airport-East Side Kentucl<;y 8800 Beck Road Louisville FSDO Belleville MI 48111 Watterson Towers, 11th Floor 734-487- 7222 1930 Bishop Lane Louisville KY 40218 502-582-5941 AC 00-59 11/13/98 Grand Rapids FSDO 402-437-5485 Kent County Int' l Airport FSDO Bldg, 5500 44th St., S.E. Nevada Mail: FAA FSDO, P.O. Box 888879 Las Vegas FSDO Grand Rapids MI 49588-8879 6020 S. Spencer Ave., Suite A-7 616-954-6657 Las Vegas NV 89119 702-388-6482 Minnesota Minneapolis FSDO RenoFSDO Minneapolis-St. Paul Int'l Airport 4900 Energy Way 6020 28th Ave., South, Rm: 201 Reno NV 89502 Minneapolis MO 55450 702-858-7700 612-713-4211 New Jersey Mississippi Teterboro FSDO Jackson FSDO Teterboro Airport 120 North Hangar Dr., Suite C 150 Fred Wehran Drive, Room 1 Jackson Municipal Airport Teterboro NJ 07608 Jackson Miss 39208 201-393-6700 601-965-4633 New Mexico Missouri Albuquerque FSDO Kansas City FSDO 1601 Randolph Rd., Suite 200N 10015 N. Executive Hills Blvd. Albuquerque NM 87106 Kansas City MO 64153 505-764-1200 816-891-2100 New York Saint Louis FSDO AlbanyFSDO FAA Building 7 Airport Park Blvd.

10801 Pear Tree Lane, Suite 200 Albany NY 12110 Saint Ann MO 63074 518-785-5660 314-429-1006 Farmingdale FSDO Montana Administration Building, Suite 235, HelenaFSDO 7150 Republic Airport 2725 Skyway Drive, Suite 1 Farmingdale NY 11735-1583 Helena Regional Airport 516-755-1300 Helena Montana 596012 406-449-5270 Garden City FSDO 990 Stewart Avenue, Suite 630 Nebraska Garden City NY 11530-4858 Lincoln FSDO 516-228-8033 Lincoln Municipal Airport General Aviation Building Lincoln NE 68524 AC 00-59 11/13/98 New York (Contini.ed) Oklahoma Oklahoma City FSDO Rochester FSDO 1 Airport Way, Suite 110 The Parkway Bldg

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1300 S. Meridian, Suite 601 Rochester NY 14624 716-955-4100 Oklahoma City OK 73108 405-951-4200 North Carolina Charlotte FSDO Oregon 4 700 Yorkmont Road, Room 203 Hillsboro FSDO Charlotte NC 28208 Portland-Hillsboro Airport 1800 N.E., 25th Ave., Suite 15 704-344-6488 Hillsboro Oregon 97124 Winston-Salem FSDO 503-681-5500 8025 North Point Blvd.

Suite 250 Pennsylvania Winston Salem NC 27106 Allentown FSDO 910-631-5147 961 Marcon Blvd, Suite 111 Allentown PA 18103 North Dakota 610-264-2888 Fargo FSDO Hector Airport Harrisburg FSDO 1801 N. 23rd Ave., Rm: 216 Capital City Airport, Room 101 400 Airport Drive Fargo ND 58102 701 232-8949 Harrisburg PA 17070-2489 717-774-8271 Ohio Cincinnati FSDO Philadelphia FSDO Lunken Airport Exec., Bldg., International Plaza #2 4240 Airport Road Suite 110 Cincinnati OH 45226 Philadelphia PA 19113 513-533-8110 610-595-1500 Cleveland FSDO Pittsburgh FSDO Cleveland Hopkins Int'l Airport Graham Building, Suite 300 Federal Facilities Bldg., Suite 131 3000 Lebanon Church Road Cleveland OH 44135 West Miffm PA 15122-2630 216-265-1345 412-466-5357 Columbus FSDO Puerto Rico Port Columbus Int'l Airport San Juan FSDO 3939 Int'l Gateway, 2nd Floor Plaza Los Americas, Roosevelt Ave, Columbus OH 43219 Los Torre de Plaza 614-237-1039 Suite 901, Hato Rey San Juan Puerto Rico 00918 787-764-2538 AC 00-59 11/13/98 Hc-:.ist::m PSDO South Carolina Columbia FSDO Local Coordinator Foreign Trade Zone 13100 Spar.e Center Blvd.

103 Trade Zone Drive, Suite 30-C Suite 5400 Columbia SC 29170 Houston TX 77059-3398 803-765-5931 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 79401-9712 605-393-1359 806- 7 40-3 800 Tennessee San Antonio FSDO Memphis FSDO 10100 Reunion Place 3385 Airways Boulevard Suite 200 Suite 115 San Antonio TX 78216-4118 Memphis TN 38116 210-308-3300 901-544-3820 Utah Nashville FSDO Salt Lake FSDO 116 North 2400 West 2 International Plaza Drive Suite 700 Salt Lake City UT 84116 Nashville TN 37217 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 Washimrton 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 20041-0325 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 425-227-2813 AC 00-59 l l/13/9~ Washington State (continued) Wisconsin Spokane FSDO Milwaukee FSDO 613 3 East Rutter A venue 4915 South Howell A venue Spokane WA 99212 Milwaukee WI 53207 509-353-2434 414-747-5531 West Virginia Wyoming Charleston FSDO Casper FSFO Yeager Airport 951 Werner Court, Suite 320 301 Eagle Mountain Rd, Rm: 144 Casper WY ~2601 Charleston WV 25311 307-261-5425 304-347-5199

11/13/98 AC 00-59 Section 2. FAA Ree;ional Heliport Development Coordinators The FAA has designated Regional Heliport Development Coordinators to assist in carrying out mission responsibilities in the area of heliport planning and development.

These coordinators are listed below.

FAA New England Region FAA Northwest Mountain Region Heliport Coordinator (ANM-610) Heliport Coordinator (ANE-610) 12 New England Executive Park 1601 Lynd Avenue, SW Burlington MA 01803 Renton WA 98055-4056 617-238-7610, 238-7600 206-227-2608, 227-2600 FAA Eastern Region FAA Central Region Heliport Coordinator (ACE-610) Heliport Coordinator (AEA-610) Fitzgerald Federal Building 601 East 12th Street, Federal Building John F. Kennedy International Airport Kansas City MO 64106 Jamaica NY 11430 816-426-4783, 426-4698 718-553-3336,553-3331 FAA Southern Region FAA Western Pacific Region Heliport Coordinator (A WP-610) Heliport Coordinator (AS0-620) PO Box 20636 PO Box 92007, World Postal Center Atlanta GA 30320 Los Angeles CA 90009 404-305-6722 310-725-3618 FAA Great Lakes Region FAA Alaskan Region Heliport Coordinator (AGL-610) Heliport Coordinator (AAL-610) 2300 East Devon Avenue 222 West 7th Avenue, Box 14 Des Plaines IL 60018 Anchorage AL 99513 847-294-7538 907-271-5459 FAA Southwest Region Heliport Coordinator (ASW-620) Fort Worth TX 76193-0620 817-222-5650

AC 00-59 i l/i3N8 Section 3. Additional FAA Sources of Information Federal Aviation Administration 800 Independence Avenue SW Washington DC 20591 Emergency Operations Staff (ADA-20) General Aviation and Vertical Flight 202-267-3523 Program Office (AND-710) 202-493-4685 Flight Standards Service National Flight Data Center (ATA-110) Technical Programs Division (AFS-400) 202-267-9310 202-267-8452 General Aviation and Commercial Division (AFS-800) 202-267-8212 Office of Airport Planning and Office of Airport Safety and Standards, Programming, National Planning Design and Operations Criteria Division (APP-400) Division (AAS- I 00) 202-267-3451 202-267-7669

11/13/98 AC 00-59 Section 4. Federal Emer1ency Mana1ement A1ency FEMA HEADQUARTERS National Emergency Coordination Center (24-hour) 202-898-6100 (can locate FEMA personnel during off-duty hours) HQ Operations Division (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 Region IV (Atlanta) Region I (Boston) (States: CT, ME, MA, NH, RI, VT) (AL, FL, GA, KY, MS, NC, SC, 1N) Regional Director Regional Director J.W. McCormack Post Office 1371 Peachtree Street, N.E., Suite 700 Atlanta GA 30309-3109 and Court House, Room 442 Boston Massachusetts 02109-4595 Phone: 404-853-4200 Phone: 617-223-9540 FSN: 554-4200 FSN: 551-9540 FAX: 404-853-4230 FAX: 617-223-9519 Region V (Chicago) Region II (New York) (States: IL, IN, MI, MN, OH, WS) (States: NJ, NY, PR, VI) Regional Director Regional Director 175 W. Jackson Blvd. (4th Floor) 26 Federal Plaza, Room 1337 Chicago IL 60604-2698 New York NY 10278-0002 Phone: 312-408-5501 Phone: 212-225-7208 FSN: 555-5501 FSN: 532-7208 FAX: 312-408-5234 FAX: 212-225-7245 Region VI (Denton) Region III (Philadelphia) (States: AR, LA, NM, OK, TX) (States: DE, DC, MD, PA, VA, WV) Regional Director Regional Director Federal Regional Center Liberty Square Bldg. (2nd Floor) 800 N. Loop 288, Room 106 105 So. Seventh St.

Denton TX 76201-3698 Philadelphia PA 19106-3316 Phone: 817-898-5104 Phone: 215-931-5608 FSN: 536-5104 FSN: 553-5500 FAX: 817-898-5325 FAX: 215-931-5513 AC o0-59 11/13/98 Rgion VII (Kansas City) (States: IA, KS; MO, NB) ----- Regional Director Old Federal Office Bldg.

911 Walnut St., Room 200 Kansas City MO 64106-2085 Phone: 816-283- 7061 FSN: 537-7061 FAX: 816-283-7504 Region VIII (Denver) (States: CO, MT, ND, SD, UT, WY) Regional Director Denver Federal Center Bldg. 710, Box 25267 Denver CO 80225-0267 Phone: 303-235-4812 FSN: 538-4312 FAX: 303-235-4976 Region IX (San Francisco) (States: Amer. Samoa, AZ, CA, Guam, HI, NV, Commonwealth of No. Mariana Islands, Federated States of Micronesia, Republic of Marshall Islands, Republic of Palau) Regional Director Bldg. 105, Presidio of San Francisco San Francisco CA 94129 Phone: 415-923-7100 FSN: 539-7100 FAX: 415-923-7112 Region X (Seattle) (States: AK, ID, OR, WA) Regional Director Federal Regional Center 130 228th St. SW Bothell WA 98021-9796 Phone: 206-487-4604 FSN: 530-4604 FAX: 206-487-4622

AC 00-59 11/13/98 Section 5. State Emergency Management Directors Alabama Emergency Management Connecticut Office of Emergency Agency Management 5898 County Road 41 Department of Public Safety P.O. Drawer 2160 360 Broad Street Clanton, Alabama 35045-5160 Hartford, Connecticut 06105 (205) 280-2201 (203) 566-4343 FAX: 247-0664 FAX: 280-2410 Alaska Division of Emergency Services Delaware Emergency Management P.O. Box 5750 Agency Fort Richardson, Alaska 99505-5750 P.O. Box 527 (907) 428-7039 Delaware City, Delaware 19706 FAX: 428-7009 (302) 834-4531 FAX: 326-6045 Arizona Division of Emergency Services 5636 East McDowell Road D.C. Office of Emergency Preparedness Phoenix, Arizona 85008 2000 14th Street, NW, 8th Floor (602) 231-6245 Washington, D.C. 20009 FAX: 231-6356 (202) 727-6161 FAX: 673-2290 Arkansas Office of Emergency Services P.O. Box 758 Florida Division of Emergency Conway, Arkansas 72033 Management (501) 329-5601 2740 Centerview Drive FAX: 327-8047 Tallahassee, Florida 32399-2100 (904) 413-9969 California Office of Emergency Services FAX: 488-1016 2800 Meadowview Road Sacramento, California 95832 Georgia Emergency Management (916) 262-1816 Agency FAX: 262-1677 P.O. Box 18055 Atlanta, Georgia 30316-0055 Colorado Office of Emergency ( 404) 624-7000 Management FAX: 635-7205 Division of Local Government Department of Local Affairs Hawaii State Civil Defense 15075 South Golden Road 3949 Diamond Head Road Golden, Colorado 80401-3979 Honolulu, Hawaii 96816-4495 (303) 273-1622 (808) 734-2161 FAX: 273-1795 FAX: 733-4287 AC 00-59 11/13/98 Idaho Bureau of Disaster Services Louisiana Office of Emergency 4040 Guard Street, Bldg. 600 Preparedness P.O. Box 44217 Boise, Idaho 83 705-5004 (208) 334-3460 Baton Rouge, Louisiana 70804 (504) 342-1583 FAX: 334-2322 FAX: 342-5471 Illinois Emergency Management Agency 110 East Adams Street Maine Emergency Management Agency State Office Building, Station 72 Springfield, Illinois 62701 (217) 782-2700 Augusta, Maine 04333 FAX: 785-6043 (207) 287-4080 FAX: 287-4079 Indiana Emergency Management Agency and Department of Fire Maryland Emergency Management and Building Services Agency 2 Sudbrook Lane, East 302 West Washington Street Room E-208 Pikesville, Maryland 21208 Indianapolis, Indiana 46204-2760 (410) 486-4422 (317) 232-3980 FAX: 486-1867 FAX: 232-3895 Massachusetts Emergency Management Iowa Division of Emergency Agency Management 400 Worcester Road Department of Public Defense P.O. Box 1496 Des Moines, Iowa 50319 Framingham, Massachusetts O 1701 (515) 281-3231 0317 FAX: 281-7539 (508) 820-2010 FAX: 727-4764 Kansas Division of Emergency Preparedness Michigan Division of Emergency 2800 S.W. Topeka Boulevard Management Topeka, Kansas 66611-1287 300 South Washington Square (913) 274-1401 Suite 300 FAX: 274-1426 Lansing, Michigan 48913 (517) 334-5103 Kentucky Disaster & Emergency FAX: 333-4987 Services EOC Building Minnesota Division of Emergency Boone National Guard Center Management Frankfort, Kentucky 40601-6168 Department of Public Safety (502) 564-8682 B-5, State Capitol FAX: 564-8614 75 Constitution Avenue St. Paul, Minnesota 55155-1001 (612) 296-0450 FAX: 296-0459 AC 00-59 11/13/98 New Hampshire Governor's Office Mississippi Emergency Management Agency of Emergency Management P.O. Box 4501 State Office Park South Fondren Station 107 Pleasant Street Jackson, Mississippi 39296-4501 Concord, New Hampshire 03301 (601) 352-9100 (603) 271-2231 FAX: 352-8314 FAX: 225- 7341 Missouri Emergency Management New Jersey Office of Emergency Agency Management P.O. Box 116 P.O. Box 7068, Old River Road 2302 Militia Drive West Trenton, New Jersey 08628-0068 Jefferson City, 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 Emergency Services Department of Public Safety 1100 North Main P.O. Box 1628 P.O. Box 4789 Santa Fe, New Mexico 87504-1628 Helena, Montana 59604-4789 (505) 827-9222 ( 406) 444-6911 FAX: 827-3456 FAX: 444-6965 New York State Emergency Nebraska State Civil Defense Agency Management Office National Guard Center 22 Security Building, State Campus 1300 Military Road Albany, New York 12226-5000 Lincoln, Nebraska 68508-1090 (518) 457-9996 (402) 471-7410 FAX: 457-9995 FAX: 471-7433 North Carolina Division of Emergency Nevada Division of Emergency Management Management 116 West Jones Street Capitol Complex Raleigh, North Carolina 27603 2525 South Carson Street (919) 733-3718 Carson City, 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 AC 00-59 l i/13/98 South Dakota Division of Emergency Ohio Emergency Management Agency 2825 W. Dublin Granville Road Management Columbus, Ohio 43235-2206 500 East Capitol (614) 889-7150 Pierre, South Dakota 57501-5070 FAX: 889-7183 (605) 773-3233 FAX: 773-3580 Oklahoma Department of Civil Tennessee Emergency Management Emergency Management P.O. Box 53365 Agency Oklahoma City, Oklahoma 73152 3041 Sidco Drive (405) 521-2481 P.O. Box 41502 FAX: 521-4053 Nashville, Tennessee 37204-1502 (615) 741-6528 Oregon Division of Emergency FAX: 242-9635 Management 595 Cottage Street, NE Texas Division of Emergency Salem, Oregon 97310 Management (503) 378-2911 ext 225 Department of Public Safety FAX: 588-1378 P.O. Box 4087, North Austin Austin, Texas 78733-0001 Pennsylvania Emergency Management (512) 465-2443 Agency FAX: 424-2444 P.O. Box 3321 Harrisburg, Pennsylvania 17105-3321 Utah Division of Comprehensive (717) 783-8016 Emergency Management FAX: 651-7800 State Office Building, Room 1110 Salt Lake City, Utah 84114 Rhode Island Emergency Management (801) 538-3400 Agency FAX: 538-3770 State House, Room 27 Providence, Rhode Island 02903-1197 Vermont Division of Emergency (401) 421-7333 Management FAX944-1891 Waterbury State Complex 103 South Main Street South Carolina Emergency Preparedness Waterbury, Vermont 05671-2101 Division (802) 244-8721 Office of the Adjutant General FAX: 244-8655 1429 Senate Street Columbia, South Carolina 29201 Puerto Rico Civil Defense Agency (803) 734-8020 Office of the Governor FAX: 734-8062 P.O. Box 5127 San Juan, Puerto Rico 00906 (809) 724-0124 FAX: 725-4244 AC 00·59 11/13/98 Virgin Isiands Office of Civil Defense American Samoa Territorial Emergency Management Coordination and Emergency Services 102 Estate Atmon Department of Public Safety

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St. Croix, Virgin Islands 00820 P.O. Box 1086 (809) 773-2244 Pago Pago, American Samoa 96799 FAX: 774-1491 (011)(684) 633-2331 FAX: (684)633-2300 Virginia Department of Emergency Services Guam Division of Civil Defense 310 Turner Road Emergency Services Office Richmond, Virginia 23225-6491 P.O. Box 2877 (804) 674-2497 Agana, Guam 96910 (011)(671) 477-9841 FAX: 674-2490 FAX: (671)477-3727 State of Washington Military Department Civil Defense Coordinator Emergency Management Division Mariana Islands 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 Defense Coordinator Services Republic of the Marshall Islands Main Capitol Building, Room EB-80 P.O. Box 15 Charleston, West Virginia 25305-0360 Majuro, Republic of the Marshall Islands (304) 558-5380 96960 FAX: 344-4538 (011)(692) 730-3232 FAX: (692)625-3649 Wisconsin Division of Emergency Government Office of the President 2400 Wright Street P.O. Box490 P.O. Box 7865 Kolonia, Pohnpei - Micronesia 96941 Madison, Wisconsin 53707 (011)(691) 320-2822 (608) 242-3232 FAX: (691)320-2785 FAX: 242-3247 Palau NEMO Coordinator Wyoming Emergency Management Office of the President Agency P.O. Box 100 P.O. Box 1709 Koror, Republic of Palau 96940 Cheyenne, Wyoming 82003 (011)(680) 488-2422 (307) 777-4900 FAX(680)488-3312 FAX: 635-6017

11/13/98 AC 00-59 Section 6. U.S. Coast Guard District~ Commander, 1st Coast Guard District Corrmander, 13th Coast Guard District Jackson Federal Building Coast Guard Building 408 Atlantic A venue 915 Second A venue Seattle WA 98174-1067 Boston MA 02210-3350 (617) 223-8480 (206) 442-5078 Commander, 5th Coast Guard District Commander, 14th Coast Guard District Federal Building Prince Kalanianaole Federal Building 300 Ala Moana Boulevard, 9th Floor 431 Crawford A venue Honolulu HI 96850-4982 Portsmouth VA 23704-5004 (808) 541-2260 (804) 398-6000 Commander, 7th Coast Guard District Commander, 17th Coast Guard District P.O. Box 25517 909 S.E. First Avenue Brickell Plaza Federal Building Juneau AK 99802-5517 (907) 586-7298 Miami FL 33131-3050 (305) 536-5631 Commander, 8th Coast Guard District Hale Boggs Federal Building 501 Magazine Street New Orleans LA 70130-3396 (504) 589-6230 Commander, 9th Coast Guard District 1240 East 9th Street Cleveland OH 44199-2060 (216) 522-3970 Commander, 11th Coast Guard District Coast Guard Island Alemeda, CA 94501-5100 510-437-3324

AC 00-59 11/13/9~ Section 7. Military Support DOD Director of Military Support c/o Army ODCSOPS (DAMO-ODS) Pentagon, Room BF-762 Washington DC 20310-0400 business hours: 703-697-3203 703-697-1096 24 hour line: 703-697-0218 (Army Operations Center) The address and telephone number for the state AG's can be obtained from the office of the DOD Director of Military Support listed above.

This office can provide information on the availability of helicopters and all other forms of support from any of the active military services (Army, Navy, Air Force, and Marine Corps) located anywhere in the United States. This office also handles all requests for this type of support.

The State Adjutant General (AG) can provide information on the availability of helicopters and all other forms of support from any of the Air National Guard and Army National Guard units located in the State. The AG also handles all requests for this type of support. If additional assets are required, the AG serves as the channel for obtaining National Guard resources from other States and/or active military resources from the DOD Director of Military Support (DOMS).

AC 00-59 I 1/1:1/98 Section 8. Professional and Industry Associations Aircraft Owners and Pilots Association Emergency Response Institute, Inc.

4537 Foxhall Drive, NE (AOPA) Olympia WA 98516 421 Aviation Way Frederick MD 21701 360-491-7785 301-695-2000 509-782-4832 Web: HTTP//WWW.ERI-INTL.COM American Helicopter Society (AHS) 217 N. Washington Street Hawaii Helicopter Operators Association Alexandria VA 22314 120 Kapalulu Place, Suite 120 703-684-6777 Honolulu HI 96819 808-836-8025 American Society for Testing and Materials Helicopter Association Northwest i 00 Barr Harbor Drive c/o Elliott Bay Aviation, Inc.

West Conshohoken PA 19428-2959 Seattle WA 98108 610-832-9585 Web: HTTP://WWW.ASTM.ORG Helicopter Operators of Texas (HOT) Mary Mitchell Appalachian Helicopter Pilots PO Box 1016 Association Pearland TX 77588 c/o Walker Machinery Co. 713-482-6424 PO Box 2427 Charleston WV 25329 Helicopter Safety Advisory Conference Richard Landfrum Eastern Region Helicopter Council PO Box 60220 (ERHC) Houston TX 77205 Richard Dutson 713-443-2905 c/o Bristol-Myers Squibb Hanger D-1 Michigan Helicopter Association Westchester County Airport PO Box 2613 White Plains NY 10604 Suthfield MI 4803 7 914-761-5166 517-223-7809 860-355-9722 OR Mid-Atlantic Helicopter Association Pat Wagner (MAHA) c/o Johnson Controls Inc. Heliport c/o Dover International Limited 421 East 60th Street Reistertown MD 21136 New York NY 10022 410-561-3500 212-751-6133 AC 00-59 i 1/13/98 Midwest Helicopter Association Nortb.we.;t Rctorcr&ft A.:;sccia~ion PO Box427 111 SW Fifth Avenue, Suite 3500 Wonder Lake IL 60097 Portland OR 97204 815-653-2900 800-54 7-6922 Fax: 815-653-2277 503-286-0927 National Association of State Aviation Professional Helicopter Pilots Officials (NASAO) Association of California (PHP A) Metro Plaz.a One PO Box 9558 8401 Colesville Road, Suite 505 Glendale CA 91206 Silver Spring MD 20910 213-254-9444 301-588-1286 213-891-3636 National EMS Pilots Association South Carolina Helicopter Association (NEMSPA) James Breznay 110 North Royal Street, Suite 307 PO Box 24941 Alexandria VA 22314 Columbia SC 29224 703-836-8732 803-699-3126 New England Helicopter Pilots Western Helicopter Safety Advisory Association Council PO Box 88 PO Box 1337 Bedford MA 01730 Provo UT 84603 617-973-7181 801-375-1124

AC 00-59 J l/13/98 Section 9. Sources of Information '.l:In£_of Information Available Sources of Information Airborne Law Enforcement Association Public service helicopter operator (ALEA) members.

PO Box 3683 Tulsa, OK 74101-3683 918-599-0705 Association of Air Medical Services Hospital and EMS helicopter operators.

(AAMS) 110 North Royal St., Suite 307 Alexandria VA 22314, 703-836-8732 Emergency Volunteer Air Corps An organiz.ation of general aviation and c/o Rol Murrow other personnel who can be of service 621 Stafford Road during disasters and other public Sturrs, CT 06268-2738 emergencies.

860-423-9001 72450.3066@CompuServe.COM OR c/o Ken Price POBox2677 Fallbrook, CA 92088 619-723-4593 FAA Aircraft Registration Branch Aircraft owners by state, county, make P0Box25504 and model. Aircraft may or may not be Oklahoma City, OK 73125-0504 based in the same area as local 405-954-3131 owner/operator.

Helicopter Association International Member operators, aircraft types, (HAI) missions by state. See list of regional 1635 Prince Street rotorcraft associations to contact for Alexandria, VA 22314 more detailed information.

703-683-4646 HTTP://WWW.ROTOR.COM AC 00-59 11/13/98 National Broadcast Pilots Association Helicopter operators in the broadcast media.

c/o Maurice Johnson Kendall Helicopters Intl. Inc.

14250 SW South 29th St.

Miami FL 33186 305-271-8079 OR c/o Jack Ruland, WNEP TV 16 Montage Mountain Road Moosic PA 18507 717-346-7474 National Burn Victim Foundation Unique medical disaster response (NBVF) system designed to coordinate and facilitate the rapid PO Box409 Basking Ridge NJ 07920 transportation of skilled medical 201-676-7700 personnel, supplies, and HTTP://WWW.NBVF.ORG equipment to thermal disaster sites.

National Business Aircraft Association Member operators by state, (NBAA) 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 m the telephone aircraft operator organizations.

directory.

Yellow Pages under Aircraft Charter, Helicopter operators.

Lease or Rental AC 00-59 11/13/98 APPENDIXB.

OUTLINE OF ELEMENTS FOR A TYPICAL HELICOPTER AND TILTROTOR INTEGRATION PLAN The following is a title list for the major sections of a typical plan for integrating helicopters (and tiltrotors if appropriate) into emergency planning I. Establish Goals A. Guideline Goals 1. Save lives 2. Effective orientation with aircraft capabilities 3. Effective integration of helicopters and tiltrotors into local disaster preparedness 4. Open lines of communication between aircraft operators and the community 5. Encourage the establishment of heliports and vertiports B. Asswnptions 1. General plan for emergency preparedness in effect or development 2. Incident Command System usage 3. Vertical flight assets available 4. Ground-based ambulances are the primary, expected means of transport C. Potential Helicopter and Tiltrotor Missions 1. Transport of medical teams/supplies to the disaster site 2. Transport of medical teams/supplies to the affected hospitals 3. Transport of trawna patients 4. Transport of disaster specialists 5. Emergency evacuation 6. Damage survey 7. Airborne control and assessment 8. Airborne air traffic control (AATC) 9. Electronic news gathering (ENG) 10. Fire fighting 11. External-load operations 12. Security and crowd control 13. Inspection tours 14. Haz.ardous material operations 15. Search and rescue 16. Return of personnel or equipment 17. Livestock support AC 00-59 11/13/98 II. Plan Preparation

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A. Fully understand existing plans, agreements, regulations, and jurisdictional issues B. Train first responders in all elements of the plan C. Activate air operations (AO) branch of the Incident Command System D. Define alert levels E. Identify manmade and natural haz.ards that could lead to a disaster F. Develop special response procedures G. Integration with the Federal Response Plan (FRP) III. Aircraft Resource Inventm:y A. Identify and survey helicopter and tiltrotor operators B. Define operational requirements C. Define capabilities and limitations of each participant D. Periodically verify and update survey information IV. Communications A. Establish an emergency communications network 1. Command post 2. Incident Commander 3. Air operations (AO) center 4. Federal Aviation Administration air traffic control 5. Mission assignment and briefing 6. Medical information (patient status) 7. Local airborne air traffic control B. Establish procedures and protocnls 1. Federal airspace restrictions 2. Medical information 3. Air traffic control 4. Mission assignment 5. Documentation 11/13/98 AC 00-59 V. Landing Areas A. Selection criteria 1. Logistical support 2. Location 3. Size and slope 4. Surface composition S. Obstructions and obstacle identification 6. Approach and departure paths 7. Wind indicator 8. Lighting 9. Security 10. Proximity to treatment areas B. Site survey and inventory 1. Existing facilities 2. Potential temporary sites 3. Publish directory 4. Periodically review, re-validate, revise, and re-publish directory VI. Plan Activation, Exercises, and Post-Incident Analysis A. Activation check.list B. Exercises 1. Plausible scenarios 2. Full-scale exercises 3. Modified-full-scale exercises 4. Table-top exercises C. Post-incident analysis 1. Review logs books and other documentation 2. Debrief personnel 3. Identify deficiencies 4. Implement corrective action

AC r.0-5Q 11/13/98 APPENDIX C. BIBLIOGRAPHY Federal Law Temporary Flight Restrictions (TFR), The Robert T. Stafford Disaster Relief FAA AC 91-63, as amended. (AC 91 and Emergency Assistance Act, P .L. 93 638 is dated February 28, 1997.)

288, as amended.

Notices to Airmen {NOTAMS), FAA Handbook 7930.2.

Federal Re&ulations Air Taxi Operators and Commercial Decision Making for Helicopter Pilots, Operators, Federal Aviation Regulation FAA report DOT/FAA/PM-86/45, 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 Part 91. Pilots, Leaming from Past Mistakes, FAA report DOT/F AA/DS-88/5, June Rotorcraft External-Load Operations, 1988, NTIS No. AD-A197694.

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 Helicopter Operators, FAA report Federal Advisory Circulars and DOT/FAA/DS-88/7, January 1989, Guidelines NTIS No. AD-A212662.

State and Regional Disaster Airlift ADM for Air Ambulance Helicopter (SARDA) Planning, FAA AC00-7, as Program Administrators, FAA report amended. (AC 00-7C is dated April 14, DOT/FAA/DS-88/8, February 1990, 1995. AC 00-7D is expected to be NTIS No. AD-A219404.

published in late 1997.)

Aeronautical Decision Making for Emergency Medical Services/Heliports, Natural Resource Pilots, 8957-1201, FAA AC 35-14A, June 1991. United States Department of Agriculture, Forest Service, 1989.

Aeronautical Decision Making, FAA AC 60-22, December 1991.

Safety In and Around Helicopters, FAA AC 91-32A, June 1979.)

AC 00-59 11/13/98 Disaster Piam1iug aud Ex,.;cu~ion American Society for Testing and Materials, Standard Guide for Planning Federal Response Plan (FRP), Federal for and Response to a Multiple Casualty Incident, ASTM F1288-90, August Emergency Management Agency, FEMA-229, April 1992 (or as later 1990.

amended).

Helicopter Operational Federal Radiological Emergency Characteristics Data Response Plan, FEMA, May 1996.

FAA, Basic Helicopter Handbook, 1978, FEMA Publications Catalog, FEMA-20, AC61-13B.

August 1996.

Fly Neighborly Guide, Helicopter Guide for All-Hazard Emergency Association International, ISSN 0739 Operations Planning, FEMA Agency, 8581, (latest edition).

State and Local Guide (SLG) 101, September 1996.

Rotorcraft Use in Disaster Relief and Mass Casualty Incidents - Case Studies, FAA report DOT/FAAIRD-90/10, June 1990, NTIS No. AD-A229401.

Guidelines for Integrating Helicopter Assets into Emergency Planning, FAA report DOT/FAA/RD-90/11, July 1991, NTIS No. AD-A241479.

Urban Search and Rescue Response System - Field Operations Guide, FEMA, September 1993 as revised.

Dallas/Fort Worth Metroplex Helicopter Emergency Lifesaver Plan (HELP), Bell Helicopter Textron, Inc., (latest edition).

National Burn Victim Foundation Medical Disaster Response System Operations Manual, National Burn Victim Foundation, 1988.

Aircraft Assistance in Disaster (AAID) Plan, City of Houston, Texas, April 1983 AC 00-59 11/13/98 HeliportN ertiport Design and Planning Update Assessment of the Use of Helicopters for Emergency Medical

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Heliport Design, FAA AC 150/5390-2A, Transport in the Metropolitan January 1994. Washington Area, The Metropolitan Washington Council of Governments, 1985.

Vertiport Design, FAA AC 150/5390-3, May 1991.

Aviation Management Procedures National Plan of Integrated Aimort Handbook, California Department of Systems <NPIAS), Report of the Forestry and Fire Protection, 1988.

Secretary of Transportation to Congress Pursuant to P.L. 97-248, US DOT, FAA. Los Angeles City Fire Department Air Operations Procedures and Post Fire National Fire Protection Association Critiques, Los Angeles City Fire 403; Aircraft Rescue and Fire Fighting Department, 1985 - 1989.

Services at Airports.

Potential Hazards ofMRI's to EMS National Fire Protection Association Helicopter Services, FAA report 418; Roof Top Heliport Construction DOT/FAAIRD-92/15, January 1994, and Protection, (latest edition). NTIS No. AD-A278877 Heliport System Planning Guidelines, Standard Guide for Planning for and FAA report DOT/FAA/PP-88/3, April Response to a Multiple Casualty 1988, NTIS No. AD-A199081. Incident, American Society for Testing and Materials, Standard Fl288-90.

Rooftop Emergency Heliports, FAA report DOT/FAA/RD-93/2, June 1993, National Fire Protection Association NTIS No. AD-A278872.

296, Guide for Air Operations for Forest, Brush, and Grass Fires, 1986.

Safe Heliports through Design and Planning, A Summary of FAA Research Stoffel, R., Lavalla, P., Personnel Safety and Development, FAA report in Helicopter Operations, Helirescue DOT/FAA/RD-93/17, February 1994,· Manual, Emergency Response Institute, NTIS No. AD-A279034.

1988.

Other Documents Air Ambulance Helicopter Operational Analysis, FAA report DOT IF AA/RD 91/7, May 1991, NTIS No. AD A237666.

Incident Command System, Field Operations Guide, ICS 420-1.

AC 00-59 l l/13/93 APPENDIX D. LIST OF ACRONYMS AAID Aircraft Assistance in Disaster AAMS Association of Air Medical Services AATC airborne air traffic control AC advisory circular ADS automatic dependent surveillance ADS-B automatic dependent surveillance - broadcast AG Adjutant General AGL above ground level American Helicopter Society AHS airport improvement program AIP ALEA Airborne Law Enforcement Association AM amplitude modulation ANG Air National Guard AO Air Operations AOPA Aircraft Owners and Pilots Association ARNG Army National Guard ARTCC Air Route Traffic Control Center ASTM American Society for Testing and Materials air traffic control ATC AT&T American Telephone & Telegraph Civil Air Patrol CAP CB citizens band Code of Federal Regulations CFR CP command post Civil Preparedness Guide CPG EMS emergency medical service electronic news gathering ENG EOC emergency operations center EPA Environmental Protection Agency ERHC Eastern Region Helicopter Council ERT Emergency Response Team estimated time of arrival ETA FAA Federal Aviation Administration FAR Federal Aviation Regulation FATO final approach and takeoff area FCO Federal Coordinating Officer FDC Federal Data Center FEMA Federal Emergency Management Agency FLIP flight information publications FLIR Forward Looking Infrared FRP Federal Response Plan FM frequency modulation AC 00-59 I II 13/98 GPS global positioning system HAI Helicopter Association International HAZMAT hazardous material HELP Helicopter Emergency Lifesaver Plan HOGE hover out of ground effect HOT Helicopter Operators of Texas HRP heliport reference point hrs hours Ibid. in the same reference IC Incident Commander ICS Incident Command System IFR instrument flight rules IMC instrument flight conditions Lbs pounds LEPC Local Emergency Planning Committee LL low lead (aviation fuel) LZ landing zone MAHA Mid-Atlantic Helicopter Association MAP missed approach point MCI mass casualty incident medevac medical evacuation Mns minutes MRI magnetic resonant imager NASAO National Association of State Aviation Officials NBVF National Burn Victim Foundation NCP National Contingency Plan NEMSPA EMS Pilots Association National NFPA National Fire Protection Association NG National Guard NMI nautical miles NOAA National Oceanic and Atmospheric Administration NOT AM notice to airmen NPIAS National Plan oflntegrated Airport Systems OL overall length ( of the largest helicopter) Ops operations PAX passengers PHPA Professional Helicopter Pilots Association of California P.L. Public Law RD rotor diameter RNAV area navigation EPC Regional Planning Committee SAR search and rescue SARDA State and Regional Disaster Airlift TFR temporary flight restriction TLOF touchdown and liftoff area AC 00-59 11/13/98 UHF ultra high frequency USCG United States Coast Guard VHF very high frequency VMC visual meteorological conditions Xpond transponder ,'rll.S. GQVER.J,,JME.""JT PRL\ITING OFFICE:1999-45 5-129/16561