Par 3-9 Page 27 and procedures” for participating HAA aircraft. These plans and procedures may be established with a letter of agreement (LOA) between an operator and its local air traffic facility.
(7) In the event IMC is inadvertently encountered, weather observations and forecasts assessed during the timely performance of preflight planning and the risk analysis process did not, in the pilot’s judgment, indicate that an IIMC event was likely, and the pilot subsequently performs an FAA accepted IIMC emergency recovery procedure, FAA personnel are discouraged from conducting enforcement against the pilot or the operator.
NOTE: IIMC avoidance and recovery training should in no way be construed as authorizing or condoning actual IMC flights without meeting IFR requirements.
b. Night Operations.
(1) A PIC must meet the requirements of 14 CFR part 61 and should complete the certificate holder’s night training before conducting any night operations. A certificate holder should develop and document procedures for maintaining night proficiency in HAA operations.
Pilots must be capable of meeting night recency of flight requirements to fly with or without night vision goggles (NVG). NVG recency of flight experience is defined in part 61, § 61.57(f).
(2) Night landings at unimproved sites, authorized by OpSpec A021, are permitted with adequate and appropriate lighting for the pilot to identify the landing site and surrounding hazards. Such lighting must be compatible with the Night Vision Imaging System (NVIS) if authorized and used.
NOTE: “Adequate” lighting allows a helicopter pilot to conduct a safe approach and landing during conditions of darkness while avoiding terrain and obstacles. The source of this lighting may be on the helicopter or on the surface and includes the possibility of vehicle-mounted lights being used to illuminate a landing site. Pyrotechnic road hazard flares are not recommended for illumination or marking a landing site.
c. Overwater Operations.
(1) Preflight passenger briefings for overwater flight must instruct on use of regulationcompliant life preservers and emergency exits. See the definitions in paragraph 1-6 for autorotational distance, shoreline, or suitable offshore heliport structure. (Refer to §§ 135.117,
135.167, and 135.168.)
(2) Best practices suggest that passengers be briefed anytime there is overwater flight although the regulations address only flights beyond autorotational distance.
d. Flat Light, Whiteout and Brownout. After April 22, 2015, in accordance with the requirements of § 135.293(h), all rotorcraft pilots must be tested on procedures for aircraft handling in flat light, whiteout and brownout conditions, including methods for recognizing and avoiding those conditions. HAA operators are susceptible to all of these conditions due to the nature of off-airport landings and operating in remote environments. These following are not
Par 3-9 Page 28 intended to be scientific explanations, but serve as operational definitions suitable for use by HAA operators. These terms should not be used interchangeably.
(1) Flat Light. Flat light is an optical condition, also known as sector or partial whiteout. It is not as severe as whiteout but this condition causes pilots to lose depth-of-field and vertical orientation. Flat light conditions are usually the result of overcast skies over snow or ice fields, inhibiting visual reference. Such conditions can occur anywhere in the world, primarily in snow-covered areas but they can also occur in dust, sand, mud flats or on glassy water. Flat light can completely obscure features of the terrain, creating an inability to distinguish distances and closure rates. As a result of this reflected light, it can give pilots the illusion of ascending or descending when actually flying level. However, with good judgment and proper training and planning, it is possible to safely operate aircraft in flat light conditions.
(2) Self-Induced Whiteout/Brownout. This effect typically occurs when a helicopter takes off or lands on a dusty or snow-covered area. The rotor downwash picks up particles and re-circulates them through the rotor system. The effect can vary in intensity depending upon the amount of light on the surface. This phenomenon can happen on the sunniest, brightest day with good contrast everywhere. However, when it happens, there can be a complete loss of visual clues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous.
(3) Some resources that HAA operators have available to assist with training in these conditions include:
• Airman’s Information Manual, paragraph 7-5-13; and
• FAA FAASTeam Library, Flying in Flat Light and White Out Conditions.
e. Operations Involving Multiple Aircraft—General. HAA operator service areas often overlap other HAA operator service areas. Standardized procedures can enhance the safety of operating multiple helicopters at heliports, LZs and hospitals. Communication is critical to successful operations and maintaining orderly separation and coordination between helicopters, ground units and communication centers. HAA operators should establish joint operating procedures and provide them to related agencies.
f. Recommended Multi-Aircraft Landing Zone Procedures. Based on existing industry conventions and material in the AIM, best practices identified include: The first helicopter to arrive on−scene should establish communications with an on-scene ground unit when at least 10 NMs from the LZ to receive a LZ briefing and to provide incident command with the number of helicopters that can be expected. An attempt should be made to contact other helicopters on VHF communications frequency 123.025 megahertz (MHz) to pass on to them pertinent LZ information and the ground unit’s frequency. Subsequent helicopters arriving on-scene should establish communications on 123.025 MHz at least 10 NMs from the LZ. After establishing contact on 123.025 MHz, they should contact the ground unit for additional information. All helicopters should monitor 123.025 MHz at all times.
(1) If an LZ is not established by the ground unit when the first helicopter arrives, then the first helicopter should establish altitude and orbit location requirements for the other arriving
Par 3-9 Page 29 helicopters. Recommended altitude separation between helicopters is 500 feet (weather and airspace permitting). Helicopters can orbit on cardinal headings from the scene coordinates.
(2) Upon landing in the LZ, the first helicopter should update the other helicopters on the LZ conditions, i.e., space, hazards and terrain.
(3) Before initiating any helicopter movement to leave the LZ, all operators should attempt to contact other helicopters on 123.025 MHz, and state their position and route of flight intentions for departing the LZ.
g. Recommended Multi-Aircraft Hospital Operations. Many hospitals require landing permission and have established procedures (frequencies to monitor, primary and secondary routes for approaches and departures and orbiting areas if the heliport is occupied). Pilots should always receive a briefing from the appropriate facility (if required, making contact through the use of the HAA operators’ communication center, flight following, etc.) before proceeding to the hospital.
(1) In the event of multiple helicopters arriving at a hospital heliport, each arriving helicopter should contact other inbound helicopters on 123.025 MHz and establish intentions.
(2) To facilitate approach times, the PIC of a helicopter occupying a hospital heliport should advise any other operators whether the patient will be off-loaded with the rotor blades turning or stopped, and the approximate time to do so.
(3) Before making any helicopter movement to leave the hospital heliport, all operators should attempt to contact other helicopters on 123.025 MHz and state their position and route of flight intentions for departing the heliport.
3-10. PATIENT/PASSENGER HANDLING/SAFETY.
a. Documentation of Procedures. Restraint of all personnel in flight is required by § 135.117. As in all part 135 passenger-carrying operations, passenger briefing cards are required in HAA operations. Operators are encouraged to document procedures for the proper restraint of all flight personnel and passengers and the proper use of seatbelts and shoulder harnesses during HAA operations. In addition, it is the responsibility of the PIC to insure passengers (such as hysterical or combative patients) who may pose a hazard to the aircraft or occupants are properly restrained before takeoff. Procedures detailing the proper restraint of patients/passengers should be detailed and documented, taking into account local law and applicable regulations.
b. Training in Procedures. A person designated and trained by the operator may conduct the passenger briefing required by § 135.117. If passenger briefing duties are delegated to non-flightcrew member, the procedure must be covered in the operator’s operations and training manual or other appropriate documentation.
3-11. BIOHAZARD CONTROL. HAA operators are encouraged to educate pilots, medical crewmembers, and maintenance personnel in mitigating exposure to blood borne pathogens and biohazards. They should observe universal precautions and receive appropriate vaccinations
Par 3-11 Page 30 prior to working on or around HAA aircraft. Procedures should be established for each base for HAA and equipment cleaning and the disposal of biohazard materials.
3-12. FLIGHT TIME, DUTY PERIODS, AND REST REQUIREMENTS.
a. Flight Time/Duty Limitations and Rest Requirements. Part 135 subpart F offers multiple ways to comply with this requirement. Each operator needs to maintain records for its personnel and distinctly differentiate their flight time, duty time and rest time.
(1) Section 135.267 is applicable to unscheduled on-demand part 135 flights with one or two pilots.
(2) Most HAA operations are conducted under the provisions of §§ 135.267 and 135.271. The much less commonly used provisions for conducting HAA operations are those in § 135.271. This section was developed specifically for part 135 HAA operations by hospital-based programs. This section is more restrictive than § 135.267. Under the provisions of § 135.271, a flightcrew member may not be assigned any other duties while assigned to HAA flight(s.) A pilot that does not receive the required rest period must be relieved of any flight assignment. A certificate holder operating under § 135.271 should establish a recordkeeping mechanism to show that only bona fide air ambulance flights are conducted during these assignments.
NOTE: Both §§ 135.267 and 135.271 require a comprehensive recordkeeping process.
NOTE: Company training manuals and OpSpecs should specify which of these sections the HAA operator will comply.
b. Pilot/Helicopter Ratio. For 24-hour HAA operations, it is recommended that no fewer than four pilots be assigned per helicopter. An HAA operation with a high operational tempo or those with unusual circumstances may require a higher pilot-to-helicopter ratio. Sufficient staffing levels should be established to promote operational safety standards.
c. Maintenance Personnel Rest. Each HAA operator should establish rest policies for maintenance personnel similar to those for flightcrew. Rest periods should be 10 consecutive hours within the previous 24 hours and at least one 24-hour day for every seven 24-hour days.
This requirement should be the same for contractors or vendors performing maintenance.
d. Flightcrew Member Rest Area. An adequate rest area should be provided for flightcrew members assigned HAA duty. This facility is an explicit regulatory requirement for those operators operating in accordance with § 135.271. This area should be at or in close proximity to a hospital or other approved location at which the HAA assignment is performed. A crew rest area should be available on a continuous basis exclusively for flightcrew members away from the general flow of vehicle and pedestrian traffic and should provide a shower, toilet and changing facilities, a bed with sheets, pillow and blankets, and be environmentally controlled for comfort.
Par 3-13 Page 31
3-13. RAPID FUEL AND OXYGEN REPLENISHMENT PROCEDURES. Refer also to the current edition of AC 91-32, Safety in and Around Helicopters.
a. Training and Qualification. The operator must train and qualify all applicable personnel in rapid fuel and oxygen replenishment procedures before conducting such operations.
The operator should include the following points in their procedures:
(1) Only turbine engine helicopters fueled with JET A or JET A-l fuels should be refueled while an engine is running.
(2) Oxygen replenishment should not be conducted while refueling operations are underway.
(3) Helicopters being refueled while an engine is running should have all sources of ignition or potential fuel spills located above the fuel inlet port(s) and above the vents or tank openings. Ignition sources may include, but should not be limited to the following:
• Engines,
• Exhausts,
• Auxiliary power units (APU), and
• Combustion-type cabin heater exhausts
(4) Only under the following conditions should operators permit helicopter fuel and oxygen servicing while engines are running:
(a) A company trained and qualified helicopter pilot should be at the aircraft controls during the entire rapid fuel and oxygen servicing process.
(b) Patients should be off-loaded to a safe location before rapid refueling or oxygen replenishment operations. Where the PIC deems it necessary for patients to remain onboard for safety reasons, all helicopter engine(s) should be shut down and the replenishment conducted with the engine(s) off.
(c) Passengers should not be loaded or unloaded from the aircraft during rapid replenishment operations.
(d) Only designated personnel, properly trained in rapid replenishment operations, should operate the fuel and oxygen dispensing equipment. Written procedures should include the safe handling of the dispensing equipment.
(e) All doors, windows, and access points allowing entry to the interior of the helicopter that are adjacent to, or in the immediate vicinity of, the fuel inlet ports should be closed and should remain closed during refueling operations.
(f) Before introducing fuel into the helicopter, the helicopter should be bonded to the fuel source to eliminate the potential for static electricity arcing.
Par 3-13 Page 32
(g) Fuel should be dispensed into an open port from approved dead man-type nozzles, with a flow rate not to exceed 10 gallons-per-minute (38 liters-per-minute), or through close-coupled pressure fueling ports. Where fuel is dispensed from fixed piping systems, the hose cabinet should not extend into the rotor space. The operator should provide a curb or other approved barrier to restrict any servicing vehicles from coming closer than within 10 feet (3 meters) of any helicopter rotating components. If an operator cannot provide a curb or approved barrier, servicing vehicles should be kept 20 feet (6 meters) away from any helicopter rotating components and a trained person should direct the approach and departure of the servicing vehicles.
b. Procedure for Evacuation During Aircraft Servicing. A certificate holder’s refueling and oxygen replenishment policies and procedures should include any special considerations for the evacuation of passengers (patients). Operators should consider the following requirements when establishing procedures for evacuation of passengers during helicopter servicing:
(1) The certificate holder should establish specific procedures covering emergency evacuation during rapid refueling for each type of aircraft they operate.
(2) If passengers remain onboard an aircraft during fuel or oxygen servicing, there should be enough qualified people trained in emergency evacuation procedures to evacuate the patients.
(3) A clear area for emergency evacuation of the aircraft should be maintained adjacent to not less than one additional exit.
(4) If rapid fuel and oxygen replenishment operations take place with passengers onboard, the certificate holder should notify the Aircraft Rescue and Fire Fighting (ARFF) operation, if available, to assume a stand-by position near the fueling activity with at least one vehicle. This vehicle should be in position before commencing refueling.
(5) Operators should display all no smoking signs in the cabin(s), and the crewmembers should enforce the no smoking rule during rapid refueling and oxygen replenishment.
Par 4-1 Page 33 CHAPTER 4. TRAINING
4-1. GENERAL. This chapter identifies considerations for training for all helicopter air ambulance (HAA) personnel including flightcrew members, medical personnel, Operations Control Specialists (OCS), ground personnel and maintenance personnel. Emphasis is on training beyond the capabilities normally associated with Title 14 of the Code of Federal Regulations (14 CFR) part 135 operations. Most notably, HAA operations include a training program that explicitly requires well-considered and documented risk analysis and human factors issues.
4-2. HAA PILOT-IN-COMMAND (PIC)/SECOND-IN-COMMAND (SIC) GROUND TRAINING. Examples of ground training are provided in Appendix C of this advisory circular (AC). Following are some recommended HAA-specific curriculum items that are suggested by industry best practices:
a. Ground Training Curriculum.
(1) Risk analysis procedures (these are required by regulation and described in paragraph 3-4 and Appendix A of this AC).
(2) Local flying area (LFA) orientations.
(3) Flight planning and weather minimums (described in paragraph 3-3 of this AC).
(4) Flightcrew functions and responsibilities (including Crew Resource Management (CRM) as described in paragraph 4-9 of this AC).
(5) Obstacle recognition and avoidance.
(6) Aircraft systems variations, such as special electrical systems, navigational radios and instrumentation and their performance characteristics.
(7) Handling and securing of special medical equipment such as stretchers, isolettes, balloon pumps and ventilators.
(8) Appropriate restraint of infants, pediatric patients and passengers who may pose a threat to the safety of the aircraft and crew, to include prisoners.
(9) Hospital heliport operations and procedures.
(10) Day and night unimproved landing area (scene) operations.
(11) International operations and programs (if appropriate).
(12) Bloodborne pathogens, biohazard and infection control, including prevention and control of infectious diseases.
(13) Refueling procedures and methods to ensure fuel quality.
Par 4-2 Page 34
(14) Inadvertent instrument meteorological conditions (IIMC), whiteout, brownout and flat light conditions (described in paragraph 3-9 of this AC).
(15) HAA-specific equipment training (i.e., night vision goggles (NVG), Helicopter Terrain Awareness and Warning System (HTAWS), radar altimeter, etc.).
4-3. HAA PIC/SIC FLIGHT TRAINING.
a. Use of Simulators.
(1) Helicopter flight simulation training devices (FSTDs) are rapidly becoming more advanced. Some are now capable of full-motion with realistic visual cockpit displays. A growing number of helicopter FSTDs are approved by the Federal Aviation Administration (FAA).
(2) Training in IIMC, flat light, and other special conditions can be enhanced through the use of simulators. Simulators have the capability to decrease visibility and simulate a variety of situations not possible in flight. Simulators can provide realistic training in sudden onset emergencies such as dual engine failures. It is strongly recommended that, where possible, FSTDs should be included in part 135 training and checking activities.
(3) Inspectors should become thoroughly familiar with the types of simulators and simulator practices employed by their operators.
b. Flight Training Curriculum. At a minimum, the following topics should be included in the HAA flight training curriculum. Examples of flight training and checking practices are provided through the inclusion of training material as Appendix C of this AC.
(1) LFA orientation (day/night). LFA ground (and optional flight) training should familiarize pilots with LFA terrain, airspace, air traffic facilities, weather (including seasonal sun glare, icing, fog and convective weather) and available airports, heliports, Landing Zones (LZ) and their respective approaches.
(2) Operations Control Center (OCC) interface and utilization.
(3) Hospital heliport operations and procedures (day/night and multi-aircraft).
(4) Unimproved LZ (off-airport) operations (day/night and multi-aircraft).
(5) Day and night cross-country flight to include cockpit and exterior lighting and forced landing considerations (including use of a searchlight if installed).
(6) Communications, including air-to-ground and flightcrew/medical crew procedures.
c. IIMC Avoidance and Recovery Procedures. Training and checking should emphasize the recognition of circumstances likely to lead to IIMC encounters and encourage the pilot to abandon continued visual flight rules (VFR) flight into deteriorating conditions. IIMC may occur when visual conditions do not allow for the determination of a usable horizon, such as flat light conditions (discussed in paragraph 3-9 of this AC) and night operations over unlit surfaces in
Par 4-3 Page 35 low lighting conditions. These conditions may occur in high ceiling and visibility environments.
The result may be a loss of horizontal or surface reference by which the pilot typically controls a helicopter in VFR flight. Without adequate training and checking, these conditions may lead to loss of control that may not be survivable.
(1) All HAA pilots must be trained in basic instrument flying skills to recover from IIMC, including those authorized to conduct instrument flight rules (IFR) operations under part H operations specifications (OpSpecs). Training must also be provided on unplanned transition from an intended VFR flight to emergency IFR operations, which involves a different set of pilot actions, including navigation and operational procedures, interaction with air traffic control (ATC) and CRM.
(2) IIMC training should include identification of a predetermined minimum altitude/airspeed combination which should not be exceeded. If this minimum altitude/airspeed combination cannot be maintained, a diversion to better conditions or a return to the starting base should be the first course of action. Training should emphasize that deteriorating conditions may also dictate a landing short of the destination (even an off-airport precautionary landing) or initiating an emergency transition to IFR as appropriate to the situation. It should be further emphasized that such a decision on the part of the PIC is within the pilot’s emergency authority and the pilot will not be subjected to disciplinary action solely based on the transition to IFR or the precautionary diversion or landing.
(3) An oral or written test covering procedures for aircraft handling in flat light, whiteout and brownout conditions, including methods for recognizing and IIMC conditions, is required. (Refer to part 135, § 135.293(a)(9).)
(4) Training and checking for all pilots, whether helicopter instrument rated or not, must include attitude instrument flying, recovery from unusual attitudes and ATC communications. The objective is for non-instrumented rated pilots to demonstrate their ability to be able to recover to visual meteorological conditions (VMC). Pilots should receive training, regardless of their Instrument flying qualifications or lack thereof, so following an IIMC encounter they can maneuver a helicopter from instrument meteorological conditions (IMC) to VMC solely by reference to instruments. Checking of their ability is covered in the flight test required by § 135.293(c).
(5) In the absence of an IFR-certified helicopter, training and checking should include instrument maneuvers appropriate to the installed equipment, the certificate holder’s OpSpecs and the operating environment.
(6) For checking, if the aircraft is appropriately equipped and the check is conducted at a location where an instrument landing system (ILS) is operational, an ILS approach should be demonstrated. If unable to conduct an ILS approach, a Global Positioning System (GPS) approach should be demonstrated if the aircraft is equipped with an IFR-approach-capable GPS receiver that is maintained to IFR standards (including a current IFR database) and the check can be conducted where a GPS approach is available. If neither ILS nor GPS procedures can be performed, another type of instrument approach must be performed. Very high frequency (VHF) omnidirectional range station (VOR), automatic direction finder (ADF) and airport surveillance
Par 4-3 Page 36 radar (ASR) approaches are options, depending upon available facilities and equipment. Partial panel operations should be considered for inclusion in checks if attitude and gyroscopic heading information are available from single sources. In the case of a helicopter without gyroscopic instruments, the operator should consult with their principal operations inspector (POI) for alternative training and checking methods.
(7) In the event the certificate holder does not have OpSpecs for night or instrument conditions, the aircraft is not equipped with an attitude reference system, a turn indicator or coordinator, or an attitude gyro, and the operating environment is predominantly VFR, the pilot being checked may not be required to demonstrate a VMC recovery from IIMC. Under these circumstances, it is recommended that the pilot be examined verbally in the IIMC recognition and avoidance techniques developed by the operator.
d. Night Training. Many HAA-associated accidents occur at night. Pilot night proficiency is essential for twenty-four hour HAA operations. While not required by regulations, night operations should be emphasized in flight, ground and simulator training.
(1) Night training should be tailored to the certificate holder’s specific requirements and capabilities considering the experience level of their pilots, the area of operations, type of aircraft and installed equipment.
(2) Best practices suggest night flight training should include the use of Night Vision Imaging System (NVIS); the appropriate use of HTAWS and radar altimeters. Appropriate use of these technologies will also contribute to pilot proficiency at night, in IIMC and special conditions.
NOTE: This AC is not intended to suggest training or operating a helicopter in actual IMC conditions without a qualified, competent and proficient pilot, a properly equipped helicopter and an IFR clearance. The purpose of the training described here is to provide pilots with an additional margin of safety when conducting HAA operations.
NOTE: Effective April 22, 2017, all HAA pilots must hold a valid helicopter instrument rating or an Airline Transport Pilot Certificate (ATPC) with a category and class rating not limited to VFR. (Refer to § 135.603.)
4-4. MEDICAL PERSONNEL/CREWMEMBER BRIEFING/TRAINING.
a. Required Medical Crewmember Briefing/Training. As stated in § 135.621(a), the pilot in command (PIC) or other flightcrew member must ensure that all medical personnel receive and complete a HAA medical personnel specific safety briefing prior to each HAA operation in which they participate, or, as authorized by § 135.621(b), have completed the certificate holder’s approved medical personnel safety training program within the previous 24 months. There is no grace period associated with this 24-calendar-month training period. This training must cover:
• Physiological aspects of flight;
• Patient loading and unloading;
Par 4-4 Page 37
• Safety in and around the helicopter;
• In-flight emergency procedures;
• Emergency landing procedures;
• Emergency evacuation procedures;
• Efficient and safe communications with the pilot; and
• Differences between day and night operations, if appropriate.
b. Recommended Additional Medical Personnel Training. In addition to these required briefing/training subjects, training in the following topics has been identified through industry best practices as fostering crewmember proficiency and safety:
• External power unit (EPU) door and cart;
• Medical equipment – loading and unloading/securing;
• Oxygen system and outlets;
• Audio panel and headsets;
• Lights and vents;
• Cabin cleaning;
• Emergency locator transmitter (ELT);
• Emergency fuel shutoff; and
• Radios –VHF, FM, 800 megahertz (MHz).
4-5. OCS TRAINING. OCCs are staffed during all hours of HAA operations by one or more OCSs, trained to provide a wide range of operational support for the certificate holder’s HAA operations. At a minimum, OCSs are required to communicate with pilots, provide weather briefings, monitor flight progress and participate in the preflight risk analysis completed by the pilot (refer to § 135.617). This does not end their involvement in risk analysis, which is a continuous process until the flight is completed. OCSs must be trained in their duties and responsibilities, including duty-time limitations as developed by the certificate holder. By mirroring training requirements of § 135.619(b) into existing staff members and creating standard operating procedures (SOP) scalable to the size of the operation, it is possible for a small operator, with minimal expense, to increase the safety of their HAA operations.
a. HAA OCS Training. Section 135.619(d) establishes the requirement and § 135.619(f) establishes the minimum training for HAA certificate holders operating 10 or more HAAs.
Certificate holders operating fewer than 10 HAAs are encouraged to use the same training in all HAA operations.
(1) Preferably, although not required, HAA OCSs should be trained as helicopter pilots and, ideally, be highly experienced HAA pilots.
(2) Before performing the duties of an OCS, each person must satisfactorily complete the certificate holder’s FAA-approved OCS initial training program. Initial training must include a minimum of 80 hours of training on the topics required in § 135.619(f).
(3) Each OCS must complete a minimum of 40 hours of recurrent training, every 12 calendar-months after satisfactory completion of initial training.
Par 4-5 Page 38
b. OCS Prior Experience. A certificate holder may reduce the regulatory requirement of 80 hours of initial training provided the individual has certain prior experience. The training may be reduced as appropriate but not less than a minimum of 40 hours. It is recommended that the certificate holder perform a training needs assessment to determine what training requirements (per § 135.619(f)) may not be needed for all for persons who have obtained, prior to beginning initial training, a total of at least 2 years of experience during the last 5 years in any one or combination of the following areas:
• Military aircraft operations as a pilot, flight navigator or meteorologist;
• Air carrier operations as a pilot, flight engineer (FE), certified aircraft dispatcher or meteorologist; or
• Aircraft operations as an air traffic controller or flight service specialist.
c. Training Requirements. OCS training requirements are specified in § 135.619(f).
Other requirements, as determined by the Administrator to ensure safe operations, may be added, depending upon each individual HAA operator’s circumstances. In addition to required initial and annual training, it is recommended that recurrent training include carrying out periodic emergency procedure drills. Recurrent training and checking must be accomplished before the end of the 12th calendar-month since the last check was accomplished.
d. Testing. OCSs must pass an FAA-approved knowledge and practical test given by the certificate holder on topics required in § 135.619(f). If an OCS fails to satisfactorily complete recurrent training and checking, within this time, the individual may not perform OCS duties until the training and checking is accomplished. There is no provision for a grace period.
Requalification of OCS following a lapse may be accomplished by satisfactorily completing the recurrent training and checking. In the event of a test failure, the OCS retest must be proceeded by retraining in the subject areas missed and retesting should cover all subject areas.
NOTE: Effective April 22, 2016, all certificate holders authorized to conduct HAA operations with 10 or more HAA-capable helicopters assigned to the certificate holder’s OpSpec must have an OCC. (Refer to § 135.619.)
4-6. COMMUNICATIONS SPECIALISTS TRAINING. Information on communications specialists and their training is provided in the current edition of AC 120-96, Integration of Operation Control Centers into Helicopter Emergency Medical Services Operations.
Communication specialists may be employed by the HAA operator, a hospital, and ambulance dispatch center or local law enforcement entities (e.g., local public safety or 911 dispatchers).
a. Training. There are no regulatory qualifications requirements for communication specialists. Employers should provide sufficient aviation-specific training to permit them to perform their intended functions and to know what their limits of authority may be.
Communication specialists not employed by the certificate holder, that provide services through either contract or agreement, must be trained in accordance with the certificate holder’s approved training program. It is recommended this training would include portions of the OCS training curriculum described above.