Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

HELICOPTER

SHORT-HAUL

(351 DM 1)

Department of the Interior

HANDBOOK

Revised Jan. 2009
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

1 Field Code Changed

FOREWORD

As authorized in 351 DM 1.7, the Helicopter Short-haul Handbook was first developed in 1994. Objectives, 

policies, and standards for all Department of Interior (DOI) short-haul programs are defined in this 

document.

In January 1999, the “Interagency Helicopter Short-haul Working Group” was established under the direction 

of the “Interagency Helicopter Operations Committee” (IHOPs). It is recognized that this document may be 

adopted for use by state or local agencies; however, its content remains the responsibility of DOI, acting upon 

recommendations from the Short-haul Working Group. Proposed changes or deletions to this document 

should be addressed through the agency to the working group.

The objectives, policies, and procedures prescribed herein are generally broad in scope and define minimum 

program standards. It is the responsibility of each using agency to determine, within the parameters of this 

document, additional requirements necessary for safe and efficient operations. These requirements must 

identify and define specific and often unique program needs and shall be outlined in agency and/or user 

specific short-haul operations plans.

 /s/ Mark L. Bathrick 

Associate Director, DOI AMNBC, AMD
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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TABLE OF CONTENTS

FOREWORD.........................................................................................................................................................................1

TABLE OF CONTENTS.......................................................................................................................................................2

CHAPTER 1: GENERAL INFORMATION.........................................................................................................................3

1.1 DEFINITION..............................................................................................................................................................................ERROR! BOOKMARK NOT DEFINED.3

1.2 HISTORY ...................................................................................................................................................................................................................................................3

1.3 PURPOSE...................................................................................................................................................................................................................................................3

1.4 APPROVAL................................................................................................................................................................................................................................................3

1.5 NEW PROGRAMS.....................................................................................................................................................................................................................................3

CHAPTER 2: QUALIFICATIONS & REQUIREMENTS..................................................................................................4

2.1 PILOT REQUIREMENTS. .........................................................................................................................................................................................................................4

2.2 SHORT-HAULER TRAINING REQUIREMENTS....................................................................................................................................................................................4

2.3 ANNUAL RE-QUALIFICATION REQUIREMENTS..................................................................................................................................................................................5

2.4 PROFICIENCY REQUIREMENTS .............................................................................................................................................................................................................7

CHAPTER 3: PERSONAL PROTECTIVE EQUIPMENT................................................................................................8

3.1 EXCEPTIONS TO PERSONAL PROTECTIVE EQUIPMENT (PPE)......................................................................................................................................................8

3.2 PERSONAL PROTECTIVE EQUIPMENT (PPE)...................................................................................................................................................................................8

CHAPTER 4: SHORT-HAUL EQUIPMENT.....................................................................................................................9

4.1 SHORT-HAUL ROPE ATTACHMENT POINT/ANCHOR.....................................................................................................................................................................9

4.2 SHORT-HAUL ROPE................................................................................................................................................................................................................................9

4.3 HARNESSES AND PATIENT EXTRACTION EQUIPMENT................................................................................................................................................................... 10

4.4 CARABINERS.......................................................................................................................................................................................................................................... 10

4.5 KNIFE...................................................................................................................................................................................................................................................... 11

4.6 SPOTTER ATTACHMENT..................................................................................................................................................................................................................... 11

CHAPTER 5: OPERATIONS............................................................................................................................................ 11

5.1 OPERATIONAL REQUIREMENTS........................................................................................................................................................................................................ 11

5.2 HELICOPTER LOAD CALCULATIONS................................................................................................................................................................................................. 11

5.3 FLIGHT RESTRICTIONS. ...................................................................................................................................................................................................................... 11

5.4 MISSION BRIEFING.............................................................................................................................................................................................................................. 12

5.5 PERSONNEL AND HELICOPTER EQUIPMENT CHECKS. .................................................................................................................................................................. 12

5.6 PILOT/SPOTTER DUTIES DURING MISSSION RECONNAISSANCE FLIGHT .................................................................................................................................. 13

5.7 SPOTTER DUTIES AT STAGING AREA ............................................................................................................................................................................................... 13

5.8 SHORT-HAULER DUTIES DURING INSERTION................................................................................................................................................................................. 14

5.9 SHORT-HAULER DUTIES DURING EXTRACTION............................................................................................................................................................................. 14

5.10ADMINISTRATIVE DUTIES................................................................................................................................................................................................................. 15

5.11CARGO LETDOWN..............................................................................................................................................................................................................................15

CHAPTER 6: EMERGENCY PROCEDURES..................................................................................................................16

6.1 HELICOPTER IN HOVER, CONTROL AND POWER MAINTAINED................................................................................................................................................. 16

6.2 HELICOPTER LOSS OF CONTROL OR POWER, ENGINE FAILURE................................................................................................................................................. 16

6.3 SHORT-HAUL LINE ENTANGLEMENT..............................................................................................................................................................................................16

APPENDICES.....................................................................................................................................................................18

APPENDIX A NEW SHORT-HAUL PROGRAM START-UP CHECKLIST ............................................................................................................................................... 18

APPENDIX B EXAMPLE OF UNIT SHORT-HAUL OPERATIONS PLAN ................................................................................................................................................ 21

APPENDIX C SHORT-HAUL PILOT PRACTICAL TEST COURSE REQUIREMENTS ............................................................................................................................ 31

APPENDIX D TRAINING OUTLINE ............................................................................................................................................................................................................ 35

APPENDIX E HAND SIGNALS...................................................................................................................................................................................................................... 40

APPENDIX F CARGO LETDOWN PROCEDURES....................................................................................................................................................................................... 42

APPENDIX G F SHORT-HAUL RISK ANALYSIS ....................................................................................................................................................................................... 48

APPENDIX G Trianing Log.........................................................................................................................................................................

APPENDIX I H ANNUAL TRAINING REPORT........................................................................................................................................................................................ 53

APPENDIX J EQUIPMENT, SUPPLIES, REFERENCES .........................................................................................APPENDIX I EQUIPMENT, SUPPLIES, REFERENCES

.........................................................................................................................................................................................................................................................................54

HELICOPTER SHORT-HAUL GLOSSARY .....................................................................................................................59

Formatted: Normal, Indent: First line: 0.14"

Formatted: Font: 11 pt, Check spelling and

grammar
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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CHAPTER 1: GENERAL INFORMATION

1.1 DEFINITION

Short-haul: To transport one or more persons suspended beneath a helicopter (HEC- human external cargo).

1.2 HISTORY

The development of the short-haul technique in this country has been closely associated with the evolution of 

helicopter rappelling (heli-rappelling). When ground evacuation was dangerous or impractical, personnel were 

removed from rappel sites by attaching to rappel lines that were anchored to the helicopter. While heli-rappel 

requires extended hover time for the delivery of persons to a specific location, short-haul emphasizes limited 

hover time with added capability of the extraction of persons and cargo. 

Helicopter short-haul technique was originally researched and developed by Swiss Air Rescue (REGA) in 1966. 

Short-haul gained popularity in Europe prior to 1970 as an effective rescue technique in mountainous areas. In 

1970, National Parks Canada incorporated short-haul into their search and rescue program, where it continues 

to be widely used.

In the early 1980s, short-haul was adopted and modified by a variety of agencies for use in rescue and law 

enforcement programs in the United States. Helicopter short-haul continues to be an effective tool in meeting 

safe and efficient operational objectives within these programs.

1.3 PURPOSE

This Handbook outlines minimum policies, procedures, qualifications, training requirements and equipment for 

helicopter short-haul programs within the DOI.

1.4 APPROVAL

Helicopter short-haul programs must be approved by the agency. New program requests shall be forwarded to, 

and approved by, agency Directors or their delegates and then forwarded to the Associate Director, NBC, DOI 

NBC AMAMD. Requests shall include a copy of agency approval and the proposed local short-haul operations 

plan, describing when and how short-haul will be used. The operations plan must include a GO/NO-GO process 

for risk management purposes. Plans must comply with agency and departmental policies and guidelines.

1.5 NEW PROGRAMS

Refer to Appendix A for a new program start-up checklist. Local aviation program managers shall select spotter 

trainees. Initial short-haul training will be conducted by agency and DOI NBC AMAMD approved Training 

Specialists in accordance with this handbook. Qualified check spotters from other approved programs shall be 

used for training and qualification. 
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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CHAPTER 2: QUALIFICATIONS & REQUIREMENTS

2.1 PILOT REQUIREMENTS

A safe and effective short-haul program is highly dependent upon precision long-line skills. Accordingly, pilots 

must comply with the following minimum requirements.

• Qualified in accordance with 14 CFR 133 for Class A and B external load operations and meet 

requirements identified in the procurement document.

• 50 hours Pilot-In-Command (PIC) in make and model in the preceding 12 months.

• 25 hours of vertical reference experience requiring precision placement in the preceding 12 months.

• Approved for long-line operations.

• Have successfully completed the DOI NBCDOI AM administered Short-Haul Pilot Practical Test outlined 

in Appendix C.

• Complete annual operational training with the using agency.

• Understand short-haul techniques, short-haul/spotter signals and operational concerns.

• Demonstrate ability to work with the short-haul spotter.

2.2 SPOTTER AND SHORT-HAULER REQUIREMENTS

Spotters and short-haulers shall complete the following minimum requirements. Individuals may require 

additional training based upon the complexity of the program.

A. Check Spotter

An agency state or regional aviation manager will recommend check spotter candidates. Final approval 

will be accomplished by DOI DOINBC AM. In addition to meeting all spotter requirements, check 

spotter candidates must:

1) Be qualified as a resource helicopter manager.

2) Have served as a qualified spotter for two years.

3) Have demonstrated ability as an instructor and assisted in the training of at least two spotters. 

B. Spotter 

Spotter candidates must:

1) Have completed Interagency Helicopter Crewmember Training (S-271). 

2) Be familiar with the helicopter procurement documents.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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3) Under the supervision of a qualified check spotter: 

a) Demonstrate knowledge of the inspection, care and maintenance of short-haul 

equipment.

b) Demonstrate ability to rig the helicopter for short-haul, provide a safety briefing and 

conduct a safety check of short-haul personnel without procedural error.

c) Demonstrate knowledge of emergency procedures.

d) Spot six loads of short-haul personnel, two in typical terrain. If applicable, four loads of 

cargo (e.g., a rescue litter) shall be deployed without procedural error.

e) Demonstrate ability to work with the pilot.

f) Demonstrate knowledge of risk assessment and mission structure.

NOTE: The spotter must perform all spotter duties.

C. Initial Short-hauler 

Short-hauler candidates must:

1) Have completed Interagency Helicopter Crewmember Training (S-271). 

2) Demonstrate knowledge of the inspection, care and maintenance of short-haul equipment and 

rigging.

3) Demonstrate knowledge of short-haul procedures.

4) Demonstrate knowledge of emergency procedures.

5) Complete a minimum of two short-hauls without procedural error. Training should be in 

typical terrain and should include receiving cargo.

6) Demonstrate knowledge of risk assessment and mission components.

NOTE: The spotter should incorporate short-haul scenarios with deployments in typical terrain and/or confined 

areas into training.

2.3 ANNUAL RE-QUALIFICATION REQUIREMENTS

The pilot and all short-haul personnel shall participate in annual operational training and complete the following 

requirements to the satisfaction of the check spotter or spotter. 

A. Annual short-haul training will include:

1) Participation in helicopter safety refresher training. 
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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2) Review and discussion of the local short-haul operations plan, emergency procedures and risk 

assessment.

3) Review short-haul related incidents and lessons learned.

4) Review of the procurement document. 

B. Pilot 

In addition to the annual short-haul training, the pilot will successfully complete the DOI NBCDOI AM 

administered Short-Haul Pilot Practical Test outlined in Appendix C.

C. Check Spotter and Spotter

In addition to the annual short-haul training, check spotters and spotters will:

1) Demonstrate knowledge of short-haul procedures and spotter responsibilities to another

spotter without error. 

2) Complete four short-hauls without procedural error. If applicable, four cargo loads may be 

substituted for Human External Cargo (HEC). 

D. Short-Hauler

In addition to the annual short-haul training, short-haulers will:

1) Demonstrate knowledge of short-haul procedures without error.

2) Complete at least two helicopter short-hauls without error. At least one shall be in typical 

terrain. 

E. Documentation 

It is the responsibility of the spotter or program manager to maintain documentation for initial training, 

re-qualification, proficiency and operational short-hauls. Documentation shall include:

1) Helicopter Load Calculation

2) Names of personnel involved

3) Terrain description

4) Type of mission, training or operational

5) Weather and flight conditions

6) Use of risk assessment

7) SAFECOM, if applicable
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

7 Field Code Changed

2.4 PROFICIENCY REQUIREMENTS

It will be the responsibility of the check spotter or short-haul program manager to determine, beyond the 

minimum requirement, the frequency of proficiency short-hauls for all short-haul personnel, including the pilot. 

In no case will the proficiency period exceed 90 days. The check spotter may require additional training based 

on the complexity of the program, or for individuals needing more instruction. An operational short-haul within 

the proficiency period may count as a proficiency short-haul. Once past the proficiency period, only training 

short-hauls may be used to re-qualify.

 

NOTE: More frequent short-haul proficiency intervals may be identified in the local short-haul operations plan 

and procurement document.

Minimum Requirements:

Initial Annual Proficiency

Pilot Pass the pilot practical test

Operational training

Demonstrate ability

to short-haul

Pass the pilot practical test

Operational training

Demonstrate ability to short-haul

* Short-haul once 

every 90 days or less

Check 

Spotter/

Spotter

Operational training

Spot six loads, two in typical

terrain

Operational training

Spot four loads without procedural 

error

Spot once every 90

days or less

Short-hauler

Operational training

Complete two short-hauls 

Operational training

Complete two short-hauls without 

procedural error

Determined by 

Spotter or Short-haul

Program Manager

* The spotter may request the pilot demonstrate the ability for precision placement on a more frequent basis. 

NOTE: Without sacrificing efficiency or safety, short-haul pilots are encouraged to practice precision placement 

of external loads as often as possible. During routine project work it may be useful to define spot-specific targets 

and utilize a long line of the same length as the rope normally used for short-haul. This practice encourages the 

maintenance of short-haul skills.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

8 Field Code Changed

CHAPTER 3: PERSONAL PROTECTIVE EQUIPMENT (PPE)

3.1 EXCEPTIONS

Reference 351 DM 1, Aviation Life Support Equipment Handbook (ALSE), for authorization for exceptions 

and waivers to PPE.

There are emergency situations that may require exceptions to PPE requirements. Exceptions will be addressed 

on an incident-by-incident basis. The Incident Commander (IC) and incident personnel must weigh the merits 

and use of PPE and the protection it provides in the event of an aircraft crash and/or fire, against the risks 

present during special missions. If during the risk assessment process deviation from standard PPE is 

considered, affected incident personnel will be advised of potential hazards. It may be appropriate during 

typical terrain training exercises to deviate from PPE requirements to enhance safety and to simulate mission

conditions and requirements. 

A. Waiver Delegation

Discretionary authorization for approval of exceptions is delegated to agencies for those circumstances 

where the protection of the individual after exiting the aircraft is deemed more critical to personal 

safety and security than that provided by PPE generally required for flight. 

Exercise of this authority requires senior management approval at the national level for the agency 

concerned or a written re-delegation of authority to a lower level, which specifically details the position 

or person responsible for making the decision. When the exception authorization has been placed in 

effect by the agency, a copy will be provided to the Director, DOI NBCDOI AM. Exception authorizations 

must also be included with bureau requests for procurement services when such operations are 

conducted. See 351 DM 1.7E (4). 

B. Documentation

A copy of the discretionary authorization shall be included in the agency or user’s local short-haul 

operations plan.

3.2 PPE STANDARDS

PPE shall be worn in accordance with the ALSE Handbook during short-haul training and operations.

DOI NBCDOI AM may evaluate new equipment for approval, pursuant to a letter of request submitted through 

the agency. Alternative PPE may be used outside the aircraft to enhance the safety of the short-hauler. The 

following items are approved for short-hauler use.

A. Helmets: For short-haulers on the rope, an approved aviator’s helmet is recommended. A climbing 

helmet that is Union International Alpine Association (UIAA) or Common European (CE) approved is 

also permitted. 

B. Footwear: Short-haulers may utilize footwear that is appropriate for mission safety (e.g., rock climbing 

shoes, cold weather mountaineering boots, etc.).
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

9 Field Code Changed

CHAPTER 4: SHORT-HAUL EQUIPMENT

4.1 SHORT-HAUL ROPE ATTACHMENT POINT/ANCHOR

A short-haul anchor system is defined as the points of attachment of the short-haul rope system to the 

helicopter. This system will include both a primary and a secondary backup anchor. The primary and backup 

anchor, where applicable, must be designed for spotter and/or pilot release in an emergency. The load must 

be fully jettisonable, utilizing two separate and independent actions. As with high-angle rescue systems, a 10:1 

Static System Safety Factor is required for the entire short-haul system from anchor to harness. The Static 

System Safety Factor is the ratio of the maximum expected static force to the breaking strength of the weakest 

link in the system. A standard of 450 pounds will be used for the maximum expected static force. The aircraft 

cargo hook is excluded from this requirement. The Federal Aviation Administration (FAA) or DOI NBCDOI AM 

shall approve attachment devices or brackets, their installation and any proposed changes.

NOTE: The short-haul anchor is a redundant system designed to prevent a catastrophic loss of the entire 

short-haul load and, possibly, the HEC. This redundancy, a key safety feature, should be continued 

throughout the entire short-haul system to the extent practical. Reliance on a single component at any point 

in the system should be avoided. 

Maintenance 

A FAA Maintenance TechnicianAn FAA certified Airframe and Powerplant (A&P) Mechanic or approved vendor 

A&P mechanic will perform maintenance tasks associated with hard point short-haul anchors. The 

manufacturer or a holder of a FAA Master Parachute Riggers’ Certificate will perform maintenance on software 

anchors.

• Metallic components of the short-haul anchor must be inspected annually, as a minimum.

• Belly bands and 3 ring release systems must be inspected annually and retired after 5 years from date 

of manufacture. Software components that become fuel or oil soaked shall be retired from service.

• Modification or repair of the anchor system shall be approved by DOI NBCDOI AM or certified by the 

FAA in accordance with applicable Federal Aviation Regulations (FARs).

•Anchors manufactured by DOI NBC AM or the USDA Forest Service will be given an identification number 

that will be permanently affixed.

• The short-haul program manager or spotter will maintain records of inspection, maintenance and use

for the anchor system. Records will be retained for the life of a particular product or as long as it is in 

use and shall contain the following information:

1) Identification number issued by manufacturer.

2) Identity of the user agency.

3) Date of last inspection, how it was accomplished and signature of individual who 

performed it.

4) Maintenance performed, including the date and location where it occurred, and the 

signature and certificate type of the person who did the work.

4.2 SHORT-HAUL ROPE

Short-haul rope is used to suspend HEC and cargo beneath the helicopter during short-haul operations. This 

rope is used for attachment from the helicopter anchor to personnel on the end of the line in lengths that are 

safe and efficient for the specific needs of the individual short-haul program.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

10 Field Code Changed

The short-haul rope will be constructed of synthetic material which may include nylon, polyester or high

molecular weight polyethylene (e.g., SpectraTM or DyneemaTM). Cordage will be single strand or greater and of 

low-stretch, kernmantle, or braid-on-braid construction.

Any unloaded short-haul rope will have a weight bag of at least 20 pounds attached to it in order to prevent 

excessive trailing behind the aircraft during forward flight. Additional weight should be considered for rope 

lengths in excess of 100 feet. Forward flight should not exceed 60 mph with the short-haul rope deployed.

Short-haul rope requirements:

• Ropes will be marked in a non-destructive manner for identification.

• Short-haul rope history will be documented by the spotter or short-haul program manager following 

each use. Documentation shall include the date and specific type of use.

• Rope history will begin when the line is purchased and placed into service, noting the date of 

manufacture. Useful service life should be based on date of manufacture.

• Retirement of a short-haul rope may be dictated by age, documented usage history, or visual inspection. 

When in doubt, retire it. For further guidance with regard to rope wear, inspection, care, and 

maintenance, refer to manufacturers specifications and guidelines. 

• Short-haul rope will be retired from service after 5 years from date of manufacture, regardless of 

condition.

4.3 HARNESSES AND PATIENT EXTRACTION EQUIPMENT

All programs will utilize commercially made harnesses which shall adhere to one or more of the following 

standards: NFPA 1983, NFPA certified class III, ANSI Z359.1-1992 or CE standards. Additionally, harnesses 

conforming to the CE standard shall conform to EN 12277, the European Standard for “Mountaineering 

Equipment—Harnesses—Safety Requirements and Test Methods.” 

Manufacturer’s recommendations for proper use will be followed. Short-haul team members will inspect 

harnesses, daisy chains and extraction equipment frequently (e.g., stitching, buckles, webbing abrasion, etc.)

for wear or other damage. Harness types that provide a single metal component for attachment, such as a Dring, should be backed up (e.g., girth hitch a runner or daisy chain around the waist belt that is independent 

of the D-ring).

For upper body stabilization, short-haulers may use a full body harness, chest harness and seat harness 

combination, or pack strap accessory to prevent the unlikely event of inversion.

4.4 CARABINERS

All carabiners used for short-haul will be of a locking screw-gate, twist or auto-lock design. Both steel and 

aluminum are approved. 

Carabiners should be inspected frequently for proper function of gate and locking mechanisms, abrasion, burrs, 

rough edges, etc. As with other short-haul components and hardware, single points of attachment, such as a 

single carabiner, should be avoided and backed up where possible.

NOTE: Carabiners are designed to be loaded longitudinally. If load occurs on the side, i.e. cross gate loading, 

failure may occur. If screw-gate carabiners are used, be aware of the potential for vibration induced movement 

of the locking mechanism.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

11 Field Code Changed

4.5 KNIFE

A knife suitable for rapid cutting shall be worn where it is accessible and easily removed for emergency use. A 

lanyard may be used to secure the knife to the user or to a predetermined accessible location.

4.6 SPOTTER ATTACHMENT

Refer to the Aviation Life Support Equipment (ALSE) Handbook , Chapter 2.4, Aircrew Member Secondary 

Restraint System .The point and system of attachment of the spotter to the aircraft, except the seatbelt, shall be 

approved by DOI NBCI AM during program review. 

CHAPTER 5: OPERATIONS

5.1 OPERATIONAL REQUIREMENTS

Operations and procedures shall comply with the Departmental Manual, agency aviation policy, the procurement 

document, this Handbook and the user-specific Short-haul Operations Plan. All flight operations have a certain 

inherent degree of risk associated with them. Training and the judicious use of available resources, including 

helicopters, can help reduce the degree of risk associated with a particular mission. Risk assessment and the fact

that it must be an on-going process during an operation is vitally important to a short-haul program. Risk 

assessment is the subjective analysis of physical hazards and operational procedures used to arrive at a GO/NO 

GO decision. Risk assessments support informed GO/NO GO decisions, which are the responsibility of line 

management. The pilot retains final authority for a GO/NO GO decision when safe operation of the aircraft is a 

factor (352 DM 1, Aviation Safety; 1.9, A). 

A. A spotter will be in the aircraft during short-haul operations and will be defined in the approved

Short-Haul Operations Plan.

B. A spotter on the bottom of the rope during short-haul operations shall also be defined in the 

operating plan. It is imperative that the pilot have clear communications with the spotter on the 

end of the rope.

5.2 HELICOPTER LOAD CALCULATIONS

A helicopter load calculation will be completed by the pilot and reviewed by the spotter and/or helicopter 

manager for every mission. Interagency Helicopter Load Calculation shall be completed per the instructions for 

Form AMD-67/FS 5700-17 .

5.3 FLIGHT RESTRICTIONS

A. Flight operations and procedures, including short-haul, shall be conducted from 1/2 hour before official 

sunrise until 1/2 hour after official sunset, or during extended twilight hours when terrain features can 

be readily distinguishable for a distance of at least one-mile (Alaska). Additionally, hand signals from

the short-haulers, ground crew and the aircrew must be clearly visible.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

12 Field Code Changed

B. Visibility for short-haul missions shall be a minimum of 1/2 mile. 

NOTE: Life threatening emergencies as determined by local management may prompt deviation from the 

Departmental Manual and/or the Short-haul Handbook. In such an event, thorough documentation and 

submittal of a SAFECOM is required. The risk-to-benefit gain of deviation should be carefully assessed through 

risk management procedures.

5.4 MISSION BRIEFING

A briefing shall be provided by appropriate incident managers and/or the spotter prior to short-haul operations 

and must include the pilot, manager and, to the greatest degree possible, all persons involved in the operation. 

As a minimum, the following shall be addressed during the mission briefing:

 Risk Assessment

 Nature of the Mission

 Location 

 Terrain

 Weather

 Landing Areas

 Individual Responsibilities

 Cargo Let-Down procedures, if applicable

 Hazards

 Safety Considerations

 Emergency Procedures

 Situational Awareness Review

NOTE: Risk assessment is an on-going process, to be applied throughout the operation.

5.5 PERSONNEL AND HELICOPTER EQUIPMENT CHECKS

A. Personnel Safety Check 

Each individual will check themselves and their partner before operations commence. Inspection will 

work from head to toe and will adapt to specific equipment used.

 Helmet properly fitted, chin strap fastened. 

 Eye protection secured.

 Fire resistant clothing properly worn. 

 Collar up and flight suit completely zipped. Loose items around neck tucked into clothing. 

 Radio operational and on correct frequency. 

 Gloves on.

 Sleeves down and secured over gloves.

 Harness properly fitted, buckles correctly fastened, no twists, loose straps secured. 

Double-check on follow-through buckles. Two separate points of attachment are properly 

secured to harness and locking carabiners are functional. 

 Knife easily accessible and secured. 

 ALSE approved footwear if riding in the aircraft.

 Pants or flight suit should be long enough to cover top of boots while in seated position if 

riding in aircraft. 
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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B. Helicopter Equipment Check

The pilot, spotter and short-haulers will complete the following checklist (may vary by aircraft):

 Cargo - remove items not essential to the mission. 

 Cabin configuration - as directed by the pilot, monitor adjustments as the cabin is 

configured for short-haul.

 Anchor and release system installed correctly, tested and secure.

 Short-haul rope correctly attached to primary and back-up anchors. 

 Line and brake device available for cargo let-down. 

 Cargo secured, but accessible.

 Spotter attachment secure.

 Seat belts secured and operational.

 Maps and mission information secured, but accessible.

 All radios operational and on correct frequencies. A radio check should be done to 

establish communications between the aircraft and appropriate short-haul personnel, 

including pilot, spotter, short-haulers and ground crew members.

 Intercom system operational. Due to other air traffic or ground personnel attempting to 

make radio contact, use of the hot microphone is not recommended.

5.6 PILOT/SPOTTER DUTIES DURING MISSION RECONNAISSANCE FLIGHT

Coordination between the pilot and spotter is essential for the safe and efficient completion of short-haul 

missions. The spotter will assist the pilot with navigation and flight following as well as be alert to hazards, 

such as other aircraft, wires and blade clearance. The pilot and spotter must evaluate and select short-haul 

insertion and extraction sites, as well as possible staging areas. Short-haulers may also assist with site 

selection. Short-haul insertion and extraction sites should be evaluated for the following:

 Proximity to incident, if insertion/extraction site is not at the incident site

 Approximate size

 Slope

 Rotor clearance

 Wind conditions

 Ground/aerial hazards

 Approach and departure routes

 Non-incident personnel in the area

Once a site has been selected, a hover check to determine available power shall be done. Other information 

necessary to complete the GO/ NO GO decision will be gathered. A landing area suitable for rigging the 

aircraft will be selected.

5.7 SPOTTER DUTIES AT STAGING AREA

After landing, the spotter is responsible for preparing the helicopter for short-haul following the helicopter

check list from 5.5 above. Any additional crew briefing should be done at this time. This may include new

hazards spotted, situational changes, additional pilot requests/cautions, possible cargo deployments, etc. The 
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

14 Field Code Changed

spotter should have a buddy check for their harness and also check the spotter attachment. Additionally, all 

other traffic should be cleared from the frequency to be used for the short-haul.

5.8 SHORT-HAULER DUTIES DURING INSERTION

During the lift-off and preparation for the insertion it is important that short-haulers communicate to the pilot 

and spotter what is occurring on the rope. 

1. Short-haulers remain a safe distance from the helicopter.

2. Helicopter lifts and establishes hover.

3. Short-haulers attach to short-haul rope after receiving the command from the pilot and/or spotter.

NOTE: If short-haulers are inserted in pairs, one person should be responsible for communications and the 

other for tending to the short-haul rope. 

4. Short-haulers give spotter "ready" signal.

5. Pilot lifts short-haulers and flies to incident site. Spotter monitors short-haulers during transport. 

Prior to insertion, the pilot will do a final power assurance check.

6. Upon arrival at the incident site the short-hauler may assist with vertical reference by calling out 

distances over the radio, e.g., “two-zero feet above the ground, one-zero feet, on the ground,” as the pilot 

delivers the load in a controlled fashion. 

7. Once on the ground, sufficient time should be allowed for the short-haulers to stabilize and secure 

themselves prior to disconnecting from the short-haul line. Short-haulers communicate to pilot and/or 

spotter when they are ready to unhook.

8. When directed by the pilot and/or spotter, short-haulers unhook from short-haul rope and signal when 

they are clear.

9. The helicopter departs the short-haul site and returns when requested.

5.9 SHORT-HAULER DUTIES DURING EXTRACTION

1. It is critical to maintain communications between personnel on the ground, the pilot, the spotter and the 

short-haulers during extraction.

2. At the short-haul extraction site, prior to extraction:

 Communicate any pertinent new information to the helicopter crew.

 Communicate any situational changes.

 Move unnecessary people away. 

3. Short-haulers and/or victim are attached to short-haul lines on command. 

4. Short-haulers give "ready" signal.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

15 Field Code Changed

5. Pilot lifts short-haulers, clears obstacles, and flies to landing area. Spotter observes short-haulers 

during transport.

6. Short-hauler may assist pilot with vertical reference to the ground, e.g., “two-zero feet, one-zero feet, on 

the ground.”

7. Once short-haulers are stable and secure, and after they receive direction from the pilot or spotter to 

unhook, they do so and signal when they are clear.

8. The helicopter lands and personnel and/or victim are loaded inside the helicopter for extended flight.

NOTE: Following any training exercise or actual mission, a “hot debrief” should be conducted. Research has 

shown that this is a key ingredient of many successful teams. The hot debrief conducted immediately following 

the mission can meet the following objectives:

 Provide feedback to involved personnel.

 Identify areas of concern for follow-up.

 Reinforce lesson learned.

5.10 ADMINISTRATIVE DUTIES

The program manager shall be responsible for the completion of documentation related to short-haul activities. 

The spotter shall have sufficient training, qualifications and experience to accomplish the following duties and 

responsibilities.

• Contractual problems are communicated to appropriate personnel 

(helicopter manager, project inspector, COAR, etc.).

• SafeComs completed when necessary.

• Monitor currency of short-haul personnel and schedule training as needed.

• Insure that short-haul logbooks for personnel and equipment are current.

5.11 CARGO LETDOWN

Cargo letdown shall comply with requirements and procedures outlined in the Interagency Helicopter Rappel 

Guide. or Appendix F for aircraft not addressed in the Rappel Guide.

NOTE: Cargo let-down was designed to augment helicopter capabilities. It is not a replacement for long-line 

operations. Exposure and risk assessment must be addressed in the process of determining which type of 

helicopter delivery system to use.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

16 Field Code Changed

CHAPTER 6: EMERGENCY PROCEDURES

Preplanning for emergency procedures is a critical component of risk management. Accordingly, each shorthaul program must evaluate and discuss potential scenarios and actions that may best mitigate any associated 

hazards. Training for effective crew resource management should be a part of this process. 

It is imperative that everyone involved in short-haul understand how instantaneously an in-flight emergency 

may occur. Survival of short-haul personnel during an in-flight emergency is best accomplished by having 

suspended personnel remain attached to the rope while the pilot attempts emergency landing. Examples of 

formalized emergency planning procedures are outlined below.

WARNING: Short-haul operations are inherently dangerous and could be fatal. This must be 

discussed in detail during training, re-currency and mission briefings. Release of the short-haul 

line with human external cargo (HEC) attached beneath the aircraft will only be used as a last

resort, but may be necessary in certain aircraft emergencies. This decision rests solely with the 

PIC, their evaluation of the aircraft emergency, and the effect the HEC is having on the aircraft. 

The decision of any short-hauler to cut away from the line is a personal choice depending on the 

circumstances and best chance for survival.WARNING: Short-haul operations are inherently 

dangerous and could be fatal. This must be discussed in detail during training, re-currency and mission 

briefings. Release of the short-haul line is not an operational consideration while human external cargo 

(HEC) is attached beneath the aircraft. The short-haul line will not be jettisoned. The only exception 

whereby the line may be jettisoned is entanglement or the potential of entanglement. In case of an 

aircraft emergency, the pilot will attempt to land with HEC attached to the short-haul line. The decision 

of any short-hauler to cut away from the line is a personal choice depending on the circumstances and 

best chance for survival. 

6.1 HELICOPTER IN FLIGHT, CONTROL AND POWER MAINTAINED

Examples: Caution indicator or chip light on, gradual loss of oil pressure, etc. The pilot may:

• Notify the spotter and short-haul personnel and set them on the ground as soon as possible.

• Continue with the flight and notify the spotter and short-haulers that a precautionary landing will 

occur as soon as a suitable landing area is found. 

NOTE: Once on the ground, personnel should rapidly unhook or cut lines and seek protection.

6.2 HELICOPTER LOSS OF CONTROL OR POWER, ENGINE FAILURE

Examples: Loss of tail rotor authority, transmission failure, compressor stall, engine failure, hydraulic boost 

pump failure, etc. The pilot may:

• Declare the emergency to the spotter and short-haulers.

• Attempt to get short-haulers on the ground. Short-haulers will rapidly unhook or cut lines and seek 

protection.
Department of the Interior

Helicopter Short-Haul

Handbook (351 DM 1)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

17 Field Code Changed

• Attempt to maneuver helicopter away from personnel on the ground.

6.3 SHORT-HAUL LINE ENTANGLEMENT

In the event of possible line entanglement, the pilot may decide it is necessary to release the line. Pilot will notify 

the spotter and ground personnel that line may be released. 

NOTE: Again, it is imperative that potential emergency scenarios, actions and reactions likely required of all 

involved personnel are discussed as thoroughly as possible prior to flight.

Ongoing efforts within the helicopter short-haul community to improve the survivability of personnel during 

both normal flight operations and in the event of an emergency include:

 Improved pilot/spotter release systems.

 Training in crew resource management, situational awareness and risk management.

 Water ditching training.

 Improved pilot proficiency evaluations.

 Emphasis on typical terrain training.

 Acquisition of the best aircraft for the job.

 Information sharing on lessons learned.

 Evaluation and testing of new technology which could lead to operational improvements and 

increased safety.

 Use of improved PPE such as new flame resistant fabrics.

 Interface with the international short-haul community.

 Organized helicopter short-haul workshops.

 Pursuit of additional program funding for training and equipment.

These efforts reflect a proactive approach to risk management and hazard mitigation that should exist within 

each helicopter short-haul program. 

“Takeoffs are optional, landings are mandatory!”
Appendix A – New Short-haul Program Start-Up Checklist

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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APPENDICES

APPENDIX A: NEW SHORT-HAUL PROGRAM START-UP CHECKLIST

For new short-haul programs initial start-up can be a daunting and intimidating process for designated shorthaul program managers. The start-up is a process that takes time to initiate and should be given ample time 

to implement. A new short-haul program should progress in a logical sequence. 

The following checklist is intended to provide direction to assist in the process.

1.1 Approval 

 Short-haul program manager designated for local short-haul program. Usually this person initiates 

short-haul proposal and presents to bureau or agency management for initial approval.

 Helicopter short-haul programs must be approved by the agency. New program requests shall be 

forwarded to, and approved by, agency Directors or their delegates and then forwarded to the Associate 

Director, DOI NBC AMAMD. 

 Requests shall include a copy of agency approval and the proposed local Short-haul Operations Plan

(refer to Appendix B for an example of a Unit Short-haul Operations Plan) describing when and how 

short-haul will be used. The operations plan must include a GO/NO-GO process for risk management 

purposes. Plans must comply with Departmental and Agency policy and guidelines.

o A short-haul operations plan is normally written by the local program aviation manager, 

which details program requirements for the local unit. The plan should be referenced in the 

local unit’s aviation management plan. It is recommended that new programs utilize the 

template from Appendix B and get input from the Short-Haul Working Group and DOI-NBC 

AMAMD specialists. Initial approval must be completed by all involved parties and finally 

approved by agency Directors. 

1.2 Program Funding - It is extremely important that funding is available to provide for initial start-up 

and continual support of the short-haul program. Some funding considerations are:

 Helicopter Costs – Pilot and short-haul personnel proficiency training will require additional 

helicopter cost, requiring between 8-10 hours of flight time per year ($5,000 to $10,000).

 Short-haul Equipment Purchase - The initial equipment purchase may cost between $5,000 and 

$10,000. Annual equipment upkeep will be at least $1000 per year.

 Additional annual costs for training and workshops, approximately $2,000-5,000.

1.3 Training/Workshops (requirements may vary by region)

 Pilot Proficiency - Pilot will have to pass a four phase short-haul proficiency evaluation. This will 

require practice time. The cost of the accrued helicopter flight time will have to be negotiated 

between unit and contractor by DOI-NBCDOI AM contracting officer. A short-haul proficiency course 

has been developed and should be practiced in preparation for the official test by a DOI-NBCDOI AM 

check pilot. (see Appendix C)
Appendix A – New Short-haul Program Start-Up Checklist

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

19 Field Code Changed

 Short-haul Personnel will be required to attend Helicopter Crewmember Training, S-271 and annual 

short-haul training. Will be required to maintain proficiency every 90 days.

o There may be additional cost if unit does not have a check spotter.

o Check spotters are required to be qualified as a resource helicopter manager.

o Short-haul program managers and/or spotters should attend the annual short-haul 

workshop.

o Check spotters required to attend triennial helicopter manager workshop (RT-372). 

1.4 Time Frame – Anticipate at least 8-12 months as a minimum before initial short-haul training can begin. 

The amount of time required to initiate a short-haul program will vary due to a number of factors:

 What type of aircraft is intended for use?

o Will the aircraft type require new development of equipment or procedures? Helicopter 

models currently not being used for short-haul may require at least 12 months for 

equipment evaluation and approval.

 What type of helicopter procurement document? A new or existing procurement documents will 

require the procurement document to include additional pilot proficiency and aircraft equipment 

modifications. 

1.5 Program preparation. -

 Approval Process

o Local 

o Regional 

o National

o Send to AM Associate Director

 Program Funding

o Helicopter procurement document – It is important to contact the closestappropriate DOI 

NBC AMAMD area or rRegional office as soon as possible to initiate the aircraft procurement 

and pilot approval process.

o Short-haul equipment purchase – Helicopter short-haul anchor will be associated with 

helicopter make and model. Make and model may influence procurement and installation. 

Develop estimate of total cost for personnel and aircraft associated equipment.

o Annual training costs – Short-haul personnel, and pilot proficiency.

o Miscellaneous costs -

 Final Details
Appendix A – New Short-haul Program Start-Up Checklist

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

20 Field Code Changed

o Aircraft Inspection – New make and model of aircraft that have not been used for short-haul 

previously may require additional research and evaluation. Sufficient time will be required 

prior to the pilot proficiency test.

o Pilot Proficiency – Evaluation will be conducted by a DOI NBCDOI AM pilot inspector and the 

local short-haul program manager. Evaluation should not occur consecutive to short-haul 

training. Ample time should be provided in case the contract pilot fails and requires 

additional proficiency training.

o Short-haul Training – Training should not be scheduled until the aircraft inspection and the 

pilot proficiency test have been successfully completed.

NOTE: It is imperative that the local short-haul program manager and the identified DOI NBC AM area 

orAMD regional office maintain close contact throughout the entire start-up process. Sufficient preplanning must occur at each stage to eliminate additional costs and prepare for the next stage. After 

the approval process, program funding and final details, as defined above, are completed, the program 

is now considered an operational short-haul program. 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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APPENDIX B: EXAMPLE OF UNIT SHORT-HAUL OPERATIONS PLAN

Yellowstone National Park

Helicopter Short-Haul Operations Plan

January 2008 Revision

PREPARED BY: 

_______________________________________________________

Approved:

Superintendent:________________________________________________

Recommended:

Chief Ranger:_________________________________________________

Recommended:

Park Aviation Officer: __________________________________________
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

22 Field Code Changed

INTRODUCTION

Helicopter Short-haul Rescue involves the use of a rescue line (doubled kern mantle static rope) 

attached to a helicopter's center of gravity point to insert or extract rescue personnel and injured 

persons in an emergent situation; typically from a remote scene where safe helicopter landings are 

not possible.

This technique provides technical rescue personnel an extra tool with which to expeditiously 

remove a seriously injured subject from a remote location. Without its availability, an Incident 

Commander would be faced with a lengthy conventional rescue including increased hazards to 

the patient and rescue personnel. Short-haul rescue incorporates utilization of the Incident 

Command System (ICS) and thorough risk analysis procedures to manage the execution of a 

rescue, and evaluate and implement risk management measures.

The short-haul technique has greatly expedited the evacuation of seriously injured people from 

the backcountry to definitive care facility. A rescue that historically would have taken 18 to 24 

hours can now be completed in a fraction of the time, enhancing patient comfort and 

survivability. The short-haul technique allows the rescue to be accomplished with fewer 

personnel than required by conventional rescue means, eliminates the need for evacuations over 

hazardous technical terrain reducing risk exposure to victims and rescue personnel alike. Under 

certain situations, the rescue of an individual would not have been possible without the short- haul technique. However as with any helicopter application, risks exist and consequences are 

potentially fatal to all participants.

Short-haul becomes the tool of choice when incident sites are too small to land in safely yet they 

are close to a staging helispot. A primary advantage of the technique is its simplicity. The pilot 

is called upon to perform a simple long-line sling load technique identical to those they conduct 

during the course of routine fire and project external cargo work, while rescue personnel need 

only clip into and out of the system using conventional rescue rigging equipment and 

predetermined communications protocols. No descending device is required and hover time is 

minimal.

HISTORY

The Yellowstone short-haul rescue program is an out growth of the helirappel program that was 

started in conjunction with Grand Teton Park in 1985. Five Yellowstone helitack crew members 

and four West Yellowstone Interagency Fire Center (WYIFC) smokejumpers completed a 40 

hour training session taught by personnel from Yosemite National Park and the Office of 

Aircraft Services (OAS) from Boise, Idaho. The helicopter used was an Aerospatial SA 315B, 

Lama. 

In July 1986, OAS personnel came to Yellowstone to continue with the helirappel and short- haul training. They worked with personnel from the RMVP staff and the West Yellowstone 

Interagency Fire Center to establish helirappel and short-haul procedures for the 'Lama'. Ten 

additional personnel from the Resource Management & Visitor Protection staff and four West 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

23 Field Code Changed

Yellowstone Interagency Fire Center personnel completed the requisite training to become 

approved helirappellers. Three additional spotters were approved. 

By 1989 the shortcomings of helirappel were becoming apparent. These included but were not 

limited to, prolonged hover time, movement through the confined space of the helicopter, 

reliance upon a descending device and most important, no extraction capability. Short-haul was 

examined as an alternative by OAS and Grand Teton personnel. The Yellowstone program 

reflects subsequent guidelines developed by OAS, the Interagency Steering Committee and the 

meeting between OAS and Grand Teton personnel.

In 1991, Denali National Park authorized a short-haul program. The following year a 

Yellowstone National Park helitack crewmember was detailed to Denali annually to manage the 

Denali exclusive use contract helicopter. Due to the fact that the parks were using identical 

aircraft and had a common personnel link, Yellowstone chose to have its program reflect many 

of Denali's procedures. Upon returning from Denali each summer, the Yellowstone detailer 

possessed many new innovations developed in Alaska. Communications protocols were kept 

the same to avoid confusion on the part of the detailer. Though Denali hired the detailer as a 

permanent employee in 1999, the decision was made to keep the programs parallel due to the 

previous successes realized in safety and mission efficiency.

Versions of the short-haul technique have been used for over 20 years by European, and Parks 

Canada rescue personnel, as well as the US military. The technique has been in use in Parks 

Canada since the early 1970's with no accidents during the course of approximately 1000 rescue 

missions and at least that many training flights.

In the years since its inception, the short-haul program has witnessed steady refinement and 

improvement each year. Yellowstone personnel participate on the Interagency Steering 

Committee, which recommends short-haul program policy and training standards to Helicopter 

Operation Specialists from all agencies. Yellowstone's program incorporates these national 

standards and will continue to adjust, reflecting change occurring within the national program.

SAFETY

All operations will comply with the following regulatory documents:

1. USDOI, DM 350-354, Aviation Policy

2. RM/DO-60 (Aviation Management Guidelines)

3. DOI 351 DM 1, Helicopter Short-haul Handbook

4. The Interagency Helicopter Operations Guide(IHOG)

5. Intermountain Region Aviation Management Plan

6. Yellowstone National Park Aviation Management Plan

7. 14 Code of Federal Regulations (Federal Aviation Regulations)

8. 29 CFR 1910. 132 (d) (occupational safety code)

9. National Fire Protection Association codes 1983 and 1006

IN ADDITION TO THE ABOVE DOCUMENTS, YELLOWSTONE SHORT-HAUL 

OPERATIONS WILL BE GUIDED BY THE FOLLOWING STANDARD AVIATION

SAFETY PRINCIPLES LISTED BELOW.

1. Use of risk analysis 

a. Standard Yellowstone Aviation Risk Analysis (Appendix A) will be used as part of 

pre-flight planning as it would be for any other type mission. 

b. The Short-haul Risk Analysis (Appendix B) will be used for all helicopter supported 

SAR missions based on data collected during the recon flight of the scene. 

c. Risk analyses used must have measurable “go/no go” parameters and be based 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

24 Field Code Changed

upon the DOI Helicopter Short-haul Handbook guidelines.

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

in the final report packet.

2. Pilot input

In addition to all pilot authorities and responsibilities outlined in the regulatory 

documents, the pilot will also play a key decision making role in the short-haul arena 

regarding the following areas of concern.

a. Provide input regarding appropriate mission staffing and aircrew configuration. 

As per IHOG chapter 10, Section IV, "The pilot has final authority regarding 

carrying an aircrew member during external load operations". 

b. Pilot will provide input in determining other mission considerations as indicated 

by site specific safety needs derived from the risk analyses.

3. Use of alternative rescue capabilities/techniques

a. Hover-Step (with appropriate waiver and training program in place)

b. Crew shuttle ground rescue team c. Long-line cargo to ground rescue personnel

4. Maximum helicopter performance

a. Limit payload to maximize helicopter performance 1. Meticulous fuel management

2. Limit aircrew members to the minimum necessary number

3. Utilize standard gear inventory based on minimum scene time/risk exposure 

(Appendix C)

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

5. Operational flexibility

a. Utilization of external spotter for all short-haul missions.

b. Ability to tailor operational procedures to terrain/helispot management concerns

c. Utilize full gamut of EMS options based upon totality of incident circumstances.

d. Use of rope extensions to mitigate rotor clearance concerns.

6. Limit exposure 

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

a. short-haul distance: seek closest staging area possible 

b. limit number of evolutions at the incident site

c. limit number of short-haulers/spotters on the rope

d. minimize total number of aircrew members

7. Sterile cockpit

All operation will be conducted with simple, preset commands between pilot and spotter to 

limit pilot distractions. 

 8. Best Observation Perspective

Defer distance judgements to crew members having best perspective regarding:

a. Rotor clearance

b. Patient/victim condition (panicked or combative)

c. Scene/landing site characteristics (vegetation concerns, poor footing etc.)

d. Closing distances to the ground during landing

9. Two-way Communications Loop

Conduct spotter function from the end of the rope. Persons on the rope will have direct 

communications with the pilot creating a simple two-way communications loop. In the 

event of communications loss, the short-haul spotter will revert to hand pre determined and 

practiced hand signals. Should communications become untenable, the mission will be 

aborted at either the pilot’s or spotter’s discretion. The spotter would signal this by giving 

the appropriate hand signal for “emergency, take us to the ground”.
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

25 Field Code Changed

Personal Protective Equipment

Personal protective equipment (PPE) is mandatory for all Special Use DOI aircraft activities 

(350 DM 3.9). The Aviation Life Support Equipment Handbook (ALSE 351 DM 1) is the 

regulatory authority for PPE policy issues. 

1. All PPE to be used in the aircraft shall adhere to the ALSE handbook.

2. PPE outside the aircraft (i.e. on the line)

a) Helmets: For short –haulers, an approved aviator’s helmet as defined in the 

ALSE handbook is recommended. A climbing helmet (Petzyl, Camp, Climb 

High or equivalent brand that is Union International Alpine association 

(UIAA) or CE approved) is also permitted. 

b) Footwear: Short-haulers shall utilize footwear that is appropriate for mission 

safety (e.g. rock climbing shoes, cold weather mountaineering boots, etc.)

Additional equipment includes the following items. All rigging equipment must be NFPA 1983 

and 1006, and 29 CFR 1910. 132(d) compliant.

Rope-13 mm (1/2 inch) or greater, static kern mantle rope tied double with a double 

fisherman's knot and rigged with double figure 8 knots at each end.

Weight bag- a bag weighing 15-20 lbs. attached near the end of the short-haul line to 

prevent it from rising into the tail rotor.

Carabiners - (2) locking "D" carabiners, preferably steel but aluminum is acceptable.

Harness - commercially sewn seat harness or harness sewn by licensed Master Rigger

Slings - (2) 45cm double ended woven sling and/or commercial daisy chain.

In addition a radio with frequencies compatible to those in the helicopter is required as well as an 

interconnect compatible with the helmet being worn.

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

ALSE waiver process.
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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PROGRAM MANAGEMENT

General program management guidelines are included to alleviate the need for the user to 

consult a variety of documents.

Annual Review

Due to the profound hazards inherent to this activity, this plan will be reviewed annually by the 

Park Superintendent in consultation with the Chief Ranger and Park Aviation Manager. The 

sign off sheet is attached as Appendix F.

Mission Approval

Short-haul training and demonstration flights shall be approved in writing on the daily plan by 

the Park Aviation Manager or designate before the execution of the mission. 

The IHOG states in Chapter 3, Section II, that the line officer (Superintendent) is responsible for 

the "go/no go" decision associated with high-risk activities. The Yellowstone Park 

Superintendent has delegated this authority to the Park Aviation Manager via the park aviation 

management plan. The Park Aviation Manager may delegate authority for short-haul approval 

for SAR missions to the Incident Commander. The Incident Commander will ensure the 

completion of the short-haul risk analysis and make the "go/no go" decision in consultation 

with the pilot and mission spotter.

Pilots and Aircraft

Only pilots and aircraft specifically approved by OAS AMD to perform short-haul operations 

will be utilized. Pilots must have trained with park personnel on these techniques prior to actual 

mission use. The spotter and pilot must have a minimum of two short-haul evolutions annually 

before conducting an actual mission.

The helicopter must be equipped with air to ground communications, doors that can be removed 

or locked back into place, and a load mirror. 

Short-haul lines will not be solely attached to the aircraft cargo hook. An approved back-up 

anchor system must be used. The Yellowstone program incorporates a three-ring release system

fastened to an OAS AMD approved hard point near the cargo hook. The pilot has the ability to 

release this device mechanically without changing position. 

Pilot duty hours will comply with contractual requirements. It is the duty of the pilot to keep the 

Helitack Foreman informed as of his status relative to those guidelines. There are no additional 

duty hour restrictions pertinent to short-haul missions. Crew duty hours will comply with 

national wildland firefighter duty limitations. 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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Pilot Requirements

Pilots will comply with all requirements outlined in the Interagency Short-Haul 

operations Guide (351 DM1). Pilots will be tested at the start of the seasonal contract and will 

be expected to participate in the annual short-haul training and refreshers put on at the start of 

the seasonal helicopter contract period. 

Training flights will be conducted to provide the pilots experience in flying objects using 

the short-haul system. The first flights will involve inanimate objects, i.e. logs, bags of rocks, 

etc. Final application comes during the last phase of the test during which there is a practical 

application in placement of the short-haul litter into typical terrain during typical weather 

conditions. From there training continues putting short-haulers into typical terrain for several 

evolutions until short-haulers and pilot are comfortable and familiar with operating procedures.

OPERATIONS

Procedures

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

plan.

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

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

circulatory compromise. - significant freezing of extremities as to limit mobility is present

- When a conventional rescue would expose rescue team members to a high degree of personal 

risk. There are a number of locations in the area where a conventional litter lowering or 

raising operation would expose the team and the victim(s) to a greater risk than would be 

experienced in the use of the short haul technique.

- A short-haul may be considered for use if the “totality of the circumstance” indicates that this 

technique would be the best way to proceed. Factors such as the duration and difficulty of a 

conventional evacuation, patient safety and possible medical complications, transport time to 

a definitive care facility, weather (past, present and predicted), locations and manpower 

availability should be considered.

Rescue personnel may be extracted from the incident site using short-haul at the conclusion of a 

rescue when there is an immediate threat to their life, health, or safety. Rescue personnel will 

normally be removed to the nearest safe available helispot at the conclusion of a rescue.

An attendant with each patient will be used unless the pilot determines aircraft performance 

shows there is inadequate power and control margin to lift and carry the additional weight, based 

on the helicopter load calculation. If an attendant is flown with the patient attendant must be 

spotter qualified or there must be a spotter and both ends of the evolution

CPR will not be conducted in-flight during a short-haul rescue. 

Body recoveries can be performed using short-haul technique with an attendant. An attendant 

may fly with the body during recovery. Typically the decedent will be slung out using a cargo net, 

rescue litter, screamer suit or by their harness. If the attendant flies out with the body, the body 

will be hooked to a tag line so the body hangs below the attendant’s feet.

Rescue personnel will “clip in” directly to the end of the short-haul line using two locking 

carabiners via a commercially made harness that adheres to one or more of the following 

standards; NFPA 1983, NFPA certified class III, ANSI Z359.1-1992 or CE standards. Additionally, 

harnesses conforming to the CE standard shall conform to EN 12277, the European Standard for 

“Mountaineering equipment-Harnesses- safety requirements and test methods”.
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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Carrying personnel in the short-haul configuration during training is restricted to maintaining 

conditions that would simulate those experienced in an actual mission.

Maximum forward air speed is 52 Knots (60 mph)

Mission Planning

Mission planning for short-haul is composed of the same activities as any other helicopter 

operation as articulated in the Yellowstone National Park Aviation Management Plan. The 

following activities are emphasized for short-haul mission planning for safety purposes. They are 

generally components of the risk analysis process.

Load Calculations

The pilot will complete a helicopter load calculation, OAS AMD form 67, prior to take off from 

the base and a second time utilizing the data gathered during the reconnaissance flight. The load 

calculation for the first short-haul evolution may be utilized for subsequent evolutions if 

pertinent conditions remain constant and if payloads remain equal to or less than the payload of 

the first evolution. Established fixed weight reduction weights will be incorporated into the load 

calculations. Hover out of ground effect (HOGE) will be used for load calculations.

Wind Restrictions

Light helicopters are precluded from performing Special Uses (mountain landings, short-hauls, 

etc.) when wind speeds exceed 30knots/36 mph or when gust spreads exceed 15 knots/18 mph. 

Light helicopters may fly cross-country above 500 AGL under conditions when wind speeds do 

not exceed 50 knots. More specific wind limitations are described for each Special Use 

technique.

Flight Restrictions

No special use helicopter flights will be undertaken unless there is a minimum of 1/2-mile 

visibility. All flights will remain clear of clouds. Flight operations will be conducted in 

accordance with DEPARTMENTAL MANUAL 351, Chapter 1, Section 8: Helicopter Flight 

Limitations. For planning purposes those times from 1/2 hour before sunrise until 1/2 hour after 

sunset may be used. 

Reconnaissance Flight

Prior to conducting a mission, a preliminary load calculation will be prepared for a 

reconnaissance check flight. Prior to performing the actual short-haul the pilot and spotter will fly 

the incident scene checking winds and temperatures and location of nearest LZ. . If a suitable 

helispot can be located within reasonable distance of the incident site the medivac will proceed 

without the use of short-haul. If none exists, initiation of short-haul techniques will proceed. 

During the recon flight, primary and secondary staging areas will be identified and selected. The 

pilot will determine outside air temperature (OAT), wind direction and speed, density altitude of 

site, rotor clearance, and perform a hover and power check. The spotter is responsible for 

estimating the weight of any patient(s) to be picked up, obstructions in the area, ground 

characteristics of site (small ledge, scree slope, need for tag line, etc). The Incident Commander 

and spotter then complete the Helicopter Risk Analysis based on the data gathered from this flight 

and the input of the pilot. Based on all of these activities, the pilot then informs the Incident 

Commander whether or not short-haul mission falls within the performance and power 

limitations of the helicopter and can be conducted with an adequate safety margin 

At the staging area, a second load calculation will be prepared based on information from the 

recon flight if necessary. A procedural review will be conducted prior to conducting the actual 

short-haul mission. The Incident Commander will make the go/no go decision in consultation 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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with the Pilot, Incident Commander and the spotter at this time. The pilot has the final authority 

to turn down any mission.

Operational Sequence

The operational sequence is required procedure. Following the recon flight, the helicopter flies to 

the incident staging helispot with the short-haul equipment and rescue personnel on board 

(number of personnel dependent upon allowable payload). Equipment to include: short-haul 

pack, survival gear, litter or screamer suit, and additional medical equipment (as needed).

Extra rescue personnel are dropped off. Loose cargo in the cabin is removed or secured. Pilot 

prepares a new load calculation if conditions warrant. A review of procedures is conducted with 

Spotter, Pilot and other rescue personnel.

Spotter (this person may also be a short-haul rescuer) rigs the end of short-haul line(s) to the 

helicopter. Spotter goes through the four-step check of the short-haul line attachment. The fourstep check consists of:

1. Checking that all attachment points in system are attached correctly

2. Ensuring that manual hook release functions

3. Ensuring that powered hook release functions

4. Ensuring that three ring release is functioning properly

The Spotter then inspects the line, knots and the weight bag for damage. For the sake of 

redundancy, the other short-haul rescuer checks the line attachment, knots and weight bag. All 

persons to be short hauled will have their harness and attachment point "buddy" checked.

Following the 'buddy' check the Spotter completes a radio check with the aircraft and announces 

"ready". The pilot says "coming up". The pilot brings the line to the short-haulers. Spotter 

grasps the loops at the end of the short-haul rope and says, "got it". The pilot gives the command 

"hook up" when he is satisfied with the stability of the hover. Short-haulers hook up and give 

each other a thumbs up when they are ready and have buddy checked each others attachment 

points. The spotter notifies the pilot that they are ready to be lifted by saying, "ready". The pilot 

acknowledges by saying, "coming up".

Rescuers are short-hauled to the incident site. Rescuers can assist pilot with depth perception by 

calling out vertical distance remaining, starting at 20 feet. Upon landing the spotter says "down". 

When both short-haulers have gained a stable stance the spotter says, "secure". The pilot gives 

approval to "unhook".

Upon unhooking the spotter informs the pilot that they are "clear". Pilot departs incident site. 

Helicopter performs normal flight to the helispot or orbits until rescue personnel have completed 

all preparations for extraction.

A screamer suit or harness may be used for extraction of a subject instead of a rescue litter if 

injuries do not require a litter. The use of the victim's own harness is not approved for short-haul.

Rescue personnel inform pilot they are ready for pickup and the entire procedure communication 

sequence is repeated.

Pilot lowers load to receiving personnel. Pilot holds hover when the load is 4 to 5 feet off ground. 

Receiving personnel stabilize litter and pilot lowers final distance to ground. When litter is on the 

ground, receiving team disconnects short-haul line following pilot approval. Rescue personnel 

signal helicopter that the litter is disconnected, and immediately reassess the patient.

Pilot lands the helicopter. When ground personnel are ready, short-haul equipment is removed 

from aircraft, inspected and stowed. Patient is transported to a definitive-care facility internally, 

via transfer to life-flight or by ground ambulance.

Formatted: Strikethrough
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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Emergency Procedures

Preplanning emergency procedures is the cornerstone of effective risk management. Yellowstone 

short-haul participants will routinely and actively engage in in-depth discussions and contextual 

exercises to explore the wide variety of potential short-haul emergencies and actions necessary to 

mitigate them. The pilot must be an active participant in these exercises as effective “cockpit 

resource management” should be part of this process.

It is imperative that everyone involved in the short-haul program understand how quickly an innflight emergency can occur. Survivability of short-haul personnel during an in-flight emergency is 

best accomplished by having suspended personnel remain attached to the aircraft as it makes and 

emergency landing. Release of the short-haul line is not an operational consideration while 

human external cargo (HEC) is attached beneath the aircraft. The short-haul line will not be 

jettisoned. The only exception is line entanglement, or the probability that this may happen. 

In case of an aircraft emergency, the pilot will conduct a landing (e.g. autorotation) with HEC 

attached to the short-haul line. The choice by any short-hauler to cut away from the line is a 

personal decision depending on the circumstances and best chance for survival.

In the event that radio communications are lost during the short-haul mission, hand signals will 

be used to finish the short-haul evolution. Arms outstretched to the sides indicate a problem 

signaling the pilot to take the short-haul rescuers to the ground immediately. Other hand signals 

are as follows:

Spotter

Ready−lift arms from sides to over head repeatedly in standard "lift sling" signal 

Down and Comfortable−Personnel use one hand to pat the top of their helmet until pilot nods to 

unhook.

Clear−push short-haul line away

Pilot

Coming up−gently raise helicopter 

Hook up−bring line to short-haulers, nod head when hover is stable

Unhook−nod head when hover is stable

DOCUMENTATION

All short-haul operations, training or actual mission uses, will be thoroughly documented

- Each time a rope is used, the use will be logged.

- Each time a spotter deploys a short-haul evolution, that deployment will be logged.

A Fire Cache Training Form will be completed to document all short-haul training. A 10-344 

(Supplemental Case Incident report) will be completed and included with the SAR case incident 

report. This 10-344 will be entitled "Air Operations Summary" and will thoroughly detail all 

aspects of air operations conducted during the mission. It will also include a copy of the radio 

log. The OASAMD−23 flight use record will also reflect flight use devoted to short−haul.

Formatted: Highlight

Formatted: Highlight
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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QUALIFICATIONS

Spotter

Those persons involved in the short-haul program as spotters must have the following 

qualifications:

• Pass an Arduous Duty Physical Examination every year. • Achieve a satisfactory performance on the NWCG arduous work capacity test annually. 

• Must be a member of the park aviation management program as evidence shows the 

increased potential for accidents when complex operations are undertaken by incidental 

users. • Participate in the short-haul program as a short-haul rescuer for 3 seasons • Meet all requirements as noted in the DOI Short-haul Handbook • Must be Helicopter Manager qualified to NWCG 310−1 standard. • Must complete Basic Aviation Safety Refresher annually

Short-hauler

• Must complete Basic Aviation Safety Refresher annually • Must complete a ground mock-up and communications review • Must be essential to the completion of the rescue mission • Meet all requirements as identified in the DOI Short-haul Handbook

All short-haul rescuers must be accompanied by a qualified short-haul spotter.

Recertification

Each year personnel involved in short-haul will complete the three 3 hour short-haul course. 

Each training program will be limited to 12 individuals to assure complete training for the 

persons involved. The training will cover the following topics:

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

Proficiency

Refer to the DOI Helicopter Short-haul Handbook Chapter 2.4
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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APPENDIX A Yellowstone Aviation Risk Analysis

Method

Is this flight necessary? Yes No

Is the mission plan in writing? Yes No

Are all participants current regarding appropriate aviation safety training? Yes No 

Are communications adequate? Yes No

Is flight following established? Yes No 

Is this the best way to accomplish project objectives? Yes No

Have all passengers and cargo been manifested? Yes No 

If a backcountry landing is anticipated, have you secured approval? Yes No

Medium

Is there a potential for airspace conflict? Has it been mitigated? Yes No

Are all the hazards identified and have you made them known? Yes No

Can mission objectives be achieved without flying below 500 feet? Yes No 

Is predicted visibility within established flight minimums? Yes No

Are predicted winds within established acceptable ranges? Yes No

Can the mission be accomplished in the allotted time? Yes No

Man

Is the pilot carded for the mission? Yes No

Is the pilot comfortable with the mission requirements? Yes No

Are you comfortable with the pilot's ability to complete the mission? Yes No

Is one individual in charge of the requesting party? Who? Yes No

You are not driven by an overwhelming sense of urgency? Yes No

Can you justify your actions? Yes No

Do you have an escape route? Yes No

Has a load calculation been completed? Yes No

Do all passengers have appropriate PPE? Yes No

Will the flight be conducted within the pilot's duty limitations? Yes No
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

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Are adequate numbers of personnel assigned to conduct the mission? Yes No 

Have all participants received an aircraft briefing from the pilot? Yes No 

Has the pilot been adequately briefed as to mission goals and the route? Yes No 

Is everyone involved comfortable with all portions of the mission? Yes No

Has everyone involved had the opportunity to review the mission plan? Yes No

Is everyone involved aware that the pilot is in command of the mission? Yes No

Is everyone aware that they need not tolerate unsafe acts by the pilot? Yes No

Machine

Do you have adequate fuel? Yes No

Is the aircraft carded for the mission? Yes No 

Is aircraft maintenance current and documented? Yes No

If each of the questions can be answered "Yes", the mission has adequate planning and is a "go". If 

a "no" is recorded, the situation must be mitigated or the mission is a "no go".
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

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APPENDIX B Short-haul Risk Analysis

Wind Speed / Direction ________ Knots________ Go Caution No Go

0 to 24 Knots------------------------------------------

24 to 30 Knots--------------------------------------------------------

30 + Knots----------------------------------------------------------------------

Wind Gust Spread _______ Knots

0 to 12 Knots-------------------------------------------

12 to 15 Knots--------------------------------------------------------

15 + Knots----------------------------------------------------------------------

Rotor Pitch ___

0 to .85----------------------------------------------------

.85 to .90----------------------------------------------------------------

.90 +----------------------------------------------------------------------------------

Rotor Clearance ___________ Feet

36 + feet --------------------------------------------------

18 to 36 feet------------------------------------------------------------

0 to 18 feet---------------------------------------------------------------------------

Visibility __________ Miles

1⁄2 mile plus-----------------------------------------------

0 to 1⁄2 miles--------------------------------------------------------------------------

Turbulence

None-------------------------------------------------------

light to moderate------------------------------------------------------

severe---------------------------------------------------------------------------------

Helicopter Rescue time limits (SUNSET)

3 to 14 hours----------------------------------------------

1 to 3 hours------------------------------------------------------------

0 to 1 hour----------------------------------------------------------------------------

Helicopter trained personnel

well trained-----------------------------------------------
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

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some helicopter training---------------------------------------------

never around helicopters-----------------------------------------------------------

Pilot Briefed & Trained in mission type

Knows Area area , mission & trained well-----------------

Knows mission, some training, & was told about hazards-----

 *** Told mission & limited training-----------------------------------***

Ground Base Rescue

12 + hours-------------------------------------------------

3 to 12 hours----------------------------------------------------------

 ***1 to 3 hours-----------------------------------------------------------***

Patient

Critical ---------------------------------------------------

Delayed ---------------------------------------------------------------

 *** Deceased-------------------------------------------------------------- *** 

Mission Planning

Management Approved----------------------------------

Load Calculation done-----------------------------------

Within allowable payload-------------------------------

Have enough fuel for the mission----------------------

Fuel truck is pre-positioned-----------------------------

Communications are acceptable-----------------------  

There are many subjective elements in this analysis. It is meant to be a guide through a thought 

process. Sound judgment is the key.

*** proceed with extreme caution, the risk/benefit ratio is especially questionable

Must be appropriate mitigation for cautions and no go’s if mission is to move forward.

 
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

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Appendix C Standard Short-haul Equipment List

Short-haul rope with weight bag

Short-haul extension rope

Ferno Scoop Litter/Vacu Body Splint

Baumann Bag

2 screamer suits

2 slings 

8 locking carabiners

1 tag line with carabiners

1 orange disposable cargo net

Sleeping bag

Ripper knife with tether

1 climbing helmet (solely for use with victim that has head injuries preventing the use of an SPH-5 

flight helmet)

V-vac or portable electric suction unit

Appropriate EMS kit

Flight helmet/portable radio interconnect
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Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

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APPENDIX DC SHORT-HAUL PROFICIENCY TEST: COURSE REQUIREMENTS

The Short-Haul evaluation consists of two courses that can be set up as a temporary or permanent 

site. The materials that are used may vary, but the dimensions must be constructed as follows:

A. Phase One evaluation Course: Construct a highly visible circle ten (10) feet in diameter with at a 

minimum of four (4) small diameter poles that extend from the surface to a height of six (6) feet, 

spaced equally around the perimeter of the circle. This course should be set up in an area that gives 

adequate clearance for the helicopter to approach and depart and have safe clearance to complete 

hover turns. The course must be clearly identifiable to the pilots from the air.

 6’

 A.

 10’ 

A. Phase two Evaluation Course: Construct a Square Course with sides Fifty (50) feet in length. At 

each of the corners, a three (3) foot diameter circle should be placed with its center on the corner. 

The course should be set up in a clear area, so that the helicopter can hover turn at each circle. The 

four (4) circles must be clearly identifiable to the pilots from the air.
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 B. 

 

 50’

 3’ 

 

SHORT-HAUL PILOT PRACTICAL TEST STANDARD 

Prior to the evaluation, the short-haul course and procedures will be discussed will the applicant.

The short-haul pilot proficiency evaluation consists of four phases. All four phases of the evaluation must be 

successfully completed in order to pass. Pilots will have three chances to successfully complete the four phases 

of the evaluation. When the four phases of the evaluation have been successfully passed, the pilot can then 

advance to the short-haul training provided by the approved agency.

The proficiency evaluation is based on “optimal” weather conditions. Variations from the following evaluation 

standards, resulting from the existing weather conditions, other than “optimal”, at the location where the 

evaluation takes place, will be discussed by the Inspector Pilot, Short-haul Check Spotter, and the Pilot to be 

evaluated prior to the evaluation.
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PHASE I – Precision Long-line

Objective:

Observe and evaluate the pilot’s skills and ability for vertical reference flight. Observe the pilot’s control of 

the helicopter as well as the load. Observe the pilot’s response to variable weather elements that may be 

present.

Procedure: 

With a line length appropriate for the using unit (minimum 100 feet) and a load 6-8 foot long, weighing 150 

to 200 pounds, the pilot will depart and fly a normal traffic pattern. Upon return, the pilot will place the load 

over a designated course (10 foot diameter circle) at a load altitude not to exceed 6 feet and maintain 

complete control and stability of the load within the area for 2 out of 3 minutes. If the load contacts the 

ground and such contact causes the load to tilt or contact is used to stop the load from swinging, failure of 

this Phase will occur. The helicopter should be rigged so the load is suspended, as it would be during normal 

short-haul operations. 

PHASE II – Load Control and Placement

Objective: 

To observe and evaluate the pilot’s ability to control, maneuver and precisely place loads on predetermined 

spots. To observe the pilot’s reactions to existing weather conditions and its effects on the ability of the pilot 

to maintain control and maneuver the helicopter and load.

Procedure: 

With the same length of line and load, the pilot will demonstrate load control and placement by flying the load 

through a predetermined ground course. This will be a square course with four (4) circles, (3 feet in 

diameter), one at each of the corners. The pilot will maneuver the load at an altitude not to exceed 6 feet 

above the surface without touching the ground except in the targets. The pilot will maneuver the load in line 

with each side of the course and place the load on the ground inside each of the circles. All load placements 

must be done in a manner that demonstrates that the pilot has complete control of the load and the vertical 

rate of decent at touchdown. When the load is placed on the ground, it should not tilt and such contact with 

the ground should not be used to stop the load’s momentum. The pilot can start the course at any corner. 

There is no time limit on this portion of the evaluation.
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PHASE III – Typical Terrain

Objective: 

To observe the interface between the pilot, spotter and ground personnel. To observe the pilot’s control of 

loads and judgment operating in typical terrain.

Procedure: 

To emphasize the precision placement of loads on predetermined targets. This maneuver will be repeated by 

placing a load in the type of terrain that is typically encountered during operations. Typical terrain may 

include the following: confined areas, cliff areas. Narrow or confined ridge crests, confined pinnacles, areas of

moving water, snowfields or glaciers. If the using unit is operating in areas where lighting variations or 

background contrast is a factor, flight operations under these conditions should be demonstrated. 

Additionally, a spotter will be aboard the aircraft when the spotter’s presences in the aircraft is part of the 

using unit’s operational plan.

The last element will be an exercise for the pilot and spotter to demonstrate crew coordination for a 

simulated emergency procedures by releasing the primary and secondary anchors (i.e. Cargo hook and belly 

band or three ring release). Simulated emergency procedures will be accomplished using an non-weighted 

line. (This exercise should be accomplished using a practice rope and/or anchor system, the rope and anchor 

used will not be reused for actual short-haul operations)

PHASE IV- Human Short-Haul

Objective: 

To observe the pilot during a human short-haul operation. To evaluate the pilot’s control of the aircraft and 

the load during the operation.

Procedure: 

Upon successful completion of the above three phases, the pilot will demonstrate the ability to work with a 

human on the end of the short-haul line. The pilot must demonstrate the ability to place a human at a 

predetermined target with the same tolerance as outlined in phase II. The pilot shall demonstrate total 

control of the load at all times.
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

41 Field Code Changed

It should be noted, that if the inspector identifies deficiencies, in airmanship or operational knowledge 

areas (not directly addressed in the mission evaluation) that could adversely affect contract performance, it

will be at the inspector’s’ discretion to further explore those areas and/or terminate the evaluation. 

NOTES: “HUMAN” is a fully qualified short-haul person.

Inspector Instructions For Pilot Carding (Short-Haul)

The Department of the Interior is providing clarification of the approval procedures for Short-haul pilots. These 

procedures were created to ensure standardization of the evaluation process, while providing continuity with 

respect to Departmental Policy, The Short Haul Handbook, Interagency Helicopter Practical Test Standards, and 

Contract Specifications.

Phase One: 

A proficiency evaluation shall be conducted in accordance with the Interagency Helicopter Practical Test 

Standards for the Short-Haul Proficiency Evaluation. Upon successful completion of the proficiency evaluation, 

and verification of documentation by a qualified short-haul spotter stating that the pilot has completed the 

annual training session, the Inspector Pilot will card the pilot for Short-haul Operations.

When the pilot has not received the annual concurrent training and the Inspector Pilot is not present during the 

training session, the Inspector Pilot may issue a letter to the pilot that authorizes the pilot to participate in the 

using unit’s annual short-haul training session;, however this letter does not constitute approval for operational 

Short-haul missions. The pilot and the using Unit will then continue with Phase two and Phase three. (See 

approval letter in appendix 3)

Phase Two: 

The Using Unit must provide pilots with an annual short-haul training session. This training shall be conducted 

and documented by a qualified short-haul spotter in accordance with the DOI Helicopter Short-Haul Handbook.

Phase Three: 

Upon satisfactory completion of the annual short-haul training listed in Phase two, the using Unit’s, Short-haul 

spotter or the aviation manager will forward a signed letter to the Inspector Pilot that the Short haul pilot has 

completed the required training. This letter will be placed in the pilot’s file. At this time the pilot will be 

“approved and operational” with a short-haul endorsement on an AMD-30B Helicopter Pilot Qualification Card, 

and an AMD-68 approval document denoting the specific contract.

NOTE: Upon the applicant’s satisfactory demonstration of knowledge and skills, and satisfactorily 

attend the annual training, the inspector will endorse the applicant’s pilot card:

“SHORT-HAUL”

Endorse the card with the month and year demonstrated. 

(Example: DO- 04/06) DO= Demonstrated Operation
Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

42 Field Code Changed

And the location of the contract base. 

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

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

43 Field Code Changed

APPENDIX E TRAINING OUTLINE

Unit I: Program Orientation & Overview

Suggested Time: 3 – 4 hours

Training Aids: 

Flip chart, Short-Haul Handbook, Local Short-Haul Operations Plan, DOI Aviation Life Support Equipment Handbook 

(ALSE), Interagency Helicopter Operations Guide (IHOG)

Objectives: 

To provide students with a general overview of short-haul program and policy requirements.

OUTLINE NOTES

Make sure students have copies of the SH Handbook and local SH 

Operations Plan, ALSE Handbook, and IHOG. It is preferable that 

students are given these documents, along with other pertinent 

reading material, prior to scheduled training.

I. Program history

 Local

 National 

II. Review Departmental and Bureau Policy & Guidelines

A. Review SH Handbook

1. User Specific

a. New Programs

b. Pilot Requirements

c. Training Requirements

•Check Spotter

•Spotter

•Short-hauler

•Annual Re-qualification

•Proficiency Requirements

d. Operational Requirements

• Load Calculations

• Flight Restrictions

• Mission Briefing

• Risk Assessment

• Equipment Checks

• Duties

e. In-flight Emergencies

Instructor will review with students policy 

requirements and SH guidelines.

Students should understand why and how the 

program developed locally and nationally. 

(Helicopter SH Handbook, 1.2)

SH Handbook, 1.5

SH Handbook, 2.1

SH Handbook, 2.2
Appendix B – Unit Short-haul Operations Plan (Example)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

44 Field Code Changed

III. Review Local SH Operations Plan

A. User Specific

B. Restrictions

IV. Equipment Orientation

A. Personal Equipment

1. Personal Protective Equipment (PPE)

• Clothing

• Helmet

• Harness

• Daisy Chains

• Other (PFD, Footwear, Packs, etc.)

• Use of PPE Waiver

B. Anchor

1. FAA Approved

• Supplemental Type Certificate (STC)

• Major Repair & Alteration (FAA Form 337)

2. Construction Specifications

3. Installation Procedures

4. Inspection Requirements

C. Short-haul Attachment Line(s), pre-rigged

1. Hardware (carabiners, steel rings, specs & care)

• Material construction & requirements

• Inspection (preflight & postflight)

• Care during use

• Cleaning

• Storage

• Retirement

2. Software (Rope specs & care)

• Construction & requirements

• Inspection (preflight & postflight)

• Care during use

• Cleaning

• Storage

• Retirement

• Knots

• Weight Bag

V. Communications

A. Radio

B. Hand Signal

C. Siren/PA

D. Other

VI. Safety & Emergency Concerns

DOI ALSE Handbook, IHOG

Discuss welded rings, types of carabiners, 

inspection requirements, maintenance.
Appendix B – Unit Short-haul Operations Plan (Example)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

45 Field Code Changed

A. Hazards & Problems

B. Entanglement

• Prevention

• Release procedures

C. Crash Procedures

• Pilot duties

• Spotter duties

• Short-haul personnel

D. Survival equipment & Use

• Signal mirror

• Signal smoke

• Other

VII. Documentation

A. Training & Qualifications

B. Operational Short-haul

C. Training Short-hauls

D. Case Incident Reports

E. SAFECOM/Mishaps

Instructor and/or check spotter will 

demonstrate how to tie knots and see that 

students are proficient.

Standard hand signals will be demonstrated 

and practiced.

Review local short-haul operations plan and 

local policy.

Pilot brief students on helicopter and 

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

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

46 Field Code Changed

Unit II: Field Training

Suggested Time: 6-12 hours

Training Aids: Helicopter, lifting device, raised platform, ground markers/targets, local equipment

 (SAR/EMS/LE), typical terrain.

Objectives: To train and qualify students in safe short-haul procedures for specific missions.

OUTLINE NOTES

 Step-by-step Orientation (with helicopter)

A. Ground mock-up

1. Pilot briefing

2. Spotter Duties

• Rigs equipment & rope

• Doors removed and secured

• Loose equipment removed/secured

• Radio frequency established

• Radio check with pilot & personnel 

Understanding of mission/role

3. SH Personnel Inspection (buddy check)

• Helmet (fit, loose straps)

• Eye Protection

• Ear Protection

• Fire resistant clothing

• Knife

• Radio

• Harness

• Gloves

• Boots

• Pack

• Other equipment

• Communications

II. Static Suspension (SH Personnel)

A. Adjust Harness

B. Practice use of attachment points

III. Lift Training

A. Short-haul personnel (in pairs if applicable)

B. Students are raised ten feet off ground and set 

down.

IV. Circuit Training

A. Use raised platform

Spotter and pilot will check cabin and 

configuration for short-haul

The pilot and spotter will install and test 

anchor (primary & secondary)

Short-haulers should observe and doublecheck this procedure.

Short-haul rope, knots, carabiners, and 

other equipment attached correctly, 

checked and operational.

Each short-hauler will check partner, 

working from head to toe.

Check knife for lanyard and easy 

accessibility.

Radio/comm check.

Demonstrate harness adjustment and use 

of attachment points.

Conducted at heli-base or equivalent.

Rotate personnel through training 

sequence.

To reduce risk and eliminate line twist, 

don’t attach until ropes are completely off 

the ground.

Weight bag may be kept on the ground to 

give pilot a reference point and eliminate 
Appendix B – Unit Short-haul Operations Plan (Example)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

47 Field Code Changed

B. Complete 1⁄4 mile circuit

C. Short-hauler duties (preparation for short-haul 

insertion)

1. Aircraft lifts to hover until rope(s) are off the 

ground. Pilot, spotter, and short-haulers 

confirm radio comm.

2. Short-haulers attach to rope(s) on command

3. Short-haulers give “ready” signal

4. Pilot lifts SH’s & flys flies to SH site (raised 

platform)

5. Upon arrival, Short-hauler will radio pilot the 

vertical distance from load to the ground (e.g. 

“two-zero feet”, “one-zero feet”, “down & 

comfortable”

6. SH’s unhook from rope(s) on command & 

communicate they are clear.

V. Typical Terrain Training

A. Varied Locations

B. Include typical hazards (snow, pinnacle, ledge, 

moving water, etc)

C. Pilot duties (recon check flight)

1. Flight following (spotter can assist with 

navigation, watching for other aircraft, hazards, 

etc)

2.Pilot, spotter, and short-haulers will select a 

short-haul

3.2. site.

 3. Evaluate SH site for:

–proximity to incident

–size

–slope

–rotor clearance

–wind conditions

 ver check and Go-No-Go decision. ?

5. Select landing area to rig for SH

D. Short-hauler Duties (Extraction)

1. SH’s and/or victim are attached to SH line(s) 

on command. Wait until rope is off ground.

2. SH’s give “ready” signal

3. Pilot lifts and flies to landing area

4. Upon arrival, SH’er will radio pilot the vertical 

distance between load and ground (e.g. “twozero feet”, “one-zero feet”)

5. SH’er and/or litter is unhooked from rope(s) 

on command & communicate to pilot “clear”

VII. Search & Rescue

A. Equipment

striking rescuers.

If more than one short-hauler, one is 

responsible for communications, the other 

for tending the rope/bag.

Pilot should provide time for SH’s to 

stabilize and secure themselves before 

giving the command to disconnect from 

rope(s)

Evaluate training locations ahead of time.

Depending upon use, training may be 

broken into two scenarios: 1) Short-hauler 

delivery and/or extraction. 2) Litter 

delivery and/or patient extraction.

Depending upon the circumstances, rope 

may not leave the ground. This should be 

discussed with the pilot and all personnel.

Circumstances may dictate personnel on 

the ground to communicate to the pilot 

when short-haulers are “ready” and also 

provide vertical distance between shorthaulers and the ground.

Display & demo various equipment used.

Should be based upon local protocols.

Establish proficiency requirements for 

students

Rescue personnel PPE (water)

Formatted: Bullets and Numbering
Appendix B – Unit Short-haul Operations Plan (Example)

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

48 Field Code Changed

1. Litter/Bauman Bag

 -Patient protection (packaging)

-Rigging

 -Use of tail rope

 -Use of drogue chute

 2. Rescue net or collar

 -Rigging

 -Safety precautions

 3. Screamer suit

 -Rigging

 -Safety precautions

B. Terrain

1. Tall timber

2. Cliffs

3. Pinnacles

4. Swiftwater

5. Snow

6. High altitude

VIII. Law Enforcement

A. Equipment

B. Terrain

C. Other procedures

IX. Typical Mission

A. Create a realistic situation

B. Pilot & spotter briefing

C. Spotter duties

D. Short-hauler duties

1. Buddy check

2. Preparation for SH

3. Extraction

E. Pilot duties (Recon Check Flight)

X. Critique & Wrap-up

A. Debrief

B. Review emergency procedures

C. Seek input for program improvement

PFD, Wetsuit, booties or sandals, 

waterproof communications/radio

Provide students equipment needs for 

various 

terrain & demo

Establish proficiency requirements for 

students.

Planning for mission should be 

accomplished with input from instructors, 

program manager, pilot and check spotter.

Utilize risk assessment and risk 

management tools/procedures.

Everyone encouraged to participate.

Request written evaluations from students.

Document feedback, both positive & 

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

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

49 Field Code Changed

Appendix F Certification of Annual Review

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP

_____________________________________ Date:_______________

Superintendent, Yellowstone NP
Appendix C – Short-haul Pilot Test

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

50 Field Code Changed

APPENDIX C: SHORT-HAUL PILOT PRACTICAL TEST COURSE REQUIREMENTS

The Short-Haul evaluation consists of two courses that can be set up as a temporary or permanent 

site. The materials that are used may vary, but the dimensions must be constructed as follows.

B. Phase One Evaluation Course: Construct a highly visible circle ten (10) feet in diameter with a 

minimum of four (4) small diameter poles that extend from the surface to an approximate height of 

six (6) feet, spaced equally around the perimeter of the circle. This course should be set up in an area 

that gives adequate clearance for the helicopter to approach and depart and have safe clearance to 

complete hover turns. The course must be clearly identifiable to the pilot from the air.

 6’

 Diagram A.

 10’ 

C. Phase Two Evaluation Course: Construct a square course with sides fifty (50) feet in length. At 

each of the corners, a three (3) foot diameter circle should be placed with its center on the corner. 

The course should be set up in a clear area so that the helicopter can hover turn at each circle. The 

four (4) circles must be clearly identifiable to the pilot from the air.

 Diagram B. 

 

 50’

 3’ 

 
Appendix C – Short-haul Pilot Test

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

51 Field Code Changed

SHORT-HAUL PILOT PRACTICAL TEST STANDARD 

Prior to the evaluation, the short-haul course and procedures will be discussed will the applicant.

The short-haul pilot practical test consists of four phases. All four phases of the evaluation must be successfully 

completed in succession in order to pass. Pilots will have three chances to successfully complete the four phases 

of the evaluation. When the four phases of the evaluation have been successfully passed, the pilot can then 

advance to the short-haul training provided by the using agency.

The practical test is based on optimal weather conditions. Variations from the following evaluation standards

resulting from the existing weather conditions at the location where the test takes place, will be discussed by the 

Inspector Pilot, Short-haul Check Spotter and the Pilot to be evaluated prior to the test.

PHASE I – Precision Long-line

Objective:

To observe and evaluate the pilot’s skills and ability for vertical reference flight. Observe the pilot’s control of 

the helicopter as well as the load. Observe the pilot’s response to variable weather conditions that may be 

present.

Procedure: 

With a line length appropriate for the using unit (minimum 100 feet) and a load 6-8 feet long and weighing 

150 to 200 pounds, the pilot will depart and fly a normal traffic pattern. Upon return, the pilot will place the 

load over a designated course (10 foot diameter circle) at a load altitude not to exceed 6 feet and maintain 

complete control and stability of the load within the area for 2 out of 3 minutes. If the load contacts the 

ground and such contact causes the load to tilt or contact is used to stop the load from swinging, failure of 

this Phase will occur. The helicopter should be rigged so the load is suspended as it would be during normal 

short-haul operations. 

PHASE II – Load Control and Placement

Objective: 

To observe and evaluate the pilot’s ability to control, maneuver and precisely place loads on predetermined 

spots. To observe the pilot’s reactions to existing weather conditions and their effects on the ability of the 

pilot to maintain control and maneuver the helicopter and load.

Procedure:

With the same length of line and load as used in Phase I, the pilot will demonstrate load control and 

placement by flying the load through a predetermined ground course. This will be a square course with four 

(4) circles (3 feet in diameter) at each of the corners. The pilot will maneuver the load at an altitude not to 

exceed 6 feet above the surface without touching the ground except at the targets. The pilot will maneuver 

the load in line with each side of the course and place the load on the ground inside each of the circles. All 

load placements must be done in a manner that demonstrates that the pilot has complete control of the load 

and the vertical rate of decent at touchdown. When the load is placed on the ground it should not tilt and

such contact with the ground should not be used to stop the load’s momentum. The pilot can start the course 

at any corner. There is no time limit on this portion of the evaluation.
Appendix C – Short-haul Pilot Test

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

52 Field Code Changed

PHASE III – Typical Terrain

Objective: 

To observe the interaction between the pilot, spotter and ground personnel. To observe the pilot’s control of 

loads and judgment operating in typical terrain. To emphasize the precision placement of loads on 

predetermined targets.

Procedure: 

With a line length appropriate to the using unit (minimum 150 feet) and a similar load as used in Phase I, the 

pilot will be required to maneuver in typical terrain. Typical terrain may include cliff areas, narrow or 

confined ridge crests, pinnacles, areas of moving water, snowfields or glaciers. If the using unit is operating 

in areas where lighting variations or background contrast is a factor, flight operations under these conditions 

should be demonstrated. Additionally, a spotter will be aboard the aircraft when the spotter’s presence in 

the aircraft is part of the using unit’s operational plan.

The last element will be an exercise for the pilot and spotter to demonstrate crew coordination for simulated 

entanglement procedures by releasing the primary and secondary anchors. Simulated procedures will be 

accomplished using a non-weighted line. This exercise should be accomplished using a practice rope and/or 

anchor system. The rope and anchor used will not be reused for actual short-haul operations.

PHASE IV- Human Short-Haul

Objective: 

To observe the pilot during a human short-haul operation. To evaluate the pilot’s control of the aircraft and 

the load during the operation.

Procedure: 

Upon successful completion of the above three phases, the pilot will demonstrate the ability to work with a 

human on the end of the short-haul line. The pilot must demonstrate the ability to place a human at a 

predetermined target with the same tolerance as outlined in phase II. The pilot shall demonstrate total 

control of the load at all times.

NOTE: “HUMAN” is a fully qualified short-haul person.

It should be noted that if the inspector identifies deficiencies in airmanship or operational knowledge (not 

directly addressed in the mission evaluation) that could adversely affect contract performance, it will be at 

the inspectors’ discretion to further explore those areas and/or terminate the evaluation. 
Appendix C – Short-haul Pilot Test

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

53 Field Code Changed

Inspector Instructions for Pilot Carding: Short-Haul

The Department of the Interior is providing clarification of the approval procedures for short-haul pilots. These 

procedures were created to insure standardization of the evaluation process while providing continuity with 

departmental policy, the Helicopter Short-Haul Handbook, Interagency Helicopter Practical Test Standards and 

contract specifications.

Phase I

A proficiency evaluation shall be conducted in accordance with the Interagency Helicopter Practical Test 

StandardsShort-haul Handbook for the Short-Haul Proficiency Evaluation. Upon successful completion of the 

proficiency evaluation and verification by a qualified short-haul spotter that the pilot has completed the using 

unit’s annual training session, the Inspector Pilot will card the pilot for Short-haul Operations. When the pilot 

has not received the annual training prior to the practical test, the Inspector Pilot may issue a letter to the pilot 

that authorizes the pilot to participate in the using unit’s’ annual short-haul training session; however this letter 

does not constitute approval for operational short-haul missions. The pilot and the using unit will then continue 

with Phase II and Phase III. 

Phase II 

The using unit must provide pilots with an annual short-haul training session. This training shall be conducted 

and documented by a qualified short-haul spotter in accordance with the DOI Helicopter Short-Haul Handbook.

Upon the applicant’s satisfactory demonstration of knowledge and skills and attendance at the annual 

training, the inspector will endorse the applicant’s pilot card:

“SHORT-HAUL”

Endorse the card with the month and year demonstrated. 

(Example: DO- 04/06) DO= Demonstrated Operation

List the location of the contract base.

Phase III

Upon satisfactory completion of the annual short-haul training listed in Phase two, the using unit’s short-haul 

spotter or the aviation manager will forward a signed letter to the Inspector Pilot that the short-haul pilot has 

completed the required training. This letter will be placed in the pilot’s file. At this time the pilot will be 

approved and operational with a short-haul endorsement on an AMD-30B Helicopter Pilot Qualification Card

and an AMD-68 approval document denoting the specific contract. 

NOTE: Annual testing required.
Appendix D – Training Outline

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

54 Field Code Changed

APPENDIX D: EXAMPLE OF TRAINING OUTLINE

Unit I: Program Orientation & Overview

Suggested Time: 3 – 4 hours

Training Aids: 

Flip chart, Short-Haul Handbook, Local Short-Haul Operations Plan, DOI Aviation Life Support Equipment Handbook 

(ALSE), Interagency Helicopter Operations Guide (IHOG)

Objectives: 

To provide students with a general overview of short-haul program and policy requirements.

OUTLINE NOTES

Make sure students have copies of the SH Handbook and local SH 

Operations Plan, ALSE Handbook, and IHOG. It is preferable that 

students are given these documents, along with other pertinent 

reading material, prior to scheduled training.

I. Program history

 Local

 National 

II. Review Departmental and Bureau Policy & Guidelines

B. Review SH Handbook

2. User Specific

a. New Programs

f. Pilot Requirements

g. Training Requirements

•Check Spotter

•Spotter

•Short-hauler

•Annual Re-qualification

•Proficiency Requirements

h. Operational Requirements

• Load Calculations

• Flight Restrictions

• Mission Briefing

• Risk Assessment

• Equipment Checks

• Duties

i. In-flight Emergencies

III. Review Local SH Operations Plan

C. User Specific

D. Restrictions

IV. Equipment Orientation

D. Personal Equipment

2. Personal Protective Equipment (PPE)

• Clothing

• Helmet

• Harness

• Daisy Chains

• Other (PFD, Footwear, Packs, etc.)

• Use of PPE Waiver

Instructor will review with students’ policy 

requirements and SH guidelines.

Students should understand why and how the 

program developed locally and nationally. 

(Helicopter SH Handbook, 1.2)

SH Handbook, 1.5

SH Handbook, 2.1

SH Handbook, 2.2

DOI ALSE Handbook, IHOG
Appendix D – Training Outline

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

55 Field Code Changed

E. Anchor

5. FAA Approved

• Supplemental Type Certificate (STC)

• Major Repair & Alteration (FAA Form 337)

6. Construction Specifications

7. Installation Procedures

8. Inspection Requirements

F. Short-haul Attachment Line(s), pre-rigged

3. Hardware (carabiners, steel rings, specs & care)

• Material construction & requirements

• Inspection (preflight & post flight)

• Care during use

• Cleaning

• Storage

• Retirement

4. Software (Rope specs & care)

• Construction & requirements

• Inspection (preflight & post flight)

• Care during use

• Cleaning

• Storage

• Retirement

• Knots

• Weight Bag

W. Communications

E. Radio

F. Hand Signal

G. Siren/PA

H. Other

VI. Safety & Emergency Concerns

E. Hazards & Problems

F. Entanglement

• Prevention

• Release procedures

G. Crash Procedures

• Pilot duties

• Spotter duties

• Short-haul personnel

H. Survival equipment & Use

• Signal mirror

• Signal smoke

• Other

VII. Documentation

F. Training & Qualifications

G. Operational Short-haul

H. Training Short-hauls

I. Case Incident Reports

J. SAFECOM/Mishaps

Discuss welded rings, types of carabiners, 

inspection requirements, and maintenance.

Instructor and/or check spotter will 

demonstrate how to tie knots and see that 

students are proficient.

Standard hand signals will be demonstrated 

and practiced.

Review local short-haul operations plan and 

local policy.

Pilot brief students on helicopter and 

emergency procedures
Appendix D – Training Outline

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

56 Field Code Changed

Unit II: Field Training

Suggested Time: 6-12 hours

Training Aids: Helicopter, lifting device, raised platform, ground markers/targets, and local

equipment

 (SAR/EMS/LE), typical terrain.

Objectives: To train and qualify students in safe short-haul procedures for specific missions.

OUTLINE NOTES

 Step-by-step Orientation (with helicopter)

B. Ground mock-up

4. Pilot briefing

5. Spotter Duties

• Rigs equipment & rope

• Doors removed and secured

• Loose equipment removed/secured

• Radio frequency established

• Radio check with pilot & personnel 

Understanding of mission/role

6. SH Personnel Inspection (buddy check)

• Helmet (fit, loose straps)

• Eye Protection

• Ear Protection

• Fire resistant clothing

• Knife

• Radio

• Harness

• Gloves

• Boots

• Pack

• Other equipment

• Communications

II. Static Suspension (SH Personnel)

C. Adjust Harness

D. Practice use of attachment points

III. Lift Training

C. Short-haul personnel (in pairs if applicable)

D. Students are raised ten feet off ground and set 

down.

IV. Circuit Training

D. Use raised platform

E. Complete 1⁄4 mile circuit

F. Short-hauler duties (preparation for short-haul 

insertion)

7. Aircraft lifts to hover until rope(s) are off the

ground. Pilot, spotter, and short-haulers 

confirm radio comm.

8. Short-haulers attach to rope(s) on command

9. Short-haulers give “ready” signal

10. Pilot lifts SH’s & flys flies to SH site (raised 

platform)

11. Upon arrival, Short-hauler will radio pilot the 

vertical distance from load to the ground (e.g. 

“two-zero feet”, “one-zero feet”, “down & 

comfortable”

Spotter and pilot will check cabin and 

configuration for short-haul

The pilot and spotter will install and test 

anchor (primary & secondary)

Short-haulers should observe and doublecheck this procedure.

Short-haul rope, knots, carabiners, and 

other equipment attached correctly, 

checked and operational.

Each short-hauler will check partner, 

working from head to toe.

Check knife for lanyard and easy 

accessibility.

Radio/comm check.

Demonstrate harness adjustment and use 

of attachment points.

Conducted at heli-base or equivalent.

Rotate personnel through training 

sequence.

To reduce risk and eliminate line twist, 

don’t attach until ropes are completely off 

the ground.

Weight bag may be kept on the ground to 

give pilot a reference point and eliminate 

striking rescuers.

If more than one short-hauler, one is 

responsible for communications, the other 

for tending the rope/bag.

Pilot should provide time for SH’s to 

stabilize and secure themselves before 

giving the command to disconnect from 

rope(s)
Appendix D – Training Outline

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

57 Field Code Changed

12. SH’s unhook from rope(s) on command & 

communicate they are clear.

V. Typical Terrain Training

E. Varied Locations

F. Include typical hazards (snow, pinnacle, ledge, 

moving water, etc)

G. Pilot duties (recon check flight)

4.3. Flight following (spotter can assist with 

navigation, watching for other aircraft, hazards, 

etc)

4.Pilot, spotter, and short-haulers will select a 

short-haul

6.4. site.

 3. Evaluate SH site for:

–proximity to incident

–size

–slope

–rotor clearance

–wind conditions

4. Complete hover check and Go-No-Go decision.

5. Select landing area to rig for SH

H. Short-hauler Duties (Extraction)

6. SH’s and/or victim are attached to SH line(s) 

on command. Wait until rope is off ground.

7. SH’s give “ready” signal

8. Pilot lifts and flies to landing area

9. Upon arrival, SH’er will radio pilot the vertical 

distance between load and ground (e.g. “twozero feet”, “one-zero feet”)

10. SH’er and/or litter is unhooked from rope(s) 

on command & communicate to pilot “clear”

VI. Cargo Let-Down

A. Equipment

B. Let-down line

1. Brake Device

2. Carabiners

3. Knife

4. Line Bag

5. Equipment or cargo bag

6. Aircraft anchor or hard point

C. Operating Procedures

1. Pre-flight briefing

 2. Pre-flight inspection (equipment)

 -Spotter

 -Helicopter 

 -Deployment

7.5. In-flight duties

8.6. Deployment

D. Emergency Procedures

1. Helicopter

 -Control

 -Precautionary

 -Power Loss

Evaluate training locations ahead of time.

Depending upon use, training may be 

broken into two scenarios: 1) Short-hauler 

delivery and/or extraction. 2) Litter 

delivery and/or patient extraction.

Depending upon the circumstances, rope 

may not leave the ground. This should be 

discussed with the pilot and all personnel.

Circumstances may dictate personnel on 

the ground to communicate to the pilot 

when short-haulers are “ready” and also 

provide vertical distance between shorthaulers and the ground.

For cargo let-down, refer to the 

Interagency Helicopter Rappel Guide.

Display & demo various equipment used.

Should be based upon local protocols.

Establish proficiency requirements for 

students

Rescue personnel PPE (water)

PFD, Wetsuit, booties or sandals, 

waterproof communications/radio

Provide students equipment needs for 

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Appendix D – Training Outline

Questions regarding the content of this Handbook may be directed to the DOI Aviation Management (DOI AM), 300 E. Mallard Dr., Ste. 200, 

Boise, ID 83706-3991. Additional copies of this document may be obtained from the Division of Technical Services at the sameweb site

address or at http://www.amd.nbc.gov/amd

58 Field Code Changed

 -Catastrophic failure

 2. Deployment

 -In helicopter

 -During Descent

 -On the ground

 3. Corrective Actions

 -Abort

 -Lock off

 -Fly away

 -Cut line

VII. Search & Rescue

C. Equipment

2. Litter/Bauman Bag

 -Patient protection (packaging)

 -Rigging

 -Use of tail rope

 -Use of drogue chute

 2. Rescue net or collar

 -Rigging

 -Safety precautions

 3. Screamer suit

 -Rigging

 -Safety precautions

D. Terrain

7. Tall timber

8. Cliffs

9. Pinnacles

10. Swiftwater

11. Snow

12. High altitude

VIII. Law Enforcement

D. Equipment

E. Terrain

F. Other procedures

IX. Typical Mission

F. Create a realistic situation

G. Pilot & spotter briefing

H. Spotter duties

I. Short-hauler duties

4. Buddy check

5. Preparation for SH

6. Extraction

J. Pilot duties (Recon Check Flight)

Y. Critique & Wrap-up

D. Debrief

E. Review emergency procedures

F. Seek input for program improvement

various 

terrain & demo

Establish proficiency requirements for 

students.

Planning for mission should be 

accomplished with input from instructors, 

program manager, pilot and check spotter.

Utilize risk assessment and risk 

management tools/procedures.

Everyone encouraged to participate.

Request written evaluations from students.

Document feedback, both positive & 

negative.
Appendix E – Hand Signals

59

APPENDIX E: HAND SIGNALS

SPOTTER HAND SIGNALS

Short-hauler’s Hook Up Short-hauler’s Unhook

Wave-off – Don’t Hook Up!
Appendix E – Hand Signals

60

SHORT-HAULER HAND SIGNALS

 MOVE UPWARD MOVE DOWNWARD HOLD HOVER

MOVE FORWARD WAVE-OFF/DON’T LAND OKAY

CONNECT DISCONNECT
Appendix F – Cargo Letdown Procedures

61

APPENDIX F: CARGO LETDOWN PROCEDURES

I. INTRODUCTION

"Helicopter cargo letdown” is defined as the deployment of cargo from a hovering helicopter by the means of 

an approved webbing, descent device, and auxiliary equipment.

The Helicopter Cargo Letdown Procedures consists of material compiled from the private sector, bureaus, 

and agencies within the Department of Interior and USDA Forest Service. This will allow the user to utilize 

helicopter cargo letdown to accomplish a wide variety of tasks or projects safely and economically. Cargo 

letdown was designed to augment helicopter capabilities; it is not a replacement for long-line operations. 

Exposure and risk assessment must be addressed in the process of deciding which type of helicopter cargo 

delivery system to use.

A.Objectives

The intent is to develop standardization in training of individual spotters and pilots in a variety 

of helicopters for the safe and efficient deployment of cargo.

B.Applications

Cargo letdown operations expand the capability of the helicopter by delivering cargo on 

incidents and projects.

II. QUALIFICATIONS

A.Pilot

1.Pilots Requirements

Pilots must meet the following requirements:

a.DOI Department Manual parts 350-354 or USDA Forest Service 5700 Manual.

b.Meet experience requirements for precision long-line activities of the current contract 

current contract and may be required to perform and agency check ride.

ride.

c.Pilots must attend a familiarization session covering cargo letdown procedures and 

procedures and techniques, crew coordination and emergency procedures.

procedures.

d.Demonstrate ability to operate helicopter during cargo letdown sequence.

sequence.

e.Demonstrate ability to work with spotter.

2.Pilot Familiarization and Qualification

Pilots must attend an annual familiarization session covering cargo deployment 

sequences.

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Appendix F – Cargo Letdown Procedures

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B. Spotter

1.Spotter Training and Qualification

a.Successfully complete Interagency Helicopter Crewmember Training (S-271).

271).

b.Demonstrate ability to rig helicopter and gear for cargo letdown operations.

c.Complete three (3) simulated deployments. Perform all of the duties of the spotter from 

spotter from the initial call through return to base.

d.Simulate deployment without procedural error.

e.Under the supervision of a qualified check spotter, must spot ten (10) loads from the 

loads from the helicopter, five (5) of which are in typical terrain.

f.Show principles of inspection, care, maintenance, and repair of cargo letdown equipment.

equipment.

g.Identify the spotter's duties and responsibilities.

NOTE: It should be noted that these are minimum requirements and the 

instructor/check spotter may request additional training due to the 

complexity of the expected operations, or an individual's needs for 

training in specific areas. If an individual cannot meet all of the above 

minimum requirements, the instructor/check spotter will not approve 

the spotter for cargo letdown operations.

2.Spotter Proficiency

Individuals will make at least one cargo letdown every 90 days or less. 

3. Annual Spotter Re-qualification

a.Must attend and successfully complete annual cargo letdown training.

training.

b.Simulate a deployment without error. 

c.Complete deployment of three loads of cargo without procedural error.

error.

d.Demonstrate knowledge of standard procedures of cargo letdown.

3.Check Spotter Requirements and Qualification

a.Must have been a qualified spotter for two (2) years.

b.Must have assisted in training of at least two (2) spotters.

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Appendix F – Cargo Letdown Procedures

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NOTE: New programs will be approved DOI NBC AM and state or regional 

aviation manager for DOI, or regional aviation officer for Forest 

Service. Instructors and local managers will designate a minimum of 

one check spotter per base.

4.Annual Check Spotter Proficiency

a.Demonstrate a knowledge of standard procedures of cargo 

let down.

b.Simulate a deployment without procedural error.

c.Deploy three (3) loads of cargo in a typical terrain without procedural error.

error.

NOTE: If currency is lost during the annual qualification period, the check 

spotter must complete the proficiency requirements to remain 

current.

III. SPOTTER SAFETY CHECKS

A.Standard Procedures. All training and actual deployment missions will use the following steps and 

procedures. The intent is to standardize and maintain continuity between units.

1.Pre-Deployment Briefing. Prior to any cargo letdown operation, the spotter will brief all personnel 

personnel involved.

a.Brief pilot with pertinent information affecting deployment mission and environmental 

environmental concerns (weather, wind, terrain, landing areas, density altitude, etc.)

altitude, etc.)

b.Pilot/spotter will brief on emergency procedures and verbal communications during 

communications during deployment sequence.

c.Clear and concise communication between the pilot and the spotter will take place during the 

take place during the entire cargo letdown process. Communication must be completely 

be completely understood by both the pilot and spotter.

2.Pre-flight Inspection. Each spotter will conduct an equipment check prior to boarding the 

helicopter.

a.Personal Equipment

(1)Aviator’s protective helmet is properly fitted and secured. Avionics are operational and 

and cord is long enough to provide sufficient length to accommodate spotter’s 

spotter’s movement in the cabin without interfering with cargo letdown line.

letdown line.

(2)Collar turned up, fire shirt buttoned to top or nomex flight suit zipped up completely.

completely.

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Appendix F – Cargo Letdown Procedures

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(3)Sleeves down and over gloves.

(4)Nomex/leather gloves on.

(5)Harness correctly fitted and loose straps secured with no twists.

(6)Buckles secure and attached correctly.

(7)Knife easily accessible.

(8)Leather boots. (Nomex will extend below boot tops)

NOTE: Take special care in checking correct buckle attachments and looking for 

loose ends of straps that could become entangled in the line and/or descent 

device.

VEMERGENCY PROCEDURES

“Emergency procedures” are defined as the standard established procedures used to respond to a 

situation, serious in nature, developing suddenly or unexpectedly, and demanding immediate action.

A.Helicopter Emergency

1.In-Hover/Control and Power Maintained or Engine Failure, Power Loss

A problem may be indicated by a caution or chip detector light coming on, gradual oil pressure 

loss, hydraulic boost pump failure, etc. If the pilot determines the emergency is immediate and 

the deployment sequence must be deviated from, the following procedures will be initiated:

a.Pilot will declare the emergency to the spotter.

b.Spotter will cut line.

c.Spotter will fasten seat belt.

d.Spotter will report both actions both to pilot.

B.Deployment Problems

HELPFUL HINTS

Maintain a taught taut letdown line at all times. DO NOT allow unarrested descent.

Attempt to minimize contact with fuselage, step, skid, or basket when deploying cargo.

A 5 foot section on each end of the letdown line and a 10 foot section in the center of the line should 

be clearly marked. Use center-of-line indicators to help determine whether splitting the load is an 

option.

The shadow from the load may be useful indetermining height above ground.

Keep helicopter control input to a minimum after descent begins to minimize load oscillations.

Secure load behind rocks, logs, or bushes whenever possible on steep terrain to avoid rolling.

If tight spin develops during letdown, accelerate letdown process as much as possible.

All cargo containers must be manufactured with high strength, abrasion resistant materials.

Aircraft utilizing external cargo operations should minimize flight time with external cargo and 

maintain an air speed that allows for the external load to remain stable.

Steel figure 8’s will retain more heat than aluminum figure 8’s. Excessive heat build up on the figure 8 

could cause melting of letdown line during cargo deployment.

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Appendix F – Cargo Letdown Procedures

65

If the spotter is confronted with a problem during the descent (e.g., pitch on the line, a knot, line 

entangled in trees, etc.).

1.The spotter will declare the emergency and state the problem.

2.The spotter and pilot will determine necessary action (i.e., cut line, lock off and fly away, lower load 

away, lower load to ground by decreasing altitude, etc.).

C.Lock Off and Fly Away Procedures

When the spotter and pilot jointly determine and agree that there is a need to lock off and fly away 

(like a sling load), the following procedures will be followed:

1.Pilot will maintain hover.

2.Spotter will place brake hand on the running end of line, approximately one foot away from descent 

foot away from descent device.

3.Spotter will loop running end of line up and over descent device ears twice, locking between loaded 

between loaded line and descent device, locking off is accomplished. (Lock-Off Procedure.)

Procedure.)

4.Spotter will notify pilot that load has been locked off and direct pilot to fly away.

away.

NOTE: Spotter will maintain grip on line with brake hand and have knife ready during fly 

away.

5.Pilot will fly load, as a sling load, to nearest suitable landing area, lower to ground and depart.

ground and depart.

MODEL SPECIFIC PROCEDURES

AEROSPATIALE SA 315B (Lama)

Cargo Deployment Procedures

Floor Internal Cargo

1. Pre Deployment

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Appendix F – Cargo Letdown Procedures

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A.The pilot and spotter configure aircraft for mission. Spotter puts on harness, knife readily 

readily accessible.

B.Visually inspect anchor. 

C.Secure cargo in helicopter.

D.Secure harness tether to an approved attachment point. Assure carabiners, figure 8 and letdown 

figure 8 and letdown lines are on board. Enter aircraft and buckle seat belt.

2. Approach to Drop Site:

A.Recon area for hazards and confirm deployment site with pilot.

B.Identify and check alternate site.

C.Rig letdown line through figure 8, attach figure 8 to positive locking steel carabiner and to floor

carabiner and to floor anchor with carabiner. Then attach end of letdown line to positive 

positive locking steel carabiner on cargo and lock carabiner. Take up any additional slack. 

additional slack. Lock letdown line on figure 8. Inform pilot cargo is rigged.

rigged.

D.Spotter may elect to remain seat belted, unfasten seatbelt, or move to rearward facing spotters’

spotters’ seat.

E.Inform ground personnel to stay clear of cargo during deployment.

F.Inform flight following that the radio will be off frequency (if not already done).

G.Activate hot mike. From this point on all spotter actions are verbalized to pilot.

3. Hover Position

Communicate with pilot to position helicopter over deployment spot. Terminology should use pilot's 

perspective (your side, my side, forward, back and up or down relative to altitude above the ground).

Spotter Checks power with pilot. Suggested verbiage to use when in hover over spot:

SPOTTER: "How's Power?" 

PILOT: “Power is good” 

SPOTTER: "Ready To Deploy" 

PILOT: "Go Ahead"

CAUTION: Spotter shall not move cargo outside the aircraft until the pilot announces power is good.

4. Cargo Deployment

A.Ease cargo out of door, lowering between fuselage and skid. 

B.Unlock letdown line from figure 8 and lower cargo with positive control of letdown line. Via hot 

letdown line. Via hot mike, keep pilot informed of actions and progress of cargo descent: 

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Appendix F – Cargo Letdown Procedures

67

cargo descent: 

"Cargo out the door";

"Cargo halfway down";

"Cargo on ground, etc. "

C.When cargo is on ground, hold slack in line to prevent billowing (if deploying split load, attach 

split load, attach cargo to letdown line and repeat steps a. and b.), unhook figure 8, remove 

figure 8, remove figure 8 from letdown line, and secure figure 8 in aircraft.

D.Wrap excess letdown line around rope bag and drop bag to the ground or cut letdown line and 

line and drop line to the ground. 

E.Inform pilot if more cargo is to be lowered with additional letdown line. Pilot will determine 

will determine whether to hover or orbit area until cargo is ready for subsequent 

deployment. When cargo deployment is complete and rigging is clear of aircraft, inform 

aircraft, inform pilot “We’re clear to fly away”.

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Appendix G F – Short-haul Risk Analysis (Examples) Example A

68

APPENDIX GF: SHORT-HAUL RISK ANALYSIS

RECONNAISANCE FLIGHT CHECKLIST

Mission Information

CASE NUMBER

INCIDENT NAME

LOCATION

ELEVATION

DATE/TIME of OCCURRENCE

DATE/TIME REPORTED

HELICOPTER TYPE

PILOT

SPOTTER

Patient Medical Status (if known)

TRAUMA SCORE (12 or less is critical)

EST. TIME TO DO CONVENTIONAL RESCUE

EST. TIME TO DO WITH SHORT-HAUL

Weather

OUTSIDE AIR TEMPERATURE (F/C)

RELATIVE WIND DIRECTION DEGREES

TRUE WIND DIRECTION DEGREES

WIND SPEED (mph/knots)

GUST SPREAD (mph/knots)

PRESSURE ALTITUDE FEET

TURBULENCE (circle one) NONE – LIGHT-MODERATE-SEVERE

Pickup/drop-off Site Characteristics

TECHNICAL TERRAIN

VEGETATION

SLOPE (% slope)

SNOW/ICE (describe)

GROUND TRAVEL HAZARDS

DISTANCE TO SAFE LANDING AREA

Hover/Power Check

TORQUE

PITCH (lama) OR N1

TOT

FUEL ON BOARD (gallons/lbs)

ROTOR CLEARANCES

Incident Conditions

LOAD CALCULATION DONE (circle one) GO NO-GO

DISTANCE TO SAFE LANDING AREA

INCIDENT COMMANDER APPROVAL YES NO

Procedure Used (circle one) Conventional Rescue/Short-haul
Appendix G F – Short-haul Risk Analysis (Examples) Example B

69

INCIDENT NAME CASE INCIDENT# . 

 

LOCATION .

INCIDENT COMMANDER . DATE .

LOAD CALCULATION

ELEVATION OF STAGING SITE FEET

ELEVATION OF ACCIDENT SITE FEET

PILOT NAME .

PATIENT WEIGHT (if known) LBS

FUEL ON BOARD GALLONS

TEMPERATURE (if known or estimate: -2° C/1000 feet) °C °F

LOAD CALCULATION COMPLETED YES  NO 

PATIENT MEDICAL CONSIDERATIONS

TIME OF ACCIDENT . TIME REPORTED .

SUMMARY OF SUSPECTED PATIENT INJURIES .

 . 

MECHANISM OF INJURY .

MEDICAL CONTROL CONCURS WITH SHORT-HAUL YES  NO  NOT APPLICABLE 

RESCUE CONSIDERATIONS

SHORT-HAUL SITE DESCRIPTION (Technical terrain; Non-technical terrain; Swiftwater; etc.)

 .

ALTERNATIVES:

NUMBER OF PEOPLE REQUIRED FOR GROUND-BASED RESCUE .

ESTIMATED TIME FOR GROUND-BASED RESCUE HOURS

RISKS ASSOCIATED WITH GROUND-BASED RESCUE HAVE BEEN DISCUSSED YES  NO 

MOVE PATIENT TO ALTERNATE LOCATION (Helispot) YES  NO 

ENVIRONMENTAL CONSIDERATIONS

SUNRISE AM SUNSET PM

As reported from the short-haul site, if possible:

WIND SPEED (Not to exceed 35mph) mph

GUST SPREAD (Not to exceed 17mph) mph

VISIBILITY (1/2 mile minimum) mile(s)

ALTERNATIVES:

DELAY OPERATION FOR IMPROVED CONDITIONS YES  NO 

PREDICTED WEATHER .

AIRCRAFT CONSIDERATIONS (Reconnaissance check flight information relayed to IC)

OUTSIDE AIR TEMPERATURE (OAT) °F °C

PRESSURE ALTITUDE FEET TORQUE %

ADEQUATE ROTOR CLEARANCE (1.5 X Rotor disc diameter) YES  NO 

DECISION TO SHORT-HAUL MADE BY FLIGHT CREW YES  NO 

INCIDENT COMMANDER CONCURS YES  NO
Appendix G F – Short-haul Risk Analysis (Examples) Example C

70

Short-haul Risk Analysis

Wind Speed / Direction ________ Knots________ Go Caution No Go

0 to 24 Knots 0

24 to 30 Knots 0

30 + Knots 0

Wind Gust Spread _______ Knots

0 to 12 Knots 0

12 to 15 Knots 0

15 + Knots 0

Rotor Pitch ___

0 to .85 0

.85 to .90 0

.90 + 0

Rotor Clearance ___________ Feet

36 + feet 0

18 to 36 feet 0

0 to 18 feet 0

Visibility __________ Miles

1⁄2 mile plus 0

0 to 1⁄2 miles 0

Turbulence

None 0

light to moderate 0

severe 0

Helicopter Rescue time limits (SUNSET)

3 to 14 hours 0

1 to 3 hours 0

0 to 1 hour 0

Helicopter trained personnel

well trained 0

some helicopter training 0

never around helicopters 0

Pilot Briefed & Trained in mission type

Knows Area , mission & trained well 0

Knows mission, some training, was told about hazards 0

Told mission & limited training 0+

Ground Base Rescue

12 + hours 0

3 to 12 hours 0

1 to 3 hours 0+

Patient

Critical 0

Delayed 0

Deceased 0+

Mission Planning

Management Approved 0

Load Calculation done 0

Within allowable payload 0

Have enough fuel for the mission 0

Fuel truck is pre-positioned 0

Communications are acceptable 0

There are many subjective elements in this analysis. It is meant to be a guide through a thought process. Sound 

judgment is the key.

0+; proceed with extreme caution, the risk/benefit ratio is especially questionable
Appendix G F – Short-haul Risk Analysis (Examples) Example D

71

SHORT HAUL RISK MANAGEMENT CHECKLIST

1. SITUATIONAL AWARENESS 

 Gather and verify available information 

 Develop an accurate “mental image” of the mission.

2. HAZARD ASSESSMENT

METHOD (Techniques & Methods How Mission Will Be Conducted)

 In the best interest of rescuer(s) and subject safety.

 Alternate techniques adequately evaluated (time required & hazards)

 Adequate communications in place.

 Check for omissions or deficiencies 

 Backup plan prepared. 

MAN (Generic Reference to Incident Personnel)

 Personnel trained and qualified for the mission.

 Personnel have provided for personal preparedness.

 Flight crew duty limits

 Mental & physical condition of rescuers

MISSION (The Incident Assignment)

 Operational tempo is appropriate 

 Urgency is not driving the mission.

MEDIUM (Environmental Forces)

 Airspace conflicts/hazards

 Environmental hazards identified and considered in mission planning including; 

• Altitude, rotor clearance, slope, ice, snow, heat, loose rock, exposure or over-water.

 Current and predicted weather identified. 

 Sufficient daylight to complete the mission.

 Operating within performance capabilities of man and machine.

MANAGEMENT (Controls, Procedures, Oversight & Supervision)

 ICS established and communicated.

 Compliance with policies and SOP’s. 

 Safety openly promoted.

 After-action review planned. 

3. HAZARD CONTROL

 Identify risks and implement controls to them.

4. DECISION POINT

 Form a GO/NO-GO decision based upon hazard mitigation.

TIME MANAGEMENT

1. Do I have to act immediately?

2. How much time do I have?

3. What can I do in that time?

4. Can I alter the time available?

5. Should I?

6. Tempo control?

1. EVALUATE 

 Continually update your “mental image” of the mission.

 Continually measure how well the plan is working.

 Adjust the response as necessary.

Grand Canyon NP SAR 02-03

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Appendix H G – Training Log

72

GRAND TETON NATIONAL PARK

SEARCH AND RESCUE TRAINING LOG

DATE: 

LOCATION: 

HOURS: 

DESCRIPTION: 

INDIVIDUALS INVOLVED (In Bold):

JENNY LAKE SUBDISTRICT:

OTHERS:

SUMMITTED BY: APPROVED BY:

Signature_____________________________ Signature_________________________________

Date___________________________________ Date_______________________________________
Appendix I H – Annual Training Report

73

APPENDIX IH: ANNUAL TRAINING REPORT

ANNUAL SHORT-HAUL REPORT

This report will be submitted annually to the Interagency Short-haul Working Group Chairperson.

Year: 

Unit Name:

Unit Address:

Point of Contact:

TOTAL NUMBER OF SHORT-HAULS PERFORMED

TOTAL NUMBER OF TRAINING SHORT-HAULS

TOTAL NUMBER OF RESCUE SHORT-HAULS

TOTAL NUMBER OF RESCUE PERFORMED

TOTAL NUMBER OF LIVES SAVED USING SHORT-HAUL
Appendix J I – Equipment, Supplies, References

74

APPENDIX JI: EQUIPMENT, SUPPLIES, REFERENCES

HELICOPTER RESCUE SOURCE LIST

Aeronautical Accessories, Inc.

P.O. Box 3689, Bristol, TN 37625, USA

423.538.5151 or 800.251.7094

www.aero-access.com Helicopter Rappel 

Bracket

Billy Pugh Company

1415 North Water, P.O. Box 802, 

Corpus Christi, TX 78401

361.884.9351

www.billypugh.com Helicopter Yoke Band & Rescue 

Nets 

CMC Rescue

P. O. Drawer 6870, Santa Barbara, CA 93160-6870 

800.235.5741 or 805.562.9120 

www.cmcrescue.com Manufacturer and Rescue Equipment 

Distributor

David Clark Company

Post Office Box 15054, Worcester, MA 01615-0054

508.751.5800

www.davidclark.com Communication 

headsets

Department Of Interior - Aviation Management

300 E. Mallard Dr., Ste.200, Boise, ID 83706

208-433-5076

www.nbc.gov/amd Federal 

Agency

Flight Suits, Ltd.

1675 Pioneer Way, El Cajon, CA 92020

800.748.6693 or 619.440.2700 

www.flightsuits.com Nomex Flight Suits, Flight Helmets

Gentex Corporation

P.O. Box 315, Carbondale, PA 18407 

570.282.3550 

www.gentexcorp.com Flight 

Helmets
Appendix J I – Equipment, Supplies, References

75

Heli-Dyne Systems, Inc.

9000 Trinity Blvd., Hurst, TX 76053

817.282.9804

www.heli-dyne.com Helicopter 

accessories

Lifesaving Systems Corporation

220 Elsberry Road, Apollo Beach, FL 33572-2289

813.645.2748 

www.lifesavingsystems.com Rescue straps, helicopter rescue equipment 

supplier

Mammut (Technical Rescue Products Division),

Mammut tec AG 

Industriestr. Birren, CH 5703 Seon 

Tel. +41 / (0) 62 769 82 32 Fax +41 / (0) 62 769 82 11

www.mammut.ch Rope manufacturer, Helicopter Rescue 

Accessories

Massif Mountain Gear Company

1000 SE M Street, Grants Pass, OR 97526

541.201.0023

www.massif.com Flamestop Nomex Fleece 

Outerwear

National Interagency Fire Center (NIFC) 

3833 S. Development Avenue, Boise, Idaho 83705-5354 

208.334.2662 or 208.387.5512

www.nifc.gov Nomex Flight suits, Flight 

Helmets

Onboard Systems International

11212 NW St. Helens Road, Portland, OR 97231

503.286.4956 or 800.275.0883

www.onboardsystems.com Class “D” Certified Cargo 

Hooks

Oregon Aero

34020 Skyway Dr.

Scappoose OR. 97056

(503) 543-7399

www.oregonaero.com Headset Accessories

OTTO Communications

2 E. Main Street, Carpentersville IL 60110

847.428.7171 
Appendix J I – Equipment, Supplies, References

76

www.ottoeng.com Radio Headsets, Throat/Skull Microphones

Para-Gear Equipment Company

3839 West Oakton Street, Skokie, IL 60076

847.679.5905 

www.paragear.com Three-Ring Release and Custom-sewn Rigging Products

Pigeon Mountain Industries, Inc. (PMI)

P.O. Box 803, Lafayette GA 30728 USA

706.764.1437 

www.pmirope.com Rope manufacturer, rescue equipment, 

hardware

Petzl America

Freeport Center Building M-7, PO Box 160447, Clearfield, UT 84016 

801.327.3805 

www.petzl.com Rescue equipment, harnesses, sewn webbing 

products

Rainy Day Equipment

P.O. Box 818, Nakusp, British Columbia, Canada VOG 1RO

250.265.4740 or 265.4766

email: jerrymav@columbiacable.net

Contact: Mavis Munn “Bauman Bag” (Heli-rescue Bag) Manufacturer, Harness, Screamer Suit

Res-Q-Mfg.

2144 S. Memorial Dr., Tulsa, OK 74129

918.664.5997 Helo Attachment Belt, Res-QRing

Rescue Systems, Inc. (RSI)

PO Box 596

Collinsville, Virginia, 24078

276-629-2900

www.rescuesystems.com Rescue equipment, hardware, sewn webbing 

products

SEI Industries International

7400 Wilson Avenue, Delta, British Columbia, Canada V4G 1E5

604.946.3131

www.sei-ind.com P1R Short Haul Rescue System (Transport Canada Approved)

SkyHook Rescue Systems Inc.
Appendix J I – Equipment, Supplies, References

77

Terry Asherin, President

7074 Estepa Drive, Tujunga, CA 91042

818.293.0320

www.skyhookrescue.com Helicopter Extraction Systems

Switlik Parachute Company

1325 East State Street, Trenton, NJ 08609

609.587.3300

www.switlik.com Aviation Crew Flotation Vests, Anti-Exposure 

Suits

Television Equipment, Inc.

P.O. Box 404, 2022 Route 22, Brewster, NY 10509

310.457.7401 

www.swatheadsets.com Waterproof Communication Headsets

The Rescue Source/RESCUE3 

9075 Elk Grove Boulevard, #200, P.O. Box 519, Elk Grove, California 95759

800.45.RESCU or 916-685-3066

www.rescue3.com Swiftwater Rescue Supplies, Harnesses, Rescue Equipment 

Supplier

Traverse Rescue

103 2689 Kyle Road, Kelowna, BC V1Z2M9, Canada

250.769.0723 or 888.599.3355

www.traverserescue.com Harnesses, adjustable anchor 

straps 

Tyromont

Köllensperger Eisenwaren Ges.m.b.H. 

Bert Köllensperger Str.6, A-6065 THAUR bei Innsbruck 

Tel: 05223 - 505-0 Fax: 05223 - 505-14 

www.worldport.at/300/324/index.html Heli-rescue Bag 

Manufacturer 

United States Forgecraft

P.O. Box 387, Fort Smith, AR 72902

501.782.8651

www.forgecraft.com Rigging hardware 

manufacturer

Vincent Communications, Inc

5773 E. Shields Ave.

Fresno, CA 93727-7821

(559) 292-7010

Fax: (559) 292-7132 Radio/Helmet 

Interfaces
Appendix J I – Equipment, Supplies, References

78

Yates Gear Inc. 

2608 Hartnell Ave. #6, Redding, CA 96002 

530.222.4606 or 800.YATES.16

www.yatesgear.com Harnesses, Daisy 

Chains

Dye penetrant services

Golden State Magnetic & Penetrant Lab, Inc.

9301 Laurel Canyon Blvd. 

Arleta, CA 91331 

Phone: 818-767-5767

Fax: 818-767-5885 

www.gsmp.com Non-Destructive Testing

Integrated Quality Services

1236 W. Brooks St., Suite A 

Ontario, CA 91762 

Phone: 909-988-4054

Fax: 909-988-2356 

www.iqs-nde.com Non-Destructive Testing

R. E. Darling Co., Inc.

3749 N. Romero Rd. 

Tuscon, AZ 85705 

Phone: 520-887-2400

Fax: 520-887-4551 

www.redarling.thomasregister.com Non-Destructive Testing

Agra Earth & Environmental, Inc. 

3504 Industrial Ave., Suite 5 

Fairbanks, AK 99701 

Phone: 907-479-7586 

www.amec.com Non-Destructive Testing

Dynamic Resonance Systems, Inc

225 Lane 13 

Powell, WY 82435 

Phone: 307-548-9489

Fax: 307-548-9473 

www.ndtest.com Non-Destructive Testing
Appendix J I – Equipment, Supplies, References

79

Revised 03/18/07
Helicopter Short-Haul Glossary

80

HELICOPTER SHORT-HAUL GLOSSARY

Attendant: Individual rescuer attached adjacent to litter or victim during a short-haul rescue. Typically a 

trained EMS provider who needs to monitor the airway of a patient packaged in a litter.

Auto-Locking Carabiner: Carabiner with spring-loaded locking gate mechanism. Typically 

the sleeve on the carabiner gate must be rotated before the carabiner can be opened. Once the 

gate is released to close, the sleeve rotates automatically to positively lock the carabiner. 

Auto-locking carabiners are preferred for short-haul applications since they are not affected 

by aircraft vibration, which may cause traditional screw-locking carabiners to unlock. 

Commercial manufacturers include Petzl, DMM (illustration), ISC and Kong. 

Bauman Bag (aka Heli-rescue Bag, Jenny Bag): A soft hammock style stretcher constructed of cordura material 

suspended from a single centered connection point for short-haul rescue. Generically 

these are referred to as heli-rescue bags. One of the major design features of the 

Bauman Bag is how aerodynamically stable it is during helicopter rescue evolutions. 

Named for Tom Bauman of Rainy Day Equipment, Inc. The Bauman Bag Stretcher 

(illustration) evolved from the original “Horizontal Lifesaving Net” created by Fritz 

Buhler, Swiss Air Rescue in 1966, which was constructed of a lightweight fishnet 

material that was small enough to fit in a rescuer’s pocket. Commercial heli-rescue bag 

manufactures include Rainy Day Equipment (Canada) and Tyromont (Austria).

Capewell Release: A double action release mechanism designed to reliably function while 

subjected to a load. The Capewell lanyard-type parachute canopy release (illustration) is a hand 

activated mechanical device for detaching the parachute harness from the canopy. This design was 

first patented in 1947. The manufacturer subjects each release to a 5,000 pound (2268 kg) pull test. 

Climbing Helmet: Protective headwear used in rock climbing and technical rescue. These helmets 

will have an internal suspension system to protect the head from a blow and a multi-point chin 

restraint system to prevent the helmet from being knocked off the user’s head. Commercially 

produced helmets typically meet the standards of a certifying body such as ANSI, UIAA or CE norm.

Connector Strap (aka Daisy Chain, Sewn Anchor Strap): A commercially sewn webbing or cordage tether

which the short-haul rescuer uses to connect their harness to the short-haul line. 

Density Altitude: Pressure altitude corrected for the outside air temperature and humidity. Refers to a 

theoretical air density which exists under standard conditions of a given latitude.

Evacuation Harness: A simple, quick-donning universal harness, which is used for rescue of a stranded 

subject. These harnesses include triangular style designs as well as military hoisting vests (screamer suit). 

Several commercial manufacturers include Petzl, Mammut, Kong and Spinks Industries.

Extraction: The phase of a short-haul evolution involving transport of personnel from a short-haul site to a 

staging helispot.

Harness: A commercially sewn climbing or rescue harness. Design elements typically include contrasting 

stitching in order to inspect for wear and double pass-through buckles to provide for security. Harness

features may include extra padding, gear loops or hard connection points. Dependent upon agency 
Helicopter Short-Haul Glossary

81

preference and application, short-haul rescuers may either wear an independent seat harness, a seat and 

chest harness combination or a full body harness. Commercially manufactured harnesses typically are 

manufactured to meet ANSI, NFPA or CE Norm standards.

Warning: Improvised or hand tied harnesses should be avoided for short haul applications

due to the potential for error.

Hazard: Any real or potential condition that can cause mission degradation, injury, illness, death to 

personnel or damage to or loss of equipment or property.

Helispot: A safe takeoff and landing area meeting obstruction free clearance standards, for example a Type 

III/Light helicopter needs a 15’ X 15’ touchdown pad with a 75’ safety circle. For use during rescue 

operations a helispot may be temporary and not have other site improvements.

Hook Knife: A J-shaped bladed knife designed to quickly cut through cordage or webbing. Used by a shorthauler for emergency cut away from the short-haul line or connector straps. 

Human External Cargo (HEC): Classification given by the FAA to the suspension of human loads beneath a 

rotorcraft. 

In-Flight Emergency: A condition threatening the continued safe flight of the helicopter. This includes 

critical conditions such as loss of engine power, tail rotor failure or other major mechanical malfunction. 

Such situations will require an immediate autorotation to the ground. A human load suspended for a shorthaul evolution at that time of an emergency autorotation may sustain bodily injury upon contact with the 

ground. (See also Precautionary Landing)

Insertion: The phase of a short-haul evolution involving the transport of personnel from a staging helispot 

into a short-haul site.

Knot: Aeronautical measurement of airspeed corresponding to 1.15 statue miles per hour. 

Munter Hitch (aka Italian Hitch): A bi-directional friction hitch that can be used for belaying a 

load. The Munter Hitch is rigged around a carabiner, which provides the surface for generating 

friction. During a short-haul evolution involving the deployment of a tail rope, the Munter Hitch 

can be used as a method for belaying a stretcher.

Parachute Landing Fall (PLF): A parachutist technique for taking a hard landing without 

sustaining critical injuries. The landing technique involves rolling to one side upon contact with the ground 

in order to distribute impact to the body and lessen the likelihood of spinal injury or leg fracture. 

Personal Flotation Device (PFD): A wearable vest-style device which provides buoyancy to the user in 

water. A swiftwater rescue PFD is typically a US Coast Guard approved Type III/IV. 

Power Assurance Check: The pilot will bring the helicopter to a stable hover and demonstrate a positive 

rate of climb prior to actual short-haul insertion. This check will be accomplished at actual altitude and 

temperature for initial insertion. 

Precautionary Landing: Deviation from the planned flight to land due to a perceived threat or emergency 

that might affect airworthiness of the aircraft. This includes such circumstances as isolated weather 

conditions, communication equipment failure, chip/warning light activation or other minor mechanical 

problems.
Helicopter Short-Haul Glossary

82

Radio Interface Cable (aka a patch cord): Connection between a handheld radio and a flight helmet or 

headset, which is typically utilized for communication in noisy environments. 

Reconnaissance Flight: The initial flight conducted with the pilot and spotter prior to an insertion or 

extraction. This flight permits the flight crew to focus on evaluating all hazards and conditions at a short-haul 

site without a human load suspended beneath the aircraft. 

Short-Haul (aka HSRS- Helicopter Sling Rescue System [Parks Canada], Fixed-Line Flyaway, Fixed Rope 

Technique, Helicopter Rescue Strop [New Zealand National Parks]): Technique of transporting personnel 

beneath a helicopter while suspended on a fixed rope. This technique permits insertion and extraction of 

personnel from a site where a helicopter could not typically land.

A short-haul system is rigged to the aircraft in a manner to permit emergency 

release of the line. Short-haul was initially introduced at the First International 

Helicopter Symposium held at the Eiger Glacier in September 1966. The “knotted 

rope technique" was introduced by REGA President Fritz Buhler to the mountain

rescue community. Buhler's prototype of modern short-haul was preceded by some early 

failures with other methods that included use of a rope ladder and lowering a rescuer on the 

end of a rope from a helicopter. 

The first workable design involved an 8 meter rope attached to the helicopter, with knots at 

40 centimeter intervals, and a poma ski-lift style disc seat attached at the end of the line. A 

rescuer would actually climb down the line from the aircraft and sit on the disc while hanging 

on to the line. 

Meanwhile the U.S. military developed several static helicopter extraction or "exfiltration" 

techniques for use in combat applications, particularly in Vietnam. These included the 

Hanson Harness, McGuire Rig, JOES (Jungle Operations Extraction System), SPIE (Special 

Patrol Insertion/Extraction) Rig and the STABO Rig. The STABO Rig was developed by U.S. 

Army Special Forces circa 1966. 

Short-Haul Hand Signals: Set of one-handed signals used by both the spotter and short haul rescuer to 

communicate effectively between aircraft and the end of the short-haul line during critical phases of insertion 

and extraction.

Short-Haul Rescuer: Personnel trained and qualified in short-haul procedures. During a short-haul 

evolution they are suspended at the end of the short-haul line from their harnesses.

Short-Haul Site: The location where personnel will be inserted to or extracted from during a short-haul 

evolution. The short-haul site does not meet the requirements for a landing zone, such as a narrow canyon, 

cliff face or narrow mountain ridge.

Spotter: Helicopter crew member who assists the pilot during a short-haul evolution. The spotter aids with 

visual reference of the human load, rotor clearances, observing ground activities and hazards, watching for 

additional aircraft in the airspace and performing communication duties. The spotter may be positioned in 

the aft cabin of the helicopter dependent upon make and model and more than one spotter may be 

required, depending upon the circumstances.
Helicopter Short-Haul Glossary

83

Staging Helispot: A landing zone used by the short-haul crew to rig for a short-haul mission. The 

reconnaissance flight normally commences from this site and is typically where the flight crew and rescuers 

will conduct a mission briefing. This landing zone meets the site requirements for a helispot based upon the 

model of helicopter involved. For example, a Light/Type III helicopter needs a 15’ X 15’ landing pad with a 

75’ safety circle. 

Stokes Litter: A rigid basket-style stretcher. Evolved from an original military design (NSN 6530-00-042-

8131). Use of a Stokes Litter or similar solid plastic litter is not recommended for short-haul evolutions due 

to the violent spinning that can occur in flight.

Warning: The use of a solid plastic stretcher (e.g. Ferno- Washington Model 71 or 71-S) 

during a short haul evolution could be dangerous due to the violent spinning that can 

result.

Tail Rope: A short belay line utilized when a stretcher is located in an exposed short-haul site for extraction. 

This provides security for the stretcher as it is initially lifted off the ground. One end of the line is anchored

to the ground and then run through a point on the stretcher and back to a friction belay device. As the 

stretcher becomes airborne the running end of the rope exits through the belay device and detaches from the 

stretcher, leaving the rope on the ground. 

Technical Terrain: Terrain with a degree of vertical exposure that experienced climbers or rescue 

personnel would feel the need for an anchored safety rope or belay in order to safely work.

Three-Ring Release: A mechanism designed for parachute canopy release while under load. This 

release can be employed in short-haul anchor systems. This device is constructed of three 

consecutively smaller metal rings which are levered over one another with each bearing

sequentially less of the load. The release is a pin which holds the smallest of the rings down. The 

pin is connected to a release cable that is pulled to release. The improved design and reliability of 

the three-ring release (illustration) has resulted in it being preferred over the Capewell Release for 

most short-haul programs.

Typical Terrain: The anticipated environment in which operations may be conducted such as

confined areas with features that may include steep slopes, cliff faces, tall trees, etc.

Weight Bag: Weight suspended on short-haul line to prevent it from becoming entangled in the helicopter 

rotor system during forward flight when there is no personnel or equipment suspended on the line. This 

weight may be positioned a short distance from the distal end of the short-haul line to prevent it from 

encumbering short-haul personnel. The weight may be comprised of a water-filled container, padded lead 

weight, sand, road cinders, etc. 

Yoke Band: A short-haul anchor system that is constructed of a belt which is secured around the fuselage of 

the helicopter through the aft cabin doors. Typically the aircraft doors must be removed or pinned open to 

allow installation of this equipment. The yoke band must have a dual-action release mechanism to permit 

emergency release, which is typically performed by the spotter. 

Revised 02/08
Helicopter Short-Haul Glossary

84

 GRTE Short-Haul Risk Analysis

Incident Name: _____________________________ IC: _____________________ Date: ___________

2. SITUATIONAL AWARENESS Time: ___________

 Gather and verify available information 

 Develop an accurate “mental image” of the mission.

2. HAZARD ASSESSMENT

METHOD (TECHNIQUES & METHODS HOW MISSION WILL BE CONDUCTED)

 In the best interest of rescuer(s) and subject safety.

 Alternate techniques adequately evaluated (time required & hazards)

 Adequate communications in place.

 Check for omissions or deficiencies 

 Backup plan prepared. 

MAN (GENERIC REFERENCE TO INCIDENT PERSONNEL AND PATIENT)

 Personnel trained and qualified for the mission.

 Patient’s condition and/or environment warrant short-haul.

MISSION (THE INCIDENT ASSIGNMENT)

 Operational tempo is appropriate 

 Urgency is not driving the mission.

MEDIUM (ENVIRONMENTAL FORCES)

 Environmental hazards identified and considered in mission planning including:

Alternatives:

Number of people required for ground-based rescue: ___________ Estimated time: __________ hrs

Risks associated with ground-based rescue have been discussed: Yes  No 

Move patient to alternate location (helispot)? Yes  No 

Site Hazards:

__________________________

__________________________

__________________________

__________________________
Helicopter Short-Haul Glossary

85

 Sufficient daylight to complete the mission.

 Operating within performance capabilities of man and machine, including:

MANAGEMENT (CONTROLS, PROCEDURES, OVERSIGHT & SUPERVISION)

 ICS established and communicated.

 Compliance with policies and SOP’s. 

 Safety openly promoted.

 After-action review planned. 

3. HAZARD CONTROL

 Identify risks and implement controls to them.

4. DECISION POINT

 Form a GO/NO-GO decision based upon hazard mitigation 

5. EVALUATE 

 Continually update your “mental image” of the mission.

 Continually measure how well the plan is working.

 Adjust the response as necessary.

Environmental Considerations: 

Sunrise ___ am Sunset ___ pm

As reported from the short-haul site:

 Wind speed (not to exceed 35 mph): mph

 Gust spread (not to exceed 17 mph): mph

 

 

Aircraft Considerations:

Outside Air Temperature (OAT): _ °F _ °C Pressure altitude: _____________ feet

Adequate rotor clearance: Yes  No  Power check: ________________

Load calculation completed: Yes  No 

 

 

TIME MANAGEMENT

1. Do I have to act immediately?

2. How much time do I have?

3. What can I do in that time?

4. Can I alter the time available?

5. Should I?

6. Tempo control?