Department of California Highway Patrol*

contains the very strong statement that, "Sometimes the CHP does not answer the phone creating delays in helicopter dispatch." This statement is wholly inaccurate and has taken on a spurious nature since being published. The CHP believes there is merit in the Grand Jury's conclusion that, "Policies must be revised or new procedures implemented to reduce excessive time delays and confusion in dispatching." In the Recommendations Section I have taken the opportunity to provide workable solutions for improvement. First, please permit me to clarify key differences in the two local helicopter operations that were overlooked in the report and may have contributed to the misconception that the CHP does not answer the phone: On the surface, it appears that ETAs are easily obtained from CALSTAR VII, but are more difficult to determine from the CHP. To understand why this is so, it must be noted that CALSTAR contracts its dispatching services through the Cal Fire/San Luis Obispo County Fire Department's Emergency Command Center (ECC). The ECC uses mapping software to track the status of all units, including the CALSTAR VII helicopter. Using CALSTAR VII's known location, typically at the Santa Maria Airport in Santa Barbara County, the ECC is quickly able to provide an ETA to San Luis Obispo Medical Communications (MedCom) when requested. MedCom is responsible for dispatching all EMS aircraft. One problem with this system is that, unlike ground fire apparatus, a helicopter is vulnerable to considerable limitations, especially meteorological conditions. So, when the ECC provides an ETA of 20 minutes for CALSTAR VII, this is done without initially contacting the on-duty CALSTAR VII staff. This is not an accurate time and explains instances where CALSTAR was committed to an emergency response call only to learn that they were actually on a patient transfer, or were down for mechanical reasons, or did not respond to a tone, or did not have a nurse available, or incliment weather prevented flying. The CHP is suseptable to these same limitations, so, rather than a critique on CALSTAR, it is a critique on any system of dispatch that does not rely on direct contact with the flight crew in obtaining an ETA. The ECC's mapping system is limited with respect to helicopter launch because it does not know the true availability of the helicopter. While it can be reasonably presumed that any given fire engine shown in quarters is fully available for immediate response, this is not necessarily the case when it comes to a helicopter response. This is precisely the reason MedCom contacts the CHP crew directly to obtain an ETA. This method of contact ensures that a pilot provides MedCom with a very accurate response time, giving due consideration to all relevant factors. This is a true ETA. It is the CHP's contention that a true ETA can only be obtained through direct contact with the flight crew and it is, therefore, unrealistic to consider the ECC's mapping ETA as valid without first confirming the ETA with the flight crew. There is no substitute for talking to the crew. This is a decision ultimatley in the best interest of the patient. The CHP has been in discussion with CalFire concerning the development of a "fence" that essentially bifurcates the county (Enclosure 1, prepared by Cal Fire). In so doing, MedCom could initially launch the aircraft that is closest based on estimated launch and flight times and then later confirm the ETA. However, this proposal is subject to all the aforementioned limitations. First and foremost, it makes assumptions, and unverified assumptions may well place patient care in peril. For example, the CHP could be autolaunched for a collision on Highway 46 at the "Y," while CALSTAR VII is on a return flight from Stanford with an ETA of only 6 minures. Or, CALSTAR VII could be autolaunched for a call at Lake Lopez when the CHP is already on routine patrol in the vicinity. CALSTAR VII could be autolaunched to a call on Highway 166, but be unable to takeoff due to fog (or a similar scenario could occur visa versa). The possibilities are myriad but the solution is obvious: aircraft require a direct commitment from the crew prior to being affirmatively assigned to a rescue. The CHP supports a system of dispatch which relies on direct contact with the flight crew in obtaining an accurate ETA based on present conditions.