**Chapter 17**

**Aviation Operations/Resources**

**Purpose and Scope**

Aviation resources are one of a number of tools available to accomplish
fire related land management objectives. Their use has value only if
that use serves to accomplish the mission.

Aviation use must be prioritized based on management objectives and
probability of success.

The effect of aviation resources on a fire is directly proportional to
the speed at which the resource(s) can initially engage the fire, and
the effective capacity of the aircraft. These factors are magnified by
flexibility in prioritization, mobility, positioning, and utilization of
the versatility of many types of aircraft.

Risk management is a necessary requirement for the use of any aviation
resource. That risk management process must include the risk to ground
resources, and the risk of not performing the mission, as well as the
risk to the aircrew.

**Organizational Responsibilities**

**National Office**

**Aviation Management Directorate**

The Aviation Management Directorate (AMD), of the National Business
Center, is responsible for aviation policy development, aircraft
acquisition, financial services, and maintenance management within the
agencies of the Department of the Interior (DOI). AMD has no operational
responsibility. AMD provides aviation safety program oversight, accident
investigation, and aircraft and pilot inspection and approval for DOI
use.

-   ***BLM -** National Aviation Office (NAO) - NAO develops BLM policy,
    procedures, standards, and maintains functional oversight and
    facilitates interagency coordination for all aviation activities.
    The principal goals are safety and cost-effectiveness. The NAO
    supports BLM aviation* *activities and missions, including fire
    suppression, through strategic program guidance, managing aviation
    programs of national scope, coordination with AMD and interagency
    partners. National Office of Fire and Aviation Management (OF&A) has
    the responsibility and authority, after consultation with State
    FMOs, for funding and acquisition of all fire aircraft, prioritizing
    the allocation of BLM aircraft on a national basis, and approving
    State Office requests to acquire supplemental aircraft resources.
    Refer to BLM Manual 9400 for aviation policy and guides. (Refer to
    112 DM 12 for a list of responsibilities.)*

-   ***FS -** The US Forest Service has responsibility for all aspects
    of its aviation program, including aviation policy development,
    aircraft acquisition, and maintenance management. In addition, the
    USFS has operational responsibility including development of
    aviation procedures and standards, as well as functional oversight
    of aviation assets and facilities, accident investigation, and
    aircraft and pilot inspection.*

-   ***FS -** The National Aviation Officer (NAO) is responsible to the
    Director of Fire and Aviation Management (Aviation) for the
    management and supervision of the National Headquarters Office in
    Washington DC, and the detached Boise Aviation Unit. The NAO
    provides leadership, support and coordination for national and
    regional aviation programs and operations. (Refer to FSM 5704.22 for
    list of responsibilities.) The National Aviation Operations Officer
    (NAOO) reports to the NAO, and oversees the detached Boise Aviation
    Unit, and is responsible for all operational aspects of the aviation
    program.*

**State/Regional Office**

-   ***BLM/FWS/NPS -** A State/Regional Aviation Manager (S/RAM) is
    located in each state/regional office. S/RAMs implement aviation
    program objectives and directives to support the agency mission and
    state/region objectives. Several states/region's have additional
    support staff, and/or pilots assigned to support aircraft operations
    and to provide technical expertise. A state/regional aviation
    operations and management plan is required to outline the
    state/region's aviation program objectives and to identify
    state/region-specific policy and procedures.*

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-   ***FS -** Regional Aviation Officers (RAOs) are responsible for
    directing and managing Regional aviation programs in accordance with
    the National and Regional Aviation Management Plans, and applicable
    agency policy direction. (Refer to FSM 5720.47c for list of
    responsibilities.). RAOs report to Director of Fire and Aviation for
    their specific Region. Regional Aviation Safety Managers (RASMs) are
    responsible for aviation safety in their respective Regions, and
    work closely with the RAO to ensure aviation safety is an
    organizational priority. Most Regions have additional aviation
    technical experts and pilots who help manage and oversee the
    Regional aviation programs. Most Regions also have Aviation
    Maintenance Inspectors, Airtanker Program Managers, Helicopter
    Program Managers, Helicopter Operations Specialists, Inspector
    Pilots, etc.*

-   ***BLM -** State FMOs are responsible for providing contract
    oversight Contracting Officers Representative* *(COR) for aircraft
    hosted in their state, this duty is delegated to the State Aviation
    Manager. State FMOs have the authority and responsibility to
    approve, with National Office concurrence, acquisition of
    supplemental aircraft resources within their state. State FMOs have
    the authority to prioritize the allocation, pre-positioning and
    movement of all aircraft assigned to the BLM within their state.
    State Offices will coordinate with the National Office on movement
    of their aircraft outside of their State.*

**Local Office**

Some areas have interagency aviation programs that utilize an Aviation
Manager for multiple units. Duties are similar as other local level
managers.

-   ***BLM -** Unit Aviation Managers (UAMs) serve as the focal point
    for the Unit Aviation Program by providing technical expertise and
    management of aviation resources to support Field Office/District
    programs. Field/District Offices are responsible for hosting,
    supporting, providing daily management, and dispatching all aircraft
    assigned to their unit. Field/District Offices have the authority to
    request additional resources; and to establish priorities, and make
    assignments for all aircraft assigned to the BLM within their unit
    or zone.*

-   ***NPS -** Organizational responsibility refer to DO-60, RM-60.*

-   ***FS -** Unit Aviation Officers (UAOs)/Forest Aviation Officers
    (FAOs) have the responsibility for aviation activities at the local
    level, including aviation mission planning, safety measures,
    supervision, and evaluation. UAOs/FAOs assist Line Officers with
    risk assessment/management and cost analysis. (Refer to FSH
    5709.16_10.42)*

**Aviation Information Resources**

Aviation reference guides and aids for agency aviation management are
listed for policy, guidance, and specific procedural requirements.

-   ***BLM -** 9400 Manual Appendix 1, BLM Fixed Wing Standard
    Operations Procedures, National Aviation Plan. State and Unit
    Aviation Plans (In all cases DOI policy Department Manuals \[DMs\],
    Operational Procedural Memoranda \[OPMs\], and BLM policy will take
    precedence.)*

-   ***FWS -** Service Manual 330-339, Aviation Management and IHOG.*

-   ***NPS -** RM-60 Aviation Management Reference Manual and IHOG.*

-   ***FS -** FSM 5700,ISMOG, FSH 5709.16 and IHOG.*

Safety alerts, operational alerts, instruction memoranda, information
bulletins, incident reports, and other guidance or information are
issued as needed.

An up-to-date library with aviation policy and procedural references
will be maintained at all permanent aviation bases, dispatch, and
aviation management offices.

[]{.mark}

**Aviation Safety**

**Risk Assessment and Risk Management**

The use of Risk Management will help to ensure a safe and successful
operation. Risk is the probability that an event will occur. Assessing
risk identifies the hazard, the associated risk, and places the hazard
in relationship to the mission. A decision to conduct a mission requires
weighing the risk against the benefit of the mission and deciding
whether the risks are acceptable.

Aviation missions always have some degree of risk. The four sources of
hazards are methods, medium, man, and machine. Managing risk is a 5-step
process:

-   Identify hazards associated with all specified and implied tasks for
    the mission.

-   Assess hazards to determine potential of occurrence and severity of
    consequences.

-   Develop controls to mitigate or remove risk, and make decisions
    based on accepting the least risk for the best benefit.

-   Implement controls - (1) education controls, (2) physical controls,
    and (3) avoidance controls.

-   ![](media/image1.wmf)Supervise and evaluate - enforce standards and
    continuously re-evaluate their effectiveness in reducing or removing
    risk. Ensure that controls are communicated, implemented, and
    enforced.

**Aviation Safety Support**

During high levels of aviation activity it is advisable to request an
Aviation Safety Assistance Team (ASAT). An ASAT's purpose is to assist
and review helicopter and/or fixed wing operations on ongoing wildland
fires. They should be requested through the agency chain of command and
operate under a Delegation of Authority from the appropriate
State/Regional Aviation Manager(s) or Multi Agency Coordinating Group.
Formal written reports will be provided to the appropriate manager(s). A
team should consist of the following:

-   Aviation Safety Manager

-   Operations Specialist (helicopter and/or fixed wing)

-   Pilot Inspector

-   Maintenance Inspector (optional)

-   Avionics Inspector (optional)

**Military or National Guard Aircraft and Pilots**

The *Military Use Handbook* (NFES 2175) will be used when planning or
conducting aviation operations involving regular military aircraft.
Ordering military resources is done through National Interagency
Coordination Center (NICC); National Guard resources are utilized
through local or state Memorandum of Understanding (MOU).

**Aviation Safety Briefing**

Every passenger must receive a briefing prior to each flight. The
briefing is the responsibility of the Pilot in Command (PIC) but may be
conducted by the pilot, flight manager, helicopter manager, fixed-wing
base manager, or an individual with the required training and experience
to conduct an aviation safety briefing. Refer to the *Incident Response
Pocket Guide* (IRPG) and IHOG Chapter 10*.*

**Aviation Hazard**

An aviation hazard is any condition, act, or circumstance that
compromises the safety of personnel engaged in aviation operations. All
personnel are responsible for hazard identification and mitigation. This
includes pilots, flight crew personnel, aviation managers, incident air
operations personnel, and passengers. Aviation hazards include the
following:

-   Deviations from policy, procedures, regulations, and instructions.

-   Improper hazardous materials handling and/or transport.

-   Airspace conflicts/flight following deviation.

-   Deviation from planned operations.

-   Failure to utilize PPE or Aviation Life Support Equipment (ALSE).

-   Failure to meet qualification standards or training requirements.

-   Extreme environmental conditions.

-   Improper ground operations.

-   Improper pilot procedures.

-   Fuel contamination.

-   Unsafe actions by pilot, air crew, passengers, or support personnel.

Aviation hazards also exist in the form of wires, low-flying aircraft,
and obstacles protruding beyond normal surface features. Each office
will post, maintain, and annually update a "known aerial hazard map" for
the local geographic area where aircraft are operated, regardless of
agency jurisdiction. This map will be posted and used to brief flight
crews. Unit Aviation Managers are responsible for ensuring the
development and updating of Known Aerial; Hazard Maps (IHOG Ch 3.V.J.1.c
page 3-20)

**SAFECOM**

The Department of the Interior (DOI) and the US Forest Service (FS) have
an incident/hazard reporting form called The Aviation Safety Communiqué
(SAFECOM). The database, available at
[www.safecom.gov](http://www.safecom.gov/), fulfills the Aviation Mishap
Information System (AMIS) requirements for aviation mishap reporting for
the DOI agencies and the US Forest Service. Categories of reports
include incidents, hazards, maintenance, and airspace. The system uses
the SAFECOM Form OAS-34 or FS-5700-14 to report any condition,
observation, act, maintenance problem, or circumstance with personnel or
aircraft that has the potential to cause an aviation-related mishap. The
SAFECOM system is not intended for initiating punitive actions.
Submitting a SAFECOM is not a substitute for \"on-the-spot\"
correction(s) to a safety concern. It is a tool used to identify,
document, track and correct safety related issues. A SAFECOM does not
replace the requirement for initiating an accident or incident report.

[]{.mark}

Any individual (including cooperators) with knowledge of an
incident/hazard should complete a SAFECOM. The SAFECOM form should be
entered directly on the internet at
[www.safecom.gov](http://www.safecom.gov/) or can be faxed to the
Department of the Interiors Aviation Management Directorate, Aviation
Safety (208)433-5069 or to the Forest Service at (208) 387-5735 ATTN:
SAFETY. Electronic cc copies are automatically forwarded to the
National, Regional, and State and Unit Aviation Managers.

The agency with operational control of the aircraft at the time of the
hazard/incident/accident is responsible for completing the SAFECOM and
submitting it through agency channels.

**Aircraft Incidents/Accidents**

Notify FS or AMD and DOI agency Aviation Safety Managers of any aircraft
mishap involving damage or injury. Use the hotline (888) 464-7427 or the
most expeditious means possible. Initiate the appropriate unit Aviation
Mishap Response Plan.

**Aviation Assets**

Typical aviation assets that DOI and USFS utilize are: Helitack and
Rappel crews, Smokejumpers, Large Airtankers, Single Engine Air Tankers,
Helitankers, Air Attack, Aerial Supervision Modules, Lead Planes,
Airtanker Bases, SEAT Bases, Helibases, Smokejumper Bases, Air Attack
Bases.

-   ***BLM -** All BLM acquired aircraft, exclusive use and CWN, are
    available to move to areas of greatest national need, thereby
    maximizing efficiency and effectiveness. Specific authorities and
    responsibilities for Field/State and National Offices are outlined
    earlier in this chapter. Offices are expected to adhere to
    procedures established in the National Aviation Plan for both
    acquisition, and use reporting.*

**Helitack**

Helitack crews perform suppression and support operations to accomplish
fire and resource management objectives.

[]{.mark}

**Organization - Crew Size**

-   ***BLM -** The standard BLM exclusive-use helitack crew is a minimum
    of seven personnel (PFT supervisor, long-term assistant, long-term
    lead, and* *four temporaries).* *BLM helicopters operated in Alaska
    need* *only be* *staffed with a* *qualified Helicopter Manager
    (HELM).*

-   ***NPS -** NPS exclusive use modules will consist of a minimum of 8
    personnel.*

-   ***FS -** Regions may establish minimum crew size and standards for
    their exclusive* *use helitack crews. Experience requirements for
    exclusive-use helicopter positions are listed in FSH 5109.17,
    Chapter 40.*

**Operational Procedures**

The *Interagency Helicopter Operations Guide* (IHOG) is policy for
helicopter operations whether in support of wildland fire or natural
resource missions, and provides guidance for helitack and helicopter
operations.

-   ***FWS -** IHOG does not serve as policy for natural resource
    missions.*

**Communication**

The helitack crew standard is one handheld programmable multi-channel FM
radio per every 2 crew persons, and one multi-channel VHF-AM
programmable radio in the primary helitack crew (chase) truck. Each
helitack crew (chase) vehicle will have a programmable VHF-FM mobile
radio. Each permanent helibase will have a permanent programmable FM
radio base station.

**Transportation**

Dedicated vehicles with adequate storage and security will be provided
for helitack crews. The required Gross Vehicle Weight (GVW) of the
vehicle will be dependent upon the volume of equipment carried on the
truck and the number of helitack crewmembers assigned to the crew.

**Safety**

For information on the risk assessment and management, see the *IHOG*,
Chapter 3.

**Training and Experience Requirements**

All helitack members will meet fire qualifications as prescribed by the
National Wildfire Coordinating Group (NWCG) *310-1* and their agency
manual requirements. The following chart establishes experience and
training requirements for FS, BLM, NPS, and FWS Exclusive Use, Fire
Helicopter Crew Positions.

+------------+-----------------------+-----------------+---------------+
| *          |                       |                 |               |
| *Exclusive |                       |                 |               |
| Use Fire   |                       |                 |               |
| Helicopter |                       |                 |               |
| Position   |                       |                 |               |
| Re         |                       |                 |               |
| quisites** |                       |                 |               |
+------------+-----------------------+-----------------+---------------+
| POSITION   | MINIMUM PREREQUISITE  | MINIMUM         | CURRENCY      |
| **^1^**    | EXPERIENCE **^2^**    | REQUIRED        | REQUIREMENTS  |
|            |                       | TRAINING        |               |
|            |                       | **^3^**         |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season **^4^**as  |                 | RT-372        |
|            | an Assistant Fire     |                 | **^5^**       |
| Helicopter | Helicopter Crew       |                 |               |
|            | Supervisor,           |                 |               |
| Crew       |                       |                 |               |
|            | ICT4, HELM, HEB2      |                 |               |
| Supervisor |                       |                 |               |
+------------+-----------------------+-----------------+---------------+
| Assistant  | One season as a Fire  | I-200, S-200,   | RT-372        |
|            | Helicopter Squad      | S-215,          |               |
| Fire       | Leader,               |                 |               |
|            |                       | S-230, S-234,   |               |
| Helicopter | ICT4,                 | S-260,          |               |
|            |                       |                 |               |
| Crew       | HELB or HELM, HEB2    | S-270, S-290,   |               |
|            | (T)                   | S-371,          |               |
| Supervisor |                       |                 |               |
|            |                       | S-372           |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season as a Fire  | S-131, S-133,   | S-271         |
|            | Helicopter            | S-211,          |               |
| Helicopter | Crewmember,           |                 |               |
|            |                       | S-212           |               |
| Squad      | FFT1, ICT5            |                 |               |
| Leader     |                       |                 |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season as a FFT2, | I-100, S-130,   | S-271         |
|            |                       | S-190,          |               |
| Helicopter | HECM Taskbook         |                 |               |
| Crewmember |                       | S-271           |               |
+------------+-----------------------+-----------------+---------------+

**^1^** All Exclusive use Fire Helicopter positions require an arduous
fitness rating.

**^2^** Minimum experience and qualifications required prior to
performing in the Exclusive use position. Each level must have met the
experience requirements of the previous level(s).

**^3^** Minimum training required to perform in the position. Each level
must have met the training requirements of the previous level(s).

**^4^** A "season" is continuous employment on a full-time wildland fire
helicopter crew for a period of 90 days or more.

**^5^** After completing S-372, must attend Interagency Helicopter
Manager Workshop (RT-372) every three years.

**^6^** Must receive S-271 or serve as S-271 instructor, once every
three years.

**Note**: Exceptions to the above position standards may be granted, on
a case-by-case basis by the BLM National Aviation Office, NPS Regional
Office FWS Regional Office, or FS Regional Office as appropriate.

-   Some positions may be designated as COR/Alternate-COR. If so, see
    individual Agency COR training & currency requirements.

-   Fire Helicopter Managers (HELM) are fully qualified to perform all
    the duties associated with Resource Helicopter Manager.

**Helicopter Rappel & Cargo Let-Down**

Any rappel or cargo let-down programs must be approved by the Directors,
Fire and Aviation Management.

-   ***FS -** Approval is required by the Regional Office.*

All rappel and cargo let-down operations will follow the *Interagency
Helicopter Rappel Guide* (IHRG), as policy. Any exemption to the guide
must be requested by the program through the state/region for approval
by the National Aviation Office.

**Aerial Ignition**

The *Interagency Aerial Ignition Guide (IAIG)* is policy for all aerial
ignition activities. Any exemption to the *IAIG* must be requested
through the state/region for approval by the National Aviation Office.

**Airtankers**

Airtankers are a national resource. Geographic areas administering these
aircraft will make them available for initial attack and extended attack
fires on a priority basis. All airtanker services are obtained through
the contracting process (except the MAFFS, which are military aviation
assets and used to supplement the contract fleet when needed).

The management of these resources is governed by the requirements of the
*DM, BLM Manual 9400*, and the *Interagency Airtanker Base Operations
Guide (IATBOG).* Airtankers are operated by commercial vendors in
accordance with *FAR Part 137*.

-   ***FS -** Forest Service operates under FSM 5703 and Grant of
    Exemption 392 as referenced in FSM 5714.*

**Operational Principles**

-   Use retardant drops before an immediate need is recognized; pretreat
    according to expected fire behavior.

-   Retardant dropped in the morning may still be effective in the
    afternoon.

-   Build progressive retardant line.

-   Use retardant drops to cool areas (reduce flame length), as
    necessary in support of ground forces.

-   Be sure the line is clear of personnel prior to dropping retardant.

-   Be alert for gaps in retardant lines.

-   Expect fixed-wing vortices and rotor-wing down wash.

-   Wildland fire can burn around, under, spot over, and with enough
    intensity, through retardant lines.

-   Retardant drops should not be made within 300 feet of a waterway.
    Refer to *Interagency Leadplane Operations Guide (ILOG)*.

**Categories**

Airtanker types are distinguished by their retardant load:

-   Type 1 - 3,000 gallons

-   Type 2 - 1,800 to 2,999 gallons

-   Type 3 - 800 to 1,799 gallons

-   Type 4 - 799 gallons (single engine airtankers)

**Airtanker Base Operations**

Certain parameters for the operation of airtankers are agency-specific.
For dispatch procedures, limitations, and times, refer to geographic
area mobilization guides and the *Interagency Airtanker Base Operations
Guide (IATBOG).*

**Airtanker Base Personnel**

There is no identified training for the positions at airtanker bases;
the *IATBOG* contains a chart of recommended training for each position.
It is critical that reload bases staff up commensurate with the need
during periods of moderate or high fire activity at the base. All
personnel conducting airtanker base operations should review the
*IATBOG* and have it available.

**Startup/Cutoff Time for Multi Engine** **Airtankers**

These limitations apply to the time the aircraft arrives over the fire.

-   Normally airtankers shall be dispatched to arrive over the fire not
    earlier than 30 minutes after official sunrise and not later than 30
    minutes before official sunset.

-   Airtankers may be dispatched to arrive over a fire as early as 30
    minutes prior to official sunrise, or 30 minutes after official
    sunset, provided:

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-   A qualified ATGS, ASM1, or ATCO is on the scene; and

-   Has determined visibility and other safety factors are suitable for
    dropping retardant; and

-   Notifies the appropriate dispatcher of this determination.

    -   An airtanker, crewed by an initial attack-rated captain, may be
        dispatched to arrive over a fire without aerial supervision by
        an ATGS, ASM1, or ATCO provided the airtanker's arrival and drop
        activities are conducted between 30 minutes after official
        sunrise and 30 minutes before official sunset in the lower 48
        states. In Alaska, an airtanker pilot will not drop retardant
        during periods outside civil twilight.

**Single Engine Airtankers**

**Single Engine Airtanker (SEAT) Operations**

The *Interagency SEAT Operating Guide (ISOG) (NFES #1844)* defines
operating standards and is policy for both the DOI and FS.

**SEAT Manager Position**

In order to ensure adherence to contract regulations, safety
requirements, and fiscal accountability, a qualified SEAT Manager (SEMG)
will be assigned to each operating location. The SEMG's duties and
responsibilities are outlined in the *ISOG*.

**Safety**

All SEAT operators and users will adhere to AMD/Forest Service safety
standards. Flight operations, pilot requirements, flight crew duty and
flight limitations, and the use of PPE are addressed in the above
referenced standards.

**Operational Procedures**

Using SEATs in conjunction with other aircraft over an incident is
standard practice. Agency or geographical area mobilization guides may
specify additional procedures and limitations.

Depending on location, operator, and availability, SEATs are capable of
dropping suppressants, water, or approved chemical retardants. Because
of the load capacities of the SEATs (400 to 800 gallons), quick
turn-around times should be a prime consideration. SEATs are capable of
taking off and landing on dirt, gravel, or grass strips (pilot must be
involved in selection of the site); a support vehicle reduces
turn-around times.

Reloading at established airtanker bases or reload bases is authorized.
(SEAT operators carry the required couplings). All base operating plans
must include SEAT loading criteria.

**Communication**

All SEATs must have two VHF-AM and one VHF-FM (programmable)
multi-channel radios. (See contract specifications.)

**Aerial Supervision**

Aerial supervision resources will be dispatched, when available, for
initial and extended attack to enhance efficiency and safety of ground
and aerial operations. During initial response operations the
recommended aerial supervision in priority order with regard to safety
and efficiency is as follows:

-   ASM

-   ATGS

-   ATCO (Leadplane)

-   HLCO Helicopter Coordinator

-   Smokejumper Spotter

-   HELM (Helicopter Manager)

If aerial operations continue beyond initial response, an ASM, ATGS, or
ATCO will be ordered. Aerial supervision response will be commensurate
with expected complexity.

**Reconnaissance or** **Patrol flights**

The purpose of aerial reconnaissance or detection flights is to locate
and relay fire information to fire management. Only qualified ATGS
(ATS-ASM) and Lead Plane Pilots are authorized to coordinate incident
airspace operations. Flights with a "Recon" or "Patrol" designation
should communicate with tactical aircraft only to announce location,
altitude and to relay their departure direction and altitude from the
incident.

**Low-level Flight Operations**

The only fixed-wing aircraft missions authorized for low-level fire
operations are:

-   Para-cargo.

-   Aerial Supervision Module (ASM) and leadplane operations.

-   Retardant, water and foam application.

**Operational Procedures:**

-   A high-level recon will be made prior to low-level flight
    operations.

-   All flights below 500 feet will be contained to the area of
    operation.

-   All resource flights below 500 feet must have an approved plan.

-   PPE is required for all fixed-wing, low-level flights. Helmets are
    not required for multi-engine airtanker crews, smokejumper pilots
    and ASM flight/aircrew members.

    **Congested Area Flight Operations**

Airtankers can drop retardant in congested areas under DOI authority
given in *FAR Part 137*. FS authority is granted under exemption 392,
from *FAR 91.119* as referenced in FSM 5714. When such operations are
necessary, they may be authorized subject to these limitations:

-   Airtanker operations in congested areas may be conducted at the
    request of the city, rural fire department, county, state, or
    federal fire suppression agency.

-   An ASM/leadplane is ordered to coordinate aerial operations.

-   The air traffic control facility responsible for the airspace is
    notified prior to or as soon as possible after the beginning of the
    operation.

-   A positive communication link must be established between the
    airtanker coordinator or aerial supervision module (ASM), airtanker
    pilot(s), and the responsible fire suppression agency official.

-   The Incident Commander (IC) for the responsible fire agency or
    designee will advise the ASM/leadplane/airtanker that all
    non-essential people and movable property have been cleared prior to
    commencing retardant drops.

    **Aerial Supervision Module** **(ASM)**

The Aerial Supervision Module is crewed with both a "lead" qualified
pilot (ATP) and an Air Tactical Supervisor (ATS). These individuals are
specifically trained to operate together as a team. The resource is
primarily designed for providing both functions (lead and Air Attack)
simultaneously from the same aircraft, but can also provide single role
service, as well.

The Air Tactical Pilot is primarily responsible for aircraft
coordination over the incident. The Air Tactical Supervisor develops
strategy in conjunction with the Operations Section Chief.

-   ***BLM -** The Aerial Supervision Module Operations Guide (ASMOG)
    and Interagency Leadplane Operations Guide (ILOG) are policy for
    BLM.*

    **Operational Considerations**

The ASM is a shared national resource. Any operation that limits the
national resource status must be approved by the agency program manager.
Aerial or incident complexity and environmental considerations will
dictate when the ASM ceases low level operations. The ASM flight crew
has the responsibility to determine when the complexity level of the
incident exceeds the capability to perform both ATGS and leadplane
functions from one aircraft. The crew will request additional
supervision resources, or modify the operation to maintain mission
safety and efficiency.

**Policy**

Only those individuals certified and authorized by the BLM - National
Aviation Office, or the FS - National Aviation Operations Officer, will
function as an Air Tactical Supervisor (ATS) in an ASM mission profile.

**Aerial Supervision Module Program Training and Qualifications**

Training and qualification requirements for ASM crewmembers are defined
in the *Interagency Aerial Supervision* *Guide* *Appendix A.*

**Air Tactical Group Supervisor (ATGS)**

The ATGS is primarily responsible for coordination of aircraft
operations and firefighter safety on an incident. Specific duties and
responsibilities are outlined in the *Fireline Handbook (PMS 410-1) and
the Interagency Air Tactical Group Supervisor's Guide (NFES 1393).* The
ATGS reports to the Air Operations Branch Director (AOBD), or in the
absence of the AOBD, to the Operations Section Chief (OSC), or in the
absence of the OSC, to the IC.

The following PPE is required for all interagency ATGS operations:

-   Leather shoes or boots

-   Full length cotton or nomex pants or flight suit.

    **Operational Considerations**

A relief ATGS and aircraft or ASM should be ordered for sustained
operations to ensure continuous coverage over an incident. Personnel who
are performing aerial reconnaissance and detection will not perform air
tactical duties unless they are fully qualified as an ATGS. Air tactical
aircraft must meet the avionics typing requirements listed in the *Air
Tactical Group Supervisor's Guide* and the pilot must be carded to
perform the air tactical mission.

**Leadplane**

A leadplane is a national resource. The *Interagency Leadplane
Operations Guide (ILOG)* is agency policy. Agency policy requires an
ASM/leadplane to be on order prior to retardant drops over a congested
area. Operations may proceed before the SM1/leadplane arrives, if
communications are established, authorization is granted from the IC,
and the line is cleared prior to commencing retardant operations.

**Smokejumper Pilots**

The *Interagency Smokejumper Pilot Operations Guide* (ISPOG) serves as
policy for smokejumper pilots' qualifications, training and operations.

**Airspace Coordination**

The Interagency Airspace Program is an aviation safety program designed
to enhance aviation safety and reduce the risk of a mid-air collision.
Guidance for this program is found in the *Interagency Airspace
Coordination Guide (IACG)*, which has been adopted as policy by the DOI
and USDA Forest Service. Additional guidance may be found in the
*National Interagency Mobilization Guide* and supplemented by local
Mobilization Guides.

All firefighting aircraft are required to have operative transponders
and will use a setting of 1255 when engaged in, or traveling to,
firefighting operations (excluding ferry flights), unless given a
discrete code by Air Traffic Control (ATC).

Flight planning and Temporary Flight Restriction (TFR) information on
World Aeronautical (WAC) Sectional and Global Navigational Charts (GNC)
has been made available at the National Interagency Airspace System
website [http://airspace.nifc.gov](http://airspace.nifc.gov/). TFRs are
updated every 30 minutes during normal business hours 7 days a week. A
tactical chart with TFR specific information with incident names,
frequencies and altitudes are available. These charts can be found at
<http://airspace.nifc.gov/mapping/nifc/index.cfm>

Additional references can be found by contacting:

-   ***BLM -** State Aviation Managers, Regional Airspace Coordinator
    and the BLM National Aviation Office Airspace Coordinator.*

-   ***FS -** Regional Aviation Safety Officers, Regional Airspace
    Coordinators and the FS Airspace Program Manager.*

-   ***FWS -** National Aviation Safety and Operations*

-   ***NPS -** Regional Aviation Officers.*

**Flight Request and Approval**

-   ***BLM -** The 9400-1a, Aircraft Flight Request/Schedule Form, will
    be used for approval and flight planning. This form will be
    completed between the aircraft dispatcher and flight manager for
    missions not requested on a Fire Resource Order. The fixed-wing or
    helicopter manager will use this form to brief the pilot on the
    mission.*

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-   ***NPS -** Reference RM 60, Appendix 3 & 4.*

-   ***FS -** Refer to FSM 5700 for administrative use, FSM 5705 for
    point-to-point and mission use for types of Forest Service flights.
    All non tactical flights require a flight schedule to be completed
    with a flight following method identified prior to departure; with
    information passed to all responsible dispatch centers.*

-   

-   

-   

-   **Point-to-point flights** typically originate at one developed
    airport or permanent helibase, with the direct flight to another
    developed airport or permanent helibase. These flights require
    approved pilots, aircrew, and aircraft.

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-   A point-to point flight is conducted higher than 500 feet above
    ground level (AGL).

Agency policy requires designating a Flight Manager/Chief of Party for
point-to-point flights transporting personnel. The Flight Manager/Chief
of Party ensures compliance with contract requirements and is
responsible for coordinating the given flight. They must have received
approved Agency Specified training within the last three years. Duties
include:

-   Briefs pilots on missions, frequencies, flight routes, hazards,
    flight following, passenger briefing requirements, and any other
    related information required.

-   Checks the pilots' qualification cards and aircraft data cards for
    approval and currency.

-   Ensures that flights are safely conducted and do not deviate from
    filed Flight Plans or mission profiles without prior authorization.

-   Initials the flight invoices and routes them according to procedures
    specified in the contract.

-   ***BLM -** All agency flights shall be approved using an aircraft
    request/flight schedule, USDI form 9400-1a. This form is used to
    authorize, plan and brief the pilot on non-fire flights.*

-   ***FS -** Refer to FSM 5710.5 for administrative use, FSM 5705 for
    point-to-point and mission use for types of Forest Service flights.*

-   ***NPS -** Reference RM-60, Appendix 3 for agency specific policy.*

**Mission Flights**

Mission flights are defined as flights not meeting the definition of
point-to-point flight. A mission flight requires work to be performed in
the air (retardant or water delivery, fire reconnaissance, smokejumper
delivery), or through a combination of ground and aerial work (delivery
of personnel and/or cargo from helibases to helispots or unimproved
landing sites, rappelling or cargo let-down, horse herding).

-   PPE is required for any fixed wing mission flight conducted within
    500'AGL.

-   The use of PPE is required for all helicopter flight (point to point
    and mission) and associated ground operations. The specific items to
    be worn are dependent on the type of flight, the function an
    individual is performing, or the ground operation being conducted.
    Refer to the tables in Chapter 9 of the *IHOG* for specific
    requirements.

-   All personnel will meet training and qualification standards
    required for the mission.

-   Mission flights for fixed-wing aircraft include but are not limited
    to the following:

    -   Water or retardant application

    -   Parachute delivery of personnel or cargo

    -   

    -   Airtanker coordinator operations

    -   Takeoff or landing requiring special techniques due to hazardous
        terrain, obstacles, pinnacles, or surface conditions

    -   Fire reconnaissance (PPE recommended but not required)

    -   Precision reconnaissance

[]{.mark}

Mission helicopter flights include but are not limited to the following:

-   Flights conducted within 500 feet AGL

-   Water or retardant application

-   Helicopter coordinator and ATGS operations

-   Aerial ignition activities

-   External load operations

-   Rappelling

-   Takeoff or landing requiring special techniques due to hazardous
    terrain, obstacles, pinnacles, or surface conditions

-   Free-fall cargo

-   Fire reconnaissance

-   Precision reconnaissance

**Flight-Following All Aircraft**

Aircraft Managers, Pilots and Dispatchers are responsible for
coordinating and confirming the method of flight following to be
utilized. The default standard for interagency fire operations is for
all aircraft to maintain positive radio contact with 15 minute
check-ins. When agency flight following (radio or automated) is being
used, the scheduling dispatch office shall have flight following
responsibility until transferred through a documented, positive
hand-off. All dispatch centers designated for fire support shall have
the capability to transmit and receive "National Flight Following" and
Air Guard". Flight-following reports from the aircraft are the
responsibility of the pilot-in-command (PIC) in accordance with 14 CFR.
Violation of flight-following standards requires submission of a
SAFECOM.

Aircraft operating under certain contracts may not be required to be
equipped with AFF and/or FM radios. Consult the appropriate procurement
document for the aircraft in question to determine applicability.

[]{.mark}

If AFF becomes inoperable the aircraft will normally remain available
for service, utilizing radio/voice system for flight following. Each
occurrence must be evaluated individually and decided by the COR/CO.

For tactical aircraft that cross dispatch area geographic boundaries,
the receiving unit is responsible to confirm arrival of the aircraft via
landline to the sending Geographic Area Coordination Center.

-   ***BLM/FWS/NPS -** Refer 351 Departmental Manual - Flight Operations
    Standards and Procedures, IHOG Chapter 4, and National and
    Geographic Area Mobilization Guides for specific direction.*

-   ***FS -** Refer FSM 5700, FSH 5709 handbooks, IHOG Chapter 4, and
    National and Geographic Area Mobilization Guides for specific
    direction.*

**Flight-Following Point to Point, Non-Mission Flights**

Agency radio communication is not mandatory. Flight following for point
to point, non-mission flights shall be accomplished using one of the
following methods:

-   **FAA IFR or VFR flight plan**

> Pilot/chief of party shall notify sending/receiving dispatch office of
> ETD, ETA and ATA. Radio communication with agency dispatch office is
> not required.

-   **Agency check-in via radio**

> Pilot checks in via radio with agency dispatch office on set intervals
> during duration of flight (usually every 15 minutes).

-   **Automated Flight Following (AFF)**

> AFF shall be conducted according to the provisions outlined in the
> *National Interagency Mobilization Guide, section 24.3.1*

**Flight-Following Mission Flights**

Agency FM radio capability is required for all mission flights. Flight
following for mission flights shall be accomplished using one of the
following methods:

-   **Agency check-ins via radio**

> Pilot checks in via radio with agency dispatch office on set intervals
> during duration of flight (usually every 15 minutes).

-   **Automated Flight Following (AFF)**

> AFF shall be conducted according to the provisions outlined in the
> *National Interagency Mobilization Guide, section 24.3.1*.