**Chapter 16**

**Aviation Operations/Resources**

**Purpose and Scope**

Aviation resources are one of a number of tools available to accomplish
fire related land management objectives.

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, the
effective capacity of the aircraft, and the deployment of ground
resources.

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. Risk management process must include risk to ground resources,
and the risk of not performing the mission, as well as the risk to the
aircrew.

**Organizational Responsibilities**

**National Office**

**DOI**

**Aviation Management Directorate (AMD)**

The Aviation Management Directorate, of the National Business Center, is
responsible for the coordination of 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, aircraft, pilot inspection and
approval for DOI agencies.

**Bureau of Land Management (BLM)**

National Aviation Office (NAO) - NAO develops BLM policy, procedures,
and standards. It also 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. This includes fire suppression, through
strategic program guidance, managing aviation programs of national
scope, coordination with AMD, and interagency partners. The Fire and
Aviation Directorate 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 Bureau wide
basis, and approving State Office requests to acquire supplemental
aircraft resources. Refer to *BLM* *National Aviation Plan and Manual
9400* for aviation policy and guides. (Refer to 112 DM 12 for a list of
responsibilities.)

**Forest Service**

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.

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 -** State FMOs are responsible for providing oversight for
    aircraft hosted in their state. 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. A State
    Aviation Manager (SAM) is located in each state office. SAMs are
    delegated as the Contracting Officers Representative (COR) for all
    exclusive use aircraft hosted by their state. SAMs implement
    aviation program objectives and directives to support the agency
    mission and state objectives. A state aviation plan is required to
    outline the state aviation program objectives and to identify state
    specific policy and procedures.*

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

**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; 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,* *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.)* *IHOG, ISOG and Interagency Aerial
    Supervision Guide (IASG).*

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

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

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

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.

**Aviation Safety**

The USFS and the BLM have adopted Safety Management Systems (SMS) as the
foundation to our aviation safety program. The four pillars of SMS are
Safety Policy, Safety Risk Management, Safety Assurance and Safety
Promotion. SMS is the standard for safety set by the International Civil
Aviation Organization (ICAO) and the Federal Aviation Administration
(FAA).

SMS will promote the transition from the traditional approach to
aviation safety which:

-   Reacts to undesirable events

-   Focused on compliance

-   Culture of blame and individual accountability

-   Addresses only know safety concerns

-   Identifies who, so we know who to punish

To the contemporary approach that is:

-   Emphasis on proactive risk management

-   Promotes a "Just" culture

-   Addresses systemic safety concerns

-   Holds the organization accountable

-   Identifies "What" so we can manage the manageable

-   Communicates the "Why" so the culture can learn from mistakes

The intent of SMS is to improve the aviation culture by increasing
hazard identification, reduce risk taking behavior, learn from mistakes
and correct procedures before a mishap occurs rather than after the
accident.

**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 a
Safety and Technical Assistance Team (STAT). A STAT's purpose is to
assist and review helicopter and/or fixed wing operations on 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) as
outlined at the in-brief. 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 to conduct an
aviation safety briefing. The pilot should also receive a mission
briefing from the government aircraft manager 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.
Pilots, flight crew personnel, aviation managers, incident air
operations personnel, and passengers are responsible for hazard
identification and mitigation. Aviation hazards may include but are not
limited to 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)

**Aerial Applications of Wildland Fire Chemical Safety**

Chapter 12 contains information concerning the aerial application of
wildland fire chemicals.

**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 https://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: Accidents, Airspace, Hazards, Incidents,
Maintenance, Mishap Prevention and Kudos. 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.

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 https://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 agency aviation assets are: Helitack and Rappel crews,
Smokejumpers, Large Airtankers, Single Engine Air Tankers, Water
Scoopers, Helitankers, Air Attack, Aerial Supervision Modules, Lead
Planes, Airtanker Bases, SEAT Bases, Helibases, Smokejumper Bases.

-   ***BLM -** All BLM acquired aircraft, exclusive use* *On-Call, CWN*
    *and,* *Variable Term, are available to move to areas of greatest
    Bureau 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.*

a.  **Interagency Interim Flight and Duty Limitations**

**Phase 1 -** Standard Flight and Duty Limitations (Abbreviated Summary)

-   Fourteen (14) hour maximum duty day

-   Eight (8) hours maximum daily flight time for mission flights

-   Ten (10) hours for point-to-point, with a two (2) pilot crew

-   Maximum cumulative flight hours of thirty-six (36) hours, up to
    forty-two (42) hours in six (6) days

-   Minimum of ten (10) hours uninterrupted time off (rest) between duty
    periods

This does not diminish the authority or obligation of any individual COR
(Contracting Officer Representative) or Aviation Manager to impose
shorter duty days or additional days off at any time for any flight crew
members for fatigue. This is currently provided for in agency direction
and contract specifications.

**Interim Flight and Duty Limitations Implementation**

During extended periods of a high level of flight activity or maximum
14-hour days, fatigue factors must be taken into consideration by Fire
and Aviation Managers. Phase 2 and/or Phase 3 Duty Limitations will be
implemented for specific Geographic Area's Aviation resources. The
minimum scope of operation should be by Geographic Area, i.e.,
Northwest, Great Basin, etc.

Implementation decisions will be made on a coordinated, interagency
basis, involving the GACC, NICC, NMAC and National Aviation
Representatives at NIFC.

Official notification of implementation should be made by the FS
Regional Aviation Officer (RAO) and DOI Aviation Managers through the
GACC and, for broader scope implementations, by National Aviation
Management through NIFC.

**Phase 2 - Interim Duty Limitations**

When Phase 2 is activated, pilots shall adhere to the flight and day-off
limitations prescribed in Phase 1 and the duty limitations defined under
Phase 2.

Each flight crew member shall be given an additional day off each
fourteen (14) day period. Crews on a twelve (12) and two (2) schedule
shall have three (3) consecutive days off (11 and 3). Flight crews on
six (6) and one (1) schedules shall work an alternating weekly schedule
of five (5) days on, two (2) days off, then six (6) days on and one (1)
day off.

Aircraft fixed daily rates and special rates, when applicable, shall
continue to accrue during the extra day off. Contractors may provide
additional approved crews to maximize utilization of their aircraft. All
costs associated with providing the additional crew will be at the
contractor's expense, unless the additional crew is requested by the
Government.

**Phase 3 - Interim Duty Limitations**

When Phase 3 is activated, pilots shall adhere to the flight limitations
of Phase 1 (standard), the additional day off of Phase 2, and the
limitations defined under Phase 3.

Flight crew members shall have a minimum of twelve (12) consecutive
hours of uninterrupted rest (off duty) during each duty day cycle. The
standard duty day shall be no longer than twelve (12) hours, except a
crew duty day extension shall not exceed a cumulative fourteen (14) hour
duty day. The next flight crew rest period shall then be adjusted to
equal the extended duty day, i.e., thirteen (13) hour duty day, thirteen
(13) hours rest; fourteen (14) hour duty day, fourteen (14) hours rest.
Extended duty day applies only to completion of a mission. In no case
may standby be extended beyond the twelve (12) hour duty day.

Double crews (two (2) complete flight crews assigned to an aircraft),
augmented flight crews (an additional pilot-in-command assigned to an
aircraft), and aircraft crews that work a rotating schedule, i.e., two
(2) days on, one (1) day off, seven (7) days on, seven (7) days off, or
twelve (12) days on, twelve (12) days off, may be exempted from Phase 2
Limitations upon verification that their scheduling and duty cycles meet
or exceed the provisions of Paragraph a. of Phase 2 and Phase 1
Limitations.

Exemptions of Phase 3 provisions may be requested through the local
Aviation Manager or COR, but must be approved by the FS RAO or DOI Area
Aviation Manager.

**Helitack**

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

**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*
    *(HMGB). Exception to these minimum crew staffing standards must be
    exempted by the National Aviation Office.*

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-   ***NPS -*** *Helicopter flight crew staffing may consist of an all
    hazard component (Fire, SAR, Law Enforcement, and EMT). The NPS
    regions may establish minimum crew size and standards for their
    exclusive use helicopter crews. The helicopter crew staffing
    standards must be approved by the National Aviation Office.*

-   ***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.

-   ***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 and should be provided a VHF-AM base station radio.

**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.

-   ***BLM -** Minimum vehicle configuration for a seven person crew
    will consist of one Class 661 Helitack Support Vehicle and one Class
    156, 6-Pack pickup or Class 166 carryall.*

**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.

Non-Exclusive Use HECM's and HMGB's should also meet the following
currency requirements.

+------------+-----------------------+-----------------+---------------+
| *          |                       |                 |               |
| *Exclusive |                       |                 |               |
| Use Fire   |                       |                 |               |
| Helicopter |                       |                 |               |
| Position** |                       |                 |               |
| **Per      |                       |                 |               |
| quisites** |                       |                 |               |
+------------+-----------------------+-----------------+---------------+
| P          | MINIMUM PREREQUISITE  | MINIMUM         | CURRENCY      |
| OSITION^1^ | EXPERIENCE^2^         | REQUIRED        | REQUIREMENTS  |
|            |                       | TRAINING^3^     |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season ^4^as an   |                 | RT-372^5^     |
| Helicopter | Assistant Fire        |                 |               |
| Crew       | Helicopter Crew       |                 |               |
| Supervisor | Supervisor,           |                 |               |
|            |                       |                 |               |
|            | ICT4, HMGB, HEB2      |                 |               |
+------------+-----------------------+-----------------+---------------+
| Assistant  | One season as a Fire  | I-200, S-200,   | RT-372^5^     |
| Fire       | Helicopter Squad      | S-215, S-230,   |               |
| Helicopter | Leader,               | S-234, S-260,   |               |
| Crew       |                       | S-270, S-290,   |               |
| Supervisor | ICT4,                 | S-371, S-372    |               |
|            |                       |                 |               |
|            | HMGB, HEB2 (T)        |                 |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season as a Fire  | S-131, S-133,   | S-271^6^      |
| Helicopter | Helicopter            | S-211, S-212    |               |
| Squad      | Crewmember,           |                 |               |
| Leader     |                       |                 |               |
|            | FFT1, ICT5            |                 |               |
+------------+-----------------------+-----------------+---------------+
| Fire       | One season as a FFT2, | I-100, S-130,   | S-271^6^      |
| Helicopter |                       | S-190, S-271    |               |
| Crewmember | HECM Taskbook         |                 |               |
+------------+-----------------------+-----------------+---------------+

**^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) in three years and every three years
thereafter.

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

**Note:** Exceptions to the above position standards and staffing levels
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 (HMGB) 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
appropriate agency national headquarters.

-   ***BLM -** BLM personnel involved in an Interagency Rappel Program
    must have SAM approval.*

-   ***NPS -*** *Approval is required by the National Office*.

-   ***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 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.

**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).

For aviation safety and policy concerning wildland fire chemicals see
chapter 12 (Wildland Fire Chemical Policy and Use)

Airtankers are operated by commercial vendors in accordance with FAR
Part 137. The management of Large Airtankers is governed by:

-   ***BLM -** The requirements of the DM' and BLM Manual 9400*

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

**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 identified training for the positions at airtanker bases; the
*IATBOG* contains a chart of required training for each position. It is
critical that reload bases are prepared and staffed 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.

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-   An airtanker, crewed by an initial attack-rated captain, may be
    dispatched to arrive over a fire without aerial supervision 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, Procedures and Safety**

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*. To maintain incident
qualifications currency a SEAT Manager is required to attend RT-273
triennially. Elements and criteria of RT-273can be found in the *Field
Managers Course Guide*, PMS 901-1.

**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 (500 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 BLM and Forest
Service Airtanker base operating plans will permit SEAT loading in
conjunction with Large Airtankers.

**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, aerial
supervision priority order with regard to safety and efficiency are as
follows:

-   ASM

-   ATGS

-   ATCO (Leadplane)

-   HLCO Helicopter Coordinator

-   Smokejumper Spotter

-   HMGB (Helicopter Manager)

If aerial operations continue beyond initial response, an ASM, ATGS, or
Lead/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. In addition to detecting,
mapping and sizing up new fires, this resource may be utilized to
provide ground resources with intelligence on fire behavior, provide
recommendations to the IC when appropriate, and describe access routes
into and out of fire areas for responding units. Only qualified Aerial
Supervisors (ATGS, ASM, HLCO and Lead/ATCO) are authorized to coordinate
incident airspace operations and give direction to aviation assets.
Flights with a "Recon, Detection 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 Lead/ATCO 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.

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-   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/Lead/ATCO 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 aerial
    supervision module ASM or Lead/ATCO, airtanker pilot(s), and the
    responsible fire suppression agency official.

-   The 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/ATCO qualified
Air Tactical 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/ATCO
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 ATS develops strategy in conjunction
with the Operations Section Chief.

-   ***BLM -** The Interagency Aerial Supervision Guide is policy for
    BLM. The Interagency Aerial Supervision Guide is available online
    at*
    *http://www.blm.gov/nifc/st/en/prog/fire/Aviation/aerial_supervision.html*

**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.*

**Air Tactical Group Supervisor (ATGS)**

The ATGS manages incident airspace and controls incident air traffic.
Specific duties and responsibilities are outlined in the *Fireline
Handbook (PMS 410-1)* and the *Interagency Aerial Supervision Guide*.
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

-   Natural fiber shirt, full length cotton or nomex pants or flight
    suit.

**Operational Considerations**

-   Relief aerial supervision should be ordered for sustained operations
    to ensure continuous coverage over an incident.

-   Personnel who are performing aerial reconnaissance and detection
    will not perform aerial supervision duties unless they are fully
    qualified as an ATGS.

-   Air tactical aircraft must meet the avionics typing requirements
    listed in the Interagency Aerial Supervision Guide and the pilot
    must be carded to perform the air tactical mission.

-   Ground resources will maintain consistent communication with Aerial
    Supervision in order to maximize the safety, effectiveness, and
    efficiency of aerial operations.

**Leadplane**

A leadplane is a national resource. The *Interagency Aerial Supervision
Guide* is agency policy and is available online at
http://www.blm.gov/nifc/st/en/prog/fire/Aviation/aerial_supervision.html.
Agency policy requires an ASM/or Lead/ATCO to be on order prior to
aerial applications over a congested area. Operations may proceed before
the ASM/or Lead/ATCO arrives, if communications are established with
on-site resources, authorization is granted from the IC, and the line is
cleared prior to commencing water/chemical application 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.

http://www.fs.fed.us/r6/fire/aviation/airspace/web/guide/index.html.

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, Sectional and Global Navigational Charts has been
made available at the National Interagency Airspace System website
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.*

-   ***NPS -** Regional Aviation Managers*

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

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

**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*
    *flights not requested on a Fire Resource Order. The fixed-wing or
    helicopter manager will use this form to brief the pilot on the
    mission.*

-   ***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.

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

Agency policy requires designating a Flight Manager for point-to-point
flights transporting personnel. The Flight Manager is a government
employee that is responsible for coordinating, managing and supervising
flight operations. The Flight Manager is not required to be on board for
most flights. For those flights that have multiple legs or are complex
in nature a Flight Manager should attend the entire flight. The Flight
Manager will meet the qualification standard for the level of mission
assigned as set forth in the *Interagency Aviation Training Guide*
(IAT).

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-   ***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.*

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

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

**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
    belowwithin 500'AGL. Flight helmets are not required for
    multi-engine airtanker crews, smokejumper pilots and ASM
    flight/aircrew members.

-   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.

-   Agency FM radio capability is required for all mission flights.

-   All passengers must be authorized and all personnel onboard must be
    essential to 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, or surface conditions

    PPE requirements for fire reconnaissance are:

-   Leather shoes or boots

-   Natural fiber shirt, full length cotton or nomex pants or flight
    suit

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

**Flight-Following All Aircraft**

Flight-Following is mandatory for all flights. The pilot has the
responsibility to determine which flight following procedure is to be
utilized. Mission Flights are required to utilize agency flight
following radio or automated flight following (AFF). Point-to-point,
non-mission flights can utilize Agency or FAA flight following. Refer to
the *National Interagency Mobilization Guide*, section 24.3 for specific
direction.

-   Aircraft Managers, Pilots and Dispatchers are responsible for
    coordinating and confirming the method of flight following to be
    utilized.

-   Flight-following reports from the aircraft are the responsibility of
    the pilot-in-command (PIC) in accordance with 14 CFR.

-   All dispatch centers designated for fire support shall have the
    ability to monitor AFF as well as the capability to transmit and
    receive "National Flight Following" and Air Guard"

-   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.

-   The default standard for lower-48 interagency fire operations is for
    all aircraft to maintain positive radio contact with 15 minute
    check-ins.

-   Agency FM radio capability is required for all mission flights.

-   Periodic radio transmissions are acceptable when utilizing AFF.

-   Helicopters conducting Mission Flights shall check-in prior to and
    immediately after each takeoff/landing per IHOG 4.II.E.2

-   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.

-   Violation of flight-following standards requires submission of a
    SAFECOM.

**Sterile Cockpit All Aircraft**

Sterile cockpit rules apply within a 5-mile radius of the airport. The
flight crew will perform no radio or cockpit communication during that
time that is not directly related to safe flight of the aircraft from
taxi to 5 miles out and from 5 miles out until clearing the active
runway. This would consist of reading checklists, communication with Air
Traffic Control (ATC), Flight Service Stations, Unicom, or other
aircraft with the intent of ensuring separation or complying with ATC
requirements. Communications by passengers or air crew members can be
accomplished when the audio panels can be isolated and do not interfere
with flight operations of the flight crew.

**Exception:** When conducting firefighting missions within 5 miles of
an uncontrolled airport, maintain sterile cockpit until departing the
traffic pattern and reaching final altitude. Monitor CTAF frequency if
feasible while engaged in firefighting activities. Monitor CTAF as soon
as practical upon leaving the fire and returning to the uncontrolled
airport. When conducting firefighting missions within Class B, C, or D
airspace, notify dispatch that ATC communications will have priority
over dispatch communications.