# Presentation: 541443

## Aerial Mapping and Aircraft Safety

***Aerial Mapping and Aircraft Safety***

- _[http://](http://iat.nifc.gov/)__[iat.nifc.gov](http://iat.nifc.gov/)__[/](http://iat.nifc.gov/)_

## Pre-Flight 

*Safety Precautions*

*** ******Mission***
*** ******Pilot/Aircraft Carding***
*** ******Flight/Duty Limitations***
*** ******Flight Plan/Flight Following***
*** ******Passenger Briefing***
*** ******Pilot Briefing***

**Notes:**
PRE-FLIGHT SAFETY 
The following safety precautions should be taken prior to every flight. Some of these functions are already performed for you during a large wildland fire incident.

## What is 

*your *
*mission?*

**Notes:**
WHAT IS YOUR MISSION?
EXAMPLE:	Flying low-level (below 500 ft.) in an aircraft GPS mapping a wildfire. Note to Tim Smith: we didn’t really roll a Bell Long Ranger helicopter.

I would expand here a bit and talk about being sure you know what the Plans or Ops folks priority is, particularly on a large fire.  Do a certain area first if possible in case the mission has to be 
Cut short, check on certain areas more closely.  Look for and capture location of certain features, etc.

## Pilot Approved for 

*Mission*

**Notes:**
Before any flight, you must ensure the pilot and aircraft are approved for the planned mission. During large wildfire incidents, this decision will already have been made for you by the Air Operations staff. 

## Brief Pilot Before Flight 

***Direction?***
***Height Above Ground?***
***Speed?***

**Notes:**
A preflight briefing must take place prior to the start of each mission.  Employees are responsible for providing the pilot with a briefing specific to the mission. For GPS mapping, decide if the perimeter is to be flown clockwise or counter-clockwise, the height above ground level and speed. Pilots who have GPS mapping experience know how to hug the fire’s edge to produce the most accurate perimeter file.  Unless smoke conditions are thick, it is best to keep “one skid in the green and one skid in the black” at about 100’ AGL at a slow speed. For fast moving fires, it may not be necessary to map every little finger. During long straight stretches, along a road for example, it may be useful to increase forward airspeed to reduce time. If for any reason the pilot decides to pull away from the fire’s edge, ask him to notify you in advance, if possible, in order to pause data collection. 

Also, emphasize as the picture shows that “briefing prior to mission start” ideally means before you ever get in the aircraft and especially before the engines are started.  Be to the flight line Early if at all possible.  Also, if flying just one side of a large fire try sitting so that you are on the south side of the aircraft to get the best reception if possible.  Helicopter pilots will usually Fly from the right seat.  That can be useful in your planning since they will likely want to fly with that side facing the fire (ie. Clockwise), but not always...may depend on terrain, winds, etc.

## Flight Weight

*Flight Weight*

**Notes:**
It is our responsibility to provide the pilot with accurate flight weights.  The pilot needs to be notified of the total weight of yourself and all equipment carried on board. This is not a good time to declare you are as skinny as you were in high school.  Emphasize that in low and/or slow flying accurate weight and balance is a critical safety concern as it directly effects aircraft handling and performance....especially in hot, windy and/or high elevation flight profiles (sound like a fire scenario?).

## Pilot Must Brief You Before Flight

*Safety Briefing*

**Notes:**
Federal Aviation Administration (FAA) regulations require an oral safety briefing be provided to individuals prior to each flight.  On large wildfire incidents a trained helitack crew member usually provides it.  Do not fly without a safety briefing! 

Emphasize a PROPER safety briefing and DON’T be embarrassed or afraid to ask questions....sometimes the briefer gets complacent and does a cursory job.

## Fasten Seat Belts

*Fasten Seat Belts*

***Before Departure***

**Notes:**
Seatbelt operation is different for many aircraft.  You should be briefed on correct procedures.  Seatbelts should be fitted snug and low around the pelvic area.  Front seat occupants (including pilot) must wear shoulder restraints. Excess items such as extra batteries, water bottle etc. should be secured in a flight bag, pack, or flight suit pocket and properly secured (use zippers and and seat belts). 

Also, this is a good slide to briefly mention the proper wearing of PPE.  The person in the picture is not wearing her PPE properly.  Ask if anyone can guess what the problem is.  Can you?

See next slide.

## Fasten Seat Belts

*Fasten Seat Belts*

***Before Departure***

**Notes:**
PPE in an aircraft (particularly a helicopter) is fundamentally different that on a fire in that it is to protect you from a FLASH fire.  Not time to correct
Your collar or gloves, etc.  Thus the name flash fire.

The glove needs to be completely tucked into the sleeve AND the watch she is wearing should be removed or worn on the outside of the sleeve or glove.
In the photo if there was a flash fire she would likely get a very nasty burn and permanent scar and if serious enough suffer a crippling injury to her wrist/hand.
If it is a nylon watch band it could literally melt into her skin!    Also, necklaces, chains, dog tags, etc should be worn outside of the collar.

## Eliminate Damage....

***Before Exiting Aircraft***
***Fasten Seatbelt Behind You***

**Notes:**
Secure Seatbelts Behind You When Leaving Aircraft.  A good habit to develop is to fasten seatbelt buckles before exiting the aircraft.  A loose seatbelt buckle hanging out of the aircraft will damage the exterior and you may be held responsible for the costs of repair.

## Best not to mix mission purpose
Must wear full personal protective equipment (flexible, tight fitting flight gloves better than leather)
Be thoroughly familiar with operation of equipment (practice in vehicle first)
Proficient in field observer skills
Take air sickness precautions

- Best not to mix mission purpose
- Must wear full personal protective equipment (flexible, tight fitting flight gloves better than leather)
- Be thoroughly familiar with operation of equipment (practice in vehicle first)
- Proficient in field observer skills
- Take air sickness precautions

**Notes:**
It works best to map the fire using GPS recon flights dedicated solely for that purpose.  Do not try to map the fire and deliver supplies or shuttle firefighters, for example, in the same flight. 

It is almost impossible to type place names or push the correct buttons on a GPS receiver while wearing bulky leather gloves.

The equipment, GPS receiver, computer, PDA etc. all work the same on the ground as it does in the air.  Helicopter flight time can cost $400 - $1000/hr. For that price you can buy two or three GPS receivers. If you have an extra receiver, take it and use it. Anything electronic is subject to failure. A GPS Technical Specialist should learn how best to use and arrange the equipment  in a moving vehicle before attempting to try it in the cramped, noisy backseat of a helicopter. Know how to set all the parameters in the settings in advance of the flight. Download a satellite almanac well in advance of the flight. Be sure to place the external GPS antenna in a location for the best reception. It can be very embarrassing to complete the recon and discover that you did not collect any waypoints simply because the external GPS antenna was attached upside down! It can be a very expensive lesson and you can loose credibility when critical deadlines are missed.

If an equipment malfunction occurs, be prepared to fall back on your basic field observer skills and hand draw the map. This will require the need to carry a paper map and extra materials on board and to alter the flight path over the fires edge.

If prone to air sickness, be sure to take preventive precautions in advance of the flight. Dramamine works best if taken 30-45 minutes prior and not during the pre-flight briefing (ask me how I know). Be sure to have a non-transparent plastic bag, located within arms reach, during the entire recon. Carry extra for the unfortunate person sitting beside you who maybe wasn’t prepared.  A viziflex keyboard seel on the laptop can also serve as useful protection in this situation. The GPS Technical Specialist depicted in this slide actually prefers the front seat when the pilot lets her because she get air sick easily.  If she has have a better view she feels better. It’s also a good idea to try and focus on the horizon when you feel a little sick. Smoke, heat and capturing "fingers" all add up to air sickness. Its a much different flight than a straight shot between the helibase and a drop point.  Sometimes people don't know they get sick in helicopters until they do a GPS recon!  Its okay to ask the pilot to get up out of the smoke if you are getting sick.  Its also okay to ask the pilot to cut off fingers a little, especially if its at the head of the fire.

## Extra batteries (GPS and computer) 
Have appropriate map data loaded on computer’s hard drive
Fiber tape; not duct tape (ext. antenna) Ask the Pilot first! 
Secure all loose items and cables

- Extra batteries (GPS and computer)
- Have appropriate map data loaded on computer’s hard drive
- Fiber tape; not duct tape (ext. antenna) Ask the Pilot first!
- Secure all loose items and cables

**Notes:**
If airsickness is not a problem, try to get the back seat on the same side as the fire. For example, if in the left seat, ask the pilot to fly counter-clockwise. There is usually more room to work and does not distract the pilot from flying the aircraft. 

If collecting data in-real time on a computer or handheld device, always start the recon with fully charged batteries. The fully lit display on the computer screen consumes a lot of power. A power-saving tip is to close the lid and spot check occasionally to ensure that everything is working properly. The CD-ROM also affects the power consumption of a notebook.  It is best to cache your map data on the computer’s hard drive for the immediate and surrounding areas of the fire. This will also bring up the data much faster in a moving map display. The internal battery on a  PDA is good for about 8 hours of continuous use with the backlight off.  An external camcorder battery can power the unit for up to 14 hours.

Use a generous amount of fiber tape to secure the external antenna inside the helicopter to the Plexiglas above the front seat of the helicopter. Try not to use duct tape; in extremely hot environments the adhesive on duct tape leaves a gooey residue which is difficult to remove from the window.  ASK the Pilot first before using ANY TAPE or connecting anything to the aircraft.

Route all antenna, battery and data cables so they are secure and won’t snag during flight.  Some GPS Technical Specialists successfully mapped many fires without an external antenna. This is not ideal, but it has been done with certain Garmin models as their helix antennas are very powerful. If you are sitting near the door, preferably with the door off, they work great! Hold the receiver just to the edge, almost outside the door.  Its a good time to use that wrist strap though!! Another thing that works is to connect to the helicopter's external GPS antenna if it is equipped with one. Connectors vary between different GPS models and antenna types so unless you carry a small supply of adaptors, don’t rely on using the ship’s antenna.

## Look for Hazards

***Alert the Pilot!***

**Notes:**
Encourage everyone onboard the aircraft to look for hazards while in flight and alert the pilot.  Aerial hazards such as other aircraft, wires, and large birds continue to cause aircraft accidents. The ideal situation is for a helicopter manager to be seated in front to search for hazards, while the GPS Technical Specialist sits in the back seat. You have more room to work and the pilot is not distracted. 

Don’t be afraid to COMMUNICATE while in the air.  BUT - stay off the radio during takeoff and landing so the pilot can communicate with the dispatcher/airport, UNLESS it is an EMERGENCY such as
An immediate hazard!

## Do High Recon...

*Do High Recon...*

***Before Low-Level Flight***

**Notes:**
Often aerial hazards have already been identified during an on-going incident but if your mission happens during initial attack or you’re flying with a pilot who is new to the area, it is best to complete a high reconnaissance flight before flying at lower altitudes. Look for poles or towers indicating there may be wires in the vicinity.  Wires become invisible under certain light conditions or when the background is similar in contrast.  If you are looking only for the wire, it may be too late to avoid. 

## Cut-Off

*Times*

***1/2 Hour After Official Sunset***

***1/2 Hour Before Official Sunrise***

**Notes:**
Can your mission or flight be accomplished during daylight hours?  Most pilots and aircraft are approved and equipped to perform according to FAA Visual Flight Rules (VFR).  Normally, VFR conditions require flights to be accomplished only during hours between, 1⁄2 hour before official sunrise to a 1⁄2 hour after official sunset. 

## Approach & Depart

***In View of the Pilot***

**Notes:**
Always approach and depart a helicopter in view of the pilot, and from the down slope side if applicable.
Carry tools and long objects parallel to the ground.  A tool handle or long object, such as a ski, (or your head) can have disastrous results if hit by a main rotor blade.
Always crouch when approaching and departing in full view of the pilot or as directed.
Don't run!
Never approach or depart to the rear!  The pilot can't see you, and you may be walking into an invisible and deadly tail rotor. (It is also where ex-military pilots go to pee!)

## Don’t Pressure the Pilot

**Notes:**
Don't Pressure the Pilot.  Each of us has a different comfort level and different abilities.  We can alter the safety of a flight by impressing or comparing the ability of pilots.  If a pilot appears uncomfortable or objects to performing a mission request, respect their decision. So what if the pilot doesn’t want to fly in the smoke? By the time you land, the fire will have reached or passed the recorded location anyway.
The reverse is also true; if you feel uncomfortable, you have a right and personal obligation to have the pilot stop the mission. 

## Aerial Mapping 

**Notes:**
We hope that you find the information taught in this course to be useful.  Once the skills have been mastered...

**Notes:**
the possibilities are endless.  The best way to learn digital mapping from the air is to go out and do it!