Department of the Interior

Bureau of Land Management - Alaska

 A COMMITMENT TO AVIATION SAFETY

2022 ALASKA

State Aviation Plan
Alaska Aviation Office

Bureau of Land Management

Alaska Division of Aviation

907-356-5523

Alaska Fire Service

1541 Gaffney Road

P.O. Box 35005

Ft Wainwright, Alaska 99709-0005

X

Thomas Kubichek

State Aviation Manager

X

Kent Slaughter

Manager Alaska Fire Service

X

Tom Heinlein

Alaska State Director, Acting
This plan provides comprehensive information regarding Bureau of Land Management 

(BLM) aviation organizations, responsibilities, administrative procedures and policy.

This plan is implemented through a BLM Alaska Instruction Memorandum.

The primary distribution of this document is electronic and available at: 

https://www.nifc.gov/aviation/av_BLMlibrary.html

BLM Fire and Aviation Directorate 

National Aviation Office

208-387-5180

aviation.blm.gov

National Interagency Fire Center 

3833 South Development Ave.

Boise, ID, 83705

The BLM Alaska State Aviation Plan is inserted in this document as a second tier 

to each section of the BLM National Aviation Plan, which is written in black text. 

The State Aviation Plan (SAP) has been written in blue text so it visually stands 

out as supplemental text. Each BLM Office, Zone or District in Alaska may add 

their Unit Aviation Plan language as a third tier to this document. Use of a different 

color font is suggested to visually differentiate Unit-level text. The State Aviation 

Plan will reside on the BLM National Aviation website in electronic format.

https://www.nifc.gov/aviation/av_BLMlibrary.html
TABLE OF CONTENTS

1.0 Aviation Plan.......................................................................................................................... 

1.1 Purpose................................................................................................................................... 

1.2 Mission Statement ...................................................................................................................

1.3 Aviation Program Objectives.................................................................................................... 

1.4 National Fire Aircraft Management Strategy ............................................................................ 

1.5 Authority .................................................................................................................................. 

1.6 Policy 

2.0 Aviation Management Organizations ................................................................................... 

2.1 Department of the Interior (DOI) .............................................................................................. 

2.2 National Aviation Groups/Committees ..................................................................................... 

2.3 Bureau of Land Management (BLM)........................................................................................ 

2.4 National Aviation Office - NAO (FA-500).................................................................................. 

2.5 BLM State/District/Field Office Organizations .......................................................................... 

2.6 Aviation Positions .................................................................................................................... 

3.0 Administrative Requirements ............................................................................................... 

3.1 General....................................................................................................................................

3.2 Reporting and Documentation Requirements .......................................................................... 

3.3 Aviation Plans: National, State, Unit, and Project..................................................................... 

3.4 Aircrew Orientation Briefing Package ......................................................................................

3.5 Land Use Policy for Aviation Activities ..................................................................................... 

3.6 Budget 

3.7 Aircraft Flight Service Ordering................................................................................................ 

3.8 Aircraft Contracts..................................................................................................................... 

3.9 End Product Contracts............................................................................................................. 

3.10 BLM Supplemental Fire Aircraft Acquisition ........................................................................... 

3.11 Cooperator Aircraft ................................................................................................................ 

3.12 Senior Executive Service (SES) Flights ................................................................................. 

3.13 BLM Law Enforcement Flights ............................................................................................... 

3.14 Search and Rescue (SAR) Flights ......................................................................................... 

3.15 National Guard and United States Military Aircraft Flights
3.17 Dispatching BLM Aircraft - Flight Requests............................................................................ 

3.18 Aircraft Use Payment Systems .............................................................................................. 

3.19 Coding for Flight Use Reports................................................................................................ 

3.20 FEPP 

3.21 FBMS .................................................................................................................................... 

3.22 Aviation Program Reviews..................................................................................................... 

3.23 New Program Requests......................................................................................................... 

4.0 Aviation Safety Management Systems................................................................................. 

4.1 General.................................................................................................................................... 

4.2 Safety Management Systems (SMS)....................................................................................... 

4.3 Policy 

4.4 Risk Management.................................................................................................................... 

4.5 Assurance ............................................................................................................................... 

4.6 Promotion................................................................................................................................ 

5.0 Aviation Operations............................................................................................................... 

5.1 General.................................................................................................................................... 

5.2 Policy, Operational Guides and Handbooks............................................................................. 

5.3 Public/Civil Aircraft Operations ................................................................................................

5.4 BLM Employees on Non-BLM Aircraft

5.5 Passengers ............................................................................................................................. 

5.6 Emergency Exception to Policy: ..............................................................................................

5.7 Categories of Flight ................................................................................................................. 

5.8 Flight Planning......................................................................................................................... 

5.9 Flight Following........................................................................................................................ 

5.10 Radio Frequency Management/Communications .................................................................. 

5.11 Overdue, Missing or Downed Aircraft .................................................................................... 

5.12 Mishap Response.................................................................................................................. 

5.13 Transportation of Hazardous Materials .................................................................................. 

5.14 Invasive Species Control ....................................................................................................... 

5.15 Fire Chemicals and Aerial Application Policy near Waterways............................................... 

5.16 Search and Rescue (SAR)..................................................................................................... 

5.17 Large Airtanker (LAT), Very Large Airtanker (VLAT) and CL-215/415 (Scoopers) Operations

5.18 Airtanker Base Operations..................................................................................................... 

5.19 SEAT Operations................................................................................................................... 
5.20 Foreign Airtanker Operations................................................................................................. 

5.20.1 Water Scooper Operations

5.21 Air Attack, ASM and Leadplane Operations........................................................................... 

5.22 Helicopter Operations ............................................................................................................ 

5.23 Aerial Ignition Operations ...................................................................................................... 

5.24 Wild Horse & Burro Operations (WH&B)................................................................................ 

5.25 Aerial Capture, Eradication and Tagging of Animals (ACETA)............................................... 

5.26 Smokejumper Operations ......................................................................................................

5.27 Light Fixed-wing Operations

5.28 Law Enforcement Operations (LE)......................................................................................... 

5.29 Unmanned Aircraft Systems (UAS)........................................................................................ 

5.30 Fleet Aircraft .......................................................................................................................... 

5.31 Non-Federally Approved Aircraft............................................................................................ 

5.32 Snow Operations ................................................................................................................... 

6.0 Aviation Training ................................................................................................................... 

6.1 General.................................................................................................................................... 

6.2 Management Responsibility..................................................................................................... 

6.3 Instructor Standards ................................................................................................................ 

6.4 Development ........................................................................................................................... 

7.0 Airspace Coordination .......................................................................................................... 

7.1 Interagency Airspace Coordination.......................................................................................... 

7.2 Flight Planning, Hazards and Obstructions .............................................................................. 

7.3 Fire Traffic Area (FTA).........................................................................................................

7.4 Temporary Flight Restriction (TFR).......................................................................................... 

7.5 National Firefighting Aircraft Transponder Code (1255)...................................................

7.6 Airspace Boundary Plan .......................................................................................................... 

7.7 Airspace Deconfliction ............................................................................................................. 

7.8 Airspace Conflicts.................................................................................................................... 

7.9 Operations Along Foreign Borders........................................................................................... 

7.10 Airspace Agreements – Memorandums of Understanding ..................................................... 

7.11 Emergency Security Control of Air Traffic (ESCAT) ............................................................... 

8.0 Aviation Security – Facilities/Aircraft................................................................................... 

8.1 Aviation Security Policy ........................................................................................................... 

8.2 USFS Facilities Security Assessments .................................................................................... 
8.3 USFS Security Response Actions............................................................................................ 

8.4 General Aviation Security Awareness Programs...................................................................... 

8.5 Cooperators Aircraft Security................................................................................................... 

8.6 Aircraft Physical Security Requirements .................................................................................. 

8.7 Aviation Facility Security Requirements................................................................................... 

8.8 Exceptions............................................................................................................................... 

8.9 Transportation Security Administration (TSA).......................................................................... 

9.0 Aviation Facilities .................................................................................................................. 

9.1 General.................................................................................................................................... 

9.2 Aviation Facilities (Permanent and Temporary) ....................................................................... 

9.3 Temporary Operations Bases .................................................................................................. 

9.4 Safety 

9.5 Permanent Facility Construction Planning/Funding and Maintenance...................................... 

9.6 BLM Owned/Operated Airstrips ............................................................................................... 

Appendix Contents...................................................................................................................... 

Appendix 1 - BLM National Aviation Organization Directory ................................................... 

Appendix 2 - SES Flight Scheduling Guide ............................................................................... 

Appendix 3 – Latitude/ Longitude Information.......................................................................... 

Appendix 4 - BLM SAFECOM Management Roles .................................................................... 

Appendix 5 - OAS Aviation Program Evaluation Schedule ...................................................... 

Appendix 6 - BLM Cargo Letdown Operations.......................................................................... 

Appendix 7 - BLM Fleet Aircraft Standard Operations Procedures ......................................... 

Appendix 8 – Acting vs Point of Contact................................................................................... 

Appendix 9 - Acronyms............................................................................................................... 
BLM-AK-ORGINIZATION

State Aviation

Manager

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Aviation Fuel

Specialist

Retardant 

Crewman (DOF)

SEAT Manager

SEAT Manager

Retardant 

Crewman

Aircraft 

Attendant
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1.0 Aviation Plan

1.0 Purpose

The purpose of the Bureau of Land Management (BLM) National Aviation Plan (NAP) is to 

describe National Aviation Office (NAO) leader’s intent, authority, role and responsibilities, 

program objectives, and to provide strategic and operational guidance to each organizational 

level. The NAO identified the need for a cohesive national aviation management plan that will 

allow all state, district/field offices, and aviation users to easily acquire the necessary 

information and policy to manage the BLM aviation program. Each organizational level plan 

provides the detailed operational procedures pertinent to their organization. This plan is 

supplemental and does not replace the policy as described in the Departmental Manual or the 

BLM Manual 9400 – Aviation Management.

1.0 Alaska Supplement: Purpose

This plan sets forth policy, procedures and guidance to implement the Aviation Management 

Program within BLM Alaska. The purpose is to clarify and standardize aviation management 

procedures and operations for BLM employees in all BLM Alaska offices.

This plan is supplemental to Departmental Manuals 350-354, BLM Manual 9400 – Aviation

Management and the BLM National Aviation Plan (NAP).

Zone Supplement:

1.2 Mission Statement

The NAO is responsible for supporting all BLM through an active and professional 

aviation organization that:

• Develops and coordinates effective aviation policy and management processes. 

• Provides guidance for aviation programmatic and operational risk management.

• Leads aviation safety assurance and promotion programs.

• Provides aircraft acquisition support as specified by BLM management objectives. 

• Develops and promotes a skilled aviation management workforce.

1.2 Alaska Supplement: Mission Statement

The Office of the State Aviation Manager is responsible for providing safe, cost-effective 

aviation support to BLM-Alaska and its interagency partners. We will be guided in 

accomplishing this mission by rigorous adherence to Departmental aviation policy and safe 

aviation practices, sound mission planning, risk management, ongoing safety training with 

technical and contractual support from Office of Aviation Services (OAS).
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Continuous evaluation and critique of mission performance and customer satisfaction will be 

used to measure our success.

Zone Supplement: (Insert the local Fire and Aviation organization vision and mission 

statements.)

1.3 Aviation Program Objectives

The BLM aviation program provides the aviation tools to meet public expectation for efficient 

and safe management of the National System of Public Lands. Aviation management balances 

mission goals with the environmental considerations, available funding and safety of the 

involved personnel.

Safety: The priority in all BLM aviation missions is the safety of employees, contractors, 

cooperators and the public.

• Risk management as part of Safety Management Systems (SMS) will be integral in all 

aviation missions and programs.

• All Aviation personnel are empowered and expected to manage the risks of aviation 

operations and make reasonable and prudent decisions to accomplish themission.

• Aviation personnel must take every opportunity to plan missions thoroughly, and respect 

aircraft and the environment in which they operate.

• Individuals will be held accountable for their decisions, which should be based on policy, 

principles, risk management, training, experience and the given situation.

• The Bureau is committed to ensuring our workplaces are free of recognized hazards. 

Prior to conducting any mission, all risks will be mitigated to the lowest acceptable level 

possible.

Professionalism: BLM personnel performing aviation functions must be service oriented and 

meet all qualification requirements of the departmental and bureau manuals, handbooks, and 

guides.

Diversity: Individual development, employee wellness and workforce diversity will be 

emphasized at all levels of the BLM aviation program.

Innovation: Management at all levels is responsible for enhancing the aviation program with a 

commitment to aviation safety and operational efficiency.

1.3 Alaska Supplement: Aviation Program Objectives:

The complex nature of the BLM aviation program, combined with the demanding flight 

environment of Alaska, requires the guidance of a philosophy reflecting the basic tenets of 

operation. Our goal is to provide safe and efficient aviation support for the BLM mission, while 

conducting our actions in accordance with this philosophical and regulatory guidance.

• An active and aggressive Accident Prevention Program intended to protect our most 

precious assets, the people utilizing our services. All participants in the BLM 

Aviation program will remain proactive in Aviation Safety Management.
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• We must be proactive in Safety Management.

• Risk Management will remain incorporated into all aviation operations.

• Managers are responsible for all aircraft missions.

• Aviation provides a service for a customer.

• There must be pre-planning for flight operations including, but not limited to: 

Safety, Risk Management, Supervision, Organization, and Evaluation.

• Aviation personnel will be qualified and appropriately trained to standards.

• Aviation personnel will be provided emphasis and consideration forindividual 

development, employee wellness and workforce diversity.

• The aviation organization will be maintained at the most efficient level

commensurate with the BLM mission.

• Management has the responsibility to maintain the commitment to aviation safety 

and efficiency.

• Field offices are empowered to accomplish their mission without undue restriction, 

regulation, or oversight.

• State and Field Office’s local policy and procedure cannot be less restrictive, 

different, or conflict with National Aviation Office (NAO) and/or Departmental policy.

Zone Supplement:

Alaska Supplement: References

A. Title 14 CFR

B. Departmental Manual, Parts 112, 350-354

C. OAS Operational Procedures Memoranda (OPM)

D. BLM Manual Sections 1112, 1221, 1243, 1244, 1525, 9111, 210, 9400-9470

E. Office of Management and Budget (OMB) Circulars A-76, A-123, A-126

F. GSA Federal Property Management Regulation (FMR) 101-37

G. Interagency Aviation Operational Guides/Handbooks

H. https://www.doi.gov/aviation/library/dm

1.4 National Fire Aircraft Management Strategy

Aviation resources are one of a number of tools available to accomplish land management 

objectives. The proper utilization of aircraft in support of resource management programs serve 

as a force multiplier when dealing with issues of time, remoteness, terrain, large areas and 

distances. Fire suppression aviation resources will be mobilized at the earliest opportunity when 

new starts are detected to maximize the effectiveness of initial attack resources. 

This national strategy will:

• Optimize overall aviation capability.

• Apply effective management controls to suppression costs.

• Ensure aviation assets are assigned to areas of greatest risk and/or highest probability 

of success.

• Maximize operational flexibility and mobility.

• Contribute to interagency suppression efforts.
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The BLM national fire aircraft fleet composition is based on the National Interagency Aviation 

Council (NIAC) Aviation Strategy document, 2008. Current and out-year appropriations ultimately 

influence overall year to year fleet configuration. Any changes in aircraft type or capability must 

be supported and approved by the Assistant Director of the BLM Fire and Aviation Directorate 

(FA-100) or reflected in this document. Baseline numbers of aircraft, by category, are derived in 

part from the Interagency Aviation Strategy approved by the Fire Executive Council (FEC) and 

NWCG in 2008. Changes to the BLM fire aircraft fleet shall be determined by fire planning tools 

approved by the BLM FLT/ELT, by other strategic interagency plans approved by the 

FEC/NWCG or by the Division Chief in coordination with the Assistant Director of Fire and 

Aviation. If budget constraints dictate a reduction in core aviation assets, these reductions will be 

absorbed primarily in categories that have the most elastic On Call component and/or that do not 

impact aerial delivered firefighter capabilities such as SEAT’s, Scooper’s, ATGS’s, and Utility 

aircraft. When planning tools or strategic plans indicate an increase in aircraft numbers, aircraft 

will be attained through CWN/On-Call procurement and hosted in locations that are best suited to 

logistically support both the aircraft and personnel associated.

In order to maximize effectiveness and efficiency, aviation resources should be centrally 

controlled, and operations must be locally executed. National strategy considers all BLM fire 

aircraft and assigned personnel to be national resources available for immediate assignment to 

areas of greatest national need regardless of their status in the National Dispatching System. 

The BLM national aircraft management strategy is predicated on the NAO providing oversight to 

all BLM fire aircraft acquisition, coordination and allocation of aircraft between states. To the 

extent possible, BLM will acquire aircraft that provide the best performance, capacity, speed, 

technology and safety features that are available and affordable. Government ownership, longterm contracts, multiple-aircraft contracts, sharing of contracts and innovative procurement 

methods will be explored to achieve economies whenever possible. The NAO tracks tactical 

aircraft utilization along with monitoring fire activity, fire danger levels and forecasted weather. 

The NAO will modify contract terms (designated base, MAP, etc.) as required to ensure 

maximum utilization and effectiveness of firefighting aircraft.

The NAO coordinates with the State Fire Management Officers (SFMO) and their staff on aircraft 

needs, availability and re-positioning. SFMO will remain informed on the national situation and 

will consult with Fire and Aviation’s NAO and/or the Division of Fire Operations on assignment of 

BLM exclusive use aircraft to ongoing large fires. 

The NAO facilitates aircraft pre-positioning with funding charge codes. During fire season, BLM 

exclusive use aircraft will be activated and mobilized to meet BLMs fire needs to the extent 

possible. Once authorized and acquired, all BLM exclusive use and severity funded aviation 

resources will be considered national resources subject to pre-positioning by SFMOs within their 

states, and by the national office on a national basis. This includes aviation personnel such as 

single engine airtanker (SEAT) managers and Air Tactical Group Supervisors (ATGS). The NAO 

will coordinate with SFMOs and State Aviation Managers (SAM) prior to any aircraft movements. 

Supplemental fire aircraft acquisition will be in accordance with BLM NAP 3.10. 

1.4 Alaska Supplement, National Fire Aircraft Management Strategy:

BLM Alaska recognizes national aviation plans and policies regarding aviation assets utilized 
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as national resources. The State Office highly recommends zone fire and aviation managers 

pre-position aviation resources where needed and share them with neighboring units and 

agencies as appropriate via established mobilization procedures. Assignment of exclusive use 

aircraft outside of AK for extended attack fire or non-fire projects requires notification to the 

BLM State Fire Management Officer (FMO), or the designated duty officer. The Alaska 

Interagency Coordination Center will in-turn assess current draw-down levels, anticipated 

resource requirements, and coordinate the movement of aircraft between agency units, 

accordingly.

Zone Supplement:

1.5 Authority

This plan fulfills the departmental manual requirements outlined in 350 DM 1, Appendix 3, and BLM

Manual 9400.3 Directives. This plan has been developed to provide policy standardization for all 

BLM aviation programs. ------

1.5 Alaska Supplement, Authority:

The BLM Alaska State Aviation Plan is required and authorized by BLM 9400 policy and the 

BLM National Aviation Plan (NAP). The State Aviation Plan will be updated annually, and 

reviewed by the State Aviation Manager, (SAM) and signed/approved by the State Director.

1.6 Policy

BLM aviation management and operations will be conducted within policies contained in the 

Federal Aviation Regulations, DOI 350-354 Departmental Manuals (DM), Operational Procedures 

Memorandums (OPM) and Handbooks (HB), and BLM Manual 9400. 

In addition, the current version of the following Handbooks, Plans and Guides constitute BLM 

Aviation policy as specified in the BLM Manual 9400. 

Exemptions/Waivers: Exemptions/waivers to Federal Aviation Regulations and DOI regulations 

must be requested in writing to the BLM Aviation Division Chief. Final approval will reside at the 

OAS Director level (reference 350 DM 1.10). The following are standing waivers that have been

granted and remain in place as overarching policy will not be changed:

• Waiver for Exemption from 351 DM 1, Aviation Life Support Equipment Handbook, 

granted by BLM Director, Office of Fire and Aviation to BLM State Director, Alaska on 

05/23/97. This waiver is approved only for Alaska and allows special use mission 

operations personnel to wear rubber boots as necessary.

• Waiver for Exemption from 351 DM 1, Aviation Life Support Equipment Handbook, 

granted by BLM Director, Office of Fire and Aviation on 05/06/98 waiving the requirement 

for flight helmets in all multi-engine airplanes for special use, leadplane and smokejumper 

operations.

• Waiver to 351 DM 1.9B (1) granted by OAS Director to BLM/BIA on 02/14/14. This 

waiver authorizes the applicable SEAT and Fire Boss contracts to specify that flight time 

will begin when the aircraft begins to taxi to the runway with the intent to take off. 

 
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1.6 Alaska Supplement, Policy:

The BLM Alaska State Aviation Plan (SAP) sets forth policy, procedures, and guidance for aviation 

program/operations under BLM Alaska operational control.

Zone Supplement: Local Unit-level guides, SOPs, etc.

1.6.1 Handbooks

• Aerial Capture, Eradication and Tagging of Animals Handbook (ACETA)

• Aviation Life Support Equipment Handbook (ALSE)

• BLM Wild Horse & Burro Aviation Management Handbook (WH&B)

• Law Enforcement Short-Haul Policy

• Military Use Handbook

1.6.2 Plans

• BLM National Aviation Plan

• BLM State Aviation Plans

• BLM District/Unit Aviation Plans

1.6.3 Guides

• NWCG Standards for Aerial Ignition (PMS 501)

• NWCG Standards fir Aerial Supervision (PMS 505

• NWCG Interagency Standards for Airspace Coordination (IACG)

NWCG Standards for Air tanker Base Operations (IATBOG, PMS 508)

• Interagency Helicopter Operations Guide (SHO, PMS 510)

• Interagency Smokejumper Pilots Operations Guide (ISPOG)

• Interagency Standards for Fire and Fire Aviation Operations(Redbook)

• Interagency Aviation Training Guide (IAT)

• Interagency Fire Unmanned Aircraft Systems Operations Guide (PMS 515)

• NWCG Standards for Aviation Transport of Hazardous Materials (PMS513)

Zone Supplement: Local Unit-level guides, SOPs, etc.
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2.0 Aviation Management Organizations

2.1Department of the Interior (DOI)

Office of Aviation Services (OAS): The OAS is responsible for Departmental functions 

related to aircraft services. The OAS provides service offerings that include: aviation safety 

services, aviation technical services, fleet management, fleet property accountability, aviation 

user training services, and flight scheduling and coordination services (reference 350 DM 1 for 

a complete list of functions and responsibilities). https://www.doi.gov/aviation/

Interior Business Center (IBC) Acquisition Services Directorate (AQD): The Aviation 

Acquisition Services Directorate provides department-wide centralized contracting for aviation 

flight services for DOI and DOI customers. Other acquisition management activities include 

property accountability and small purchase service in support of OAS and Bureau operations 

including DOI fleet aircraft. htmhttps://www.doi.gov/aviation/aqd

2.2National Aviation Groups/Committees

Executive Aviation Board (EAB): The EAB is responsible for the Department of Interior 

aviation program. The Board provides executive oversight and performance accountability and 

assures that Department-wide strategies and initiatives are developed collaboratively and 

implemented consistently. Additionally, the Board provides final review and approval of policy, 

when needed. The EAB is chartered under the direction of the Assistant Secretary for Policy, 

Management and Budget. The EAB has authority over all aviation related 

boards/committees/groups within the Department. The BLM permanent member of the EAB is 

the Bureau Deputy Director.

Executive Aviation Committee (EAC): The EAC is chartered under the direction of the EAB. 

The Committee follows guidance and directives from the EAB and ensures full collaboration 

among members to ensure that EAB and Department objectives are met. The EAC also 

provides Bureau and Department level aviation program performance measurement metrics to 

the EAB. The EAC is responsible for establishing a Bureau Aviation Managers working group 

to be the primary surrogate of the Committee to engage in all DOI aviation related issues at the 

operational Bureau level. The BLM permanent member of the EAC is the Assistant Director, 

Fire and Aviation.

Executive Aviation Sub-Committee (EAS): The EAS is an advisory group for the EAC. The 

BLM representative to the EAS is the Division Chief, Aviation.

National Wildfire Coordinating Group (NWCG): The purpose of NWCG is to coordinate 

programs of the participating wildfire management agencies so as to avoid wasteful duplication 

and to provide a means of constructively working together. Its goal is to provide more effective 

execution of each agency’s fire management program. The group provides a formalized 

system to agree upon standards of training, equipment, qualifications, and other operational 

functions. Agreed upon policies, standards, and procedures are implemented through regular 

agency channels.
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• Membership: NWCG is made up of the United States Department of Agriculture (USDA) 

Forest Service; four DOI agencies: BLM, National Park Service (NPS), Bureau of Indian 

Affairs (BIA),and the Fish and Wildlife Service (FWS); the National Association of State 

Foresters and the Intertribal Timber Council. Membership is limited to one individual 

organization representative, except the Forest Service will be represented by two 

representatives – one from fire and aviation management and one from fire research. 

https://www.nwcg.gov/

National Interagency Aviation Committee (NIAC): The Committee is established to serve 

as a body of resident aviation experts, assisting NWCG with realizing opportunities for 

enhanced safety, effectiveness, and efficiency in aviation related operations, procedures, 

programs and coordination. NIAC is chartered under the Equipment and Technology Branch 

of NWCG.

• Membership: Committee membership will reflect a mix of people who are 

knowledgeable in the subject area and who are from NWCG member agencies and 

organizations, including representation from OAS. 

http://www.nwcg.gov/committies/national-interagency-aviation-committie

NIAC Sub Committees:

• Interagency Aerial Supervision Subcommittee (IASS)

• Interagency Aerial Supervision Subcommittee (IASS)

• ATGS Cadre

• Leadplane Cadre

• ASM Cadre

• Interagency Airspace Subcommittee (IASC)

• Interagency Airtanker Base Operations Subcommittee

• Interagency Airtanker Board (IAB)

• Interagency UAS Subcommittee (IUAS)

• Interagency Aviation Training Subcommittee (IATS)

• Interagency SEAT Board

• Smokejumper Aircraft Screening and Evaluation Subcommittee (SASES)

• Interagency Helicopter Screening and Evaluation Subcommittee (IHSES)

• Interagency Aviation Strategic Plan Subcommittee

• Interagency Helicopter Operations Subcommittee (IHOpS)

• Aerial Capture Eradication and Tagging Animals Unit (ACETA)

• Interagency Aerial Ignition Unit

• NWCG Standards for Helicopter Operations

• Interagency Helicopter Rappel Unit

 Rappel Equipment Subunit

• Helicopter Short-Haul Unit

BLM Aviation Management Group (AMG): AMG is chartered under the BLM Fire Leadership 

Team (FLT) to provide BLM leadership and expertise in all areas of aviation management. The 
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AMG will promote aviation safety, standardization and efficiency in support of fire management 

and non-fire activities and provide representation in the development of aviation policy, 

acquisition plans and operational procedures.

• Membership: BLM; NAO program managers, State Aviation Managers, Liaison from 

Fire Operations (FA-300) and FLT.

BLM Air Attack Committee: The BLM Air Attack Committee is formed under the authority of 

the AMG with the concurrence of the BLM (FLT) to provide national leadership in all areas of 

BLM air attack operations. Promote and coordinate safe, effective and efficient fire operations 

in order to accomplish Bureau of Land Management (BLM) fire management objectives. This 

will be done in collaboration with the AMG in coordination with the BLM National Air Attack 

Program Manager.

• Membership: The AMG designee (Co-Chair), The BLM National Air Attack Program 

Manager, one liaison from the Fire Operations Group (FOG), one voting representative 

each from those states with exclusive use air attack aircraft (ID, CO, MT, NV, OR, UT, 

AK).

BLM Airbase Committee: The Airbase Committee (ABC) is formed under the authority of 

the AMG with the concurrence of the BLM Fire Leadership Team (FLT). The Airbase 

Committees mission is to provide BLM leadership expertise in all areas of air base facilities 

and operations. Promote aviation safety, standardization, and efficiency in air base 

operations. Recommend opportunities for improvement in review and standardization of air 

base facilities. This will be done in collaboration with the AMG.

Membership:

• AMG representative (Co-Chair)

• One voting member from states with permanent BLM fixed-wing air bases; AK, AZ, CA, 

CO, ID, MT, NM, NV, OR/WA, UT, WY.

• NIFC Ramp Representative

• Fire Chemicals Program Lead (FA-500)

BLM Helitack Committee: Chartered under the Fire Operations Group (FOG): The Helitack 

Committees mission is to provide national leadership in all areas of BLM Helitack operations. 

Promote and coordinate safe, effective and efficient fire operations in order to accomplish 

Bureau of Land Management (BLM) fire management objectives. This will be done in 

collaboration with and under the direction of the BLM Fire Operations Group in coordination 

with the BLM National Helicopter Program Manager and AMG.

2.3Bureau of Land Management (BLM)

BLM Director: The Director is responsible for the aviation management program. This 

responsibility is exercised through the Assistant Director for Fire and Aviation (FA-100).
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Assistant Director, Fire and Aviation (FA-100): This position is responsible for aviation 

policy and program oversight. This responsibility is delegated and accomplished through the 

Division Chief, Aviation (FA-500).

2.4National Aviation Office

National Aviation Office - NAO (FA-500): (reference BLM NAP Appendix 1 for the NAO Staff 

contact information)

Division Chief, Aviation (FA-500): This position serves as principle aviation advisor to the 

Assistant Director for the BLM Fire and Aviation Directorate (FA-100), and other staff, BLM 

state office, and Departmental aviation programs. This position supervises the Deputy Division 

Chief, Staff Assistant and Aviation Safety & Training Advisor.

• Identifies and develops Bureau aviation policies and procedures, as well as standardized 

technical specifications for aviation missions for incorporation into the directives system.

• Coordinates aviation-related activities and services between the Washington Office 

(WO), and states with other wildland firefighting, regulatory, investigative, and military 

agencies.

• Represents the BLM at interagency meetings, on interagency committees developing 

government-wide aviation policies, requirements, procedures and reports, at aviation 

industry meetings and conventions.

• Plans and conducts technical and managerial analyses relating to the identification of 

aviation organization and resources appropriate for agency use, cost-effectiveness of 

aviation, other specialized missions, aircraft acquisition requirements, equipment 

developmental needs, and related areas.

• Provides oversight of aircraft acquisition and fleet management, contract administration, 
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aviation operations, aviation safety, security and risk management, reviews and 

evaluations of state aviation programs.

Deputy Division Chief, Aviation: This position serves as the Deputy to the Division Chief and 

has responsibility for direction of all phases of the Aviation Division’s program of work. This 

position supervises and provides program guidance and technical direction to the Flight 

Operations Manager, Helicopter Program Manager, SEAT Program Manager, SEAT 

Coordinator, UAS Program Manager, and Ramp Services Supervisor.

• Develops the BLM National Aviation Plan.

• Prioritizes and coordinates national allocation/reallocation of BLM fire aircraft.

• Manages the BLM NAO Operations, Labor and fire exclusive use contract budgets.

• Coordinates contracting and cooperator aircraft requests with AQD/OAS.

Reviews states aircraft severity and preposition funding requests; coordinates with BLM 

Fire Operations.

• Serves as the standing Co-Chair of the AMG Committee.

• Serves as the aviation liaison to the Fire Operations Group.

Flight Operations Manager: This position provides oversight and supervision for the Aerial 

Supervision Module (ASM) program and standardization of all BLM flight operations.

• Serves on the Interagency Aerial Supervision Subcommittee (IASS) and leadplane 

cadre.

• May function as a qualified pilot. 

• Develops guidance for BLM aircraft and pilot standards.

• Develops and coordinates ASM and Smokejumper operational procedures/training and 

certification.

• Provides guidance on light and medium fixed-wing aircraft operations and standards.

• Primary point of contact for management BLM Fleet (WCF) aircraft. 

• Assigns BLM representative on the Smokejumper Aircraft Screening Equipment and 

Evaluation Subcommittee (SASES) and Interagency Smokejumper Pilots Operation 

Guide Steering Committee. 

• Coordinates primary relief for the Fleet Smokejumper aircraft.

• Supervisor for the Air Attack Program Manager, Pilots and Development Pilots located 

within FA-500.

Aviation Safety & Training Advisor: This position provides leadership and technical 

expertise for aviation safety management systems, risk management and accident prevention 

programs. Has oversight of aviation training for BLM, providing training/certification guidance 

(curriculum, course materials, and instruction) for BLM fire and resource management aviation 

personnel.

• Serves as the BLM investigation team member and/or liaison to National 

Transportation Safety Board (NTSB) andOAS accident investigation teams.

• Oversees the BLM SAFECOM System and Management Roles.

• Compiles BLM aviation safety statistics and analysis. 

• Serves on accident review boards.

• Develops and/or coordinates aviation training in support of BLM aviation programs. 

Serves as a member of the Interagency Aviation Training Subcommittee (IATS) and 
 22 | P a g e 

• Serves as a member of the Interagency Aviation Risk Management Subcommittee 

(ARMS) 

• Coordinates the development of web-based training for both vendor and government 

communities.

• Manages Aviation Leadership Development Initiative (ALDI) supported by the NAO. 

• Primary point of contact for OAS Aviation Program Evaluations.

. 

Helicopter Program Manager: This position provides oversight of the BLM helicopter 

program.

• Reviews requests for exclusive use contracted helicopters, and coordinates with AQD, 

OAS and State Aviation Manager.

• Develops and establishes agency helicopter operational standards.

• Develops helicopter position requirements and training.

• Conducts site visits, reviews and inspections.

• Serves as a member of the Interagency Helicopter Operations Subcommittee (IHOpS), 

Interagency Helicopter Screening and Evaluation Subcommittee (IHSES) and BLM 

Helitack Committee.

• Coordinates movement of BLM EU helicopters from AK to L-48 and L-48 to AK.

• NAO point of contact for End Product Contracts that potentially have an aviation 

component.

Single Engine Airtanker (SEAT) Program Manager: This position provides oversight and 

guidance to the SEAT and Scooper programs.

• Develops and coordinates requirements and training for the SEAT program.

• Assists in development and review of contract specifications for National SEAT and Fire 

Boss On-call contracts.

• Performs site visits and inspections of SEAT operating bases.

• Develops contract specifications in coordination with both AQD and industry 

representatives.

• Chair of the Interagency SEAT Board. 

• Serves as BLM representative to the Interagency Airtanker Board 

• Develops the SEAT Operations Section of the NWCG Standards for Airtanker Base 

Operations’ Standards for SEAT Operations. 

• Coordinates with the BLM State Aviation Managers on SEAT contract 

activation and allocation of aircraft.

• Functions as national liaison with State SEAT programs.

• BLM advisor to the Interagency Airtanker Base Operations Subcommittee (IABS). 

• BLM national lead for fire chemicals development and implementation. Maintains and 

updates fire chemicals policy, plans and direction. National COR for fire chemical 

contracts, BPAs, and EERAs. Wildland Fire Chemicals Systems interagency 

technical contact and DOI liaison. DOI (except BIA) representative on the Fire 

Chemicals Subcommittee Board. Organizes and conducts national level training in 

fire chemical application and use.

SEAT Coordinator (SECO): This position is responsible for coordinating the allocation and

reallocation of SEATs nationwide, management and oversight of the BLM fire chemical 
 23 | P a g e 

program and is the primary focal point for BLM airbase standardization.

• Advises the NMAC and the NICC of the current status, location and utilization of 

Federal and State contracted SEATs throughout the nation.

• Makes best value determinations when hiring aircraft to meet field requirements.

• Primary subject matter expert on fire retardants/suppressants and responsible for

overseeing the Bureau fire chemicals program.

• Provides leadership for the use of fire chemicals by developing and implementing 

procedures to assure safe, environmentally appropriate, and effective retardant and

suppressant operations.

• Functions as the Bureau representative on the Interagency Fire Chemical Board.

• Works in coordination with the US Forest Service as the BLM’s Contract Officer

Representative (COR) on the long-term retardant contract.

• Provides technical expertise and assistance to BLM fire and aviation management for 

development of policy, guidance and direction regarding the establishment, 

management and utilization of airbases.

• Coordinates with subject matter experts in the fields of environmental compliance, 

airfield design and aviation experts to assess current conditions of Bureau airbases to 

establish a baseline understanding of the scope and nature of existing issues.

• Establishes standards that ensure Bureau airbase compliance with all Federal and 

State requirements while creating and implementing best management practices.

• Serves as the National Office representative to the BLM Airbase Subcommittee

UAS Program Manager: This position provides national guidance and standardization for 

BLM UAS programs.

• Serves as the national point of contact for BLM UAS Operations.

• Provides programmatic oversight to the development of UAS projects/missions. 

• Coordinates the BLM national UAS training programs in conjunction with interagency 

partners.

• Coordinates the acquisition of agency owned/operated UAS in conjunction with

SAM’s and OAS/AQD.

• Develops and reviews exclusive use and on-call UAS contract specifications; 

coordinates with AQD, OAS and State Aviation Managers.

• Serves (or designates) as the Contracting Officers Representative (COR) for BLM UAS 

contract services.

• Provides BLM input to the NWCG Standards for Fire Unmanned Aircraft Systems Operations 

(PMS 515).

• Serves as a member of the Interagency Fire Unmanned Aircraft SystemsSubcommittee.

• Maintains a roster of qualified BLM UAS personnel.

• Maintains an inventory of BLM owned UAS.

UAS Specialist: This position supports the UAS Program Manager in the implementation of the 

BLM UAS program. 

• Supports Bureau programs in the planning and execution of incident and resource UAS 

projects; reviews and approves project plans which require UAS.

• Observes and monitors field applications of UAS to ensure compliance with Bureau 

policy. This will require field assignments to wildland fire suppression or resource 

management activities.
 24 | P a g e 

• Conducts fire UAS operations as a UAS Pilot (UASP), UAS Module Leader (UASL) or 

UAS Manager (UASM).

• Conducts non-fire UAS projects as required.

• Completes missions/projects safely, effectively, and efficiently in accordance with 

mission/project goals and objectives. 

• Develops Project Aviation Safety plans (PASP) to support national, state, and local UAS 

projects/missions. These plans are developed and implemented in accordance with DOI 

and BLM policy.

• Develops and evaluates sensor and data collection/processing equipment/techniques.

• Develops UAS training curriculum to support Bureau aviation programs.

• Coordinates and leads the presentation of UAS training programs in accordance with 

FAA, DOI, and BLM policy.

Air Attack Program Manager: This position provides national guidance and standardization 

for the BLM Air Attack program.

• Develops and reviews exclusive use and on-call Air Attack contracts specifications, 

coordinates with AQD, OAS and State Aviation Managers.

• Coordinates the BLM national ATGS training program (S-378, CRM, and associated 

flight training) in conjunction with interagency partners.

• Develops, coordinates, and implements strategic and tactical utilization of air attack 

aircraft, and associated personnel in conjunction with State Aviation Managers, 

Geographic Area Coordination groups, and interagency partners.

• Provides BLM direction for the Interagency Aerial Supervision Guide and relevant 

policy/operations documents.

• Coordinates with Geographic Area Coordinating groups regarding the activities of the 

ATGS Cadre and the BLM Air Attack Committee.

• Serves as a qualified ASM/ATGS Instructor/Check Airman and coordinates staffing for 

the BLM national ATGS training platform.

• Serves as a member of the Interagency Aerial Supervision Subcommittee (IASS).

• Maintains a list of qualified BLM ATGS Instructors, and ATGS Check Airman personnel.

Air Tactical Supervisors (ATS): These positions serve as Air Tactical Supervisors on Aerial 

Supervision Modules.

• Develop and review ASM procedures, make recommendations to the AerialSupervision 

Program Manager.

• Instruct NWCG S-378 ATGS and ATS courses and mentor trainee ATGS and ATS 

personnel.

• Serve as subject matter experts (SME) for aerial supervision, airspace coordination, 

SEAT and airtanker operations.

Air Tactical Pilots (ATP): These positions serve as ASM and/or Leadplane (LPIL) pilots.

• Serve as a contract project inspector for the BLM contracted ASM planes.

• Serve as an SME for aerial supervision, airspace coordination, SEAT andairtanker 

operations.

• Develop and review ASM/Leadplane procedures, make recommendations.
 25 | P a g e 

• Provides aircraft and mission training for tactical resources asassigned.

Smokejumper Pilots: These positions serve as smokejumper pilots.

• Serve as an SME for smokejumper pilot operations, smokejumper operations and back 

country airstrip operations.

• Develop and review smokejumper pilot procedures and make recommendations.

• Provides aircraft and mission training for tactical resources as assigned.

Aviation Staff Assistant: This position provides a full range of administrative support to the national 

aviation staff.

• Prepares and approves travel authorizations and vouchers, processes payroll, monitors 

budget reports and credit card statements to ensure expenditures are correctly made.

• Works with the Financial and Business Management System (FBMS) to create 

purchase requisitions for interagency agreements, contracts and requisitions.

• Prepares all formal office correspondence, including memorandums, Instruction 

Memorandums and Information Bulletins.

• Coordinates meetings and conferences for local and national-level events. 

Ramp Services Supervisor (FA-510): This position oversees and directs aircraft ramp 

operations providing ground aviation management and ground support services to basedand

transient aircraft, air crews, transient personnel and cargo on the NIFC Aircraft Ramp.

• Ensures compliance with FAA, OSHA, EPA, BLM, OAS and airport aviation and

security regulations.

• Develops the NIFC Ramp Services Operation Plan

• Manages interagency flight helmet repair service through the NFES for participating 

agencies and cooperators.

Assistant Aviation Management Specialist/Pilot: This position is developmental and

provides the incumbent with the skills and background to compete for vacancies at the State

and National levels, GS-12 and above. This position works under the guidance of national

program managers as assigned but is supervised by the Flight Operations Manager.

• Provides assistance to Aviation Program Managers within the National Aviation Office.

• Serves as a Developmental Pilot functioning as a Pilot Trainee and Pilot-In-Command 

of single and multi-engine reciprocating and turbine powered airplanes under visual and 

instrument flight rules.

2.5 BLM State/District/Field Office Organizations

State Directors, District/Field Manager: Aviation responsibilities are outlined in 350 DM 1

Appendix 4

• State Directors are responsible for all aviation activities within their respective 

jurisdiction.

• Each state will assign a State Aviation Manager (SAM). The SAM position provides 

oversight of the state aviation program and support to the state/district/field offices on all 

aviation matters.

• District/Field Managers are responsible for all aviation activities within their respective 

jurisdictions.
 26 | P a g e 

• Each District/Field Manager will assign a Unit Aviation Manager (UAM) to provide 

oversight and staff assistance on all aviation matters.

• District/Field Managers are responsible for review and approval of Project Aviation 

Safety Plans, when required, for aviation activities within their respective jurisdictions.

State Fire Management Officer (SFMO): The SFMO is responsible for providing oversight 

and approval of the acquisition and use of BLM fire aircraft within their state.

• Provides state strategic direction and guidance.

• Has the authority to prioritize the allocation, reallocation, pre-positioning and movement 

of all fire aircraft assigned to the BLM within their state.

• Coordinates with Districts/Units, Geographical Area Coordination Centers (GACC), and 

NAO to maximize the utilization of Exclusive Use aircraft assigned to their state.

• Ensure all state assigned aerial resources are managed to maximize initial attack 

effectiveness.

State Aviation Manager (SAM): The SAM serves as the principal aviation professional for the 

State Director and is responsible for providing aviation program management, oversight and 

support to district/field office aviation operations within the state. The SAM has functional 

responsibility in the following areas and should have a delegation of authority for each area of 

responsibility:

• Develops and implements the state aviation management plan and establishes aircraft 

safety and accident prevention measures.

• Reviews all Project Aviation Safety Plans (PASP) with a Final Risk Rating of “High” prior 

to implementation.

• Serves as the Contracting Officer’s Representative (COR) on all BLM aviation exclusive 

use contracts assigned to the state.

• Nominates candidates to the Contracting Officer for potential appointment asAlternate 

CORs (ACOR) and assigns Project Inspectors (PI) for all BLM exclusive use aviation 

contracts in their state.

• Authorized to order aircraft and ensures all aircraft ordering and dispatching occurs via 

a dispatch office.

• Provides aviation training support to the state office, field/district offices, and other 

cooperative agencies.

• Provides statewide statistical analysis and A-126 reporting.

• Coordinates with the NAO specialists regarding aviation issues. 

• Coordinates with other interagency partners on regional and state levels.

• Is a member of a geographic area(s) coordinating group aviation committee.

• Establishes an “Aviation Point of Contact” or designates an acting SAM when needed. Ensures 

that acting SAM meet all training requirements and any state requirement for delegation 

(reference BLM NAP Appendix 8).

• Reviews all potential End Product contracts that could conceivably utilize aircraft 

(reference BLM NAP 3.9).

• Collects annual BLM aviation statistics for the state to include fire and resource flight 
 27 | P a g e 

hours and associated costs. Desired delivery to the NAO by November 1st annually. 

https://www.nifc.gov/aviation/av_BLMadmin.html

• Reference the NWCG Standards for Airspace Coordination (Chapter 2, Roles 

and Responsibilities) for specific responsibilities.

• Reviews request for UAS projects to ensure agency compliance.

Zone/District Fire Management Officer (FMO): This position is responsible for hosting, 

staffing, supporting, providing daily management and dispatching all BLM fire aircraft assigned 

to their unit.

• Authorized, through a line officer delegation, to request additional fire aircraft;establish 

priorities; and allocate all fire aircraft assigned to the BLM within their unit or zone.

• Ensure that all BLM Exclusive Use aircraft and affected Airbases assigned to their unit 

are staffed for seven-day coverage throughout the contract period barring adverse 

weather conditions and one-hour callback provisions.

• Ensure status of all BLM fire aircraft (On-Call and Exclusive Use) assigned to their 

unit is reported each day to the GACC as either “Committed” or “Available”. Aircraft 

will not be designated as available “local only”.

• When directed by the state office, will mobilize BLM fire aircraft and assigned personnel 

as requested.

• Ensure BLM fire aircraft and aircrews are ready for assignments off- unit.

• Ensure that when dispatched off-unit, assigned aircraft managers and aircrew will 

accompany the aircraft to provide appropriate staffing.

• Delegates or performs the function of the UAM when this position is notassigned.

Unit Aviation Manager (UAM): Field offices (district/center/zones) must designate a UAM, 

either full time or collateral duty, to provide program oversight at the local level. Some Units 

may utilize Service First or similar agreements with interagency partners to provide the UAM 

(Unit Aviation Officer (UAO), Forest Aviation Officer (FAO)). The UAM is the principal local 

aviation professional and is responsible for managing and supporting the aviation program for 

the unit. The UAM has functional responsibility in the following areas and should have a 

delegation of authority for each area of responsibility:

• Ensures district/unit flight compliance with DOI/BLM/state and district policies and 

regulations.

• Confirms that a qualified flight manager is assigned to all flights as required.

• Ensures that visiting aircrews, pilots and incident management teams receive a Unit 

aviation briefing.

• Develops and implements the District/Unit aviation management plan (Interagency 

aviation management plans if applicable), as well as specific operating plans for other 

aviation programs (helitack, SEAT, airbase, and air tactical).

• May serve as the ACOR or PI on BLM exclusive use aircraft.

• Interagency Aviation Manager may also function as a COR for USFScontracts.

• Authorized to order approved aircraft utilizing agency procurement documents and 

processes. See NAP 3.8.3 for DOI On-Call and USFS Type 1 and Type 2 helicopter 

CWN and NAP 3.8.4 for DOI Aircraft Rental Agreement.

• Assists in development, review and briefing the appropriate level of signatory authority 

for PASP’s per BLM NAP 4.3.2

• Ensures that the local dispatch centers airspace coordination procedures, with the 
 28 | P a g e 

military airspace schedulers are current and that coordination with military airspace 

schedulers is completed for all flights.

• Identifies unit flight hazards and coordinates the creation and annual updating offlight 

hazard map products (reference Interagency Standards for Fire and Fire Aviation 

Operations, Chapter 16, SHO Chapter 3).

• Reviews unit SAFECOM reports and facilitates corrective actions.

• Ensure units’ Aviation Mishap Response Guide and Checklist is updated in accordance 

with NAP 5.12, and functional.

• Facilitates, tracks unit aviation training, and coordinates with unit training manager and 

SAM.

• Conducts reviews and inspections of aviation facilities, aircrews and field operations.

• Coordinates arrangements for land use agreements/leases of 

aviation operations facilities.

• Ensures Aviation Security Plan is current and implemented.

• Collects and compiles aviation activity statistics and makes reports. 

https://www.nifc.gov/aviation/av_BLMadmin.html

• Coordinates with SAM on all Senior Executive Service (SES) flights and use of 

cooperator aircraft.

• Coordinates with SAM on any aircraft flight service contracting needs.

• Designates an acting UAM when needed. Ensures that acting UAM meets all training 

requirements (reference BLM NAP Appendix 12).

• Coordinates with SAM on all potential End Product contracts that couldconceivably 

utilize aircraft.

• Reference the NWCG Standards for Airspace Coordination (Chapter 2, Roles 

and Responsibilities) for specific responsibilities.

• Reviews request for UAS projects to ensure agency compliance.

• If a Storm Water Prevention Pollution Plan (SWPPP) is in place at their facilities, UAM’s 

will ensure that the SWPPP is current and being followed by BLM personnel.

• Ensures that procedures are in place so that in the event of an aviation mishap or 

accident involving aircraft, UAM/SAM is notified in a timely manner. 

First Line Supervisors of BLM Pilots: Duties for this position are outlined in 350 DM 1

Appendix 3. Duties include:

• Maintain aviation supervisory currency in accordance with OPM-4. 

• Ensure employee pilots meet training requirements set forth by the Bureau as well

as those outlined by 351 DM 3 and OPM-22. 

• Ensure employee pilots maintain personal documentation of required training.

• Maintain an employee pilot training file.

• Pilot training records documentation will be submitted to the Alaska SAM forBLM 

Alaska pilots and to the BLM NAO for all other BLM employee pilots by May 15 

annually.

BLM Pilot – Fleet (2101, 2181 position series) & Incidental/Dual Function: The pilot is in 

command of the aircraft and has ultimate responsibility, under both Federal Aviation 

Administration (FAA) and DOI policy, for the safety of the aircraft and personnel onboard.
 29 | P a g e 

Other responsibilities include the following:

• Duties outlined in 350 DM 1 Appendix 3. 

• Meet training requirements set forth by the BLM as well as those outlined by 351 DM 3

and OPM-22. 

• Maintain personal documentation of required training.

• Submit training records documentation to immediate supervisor by May 1annually.

• Comply with all requirements of 351 DM 3 and any other applicable policy, including 

pilot qualification carding for authorized missions. 

• Incidental/Dual Function pilots must have a letter of authorization issued by theBLM 

state office in coordination with the NAO. The letter describes the pilots’ duties and 

restrictions to include any special use requirements (reference 351 DM 3.2C).

• Operates the aircraft in accordance with applicable federal aviation regulations (FAR) 

and DOI/BLM guides, policy and procedures, and within aircraft contract specifications.

• Develops, activates and closes FAA or agency flight plans.

• Wears and uses personal protective equipment as required (reference Aviation Life 

Support Equipment Handbook (ALSE) and applicable operations Handbooks).

• Conducts mission planning, performs a thorough pre-flight inspection of the aircraft and 

briefs all passengers in accordance to 351 DM 1.5. 

• Does not deviate from flight plan or mission profiles unless agency authorization is 

received or as directed by air traffic control.

• Completes all flight records (OAS-AURM or OAS-23), completes OAS procedures as 

authorized.

• Works with OAS maintenance and helps to arrange for aircraft maintenance as needed.

2.5 Alaska-Supplement, State/District/Field Office Organizations:

The State Director has overall responsibility for the State Aviation Program, which is delegated 

to the State Aviation Manager through the Alaska Fire Service Manager. The State Aviation 

Manager serves as the principal aviation professional for the State Director and is responsible 

for providing aviation program management, oversight and support district/field office aviation 

programs within Alaska.

BLM ALASKA STATE AVIATION MANAGER (SAM)

The SAM serves as the focal point for the state aviation program by providing technical and 

management expertise regarding the use of aviation resources. In addition, the SAM is 

responsible for managing the AFS Aviation Fuel Shop, the Fort Wainwright Helibase, the Ft 

Wainwright Tanker Base, and the Ft Wainwright Ramp Services section.

Fixed-wing Specialist

The Fixed-wing Specialist is a member of the state aviation staff and works directly for, and 

as assistant to, the SAM. This position supports state and national initiatives aimed toward 

enhancement and standardization of the BLM-Alaska Fixed-wing Program. Primary focus of

the position is safety and efficiency of fixed-wing operations.

• Provides technical guidance and serves as principal technical advisor for fixed-wing 

operations.

• Develops and maintains BLM field and state aircraft programs.

• Provides leadership to BLM personnel and cooperating agencies for planning, 
30 | P a g e

developing, and maintaining fixed-wing programs.

• Provides input on aircraft technical requirements, specifications and procedures for 

interagency agreements, project aviation safety plans, mutual aid and operating plans.

• Performs inspections and site visits and identifies need for Aviation Safety and 

Assistance Teams.

• Conducts field tests and evaluates aircraft related equipment and accessories.

• Reviews and manages SAFECOMs and may serve as member of incident/accident 

investigation teams.

• Serves as Contracting Officer’s Representative (COR) for all contract fixed-wing 

aircraft and alternate for helicopter, fueling, and other aviation related contracts.

Helicopter Specialist

The Helicopter Specialist is a member of the State Aviation Staff and works directly for, and as 

Assistant to, the State Aviation Manager. This position supports state and national initiatives 

aimed toward enhancement and standardization of the BLM-Alaska Helicopter Program.

Primary focus of the position is safety and efficiency of helicopter operations.

• Provides technical guidance and serves as principal technical advisor for helicopter 

operations.

• Develops and maintains BLM field and state aircraft programs.

• Provides leadership to BLM personnel and cooperating agencies for planning, 

developing, and maintaining helicopter programs.

• Provides input on aircraft technical requirements, specifications, and procedures for 

interagency agreements, Project Aviation Safety Plans, (PASPs), mutual aid and 

operating plans.

• Performs inspections and site visits and identifies need for Aviation Safety and 

Assistance Teams.

• Conducts field tests and evaluates aircraft related equipment and accessories.

• Reviews and manages SAFECOMs and may serve as member of incident/accident 

investigation teams.

• Serves as Contracting Officer’s Representative for all contract helicopters and 

Alternate COR for fixed-wing and other aviation related contracts.

Safety & Training Specialist

The Aviation Safety & Training Specialist is a member of the State Aviation Staff and works 

directly for, and as assistant to, the State Aviation Manager. This position supports state and 

national initiatives aimed toward enhancement and standardization of aviation safety systems 

as well as training initiatives. Primary focus of the position is safety and training for BLM-AK 

aviation programs.

• Provides technical guidance and serves as principal technical advisor for aviation 

safety and training.

• Develops and maintains BLM field and state safety and training programs.

• Provides leadership to BLM personnel and cooperating agencies for planning, 

developing, and maintaining aviation safety and training programs.

• Provides input on fleet and non-fleet aircraft programs, interagency agreements, 

PASPs, and mutual aid and operating plans.

• Primary position responsible for performing inspections and site visits and identifies 
 31 | P a g e 

need for Aviation Safety and Assistance Teams.

• Conducts field tests and evaluates aircraft related equipment and accessories when 

requested.

• Primary position responsible for and managing SAFECOMs and may serve as 

member of incident/accident investigation teams.

• Develops and maintains aviation related training programs.

District/Field Office Managers

The District/Field Office Manager has overall responsibility for the District/Field Office aviation 

activities. This responsibility can be delegated to a subsequent position.

Unit Aviation Manager (UAM)

The Unit Aviation Manager serves as the focal point for the unit aviation program by providing 

technical and management direction of aviation resources to support fire and non-fire 

programs.

Zone Supplement: (local aviation organization, positions, etc.)

2.6 Aviation Positions

Aircrew Members: Personnel (not pilot/passenger) required to be on board the aircraft to attend 

to the loading and unloading of passengers and cargo at all landings and takeoffs, and ensure 

that passengers have received a safety briefing prior to all missions. In addition, they perform an 

active mission to ensure the successful outcome of the mission. For position equivalency 

Reference OPM-04 One-Way NWCG Position to IAT Training Position Crosswalk. Aircrew 

Members include, but are not limited to:

• Designated observers - spotters

• Personnel conducting surveys or mapping

• Photo/video operators 

• Loadmasters and flight attendants

Aircraft Dispatcher: Dispatch personnel trained in aviation mission operations, policies, and 

procedures who receive process and place orders for aircraft, provide flight following and other 

aviation support services. Duties include:

• Confirms that BLM Flight Request Form (9400-1a) is utilized and completed for BLM

• Provides flight following and coordinates with other agencies on flight following when air 

operations cross jurisdictional boundaries.

• Maintains a current Aviation Mishap Response Guide and Checklist and initiates 

emergency search-and-rescue procedures for overdue, missing, or downed aircraft. 

Required to test the plan at least annually through a simulation exercise. (See also 

BLM NAP 5.12)

• Follows the procedures established in the Geographic and National Mobilization 

Guides.

• Utilizes required boundary plan checklist (reference NWCG Standards for Airspace 

Coordination IACG Chapter 7) when dispatching any aircraft into identified dispatch 

boundary zones.

• Provides appropriate notification to assist in airspace coordination and de-confliction 
 32 | P a g e 

and meet any applicable airspace coordination agreements that BLM has with military 

airspace scheduling authorities (FAA, bordering dispatches, and military).

• Authorized to order and/or hire approved aircraft utilizing DOI AQD aircraft contract 

sources for non-fire and fire flights. Cooperator aircraft (USFS, state, and National 

Guard) can be ordered per fire master agreements and Unit Aviation Plan.

• Reference the NWCG Standards for Airspace Coordination (Chapter 2, Roles 

and Responsibilities) for specific responsibilities.

Airspace Coordinator (ASCO): An Airspace Coordinator may be ordered to assist or assume 

airspace coordination duties. The Airspace Coordinator may be located at a GACC, local unit, 

Area Command, or State Office. Individual must have extensive experience coordinating 

airspace issues. Duties could include airspace deconfliction, Temporary Flight Restriction, 

coordination with DoD and FAA, activating airspace agreements, Pilot briefings and conflict 

resolution. For additional information, consult Chapter 2 “Agency Organizations, Roles and 

Responsibilities and Airspace Committees” of the NWCG Standards for Airspace Coordination 

An “Agency Specific” Position Taskbook has been created for ASCO. The Taskbook is posted 

at: http://www.nwcg.gov/publications/agency-taskbooks

Aircraft Manager: Aircraft managers supervise tactical aircraft operations. Each manager 

complies with their appropriate Interagency Operations Guide, and is responsible for the 

following:

• Plans, coordinates, and supervises aircraft operations according to DOI/BLM policy.

• Directs pilots and crews, and provides operational and safety briefings toaircrews, 

project leaders, and passengers.

• Conducts and completes flight time reports, daily diaries, and all related documentation.

• Conducts mission planning and risk/hazard analysis with the pilot.

Flight Manager: A flight manager will be designated for point-to-point flights transporting 

personnel. The flight manager is a government employee (which may be the pilot) that is 

responsible for coordinating, managing, and supervising flight operations. The flight manager is 

not required to be on board for most flights, however for complex multi segment flights a flight 

manager is recommended to 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 (IAT) 

Guide. 

• Reference National Interagency Mobilization Guide Chapter 20 for specific 

responsibilities.

• Non-fire Special Use fixed-wing missions (as defined by OPM-29) require oversight by 

a Fixed-wing Flight Manager-Special Use.

A helicopter flight manager is utilized to supervise missions limited to point-to-point transport of 

personnel from one helibase/airport to another helibase /airport, low and high level 

reconnaissance, and landings or takeoffs at unimproved sites; the helicopter flight manager is 

not expected to fulfill all the duties of a qualified non-fire helicopter manager. Rather, he/she is 

the government representative who coordinates with the pilot regarding the safety and 

efficiency of the flight.
 33 | P a g e 

Helicopter Manager - Resource: Responsible for coordinating, scheduling managing and 

supervising non-fire resource helicopter operations. Training Requirements involve the 

completion of the task book and meeting the training requirements in OPM-04. 

Fire Helicopter Manager: A Single Resource Boss (HMGB) is responsible for supervising 

and directing a fire suppression module. Training Requirements HMGB. 

Vendor Pilot: All vendor pilots must conform to the procurement document requirements they 

are operating under.

2.6 Alaska Supplement, Aviation Positions:

Air Crew Member

Air Crew members are authorized individuals other than the Flight Crew who are essential to 

the success of the mission. Required training includes A-100* Basic Aviation Safety, A-110 

Aviation Transportation of Hazardous Materials, A-116 General Awareness Security, A-200* 

Mishap Review (* Required every three years).

Passenger

A person aboard an aircraft who does not perform the function of a flight crewmember or air 

crewmember is a passenger. Only essential and "official” passengers are authorized on DOI 

owned/procured aircraft; the government must derive some benefit from the transport of official 

passengers. Official passengers include:

• Employees of the Federal Government traveling on official business.

• Members of Congress and employees of Congressional Committee staffs whose work 

relates to DOI programs.

• Non-federal personnel engaged in missions which enhance accomplishment of a 

departmental program.

Aircraft Manager

Aircraft Managers include non-fire and fire Helicopter Managers, Air Tanker Base Managers, 

Air Tactical Group Supervisors, Smokejumper Spotters, and detection personnel. Each 

manager complies with their appropriate agency operations guide and is responsible for the 

following:

• Serves as Project Inspector to administer exclusive-use, call when needed (CWN), 

on-call, or aircraft rental agreement (ARA) aviation contracts in the field.

• Consults with Unit Aviation Manager or State Aviation Manager on any aviation 

issue.

Flight Manager (fixed-wing and helicopter)

The Flight Manager is the government representative who ensures compliance with contract 

requirements and is responsible for coordinating the given flight or project. They must have 

received OAS Flight Manager training within the last three years. Other duties include:

• Briefs pilots on missions, frequencies, flight routes, hazards, flight following, 

passenger briefing requirements, and any other related informationrequired.

• Checks the pilots' qualification cards and aircraft data cards for approval and 

currency. Distinguish the difference between point-to point versus mission specific 

Qualification Card.
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• Ensures that flights are safely conducted and do not deviate from filed flight plans 

or mission profiles without prior authorization.

• Initials (or provides final signature if delegated by the authority to do so) the

flight invoices and routes them according to procedures specified in the

contract.

Pilot

The Pilot is in command of the aircraft and has ultimate responsibility under FAA and 

Departmental regulations and requirements for the safety of the aircraft and persons on board. 

Other responsibilities include the following:

• Operates the aircraft in accordance with applicable FARs and USDI/BLM policy and 

procedures.

• Meets training requirements set forth by the BLM as well as those outlined by 351 DM3 

and OPM-22.

• Develops, activates, and closes FAA and agency flight plans.

• Wears personal protective equipment when required, or as directed by agency.

• Completes load calculations or weight and balance computations prior to flight.

• Completes flight records (OAS-AURM or OAS-23) for services rendered.

• Arranges for scheduled aircraft maintenance and as needed maintenance.

• The pilot may terminate a flight at any time for safety reasons.

Aircraft Dispatcher

Aircraft Dispatchers are trained in aviation operations, policies, and procedures to fulfill aircraft 

dispatching duties. Duties include:

• Confirms that BLM Flight Request Form (9400-1a/e-FRSS) is utilized, completed for 

BLM operationally controlled non-fire flights (point-to-point and mission flights).

• Provides flight following and coordinates with other agencies when air operations cross 

jurisdictional boundaries.

• Maintains a current Interagency Aviation Mishap Response Guide and Checklist and 

initiates emergency search-and-rescue procedures for overdue, missing, or downed 

aircraft. Required to test the plan once annually through a simulation exercise.

• Follows the procedures established in the Geographic and NationalMobilization 

Guides.

• Utilizes required boundary plan checklist (reference Interagency Airspace Coordination 

Guide chapter 7) when dispatching any aircraft into identified dispatch boundary zones.

• Provides appropriate notification to assist in airspace coordination and de-confliction 

and meet any applicable airspace coordination agreements that BLM has withmilitary 

airspace scheduling authorities, (FAA, bordering dispatches, and military).

• Authorized to order and/or hire approved aircraft utilizing DOI OAS aircraft contract 

sources for non-fire and fire flights. Cooperator aircraft (USFS, State, and National 

Guard) can be ordered per fire master agreements and unit aviation plan.
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3.0 Administrative Requirements

3.1General

This section establishes: definitions, management responsibilities, policies, and procedures for 

administration of the aviation program in BLM.

New program requests involving aerial assets, not already approved by established Bureau or 

Departmental policy, must be routed through the State Director to the Division Chief Aviation 

for approval. (See NAP 3.23)

3.2 Reporting and Documentation Requirements

General administration policy for BLM Aviation is found in 350 DM 1. 

• The approval and documentation of Senior Executive travel in agency and agency 

procured aircraft is as required by OMB Circular A-126. States shall forward biannual 

reports (April and October) to the NAO, who will forward to OAS.

• Documentation requirements for aviation activities shall follow requirements in BLM 

Manual 1220 Records and Information Management Appendix 2, Combined Records 

Schedules, Schedule 10/8 and 9. 

• Each office will maintain an aviation reference library and aviation files (these may be 

paper copies and/or electronic documents) per BLM Preparedness Review 

Checklist #4 

#10 “Aviation Management” located at: 

https://www.nifc.gov/policies/pol_ref_intgncy_prepcheck_BLMchecklist.ht

ml

• Documents must be retained for at least three years. The designated aviation manager 

at the unit, state and national levels must be responsible for maintaining and updating 

all aviation related references, files and records.

3.2 Alaska Supplement, Aviation Documentation:

Aviation documentation requirements are described in the Aviation Documentation Matrix. 

(Appendix 8). The importance of accurate, comprehensive flight and administrative records 

cannot be overemphasized. All documentation should be retained locally for at least three 

years. Typical files include:

• General Use Flight Plans & Documentation, Flight Following Logs

• Special Use Flight Plans

• Contract Administration Files

• Individual Aviation Training and Qualification Records

• Yearly Aviation Statistical Summaries/Reports

• Local Aerial Hazard/Helispot/Airstrip Database

• Aviation Incident/Accident Files

• Aviation Memo/Bulletin/Alert File

• Power Assurance Checks
 36 | P a g e 

• Aviation Forms

District Supplement: Local reporting/documentation requirements, roles/responsibilities, etc. 

3.3 Aviation Plans: National, State, Unit, and Project

BLM Manual 9400, Aviation Management specifies national aviation management policy. The 

national, state and district/field offices aviation plans describe procedures that implement 

policy direction in the 9400 manual. State and unit plans supplement national policies and 

procedures. State and field offices must not implement policy or procedures less restrictive 

than national policy. If a state or unit plan must contain more restrictive procedure, a written 

request, prior to implementation, is to be sent to the NAO.

National Aviation Plan (NAP): The BLM NAP provides comprehensive information regarding 

BLM aviation organization, responsibilities, administrative procedures and policy. The BLM 

NAP is intended to serve as an umbrella document that state aviation plans can follow for 

formatting and describe procedures applicable to the organizational level. The BLM NAP will 

be updated and issued annually prior to March 1 by the NAO. The NAP is approved by the 

Assistant Director of the BLM Fire and Aviation Directorate (FA-100).

• NIFC Ramp Services Operation Plan: The Ramp Services Operation Plan defines the 

mission, provides checklists, orientation outlines and instruction for employees and

contractors and standardizes operating procedures at NIFC Ramp Services. 

State Aviation Plans: Each state must publish an aviation plan that implements national 

policy and describes protocols specific to each state’s aviation program. The State Aviation 

Plan serves as an umbrella document for Unit Aviation Plans. However, the State Aviation 

Plan may also be designed to serve as an overall Unit Aviation Plan provided that the local 

unit administrative and operational procedures are incorporated along with the aircraft 

supplemental plans that are specific to each unit aviation program (see identified procedures 

listed under Unit Aviation Plans). State Aviation Plans are approved by the State Director.

State Aviation Plans shall be updated annually and submitted to the NAO for inclusion to the 

BLM Aviation web site: https://www.nifc.gov/aviation/av_BLMlibrary.html

l

Unit Aviation Plans: Units (districts/field offices/zones) are required to maintain and update 

Unit Aviation Plans annually, which implement national and state policy and establish local 

procedures and protocol. Unit Aviation Plans are approved by the District/Field Office 

Manager. Unit Aviation Plans must address local administrative and operational procedures to 

include:

• Unit/state organizations

• Aviation facilities

• Radio use 

• Repeater locations

• Phone and computer use

• Airspace coordination to include boundary zone deconfliction (reference NWCG 

Standards for airspace Coordination (Chapter 7) 

• Flight hazards

• Aircraft ordering
37 | P a g e

• Dispatching and flight following procedures

• Administrative procedures

• Identification of typical aviation missions

• Risk assessment and mitigation specific to the Unit or not addressed inState/National 

Aviation Plan (reference BLM NAP 4.4)

• Unit Aviation Plan, Supplemental Operational Plans or Project Aviation SafetyPlans 

must address recurring aircraft operations. Examples include o Airbase operations.

o Helitack operations

o Smokejumper operations

o Airtanker operations

o Aerial Supervision.

o Light Fixed wing (Fire Detection and Recon, Logistical, etc.).

o WH&B

o ACETA

o Law Enforcement operations

o Non-Fire Aviation Activities

Project Aviation Safety Plans (PASP): A PASP will be developed and approved at 

appropriate levels depending on project/flight complexity and risk as required for specific nonfire flights/projects (reference BLM NAP 4.3.2 for specifics regarding PASP requirements).

3.3 Alaska Supplement, State/Zone Aviation Plans:

State Office, District Offices, and Zones will prepare annual aviation operating plans that 

implement national and state policy and establish local procedures and protocol. Unit aviation 

plans are approved by the District/Field Manager. Operations adhere to and are not less 

restrictive than the national standard unless exception has been granted in writing by the BLM 

National Aviation Office. District Office and Fire Zone Plans are updated prior to May 1 

annually. Copies of all annual updates should be sent to the State Aviation Manager for State 

Office filing. The BLM National Aviation plan 3.3 addresses plan content.

3.3.1 Alaska Supplement, Aviation Plans/References:

Each Field Office and the State Office will maintain a current aviation reference library. At a 

minimum, each office should have:

• Departmental Manual, Parts 112, 350-354 

• FARs/Aeronautical Information Manual Aviation Management Directorate (AMD),

• Bureau and Interagency Operational Guides.

• BLM State Aviation Management Plan

• Aviation Training Materials

• Aircraft Identification/Performance Publications

• Unit Aviation Incident/Accident Response Plan

• FAA Sectional Charts

• Unit Aerial Hazard Maps 

District Supplement:
38 | P a g e

3.4 Aircrew Orientation Briefing Package

Each state and unit will create an Aircrew/Pilot Orientation Briefing Package. Ultimately, the 

format of this package will be standardized throughout the states. Unit Aviation Managers are 

responsible for providing visiting pilots, aircrews and Incident Management Teams with a 

briefing. The orientation briefing package serves as a source of information about local 

administrative and operational procedures (copy of the unit aviation plan, frequency sheets, 

repeater locations, flight following procedures, hazard map, known landing zones, 

recommended lodging/dining list, maps, etc.).

3.4 Aircrew Orientation Briefing Package:

Aviation Managers are responsible for providing visiting pilots, aircrews and Incident 

Management Teams with a briefing. The orientation briefing package serves as a source of 

information about local administrative and operational procedures (copy of the unit aviation 

plan, frequency sheets, hazard map, fire behavior information, recommended lodging/dining 

list, maps, etc.)

District Supplement: Hazards, operational procedures, SOPs for Zone

3.5 Land Use Policy for Aviation Activities

The regulation of aviation activities on or above BLM managed lands is typically dependent on 

resource management plan (RMP) direction, wilderness management regulations and any 

applicable federal aviation regulations.

Temporary aviation operations on BLM lands may be restricted due to RMP direction. UAMs 

should coordinate with resource managers to identify areas of restriction when developing 

district/field office operating plans, Unit Aviation Plan, and PASP. For information regarding 

implementing invasive species control measures for aviation activities reference BLM NAP 

5.14. For information regarding aerial application of fire chemicals, refer to Chapter 12 of the 

Red Book, additionally the local resource advisor is the focal point for coordinating the 

reporting of any fire chemical aerial application in or near waterways.

3.6 Budget

BLM Fire exclusive use contract aircraft daily availability is budgeted by the NAO (FA-500). All 

exclusive use availability guarantees and fixed government ownership costs for fire aircraft are 

held at the NAO.

Non-Fire exclusive use contract and fleet aircraft are budgeted outside the NAO through a 

variety of sources.

3.6 Alaska Supplement, Budget:

The Fairbanks District Office and the Arctic District Office utilize cross servicing with AQD for 

non-Fire Aviation. 
 39 | P a g e 

See Appendix 11, (BLM Alaska Aviation Business Processes FY2021) for detailed 

acquisition protocols.

3.7 Aircraft Flight Service Ordering

Only flights with a scheduled air carrier on a seat fare basis and with payment utilizing their 

federal government credit card are initiated by individual BLM employees. Aircraft acquisition 

and procurement for all other flights are approved to be arranged only by IBC (AQD), 

(Exceptions - 353 DM 1.2.A & OPM-15). These flights are scheduled, managed and arranged 

by qualified aviation and dispatch personnel in their respective BLM offices (see also BLMNAP 

3.17.1) and approved at the appropriate management level (reference state and unit aviation 

plans).

Aviation services under DOI contract or rental agreement are paid through the IBC. 

Contractors are responsible for final submission, for payment, through the processes defined 

by IBC. Assigned Flight/Aircraft Managers are responsible for input/review and signature of 

the OAS-23E. COTRs and CORs are designated by the CO to monitor aviation services 

contract performance and technical provisions of the contract.

When ordering aircraft, no modification of contract requirements is authorized, except by the 

CO.

3.7 Alaska Supplement, Aircraft Flight Service Ordering:

Except for ticketed commercial airline flights, all aircraft will be scheduled through the Alaska 

Interagency Coordination Center (AICC), Anchorage Interagency Dispatch Center (AIDC), or 

other AFS Dispatch Office. The State Aviation Manager, AICC and the AIDC may authorize 

other offices to schedule directly with local vendors, but it remains their responsibility to 

ensure that flight- following and other aviation regulations are observed. Flights on scheduled 

commercial airlines are initiated through the local office administrative staff and/or travel 

agency which include seat fares on scheduled 14 CFR 135 air carriers (OPM-15).

Ratification of Unauthorized Commitments: Unauthorized commitments (orders with 

vendors without a current and valid DOI ARA or On Call contract), or commitments on 

contracts that are not funded by a task order) could be subject to the ratification procedures 

set forth in the Federal Acquisition Regulation 48 CFR 1.602-3 (reference 353 DM 1.8).

On-Call contracts and ARAs have specific ordering procedures. The procedures are found 

on the OAS web site: https://www.doi.gov/aviation/aqd/contracts

An ordering official is a person who places an order directly with a Contractor vendor. They 

must have the knowledge to conduct and document a cost comparison/ Contractor selection 

rationale. For BLM, the only personnel that have Bureau authorization to order aircraft are 

qualified aircraft dispatchers, UAMs and SAMs.

Orders for service shall be placed with the Contractor who is determined to represent the best 

value to the Government, using tradeoff analysis. In selecting an aircraft, the ordering official 
 40 | P a g e 

must evaluate Contractor by trading-off the differences in capability and price. If one Contractor

has both the better capability and the overall lower price, then that Contractor will be the best 

value. If one Contractor has the better capability and the higher price, the ordering official will 

decide whether the difference in capability is worth the difference in price. If the ordering official

considers the better capability to be worth the higher price, then the more capable, higher priced 

Contractor will represent the ultimate best value to the Government.

When selecting a contractor with the better capability but a higher price, the ordering official 

must provide a short explanation to support this decision on the cost comparison.

Criteria evaluated are:

• Aircraft or contractor capability.

• Price (flight time, guarantees, mobilization, per diem, service truck mileage)

• Availability of the contractor to meet time frames.

Once the selection is made, it is the Bureau personnel’s responsibility to ensure the aircraft 

and pilot offered by the vendor are approved for the mission.

Procedures for placing orders against the DOI On-Call/ARA for all “Non-Fire” and “NonEmergency” aircraft services: The ordering unit shall complete a DOI Flight Service 

Request Form (AQD-91) for all flights and submit the completed form to: aqd91@ibc.doi.gov If 

utilizing the ARA and your estimate exceeds $150,000.00, contact your OAS Flight 

Coordination Center or the Contracting Officer.

The ordering official shall document the vendor price analysis on the second tab of the Flight 

Services Request Form (AQD-91). Selection of three sources within the local area to compare 

best value criteria will meet this competition requirement. When selecting a Vendor with the 

better capability but a higher price, the ordering official shall place a short explanation to 

support this decision on the AQD-91. (Reference BLM NAP 3.2 for documentation retention)

Alaska Supplement, Aircraft Flight Service Ordering:

The only employees who may schedule or procure Aviation Services are the Aviation 

Managers or qualified dispatch office personnel. No other employee may schedule or procure 

Aviation Services under any circumstance. Any employee who is asked to accompany 

personnel from another agency on any type of flight must consult with their respective Aviation 

Manager.

3.7.1 Inter-Agency Agreements (IAA)

DOI AQD Contract/ARA aviation services procured by BLM can be funded via an Interagency 

Agreement with AQD. This will require a substantial amount of lead time for Non-Fire aviation 

services to ensure the agreements for funding are in place before any flight activity takes 

place. The ordering official of the aircraft must ensure that an Interagency Agreement (IAA) 

has been completed by their agency and accepted by DOI prior to placing an order against 

the contract. That document will identify the amount, purpose, period of performance and 

source of the funding.

DOI AQD Contract/ARA Aviation Services Acquired in Support of Non-Fire Activities: 

Aviation users must work with local UAM to assure Non-Fire aviation services are ordered in 
 41 | P a g e 

accordance with State/District protocols to include:

• Identifying the need for a non-fire flight.

• Completing an AQD-91 Flight Services Request Form / Best Value Comparison to 

identify a particular aircraft and associated cost.

• Completing a PR request with appropriate funding from benefiting activity. 

• Creating a new IAA or modifying an existing IAA as needed, and referencingthe 

existing IAA on the AQD-91. 

BLM Exclusive Use contract aircraft can perform BLM non-fire project work without the need to 

create an AQD-91 specific to that aircraft and mission. If no AQD-91 exists, the Aircraft 

Manager would just include the appropriate charge code for the BLM non-fire costs on their 

normal payment document and the benefiting activity will be expensed. If an AQD-91 has 

already been created and the Unit wishes to utilize those dollars already obligated on the

AQD-91 then the Aircraft Manager will need to submit a separate payment document specific 

to just that project that references the Task Order created for the AQD-91. If this process does 

not occur, the unit could in effect be double billed if the Unit does not de-obligate the AQD-91

prior to yearend fiscal blackout.

DOI Contract/ARA Aircraft Services Acquired in Support of Fire Management Activities: 

The Department has provided direction to create miscellaneous obligations for inter-agency 

agreements with AQD. These obligation numbers will be disseminated by the National 

Aviation Office each fiscal year after the agreements for fire exclusive use availability and BLM 

fire management activities are executed.

A National IAA is established for BLM fire management activities (suppression, severity, 

prescribed fuels, emergency stabilization, burned area rehabilitation, preparedness and any 

other federal emergency response). 

A separate National IAA is established for BLM fire exclusive use aircraft availability and BLM 

NAO Fleet aircraft (N190PE, N49SJ, N618, N162GC and N700FW) monthly rate

3.7.2 Cross Servicing with AQD for Contract/ARA Aviation Services Acquired in Support 

of Non-Fire Activities: Cross Servicing functionality in the Financial and Business 

Management System (FBMS) affords Bureaus 100% financial transparency of funding from 

requisition to award by eliminating the need for Interagency Agreements as well as the burden 

of managing the Intra-Governmental Payment and Collections (IPAC's). The functionality 

allows requesting Bureaus to create requisitions in their business area of the Systems, 

Applications, and Products data processing software (SAP) that flow directly to AQD's area of 

Procurement Information System for Management (PRISM) for award. When awards are 

released in PRISM the obligation flows directly to the requesting Bureaus business area of SAP. 

Aviation users must work with local UAM to assure Non-Fire aviation services are ordered in 

accordance with State/District protocols to include:

• Identifying the need for a non-fire flight.

• Completing an AQD-91 Flight Services Request Form / Best Value Comparison to 

identify a particular aircraft and associated cost.
 42 | P a g e 

• Create a PR with the appropriate funding from benefiting activity. 

o The PR must be completed in accordance with the cross-servicing instructions 

provided by AQD.

• Document the PR number in the block provided on the AQD-91.

3.8 Aircraft Contracts

Aircraft flight services in excess of $150,000 require an Exclusive Use aircraft contract or 

the use of: DOI On-Call or USFS Call When Needed (CWN) contract. Short term projects (< 

$ 150,000) may utilize the DOI Aircraft Rental Agreement (ARA) or the On-Call contract.

The DOI On-Call and USFS CWN contracts are competitive bid contracts that do not have a

$150,000 limit like the ARA.

3.8.1 Non-Fire Exclusive Use Aircraft Contract Process

• State, field and district offices are required to submit a “Request for Contract Services” 

Form (AQD-13) to the SAM for all potential or desired contracted flight services. The 

SAM will review and approve/disapprove all AQD-13’s. The SAM will work with the 

appropriate AQD Contracting Officer (CO) and NAO personnel to provide coordination, 

technical input, solicitation review, and decision making for each contract award.

• A “Pre-Validation of Funds for Contract Award/Renewal” Form (AQD-16) will be 

authorized by an appropriate budget officer prior to awarding or renewing Non-Fire 

aircraft contracts. 

• The SAM will provide the NAO program manager with a copy of any AQD-13, AQD-16, 

“Notice to Proceed” (AQD-19), Request for Amendment/Modification and/or Request for 

Contract Extension for any Non-Fire Exclusive Use aviation contract at the same time 

the original request is forwarded to the AQD CO.

3.8.2 Fire Exclusive Use Aircraft Contract Process

• Any changes in aircraft type or capability that would significantly increase fixed costs 

must be supported and approved by the Assistant Director of the BLM Fire andAviation 

Directorate (FA-100). 

• The appropriate NAO program manager completes Form AQD-13 in coordination with the 

SAM for approval of all requested exclusive use aircraft. The NAO program manager will 

review all AQD-13’s and work with the appropriate contracting officer in providing 

coordination, technical input, solicitation review, and decision making for each contract 

award.

• SAM will provide the NAO program manager with a copy of any AQD-19 and/or 

Request for Amendment/Modification for any Exclusive Use aviation contract at the 

same time the original request is forwarded to the AQD CO.

• All AQD-16’s will be authorized by the NAO prior to awarding, renewing, or extending 

fire aircraft contracts. 

Changing the Contract Start Date: The aircraft start dates can be changed to accommodate 

the government work or training schedules. If the start date is altered from that shown on the 

original AQD-16, the COR will notify the Deputy Division Chief, Aviation (FA-500). The start 

date of the exclusive use period may be adjusted up to 14 days prior to, or 14 days after the 
 43 | P a g e 

normal start date (as stated in the aircraft contract). The start date is established by a Notice to 

Proceed Form (AQD-19) issued by the COR. Adjusting the start date does not alter the length 

of the use period.

Funding through the following code: LLFA540000LF1000000.HT0000 begins on the new start 

date and is available continuously for the total number of exclusive use days (excluding 

contract extension) specified in the contract.

Contract Extension: Mutual Extension - The exclusive use period may be extended on a day 

by day basis after the Mandatory Availability Period (MAP), provided that such extension is 

agreeable to both parties in writing prior to the extension. An extension on the use period 

creates use “outside” of the normal exclusive use period and requires early planning, 

coordination and a contract modification by the CO. It also requires a dedicated funding source 

approved by the NAO. Daily availability and subsistence/per diem are entitled to the contractor. 

Extensions are not guaranteed; they require written mutual agreement (contract modification). 

They are normally used when additional work is anticipated, and other funding sources are 

available. Funding for extensions may be through BLM (i.e. suppression, severity, rehab, nonfire, etc.) or from another agency which requires a reimbursable agreement to be in place.

• Funding from LLFA540000LF1000000.HT0000 is limited to the number of days 

specified in the contract and is not to be utilized during contract extension.

• Use Rates for Pay Item Codes (FT, SM, PD, EP, ET, SC, etc.) - All Use Rates will be 

charged to the appropriate office and benefiting activity, but not to the NAOcode.

• SAM will make a request for any Exclusive Use contract extension a minimum of two 

weeks prior to end of exclusive use period to the Deputy Division Chief,Aviation.

• Contract extension on Severity Funding must be requested by the State andapproved 

by the National Office through the standard severity request process.

3.8.3 On-Call/Call When Needed (CWN) Aircraft Contracts

AQD administers the DOI On-Call aircraft contracts and the USFS administers the Type 1 and 

Type 2 Helicopter CWN contract. Authorized BLM personnel check procurement on who is 

authorized to order) (UAM, Aircraft Dispatcher) can hire aircraft using these contracts through 

the Resource Ordering and Status System (ROSS) as described in the contracts and the 

National/Geographic Area Mobilization Guides. Funding for these aircraft is made through 

specific incident emergency fire suppression, approved severity funding or approved non-fire 

activity funding. The emergency fire suppression funding is only available until the specific 

incident is controlled/out. Resource ordering procedures are described in the Geographic 

Mobilization Guide. The types of DOI On-Call and USFS CWN aircraft contracts available to 

BLM are:

DOI On-Call Contracts: Reference AQD web site for contract details and ordering 

procedures: https://www.doi.gov/aviation/aqd

There are separate contracts for:

• Small helicopters (ICS Type 3) – 4 to 6 seat helicopters.

• Used for Fire Operations and Resource Management Projects. 

• DOI On-Call C27.2.2 NON-FIRE and ONE-DAY FIRE missions can be hired on a 

daily availability and fixed flight rate basis or a project flight rate basis. Orders 
 44 | P a g e 

placed and accepted on the basis of payment for daily availability and the fixed 

flight rate will be subject to contract clause C27.

• Reference DOI On-Call C26.2.1“........ requires a government 

representative to submit an AQD-91 Flight Request Form with a 

government estimate to include three contractors......”

• SEAT – Fire suppression.

• Air Tactical Fixed-wing – Fire Suppression or Non-fire missions. 

• On Call Wild Horse and Burro and ACETA– Inventory/Census, Herding, 

Marking/Eradication/High Velocity Darting, Net-Gunning/Low Velocity Darting, Wild 

Horse and Burro (WH&B) herding and capture. Census and classification may be 

accomplished under the DOI On-Call Small Helicopter Contract.

• UAS

• Fire: Reconnaissance, mapping, and situational awareness.

• Non-Fire: Resource management projects.

USFS CWN Aircraft Contracts: Reference USFS web site for contract details and ordering 

procedures: http://www.fs.fed.us/fire/contracting/helicopters_cwn/helicopters_cwn.htm

There are separate contracts for:

• USFS National Type 1 and 2 Helicopter CWN contract - Medium to heavy lift 

helicopters. Project flight rates apply for non-fire projects.

• USFS Regional Type 3 Helicopter CWN contracts – Light, multi-purpose helicopters.

• USFS Exclusive Use and CWN contracted aircraft are available for DOI use per 

requirements of OPM-39. 

3.8.4 DOI Aircraft Rental Agreements, Non-Fire – (ARA)

ARA for helicopters in the L-48 has been combined with the DOI On-Call Small Helicopter 

contract. The ARA must NOT be utilized to obtain direct fire suppression aircraft and tactical 

fire support aircraft. Non-tactical operations that an ARA aircraft may be used for include fire 

monitoring, fire detection, personnel, or cargo transportation (non-Initial attack) etc. The ARA is 

used to procure flight services requested under a blanket purchase agreement (BPA), and are 

acquired under the authority of Federal Acquisition Regulations (FAR), Part 13, and BPA. 

These are not competitive contracts, thus have limitations of $150,000 total expenditure per 

ordered project. Project requirements of more than $150,000 must not be separated into

several transactions to avoid expenditure limits. The OAS Regional Offices administer the ARA 

program through the Flight Coordination Centers. The AQD web site has a link to the Aircraft 

and Pilot Source List: https://www.doi.gov/aviation/aqd/aviation_resources

Resources are in a database that is searchable by: vendor, type of aircraft, special use 

qualification. The availability of ARA helicopters is limited as most helicopters are ordered, 

depending on project needs, from the DOI On-Call contracts: Small Helicopter, or the ACETA. 

The airplanes available on the ARA Source List typically do not have the same level of 

avionics that the On-Call contracted planes have. Most ARA aircraft have a minimum flight 

hour daily guarantee.

The numbers of approved rental aircraft must be consistent with program objectives. Requests 
 45 | P a g e 

from the field to add new vendors must be carefully reviewed at the state and national level. All 

“Request for Rental Services” (AQD-20) will be reviewed and submitted by the SAM to the 

NAO. The appropriate NAO program leader (fixed-wing, helicopter) will review the request and, 

if approved, forward to the OAS for processing. Some criteria for assessing need for additional 

rental aircraft are:

• Type of aircraft.

• The number of same type of aircraft available locally to the field offices. 

• The estimated annual usage of that type of aircraft.

• Special services/equipment provided by the contractor

3.8.4, BLM Alaska is no longer using the ARA Contract for fixed or rotor wing aircraft. 

Instead, BLM Alaska will utilize the existing Rotor and Fixed wing On Call Contracts.

3.8.5 Contractor Evaluations

In accordance with Federal Acquisition Regulation 42.1502, past performance evaluations 

shall be prepared at least annually and at the time the work under a contract or order is 

completed.

The AQD-136A Form (Evaluation Report on Contractor Performance (Exclusive Use, On Call, 

CWN and ARA) is used for documenting contractor performance for aviation services 

performed in support of DOI customers. This form is located

at: https://doi.opengov.ibmcloud.com/sites/doi.opengov.ibmcloud.com/files/uploads/AQD136A_Evaluation_Report_on_Contractor_Performance%20-%20CPARS.docx 

The CO will register each contract by submitting the contract information to the agency’s 

CPARs office. For both exclusive use and on-call contracts, the Project Inspector (PI)/Flight 

Manager is responsible for completing the contractor evaluation form. The evaluations for the 

exclusive use contracts will be forwarded to the Contracting Officer Representative (COR) for 

review and entry into the CPARs system.

On Call includes Small Helicopters, Air Attack, SEAT, UAS and ACETA. The on-call contract 

evaluations shall be forwarded to the SAM. The SAM will review and forward the on- call 

evaluations to the respective Contracting Officer for entry into CPARs. 

National Call When Needed (CWN) USFS Type1 and Type 2 helicopter contract. The PI / 

Helicopter Manager shall complete the USFS Contractor Performance Assessment Report 

and submit to the USFS CWN Contracting Officer with a courtesy copy to the SAM. 

The CO will review and submit the evaluation to the Contractor for their review and signature. 

The contractor has 30 days to either accept the rating or provide comments. After agreement 

of both parties, the evaluation becomes an official past performance record which may be used 

in future source selections.

The PI / Flight Manager should discuss the evaluation with the contractor’s representative 

before submission. If during the performance of a contract there are negative performance 

issues the PI should attempt to resolve issues with the contractor’s representative and inform 

the UAM and COR of issues. If any issues cannot be resolved locally, then the COR will 

facilitate contacting the contractor and/or the CO.
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3.8.6 Contractor Fueling-Lower 48

DOI / BLM aviation contracts in the lower 48 states require the aircraft contractor to provide 

fuel for government contracted aviation operations regardless of the location. SEAT and 

helicopter contracts require the vendor to have a fuel truck in addition to the aircraft. Aircraft 

contractors are obligated to provide fuel for their own contracted aircraft and the fuel support 

vehicles. The aircraft contractors have the discretion to purchase aircraft fuel from 

commercial sources on site/airport or provide their own fuel for the contracted aircraft. FAA 

specifically addresses what aircraft owners and associate businesses are permitted to do 

specific to fueling operations. 

The FAA’s Airport Compliance Manual - Order 5190.6B 11.2. Restrictions on Self-servicing 

Aircraft. Grant Assurance 22(f), Economic Nondiscrimination, clearly indicates that an 

aircraft owner or operator may perform their own self-fueling activities, including bringing 

fuel to the airport with its own employees in conformance with the airports rules and 

regulations pertaining to self-service operations. 

BLM personnel will not direct the contractor on where or how to acquire aviation fuel. Local 

aviation managers should be familiar with their local airport authority’s rules governing selffueling and any fuel flowage fees that apply to BLM operations. Local Aircrew Orientation 

Briefings will address the airport’s schedule of fees that may be applicable to their BLM flight 

operations. At a minimum, the briefing shall address the following:

• Airport fees such as landing fees, tie down fees and or fuel flowage fees.

• Identify who the contractor is responsible for paying on site / airport. Point of contact 

with the airport authority.

• Fees applicable to BLM operations may be paid for by the BLM unit or through the 

aircraft contract. In instances where the contractor is responsible, units should refer to 

the aviation contract or the contracting officer for specific information on miscellaneous 

fees that are permitted for reimbursement. 

Contractors involved with aircraft fueling are held to NFPA 407-Standard for Aircraft Fuel 

Servicing or as otherwise directed by the governing contract.

 3.9 End Product Contracts

End Product Contracts are not aircraft flight service contracts. They are used to acquire a 

product for the Department (i.e., per-acre, per-unit or per-area, or per head basis). The intent of 

this type of procurement is for the contractor to supply all personnel and equipment in order to 

provide a “service” or “end-result.” Many contractors utilize aircraft (including UAS) to meet the 

performance objectives of End Product contracts for activities such as: animal capture, seeding, 

spraying, survey, photography, etc. Since these are not flight services contracts, the AQD does 

not perform any acquisition service. End Product contracts are administered from the state 

office or BLM National Operations Center (Denver NOC) procurement units. All contracts with 

cost estimates greater than $100,000 are administered from the NOC. 

Contracting officers, procurement specialists, Bureau program managers and aviation managers 
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at all levels must be aware of the requirements outlined within OPM-35. 

Understanding the differences between end product contracts and flight service contracts is 

important in order to avoid placing the Department with operational control when it is not 

appropriate. Attempting to exert any influence on certain aspects of the operation conducted 

under an end product contract exposes the Department to risks that would be appropriately 

managed under a flight services contract. 

 

These contracts will be conducted in accordance with OPM-35. OPM-35 aids in determining 

whether an operation is being conducted as either “end-product” or “flight service” and 

supplements existing DOI policy regarding End Product contracts found in 353 DM 1.2A (3). If 

the provisions of 353 DM 1.2A (3) and OPM-35 are met, the aircraft (including UAS) will be 

operating as a civil aircraft and the aviation management principles normally required for aircraft 

under BLM operational control do not apply.

3.9.1 End Product Contract Specifications

End Product Contract Specifications 

Specifications in the contract must only describe the desired quantity or quality of the service 

or contracted end-result. BLM contracting officers, procurement specialists and aviation 

managers at all levels must be aware of these requirements. BLM contracting officers and 

resource specialists must consult with BLM aviation managers if the acceptable language 

guidelines do not address a specific project requirement or the contract solicitation does not 

follow the guidelines in OPM-35. End Product contracts where contractors could conceivably 

utilize aircraft must be reviewed by the BLM SAM prior to solicitation to ensure that 

specifications and language do not unintentionally imply or determine aircraft operation 

control. Bureau-wide End Product Contracts (i.e. Wild Horse & Burro) must be reviewed by the 

BLM National Aviation Office prior to solicitation. Reference FA-IB-2015-021

The following list describes acceptable contract language for BLM End Product Contracts.

• No contract language describing aircraft or pilot capabilities, standards, requirementsor 

aircraft specific payment provisions.

• The area of work should be described in terms of scale of area, generaltopography, 

elevation, slope, vegetation, and accessibility by roads or off-road vehicles, land use 

restrictions for mechanized equipment, etc. 

• Aviation Regulations - Acceptable Language: “The Contractor must comply with all 

applicable federal, state and local regulations.”

• Airspace Coordination – In areas of military airspace it is acceptable to describe any 

BLM coordination agreements with military airspace scheduling or range control 

authorities and that it is the contractors’ responsibility to coordinate their activities with

the scheduling office or Range Control. Close coordination is necessary to ensure 

compliance with applicable airspace coordination agreements that states have with 

military authorities.

• Aircraft Equipment Specifications - Acceptable Language: Delete all reference to aircraft/equipment. Suggested example clause: “...Contractor is required to demonstrate to 

the government that the application equipment can be calibrated and will evenly 

distribute the designated seed at rates specified in the Project AreaNarratives.”

• Radio/Communication Requirements - Acceptable Language: “Contractor must provide 
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a communication system so that contractor personnel engaged in the project at different 

locations can communicate at all times with each other, and so that government Project 

Inspectors may communicate with the contractor at any time to discuss performance 

matters.” (The government VHF-FM radio system may have to be described.)

• Application validation: Marking/GPS - Acceptable Language: “Application equipmentwill 

be capable of physically marking or electronically mapping application routes to ensure 

that seed/fertilizer is applied evenly and completely and at the specified rates.”

• Transporting, Passengers and Equipment - Acceptable Language: “Only approved 

contractor personnel, contractor equipment and government-provided equipment 

required for performance ... will be transported by contractor vehicles, trailers, animals 

or equipment.”

• Safety Hazards - Acceptable Language: “Any ground or aerial hazards that wouldpose 

a danger to Contractor’s personnel or operating equipment must be identified and 

mitigated by the Contractor prior to commencing operations”.

• Aircraft Use Reporting - Acceptable Language: Do not mention or require flight 

hour/aircraft usage reports.

3.9.2 End Product Project Management

Operational Control: During the performance of End Product contracts, DOI will not exercise 

operational control of the aircraft (including UAS) in any way. DOI will not direct the contractor 

as to flight profiles, flight following, landing areas (except for areas that are off limits due to 

land management restrictions), use of personal protective equipment, etc. DOI personnel 

assigned to administer End Product contracts will have no aviation management responsibility 

or authority. Any directions to the contractor must be in terms of the service or end-result being 

specified, e.g., desired imagery quality, number and disposition of animals surveyed, etc. It is 

acceptable to inform military airspace scheduling authorities or range control that the 

contractor plans on performing work during specified time periods and provide the military 

authorities the contractor contract information. DOI dispatchers will not perform the airspace 

scheduling service for the contractor. DOI personnel must not become involved in any way with 

aircraft ground operations such as take-off and landing areas, loading, fueling, etc. They can, 

however, be on site for other support activities such as setting ground control, scale bars, etc. 

or collection of data for ground truthing to aid in the overall data collection aspects. 

BLM Passengers or Aircrew: BLM personnel are not allowed to board any aircraft that is being 

provided by the contractor during performance of the End Product Contract. BLM personnel 

must not become involved in any way with aircraft ground operations such as take-off and 

landing areas, loading, fueling, etc. 

Aircraft Use Reporting: Since aircraft utilized by the contractor under DOI End Product 

contracts are operating entirely within the applicable 14 CFR as a civil aircraft, and 

procurement is not through AQD, the Bureau will not submit any billing invoice to AQD in 

conjunction with End Product contracts. Any flight time incurred by the contractor will not be 

recorded or reported as DOI or Bureau aviation statistics.

Aircraft Incidents and Accidents: Although aircraft utilized by the contractor under End 

Product contracts are operating entirely within the applicable 14 CFR as a civil aircraft, 

mishaps should be reported in accordance with 49 CFR 830. To continue to promote aviation 
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safety, the Bureau will report aviation incidents or accidents incurred by these contractors to 

OAS. These events should be noted in the Contract Daily Diary and reported through channels 

as normally required for End Product contracts.

Reconnaissance/Observation Flights: Before, during or after the performance of an End 

Product contract it may be necessary for Bureau employees to aerially survey or inspect the 

project area. When flights transporting DOI personnel are required, an AQD aviation “flight 

service” procurement (completely separate from the End Product contract) is required. Aircraft 

and pilots must have current OAS approvals for the intended mission and a current DOI contract 

or Aircraft Rental Agreement must be in place. When a DOI procurement is utilized all DOI and 

Bureau aviation management policy, procedures and requirements must be applied.

Operations within Military Airspace: If an “End Product” contract project using aircraft is being 

conducted within Military Airspace (MOA, RA, MTR) it is the responsibility of the contractor to 

coordinate with the Military Airspace Scheduling Office. DOI Contracting Officers and CORs 

should inform the contractor of any DOI agreements with the Military organizations regarding 

airspace. The Bureau may contact the Scheduling Office to alert them of the project and general 

time frames and provide contractor contact information.

3.10 BLM Supplemental Fire Aircraft Acquisition

When exclusive use aircraft cannot meet all demands, supplemental aircraft will be requested 

and acquired using the following procedures:

Fire Aircraft Needed Immediately for Initial Attack

• Obtain Bureau or cooperator aircraft from adjacent units under existing mutual aid 

agreements.

• Coordinate with BLM state office to obtain the BLM Exclusive Use aircraft from other 

locations within the state.

• Coordinate with the NAO to reassign BLM Exclusive Use aircraft from out of state.

• Hire On-Call/CWN aircraft available locally.

Fire Aircraft Needed to Fill Large Fire Orders: Aircraft will be obtained through normal

dispatch procedures. The BLM exclusive use aircraft are primarily initial attack resources.

Assignment of these aircraft to ongoing large fires will be the exception and require:

• Unit FMOs will consult with the appropriate SFMO.

• SFMOs will consult with NAO and/or the Division of Fire Operations.

Severity Fire Aircraft: Statewide needs will be met with existing aircraft within the state 

whenever possible. When state offices determine that supplemental aircraft are needed, they 

may submit a request for fire severity funding to the Fire and Aviation Directorate. Fire severity 

funding is the authorized use of suppression operations funds (normally used exclusively for 

suppression operations and distinct from preparedness funds) for extraordinary preparedness 

activities that are required due to an abnormal increase in fire potential or danger, or to fire 

seasons that either start earlier or last longer than planned in the fire management plan.
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Specific direction is stated in Chapter 10 of the Interagency Standards for Fire and Fire 

Aviation Operations, which may be found at: http://www.nifc.gov/policies/pol_ref_redbook.html

• The NAO will consolidate and adjudicate all state office supplemental aircraftrequests 

and determine the number/type/configuration and procurement method of aircraft. If 

there is a possibility to re-position a BLM aircraft from other areas, the NAO will 

coordinate the re-positioning of the aircraft. NAO then will make recommendations of 

severity funded aircraft needs to FA-300 Fire Operations, which makes finalapprovals 

of states’ requests.

• Severity funding covers the following costs: aircraft mobilization, daily availability, per 

diem, proficiency/mission currency, rental vehicle, relief crew transportation, additional 

aviation management personnel base pay (non - BLM Fire employee), travel and per 

diem.

National Preposition Funding: Units may request national preposition funding to acquire 

supplemental fire operations assets. National preposition funding may be used to mobilize 

resources when BLM units:

• Do not have available preparedness funding

• Do not have available short-term severity funding; or

• Do not meet the criteria for use of national severity funding

Approved national preposition funding may be used only for travel and per diem costs for the 

duration of the assignment, and overtime labor costs associated with the original move. The 

Preposition Request Process can be referenced at: 

http://web.blm.gov/internal/fire/fire_ops/toolbox_preposition_process.htm

3.11 Cooperator Aircraft 

Cooperator Aircraft are an affiliated, military, or other Government agency aircraft as defined in

350 DM 1 Definitions

Cooperative aircraft operations and partnerships are encouraged for the purpose of efficiency 

and standardization in procedure. The NAO and the states shall make a concerted effort to 

establish cooperative structures to increase capability and avoid duplication and conflicting 

procedures.

Use of Cooperator aircraft and pilots; affiliate, state/local government, military, or other federal 

agency aircraft by BLM employees may will require prior inspection and approval by OAS, 

usually in the form of a Letter of Authorization (LOA) and/or Memorandum of Understanding 

(MOU) (reference 351 DM 2.5.(3). Proposed use of these aircraft must be requested through 

the SAM to the NAO and include the following:

• Name of Cooperator agency and point of contact to include phone numbers and e-mail 

address if available.

• Requested aircraft make and model, pilot(s) name, and support equipment.

• Intended use.

• If reimbursement through IBC is contemplated, a copy of the document(s) 

authorizing the relationship (e.g., multi-agency agreement).

• The requesting bureau point-of-contact to include phone numbers and e-mail address if 
 51 | P a g e 

applicable.

• Period of need – single use, single year, or repetitive multiyear.

• Military Aircraft Use. (if applicable)

o Coordinate with the appropriate OAS Regional Director to assist in a search for 

commercial resource availability.

o Identify and locate military aircraft capable of meeting identified needs.

o Initiate a written request for non-emergency use to the appropriate OAS Regional 

Director.

 Requests shall include statements that clearly demonstrate that the 

requirement is in the national interest and indicates action taken toward 

obtaining commercial resources.

 Military support specifically authorized by statute negates the requirement 

for a statement concerning national interest. The requesting agency must 

furnish a reference to the appropriate statute. 

Any employee who is considering using or flying on a cooperator aircraft must consult their 

respective aviation manager to ensure approvals are in place. States are required to obtain 

necessary letters of authorization in advance of intended use (reference 351 DM 4).

Annual Operating Plans or Interagency Agreements (IAA) specifies how re-imbursement for 

flight services is managed. Note: When using aircraft under USFS contracts reference OPM39. 

3.11 Alaska Supplement, Cooperator Aircraft:

The use of cooperator aircraft is encouraged for the purpose of efficiency and standardization 

in procedure. However, the use of state/local, government, military or other federal agency 

aircraft by BLM-AK employees may require prior inspection and approval by OAS, usually in 

the form of a Letter of Authorization. Proposed use of these aircraft must be requested through 

the local Unit Aviation Manager to the State Aviation Manager. Reference 351 DM 4 and 

OPM-39 for operations involving USFS aircraft.

3.11.1 Non-Federally Approved Aircraft

Reference Interagency Standards for Fire and Fire Aviation Operations, Chapter 16 for 

protocols regarding utilization of non-federally approved aircraft in response to federal wildfire: 

http://www.nifc.gov/policies/pol_ref_redbook.html

3.12 Senior Executive Service (SES) Flights

An aircraft may be used to transport SES personnel to meetings, administrative activities, or 

training sessions when it is the most cost-effective mode of transportation. Prior approval is 

required by the solicitor’s office for employees above the GS/GM-15 level, members of their 

families, and all non-federal travelers on the flight. These flights are typically requested through 

the SAM however some of the responsibilities may be delegated to UAMs (refer to applicable 

State Aviation Plan for specifics). DOI requirements and procedures are outlined in OMB 

Circular A-126 and OPM-07. The OPM and OAS Forms may be found at the OAS document 

library: https://www.doi.gov/aviation/library
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• Coordination with the State Aviation Manager prior to any SES flight activity

is mandatory.

• All government aircraft use (including SES flights) must be requested and arranged at 

the local level (where the flight is to occur) utilizing a BLM Aircraft Flight Request 9400- 

1a (or equivalent).

• The SES flight requests require a minimum of seven days’ advance notice.

• All mission flights (non-point-to-point transportation), including the SES mission 

flights, will be approved by a local line manager. Special Use mission flights require 

the completion of a Project Aviation Safety Plan (PASP) and local line manager 

approval. Mission flights do not require prior approval from the DOI Solicitor’s Office.

• An AQD-91/Best Value Comparison Form is completed prior to using DOI contract 

aircraft (reference BLM NAP 3.7).

Reference BLM NAP Appendix 3 for SES Flight Scheduling Guide

3.12 Alaska Supplement, Senior Executive Service (SES) Flights:

Aircraft may be used to transport SES personnel to meetings, administrative activities, or 

training sessions when it is the most cost-effective mode of transportation. These flights are 

ordered through the Aviation Dispatcher or Unit Aviation Manager. Prior approval is required 

by the Solicitor’s office for employees above the GS/GM-15 level, members of their families, 

and all non-federal travelers on the flight. The requirements and procedures are outlined in 

OMB Circular A-126 and OPM-7. Requests for Senior Executive Service (SES) Flights will be 

submitted at least ten (10) working days prior to the flight. This will allow Aircraft Dispatchers 

and the Solicitor’s office enough time to perform cost analysis (QAS-10) review and approve 

the flight. All SES flight requests will be routed through the Anchorage Dispatch Center

3.13 BLM Law Enforcement Flights

The state and/or unit plan should describe all procedures related to BLM law enforcement 

aviation that occur at that level. Non-DOI contracted aircraft and personnel requires prior to use: 

• A fiscal agreement for the exchange of funds (reference 351 DM 4 & OPM-39). 

• Aircraft that are not approved by DOI-OAS or USFS (DEA, National Guard, etc.) will 

require a Letter of Authorization (LOA) for those missions not identified in current 

MOU’s. 

3.13 Alaska Supplement, Law Enforcement Operations:

BLM Law Enforcement personnel often cooperate with other law enforcement agencies in their 

mission. This sometimes involves the use of State, local, military, and other federal aircraft.

Use of Cooperator Aircraft for law enforcement missions is authorized only when specific 

Memorandum of Understanding (MOU) and/or Letters of Approval (LOA) between the 

cooperating agencies and OAS are in place. Check with local aviation management to ensure 

that planned activities are covered by existing MOU’s/LOA’s

• Certain LE operations could lead to actions in conflict with DOI policy; (reference BLM 

NAP 5.6 Emergency Exception to Policy).
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• Certain exceptions to policy for operations of a covert nature are addressed in 351 DM 

1.6.D.

3.14 Search and Rescue (SAR) Flights (see also BLM NAP 3.71.1, 5.6, 5.12 & 5.16) 

• The use of BLM aircraft and aviation personnel for SAR operations are not considered 

normally planned BLM operations. DOI policy (900 DM 1.10 and BLM H- 1112-1.40.C) 

and the Federal Land Policy and Management Act (43.U.S.C. 1742) provide authority to 

incur expenses and to take a temporary lead role in any SAR emergencies in which 

immediate and quick response can save lives.

• Request for BLM aircraft to respond to a SAR mission is coordinated through the 

UAM, FMO/Duty Officer/IC and the responsible Line Officer.

• Documentation of the request can be made on a BLM Flight Request 9400-1a (or 

equivalent) on a resource order or in WildCad or equivalent dispatch program.

• Sheriff’s Office SAR: Request for BLM aircraft to assist is typically routed through 

BLM law enforcement officials to the responsible Line Officer. If a request for 

assistance is made directly to the Dispatch Center, the authority to dispatch BLM 

aircraft and personnel is at the District/Field Office Manager level. 

• Notification to the Air Force Rescue Coordination Center and FAA of BLM aircraft 

response is required if the SAR involves a missing or downed aircraft (reference 

Interagency Aviation Mishap Response Guide).

• BLM Exclusive Use contracted aircraft should not be released from their contract for 

non-agency search and rescue operations. If the local unit deems that exigent 

circumstances exist, and they are unable to provide funding, the COR will work with 

the CO to facilitate release. The NAO Program Manager should be notified of any 

release from contract after the fact.

3.15 National Guard and United States Military Aircraft Flights

• U.S. Military – Requests for U.S. military aircraft support is per agreement between 

Department of the Interior and Department of Defense. The National Interagency 

Coordination Center is authorized to coordinate (for fire and large Incident activations). 

The Military Use Handbook describes procedures.

Additionally, there are MOU’s for non-fire and LE Counterdrug joint missions between 

DOI and DOD. Proposed use of these aircraft must be requested through the SAM. 

Refer to OAS website for current MOU’s and corresponding IB’s: 

https://www.doi.gov/aviation/library

• National Guard – Each state typically has an agreement between the State and the 

National Guard for fire support resources. A request for National Guard aviation 

support is coordinated with the Geographic Area Coordination Center (reference 

National and Geographic Area Mobilization Guides, Military Use Handbook, and OPM41). A Cooperator Letter of Approval is required to be in place prior to utilizing National 

Guard aircraft for those missions not identified in current MOU’s. Additionally, there are 

MOU’s for non-fire and LE Counterdrug joint missions between DOI and DOD. Refer to 

OAS website for current MOU’s and corresponding IB’s: 
 54 | P a g e 

https://www.doi.gov/aviation/library

Proposed use of these aircraft must be coordinated through the SAM. Requests for 

approval for those missions not identified in current MOU’s must be submitted through 

the SAM to the NAO.

 3.16 Unmanned Aircraft Systems (UAS) Flights (see also BLM NAP 5.29)

Policy: BLM UAS operations will be conducted in accordance with the FAA Small Unmanned 

Aircraft Rule (14 CFR, Part 107) and DOI, OPM-11. UAS operations on incidents will be 

conducted in accordance with the NWCG Standards for Fire Unmanned Aircraft Operations

(PMS 515). 

• Remote Pilots will possess a DOI Remote Pilot card (OAS-30U) and an FAA Remote 

Pilot certificate. DOI Remote Pilots are required to maintain their FAA Remote Pilot 

certificate as required by FAA. 

• Agency owned UAS will be certified by OAS and have a current UAS Data Card (OAS 

36-U). Annual inspections are required. Refer to OPM-11. 

• UAS flights will have an airspace authorization (FAA part 107, DOI/FAA MOA, COA, or 

SGI). Refer to OPM-11. 

• A signed and approved PASP is required for all non-incident UAS operations. For UAS 

missions occurring on a routine basis, the required PASP can be rolled into a 

station/unit aviation plan (i.e. flight by notification) that is reviewed at least annually 

(OPM-06). 

• All UAS flights will be recorded and submitted on an OAS-2U form.

• Personally, owned UAS aircraft are not used for agency purposes. Agency employees 

are not authorized to purchase UAS with federal funds or utilize personally owned UAS 

for agency purposes.

• Additional information: BLM UAS Website or Interagency Fire UAS Website

Presidential Memorandum, February 15, 2015, Promoting Economic Competitiveness While 

Safeguarding Privacy, Civil Rights, and Civil Liberties in Domestic Use of Unmanned Aircraft 

Systems require that:

• Data not essential to the mission of the BLM should be destroyed within 180 days.

• UAS will only be used to collect data consistent with the authorized mission of the BLM. 

Any data-sharing agreements or policies, data use policies, and record management 

policies applicable to UAS shall conform to applicable laws, regulations, and policies.

• UAS collected information can only be shared outside of BLM if it helps to meet the 

authorized mission of this agency.

• It is prohibited to use UAS to collect, use, retain, or disseminate data in any manner 

that would violate the First Amendment or in any manner that would discriminate 

against persons based upon their ethnicity, race, gender, national origin, religion, 

sexual orientation, or gender identity.

• Program evaluations, per NAP 4.5.3, will include review of the unit’s compliance with 

UAS policies and regulations.
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 UAS Training

• UAS Basic Remote Pilot (IAT, A450) is required for all UAS remote pilots. An FAA 

Remote Pilot certificate is a pre-requisite for this training.

• Incident Operations require successful completion of UAS Incident Operations (S-373).

• Training Links: 

o BLM A-450 (Basic Remote Pilot)

o S-373, UAS Incident Operations

UAS Purchase – UAS purchase requests are routed to the UAS Program Manager via the 

SAMs. State leadership should be notified of UAS purchases. The Program Manager will 

consolidate all requests and forward them to the OAS fleet manager via the Division Chief, 

Aviation. Purchase requests must be documented and approved with the OAS-13U and OAS 

93U forms and forwarded to the UAS Program Manager by the SAM.

Recreational UAS Flights: BLM has no national restrictions for flying UAS for hobby or 

recreational purposes on public lands. People operating UAS for hobby/recreational purposes 

do not need permission from the FAA or BLM to fly on public lands as long as they comply with 

FAA policy and don’t interfere with official government business or emergency operations such 

as wildfire management. Additional state/local office guidance may apply.

Non-Recreational (Commercial) UAS Flights: 

• Conduct flights in accordance with FAA policy. 

• Additional state/local office guidance may apply

 Incident Flights: Flights conducted on incidents will be conducted in accordance with:

• FAA Policy

• OPM-11

• NWCG Standards for Fire UAS Operations (PMS 515)

• Interagency Standards for Fire and Fire Aviation Operations

 Cooperator Agency UAS Project Coordination:

• Any other federal agency operating UAS within BLM jurisdiction will coordinate with the 

Line Officer and UAM prior to the commencement of UAS flight operations. 

 UAS Mishaps and SAFECOMS

• UAS mishaps must be reported as per DOI policy. Refer to BLM NAP 4.5.2.

• Cooperator UAS mishaps on BLM jurisdiction will be reported to the Local UAM and the 

program manager. DOI mishap reporting policies also apply.

3.16 Alaska Supplement, Unmanned Aircraft Systems (UAS) flights

Alaska incident ordering must be requested through the local dispatch. A PASP is required 

for all non-emergency UAS flights. 

See also, Alaska Supplement, Unmanned Aircraft Systems (UAS) Appendix 12
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3.17 Dispatching BLM Aircraft- Flight Requests

All flights will be arranged by aviation dispatchers and/or appropriate aviation manager with the 

exception of:

• Flights with a scheduled air carrier on a seat fare basis (Part 121 or 135 scheduled 

flights open to the general public on a ticket sale basis). Seat fare is defined as thecost 

for a DOI employee to occupy one seat between two different airports/heliports when 

the aircraft is not under the exclusive control of the DOI. It does not include any charter 

or on-demand operation.

• Transactions to acquire an End Product contract. 

All BLM flights must:

• Be approved at the appropriate management level.

• Be authorized and documented prior to takeoff.

• Use approved pilots and aircraft as directed by the DMs.

• Allow only authorized passengers. 

• All passengers shall be given a preflight safety briefing by the pilot or qualified aircrew 

member as per 351 DM 1.5.B. 

• For all flights utilizing DOI contract aircraft, the ordering official must assure that there is

an Interagency Agreement in place with AQD that includes approved funding for the 

flight (reference NAP 3.7).

The BLM standard format for aviation operations is Degrees and Decimal Minutes (DDD o 

MM.MMM’). Reference BLM NAP Appendix 3 for additional details. Utilization of the correct 

format must be discussed between dispatch and the flight crew to assure accurate 

navigation.

• Note: The format for the US NOTAM OFFICE for Temporary Flight Restrictions issued 

by the FAA and in IROC will be in a Degree, Minutes and Seconds, input with NO 

punctuation (ddmmssN/dddmmssW).

A BLM Aircraft Flight Request 9400-1a (or equivalent) is required to be completed for all nonfire flights that do not require a PASP (reference BLM NAP 4.3.2). The 9400-1a Form (Aircraft 

Flight Request/Schedule) can be accessed at: 

https://www.nifc.gov/aviation/av_BLMadmin.html

The UAM must review the 9400-1a (or equivalent) Flight Request and obtain approval by 

appropriate level of authority as determined by the Unit’s Line Management and documented 

in the Unit Aviation Plan.

3.17 Alaska Supplement, Dispatching- Flight Requests:

When planning individual aviation projects every effort should be made to employ “best 

practices” that ensure the safety of each person and the equipment associated with each flight. 

Flights may deviate neither from plans nor from Department policy and procedures, except for 

safety of flight considerations.
 57 | P a g e 

Project planning includes, as a minimum, the following:

Point-to-point Flights

• Review and complete Flight Request Checklist (Appendix 4).

• Provide Aviation Dispatcher form 9400-1a Aircraft Flight Request (Appendix 5), after 

review by the local Aviation Manager. Flight Requests should be submitted 

minimum 3 days prior to the planned flight.

• Contact dispatch office to confirm aircraft requests and requirements.

Special Use Activities (fire missions are exempt)

• Review and complete Flight Request Checklist (Appendix 4).

• Provide Aviation Dispatcher e-FRSS or form 9400-1a Aircraft Flight Request 

(Appendix 5) after review by the local Aviation Manager.

• Completion of Project Aviation Safety Plan and Project Risk Assessment. 

(Appendices 6 and 7) This worksheet should be completed by the Project Manager. 

(Coordination with unit or state level aviation management is encouraged.) The 

worksheet should then be reviewed by the local Aviation Manager and the Field 

Office Manager or delegate who can make appropriate Project Plan and Risk 

Management approval decisions based on the available information. The reverse 

side of the form 9400-1a may be used as a PASP for low complexity, one-time 

special use missions.

• Copies of the approved Project Aviation Safety Plan and Project Risk Assessment 

shall be forwarded to the appropriate dispatch office, unit aviation manager, and 

state aviation office (if final risk assessment is at “High” or above) prior to the flight. 

This should be done at least three days prior to commencement of project flights. 

Passengers on a Special-Use flight must be essential to the mission.

• Contact dispatch office to confirm aircraft requests and requirements.

3.17.1 Categories of Flight with specific procedures regarding Flight Requests: 

Life Threatening Emergency Flight Requests (See also BLM NAP 3.14, 5.6 & 5.16) 

• Requests for aircraft to meet life threatening emergency needs should be filled withthe 

closest available aircraft with the appropriate capability for the mission.

• Normal protocols associated with ordering/hiring of aircraft can be addressed as time 

allows after the initial response.

• Local Line Officers are responsible for all aviation activities within their jurisdiction. The 

response to a life-threatening emergency must be coordinated with the UAM,FMO/Duty 

Officer and Line Officer.

Non-Fire Point-to-point Flight Requests (see NAP 5.7 Categories of Flight)

• Prior to hiring or arranging for the flight: Complete a cost analysis comparing costs of 

using a chartered or government owned aircraft versus commercial airline or driving, 

time frame requirements, other associated costs. An example Travel Cost Analysis 

Form (OAS-110) is located at: https://www.doi.gov/aviation/library/opm
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• Prior to flight: 9400-1a (or equivalent) is completed. UAM reviews and appropriate 

approval obtained (state or local unit determination).

• AQD-91 and Best Value Comparison forms are not required for exclusive use aircraft 

but are required when comparing rentals to fleet, etc. (reference BLM NAP 3.7).

• Flight Manager designated (reference National Interagency Mobilization Guide Chapter 

20 for specific responsibilities).

• Resource tracking method determined (reference National and GeographicMobilization 

Guides for details).

Non-Fire Special Use Flight Requests (see NAP 5.7 Categories of Flight)

• Lead time for flight request, IAA & Task Order issuance, as described in UnitAviation 

Plan.

• UAM to assess project/mission complexity; determine whether a PASP is required 

(reference BLM NAP 4.3.2).

• 9400-1a (or equivalent) is approved by the appropriate level of authority forlow 

complexity one-time types of missions.

• If a PASP is required (reference BLM NAP 4.3.2), a 9400-1a Form may be used for 

dispatch office internal flight tracking purposes.

• AQD-91/Best Value Comparison Form is not required for exclusive use aircraft but is 

required when comparing rentals to fleet, etc. (reference BLM NAP 3.7).

Fire Point-to-point and Fire Training Flight Requests (BLM Operational Control)

• Dispatch office receives a request, completes a resource order per dispatch 

procedures. 

• UAM/Dispatch assures the front page of a 9400-1a Flight Request/Schedule or 

equivalent Aircraft Flight Strip (per Dispatch SOP) completed.

• The BLM Fire IAA # is used, and the DOI Fire contract Task Order # for the hired 

vendor is used.

• Flight Manager designated when required (reference National Interagency 

Mobilization Guide, Chapter 20, BLM NAP 2.6, for specific responsibilities).

• Resource tracking method determined (reference National and Geographic 

Mobilization Guides for details).

• Training: Fire training flight requests are made by the supervisor/manager (Helitack, 

SEAT, and Aerial Supervision) to the FMO, duty officer, UAM and coordinated with 

the aircraft dispatcher.

• Contractor directed training flights are coordinated with the PI, airbase manager, or 

UAM. These flights are the responsibility of the contractor. The Dispatcher/UAM is 

responsible for conducting and documenting a cost comparison and Contractor 

selection rationale prior to hiring aircraft. (Reference BLM NAP 3.2 for documentation 

retention)
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 Fire Operations Flight Requests

• Requests come from:

o Incident commander (IC) or designated incident personnel (i.e., AOBD, ASGS, 

ATGS/ATS).

o FMO or duty officer.

o Per unit dispatching plan.

• Initial Attack aircraft requests can be documented on a Resource Order and/or Aircraft 

Dispatch form.

• Initial Attack aircraft requests should be ordered on a Resource Order via IROCand/or 

Aircraft Dispatch Form. Generating and awaiting a Resource Order should not be 

allowed to affect the response time for an initial attack mobilization within the host 

Geographic Area or with neighborhood agreements across Geographic Area 

boundaries through established dispatch ordering channels. Resource orders through 

IROC can be provided after mobilization has occurred for initial attack. BLM Initial 

Attack aircraft may be launched to new incidents with just the location, bearing, 

distance and flight following frequency. All other pertinent information will be provided 

to aircrews while en route to include:

i. Destination latitude – longitude coordinates (Degrees and Decimal 

Minutes (DDD o MM.MMM’)

ii. Radio frequencies - air to air/air to ground/flight following

iii. Incident name/contact (if any)

iv. Airspace hazards and dispatch boundary concerns 

v. Other aircraft on scene or en route

• The Dispatcher/UAM is responsible for conducting and documenting a cost comparison 

and Contractor selection rationale prior to hiring aircraft. (Reference BLM NAP 3.2 for 

documentation retention)

• The BLM Fire IAA # is used, and the DOI Fire contract Task Order # is used. 

 3.17.1 Alaska Supplement, Flight Requests:

For all flights, the user must ensure there is appropriate funding for the mission and that 

supervisory approval has been granted (See BLM-AK Aircraft Acquisition Guide Appendix 11). 

For Special Use Activities the project manager must complete an e-FRSS request, a Project

Aviation Safety Plan (PASP) and Risk Assessment (RA)(Appendix 6 and 7). The reverse side 

of the form 9400-1a may be used as a PASP for low complexity, one-time special use 

missions. The approved and completed PASP and RA will be submitted to the appropriate 

dispatch center and Unit Aviation Manager. Fire missions are exempt from the e-FRSS

requirement. See BLM National Aviation Plan 4.3.2 for additional guidance on Project Aviation 

Safety Plans.

3.18 Aircraft Use Payment Systems
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Aviation Information Report Support (AIRS): AIRS is an IBC web-based system utilized by 

vendors for generating and processing flight use invoices.

• BLM-AK currently renders payment to non-fire vendors via the BLM-AK Pilot Project.

AIRS training - https://www.doi.gov/aviation/aviation-information-report-support-airs-help-video

AIRS Help Desk - Email: AIRS_access@ibc.doi.gov Phone: (208) 433-5010 

Internet Payment Platform (IPP): The Internet Payment Platform (IPP) is a comprehensive 

electronic invoicing and payment information service made available to all Federal agencies 

and their suppliers by the U.S. Department of the Treasury’s Financial Management Service 

(FMS). IPP centralizes transaction processing in the order-to-payment notification cycle, 

including purchase orders, invoices and payments: https://www.ipp.gov/

Aircraft Use Report Manager (AURM): The AURM is used within DOI for government owned 

“Fleet” aircraft billing to create aircraft use report data files which are emailed to 

OASfleetmanager@ios.doi.gov for uploading into the FBMS system. OAS Technical Services 

has also developed a "next generation" Aircraft Use Report Manager application for iPads.

Forest Service Incident Business System (IABS): Flight time, daily availability, and other 

authorized charges or deductions shall be recorded on a Flight Use Report in IABS for all 

USFS contracted aircraft. The data shall be entered and reviewed by the government and the 

contractor’s representative. BLM employees (including BLM AD employees) that are flight or 

aircraft managers with responsibility to input flight use data into the USFS IABS will need to 

register with the USFS IABS program. ABS can be found at: http://www.fs.fed.us/business/ibs

3.19 Coding for Flight Use Reports 

Documentation of all non-fleet flight services is accomplished on an AMD-23E Aircraft Use 

Report form, which is then entered by the vendor into AIRS. The hard copy form acts as the 

‘Field Receiving Report’ which provides evidence that the flight information is accurate. Until 

further notice, AIRS will be the Government’s “Electronic Receiving Report”, which supports 

Contractor payments that are invoiced and paid through IPP. 

BLM SAMs serve as the COR for exclusive use contract aircraft in their state. As such, they 

are responsible for ensuring that designated alternate CORs and aircraft managers are 

informed of all coding requirements and that flight invoices are properly completed. BLM pilots, 

in coordination with the SAM, are similarly responsible for proper flight invoice coding for fleet 

aircraft.

The following business rules apply to all BLM contracted aircraft:

3.19.1 Task “Order” Number: The contract number to be identified on the AMD-23E forms is 

the appropriate order number that was issued by the CO for the applicable contract.
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• Reference https://www.doi.gov/aviation/aqd for On Call Fire Suppression Task Order 

Numbers for specific type of contract being utilized.

3.19.2 Billie Code: Billee Codes are a required field, for payment by AQD, on AMD-23E. The 

Billee Code is a good method to query reports in FBMS and should continue to beutilized for 

that purpose.

• For Exclusive Use contract aircraft, the “Hiring Unit” billee code will be used regardless 

of the operating location for all Pay Item codes when utilizing a BLM Task Order 

number.

3.19.2 AK, Supplement Billee Codes:

All exclusive use contracted aircraft will use the “home unit” Billie code regardless of the 

operating location for all pay item codes. The only exception is when a non-BLM entity uses 

the aircraft for a non-fire mission and the entity has an already established billee code. The 

non-BLM user that uses their billee code will need to have an Interagency Agreement (IAA) 

established with DOI Acquisition Services Directorate. For all on-call contracted aircraft, the 

host unit’s billee code will be utilized.

3.19.3 Charge Codes: New direction now allows for simplified coding for aircraft costs 

associated with suppression related charges and Fire Exclusive Use Availability. The following 

outlines new procedures for inputting financial coding on the AMD-23E form.

BLM Nationally Funded SEAT’s: Separate guidance will be provided annually to address 

coding for nationally funded SEATs.

BLM Fire Exclusive Use contracted aircraft: 

Availability during MAP: 

• FA540 – This is the financial code for entry in the “Charge Code” section of the AMD-23 

for EU Availability only.

 Do not use “FA-540” for anything other than “AV” during the exclusive use mandatory 

availability period.

Availability during Contract Extension: 

• Appropriate four-digit only “Fire Code” (suppression/severity/GACC support code) or.

• Entire (Cost Center, Functional Area and WBS) cost string if utilizing Preparedness 

(LF100), Pre-Positioning (LF561) or other Non-Fire funds.

 

All other pay item codes (FT, SM, PD, EP, ET, SC, etc.): 

• Appropriate four-digit only “Fire Code” (suppression/severity/GACC support code) or.

• Entire (Cost Center, Functional Area and WBS) cost string if utilizing Preparedness 

(LF100), Pre-Positioning (LF561) or other Non-Fire funds.

BLM-hired On Call/CWN/ARA fire aircraft: 

Availability: 
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• Appropriate four-digit only “Fire Code” (suppression/severity/GACC support code) or. 

• Entire (Cost Center, Functional Area and WBS) cost string if utilizing Preparedness 

(LF100), Pre-Positioning (LF561) or other Non-Fire funds.

 

All other pay item codes (FT, SM, PD, EP, ET, SC, etc.): 

• Appropriate four-digit only “Fire Code” (suppression/severity/GACC support code) or. 

• Entire (Cost Center, Functional Area and WBS) cost string if utilizing Preparedness 

(LF100), Pre-Positioning (LF561) or other Non-Fire funds.

BLM hired On Call/CWN/ARA non-fire aircraft: 

• Entire (Cost Center, Functional Area and WBS) cost string for all charges.

• Additional guidance specific to utilizing non-fire aircraft is referenced in BLM NAP 3.7.1, 

3.7.2, 3.8.3, 3.8.4 and 3.17.1

3.19.4 Mission Use Codes: Mission Codes apply only to AMD-23E line entries for flight time. 

(For all non-flight time entries AQD will input a default mission codes and are not required to be 

filled out by either the aircraft manager or the pilot) Each specific type of flight will have the 

unique mission use code recorded. Example: A helicopter flies a total of 2.1 hours but does 1.1 

hours of bucket work; 0.5 hours initial attack delivery of firefighters, and 0.5 hours of recon. 

Each type of flight will be shown on its own line entry with the specific mission use codes.

3.20 FEPP

Reserved

3.20 FEPP Aircraft

This is a USFS administered program for providing government entities military excess aircraft. 

Not all FEPP aircraft are approved for BLM use. The entity that operates the aircraft must be 

approved by OAS prior to use by BLM (See NAP - Cooperator Aircraft).

3.21 FBMS

All BLM financial activities are managed through the DOI FBMS program. All fire-retardant 

expenditures (Full-service contract and bulk purchase) are entered into FBMS by the district or 

state level designated officials (reference state and unit aviation plans).

End of Year financial procedures are announced via the departmental and Bureau instruction 

memorandum (IM) system.

3.22 Aviation Program Reviews

Details about aviation program evaluations and fire preparedness reviews are described in 

BLM NAP 4.5.3.

3.23 New Program Requests
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New program requests involving aerial assets, not already approved by BLM, must be routed 

through the State Director to the Division Chief, Aviation for approval. Upon NAO approval, 

new program requests will be forwarded for consideration of approval to the Associate 

Director, OAS. This request shall include a copy of the NAO approval, and a proposed 

Operations Plan. New Program Request Form is available on the NAO website.
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4.0 Aviation Safety Management Systems

4.1 General

The BLM Aviation Safety program is modeled after the aviation industry and FAA Safety 

Management Systems (SMS). Each BLM employee and contractor involved with aviation has 

the responsibility to plan missions thoroughly, conduct missions with a conservative attitude, 

and respect for the aircraft and environment in which the missions operate. The intent 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. 

The BLM NAO Aviation Safety & Training Advisor is the focal point for the BLM national level 

program. SAM’s are the focal point for state aviation programs, and the unit aviation manager 

(UAM) is the focal point for district/field office aviation program.

4.2Safety Management Systems (SMS)

SMS serves to structure the BLM existing safety initiatives and provides a review process for 

how well those initiatives function. SMS is not a safety program; rather it is a system which 

organizes existing safety processes around the concept of system safety and the four pillars 

(Policy, Risk Management, Safety Assurance and Safety Promotion). SMS incorporates a 

proactive approach using hazard identification and risk management to achieve accident 

prevention. Additional information regarding SMS is available at the Lessons Learned website:

http://www.wildfirelessons.net/Home/

4.3Policy

SMS is a critical element of management responsibility in determining the agency’s safety 

policy and SMS also defines how the agency intends to manage safety as an organizational 

core function.

• Policy guides aviation safety doctrine, philosophy, principles and practices. 

• Policy provides framework for aviation plans (reference BLM NAP 3.3).

• Policy assists in the development of local standard operating procedures.

• Policy will foster and promote doctrinal principles and safety management systems 

within the states. 
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Aviation management policies describe authorities, responsibilities, acceptable operating 

practices, and administrative procedures. These directives provide the structure for the SMS to 

effectively function. Safety is a product of effective policy and management processes. All 

aviation safety standards and policy requirements identified in the BLM NAP 1.6 must be 

followed.

4.3.1 Aviation Life Support Equipment (ALSE)

All personnel engaged in aviation activities must wear appropriate Personal Protective 

Equipment (PPE), depending on the mission (reference NAP 5.4 and 350 DM 1.2.C regarding 

flights on foreign aircraft in foreign countries). Requirements are listed in 351 DM 1.7 and 

outlined in the ALSE Handbook and mission specific guides and handbooks. Reference BLM 

NAP 5.22 and 5.27.1 for additional PPE requirements utilized for helicopter operations and low 

level (less than 500’ AGL) fixed-wing flight operations. Any questions concerning the 

requirements and procedures for obtaining PPE are directed to the local aviation manager. 

Project leaders must ensure that appropriate and adequate ALSE, including PPE, is available 

and worn by individuals. If required ALSE is not available, all flights will be canceled or 

postponed.

4.3 Alaska Supplement, Aviation Life Support Equipment (ALSE):

See the DOI ALSE Handbook. If required ALSE is not available, the flight will be cancelled or 

postponed until such time the required ALSE becomes available.

Alaska Supplement, EXEMPTIONS/WAIVERS:

Exemptions/waivers to federal aviation regulations and DOI/BLM policies must be requested in 

writing to the BLM aviation division chief. Depending on the policy in question, final approval 

may reside at the BLM Assistant Director or Office of Aviation Services Associate Director 

level.

Non-fire suppression helicopter flights require that all passengers and aircrew wear approved 

flight helmets. Wildland firefighters assigned to wildland fire incidents may wear approved 

hardhats with chinstraps in lieu of flight helmets when being transported as a qualified noncrewmember during fire operations from an established and managed helibase/helispot to 

another established and managed helibase/helispot. A managed helibase/helispot is 

established when there is a helicopter crewmember or helibase/helispot manager on the 

ground at the helibase/helispot before the passengers are transported to these locations. All 

other fire suppression helicopter flights such as reconnaissance, PSD, infrared, cargo 

missions, etc., require all passengers to wear flight helmets.

Initial attack helicopter operations require flight helmets for all onboard during the initialattack 

deployment phase of the operation until a Standards for Helicopter Operations (SHO)-

compliant landing area SHO is established.

The Alaska Fire Service has a waiver from the requirement of 531 DM 1, ALSE requiring a 

specific type of boot for special mission flights. The direction of ALSE requires a leather boot or 

fire-resistant rubber boot be worn when flying special use missions.
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This waiver is approved only for Alaska and allows special use mission operations personnel 

to wear rubber boots to complete their mission.

ALSE PPE purchased by local units will be inspected and maintained to the manufacturer’s 

recommendations. Examples of such PPE are Secondary Restraint Systems, Anti-Exposure 

Garments and Personal Flotation Devices.

Flight Helmet inspections consist of pre- and post-flight inspections by the user. Periodic (end 

of season) inspections and special (suspected damage) inspections will be performed by a 

trained helmet technician. Reference DOI Flight Helmet User’s Guide.

4.3.2 Project Aviation Safety Planning (PASP)

Accident prevention is paramount when planning individual aviation projects. Flights may not 

deviate from Department and Bureau policy and procedures, except for safety of flight 

considerations. A PASP is required for non-fire Special Use projects. A 9400-1a (or 

equivalent) may be completed in lieu of the PASP for a low complexity/one-time non-fire 

mission flights. The PASP or 9400-1a must be reviewed by the UAM and approved by the 

appropriate level of authority per the state/unit aviation plan. Managers must be briefed by the 

UAM prior to their approval of the plan.

• PASP’s that have a final risk assessment of high will require a SAM review prior 

to line manager approval.

• A courtesy copy of all PASP’s will be routed to the SAM prior to implementation.

Projects/flights that occur periodically over a season or fiscal year can have one PASP 

prepared and approved. In this situation a 9400-1a (or equivalent) will be required for each 

periodic flight. The 9400-1a approval level would be at the UAM level with a courtesy 

notification to the SAM.

For projects/flights that are conducted by a units’ aviation operations group (helitack, aerial 

supervision, smokejumpers); if the project/flight is typical and routine to the operational group 

with mission risk assessment documented in the groups’ annual operations plan and the state 

and unit plan allows; then the project/flight can be conducted, without a specific PASP, after 

completion of 9400-1a documentation.

• PASPs developed for reoccurring projects will be reviewed, updated and signed 

each year (not to exceed 12 months).

• Routine, time critical UAS flights may utilize the Flight by Notification in lieu of completing 

an entire new PASP if the mission falls within the overarching/blanket PASP identified 

within the Unit Aviation Plan. (Reference BLM NAP 5.29)
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Required elements of a PASP include:

• Project name/Objectives/Supervision

• Justification

• Project date and location

• Projected cost of aviation resources and funding codes

• Desired aircraft, make/model, pilot skills (Included if available and/or specific N# 

and pilot to be noted on 9400-1a) 

• Communication Plan, Flight following and emergency search and rescue plan

• Flight routes/areas and altitudes

• Hazard identification (e.g., weather, takeoff or landing weights, landing areas, 

wire hazards, etc.)

• Wire Strike Prevention (351DM1.9.C&D) 

o Flight Environment Considerations: Bureau projects often dictate that 

flights be conducted in close proximity to the ground where wires are 

prevalent. 

o Risk Assessment/Hazard Maps: To reduce wire strike potential, it is critical 

that a risk assessment be conducted prior to all low-level flights. A lowlevel flight hazard map must be constructed for the local operational area. 

All preplanned low-level flights require a thorough map reconnaissance of 

the route to be flown.

• Description of take-off and landing areas

• Pre-flight briefings/After Action Reviews

• Participants: List individuals involved in flights, their qualifications (HMGB, 

Aircrew Member, Passenger, etc.) dates of last aviation training and include 

individual’s project responsibilities

• Aircraft and equipment approval

• Airspace Coordination and Aerial hazard identification

• Risk assessment utilizing the SMS worksheets as appropriate

• Personal protective clothing/equipment (if required)

• Load calculations and/or weight and balance information requirements

• Unit Aviation Managers review and signature (not to exceed 12 months 

reoccurring project). 

• Project Lead Supervisor’s and line officer’s approval signature (not to exceed 12 

months reoccurring project). See NAP 6.2 for Management Responsibilities and 

training requirements.

A good resource for aviation project planning can be found in the SHO Chapter 3. Personnel 

needing assistance with mission flight or project planning requirements should contact their 

unit/state aviation manager. Risk assessments of the relevant project hazards can utilize 

maps, aerial photos, Google Earth photos, and SkyVector.com maps to help identify and map 

out where the hazards are located. Particular attention in the risk assessment is essential 

when determining how to mitigate the risk by reducing exposure to hazards in flight profiles, 
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method of operations, external load operations, winter weather, and high/hot/heavyoperations.

4.3.2, Alaska Supplement, required elements of a PASP include:

For all Special Use Activities or missions, except fire missions, the project manager must 

complete an e-FRSS request, a Project Aviation Safety Plan (PASP) and Risk Assessment

(AK Supplement, Appendix 6 and 7). For low complexity, low risk projects that are one-time 

special use missions, the reverse side of the form 9400-1a may be used as a PASP. The 

approved and completed PASP and Risk Assessment will be submitted to the appropriate 

dispatch center and Unit Aviation Manager. Fire Missions are exempt from the e-FRSS

requirement. See BLM National Aviation Plan 4.3.2 for additional guidance on Project Aviation 

Safety Plans

PASP’s and Risk Assessments will be reviewed and approved before implementation.

Final Risk Level Review Level Required Approval Level Required

Negligible Line Supervisor Line Supervisor

Minor Line Supervisor Field Manager/FMO or equivalent

Moderate Line Supervisor Field Manager/FMO or equivalent

Serious State Aviation Manager District Manager/AFS Manager or equivalent

Critical State Aviation Manager Line Supervisor, and Field Manager/FMO or

equivalent, and District/AFS Manager or

or equivalent, and the State Director

 

Four Signatures of approval required for Critical Risk Level. See Appendix 6

4.3.3 Aircraft Accident Investigation Process

The National Transportation Safety Board (NTSB) has the responsibility to investigate all 

aviation accidents except for military (49 CFR Parts 830 and 831, Public Law 106-181, and 

Federal Management Regulation 102-33.185). OAS Chief of Aviation Safety is typically invited 

by the NTSB to be a party to the investigation. NTSB is still the controlling authority. Policy, 

including responsibilities and procedures concerning DOI aircraft mishaps are contained in 

352 DM 3. Two Bureau positions may be established to assist the DOI Investigation Team: 1) 

as a selected member of the investigation team working directly for the OAS Safety 

Investigator-In- Charge (IIC), or 2) as the Bureau-designated on-site liaison to coordinate with 

the OAS Safety Investigator-In-Charge. NOTE: In many cases, the Bureau will provide only 

one representative to the investigation team and that individual will perform only as a liaison, 

or as both a team member and a liaison. OAS Chief of Aviation Safety, as the Departments 

representative to the NTSB, will determine who will participate. The NTSB IIC will then either 

accept or deny the individuals proposed by the Chief, or OAS IIC.

The BLM investigation team member:

• Must be requested by OAS to be an investigation team member.

• Will be appointed by the BLM Aviation Division Chief.
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• Will normally be BLM NAO staff members or SAM.

• Must not have a personal interest in the mishap.

• Will work directly with the OAS Safety Investigator-In-Charge (IIC).

• Is bound by confidentiality regarding all aspects of the investigation and preliminary 

findings and conclusions.

• Will at no time express opinions of their own or recite opinions of others on the team.

The BLM Liaison:

• Will be appointed by the BLM Aviation Division Chief (FA-500).

• Will provide on-site coordination and support to the OAS Safety IIC for personnel, 

resources, transportation, office space, communications, etc.

• Will coordinate and facilitate in and out-briefings with local BLM management.

• Will serve as liaison between the investigation team and local BLM management,BLM 

specialists and/or incident management team.

• Will provide the IIC with technical expertise and Bureau organizational information.

• Will make arrangements for interviews, site visits, document review, etc.

• Will not conduct interviews or investigative actions unless requested by the IIC.

• Will be bound by confidentiality regarding all aspects of the investigation andpreliminary 

findings and conclusions.

• Will at no time express opinions of their own or recite opinions of others on the team

• Must not have a personal interest in the mishap.

4.4 Risk Management

Risk management enables personnel at all levels to do exactly what the term implies: manage 

risks. The process of risk management applies to programs and operational missions. The risk 

management process is designed to mitigate risk to acceptable levels by the identification, 

assessment, and prioritization of risks followed by coordinated application of resources to 

minimize, monitor, and control the probability and/or impact of unfortunate events.

These basic decision-making principles must be applied before any anticipated job, tasks, or 

mission is performed:

• Accept no unnecessary risk: Unnecessary risk does not contribute to the safe 

accomplishment of a task or mission. The most logical choices for accomplishing a 

mission are those that meet all the mission requirements while exposing personneland 

resources to the lowest possible risk.

• Make risk decisions at the appropriate level: Making risk decisions at the appropriate 

level establishes clear accountability. Those accountable for the success or failure of a 

mission must be included in the risk decision process. Supervisors at all levels must 

ensure subordinates know how much risk they can accept and when they must elevate 
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the decision to a higher level.

• Accept risk when benefit outweighs cost: Weighing risks against opportunities and 

benefits helps to maximize unit capability. Even high-risk endeavors may be undertaken 

when there is clear knowledge that the sum of the benefits exceeds the sum of the 

potential costs.

• Integrate risk management into planning and execution at all levels: To effectively 

apply risk management, leaders at all levels must dedicate time and resources to 

incorporate risk management principles into the planning and execution phases of all 

operations. Integrating risk management into planning as early as possible provides the 

decision maker with the greatest opportunity to apply risk management principles.

Risk assessment can be divided into three levels:

1. Time Critical: This method is an “on-the-run” mental or verbal review of the situation 

using the risk management process without necessarily recording the information. The 

process is used to consider risk while making decisions in a time limited situation. Rapid 

risk assessment requires effective training of personnel, effective operational practices 

and a thorough understanding of objectives of the mission.

• Note that “time critical” does not mean “hasty” or “uninformed.”

2. Deliberate: This type is used when planning time permits. It involves systematic risk 

identification, risk assessment/analysis, consideration of control options and risk 

decision making, implementation of controls, and supervision. Note that all of these may 

be applied to time critical risk management; however, the time frame in which the rapid 

examination is performed is extremely compressed by the urgency of the situation. This 

will involve documentation of the process and actions.

3. Strategic: Strategic Risk management is conducted at the highest levels of the 

organization and is typically applied to multiple systems type complexity and requires 

professional reviews. This method should be used in instances where new technology, 

change, or development of new programs or activities. It involves an analysis of 

cost/benefit of mitigations. The strategic process produces a more permanent record of 

findings and decisions used for long term planning, organizational decision-making and 

as authoritative training resources.

Risk Management Process: The process by which risk is managed is ongoing throughout the 

mission. It starts in the planning stage, continues to the approval and scheduling phase, is 

evaluated and adapted during the execution phase and is analyzed and collected as lessons 

learned in the post flight phase.

1. Identify Hazards: The first step in risk management is to identify hazards. The hazards 

are the potential sources of danger that could be encountered while performing a task 

or mission. Hazards include, but are not limited to, weather, and time of flight, terrain, 

equipment, training, and proficiency level of personnel.

2. Assess Hazards: Hazard or risk assessment is part of the risk management process. 

Risk assessment can range from simple to complex but must be detailed. The process 
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of assessing hazard causes personnel to analyze the degree of risk associated with 

each threat, and place these in perspective relative to the objectives of the mission and 

organization.

3. Develop Controls/Make Risk Decisions: Starting with the highest threat, identify the 

risk control options that reduce exposure to the threats for all of those identified in the 

previous steps that exceed an acceptable level of risk. 

4. Implement Controls/Execute and Monitor: Implement the plan and ensure that the 

risk controls are known by all and are utilized. Ensure that people know and do what is 

expected of them. A high level of risk that cannot be effectively controlled should be 

reported to the person supervising the operation. Continually evaluate the effectiveness 

of the controls and ensure that the risk remains in balance with the benefits.

5. Supervise and Evaluate: Note any changes to the operation, equipment,

environment, and/or people and how they may affect your plan. It is important to 

remember that risk management is a continuous process! Adjust to changes in the 

situation in real time by remaining vigilant and maintaining your situation awareness 

to identify unexpected as well as planned threats. Track your progress by taking 

note of intermediate accomplishments that will denote and add up to the completion 

of your objective. Additionally, after action reviews are a good way to assure that 

the supervision and monitoring of the mission are effective and that lessons learned 

are captured for the future.

Risk Assessment Tools: As discussed previously, the second step of risk management is 

assessment of the threats/hazards. There are several tools that may be used to document the 

risk involved in the operation. A good source for a variety of risk assessment tools can be found 

in the NSHO Chapter 3: and https://www.nifc.gov/aviation/av_BLMsafety.html

4.5 Assurance

The safety assurance component involves processes for quality control, mishap investigation, 

and program reviews. Assurance emphasizes:

• Continuous monitoring and evaluation

• Standards for evaluations

• Internal/external audits and evaluations

• Investigations

• Emergency preparedness and response

• Reporting and feedback

Quality assurance (QA) techniques can be used to provide a structured process for achieving 

objectives. Currently BLM efforts have shifted with more emphasis being placed on the 

assurance pillar which consists of annual review of BLM contracted aviation resources during 

the field season

4.5.1 Aviation Safety and Technical Assistance Team (ASTAT)
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During high levels of aviation activity, it is advisable to request an Aviation Safety and Technical 

Assistance Team (ASTAT). An ASTAT’s purpose is to enhance risk management, efficiency, 

effectiveness and provide technical assistance while reviewing aviation operations. If an ASTAT 

cannot be filled internally, the request may be placed with NICC through established ordering 

channels using individual overhead requests. An ASTAT should operate under a Delegation of 

Authority from the appropriate State/Regional Aviation Manager(s) or Multi Agency Coordinating 

Group. Formal written reports shall be provided to appropriate manager(s) as outlined at the inbrief. A team should be developed to fit the need of the requesting unit and may consist of the 

following:

• Aviation Safety Manager.

• Operations Specialist (helicopter and/or fixed wing).

• Pilot Inspector. 

• Maintenance Inspector (optional).

• Avionics Inspector (optional).

• Aircraft Dispatcher (optional).

4.5.1 Alaska Supplement, Aviation Safety Assistance Team (ASAT):

Refer to the National Interagency Mobilization Guide.

4.5.2 Aviation Safety Communiqué - SAFECOM

The SAFECOM system is used to report any condition, observance, act, maintenance problem 

or circumstance which has the potential to cause an aviation-related mishap. The SAFECOM 

system is not intended for initiating punitive actions. Mission personnel are encouraged to 

collaborate on SAFECOM development prior to submission to avoid any punitive implication, 

submission duplication and to increase the narrative accuracy of events. 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. All personnel involved in 

aviation activities are encouraged to submit SAFECOMs. A SAFECOM can be submitted via:

• Website: https://www.safecom.gov/

• Mobile application: https://www.safecom.gov/mobile/#/

• Phone: 1-888-464-7427

Personnel in doubt about completing a SAFECOM should contact their UAM. Reference the 

BLM NAP Appendix 4 for BLM SAFECOM management roles.

• Elevated SAFECOM’s will not be made “Public” until a determination/ investigation 

has been completed. The National Aviation Safety Manager (FA-500) will assign a 

liaison to OAS-Safety on a case by case basis. 
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4.5.2 Alaska Supplement, Aviation Safety Communiqué – SAFECOM:

All aircraft accidents, incidents, mishaps, aviation hazards, and maintenance deficiencies that 

occur during any BLM flight operation must be reported as soon as possible (see 352 DM

1.10A) to the BLM State Aviation Manager. All such incidents, mishaps, etc. must be reported 

on a SAFECOM form. The completed form should be faxed or emailed to the BLM State 

Aviation Manager. In addition, any accident or incident involving property damage or personal 

injury must be reported as soon as possible by the quickest possible method. All offices and 

dispatchers will develop and maintain current Incident/Accident Response Plans specific to 

their area of responsibility. An Incident Accident Response Plan specific to each project will be 

completed and attached to the Project Aviation Plan. Plans will include clear procedures to 

follow before and after aircraft accidents occur, listing necessary local, state, and national 

emergency and agency aviation safety contacts.

4.5.3 Program Evaluations, Readiness Reviews, Site Visits 

Aviation program evaluations/reviews are an integral part of the System Safety Assurance 

program.

BLM aviation program reviews are conducted at two levels within the department to ensure 

that safety standards, policy compliance and Bureau efficiency objectives are being met.

BLM Fire Preparedness Reviews: Aviation functional operations and facilities are reviewed 

as part of the total Fire Preparedness review of field/district operations. Reviews are conducted 

every four years by a national level review team. District or state level fire readiness reviews 

are conducted annually. The SAM will be responsible for coordinating annual readiness 

reviews of the state’s aviation crews/personnel, project and base site visits, and developing 

guidelines for UAM oversight of district/field office aviation activities. The SAM has the

responsibility to ensure the reviews are being conducted for aviation operations within the 

required time frame and to identify well qualified individuals to conduct the review (reference 

Interagency Standards for Fire and Fire Aviation Operations, Chapter 18 forinformation).

OAS Aviation Program Evaluation: OAS will administer an aviation program evaluation of 

each BLM state and the NAO every five years. The purpose of these evaluations is primarily to 

review non-fire aviation activities as they relate to administration, operations, safety, training 

and security. The NAO will identify qualified individuals to assist with the review (reference 

BLM NAP, Appendix 5 for schedule). The SAM will assist with the review and provide 

scheduling and logistical support. Additional reviews may be conducted if a need is identified 

by the aviation division chief.

4.5.4 National Fire and Aviation Operations Alert System

The BLM Office of Fire and Aviation has established an “Operation Alert” system designed to 
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provide field units and personnel with critical ground or aerial operational information in a 

timely manner. The system is intended to respond to emerging issues as identified through 

such means as SAFECOMS, SAFENETS, investigation reports, after action reviews, etc. This 

system is not a replacement for any existing formal notification and alert system such as 

Interagency Safety Alerts or Aviation Accident Prevention Bulletin. In fact, the intent is for the 

operations alerts to complement these existing systems in those instances where it is 

appropriate. These alerts will also complement the department and Bureau manual process. 

The operations alert system will provide time sensitive information to state and unit FMOs and 

aviation managers. It is anticipated that these individuals will provide the information to 

appropriate parties through established channels and processes. The Office of Fire and 

Aviation, Operations (FA-300) and Aviation (FA-500) groups manage the program.

4.6 Promotion

The BLM must promote safety as a core value with practices that support a positive safety 

culture. BLM Aviation Managers are encouraged to promote aviation safety and accident 

prevention at every opportunity, within all fire and non-fire programs. Line Managers play 

a critical role in establishing a just safety culture at the State and Field levels. Safety 

promotion can be accomplished through:

• Training

• Communication

• Reporting and Feedback

• Safety and Mishap Information

• Safety Awards

4.6.1 Lessons Learned

National and State level aviation program managers are responsible for providing input into 

training curriculum development, lessons learned messages, development of new procedures 

and operational methodologies.

SAM’s are responsible for disseminating pertinent aviation safety information, actively 

engaging resource and fire managers during annual work plan development.

Additional information regarding Lessons Learned is available at the Lessons Learned website: 

http://www.wildfirelessons.net/Home

4.6.2 Aviation Safety Awards Program

Aviation safety awards are a positive part of the aviation program and are provided to all 

organization levels. National awards are given following the guidelines in 352 DM 4 for pilots 

and employees. Airward recommendation narratives are submitted through the SAM to the 

NAO Safety and Training Advisor.
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5.0 Aviation Operations

5.1 General

As a Bureau, we are often challenged with working in high-risk and dynamic environments that 

are not always predictable. It is the responsibility of each employee, cooperator and contractor 

to conduct aviation operations that have been planned properly, approved by management, 

that utilize the correct equipment and personnel and are carefully executed per SOP to 

minimize risk. Safety is the first priority and leadership at all levels must foster a culture that 

encourages employees to communicate unsafe conditions, policies or acts that could lead to 

accidents without fear of reprisal. The four components of SMS (policy, risk management, 

assurance, and promotion) are critical to the success of safe operations.

State and local units are required to staff exclusive use aircraft assigned to their jurisdiction 

throughout the contract period and any extensions. Additionally, local units will ensure that 

support functions (i.e. airtanker bases and local dispatch centers) necessary for the 

mobilization of national assets (i.e. large airtankers, lead planes, SEAT’s, ASM’s and fire 

helicopters) are staffed to support local dispatch as well as GACC to GACC and national 

mobilization.

5.1 Alaska Supplement, General:

BLM Alaska engages in many aviation operations supporting fire management and resource 

management programs. BLM law enforcement is also engaged in aviation operations typically 

with cooperator agencies. The work and environment are dynamic in nature and requires 

attention to standard operating procedures, good mission planning, and continual evaluation 

and control of the inherent hazards and risks.

BLM Alaska has exclusive use contracted aircraft and the crews, management, and support 

facilities for fire management. The fire and aviation units of the State Office and the zones 

provide aviation expertise and management for all BLM Alaska programs.

District Supplement: Local Unit Aviation Operations

5.2 Policy, Operational Guides and Handbooks

A list of all of the BLM aviation policy documents can be found in the BLM 9400 Manual and 

BLM NAP 1.6. 

5.3 Public/Civil Aircraft Operations

DOI aviation activities include both “civil” and “public” operations. Civil aircraft operations must 

comply with 14 CFR (Federal Aviation Regulations) in the operation and maintenance of public 
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aircraft with the few exceptions outlined in DM 350-353. Operators under contract to DOI are 

bound by that contract to conduct operations in accordance with their FAA-approved 

commercial operator or airline certificate specifications, unless otherwise authorized by the 

contracting officer.

Standard Flight and Duty Limitations (Reference Redbook Chapter 16 for Interim Duty 

Limitations): Interagency standards for pilot duty days and flight time are:

• 14-hour maximum duty day. 

• 8 hours’ maximum daily flight time for mission flights. 

• 10 hours for point-to-point, with a 2 pilot crew.

• A maximum of 42 hours’ flight time during any consecutive 6-day period. When a pilot 

acquires 36 or more flight hours in a consecutive 6-day period, the pilot shall be given the 

following day off. A new 6-day cycle shall begin upon return from any day off.

• Minimum of 10 hours uninterrupted time off (rest) between duty periods; and

• Two days off within any 14-day period.

If these standards are exceeded, the following time off requirements will be followed. 

• 11 consecutive hours of rest if the duty day or flight time limitations are exceeded by not 

more than 30 minutes

• 12 consecutive hours of rest if the duty day or flight time limitations are exceeded by more 

than 30 minutes, but not more than 60 minutes

• 16 consecutive hours of rest if the duty day or flight time limitations are exceeded by more 

than 60 minutes

There will be no impact to the contractor’s daily availability for these additional time-off 

requirements. Notification through the contracting chain of command should occur and a 

SAFECOM shall be submitted.

Maintenance Test and Ferry Flights by Government Pilots on contracted aircraft: 

Government Pilots may perform functional maintenance check-flights and ferry aircraft to and 

from the Contractor’s maintenance facilities when it is in the best interest of the Government 

and the following conditions are met:

• Flights are not being paid for by the Government and the operational controlremains 

with the Contractor.

• The test flight does not follow any installation, overhaul, major repair, or replacementof 

any engine, propeller or flight control system.

• The aircraft is operating under an approved and current OASInspection.

• Notification and approval from OAS and the NAO.

5.4 BLM Employees on Non-BLM Aircraft

All agency employees will comply with Bureau and DOI aviation policies when performing 

agency employment-related duties on board any organization’s aircraft and/or aircraft operated 

under any other organization’s operational control. These policies include, but are not limited 

to: approved aircraft and pilot (by carding or cooperator letter of approval), project aviation 
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safety plans, flight following, PPE, appropriate flight management, etc. (reference 351 DM 4).

Exceptions are:

Flights in foreign countries (351 DM 4.1.E.(4)), (350 DM 1.2.C). Parts 350 - 354 of the 

DM do not apply to international DOI operations (except for fleet operations).

However, BLM employees are expected to use good judgment and should attempt to 

follow DOI aviation policies to the extent practical.

• Undercover Law Enforcement missions (351 DM 1.6.D)

• Flights with a scheduled air carrier on a seat fare basis (Part 121 or 135 scheduled 

flights open to the general public on a ticket sale basis). Seat fare is defined as the cost 

for a DOI employee to occupy one seat between two different airports/heliports when 

the aircraft is not under the exclusive control of the DOI. It does not include any charter 

or on-demand operation (353 DM 1 & OPM-15)

5.5 Passengers

A passenger is any person aboard an aircraft, when traveling on official BLM business, who 

does not perform the function of a flight crewmember or Aircrew member. Unauthorized 

passengers will not be transported in any DOI aircraft. For official, unofficial and unauthorized 

definitions, reference 350 DM 1.8. 

All passengers will:

• Use appropriate personal protective equipment (reference ALSE Handbook).

• Report aviation incidents, operations deviating from policy to the UAM and/orthrough 

the SAFECOM system.

• Emphasize personal safety as well as the safety of others involved in the flight.

• Meet the requirements of DOI OPM-04.

Agency employees in off duty status: Federal employees cannot utilize annual leave/LWOP 

or “volunteer” in order to circumvent agency policy. If any aspect of the employee’s activity is 

related to their official duties, they are conducting agency business, irrespective of their pay 

status. 

Reference the regulations regarding off-duty activities in accordance with the Standards of 

Ethical Conduct for Employees of the Executive Branch (5 CFR. Part 2635.802-803).

Non Federal passengers: (not covered by established agreements) (reference 350 DM 

1.8.A(3)) 

• General: A qualified Helicopter Manager or Flight Manager must be assigned to the 

mission. All requirements regarding use of personal protective equipment, flight 

following, load calculations, and hazard analysis must be followed.
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• Resource/Project Missions: If the mission is special use, a Project Aviation Safety Plan 

is required and must be approved by line management prior to the flight. It must show 

that the carriage of Non-Federal passengers aboard the aircraft is of an official nature 

and is advantageous to the agency. Since the Non-Federal passengers are designated 

official passengers, no flight release waiver is necessary. 

• Incident Missions: As a general rule, the Incident Commander on Type I or II Incident 

Management Teams may authorize all flights with Non-Federal passengers on board. 

On local unit fires, the line manager or their designee is usually the approving authority. 

Flights on government aircraft with Non-Federal passengers aboard must be in the 

interest of the government. No flight release waiver is required. This general guidance 

may be further restricted by agency local unit policy. The air operations staff should 

check with the local area to ascertain any additional restrictions or necessaryapprovals.

• Restricted Category Helicopters: Carriage of Non-Federal passengers aboard restricted 

category aircraft is specifically prohibited.

• Local Unit Aviation Manager and State Aviation Manager shall be notified prior to any 

flights with Non-Federal passengers aboard.

Volunteers: Volunteers when traveling on official business, are official passengers, within the 

terms of 350 DM 1.8.A.(3) and BLM 9400.67.A. Volunteers are not permitted to operate aircraft 

or serve as an aircrew member on any DOI aircraft. Volunteers aboard DOI aircraft performing 

mission flights must be pre-approved by the appropriate BLM line manager. During fire mission 

flights, the incident commander with delegation of authority or the local line officer are the 

appropriate levels of approval. OMB 0596-0080 requires use of Volunteer Service Agreement 

form OF301a

Alaska Supplement, Volunteers:

A Volunteer Agreement will be completed before flights occur.

5.6 Emergency Exception to Policy:

Federal employees who are involved in an event in which there clearly exists an imminent 

threat to human life, when there is insufficient time to utilize approved methods, may 

deviate from policy to the extent necessary to preserve life (reference 350 DM 1.3.B). The 

following provisions and follow-up actions apply:

• Personnel involved are expected to use good judgment.

• Personnel involved in the decision-making associated with deviating from policy must 

weigh the risks verses benefit.

• Any deviations must be documented on a SAFECOM.
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5.7 Categories of Flight

The following terminology is used throughout this section under these definitions.

A “Point-to-Point” flight is one that originates at one FAA-designated airport, seaplane base 

or permanent helibase (identified in the FAA Airport/Facilities Directory, FAA Sectional 

Aeronautical Charts or FAA supplement for the geographic area) and flies directly to another

developed airport, seaplane base or permanent helibase with the sole purpose of 

transporting personnel or cargo (this term does not apply to flights with a scheduled air 

carrier on a seat fare basis). These types of flights are often referred to as “administrative” 

flights and require the aircraft and pilot to be only carded and approved for point-to-point 

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

Point-to-point missions, when flown in Department owned or contracted aircraft, shall be 

considered civil aircraft operations and must be flown in full compliance with applicable 

provisions of 14 CFR.

Alaska Supplement, Point-to-point:

A Point-to-point flight is one that originates at one developed airport or helibase 

and flies to another developed airport or helibase with the sole purpose of 

transporting personnel or cargo (terminology does not apply to scheduled air 

carriers on a seat fare basis). A developed airport is one that is listed in the FAA 

Sectional or one listed on the FAA Alaska Supplement. These flights may be 

referred to as “administrative” or “general-use”.

• Aircraft and pilots to be carded for point-to-point flight.

• Flights will be conducted higher than 500 feet above ground level.

• An e-FRSS or 9400-1a will be completed by requestor, flight manager or designee 

and submitted to appropriate dispatch center.

• Dispatch will complete the AQD-91 page 2 (BVC) and OAS-110 if SES involved. 

Dispatch will complete AQD-91 block 3 and forward AQD-91 to requestor.

• Requestor will complete AQD-91 blocks 1, 2, and 4 and submit completed form to 

AQD91@ibc.doi.gov
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Note: The requestor may complete AQD-91 blocks 1, 2 and 4 and submit with the 9400-1a to 

the dispatch center. However, after the dispatch center competes the AQD-91 block 3, the 

AQD-91 will be returned to the requestor for submission to AQD91@ibc.nbc.gov

A “Special Use Activities” is defined as any flight other than point-to-point, conducted with 

the express purpose of performing (or directly supporting) an agency or resource 

management related task or tactical job such as fire suppression, wildlife census, 

reconnaissance, etc.

These missions require special techniques, procedures and considerations due to increased 

risks inherent in such operations. Aircraft and pilots must be approved for each specific activity 

prior to use. Special Use Activities require additional agency planning, active flight following, 

additional pilot and aircraft inspections and carding, and operational supervision by agency 

personnel (reference OPM-29).

Alaska Supplement, Special-Use Activities:

Special-Use activities are the utilization of aircraft in support of programs that require special 

techniques, procedures, and considerations. These operations are listed in OPM-29 and meet 

the following requirements:

• Aircraft and pilots must be approved for Special-Use activity prior to use.

• All Special Use Activities or missions except fire missions must have an approved eFRSS or Project Aviation Safety Plan and Risk Assessment reviewed by the Unit 

Aviation Manager or State Aviation Office (complexity of “High” risk or greater) and 

approved by the Field Office Manager or as delegated.

• Passengers on a Special-Use flight must be considered as essential to the 

mission.

• Employees engaged in Special-Use activities must be qualified through required 

training (see OPM-04).

• An e-FRSS and/or a PASP with Risk Assessment will be completed by requestor, 

flight manager or designee and submitted to appropriate dispatch center.

• Dispatch will complete the OAS-91 page 2 (BVC) and OAS-110 if SES involved. 

Dispatch will complete OAS-91 block 3 and forward OAS-91 to requestor.

• Requestor will complete OAS-91 blocks 1, 2, and 4 and submit completed form to 

AQD91@ibc.doi.gov

The requestor may complete OAS-91 blocks 1, 2 and 4 and submit with the e-FRSS to the 

dispatch center. However, after the dispatch center competes the OAS-91 block 3, the OAS91 will be returned to the requestor for submission to AQD91@ibc.doi.gov
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5.8 Flight Planning - Unless exempted by 351 DM 1.4, all flights will be conducted with an 

approved flight plan. (See also National Interagency Mobilization Guide Chapter 20)

Point-to-Point Flights will be tracked by a FAA - visual flight rules (VFR) or instrument flight 

rules (IFR) flight plan or on an international Civil Aviation Organization (ICAO) flight plan; or in 

accordance with a Bureau approved flight plan program; or in accordance with an OAS 

Director approved vendor flight program specified in a DOI procurement document. FAA flight 

plans may be supplemented by agency flight plans and the administrative tracking and 

notification procedures specified in the National and Geographic Area Mobilization Guides. A 

qualified flight manager (per OPM-04) will be assigned to perform the administrative functions 

and assure a briefing is given to the pilot and a pre-flight safety briefing is given to the 

passengers (reference National Interagency Mobilization Guide Chapter 20 for specific 

responsibilities). A 9400-1a Form or other Aircraft Flight Strip (per Dispatch SOP) will be 

utilized to provide dispatch with the appropriate aircraft and pilot information, a passenger 

manifest, and an estimated time of departure and arrival.

Special Use Activities: Agency flight plans for fire/emergency mission flights will be 

documented on the Aircraft Flight Strip (per Dispatch SOP) and/or Resource Order. Agency 

flight plans for non-fire/non-emergency mission flights will be documented on the 9400-1a 

Flight Request/Schedule (or equivalent), Aircraft Flight Strip (per Dispatch SOP) and/or PASP. 

The flight manager and the pilot will plan the mission together. Approval to conduct nonfire/non- emergency mission flights is required prior to flight (see NAP 4.3.2). Elements to be 

considered are:

• Type of mission

• Environmental conditions – departure point, route, destination

• Time frames

• Logistics – fuel, landing areas, equipment, support crew

• Communications

• Airspace, flight hazards

• Aircraft and/or Pilot carding requirements (i.e. ACETA, Low-Level, etc. reference 

OPM- 29)

Alaska Supplement, Special Use Activities:

DOI/USFS aircraft utilized for Special Use missions must have a current Aircraft Data Card 

onboard issued by OAS or USFS. This card certifies that the aircraft has been inspected and 

approved by either OAS or USFS and meet all FAA and agency equipment and maintenance 

requirements. Approvals for the specific intended mission must be indicated. If the aircraft 

does not have a card, the card has expired, or is not approved for the intended mission, no

flight will occur. Consult local Aviation Manager.
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Special Use Activities

Special Use flight operations are operations that involve the utilization of airplanes and helicopters 

which are not point-to-point flight activities, and which require special control measures due to their 

inherently higher risk. For additional information, reference Special Use activities for Manned 

Aircraft (OPM-29).This may require deviation from normal operating practices where authorized 

by OAS. Special pilot qualifications and techniques, special aircraft equipment, and personal 

protective equipment are required to minimize risk to personnel and property. These activities 

include:

Low level flight (within 500’ ofthe surface Vessel Landings

Mountain Flying (helicopter) Water Landings-floats or hull

Reconnaissance (within 500’ ofthe surface Wheel Operations on UnpreparedAreas

Animal Darting Offshore Platform Landings (helicopter)

Air Tactical Group Supervision Animal Eradication

Toe-in, Single-skid, and Step-out Landing Animal Gathering/Capture

Cargo Letdown Net Gunning

External Load < 50’ line (helicopter) Aerial Ignition

External Load > 50’ line (helicopter) Night Vision Goggles

Rappel Smokejumping/Paracargo

Short-haul Water/Retardant Application

Note: Future flight activities may be developed which should also be identified as special 

use. If a question exists, the applicable BLM State Aviation staff or Unit Aviation Manager 

should be consulted.

5.9 Flight Following (See also National Interagency Mobilization Guide Chapter 50 and

Interagency Standards for Fire and Fire Aviation Operations Chapter 16)

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.

Alaska Supplement, Sterile Cockpit:

"Limiting communications and actions within the cockpit to only those required for safe 

maneuvering and traffic separation". This means communications with dispatch, ground 

personnel, and other aircraft concerning anything other than mission information is prohibited. 

Pilots will always be afforded the opportunity to maneuver the aircraft safely without undue 

physical or mental interference. This is especially important during approach/departure and 

take-off/landing phases. A sterile cockpit will be maintained within 5 miles radius of controlled 

and uncontrolled airports.
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A sterile cockpit will also be maintained during approach and departures at remote helispots 

and airstrips for a time period specified by the pilot.

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.

Point-to-Point Flight following is accomplished by an authorized flight plan as outlined in 

NAP 5.8. Aircraft on FAA IFR flight plans are continuously tracked via radar. Radar tracking 

for VFR traffic is not guaranteed, but is available when requested if the controller workload, 

terrain, and operating altitude allow coverage. The designated flight manager will confirm that 

the pilot has filed and activated an authorized flight plan and performs several functions 

associated with the agency flight plan. When utilizing an FAA VFR flight plan or agency flight 

plan, the pilot or flight manager will notify Dispatch upon departure, arrival at any interim stops, 

and arrival at the final destination to close out resource tracking. The flight following method is 

documented on the Flight Strip or 9400-1a Form.

Mission Flight Following is accomplished by flight crews and agency dispatchers using 

positive two-way communication (agency radio systems, satellite telephones, satellite texting), 

via the internet-based Automated Flight Following (AFF) system, or by agency personnel on 

the scene of an incident or project where the aircraft is operating.

The method of flight following for fire incidents is documented on an aircraft resource order or 

in a Dispatch Center’s Mobilization/Operating Guide. The method for flight following non-fire 

missions will be documented in a PASP and/or 9400-1a (or equivalent).

Agency Flight Following: begins with providing the departure time, souls on board (total 

personnel on the aircraft), quantity/duration of fuel, and heading to next check-in point. 

Position reports during a mission normally include the aircraft call sign, latitude, longitude, and 

heading. The default standard check-in for flight following is 15 minutes. If this is not possible, 

reporting frequency must be established and briefed prior to the mission and position reporting 

shall not exceed one hour intervals under normal circumstances (reference 351 DM 1.4.B). If 

the 15 minute time limitation is to be exceeded, prior approval by the SAM is required 

(reference 9400.45.C.2.a).

• In certain circumstances, a position report may be given by some other descriptive 

location, such as reference to a mission grid-square map, a prominent known landmark, 

etc.

• Flight following may be conducted by FAA air traffic control if the mission flight is 

operating within Class B, C, or D airspace, and with prior notification to dispatch.
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• Position reports and tactical radio transmissions should not be given when operating 

within five miles of an airport in the “sterile cockpit” environment.

The BLM standard format for aviation operations is Degrees and Decimal Minutes (DDD o 

MM.MMM’). Reference BLM NAP Appendix 3 for additional details. Utilization of the correct 

format must be discussed between dispatch and the flight crew to assure accurate navigation. 

Local/on-scene Flight Following: Local flight following by incident or project personnel may 

be implemented and utilized only when certain requirements are met and in place (reference

SHO 4.II.E.2):

• Local flight follow procedures pre-identified and approved in the 9400-1a or PASP for 

project operations and in conjunction with Dispatch for tactical operations.

• Flights following procedures and responsibilities have been addressed in pre-flight 

briefings.

• Methods of flight following are in place and tested, including mandatory

communication between designated flight following personnel and dispatch before 

flight operations begin. Positive communication with Dispatch must be maintained 

continuously during the operational period.

• A positive, clean “hand-off” must occur between dispatch and the project site when

local flight following begins and ends.

• Backup/alternate communication devices are in place, available and tested.

• A reporting interval not to exceed fifteen minutes (or continuous visual contact)

is maintained, and the location/status documented on a field radio log.

• Emergency accident and lost communication procedures must be briefed and 

understood by project flight following personnel, the pilot, flight manager, and

dispatch.

Automated Flight Following (AFF): AFF is the preferred method of agency flight following by 

Dispatch Centers since the aircraft N-number/identifier, position, speed, and heading of each 

AFF-equipped aircraft is graphically depicted every two minutes. The ability to resume radio 

flight following will be maintained and utilized in the event the AFF system ceases to function 

(i.e. agency network internet connection failure or aircraft AFF transmitter failure). Reference 

the National Interagency Mobilization Guide, Chapter 50 for specific direction regarding AFF.

Alaska Supplement, Flight Following:

All flights require documentation. 

Flight following is a safety and operational requirement of the Department of the Interior (352

DM 1.9G), Bureau of Land Management National Aviation Plan, and BLM Manual 9400.45C. 

Flight following arrangements must be made clear to the dispatch office at the time the aircraft 

order is placed. Flight requests and flight following logs will be maintained and stored by the 

dispatch office responsible for the flight. These records will be kept on file for a period of three 

years. 

Central to the tools used for flight following in Alaska, BLM (Alaska Fire Service) and its 

cooperators utilize the Alaska-based teletype system (TTY). Dispatch centers and aircraft 

bases both fixed and rotor wing, use the TTY to announce the opening and closing of these 
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facilities and relay information regarding flight progress and position. The TTY typically is 

used to announce the departure of a flight, vital mission information, progressive time-based 

position reports, and the arrival at the destination. Details of TTY syntax and use can be 

found in various dispatch center operations plans, AFS Ramp Standard Operating 

Procedures, and AFS Helibase Operations Guide.

For those aviation activities occurring at remote field camps, local flight following may be more 

appropriate. In these cases, the flight following method will be documented in the project plan 

and flight following logs will be maintained daily and kept for three years.

There are two (2) approved standard methods of flight-following; each method has 

specific requirements to allow flexibility in accommodating mission needs.

The approved standard methods of flight-following are:

• Automated Flight Following - AFF is the preferred method for contracted and fleet 

aircraft. The ability to resume radio or satellite phone/texting will be maintained 

should the AFF system cease to function. Aviation Dispatchers will check AFF and 

record aircraft position information at 30-minute intervals or less.

• Instrument Flight Rules - An IFR flight plan filed with FAA.

The chosen method of flight following must be documented on the e-FRSS request.

Note: FAA VFR flight plans and agency flight plans must be accompanied by a call to an 

agency dispatch office immediately prior to departure, as soon as practical after landing for 

each leg, and before any deviations.

Note: If you are unable to contact your dispatch center via the predetermined flight following 

method, a call may be placed to an FAA Flight Service Station (FSS) to relay the information 

to the appropriate dispatch center. FSS does not provide flight following services.

Local/On-Scene Flight Following

Local flight following by incident or project personnel may be implemented and utilized when 

certain requirements are met and in place:

• Procedures are outlined in the approved e-FRSS or PASP.

• Procedures and responsibilities have been addressed in pre-flight briefings.

• Flights following methods have been tested to include communication between

field flight following personnel and dispatch prior to commencing flight operations.

• Positive communication between dispatch and field personnel must be maintained 

continuously during the operational period.

• A positive hand-off must occur between dispatch and field personnel when local 

flight following begins and ends.

• Back-up/alternative communication devices are in place, available, and tested.

• A reporting interval not to exceed 15 minutes (or continuous visual contact)is 

maintained and the location/status documented on a field radio log.

• Emergency accident and lost communication procedures must be briefed and 

understood by all parties involved.

Non-Standard Flight Following

In Alaska, many flights occur in remote areas where radio communications are limited or 
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impossible. In these situations, the requirement for check-ins may not be realistic. In such a 

case, non-standard flight-following may be approved, this approval will be from the State 

Aviation Manager and the dispatch center will be consulted. The non-standard flight following 

will be described in a Project Aviation Safety Plan. Pilots will follow their flight plans and make 

position reports in the time interval as agreed. Any change in Flight Plan will be reported to the 

dispatch center. If the one-hour reporting time interval is exceeded, or anticipated to be 

exceeded, prior approval by the State Aviation Manager is required (351DM 1.4).

Non-standard flights following alternatives that may be used are:

• Establish a time with dispatch when check-ins will occur.

• Establish a round robin (check in-check out) flight plan with Dispatch.

• When operating in remote field camp settings, a prearranged flight-following plan 

which may include check-ins or round-robin plans filed with the base camp. (See 

Local/On-Scene Flight Following).

It is critical to understand that Bureau regulations regarding overdue aircraft require specific 

actions. A radio/communications search and documentation will begin when an aircraft is 

overdue from a scheduled check-in or an arrival time at a particular destination. Once an 

aircraft is overdue by one hour or fuel duration has been exceeded, the aircraft is declared 

missing and a physical search is to begin. The office responsible for the operation of the 

overdue aircraft will be billed for the costs of the search, including personnel overtime and 

any aircraft used.

BLM aircraft operations conducted under an agency (not IFR) flight plan will require a 

dispatcher to be on duty until the aircraft operations are concluded unless prior to the flight, 

other flight initiation arrangements have been identified. For BLM point-to-point flights 

between two Alaska Fire Service stations, a dispatcher will be on duty at the departure point 

until the aircraft is en route and communications with the aircraft are handed off to an office en 

route or to the final destination point. A dispatcher will remain on duty at the destination point 

until the aircraft has arrived. An agency dispatcher is not required to be on duty if an IFR plan 

has been filed with FAA.

Dispatcher and fueler overtime for extended BLM projects involving multiple flights and/or 

overtime hours will be funded by the benefitting BLM office. Overtime incurred for the flight 

following and fueling of non-BLM agency aircraft will be billed to that agency through the 

reimbursable process unless other arrangements have been agreed upon in advance.

5.10 Radio Frequency Management/Communications

Bureau of Land Management policies for radio communications are found in the 

Manual Sections: MS-1291 Radio Frequency Authorization Manual, and MS-1292 

Radio Communications.

Do not transmit on a frequency without formal authorization from the authorized radio 

frequency management personnel at the local, state, regional or national levels.
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5.11 Overdue, Missing or Downed Aircraft

An aircraft is considered “overdue” when it fails to arrive within 30 minutes past the estimated 

time of arrival (ETA) and cannot be located. An aircraft is considered “missing” when its fuel 

duration has been exceeded, it has been reported as “overdue” to the FAA and the FAA has 

completed an administrative search for the aircraft without success. If an aircraft is overdue, 

missing, or downed, initiate the Interagency Aviation Mishap Response Guide and Checklist

(NFES 2659). It is critical that the response plan is implemented, followed and documented 

throughout the duration of the event.

5.12 Mishap Response

The Interagency Aviation Mishap Response Guide and Checklist outlines appropriate response 

to a loss of flight following, or an aircraft incident or accident. The plan describes procedures 

and requirements, including initiation of SAR, fire and medical response, notification of OAS

Safety (1-888-4MISHAP) and BLM management. This guide (or equivalent) is specific to each 

Unit and shall be available in all Dispatch Offices (reference 352 DM 3.5). The guide must be 

updated annually by the date established in the state aviation plan. Dispatch Centers are 

encouraged to augment the Interagency Aviation Mishap Response Guide and Checklist with 

additional local protocols and notification procedures and are required to test the Plan at least 

annually through a simulation exercise.

• Timely upward reporting of any confirmed or potential accident or incident is critical. If 

there is any doubt on how any occurrence might be classified contact your: State 

Aviation Manager, National Aviation Safety Advisor or the National Division Chief, 

Aviation (in that order) for clarification.

The Interagency Aviation Mishap Response Guide and Checklist is available at: 

https://www.doi.gov/aviation/library

5.12 Alaska Supplement, Mishap Response:

All mishaps/hazards other than described above document on a "SAFECOM". Send copies to 

OAS Safety and the State Aviation Manager. Follow-up investigation by Air Services Officer or 

Field Office Aviation Manager, collateral duty, is discretionary. Follow-up by State Aviation 

Manager may be requested.

Each dispatch center’s Interagency Mishap Response Guide shall be updated annually by 

April 15.

5.13 Transportation of Hazardous Materials

Transportation of hazardous materials aboard agency contracted aircraft must meet the 

requirements set forth in the NWCG Standards for Aviation Transport of Hazardous Materials 

Transport of hazardous materials aboard commercial aircraft must be in accordance with that 

company’s policy.
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5.14 Invasive Species Control

Aquatic invasive species are easily transported in a variety of ways (i.e. helicopter buckets, 

scoopers, fixed tank helicopters and SEATs utilizing open water sources, fire engines and 

water tenders, and other water handling equipment). Agency personnel should become 

knowledgeable in the preventive measures associated with mitigating the spread of aquatic 

plants and invertebrates. Aviation managers should consult with local unit resource advisors to 

acquire information associated with contaminated water sources, approved water sources, 

cleaning of equipment exposed to contaminated water requirements, and other pertinent 

information.

Work is underway to develop additional guidance and procedures in the cleaning of equipment 

that has been exposed to aquatic invasive. Additional operational guidelines for aquatic 

invasive species can be found in the Interagency Standards for Fire and Fire Aviation

Operations, Chapter 12 and Guide to Preventing Aquatic Invasive Species Transport by 

Wildland Fire Operations

5.15 Fire Chemicals and Aerial Application Policy near Waterways

Interagency policy only allows the use of a product that is qualified and approved for intended 

use. A qualified products list (QPL) is published for each wildland fire chemical type and 

maintained on the Wildland Fire Chemical Systems (WFCS) web site: 

http://www.fs.fed.us/rm/fire/wfcs/index.htm

Personnel involved in handling, mixing and applying fire chemicals or solutions shall be trained 

in proper safe handling procedures and use the personal protective equipment recommended 

on the product label and safety data sheet (SDS). The SDS for each approved fire chemical 

can be found on the WFSC web site. (SDS) 

For operational guidelines on use of fire chemicals and the Policy for Delivery of Wildland Fire 

Chemicals near Waterways, reference the Interagency Standards for Fire and Fire Aviation

Operations, Chapter 12.

5.15.1 Stormwater Pollution Prevention Planning

Airtanker bases shall have appropriate spill containment measures in place. Bases should 

refer to the Stormwater Pollution Prevention Plan (SWPPP) for Best Management Practices 

(BMP’s) and procedures for their specific base. Consult with the local hazmat specialist on 

requirements. SWPPPs will need reviewed/updated annually and SWPPP training conducted 

for airtanker/SEAT base personnel.

5.16 Search and Rescue (SAR) (See also BLM NAP 3.14) 

Agency line officers, managers or an incident commander may direct agency personnel to 

participate in SAR aviation missions on or over public lands.
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• All personnel involved with SAR operations should remain within the scope of their 

employment.

• Proper planning, risk assessments, and briefing the mission prior to an eventwill 

significantly reduce risk and improve the odds of success. 

• SAR operations could lead to actions in conflict with DOI policy (reference BLM NAP 5.6

Emergency Exception to Policy).

• DOI policy (900 DM 1.10 and BLM H-1112-1.40.C) and the Federal Land Policy and 

Management Act (43.U.S.C. 1742) provide authority to incur expenses and to take a 

temporary lead role in any SAR emergencies in which immediate and quick response 

can save lives.

5.17 Large Airtanker (LAT), Very Large Airtanker (VLAT) and CL-215/415 (Scoopers) 

Operations

Airtankers are a national resource and their primary mission is initial attack. GACCs mobilize 

these aircraft according to National and Geographic Area Mobilization Guides. In addition to 

federally contracted airtankers, military airtankers with the Modular Airborne Fire Fighting 

System (MAFFS) and cooperator aircraft may be utilized to supplement the federal fleet 

through established agreements.

Operational considerations concerning LAT, VLAT and Scoopers can be referenced in the

Standards for Aerial supervision SAS. 

5.17 Alaska Supplement, Airtanker Operations:

Airtanker dispatch, ordering, and operations are conducted according to AICC and National 

Mobilization Guides. The Air Tanker Base Manager supervises ground operations in 

accordance with the NWCG Standards for Airtanker Base Operations 

District Supplement: Local Unit Large Airtanker use, base facilities, staffing, etc. (if any)

5.18 Airtanker Base Operations

The airtanker base manager and/or fixed base manager supervise ground operations in 

accordance with the NWCG Standards for Airtanker Base Operations

The NWCG Standards For Airtanker establishes qualifications, certification and currency 

requirements for BLM..

5.19 SEAT Operations

SEATs are a national resource and their primary mission is initial attack. Mobilization is managed by 

dispatch centers with support by a national SEAT coordinator and aviation managers. Operational 

considerations concerning SEATs can be referenced in the 

BLM Nationally Funded SEAT SOP’s, NWCG Standards for Airtanker Base Operations and the SAS. 

SEAT Manager (SEMG) responsibilities are outlined in the NWCG Standards for Airtanker Base 

Operations and their training and currency requirements are contained in NWCG PMS 310-1. 
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Utilization of remote/satellite SEAT bases must be in compliance with NWCG Standards for 

Airtanker Base Operations requirements.

5.20 Foreign Airtanker Operations

The National Interagency Mobilization Guide identifies procedures for ordering foreign 

airtankers. Requests for foreign airtankers will be ordered through the GACC and forwarded on 

to NICC. In accordance with 351 DM 2.3.C all airtanker make and models, regardless of 

nationality, must be Interagency Airtanker Board approved. Each aircraft and pilot(s) will be 

issued Letters of Approval per the procedures outlined in 351 DM 4.1 and 351 DM 4.4 and the 

National Interagency Mobilization Guide. Operations of foreign airtankers will be consistent 

with the procedures outlined in the (SAS). 

5.20.1 Water Scooper Operations

Scooping operations may be conducted by single engine or multi engine water scoopers. 

Operational considerations can be found in the (Standards for Water Scooping Operations) and 

appropriate water scooper contract. Currently the USFS is the host for the multi engine water scooper 

contract, with the BLM as the host for the National on-call Fire Boss contract. 

Local Units and States should incorporate water scooper planning into local unit aviation plans and 

state aviation plans. 

Coordination of water scoopers is done at the National, Geographic, State, and local units.

Both multi engine and single engine water scoopers must have an aircraft manager identified. SEMGs 

(or ATBMs) may manage up to 4 aircraft if co-located out of the same location.

5.21 Air Attack, ASM and Leadplane Operations

These air tactical resources conduct operations in accordance with the IASG and the policies 

and procedures prescribed in the Interagency Standards for Fire and Fire Aviation Operations. 

Dispatch and ordering procedures are accomplished in accordance with the Geographic Area 

and National Interagency Mobilization GuideThe IASG, Aerial Supervision Logbook and 

associated forms are located on the NWCG website: http://www.nwcg.gov/publications

Aerial supervision resources will be dispatched, when available, for initial and extended 

attack to enhance efficiency and safety of ground and aerial operations. The rapid response 

speed of aerial supervision aircraft is critical to maximizing initial attack safety, 

effectiveness, and efficiency. This includes responding to incidents outside of the dispatch 

zone and GACC boundaries.

The IROC status of BLM exclusive use air attack aircraft and personnel will be updated daily a 

GACC available. Aircraft and personnel will be released from incident at the end of each day 

to be available for IA the following day.
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In accordance with NAP 2.5 (FMO Duties) BLM Exclusive Use aircraft will be staffed for 

seven-day coverage throughout the contract period. Regular Agency employees should be 

prioritized ahead of Casual (AD) Hires to staff the aircraft in the event the assigned agency 

employee is not available (days off, etc.).

Air tactical aircraft must meet the avionics typing requirements listed in the SAS and the pilot 

must be carded to perform the air tactical mission.

The BLM Air Attack Program is managed by the BLM Air Attack Program Manager. This 

position will provide oversight for operational and strategic movement of national funded 

Exclusive Use ATGS Aircraft in coordination with the National/Geographic Area Coordination 

centers to optimize response efficiency and effectiveness during all planning levels.

• The BLM Air Attack Program Manager or designated Fixed-wing Coordinator GACC rep 

shall be consulted on all orders outside of the hosting GACC.

o Factors that should be considered include but are limited to:

1. Closest resource

2. Days off schedule

3. Continued GACC and local coverage

4. Scheduled maintenance

5. Pilot schedules

6. Weather and Fire Behavior Forecast

• Closest resources apply to all immediate fire responses. This does not include GACC 

aviation preposition orders on Regional support codes.

5.21 Alaska Supplement, Aerial Supervision Module (ASM) Operations:

ASM dispatch and ordering is accomplished in accordance with AICC and National 

Mobilization Guides. ASM operations are performed according to the Interagency Aerial

Supervision Guide, and the policies and procedures prescribed in the Interagency Standards 

for Fire and Fire Aviation Operations. 

Air Tactical Operations

Air Tactical operations are performed in compliance with the Interagency Aerial Supervision

Guide, and the policies and procedures prescribed in the Interagency Standards for Fire and 

Fire Aviation Operations. 

5.21.1 Aerial Supervision Personnel

Personnel associated with aerial supervision will be trained to the standards in NWCG PMS 

310-1 and the IASG. Training and qualification requirements for ASM crewmembers are 

defined in the IASG. Individuals performing duties as an AITS or ATP must be certified and 

authorized by the BLM NAO. AITS’s will match days off with the ATP on the aircraft they are 

an aircrew member on. This is for the purpose of maximizing aircraft and crew availability.

ATGS training and currency requirements are contained in NWCG PMS 310-1. However, 

additional currency requirements for BLM ATGS are defined in the IASG. The ATGS Cadre 

monitors and coordinates ATGS personnel and training at the GACC level and coordinates 

with National Program Managers, SAMs, GATRs, and the ATGS Cadre Chair.
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Personnel who are performing aerial reconnaissance and detection will not perform aerial 

supervision duties unless they are fully qualified as an ATGS and the aircraft is equipped and 

carded for air tactical operations (reference BLM NAP 5.27.2&3 for additional information on 

aerial observation).

5.22 Helicopter Operations

All BLM helicopter operations must be accomplished in accordance with the NSHO, 

unless otherwise waived by the NAO and/or the aircraft contract.

The applicable hover out of ground effect (HOGE) chart will be used to determine payload 

limits for all BLM helicopter operations for the first time landing into remote landing sites, or 

when the pilot deems that environmental conditions warrant use of HOGE chart.

BLM Exclusive Use contracted helicopters must meet the daily minimum staffing levels defined 

by NSHO (Chart 2-4), except for weather and 1 hour call back.

Utilization of the R-44 helicopter: Utilization of this model of helicopter shall be addressed in 

the State Aviation Plan. Additionally, the aircraft user shall review OAS Safety Information 

Bulletin NO. 05-02 “R-44 Helicopters” prior to ordering. This IB is located at: 

https://www.doi.gov/sites/doi.gov/files/migrated/aviation/library/upload/IB_2005-02.pdf

National BLM approval is required for new program requests to host the following:

• Cargo Letdown

• Short-Haul

• Rappel

• Fast Rope

• Single-Skid, Toe-in, and Hover Exit/Entry (STEP)

Requests for approval are initiated by a State Office to the NAO with the final approval made 

by the aviation division chief. The “BLM Aviation Enhancement Application Form” has been 

developed for these requests (reference BLM NAP 3.23).

5.22 Alaska Supplement, Helicopter Operations:

Helicopter operations, both fire and non-fire, are performed in compliance with the NWCG 

Standards for Helicopter Operations (NSHO). Any proposed utilization of the Robinson R-44 

helicopter must be accompanied by a briefing from the local UAM and will include DOI AM 

Information Bulletin 05-02. 

5.22.1 Helitack

All helicopter personnel responsibilities are outlined in the NSHO. CWN Helitack training and 

currency requirements are contained in the NWCG PMS 310-1 to include the Federal Wildland 

Fire Qualifications Supplement. Exclusive use helitack minimum crew staffing, training and 

currency requirements are contained in the Interagency Standards for Fire and Fire Aviation

Operations. Each unit hosting an exclusive-use helicopter is responsible for providing essential 

management, overhead, equipment, facilities and the resources necessary to fully support the 
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helitack crew.

Host Units are encouraged to increase Helitack Crew size minimum requirements to enhance 

operational efficiency. Recommended staffing levels:

• Type 3 helicopter – 9 helitack personnel

• Type 2 helicopter – 17 helitack personnel

Hoverfill: BLM Exclusive Use helicopter crews’ and aircraft may be allowed to utilize Hoverfill 

operations. Before an Exclusive Use Helitack Program utilizes hover fill operations, training, 

risk management, and operational procedures, must be outlined and approved within their Unit 

Aviation/Helitack Operations Plan.

Helicopter Emergency Longline Last Option (HELLO)

The HELLO mission is defined as transporting a critically injured person from an otherwise 

inaccessible location using a helicopter longline. HELLO, is considered a last resort option, 

when other methods are unavailable or cannot respond in the necessary time frame for life 

preservation. HELLO, can be considered, unitizing available resources in the field, to perform 

such a rescue, when faced with this type of life-threatening situation HELLO should be 

performed by exclusive use helicopter programs if possible. The ultimate goal is to get a 

critically injured patient to definitive care (hospital) by the quickest means available.

HELLO supporting documents can be referenced at: 

http://www.blm.gov/nifc/st/en/prog/fire/Aviation/Airops/Helicopters.html

Fire Helicopter Program Strategy:

The fire helicopter program strategy attempts to lay out a path forward into the future for the 

BLM’s helitack programs. Some of the items identified in the strategy are:

• Helitack crew size adjustments to realize the full capability of contract helicopters

o Type 2 helicopter crew staffing at 17

o Type 3 helicopter crew staffing at 9 

• Part 27 or Part 29 twin engine helicopter into the helitack fleet

• Expand Type 1 Helicopter Program with the addition of 1-2 aircraft.

• Creation of a national helitack standard Operating Procedures (SOP) document

 5.22.2 Single Skid, Toe In, and Hover Edit/Entry (STEP)

All STEP approved BLM EU Helitack programs should outline STEP operations in their local 

aviation plans and adhere to the policies and procedures outlined in OPM-40. Exclusive Use 

Helicopter programs interested in implementing a STEP program must follow the steps for new 

program requests in 3. 23..

5.22.3 Cargo letdown

BLM cargo letdown will be conducted in compliance with the BLM Cargo Letdown Operations 

(reference BLM NAP Appendix 6). BLM personnel involved in cargo letdown operations shall 

record initial and recurrent training on the BLM Cargo Letdown Trainee Qualification Record 

(reference BLM NAP Appendix 6).

5.22.4 Type-1 Helicopter Mobilization

The BLM Type 1 Helicopter Program has a primary mission of initial attack. While most 
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effective at providing rapid initial response, the crew is well equipped to respond to extended 

attack incidents and critical need missions on large fires. Extended attack incidents that utilize 

the crew to fill critical positions, should immediately order replacement personnel for those 

positions in case the aircraft and crew are reassigned. BLM States may request to preposition 

the helicopter and crew, either directly to the BLM State Duty Officer hosting the crew, or 

through the National Duty Officer (208-387-5876) followed by a resource order placed through 

the established dispatch channels.

5.23 Aerial Ignition Operations

Aerial ignition operations and projects are accomplished in accordance with the NWCG 

Standards for Aerial Ignition

The DOI On-Call Small Helicopter contract provides for vendor supplied helitorch equipment 

and mix/load personnel. If a vendor supplied helitorch operation is desired, the CO must be 

contacted prior to ordering. The CO will negotiate the helitorch services pricing.

5.24 Wild Horse & Burro Operations (WH&B)

Wild Horse and Burro operations will be conducted in accordance with the BLM WH&B

Aviation Management Handbook H-4740-1, the DOI OPM-33 and NAP 4.3.2 Project Aviation 

Safety Planning, if conducted as a flight service contract (reference NAP 3.9 for End Product 

contract procedures). 

5.25 Aerial Capture, Eradication and Tagging of Animals (ACETA)

ACETA will be conducted as per the ACETA Handbook and DOI On-Call ACETA contract, if 

conducted as a flight service contract (reference NAP 3.9 for End Product contract 

procedures).

5.26 Smokejumper Operations

Smokejumper dispatch and ordering is accomplished in accordance with the Great Basin, 

Alaska and National Interagency Mobilization Guide. 

5.26.1 Smokejumper Personnel

Smokejumpers: Smokejumper operations are performed according to the Interagency 

Smokejumpers Pilots Operations Guide (ISPOG) and the policies and procedures prescribed 

in the Interagency Standards for Fire and Fire Aviation Operations. 

Smokejumper Pilots: The ISPOG serves as policy for smokejumper pilots’ qualifications, 

training and operations.

5.26.1 Alaska Supplement, Smokejumper Operations (Pilot):

Smokejumper dispatch and ordering are accomplished in accordance with the National 

Mobilization Guide. Operations are performed according to the Smokejumper Pilot Operations
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Guide and policies and procedures prescribed in the Interagency Standards for Fire and Fire 

Aviation Operations Handbook.

5.27 Light Fixed-wing Operations

Fixed-wing dispatch, ordering, and operations must be accomplished in accordance with state 

and unit aviation plans. At minimum flights must meet the requirements outlined in NAP 3.17 

for flight scheduling/operations.

5.27.1 Low-level Flight Operations (Less than 500’ AGL):

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

• Smokejumper/para-cargo

• ASM and lead operations

• Retardant, water and foam application

• Seeding/spraying

• Other missions approved by a PASP (i.e. resource recon <500’ AGL)

Operational Procedures:

• Fixed-wing aircraft and pilots must be specifically approved for low-levelflight 

operations.

• No passengers are allowed. Non-pilot participants must be qualified as Aircrew 

Member.

• 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.

• PPE is required for all fixed wing low-level flights (reference ALSE Handbook). Flight 

helmets are not required for multi-engine airtanker crews, smokejumper pilots, 

Leadplane and ASM flight/aircrew members.

5.27.2 Aerial Observer

The purpose of Aerial Observer 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 describe 

access routes into and out of fire areas for responding units. 

 
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Flights as an Aerial Observer and referenced to as “Patrol or Detection” designation should 

communicate with tactical aircraft only to announce location, altitude and to relay their departure 

direction and altitude from the incident. Training Requirements: Federal Wildland Fire 

Qualifications Supplement. https://iqcsweb.nwcg.gov/sites/default/files/inlinefiles/FedSupplement_2.pdf

 

Only qualified aerial supervisors (ATGS, ASM, HLCO and LPIL) are authorized to coordinate 

aircraft operations in incident airspace and give tactical direction to aviation assets.

 

5.27.3 Non-Fire Reconnaissance

BLM non-fire fixed-wing mission flights require at least one agency person on that flight or at the 

departure/arrival base meet the IAT requirements of Flight Manager. Agency personnel must 

meet IAT requirements for Fixed-wing Flight Manager or NWCG comparable 

position. Reference OPM-04 One Way NWCG Position to IAT Position 

Crosswalk. https://www.doi.gov/sites/doi.gov/files/uploads/opm-04.pdf

5.27.4 Single Engine IFR/Night Flight

For single engine night flight reference 351 DM 1.3. 

5.27.5 Backcountry Airstrip Operations

Reserved

5.28 Law Enforcement Operations (LE)

LE personnel involved in any aviation operation will adhere to DOI and Bureau aviation policy. 

Local LE personnel that are required to utilize aircraft to support LE operations shall discuss all 

aspects of the operation with the UAM or SAM, well in advance of operations. The BLM SAM 

must be briefed on all BLM law enforcement involvement in Short-Haul missions occurring 

within their state. The UAM will review all LE PASPs prior to commencing operations. Line 

officers shall be informed of LE aviation activities within their area of responsibility.

LE personnel involved with aviation activities shall receive and be current in required aviation 

training (NWCG and/or IAT) commensurate with the aviation position they will fill, prior to any 

aviation operations.

LE personnel will utilize aircraft and pilots that have been approved by OAS 

(carded/LOA/MOU) for the intended use.

Aircraft contracted for fire/resource operations are allowed to conduct non-threatening 

surveillance and reconnaissance law enforcement missions only.

• Certain LE operations could lead to actions in conflict with DOI policy; (referenceBLM

NAP 5.6 Emergency Exception to Policy).

• Certain exceptions to policy for undercover Law Enforcement operations are addressed 

in 351 DM 1.6.D. 
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5.29Unmanned Aircraft Systems (UAS) (see also BLM NAP 3.16) 

Minimum Operational Requirements: The following requirements must be met prior to any 

operational use of UAS:

• Approved operations plan: 

o PASP (non-incident, planned project), 

o Flight by notification (non-incident spontaneous flight)

o Fire/Incident: See below

• Airspace authorization (part 107, DOI/FAA MOA, COA, or SGI) 

• Certified Remote Pilot(s) possessing DOI (OAS 30-U) and FAA Remote Pilot certificates

• Certified UAS and current UAS data cards (OAS-36U)

• A NOTAM must be filed for all operations other than standard part 107 flights (400’ AGL).

• UAS NOTAMs are depicted on-line on the Sky Vector website

• Personally, owned UAS model aircraft may not be used by federal agencies or their 

employees.

Interagency Fire/Incident UAS Operations:

• Fire/Incident UAS Operations information is posted on the Interagency Fire UAS Website.

• Questions pertinent to incident UAS Operations or UAS ordering should be routed to the 

UAS Fire Coordinator at 208-387-5335.

• Fire/incident flights shall be conducted in accordance with the NWCG Standards for Fire 

UAS Operations (PMS 515) and the Interagency Standards for Fire and Fire Aviation 

Operations. 

• Flights within a TFR require a Special Government Interest Waiver (SGI). SGI requests 

shall be routed to the FAA via the UAS Fire Coordinator (208-387-5335).

• Cooperators, pilot associations and volunteer aviation groups or individuals may offer to fly 

unmanned aviation missions (aerial surveys, fire reconnaissance, infrared missions, etc.) 

at no charge to the IMTs. Although these offers seem very attractive, we cannot accept 

these services unless they meet FAA, USFS/DOI policy. 

5.30Fleet Aircraft

The BLM currently operates six Fleet aircraft. N49SJ, N190PE, N32PX, N437CC, N618, 

N162GC and N700FW are DOI owned aircraft operated by the BLM.

• N49SJ is a De Havilland DHC-6 Twin Otter; the primary mission is smokejumper 

delivery. BLM NAO provides overall management of the aircraft. The aircraft isassigned 

to the Great Basin Smokejumpers, in Boise.

• N190PE is a Pilatus PC-12; the primary mission is utility and fire logistics support. BLM 

NAO provides overall management of the PC-12. The aircraft is assigned to Alaska Fire 

Service a portion of the year and Boise NAO the balance of that year.

• N32PX is a Cessna 206; the primary mission is as a utility aircraft. The BLM AlaskaOffice of Law Enforcement and Security will have primary use of the aircraft throughthe 

calendar year flown by dual function special agent/ranger-pilots. The management of 

the aircraft will fall under the BLM Alaska Aviation Office with mission management 

under AFO/AKSO and Anchorage Interagency Dispatch Center.

• N437CC is a CubCrafters CC-18-180 Top Cub. The primary mission is as a utility 
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aircraft. The BLM Alaska Office of Law Enforcement and Security will have primary use 

of the aircraft through the calendar year and flown by dual functionspecial

agent/ranger-pilots. The management of the aircraft will fall under the BLM Alaska 

Aviation Office with mission management under FDO/AKSO and Anchorage 

Interagency Dispatch Center. 

• N618 and N162GC are Beechcraft Super King Air B200’s; the primary mission is 

ASM/Lead plane operations. BLM NAO maintains overall management 

responsibility. The aircraft is assigned to the National Aviation Office.

• N700FW is a Quest Kodiak K-100; the primary mission is utility and fire logistics 

support. BLM NAO provides overall management of the K-100. The aircraft is assigned 

to Alaska Fire Service a portion of the year and Boise NAO the balance of that year.

BLM fleet aircraft are operated in accordance with the BLM Fleet Aircraft Standard Operations 

Procedures Guide (reference BLM NAP Appendix 7).

5.31Non-Federally Approved Aircraft

Reference Interagency Standards for Fire and Fire Aviation Operations, Chapter 16 for 

protocols regarding utilization of non-federally approved aircraft in response to federal wildfire: 

http://www.nifc.gov/policies/pol_ref_redbook.html

5.32Snow Operations

All snow operations will be conducted per Departmental Policy. 351 DM1.3 J(4) Snow 

Operations, 351 DM1.6 Special Operations (A) Cold Weather & 351 DM 1.7 Special Use 

Activities.
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6.0 Aviation Training

6.1 General

Aviation training is essential to ensure that BLM maintains a safe and efficient aviation 

operation in pursuit of the Bureaus mission. Aviation users, supervisors, and managers need 

to make certain that they and their employees are knowledgeable of the inherent hazards of 

aviation operations and have been provided the necessary skills, training and equipment to be 

successful conducting aviation operations. There are two separates, but linked, training 

programs for BLM Aviation; NWCG curriculum (fire) and Interagency Aviation Training (IAT) 

non-fire curriculum.

6.1 Alaska Supplement, Aviation Training General:

All Bureau personnel will meet training, currency and experience requirementscommensurate 

with their assigned aviation responsibilities. (Reference: OPM 04, OPM-22 NWCG 310-1, IAT 

Training Guide)

• Instruction

Aviation training will be conducted by personnel approved as Interagency Aviation 

Trainers, OAS Training Specialists, or other approved aviation instructors. Basic and

200 Level aviation courses may be coordinated and presented at the field level. Higher 

level aviation training will be requested through the State Aviation Office, OAS or NIFC.

• Documentation

All aviation training sessions presented at the local level will be documented on OAS106 or similar form and retained in local files. Individual employee training, qualification 

and experience records will be updated annually, and copies will be maintained by the 

employee and their supervisor.

6.1.1 Fire Training and Qualifications

The National Wildland Coordinating Group’s (NWCG) guides the fire and fire aviation 

qualifications. Personnel serving in NWCG positions need only meet the qualification and 

currency requirements required in the National Incident Management System, Wildland Fire 

Qualifications System Guide (NWCG PMS 310-1), or other interagency guidance as 

appropriate (smokejumper spotter, ATS, ATGS, Lead/ASM pilot, BLM Exclusive Use Helitack, 

etc.).

BLM agency-specific qualifications not in the PMS 310-1 can be found in the Federal Wildland

Fire Qualification Supplement. 

6.1.2 Aviation Training for Non-Fire Flight Activities and Positions

The DOI Aviation User’s Training Program (IAT) regulates the “non-fire” aviation training 

requirements for Bureau personnel. Individuals holding a current qualification under the 

Incident Qualification Certification System (IQCS) may also be qualified to perform some 

equivalent non-fire aviation positions under IAT guidelines and do not require additional IAT 

training. Reference: One-Way NWCG Position to IAT Position Crosswalk located within 

Interagency Aviation Training (IAT) Guide. 
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6.1.2 Alaska Supplement Resource Helicopter Manager: A Resource Helicopter Manager is 

responsible for coordinating, scheduling, managing, and supervising non-fire resource helicopter 

operations. Fire Helicopter Manager training and experience requirements are found in the PMS 

310-1 and specific agency and bureau policies. For Resource (non-fire) employees there are two 

options or paths to become a qualified Resource Helicopter Manager, the “A Course Path” i.e. 

Interagency IAT Resource path & the “S-Course Path” ie. NWCG Fire training path. Both 

pathways require the completion of the All Hazards/Resource Helicopter Manager Task Book. A219 is only required for those employees conducting/managing external loads and should be an 

additional endorsement to the Helicopter Manager – Resource qualification.

Regardless of pathway chosen (A or S Course) all training will be documented in IAT. 

Employees seeking Resource Helicopter manager certification/recertification have the 

following IAT options https://www.iat.gov/docs/IAT_Guide.pdf:

· Helicopter Manager – Resource – w/ Task Book (A Course Path)

· Helicopter Manager – Resource – w/ Task Book (S Course Path)

Required Training for Helicopter Manager – Resource – w/ Task Book (A Course Path) Note 

3-year recurrency listed in parenthesis (3).

• A-100 (3) Basic Aviation Safety

• A-107 Aviation Policy and Regulations I

• A-109 Aviation Radio Use

• A-110 (3) Aviation Transportation of Hazardous Materials

• A-112 Mission Planning and Flight Request Process

• A-115 Automated Flight Following

• A-200 (3) Mishap Review

• A-204 Manned Aircraft Capabilities and Limitations

• A-205 Risk Management I

• A-209 Helicopter Operations

• A-218 Aircraft Pre-Use Inspection

• A-219 Helicopter Transport of External Cargo (if applicable)

• A-302 (3) Personal Responsibility and Liability

• A-303 (3) Human Factors in Aviation

• A-304 Aircraft Maintenance

• A-305 Risk Management II

• A-307 (3) Aviation Policy and Regulations II

• A-309 (3) Helicopter Flight Manual

• A-310 (3) Overview of Crew Resource Management (DOI requirement only)

• A-311 Aviation Planning

• Completion and Certification of All Hazard/Resource Helicopter Manager Task Book

For experienced Resource Heli Mgrs who were qualified prior to the requirement of the 

Resource Helicopter Manager Task Sheet/Book, should have UAM’s document training and 

experience on the ICS 225 form or equivalent. 

OR
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Required Training for Helicopter Manager – Resource – w/ Task Book (S Course Path) Note 3-

year recurrency listed in parenthesis (3).

• S-271 Helicopter Crewmember

• S-372 Helicopter Management

• Completion and Certification of All Hazard/Resource Helicopter Manager Task Book OR 

NWCG Helicopter Manager, Single Resource (HMGB) Position Task Book

• RT-372 S course path (3) Helicopter Manager Workshop (to maintain currency)

Training requirements for non-fire aviation positions are located in OPM-4. A description of 

each position and role can be found in the Interagency Aviation Training (IAT) Guide.

For BLM Smokejumper specific non-fire positions reference BLM NAP Appendix 8 (BLM 

Smokejumper Positions to Interagency Aviation Training (IAT) Functional Crosswalk).

Aircrew Member: An Aircrew member is a person working in and around aircraft who is 

essential to ensure the safety and successful outcome of the mission. Aircrew Members are 

required to:

• Be on board or to attend to the loading and unloading of passengers and cargo at all 

landings and takeoffs

• Attend to external loads

• Ensure all passengers have received a safety briefing prior to all flights.

Required training:

• A-100* Basic Aviation Safety (required in classroom for initial training)

• A-110 Aviation Transportation of Hazardous Materials (if involved in transportof 

Hazardous materials)

• A-116 General Awareness Security Training (one time)

• A-200* Mishap Review

*Required every three years

An employee may be authorized to complete the initial Aircrew Member training on-line, on a 

case-by-case basis and at the discretion of the SAM. A written request must come from the 

employee’s supervisor to the SAM explaining why it is not feasible to attend and complete a 

classroom A-100 Basic Aviation Safety course prior to the day of the mission.

BLM requires that personnel involved with helicopter external load operations must comply 

with the following:

• All personnel involved in hover hook ups must complete S-271 Helicopter Crewmember 

or A-219 Interagency Helicopter Transport of External Loads.

• All personnel involved in long line work must be either:

o Currently qualified as a Helicopter Crewmember (HECM) or. 

o Currently qualified as an aircrew member and completed A-219 Units 1-4 & 6.

• Documentation for non-fire personnel, indicating the completion of the required training 

to perform external load work must be maintained at the interagency aviation training 

website: https://www.iat.gov/
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• BLM adheres to the Federal Wildland Fire Qualifications Supplement which requires 

triennial A-219 and A-110 attendance to maintain Helicopter Long Line/Remote Hook 

Specialist (HELR) qualifications.

BLM Pilot – Fleet (2101, 2181 position series) & Incidental/Dual Function:

All pilots will be entered into a pilot training program approved by the BLM Division Chief, 

Aviation.

Minimum pilot training requirements for DOI employee pilots are outlined in OPM-22. 

6.2 Management Responsibility

Supervisors and managers are those individuals that have management or supervisory 

oversight responsibilities for programs using aviation resources for mission accomplishment. 

6.2.1 Supervisory Personnel

A person who supervises employees that use aircraft to accomplish Bureau programs (first and 

second level supervisors. These may include but are not limited to such positions as State Fire

Management Officers and their Deputy/Assistant, District Fire Management Officers, Dispatch

Center Managers, Wild Horse and Burro Program Supervisors and Law Enforcement

Supervisors.

Required Training: 

• *M-3 Aviation Management for Supervisors (initial course either in a classroom or 

online)

• *A-200 Mishap Review

*Required every three years

6.2.2 Line Managers

Line managers are those individuals who are responsible and accountable for using aviation resources to accomplish BLM programs. These may include but are not limited to such positions 

as State Directors and their Deputy/Associate, District Managers, Field Office Managers, Fire 

and Aviation Assistant and Deputy Assistant Directors.

Required Training: 

• *M-3 Aviation Management for Supervisors (initial course either in a classroom or 

online) or. 

• *M-2 DOI Aviation Management for Line Managers briefing

*Required every three years

6.2.3 Aviation Managers at the Local, State and National Level

Individuals with aviation management responsibilities for a unit, state, regional or national level 

and serve as a focal point for aviation services and management. These include such positions 

as unit aviation managers (UAM/UAO), state, regional and national program managers, and 
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helicopter and fixed-wing operations specialists. Aviation Managers must meet the training 

requirements outlined in the IAT Guide

6.2.4 Aviation Contracting Responsibilities COR Training Requirements

BLM CORs and alternate CORs, on BLM exclusive use contracts, are required to have training 

in DOI aviation policy, basic contract administration, and contract performance verification and 

understanding technical aspects of contracts. Initial and recurrent COR training requirements 

can be found in the DOI COR Manual or obtained from AQD contracting officers. CORs are 

required to be registered in the Federal Acquisition Institute Training Application System 

(FAITAS) and be certified as a COR by the Federal Acquisition Institute before performing the 

duties of the position on a DOI contract. FAC-COR initial requests and renewal/maintenance 

requests should be submitted through the Lead Acquisition Official in the State for submission 

to the Bureau Procurement Chief in WO. These should not be submitted directly to DOI. 

http://www.fai.gov/drupal/certification/fac-cor

6.2.5 Contractor and Cooperator Pilot Training

BLM aviation managers at all levels are responsible for assuring that contractors and 

cooperators are provided adequate briefings of mission requirements, standards and 

procedures. This may be accomplished through classroom training, computer-based training, 

simulations, pre-work conferences, aircraft and pilot inspections, pre-flight briefings or other 

appropriate venues.

6.2.6 Pinch Hitter Training

Pinch Hitter training is encouraged to be completed by aviation personnel whose primary job 

requires extended flight time as an aircrew member, spotter, ATGS or reconnaissance duties. 

Requests for training should be routed via your immediate supervisor to your respective State 

Aviation Manager (SAM).

6.3 Instructor Standards

Standards for NWCG Instructors are outlined in NWCG Standards for Course Delivery PMS 

901-1 

Instructors for IAT courses will meet the IAT trainer requirements of the Interagency Aviation 

Training GuideReference: https://www.iat.gov/docs/IAT_Guide_2014_0331.pdf

6.4 Development

The NAO offers an Aviation Leadership Development Initiative (ALDI) opportunity for aircraft 

managers and unit aviation managers. This opportunity is available to GS-7 to GS-9 

individuals who currently have aviation management responsibilities along with an interest in a 

career in aviation management. An Instruction Memorandum is issued periodically informing 

potential candidates of the opportunity and application process. The program runs 

approximately 24-28 months, while maintaining the employees’ current position requirements.

Aviation/Pilot and Pilot Mentor Developmental Program: The NAO has two separate 

Aviation/Pilot Developmental Programs that provide training for employee development in the 

aviation manager and pilot career paths. The objective for these positions is to develop well 

qualified aviation managers and pilot candidates with the necessary skills and background to 
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compete for interagency aviation vacancies at the state and national level. These 

opportunities are for BLM employees that meet the requirements of 351 DM 3.2 and have 

identified career goals in flight operations. These programs are filled on an as needed basis 

and as candidates are identified.
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7.0 Airspace Coordination

7.1 Interagency Airspace Coordination

Interagency airspace coordination is accomplished through the Interagency Airspace 

Subcommittee (IASC) charted under the NIAC. Guidance and education is provided through 

the NWCG Standards For Airspace Coordination (IACG).

7.2 Flight Planning, Hazards and Obstructions

It is the pilots’ responsibility to plan the flight. It is the flight managers’ responsibility to provide 

information to the pilot for the project area and mission objectives. It is the aircraft dispatcher’s 

responsibility to inform the aircrew of “boundary airspace” issues and coordinate with 

neighboring dispatch centers (reference Airspace Boundary Plan, this chapter). State/districts 

are responsible to develop area flight hazard maps or planning tools that are posted at: 

operating bases, aircrew briefing packages, and dispatch office. The following hazards or 

locally significant areas should be depicted:

• Military Airspace – Warning Area (WA), Restricted Area (RA), Military Operations Area 

(MOA), Alert Area (AA), Prohibited Area (PA), Military Training Routes (MTRs), 

Controlled Firing Areas (CFA), Slow Routes (SR), Aerial Refueling Routes (ARs) and 

Low Altitude Tactical Navigation (LATN) Areas.

• Airspace – Class B/C/D and National Security Areas

• Airports/airstrips – public and private, military

• Dispatch zone boundaries

• Parachute, hang glider, rocket, model airplane operating areas

• Towers over 200 feet. Other towers as locally determined significant

• Wires – Major transmission lines, other lines determined locally as significant (wires 

crossing – canyons, rivers, lakes, near airports)

• Update/Revision date

7.2 Alaska Supplement, Flight Planning, Hazards and Obstructions:

Airspace coordination: Identify if projected flight paths/project area involves military Special 

Use Airspace and/or Military Training Routes (MTRs), or Low Altitude Tactical Navigational 

Areas (LATN). Mission planning involving Military Airspace shall include “Risk Management 

Considerations.”

• Daylight: All aircraft are limited to flight during daylight hours except for those 

certified for IFR with IFR rated pilots. Daylight hours are defined as 30 minutes before 

official sunrise to 30 minutes after official sunset, or in Alaska during extended twilight 

hours when terrain features can be readily distinguishable for a distance of at least 

one mile. Refer to the Civil Twilight chart for your specificarea.

.

• Weather/Visibility: The pilot must evaluate known and predicted weather conditions 

prior to flight, avoid thunderstorms and cancel/postpone/terminate flights when 

weather or visibility warrant.
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• Cold Weather: Flight operations with single-engine aircraft shall not be conducted 

when surface air temperature is -40°F or colder.

• Wind: Helicopter operations will cease whenever wind exceeds limitations in the 

aircraft flight manual. If no limitations exist, the following will apply:

Below 500’ AGL

• Type III: 30 knots or max gust spread of 15 knots

• Type II: 40 knots or max gust spread of 15 knots 

Above 500’ AGL

• All types: 50 knot winds

District Supplement: Provide information on local unit aviation hazards; include hazard map in 

appendix or provide a reference as to where the map can be accessed and reviewed.

7.3 Fire Traffic Area (FTA)

The FTA provides agency communication protocol through a standardized structure to 

enhance air traffic separation over wildfire or All-Risk incidents. The structure emphasizes 

established communications, clearances and compliances. See the IASG Chapter 4 for details:

7.4 Temporary Flight Restriction (TFR)

In order to enhance safety during an incident, the FAA may be requested to issue a TFR that 

closes the airspace to non-participating aircraft (with some exceptions). While there are 

currently nine different types of TFR’s, the most commonly issued TFR for wildfire is 14 CFR 

91,137 (a) 2 which is explicit as to what aviation operations are prohibited, restricted or 

allowed. Aviation Managers requesting a TFR should be familiar with the ordering procedures, 

coordination protocol and exceptions that are outlined in Chapter 6 of the NWCG Standards 

for Airspace Coordination TFR’s are not authorized by the FAA for resource management 

projects. A NOTAM D may be requested through the aircraft dispatcher at a local GACC who 

will contact the local Flight Service Station (FSS).

Non wildfire TFRs are under the jurisdiction of the FAA. All participants involved with an “all 

risk” TFR should be acquainted with the FAA’s publication “FAA Airspace ManagementPlan 

for Disasters” located at: Airspace Coordination

Presidential TFR’s (91.141) involve a set of 30 nautical miles and 10 nautical miles Temporary 

Flight Restrictions. Flights within the Presidential TFR’s require coordination well in advance of 

the TFR implementation. For further information, contact a qualified Airspace Coordinator.

7.5 National Firefighting Aircraft Transponder Code (1255)

The FAA has provided the 1255 transponder code as the national designation for firefighting 

aircraft. It is not agency specific. The code must be utilized by aircraft responding to and 

operating over fire incidents supporting suppression operations unless otherwise directed by
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air traffic control (ATC). It is not to be used for repositioning or during cross-country flights. It is 

authorized specifically for firefighting and is not to be used for FEMA or all-risk disasters.

7.6 Airspace Boundary Plan

When resources are dispatched by multiple units to an incident or area that shares a common 

boundary, care should be taken to ensure safe separation and communication of responding 

aircraft. Boundary Plans should be prepared that focus on a 10 NM wide “neutral airspace” 

corridor for mutual or exchanged initial attack area’s or zones. Agencies conducting flight 

activity within the boundary corridors should implement notification procedures to adjoining 

agencies and cooperators (reference NWCG Standards for Airspace Coordination Chapter 7 

for details).

7.7 Airspace Deconfliction

While the word “deconflict” is not in the dictionary, it is a commonly used aviation term 

describing the process of reducing the risk of a mid-air collision or a TFR intrusion. Airspace 

deconfliction should occur for both emergency response and non-emergency aviation 

activities.

Deconfliction can be accomplished through the following measures:

• Pilots must obtain all information pertinent to flight before flying. This is accomplished by 

obtaining a briefing from the FAA through the Flight Service Stations. This is the official 

source of NOTAM information.

• Dispatching units may obtain scheduling information from DOD units that have special use 

airspace or military training routes and share this information as “hazards” information on 

the resource order when the aircraft are dispatched. For non-emergency flights, 

information may be shared through common communication protocol.

• A variety of aviation Internet websites are frequently used for obtaining airspace 

information, the user must be aware of any disclaimers regarding the timeliness of the 

information posted. The FAA’s U.S. NOTAM office provides current TFR information 

through DOD Internet NOTAM Service (DINS) at

https://www.notams.faa.gov/dinsQueryWeb/ and http://www.faa.gov

7.8 Airspace Conflicts

Aviation personnel have a responsibility to identify and report conflicts and incidents through 

the Interagency SAFECOM System to assist in the resolution of airspace conflicts. When a 

conflict or incident occurs, it may indicate a significant aviation safety hazard. Conflicts may 

include near mid-air collisions (NMAC), TFR intrusions, and FTA communication noncompliance. Further guidance is available in the NWCG Standards for Airspace 

Coordination Chapter 8.
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7.9 Operations along Foreign Borders

All aircraft operations along border patrol zones require coordination with the U.S. Border 

Patrol. The Dispatch Centers with foreign border zones will have an operational plan detailing 

the coordination measures with the U.S. Border Patrol Air Marine Operations Center (AMOC). 

All pilots and aircrews will be briefed about border zone flight procedures.

7.10 Airspace Agreements – Memorandums of Understanding

When Special Use Airspace (SUA’s), MTR’s, Slow Routes (SR’s), or Aerial Refueling Routes 

(AR’s) are located over public lands administered by BLM or in areas frequently utilized for 

flight operations (fire or non-fire), the BLM should consider instituting an agreement with the 

appropriate DOD entity that schedules the airspace. Airspace agreements provide DoD and 

local agency dispatch centers and aviation managers with a tool that shares contact 

information and defines protocols for time-critical airspace deconfliction, response 

coordination, and resolution of issues.

A template and sample format is provided in the NWCG Standards for Airspace Coordination

Chapter 12. 

7.11 Emergency Security Control of Air Traffic (ESCAT)

ESCAT may be implemented due to an air defense emergency as directed by the North 

American Aerospace Defense Command (NORAD). NWCG Standards for Airspace 

Coordination Chapter 4.
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8.0 Aviation Security – Facilities/Aircraft

8.1 Aviation Security Policy

The policies and procedures in this chapter are intended to make the theft of BLM owned or 

operated aircraft more difficult and time consuming and therefore an unattractive target to 

potential criminals or terrorists. The BLM security program includes the following elements:

Department of Interior Security Policy: Departmental Manuals 444-1 and 352 DM 5 set forth 

the security requirements for all DOI aviation facilities and assigned aircraft. Reference DOI 

Aviation Security Policy 352 DM 5: http://elips.doi.gov/ELIPS/DocView.aspx?id=1107

Scope and Applicability

• To the extent applicable, the policies and procedures established herein are intended to 

supplement the minimum physical security standards detailed in 444 DM 1, Appendix A. 

Nothing in this chapter reduces the requirements prescribed by 444 DM 1, Physical 

Protection and Building Security, or any other requirement established by law or 

authority as it pertains to DOI aviation operations.

• The policies and procedures established herein are applicable to all BLM aviation 

facilities and aircraft owned or controlled by the DOI.

• Contractors are solely responsible for the security of their aircraft while under the control 

of the DOI. All DOI aviation contracts will include language describing the DOI aviation 

security policies applicable to contractor operations and require contractor compliance 

with those policies.

Definitions:

The term “aircraft operations area” (AOA) means the area within an aviation facility in which 

flight-capable aircraft are present for any purpose, including but not limited to the loading or 

unloading of cargo or passengers, refueling, maintenance, parking and storage.

The term “aviation facility” means any DOI owned or controlled real property used for aircraft 

landing and takeoff at which DOI owned or controlled aircraft are permanently based. (352 

DM5.4B)

The term “control” is used in two contexts.

• As it relates to aviation facilities, the term “control” refers to the condition existingwhen 

a BLM entity has authority to institute, modify or otherwise effect physical security 

changes at an aviation facility regardless of property ownership.

• As it relates to aircraft, the term “control” means “operational control” as defined in the 

Federal Aviation Regulations at 41 CFR 1.1: “Operational control with respect to a flight 

means the exercise of authority over initiating, conducting or terminating a flight.” This 

definition is independent of aircraft ownership.

The term “dual-lock method” means using a combination of two locking devices or methods to 

physically secure or disable a parked aircraft for the purpose of reducing the probability of 

aircraft theft and associated misuse by unauthorized persons.
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The term “risk assessment” refers to the result of a combined threat and vulnerability 

assessment. It can generally be characterized as an analysis of the probability of serious 

impact or damage resulting from a known or postulated threat successfully exploiting on or 

more vulnerabilities.

Risk Assessment

A “risk assessment” will be conducted for each BLM aviation facility (see definition above). 

Each aviation facility risk assessment will be periodically reexamined and adjusted as 

necessary to ensure it accurately reflects current conditions. At a minimum, reexaminations 

shall be conducted and documented every 2 years.

Security Plans

Security plans will conform to the following conditions:

• The “Field Reference Guide for Aviation Security for Airport or other Aviation Facilities” 

(AAF) is intended to provide a standardized method of assessing aviation airport 

facilities. Each unit is encouraged to utilize this written document to identify the 

appropriate level of security planning needed. 

https://www.doi.gov/aviation/library/guides

• Individuals preparing aviation facility security plans can reference the TSA “Security 

Guidelines for General Aviation Airports” TSA Information Publication A-001, which is 

available on the TSA Website at www.tsa.gov

• The scope and depth of the aviation facility security plan should be commensurate with 

the size and operations complexity of the facility for which it is prepared.

Training

Employees (aircrew member minimum) involved in the control or use of aviation resources or 

facilities shall complete the appropriate level of aviation security training. A-116 General 

Awareness Security Training is available at www.iat.gov

BLM Specific Policy/Guidance:

BLM HSPD12 Policy: https://www.nifc.gov/aviation/av_BLMsecurity.html

Aviation Security Questionnaire: https://www.nifc.gov/aviation/av_BLMsecurity.html

8.2 USFS Facilities Security Assessments

Reserved

8.3 USFS Security Response Actions

Reserved
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8.4 General Aviation Security Awareness Programs

The BLM utilizes the AOPA Airport Watch Program for Security Awareness: 

http://www.aopa.org/airportwatch/

The Department of Homeland Security (DHS) TSA implemented a national toll-free hotline that 

the general aviation (GA) community can use to report any “out-of-the-ordinary” event or 

activity at airports. The hotline is operated by the National Response Center and centralizes 

reporting to the appropriate local, state and federal agencies. 

To report any suspicious activity at your airport- Call (866) GA-SECURE (866) 427-3287

8.5 Cooperators Aircraft Security

Military or government agency cooperator aircraft under DOI operational control shall adhere 

to their department-specific aircraft security policies.

8.6 Aircraft Physical Security Requirements

At any time, an aircraft, controlled or owned by the DOI, is not directly attended by its assigned 

flight crew, ground crew, or government managers, it will be physically secured in a manner 

that disables the aircraft from being utilized.

Exceptions

• Military or government agency cooperator aircraft under DOI operational control. Such 

cooperator aircraft shall adhere to their department-specific aircraft security policies.

• Aircraft mechanically incapable of flight.

Security Devices: The DOI aircraft contracts specify the aircraft security measures and it is 

the contractors’ responsibility for the aircraft security. Approved security devices require using 

a dual lock method consisting of any combination of anti-theft devices attached to the aircraft 

for the sole purpose of locking flight controls, aircraft power, or directional ground movement. 

Pilots and aircrews must be diligent in pre-flight procedures to prevent engine start up with 

security measures in place. These may include any combination of the following:

• Locking hanger doors

• Keyed Magneto, starter or master switch

• Hidden battery cut-off switches

• Throttle, mixture/fuel, fuel cut-off locks 

• Control surface gust-locks; propeller locks (chain, cable, mechanical) - (airplane only)

• Locking wheel, chock or aircraft tie downs

• “Club-type” devices for control yoke
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8.7 Aviation Facility Security Requirements

Security risk assessments will be performed on all BLM aviation facilities, temporary bases and 

aviation airport facilities (AAF) which meet the definition of “aviation facility”, using the DOI

Field Security Guidelines for General Aviation.

• Completed assessment should be housed within the unit’s aviation plan as an appendix 

or chapter.

Aviation Facility Security – Suggested Enhancements

After completing the AAF Airport Characteristics Measurement tool and determining your 

facilities total score, reference the Suggested Airport Security Enhancements template 

included within the Field Reference Guide for Aviation Security for Airport or other Aviation 

Facilities (AAF) pg. 6.

• The total score obtained from the Airport Characteristics Measurement Tool is 

considered minimum mandatory security requirements.

For a more in depth list of suggested airport Security Enhancements reference TSA 

Information Publication A-001, Security Guidelines for General Aviation Airports, Appendix B: 

www.tsa.gov

Suggested area enhancement may include:

Signage

• Signage should be multi-lingual where appropriate.

Lighting

• Lighting type and illumination levels will comply with published IlluminatingEngineering 

Society (IES) standards and will not supersede standard aviation guidelines governing 

runway lighting and nighttime flight requirements.

Fencing

• Install perimeter security fencing as needed to control access to the AOA and all other 

sensitive areas.

• Fence height and other characteristics will comply with standard FAA guidelines where 

appropriate. Where FAA guidelines are not available, minimum fencing characteristics 

will be sufficient to meet access control needs.

Access Control

• The number of access points should be minimized, and their use and

conditions regularly monitored.

• Any access point through a fence or other boundary should not only be able to control 

or prevent access, but also differentiate between an authorized and an unauthorized 

user.

• Anti-pass back, anti-piggyback and anti-tailgating systems or protocols should be 

implemented where appropriate.
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• Gates when appropriate should be constructed and installed to the same or greater 

standard of security as any adjacent fencing in order to maintain the integrity of the 

area.

• Pedestrian/personnel gates can be constructed using a basic padlock or designedwith 

an electrical or mechanical locks or keypad/card system. 

8.8 Exceptions

If facility ownership or control constraints preclude full implementation of the identified 

minimum mandatory security requirements, notification must be immediately given to the NAO 

in writing.

• Written notification will detail the minimum mandatory security requirements(s) which 

cannot be implemented and the circumstances preventing the implementation. A 

waiver of the requirements may be requested.

• Pending the response, the facility will comply with 352 DM 5.10, “Aircraft Physical 

Security Requirements.”

8.9 Transportation Security Administration (TSA)

BLM employees who are traveling on commercial airlines are personally responsible for 

compliance with TSA and DOT hazardous cargo regulations.
 110 | P a g e 

9.0 Aviation Facilities

9.1 General

All BLM aviation support facilities will be constructed, maintained, and operated in compliance 

to applicable regulations/direction of DOI, BLM, FAA, OSHA and lease agreements.

9.2 Aviation Facilities (Permanent and Temporary)

BLM has permanent and temporary airbases managed by the districts/field offices. Permanent 

air bases include heavy airtanker and SEAT retardant bases, and airplane and 

helibase/heliport facilities with permanent or temporary fixtures that are used on a continuous 

or seasonal basis. These aircraft bases of operations include government owned or leased 

aviation facilities on federal or non-federal land where BLM has primary responsibility for 

operations, maintenance and oversight. Facility base reviews shall be conducted in 

accordance with the NWCG Standards for Helicopter Operations (NSHO), Appendix E; NWCG 

Standards for Airtanker Base Operations (SABO) Appendix L; and Interagency Standards for Fire and 

Fire Aviation Operations, Chapter 18, as appropriate.

9.3 Temporary Operations Bases

Temporary operations bases are those that are used to support short term projects and 

wildland fire. These bases can be located on federal, state, local government or private land. 

Permission to operate on the land should be obtained prior to use. Land use agreements may 

have to be set up describing payment terms, use limitations and land restoration measures.

For wildland fire operations the NWCG Interagency Incident Business Management Handbook

chapter 20 (24.2) describes procedures. Only procurement officials with warrant authority may 

enter into agreements. For non- wildland fire situations, the state/district procurement official is 

the point of contact for agreements.

BLM Smokejumper Bases: The BLM Smokejumpers primary operations bases are 

Fairbanks, Alaska, and Boise, Idaho. Each smokejumper base has multiple sub-bases that are 

established to support smokejumper operations on as-needed basis. Some sub-bases are 

located in BLM owned facilities and some are leased.

9.4 Safety

Aviation facilities must comply with safety regulations described in DOI manuals, guides and 

handbooks, and the Occupational Safety and Health Administration (OSHA). Buildings, 

equipment and aircraft operating surfaces (helibase, airplane parking and retardant base) will 

be inspected annually for safety and maintenance deficiencies, by the unit aviation manager 

and/or unit health and safety officers.
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9.4 Alaska Supplement, Safety:

State Office Divisions, Field Offices, and Fire Management Zones shall ensure that aviation 

facilities comply with safety regulations outlined in Departmental manuals, guides, handbooks, 

and the Occupational Safety and Health Act (OSHA). Building, equipment, and landing 

surfaces will be inspected by local Aviation Managers annually to identify maintenance or 

safety deficiencies. Modifications and repairs are made prior to the operational season. The 

State Aviation Manager inspects aviation facilities at least once every two years.

Each Fire Management Zone and Field Office with management responsibility for an aviation 

facility will produce a SOP that addresses the day-to-day operational procedures, security, and 

safety practices. This document should be updated annually and kept on site and be clearly 

accessible to all personnel and contractors.

9.5 Permanent Facility Construction Planning/Funding and Maintenance

Reference BLM Manual 9100 - Engineering

FAA Form 7480-1 Notice for Construction, Alteration and Deactivation of Airports: Title 14 Code of Federal 

Regulations Part 157 requires all persons to notify the FAA at least 90 days before construction, 

alteration, activation, deactivation, or change to the status or use of a civil or joint-use 

(civil/military) airport. (As used herein, the term “airport” means any Landing or Takeoff Area, e.g. 

Airport, Heliport, Vertiport, Gliderport, Seaplane Base, Ultralight Flightpark, or Balloonport.)

9.5 Alaska Supplement, Construction and Maintenance:

The size and extent of aviation installations are commensurate with the expected aircraft use 

at any given site. Design criteria provide for operational safety as well as adequate work/rest 

environment for aircrew and personnel assigned. Facilities are constructed and maintained 

according to BLM Manual 9400 and 9111. Field Offices are responsible for the safety and 

security of personnel and equipment, purchase/lease, construction, maintenance, and utilities 

relating to aviation facilities.

9.6 BLM Owned/Operated Airstrips

Reference the document titled Recreational Aviation Foundation located at:

Home - Recreational Aviation Foundation (theraf.org) 

BLM Alaska, See Appendix 2 for a list of BLM-owned airstrips within Alaska. 
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Appendix Contents

1. BLM National Aviation Organization Directory

2. SES Flight Scheduling Guide

3. Latitude – Longitude Information

4. BLM SAFECOM Management Roles

5. OAS Aviation Program Evaluation Schedule

6. BLM Cargo Letdown Operations

7. BLM Fleet Aircraft Standard Operations Procedures

8. Acting vs. Point of Contact

9. Acronyms

Alaska Supplement, Appendix

1. Alaska Aviation Contact

2. BLM-Owned Airstrips

3. Flight Planning Decision Matrix

4. Flight Request Checklist

5. 9400-1a Aircraft Flight Request Form

6. Project Aviation Safety Plan

7. Risk Management Analysis

8. Aviation Documentation Matrix

9. SAFECOM Form

10. Aviation Watch Out Situations

11. Aviation Business Processes

12. Alaska UAS Supplement

District Supplement: Add as many operating plans or documents pertaining to your aviation 

program as appropriate.
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Appendix 1 - BLM National Aviation Organization Directory 

Position Name Duty Station E-Mail Office Number Cell Number

Division Chief, Aviation (FA-500) vacant Boise, ID (208) 387-5448 (208) 863-6219

Deputy Division Chief, Aviation Glen Claypool Boise, ID gclaypoo@blm.gov (208) 387-5160 (208) 859-7506

SEAT Program Manager Kristina Curtis Boise, ID kcurtis@blm.gov 208-387-5441 208-850-2780

Flight Operations Manager, Bravo 8 vacant

Helicopter Program Manager Mike Reid Boise, ID mreid@blm.gov 208-387-5173 208-994-1623

Aviation Safety/ Training Advisor Kirk Rothwell Boise, ID mrothwell@blm.gov (208) 387-5879 (208) 914-8483

UAS Program Manager Matt Dutton Boise, ID mdutton@blm.gov (208)-387-5325 (208)-387-5325

UAS Fleet Manager Bobby Eisele Boise, ID beisele@blm.gov (801) 814-1357

UAs Specialist Jay Murgoitio Boise, ID jmurgoitio@blm.gov 208-387-5334

Air Tactical Pilot, Bravo 5 Andre Mascheroni McCall, ID amascheroni@blm.gov (208) 501-4933

Air Tactical Pilot, Bravo 4 Paul Lenmark Dillon, MT plenmark@blm.gov (406) 660-0257

Aviation Staff Assistant Andrea Vigil Boise, ID avigil@blm.gov (208) 387-5180

Air Tactical Pilot, Bravo 9 Lisa Allen Boise, ID lmallen@blm.gov (208) 387-5197 (208) 972-1677

Smokejumper Pilot Bob McCormick Boise, ID rmcormick@blm.gov 907-356-5763

Smokejumper Pilot vacant

Pilot Hans Germann Boise, ID hgermann@blm.gov

Developmental Pilot Chris Swisher Fairbanks, AK cswisher@blm.gov

Air Tactical Program Manager Jed Johns Boise, ID jjohns@blm.gov (208) 387-5140 208-871-7535

SEAT Coordinator Angie Forbes Boise, ID aforbes@blm.gov (208) 387-5419 (208) 954-2072

Ramp Services Supervisor Toni aolli Boise, ID alolli@blm.gov (208) 387-5529
 114 | P a g e 

Appendix 2 SES Flight Scheduling Guide

These flights are typically requested through the SAM however some of the responsibilities 

may be delegated to UAMs (refer to applicable State Aviation Plan for specifics).

The OAS-110 will be utilized as the parent or cover document for additional pages of 

documentation. Additional information regarding SES flight scheduling to include OPM-7 and 

OAS-110 Form is located at: https://www.doi.gov/aviation/library/opm

1. Gather information needed to develop the flight plan and OAS-110. 

o Determine the nature of flight. Is it-point-to-point, mission, special use, etc.?

o Determine the proposed itinerary/schedule requirements.

o Determine any special needs: security, dual-pilot crew, etc.

o Assess and consider any travel schedule time limitations for SES employees

and time needed to accomplish objectives.

o Names, passenger and baggage weights, salaries. (If only annual salaries are 

available, multiply that number by 1.2 and divide by 2087 to derive the

approximate hourly salary.)

2. Notify solicitor of impending request (courtesy call) at least a week to ten days priorto 

the proposed flight.

3. Conduct research and document cost estimate for the elements in each of these three 

options.

a. Scheduled commercial air carrier (not applicable for mission flights)

• Use only contract travel agency quotes to determine airfare estimates.

• Does itinerary meet time frame requirements?

• Cost of airfare and booking fees

• Cost of rental car from airport to meeting location

• Additional lodging and per diem costs incurred if travelling by airline

• Total employee salaries for time spent in travel status. (Add one hour of 

preflight airport time to the flight time, plus time spent driving rental car to 

location where fleet or charter aircraft would have otherwise flown to any 

locations not served by airlines.)

b. Fleet Aircraft

• Confirm if fleet aircraft are even available within reasonable distance.

• Include ferry flight time and standby costs with passenger transport flight time 

estimate.

• Document total salaries for employee’s time spent flying on fleet aircraft.

c. Charter Operators

• Use only established contract vendors with carded pilots and aircraft capable 

of carrying the required passenger manifest and weight.
 115 | P a g e 

• Compare two or more competing vendors using the AQD-91 form; maintain 

documentation in local files and use the best-value vendor in the OAS-110 

cost analysis.

• Include ferry flight costs, guaranteed time, and standby rates (if applicable)in 

cost estimate.

4. Determine the cost for each of the three options above and document on the OAS-110. 

Document and forward an explanation why any of the three options was not considered 

possible or reasonable. Examples: 

• Proposed flight is a reconnaissance mission that cannot be performed by 

scheduled air carriers.

• Scheduled airline service cannot meet SES employee time constraints or schedule 

or would incur additional days in travel status. (Forward itinerary and additional 

salaries that would be incurred to illustrate infeasibility.)

5. Forward the completed OAS-110 and attached documentation to the Solicitor through 

the SAM, or with courtesy copy sent to the SAM (refer to specific State Aviation policy).

6. Be sure a qualified Flight Manager is assigned to tend to the safety requirementsand 

administrative details associated with the flight.

7. A Project Aviation Safety Plan (PASP) should be developed for all SES Mission Flights, 

even those deemed to be “one-time, non-complex.” A 9400-1a (or equivalent) may be 

used as a supplemental manifest and flight tracking device on point-to-point flights.

8. The SAM will report any SES flight hours to the NAO twice each year (October 1and 

April 1).
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Appendix 3 – Latitude/ Longitude Information

If coordinates are wrong...

• Risk/danger/liability goes up

• Calculations become erroneous (weight/distance/fuel ratios)

• People cannot find the “right” spot.

• Data goes onto maps in the wrong place

• We look bad as an organization, a unit, an individual

• Contractors/pilots become angry/confused/frustrated

Latitude

• Parallel east-west lines

• Measures 90o North and 90o South of equator

Longitude

• Lines run south to north.

• Measures east and west of the prime meridian

• Lines converge at North and South poles

Common Formats

Notation

Degrees o

Minutes ’

Seconds ”

Decimal .

Hemisphere N, S, E, W or -

 

Notation

Degrees o

Minutes ’

Seconds ”

Decimal .

Hemisphere N, S, E, W or -

On-line Calculators for converting between 

Formats:

https://rechneronline.de/geo-coordinates/

http://www.calculatorcat.com/latitude_longitude.pht

Format Example

Decimal Degrees 

(DDD.DDDDD o) 

64.84052o N by 147.60437o W 

Degrees and Decimal Minutes 

(DDD o MM.MMM’)

64o 50.431’ N by W 147o 36.262’ 

W 

Degrees, Minutes and Seconds 

(DDD o MM’ SS. S”)

64o 50’ 25.5” N by W 147o 36’

15.5” W
 117 | P a g e 

GPS Datums

• Datums define the origin and orientation of latitude/longitude lines

• Describing a place by lat/long is not good enough. The datum must also be stated.

• Changing the datum changes the lat/long of a point on the surface of the Earth

• There are hundreds of different Datums, agencies use different Datums.

• Referencing lat/long coordinates to the wrong datum can result in position errors of hundreds ofmeters

Know your agency’s standard Format and Datum

• BLM Aviation (Degrees and Decimal Minutes, WGS84)

• BLM GIS (Various)

• TFRs (Degrees, Minutes and Seconds, WGS84). US NOTAM OFFICE FORMATddmmssN/dddmmssW

• BLM Fire (Degrees and Decimal Minutes, WGS84)

• FAA Temporary Flight Restrictions (Degrees, Minutes and Seconds). US NOTAM OFFICE

FORMAT ddmmssN/dddmmssW

Remember...

• Use only ONE period/decimal point when writing a latitude or longitude in Decimal Degrees, or

Degrees, Decimal Minutes and Seconds.

• Do NOT use periods/decimal points for degrees or minutes when writing a latitude or longitude 

in Degrees, Minutes and Seconds

• There can NEVER be more than 60 seconds in Degrees, Minutes and Seconds format

• Do NOT mix formats

• Know and use proper Datum
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Appendix 4 - BLM SAFECOM Management Roles

AUTHORITY RESPONSIBILITIES CRITICAL NOTES

Submission Fills out the SafeCom form, completing all required fields including initial 

determination of Operational Control. Completes the Original Text in both 

the Narrative and Corrective Action fields. Consults with mission personnel 

prior to submitting electronically to OAS, courtesy notification to UAM 

 

Fill out completely and accurately. 

Report only the facts. Narratives should 

be brief and concise.

Submission

E-Mail 

Notification

Corrective 

Actions

If only a hardcopy has been submitted, submits electronically to OAS.

Receives e-mail notification of all initial, modified and completed SafeComs 

identifying their BLM Field Office as having operational control.

Takes corrective action at the local level and describes these actions in the 

Public Text area of the Corrective Action field. Include your Job Title (do not 

enter personal information)

X

Provide feedback to person submitting 

(unless anonymous)

Must treat all corrective action 

descriptions as if they were public.

E-Mail 

Notification

Corrective 

Actions

Modify Actions

Operational 

Control

Category 

Make Public

Receives e-mail notification of all initial, corrective action, modified and 

completed SafeComs identifying BLM operational control within their State.

Review all information. May take and document additional corrective 

actions.

Authority to change all SafeCom information (except for name of the 

submitter and the original narrative).

Make final determination of the Agency, State/Region and Field Unit that 

has Operational Control.

Select or edit the appropriate category to classify the SafeCom.

Copies Original Text into the Public Text area for both the Narrative and 

Corrective Action fields. Sanitizes the Public Text. Makes the SafeCom 

“Public” (if overly sensitive, consult with NAO before making public)

Coordinate with UAM.

X

Coordinate with UAM. Verify and amend 

all info for accuracy.

Determines who will receive e-mail 

notification.

Multiple categories possible. 

Ensures all Public Text is sanitized in

Narrative & Corrective Action fields prior

to making public. SAM determines who 

makes “public” within their state.

E-Mail 

Notification

Corrective 

Actions

Modify Actions

Make Public

Completion 

Distribution

Designates 

Users

Out of Agency

Receives e-mail notification of all initial, corrective action, modified and 

completed SafeComs nationwide that identify BLM operational control.

Takes additional corrective actions, if necessary, and documents on the 

SafeCom.

Authority to change all SafeCom information (except for name of submitter 

and the original narrative).

Has the authority to sanitize information and make the SafeCom “public” (if 

not already done at the State level). Coordinates with OAS.

Has the authority to make the SafeCom “complete”.

Distributes all “Public” BLM SafeComs to BLM SAMs and Other Agencies.

Authority to identify all BLM users and their appropriate permission levels. 

Must notify OAS of additional users/changes/updates.

Authorized to review other agency “Public” SafeComs. Read Only!

Coordinate with SAM.

Coordinate with SAM

X

Ensures all Public Text is sanitized in 

Narrative & Corrective Action fields prior 

to making public.

X

Coordinates with OAS. 

Coordinates with SAM 

and OAS.

X
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Appendix 5 - OAS Aviation Program Evaluation Schedule

2022 – Idaho, Montana, Eastern States 

2023 – Alaska, Arizona 

2024 – New Mexico, Wyoming 

2025 – Colorado, California 

2026 – NAO, Nevada 

2027 – Oregon/ Washington, Utah 

2028 – Idaho, Montana, Eastern States 
 120 | P a g e 

Appendix 6 - BLM Cargo Letdown Operations

1.1 Purpose

Cargo Letdown is a procedure used to lower cargo out of a hovering helicopter to the ground with the use 

of a lowering line and rappel anchor. This procedure is used by helitack programs to get needed 

equipment and supplies to the ground when conventional methods are not the most efficient option. 

1.2 Approval

National BLM approval is required to host a cargo letdown program. Requests for approval are initiated by 

a state office to the National Aviation Office (NAO) with final approval from the Division Chief, Aviation.

NAO approval may allow for both internal and external (off the hook) cargo letdown operations. Initial 

approval will be based upon indicated need and limited to one field season. Subsequent conditional 

approval must be requested after the initial field season and validated based on proper utilization and 

justification of continued need. Approved cargo letdown programs will be re-evaluated in conjunction with 

new helicopter contract solicitations. Several administrative procedures need to be addressed as part of 

the request for approval:

• Initial justification to include nomination of Helicopter Cargo Letdown Spotter Trainee candidates 

(HCLS (T)).

• Request for Contract Modification from NAO to Contracting Officer (CO) in order to:

o Provide for a contractor purchased cargo letdown anchor. Costs to the contractor would be 

recovered in an adjusted Daily Availability rate negotiated by the CO.

o Add additional “Special Pilot Requirements for Cargo Letdown” language.

• Cargo Letdown Operations Plan. This plan is a supplement to the Helibase Operations Plan. The 

Cargo Letdown plan should describe all aspects of the letdown program to include:

o Risk Management mitigation measures: CLD RA

o Decision Matrix (under what parameters will this operation be conducted).

o Detailed operational procedures.

o Detailed equipment and configuration descriptions.

o Equipment certification/inspection/retirement intervals and documentation.

o Personnel training, experience and proficiency requirements and record-keeping

o Letdown mission documentation and record-keeping.

o Year-end statistical data on form “BLM Annual Helitack Data”. The form is available for 

download on the BLM NAO website.

o Completed copies of the BLM Cargo Letdown Spotter Trainee Qualification Record will be 

sent to the BLM State Aviation Manager and BLM Helicopter Program Manager annually.

The NAO will provide assistance in arranging for Pilot and HCLS(T) certification as well as help with 

obtaining required equipment. 
121 | P a g e

1.3 Cargo Letdown Spotter Eligibility

Eligibility for BLM Cargo Letdown Spotter is limited to qualified Helicopter Managers on Exclusive Use 

Helitack crews at the squad leader level or above. In addition, CLD Spotters must meet the following 

requirements:

• Meet the prerequisite experience, training, and currency requirements outlined in the Interagency 

Standards for Fire and Fire Aviation Operations “Exclusive Use Fire Helicopter Position Requisites” 

for the position they encumber.

• Any deviation from these requirements must be approved in writing by the State Aviation Manager 

with a courtesy notification to the NAO Helicopter Program Manager.

1.3.1 Cargo Letdown Spotter Initial Training

Initial cargo letdown training shall be conducted by a DOI Office of Aviation Services (OAS) training 

specialist or a fully qualified spotter (HERS/HCLS). The DOI OAS training specialist or cargo/rappel check 

spotter is responsible for conducting the final initial check ride and certification of a HCLS(T). 

When coordinating for and during training it is important that clear communications are maintained 

between the designee trainers (if utilized), the DOI OAS training specialist and the BLM Helicopter 

Program Manager.

Each component of training (tower, mock-up, and live helicopter) must allow sufficient time to satisfy the 

training requirements; this may vary based on the number of and progression of students. Requesting unit 

and trainees must be prepared to commit to the necessary time frames and associated expense when 

entering into agreement with Trainers.

This training is performance based and trainees will only move forward as specific training targets are met. 

It must be understood that there is the potential that a selected trainee may not be qualified due to 

inadequate performance. 

Tower training (if utilized) can be generic. Mock-ups and live cargo letdown training shall be helicopter 

model specific to the aircraft utilized by the trainee and will follow the current model specific cargo letdown 

procedures in this appendix.

All trainees will utilize the attached “BLM Cargo Letdown Spotter Trainee Qualification Record” to ensure 

all aspects of training are complete. This record shall include further training recommendations and a clear 

picture of the trainee’s current level of competence.

1.3.2 Cargo Letdown Spotter Refresher Training 

Each year a spotter must attend or instruct an annual helicopter cargo letdown training, as well as 

complete deployment of three loads of cargo from the helicopter to the satisfaction of the appropriate 

agency certifying official. 

Subsequent re-qualification certification may be conducted by a qualified spotter (USFS or DOI). Typical 

terrain shall be utilized for at least one of the three loads.

1.3.3 Cargo Letdown Spotter Proficiency
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In order to maintain spotter proficiency Individuals must make at least one cargo letdown spot every 14 

days. If a helicopter letdown is not completed within 14 days, the spotter may use a simulation. If a 

simulation is used to maintain proficiency during the 14-day period, an airborne deployment must be done 

in the following 14-day period.

1.4 Cargo Letdown Check Spotter

To be considered for approval as Helicopter Cargo Letdown Check Spotter (HCCS), the trainee must:

• Be nominated by the State Aviation Manager to the National Helicopter Program Manager.

• Be a current helitack supervisor or assistant on an exclusive use helitack crew.

• Meet the position/prerequisites for check spotter in IHRG Chapter 6

• Meet the prerequisite experience, training, and currency requirements outlined in the Interagency 

Standards for Fire and Fire Aviation Operations “Exclusive Use Fire Helicopter Position 

Requisites”.

• Subsequent yearly self-certification is subject the HCCS completing annual recurrent training with 

State Aviation Manager concurrence.

1.5 Pilot Experience, Training, and Currency Requirements

Pilots must meet all the following requirements:

• Meet the appropriate requirements of the procurement document to include having logged 

additional experience as pilot-in-command as follows:

o 50 hours -- Total hours in make, model and series offered.

o 25 hours -- Rappel, cargo letdown or long line requiring precision placement, last 12 

months.

• Annually attend a cargo letdown training/refresher training session. This training must be 

conducted and documented by a qualified spotter and will include:

o Briefing and familiarization on letdown bracket and hard points for the specific model.

o Seating arrangements for cargo and spotters.

o Cargo placement/location and deployment sequence and method.

o Exit procedures and sequence.

o Perform a minimum of six ground mockups in the aircraft model to be used, including 

rigging the aircraft for cargo letdown mission and deploying cargo.

o Briefing on any peculiarities of the specific model.

o Demonstrate ability to operate helicopter during three cargo letdown sequences.

o Demonstrate ability to work with spotter.

Upon meeting the above requirements, the pilot may be approved for helicopter cargo letdown operations 

by an OAS or USFS helicopter inspector pilot. The pilot must maintain currency in helicopter cargo 

letdown at the same frequency required of the spotter (every 14 days). If currency is not maintained a 

mockup and proficiency flight must be completed prior to any actual operational mission.

The helicopter must meet the requirements of the departmental manual and the procurement document.

1.6 Cargo Letdown Equipment
 123 | P a g e 

Any equipment that a unit wishes to test or incorporate into cargo letdown must be reviewed by 

the BLM representative to the Interagency Helicopter Rappel Unit (i.e. use of rope, throw bag, 

and lowering device). NIAC equipment approval memo

NOTE: Any equipment item with time life criteria of 10 years must be removed from service once it meets 

that time limitation. If manufacture date stamps for equipment become illegible, damaged, or lost, they will 

be replaced and then documented in the applicable equipment log. 

Replacement tags must correspond with the original manufacture date in the equipment log. Any 

equipment with a time life limitation that cannot be age verified must be removed. Equipment removed 

from service will be disposed of in accordance with Bureau of Land Management Personal Property 

Management Manual 1520.

1.6.1 Gloves

The Sullivan PV or PVG, PMI GL2200x rappel glove, and the Metolius climbing 3⁄4 finger glove are 

approved for cargo letdown operation. The Metolius glove shall only be used in conjunction with a flight 

glove.

1.6.2 Spotter Harness

Cargo Letdown Spotters will utilize a harness the meets the requirements of the ALSE Handbook that has 

a frontal attachment point (i.e. Yates 388, or ARS 338 Heli Ops Harness) during all helicopter cargo 

letdown and tower operations. The harness shall be issued and tagged with a unique identifier that 

corresponds to an in-service date. Harness tags from the manufacturer may be used. 

The Harness will be inspected in accordance with manufacturers requirements. In addition. 

• The spotter harness must be inspected by the user prior to operation.

• Inspect stitching and webbing for abrasion, wear or other damage.

• Check leg strap buckles, chest strap buckles, l D-rings and Cam Buckle adjusters for correct 

adjustment and function.

• Check connectors for correct function.

1.6.3 Adjustable Spotter Lanyard

The adjustable lanyard is the interface between the spotter harness attachment point and approved 

helicopter hard point or anchor attachment point. Commercially produced adjustable lanyards must be 

utilized that are certified to National Fire Protection Association (NFPA) 1983, EN, or American National 

Standards Institute (ANSI Z359). Examples: Petzl® Grillon Plus, Petzl® Grillon International®, Yates® 

571-DMM Rappel Master Adjustable Lanyard w/Shock Stop and DMM Captive Eye Carabiners.

The harness lanyard must adjust to prevent the attachment point from extending past the door plane of the 

helicopter. A connector is attached to the free end of the spotter lanyard connecting to an STC or 

manufacturer approved helicopter hard point, tower hard point, or other approved tether attachment point.

When a lanyard is adjusted to allow access beyond the door plane, it is considered a reportable event. 

The SAFECOM system will be used for facilitated learning purposes.

Inspection:

• Lanyard is inspected with spotter harness prior to operation.

• Inspect stitching and webbing for abrasion, wear or other damage.

• Metal hardware should be free from cracks, dings, or other damage.
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1.6.4 Cargo Letdown Spotter Tether Attachment

Cargo Letdown Spotter Tether (Lanyard) Attachment(s) will be manufactured in accordance with drawing 

# MTDC-946, or the Air Rescue Systems® Primary Anchor. The spotter tether attachment will secure the

spotter harness tether to the aircraft. The spotter tether attachment will be installed in the aircraft 

according to model specific requirements.

Inspection:

• Inspected by a spotter prior to each use.

• Inspect stitching and webbing for abrasion, wear or other damage.

• Metal adjusters and attachment ring should be free from cracks, dings, or other damage.

• Meets lifetime criteria in accordance with manufacturer’s specifications.

1.6.5 Carabiners and Connectors

Carabiners and connectors used in cargo letdown operations will meet the requirements of National Fire 

Protection Association (NFPA) 1983 General Use, 2012 or most recent edition, or American National 

Standards Institute (ANSI) Z359.12 2009, or most recent edition. 

Exception: Carabiners specifically identified by an FAA Supplemental Type Certificate (STC) for direct 

attachment to an anchor.

Inspection:

• Inspect in accordance with manufactures data sheet

• Inspect to be sure that gates and locking mechanism function properly. If gate becomes sticky, 

remove from service.

• Look for abrasion, burrs, or rough edges. If there is any visual indication that raises question, retire 

it.

• When using for cargo letdown operations make certain that gates are locked when in use and that 

tension is not on gate.

• Are not dropped on ground or hard surface. Rough handling is avoided.

• Kept clean.

• Inspected by a spotter prior to each use.

1.6.6 Knife / Knife Sheaths

Spotters are required to have a hook knife, with lanyard, readily accessible for emergency use. The 

Raptor® knife or Gerber®Vital Zip with Seber Blade is required for use by cargo letdown spotters. The 

spotter Raptor® knife must be enclosed within the MTDC rappel spotter Raptor® sheath (MTDC drawing # 

1042) and attached to the spotter harness in the manner shown in rappel bulletin 051005.

Certain STC’s for rappel anchor installations require an additional Raptor knife be installed inside the 

aircraft.

Inspection:

• Knife sheaths are to be inspected with any harness inspection.

• Knives shall be inspected annually or prior to being installed on a harness. Ensure knives used 

for rappel have properly installed blades.
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• Knife blades must be changed after any use. 

• Handle/body of knife should be free from damage; screws should be tight.

• The sheath should be in good condition.

• Ensure the lanyard is stowed and attached correctly.

• Pull snap(s) should close/open with enough resistance to prevent inadvertent opening.

1.6.7 Rappel Plate Anchors

Rappel anchors are evaluated for use by OAS for DOI. Each helicopter model will be evaluated for anchor 

hard points and design to determine the proper rappel bracket or brackets that may be used.

Inspection:

• Rappel Anchor inspection will occur in accordance with the applicable STC, continuing 

airworthiness instructions, or manufacturers standards in the flight manual or maintenance manual. 

In addition, an annual inspection shall also be conducted.

• The designer or manufacturer of the anchor is responsible for developing maintenance inspection

criteria, which ensures the continued airworthiness of the anchor. The owner of the anchor is 

responsible for ensuring that the inspection(s) is conducted. Prior to each use, the rappel anchor 

will be visually inspected by the spotter for general condition and documented on the daily diary.

• Additional information regarding existing rappel anchors is available from MTDC.

1.6.8 Figure 8 with ears

For BLM cargo letdown operations, the steel or aluminum CMC rescue 8 with ears is the approved 

letdown device. 

Inspection:

• Inspect in accordance with manufactures data sheet

• Inspect for grooves developing or flaking occurring in aluminum figure 8's. When a groove 

develops beyond the anodized surface of the aluminum figure 8, wear will rapidly occur. If the 

groove is beyond 1/16-inch deep, retire the figure 8.

• Inspect the figure 8 for aluminum flaking. This develops rough edges that could cause excessive 

wear on the line. If flaking is evident, remove the figure 8 from service. Although the acquisition 

cost is double, steel figure 8's have proven more durable and service life is considerably longer 

than aluminum, however, steel may cause heat damage more easily because it does not dissipate 

heat as readily as aluminum.

• Inspect for cracks or breaks. If cracks are evident, retire figure 8.

• Figure 8’s must be inspected by a spotter prior to each use.

• Take care to avoid rough handling; do not drag or drop on ground and keep the device clean.

1.6.9 Cargo Letdown Line

To maintain even wear and maximize each line useful life, line ends will be rotated after each use. To 

track equipment, use, each end shall be marked A or B.

Let-down lines are available in lengths of 250ft or 300 ft. Both let-down lines shall conform to Mil-W-5625K 

Webbing, Textile, Nylon, Tubular, 3⁄4”. Webbing conforming to this standard has a minimum breaking 

strength of 2300lbs.
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Let-down lines 250 feet in length will be of white tubular nylon webbing and conform to drawing #MTDC983.

Let-down lines of 300 ft. will be of yellow tubular nylon webbing and conform to drawing #MTDC-983.

Accordion packs will be constructed as to easily identify a 250.ft. let-down line from a 300 ft. let-down line. 

Accordion packs for 250 ft. let-down lines will be constructed of white cotton duck cloth, and accordion 

packs for 300 ft. let-down lines will be made from white cotton duck cloth with yellow seam tape. 

To further identify accordion packs, 1-inch stencils will be used to mark the outside surface of accordion 

packs with the length of let-down line to be used with each size accordion pack. 250 ft. Accordion Packs 

will conform to drawing #MTDC-974 and 300 ft. Accordion Packs will conform to drawing number #MTDC1037. Both lines will be packed in accordance with the Wildland Fire Helicopter Rappel Cargo Letdown 

Accordion Pack video produced by MTDC. Edge Protection may be necessary along helicopter door edge 

or helicopter skids to prevent abrasion of the line.

• 250-foot line: White 3⁄4” tubular nylon webbing, dyed appropriately, with stenciled accordion pack.

• 300-foot line: Yellow 3⁄4’ tubular nylon webbing, dyed appropriately, with stenciled accordion pack

Inspection:

• Let-down lines will be inspected for wear and burns after cargo deployment, and ends reversed for 

the next let-down sequence.

• Inspect stitching and webbing for abrasion, wear, cuts, chemical contamination or other damage.

Marking:

• A twenty-five-foot section from each end of the let-down lines shall be clearly marked in red and a 

ten-foot section in the center of the line should be marked with a contrasting color. 

• Use only Rit dye to mark lines.

1.6.10 Let-Down Containers

Bags are to be manufactured with high strength abrasion-resistant materials. The attachment points on the 

bag must be reinforced to ensure there is not a failure during deployment. Sources for approved cargo 

letdown containers are also listed on the USFS rappel website. Maximum allowable suspended weight per 

internal cargo let down container shall be 125 lbs. Approved cargo let down containers shall pass a static 

strength test with no failure or ruptured stitches when loaded to a minimum weight of 468.75 lbs. (safety 

factor of 3.75 to 1).

Internal cargo letdown containers shall consist of the following:

• Cardboard box with harness, the cardboard box shall consist of double wall construction and shall 

be certified by manufacturer as having passed Edge Crush Test of 71 pounds (71-ECT). Cargo 

boxes must be girded with an approved box harness for deployment.

• The box harness and attachment hardware shall have a minimum tensile strength of 1125 lbs.

• Metolius style haul bag.

• Large Klamath Bag.

• Small Klamath Bag.
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External cargo letdown containers shall consist of the following:

• Tuna Net (NFES #000795).

• Metolius style haul bag.

• Large Klamath Bag.

• Small Klamath Bag.

The maximum weight and the minimum weight for the large and small Klamath bags will be stenciled on 

the container with 3-inch letters in a high contrast color. 

The limitations will be illustrated on opposing sides of the container.

Maximum weight and minimum weight for external cargo deployment containers.

• Large Klamath Bag

o Maximum Weight: 300 lbs.

o Minimum Weight: 150 lbs.

• Small Klamath Bag

o Maximum Weight: 300 lbs.

o Minimum Weight: 80 lbs.

• Tuna Net

o Maximum Weight: 300 lbs.

o Minimum Weight: 40 lbs.

Bags and other containers should be frequently inspected and not used if damaged.

During flight testing of external containers, loads became unstable above 60 knots indicated airspeed. 

External load operations shall be conducted at an airspeed that ensures the load remain stable.

1.6.11 External Cargo Deployment (Break-away strap and Cargo Strap)

For external cargo deployment the break-away strap which is the connecting line between the external 

load or cargo strap and cargo let down line shall conform to Mil-W-5625K and be 1” tubular nylon. The 

minimum breaking strength of 1” tubular is 4000 lbs. External cargo operations shall use the model 

specific Break Away and Cargo Straps manufactured in accordance with drawing # MTDC 980 Helicopter 

Rappel External Cargo Break Away strap and drawing # MTDC 982 Helicopter Rappel External Cargo 

Strap.

Inspection:

• Equipment will be inspected prior to use by a qualified spotter.

• Inspect stitching and webbing for abrasion, wear, cuts, chemical contamination or other damage.

1.6.12 Figure 8 Extender

Relocates the Figure 8 away from an aircraft hard point. Figure 8 extender conforms to MTDC Drawing # 

1040.

Inspection:

• Equipment will be inspected prior to use by a qualified spotter.

• Inspect stitching and webbing for abrasion, wear, cuts, chemical contamination or other damage.

1.6.13 External Cargo Swivel

All external cargo-letdown loads must be attached to the helicopter with an approved swivel.
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The Petzl P58 S, P58 L and swivels approved for cargo in the ISHO are the approved swivels for external 

cargo letdown operations.

Inspection:

• Inspect in accordance with manufactures data sheet,

• Equipment will be inspected prior to use by a qualified spotter.

• Spinning action of the swivel,

• Physical damage

• Inspection criteria as outlined in chapter 9 of SHO approved equipment.

1.7 Cargo Letdown Documentation

For fire operations, copies of certifying and recertifying documentation will be maintained in

individual permanent records and forwarded to the Incident Qualifications Certification Systems

(IQCS) Account Manager. All documentation logs are official documents and will be kept electronically or 

in hardcopy format.

1.7.1 Cargo Letdown Spotter

The Helicopter Cargo Letdown Spotter Qualification Record will document each individual step in the 

training. Competency at each level of the training must be demonstrated by the trainee before the spotter 

will permit advancement to the next step. Each spotter will maintain a record of training, proficiency and 

operational cargo letdowns in a unit log or other format. 

1.7.2 Equipment Logs

All equipment requiring documentation will be assigned a unique identification number. The number will 

be retired with the piece of equipment. The following equipment must have a log assigned:

1.7.3 Spotter Harness

Harness will be inspected annually and recorded. Any deficiencies during pre-use inspections and/or 

repairs or component replacement will be noted on the harness log or the electronic equivalent.

1.7.4 Cargo Letdown Line

All cargo letdown line use must be documented. After inspection, any irregularities will be

noted. Use the Letdown Line Log or electronic equivalent.

1.7.5 Rappel Tower Anchor

Use and inspection of rappel tower anchors must be documented. The forms will provide at a minimum the 

information listed below.

• Date put in service

• IDnumber

• Remarks/problems

• Inspector’s name/date inspected

1.8 Internal Cargo Deployment Procedures

All training and actual deployment missions will use the following steps and procedures. The intent is to 

standardize and maintain continuity between units.
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1.8.1 Pre-Flight Duties for Cargo Only Missions

• Prior to departure, the pilot(s) and involved personnel shall receive a briefing on mission 

objectives, communications, known hazards, and emergency procedures.

• Load calculations and manifests complete and posted.

• Spotter puts on harness, ensures raptor knife is attached to harness.

• Spotter completes necessary pre-flight inspections.

1.8.2 Equipment Check of Spotter

Prior to flight, the spotter must receive a spotter equipment check. When ground personnel are 

unavailable, the spotter shall have the pilot perform this check. Positive communication between the 

spotter and pilot must occur to ensure Spotter has attached their tether to an approved hard point.

• Flight Helmet

o Good Condition - no cracks or damage, avionics in place

o Eye protection 

o Chin strap secured, adjusted to fit snuggly, with no loose ends

• Nomex Shirt/Flight Suit

o Good condition, shirt tucked in collar up, buttoned to the top, flight suit fully zipped up

o Sleeves rolled down covering arms (no holes, clean & tight at wrist)

• Gloves

o Gloves in good condition, fastened with no loose ends, and free of pitch or contaminants

• Harness – Front Side

o Risers

 Visible webbing & stitching in good condition

 No twists, buckles secured with no cracks, keepers in place

o Chest Strap

 Positioned mid-chest

 Buckled & snuggly fit

o Leg Straps

 Buckles attached, no fabric caught.

 Visible webbing & stitching in good condition

 No twists, snug fit, loose ends secured, keepers in place

o Raptor Knife

 Secured in sheath on left riser

 Horn facing to left side

 Lanyard stowed

• Nomex & Boots

o Nomex pants/flight suit in good condition, no Velcro showing

o Pant cuffs over approved boots

Indicate spotter to turn around with a tap on the left shoulder

• Spotter’s Back Side

o Helmet in good condition

o Collar up

o Harness - visible webbing & stitching in good condition with no twists
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o Spotter tether attached to dorsal O-Ring through double pass adjustor and tacked when 

using Miller Harness and MTDC specified tethers. Extendable tether stowed, all snaps in 

place, or Spotter tether attached to front or waist O-ring when utilizing a Yates 388 or ARS 

338 Heli Ops Harness front or waist attachment.

o Ensure carabiner or connector is in place at end of tether

o Buckles & loose ends secured

o Nomex shirt, pants or flight suit in good condition, no Velcro showing

o Pant cuffs over approved boots

Tap on shoulder to indicate spotter to turn around.

• Exchange thumbs-up - “YOU ARE O.K.; I AGREE”

1.8.3 Rigging and Loading Cargo

• Spotter will configure helicopter to meet the needs of the specific cargo mission.

• Rig cargo with carabiners and secure in helicopter. Cargo should be secured in accordance with 

model specific configurations in Appendix B

• Check cargo delivery equipment to ensure proper number of letdown lines, extra carabiners, and

figure 8 are available and secured in accessible location.

• Spotter visually inspects anchor. (See Chapter 3, Rappel Anchor Inspection)

• Spotter boards aircraft, connects tether, plugs into avionics, and secures seatbelt.

• Spotter tells pilot, “Tether attached OK to depart,” 

• Pilot Responds “Tether attached, departing.”

1.8.4 Pre-Cargo Delivery Sequence

• Pilot(s) flies a reconnaissance of the area to look for hazards and works with spotter to select an 

appropriate cargo delivery site.

• Contact appropriate flight following authority (ATGS, HLCO, dispatch, etc.) prior to commencing 

the cargo operation. Spotter communicates with flight following authority & pilot regarding number 

of loads to be deployed.

• Inform ground personnel to stay clear of cargo during deployment. 

• Adjust radios as needed to ensure pilot and spotter communication will not be compromised by 

excessive radio chatter. Radios must remain on and dialed to the appropriate flight following 

frequency. 

• Where possible helicopter should maintain at least 50 ft. clearance above any obstacles before 

starting a cargo operation.

• If this is not possible and helicopter must descend below the canopy, helicopter will operate within 

an opening no less than 1 1/2 times the main rotor diameter (e.g. an aircraft with a 36 ft. main rotor 

diameter would require a 54 ft. diameter opening). 

• Before starting cargo operations, A HOGE Power assurance check is accomplished at an altitude 

comparable to the cargo site or greater. A positive rate of climb must be established without 

exceeding aircraft limitations. Pilot states “hover established, positive rate of climb, power is 

good.”

• Spotter responds “Power is good”

• Spotter activates hot mic if not done already

• If not performed on the ground, spotter rigs Figure 8 with cargo letdown line and attaches figure 8
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o If using overhead bracket on a type III helicopter connect two (2) carabiners in anchor 

bracket, barrel down, gate facing inboard. Connect one (1) carabiner to the upper 

carabiners, barrel down, gate facing aft. 

o If using floor bracket connect one (1) carabiner in anchor bracket, (barrel inboard, gate 

facing aft) with extender strap and one (1) additional carabiner attached to figure 8. 

• Cargo letdown pack must be connected to a hard point.

• Spotter removes restraining straps from cargo, ensure remaining cargo is secure, and positions 

cargo in doorway. Spotter relays to pilot when rigging is complete.

• Aircraft with sliding doors in the closed position will follow the procedures in the following three (3) 

bullets

o Pilot states to spotter “Clear to open door(s)”.

o Spotter states to pilot, “opening aircraft door(s)”. Once spotter has opened aircraft door, 

spotter states to pilot “door open and locked”.

• Spotter finalizes proper position over cargo site. Using pilot’s perspective (left, right, forward, back, 

and up or down relative to altitude above the ground.)

1.8.5 Cargo Deployment Sequence

• Spotter will communicate with pilot regarding adequate main and tail rotor clearance, power 

assessments, and cargo spot status throughout the cargo operation. Using pilot’s perspective (left, 

right, forward, back, and up or down relative to altitude above the ground) 

• Spotter states to pilot, “Cargo ready. How is the power?”

• Pilot “powers good send cargo”. 

• Spotter states to pilot, “Sending Cargo” then eases cargo out the door, over the flight step and skid 

(Bell 206L4 cargo goes between skids).

• Begin lowering cargo with positive control of letdown line; do not allow un-arrested descent of 

cargo. Keep pilot informed of actions and progress of cargo descent:

o “Cargo out the door”

o “Cargo halfway down”

o “Cargo on the ground”

• When cargo is on the ground, unhook figure 8 from carabiner/Anchor and remove letdown line. 

Hold slack in line to prevent billowing and unhook letdown line bag from hard point. Wrap excess 

letdown line around bag and throw clear of aircraft.

• Inform pilot if more cargo is to be lowered. Pilot/spotter will determine whether to hold hover or 

orbit area until cargo is ready for subsequent deployment. 

• When cargo deployment is complete spotter states to pilot, “Lines are away, clear to depart.”

• Pilot responds “lines away, clear to depart”.

• Spotter closes doors (if necessary), returns to seat and fastens seatbelt. 

• Radio returned to normal operational mode and flight following authority is informed that cargo 

operation has been completed. 

1.9 External Cargo Deployment Procedures

All training and actual deployment missions will use the following steps and procedures. The intent is to 

standardize and maintain continuity between units.
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1.9.1 Pre-Flight Duties for Cargo Only Missions

• Prior to departure, the pilot(s) and involved personnel shall receive a briefing on mission 

objectives, communications, known hazards, and emergency procedures.

• Load calculations and manifests complete and posted.

• Spotter puts on harness, ensures safety knife is attached to harness.

• Spotter completes necessary pre-flight inspections.

• Prior to flight, the spotter must receive a spotter equipment check (see Internal Cargo Deployment 

Procedures above). When ground personnel are unavailable, the spotter shall have the pilot 

perform this check. Positive communication between the spotter and pilot must occur to ensure 

Spotter has attached their tether to an approved hard point. 

1.9.2 Rigging and Loading Cargo 

• Loaded cargo container is set up in the front of the helicopter.

• Attach one end of the cargo strap to the cargo container and the other end to the swivel

o External cargo must be attached to the belly hook, utilizing approved equipment. 

• Spotter performs all appropriate hook checks, attaches single hard loop end of breakaway strap to 

the top end of the swivel hardware, and then connects swivel system and cargo to helicopter cargo 

hook.

• Rig letdown line through figure 8 and attach a carabiner to the hard loop on the free end of the line.

• Anchor

o Overhead Anchor: Attach the rigged figure 8 to the overhead anchor carabiners with a third 

carabiner barrel down, gate facing aft. Once complete, pull the free end of the line and 

carabiner down to the floor and attach to the Velcro® loop on the breakaway strap. Spotter 

must secure the breakaway strap attached to the carabiner during flight. (Add drawing or a 

photo)

o Floor anchor: Attach the rigged figure 8 with extender strap to the forward attach point on of 

the floor anchor, typically the opposite side of the pilot. Attach locking carabiner on rigged 

letdown line to the Velcro® loop on the breakaway strap. 

• Lock off letdown line on figure 8.

• Cargo letdown pack must be connected to an appropriate hard point.

• Spotter connects tether, plugs into avionics, completes necessary external cargo checks, boards 

aircraft, and secures seatbelt.

• Spotter tells pilot, “Tether attached, load on the hook, OK to depart,” 

• Pilot Responds “Tether attached, load on the hook, departing.”

1.9.3 Pre-Cargo Delivery Sequence

• Pilot(s) flies a reconnaissance of the area to look for hazards and works with spotter to select an 

appropriate cargo delivery site.

• Contact appropriate flight following authority (ATGS, HLCO, dispatch, etc.) prior to commencing 

the cargo operation. Spotter communicates with flight following authority & pilot regarding number 

of loads to be deployed.

• Inform ground personnel to stay clear of cargo during deployment. 

• Adjust radios as needed to ensure pilot and spotter communication will not be compromised by 

excessive radio chatter. Radios must remain on and dialed to the appropriate flight following 

frequency. 
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• Where possible helicopter should maintain at least 50ft. clearance above any obstacles before 

starting a cargo operation.

• If this is not possible and helicopter must descend below the canopy, helicopter will operate within 

an opening no less than 1 1/2 times the main rotor diameter (e.g. an aircraft with a 36 ft. main rotor 

diameter would require a 54 ft. diameter opening). 

• Before starting cargo operations, A HOGE Power check is accomplished at an altitude comparable 

to the cargo site or greater. A Positive rate of climb must be established without exceeding aircraft 

limitations. Pilot states “hover established, positive rate of climb, power is good.”

• Spotter responds” Power is good”

• Spotter activates hot mic if not done already

• Spotter states to pilot “removing seatbelt” and “moving into position”. (Some spotters may elect to 

remain in the seat with seatbelt fastened).

• Spotter attaches hard loop on the breakaway strap and ensures carabiner is locked. Spotter states 

to pilot “Hard Loop Connected” Pilot confirms “Hard Loop Connected.”

• Spotter unlocks the figure 8 and ensures the carabiner is clear of the skid.

• Spotter finalizes proper position over cargo site. Using pilot’s perspective (left, right, forward, back, 

and up or down relative to altitude above the ground.)

1.9.4 Cargo Delivery Sequence

• Spotter will communicate with pilot regarding adequate main and tail rotor clearance, power 

assessments, and cargo spot status throughout the cargo operation. Using pilot’s perspective (left, 

right, forward, back, and up or down relative to altitude above the ground).

• Spotter states to pilot, “Cargo is ready for deployment on your count.”

• Pilot gives a three (3) count and releases cargo from belly hook.

• Spotter begins lowering cargo with positive control of letdown line; do not allow un-arrested 

descent of cargo. Keep pilot informed of actions and progress of cargo descent:

o “Cargo away”

o “Cargo halfway down”

o “Cargo on the ground”

• When cargo is on the ground, unhook figure 8 from carabiner/anchor and remove letdown line. 

Hold slack in line to prevent billowing and unhook letdown line bag from hard point. Wrap excess 

letdown line around bag and throw clear of aircraft.

• When cargo deployment is complete spotter states to pilot, “Lines are away, clear to depart.”

• Pilot responds “lines away, clear to depart”.

• Spotter closes doors (if necessary), returns to seat and fastens seatbelt. 

• Radio returned to normal operational mode and flight following authority is informed that cargo 

operation has been completed 

1.10 Cargo Letdown Emergency Procedures

There are many circumstances that can constitute an in-flight emergency. Pilots and spotters must 

understand that the consequences of an emergency change significantly once cargo has been deployed. 

It is extremely important for a pilot and spotter to have a firm understanding of the situation and discuss up 

front as many circumstances as possible prior to operations. “Emergency procedures” are defined as the 

standard established procedures used to respond to a situation, serious in nature, developing suddenly or 

unexpectedly, and demanding immediate action. In the cargo delivery environment, clear and concise 
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communication culminating in a coordinated response between the spotter and pilot is critical to a 

successful outcome. There are two (2) basic categories of emergencies:

1. Those that require an immediate response:

There are a limited number of emergencies that fall into this category. In the cargo delivery environment 

these emergencies are characterized by a need to depart the hover without delay. In this type of 

emergency, the possibility of affecting a positive outcome will be impacted by the ability to jettison lines 

quickly.

Examples of possible emergencies that require an immediate response:

• Engine Failure

• Tail Rotor Failure

• Hard over of controls

• Engine over speed/driveshaft failure

• Compressor Stall (Single engine)

• Governor Failure Low Side (Twin Engine)

• Governor Failure (Single Engine)

2. Those that permit a delayed response:

There are any numbers of events, typically mechanical or environmental, that fall into this category. In the 

cargo delivery environment, these events are characterized by an ability to delay the departure from the 

hover. In events of this nature there is typically time to complete a cargo sequence prior to departing the 

hover.

Caution: These procedures may not require immediate action and responses can vary in time from 

seconds to minutes. Examples of possible events that may permit a delayed response:

• Transmission/Engine/Tail Rotor Gear Box Chip Light

• Hydraulic Failure

• Oil temp/Oil pressure light

• Hydraulic temp or pressure light

• Unknown Master Caution

• Fire light (require pilot check of controls and for fire on board)

• Stuck pedal

• Fuel control or governor failure high side (Twin Engine)

• Electrical failure

• Fuel/air filter clog

• Fuel pump failure

• Decrease in rotor RPM

• Compressor Stall (twin engine)

• Severe up or down drafts
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1.10.1 Cargo Letdown Emergency Procedures: Internal Cargo

Challenge/Response Communications - Immediate Response Emergency

Pilot States “Abort, Abort” 

• Spotter:

o If cargo is still secure:

 Spotter states “Clear”

 Immediately take seat and fasten seatbelt

 Aircraft will depart immediately, and pilot will comply with Rotorcraft Flight Manual 

direction.

o If the cargo process has begun and the cargo has been unsecured:

 Spotter states, “Clearing cargo” and: 

o If cargo is still in the aircraft: 

 Re-secure cargo or Cut line directly above cargo container and Jettison cargo out 

open door.

 Spotter states “Clear”

 Take seat and buckle-up.

o If cargo has been delivered outside the aircraft:

 Cut line 

 Spotter states “Clear” when the cargo container has cleared the aircraft

 Take seat and buckle-up.

NOTE: The “Abort, Abort ...” and the subsequent actions taken by the pilot and spotter will occur 

almost simultaneously. Pilot will attempt to gain forward flight, if possible, which will require that 

the spotter clear the cargo without hesitation. The pilot is not expected to wait for the “Clear” from 

the spotter before taking action to appropriately respond to the emergency. Any failure to 

immediately clear the aircraft of cargo and line may pose a threat to the aircraft and personnel 

onboard.

Challenge and Response Communications - Delayed Response Emergency

When experiencing this type of emergency, “EXPEDITE, EXPEDITE” is intended as the initial alert for the 

crew communicating that the cargo deployment must be curtailed due to an aircraft malfunction or 

environmental condition. Communication shall not be limited, and pilot should advise the crew of the 

status of the aircraft and the intended duration of the flight.

Unnecessary delays should be avoided due to the critical nature of the flight profile. The only time there 

should be any delay is during the cargo deployment sequence. If there is to be a delay, the spotter should 

advise the pilot as to the amount of time needed to get the cargo on the ground and cut line. 

Events of a mechanical nature require termination of the cargo mission until such problem(s) can be 

resolved. An event of this nature requires that the pilot announce the problem, describe the problem and 

inform the spotter of the actions required to address the event. The ensuing discussion between pilot and 

spotter will determine a course of action and the time available.
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Pilot states “Expedite, Expedite.” 

• Spotter

o If cargo is still secure: 

 Spotter states “Clear”

 Immediately take seat and buckle-up.

 Aircraft will depart immediately, and pilot will comply with Rotorcraft Flight Manual 

direction.

o If cargo has been unsecured but not delivered outside the aircraft:

 Spotter states “Clear” 

 Secure the cargo as quickly as possible

 Take seat and buckle seatbelt.

o If you are in mid sequence (cargo has been delivered past the skids) 

 Continuation of the cargo delivery may be permissible if circumstances warrant. 

 Once cargo is on the ground the spotter will cut the line freeing the aircraft for 

immediate departure and compliance with RFM direction

Events of an environmental nature may be resolved by waiting for the event to subside or relocating to an 

alternate cargo site. An event of this nature requires that the pilot inform the spotter of the actions 

required to address the event. The ensuing discussion between pilot and spotter will determine a course of 

action and whether relocation is necessary.

• If relocation is not required:

o Once the pilot and spotter concur that the event is no longer of concern cargo operations 

can resume.

• If relocation is required: Pilot states “Expedite, Expedite.” 

o If cargo is still secure: 

 Spotter states “Clear”

 Immediately take seat and buckle-up.

 Aircraft will depart immediately, and pilot will comply with Rotorcraft Flight Manual 

direction.

o If cargo has been unsecured but not delivered outside the aircraft:

 Spotter states “Clear” 

 Secure the cargo as a quickly as possible

 Take seat and buckle seatbelt.

 If you are in mid sequence (cargo has been delivered past the skids) 

o Continuation of the cargo delivery may be permissible if circumstances warrant. 

o Once cargo is on the ground the spotter will cut the line freeing the aircraft for immediate 

departure and compliance with Rotorcraft Flight Manual direction.
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1.10.2 Cargo Letdown Emergency Procedures: External Cargo

Challenge/Response Communications - Immediate Response Emergency

Pilot states “Abort, Abort”

• Cargo still secure on the belly hook and cargo process has not yet commenced while aircraft is in a 

hover or in forward flight with breakaway strap hooked “Soft”.

o Pilot jettisons external cargo from the aircraft

o Spotter states “Clear” and.

o Immediately take seat and fasten seatbelt 

• If cargo process has started, break away strap is hooked “hard” w/ figure 8 locked off and cargo is 

still on the hook.

o Spotter states “Cutting Line” 

o Spotter cuts line below the figure 8

o Spotter states “Clear- Jettison Load” and.

o Immediately take seat and fasten seatbelt 

• If cargo process has started break away strap is hooked “hard” w/ figure 8 unlocked and cargo still 

on the belly hook

o Spotter states “Cutting Line” 

o Spotter cuts line below the figure 8

o Spotter states “Clear- Jettison Load” and.

o Immediately take seat and fastens seatbelt

• If the cargo process has begun and the cargo has been released off the belly hook.

o Spotter states “Cutting Line”

o Spotter cuts line below the figure 8 

o Spotter state “Clear” when the letdown line has cleared the aircraft and.

o Immediately take seat and buckle-up. 

NOTE: The “Abort, Abort ...” and the subsequent actions taken by the pilot and spotter will occur almost 

simultaneously. Pilot will attempt to gain forward flight, if possible, which will require that the spotter clear 

the cargo without hesitation. The pilot is not expected to wait for the “Clear” from the spotter before taking 

action to appropriately respond to the emergency. Any failure to immediately clear the aircraft of cargo 

and line may pose a threat to the aircraft and personnel onboard.

Challenge/Response Communications - Delayed Response Emergency 

When experiencing this type of emergency, “Expedite, expedite” is intended as the initial alert for the crew 

communicating that the cargo deployment must be curtailed due to an aircraft malfunction or 

environmental condition. Communication shall not be limited, and pilot should advise the crew of the 

status of the aircraft and the intended duration of the flight.

Unnecessary delays should be avoided due to the critical nature of the flight profile. The only time there 

should be any delay is during the cargo deployment sequence. If there is to be a delay, the spotter should 

advise the pilot as to the amount of time needed to get the cargo on the ground and cut line.

Events of a mechanical nature require termination of the cargo mission until such problem(s) can be 

resolved. An event of this nature requires that the pilot announce the problem, describe the problem and 
138 | P a g e

inform the spotter of the actions required to address the event. The ensuing discussion between pilot and 

spotter will determine a course of action and the time available.

Pilot states: “Expedite, Expedite.”

• If cargo is still secure on the belly hook and cargo process has not yet commenced while aircraft is 

in a hover or in forward flight with breakaway strap hooked “Soft”.

o Spotter states “Clear” Cargo can be jettisoned at pilot discretion 

o Spotter immediately takes seat and fastens seat belt.

o Aircraft will depart immediately, and pilot will comply with Rotorcraft Flight Manual direction.

• If cargo process has started, break away strap is hooked “hard” w/ figure 8 locked off and cargo is 

still on the hook. 

o Spotter states “Going to soft loop”

o Spotter disconnects breakaway strap from carabiner and connects carabiner to soft loop. 

Spotter states “Clear- to Jettison Load” at pilot discretion

o Spotter immediately takes seat and fastens seatbelt.

• If cargo process has started break away strap is hooked “hard” w/ figure 8 unlocked and cargo still 

on the belly hook

o Spotter states “Clearing Breakaway Strap” 

o Spotter disconnects Breakaway strap from carabineer or cuts letdown line below the figure 

8

o Spotter states “Clear to Jettison Load” at pilot discretion 

o Spotter immediately takes seat and fastens seatbelt 

• If the cargo process has begun and the cargo has been released off the belly hook.

o Continuation of the cargo delivery may be permissible if circumstances warrant. 

o Once cargo is on the ground the spotter will cut the line below the figure 8 freeing the 

aircraft for immediate departure and compliance with RFM direction.

o Spotter states “Clear” when the letdown line has cleared the aircraft 

o Spotter immediately takes seat and buckles up. 

Events of an environmental nature may be resolved by waiting for the event to subside or relocating to an 

alternate cargo site. An event of this nature requires that the pilot inform the spotter of the actions 

required to address the event. The ensuing discussion between pilot and spotter will determine a course of 

action and whether relocation is necessary.

• If relocation is not required:

o Once the pilot and spotter concur that the event is no longer of concern cargo operations 

can resume.

• If relocation is required Pilot states “Expedite, Expedite”.

o Cargo still secure on the belly hook and cargo process has not yet commenced while 

aircraft is in a hover or in forward flight with breakaway strap hooked “Soft”.

 Spotter states “Clear” Cargo can be jettisoned at pilot discretion 

 Spotter immediately takes seat and fastens seatbelt.

 Aircraft will depart immediately, and pilot will comply with Rotorcraft Flight Manual 

direction.
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o If cargo process has started, break away strap is hooked “hard” w/ figure 8 locked off and 

cargo is still on the hook. 

 Spotter states “Going to soft loop” 

 Spotter disconnects breakaway strap from carabiner and connects carabiner to soft 

loop. Spotter states “Clear- to Jettison Load” at pilot discretion 

 Spotter immediately takes seat and fastens seatbelt.

o If cargo process has started break away strap is hooked “hard” w/ figure 8 unlocked and 

cargo still on the belly hook

 Spotter states “Clearing Breakaway Strap” 

 Spotter disconnects Breakaway strap from carabineer or cuts letdown line below the 

figure 8

 Spotter states “Clear to Jettison Load” at pilot discretion 

 Spotter immediately takes seat and fastens seatbelt.

o If the cargo process has begun and the cargo has been released off the belly hook. 

 Continuation of the cargo delivery may be permissible if circumstances warrant. 

 Once cargo is on the ground the spotter will cut the line below the figure 8 freeing the 

aircraft for immediate departure and compliance with Rotorcraft Flight Manual direction.

 Spotter states “Clear” when the letdown line has cleared the aircraft 

 Spotter immediately takes seat and fastens seatbelt.

1.11 Cargo Letdown Activities in Support of Extended Attack or Large Fire Operations 

Integration of cargo letdown activities into complex airspace associated with extended attack and large fire 

operations necessitates risk assessment and operational planning in order to ensure the safety of aircraft 

and ground personnel. 

While working on extended attack and large fire incidents where cargo letdown operations are planned 

(medical response, IA within the incident response zone, division requests, line resupply, proficiency, etc.), 

the following conditions should be met. 

• Identified in the Incident Action Plan in the ICS-220 and the ICS-204 for the location where the 

cargo letdown operation is planned to occur. 

• Reviewed by the highest-level aviation position assigned. 

• Completed operational risk assessment and briefing. 

• Coordinated with the helibase manager prior to conducting operations at the helibase. 

Costs associated with routine proficiency operations and/or cargo letdown will be the responsibility of the 

agency contracting the helicopter.

1.12 Cargo Letdown Training

Objectives

• Describe the function of all cargo letdown equipment 

• Demonstrate proper cargo letdown configuration

• Demonstrate proper cargo letdown procedures without error
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• Demonstrate effective communications with pilot 

Key Points 

• Gather cargo letdown equipment 

• Reference procedures, Challenge and Response in IHRG, Appendix B 

• Pilot should be present during this phase of the training 

• Utilize BLM Cargo Letdown Trainee Qualification Record

Lesson Outline 

Ground Training 

• Review cargo letdown procedures 

o Familiarize trainee with equipment 

o Review applicable portions of IHRG

• Familiarize trainee with spotter equipment checks and spotter “buddy check.” 

o Stress that the spotter is responsible to ensure all equipment is in good condition and 

properly fitted 

• Cargo letdown training should be accomplished utilizing a Cargo Letdown tower in addition to 

helicopter mock-ups but utilizing helicopter mock-ups as the sole means of ground training is 

acceptable. 

• Demonstrate anchor inspection. 

• Demonstrate placement and securing of cargo. 

• Demonstrate pre-flight checks, e.g., spotter equipment check, hook checks, etc.

• Demonstrate cargo configuration procedures. 

• Demonstrate cargo letdown procedures, including spotter and pilot communications, and 

emergency procedures. 

• Trainee will perform the following until instructor deems competency is accomplished (minimum of 

three (3) complete cycles without procedural error):

o Anchor inspection

o Secure of cargo

o Cargo letdown procedures

o Spotter and pilot communications

o Emergency procedures

Helicopter Deployment

• Under the supervision of a qualified spotter, trainee will inspect equipment, prepare cargo load, 

configure the helicopter and deploy a minimum of ten cargo letdown cycles, without procedural 

error, at low, medium, and high heights. Five (5) of these deployments will be in typical terrain. 

Final evaluation will be completed by a Check Spotter.

• Should at any point during live cargo deployment the trainee makes repetitive procedural errors, 

the instructor will return the trainee to ground training for additional training.
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BLM Cargo Letdown Trainee Qualification Record

INSTRUCTIONS FOR COMPLETING QUALIFICATION RECORDS

Each requirement or task for each qualification record shall be completed under the direct supervision of 

a qualified HERS/HCLS and signed and dated by the evaluating Spotter Trainer. Comments should be 

included in the space provided to ensure appropriate documentation of performance and to provide 

feedback to trainees. The number of evaluations of each task is not limited to the number of signature 

lines provided within the Evaluator/Date column.

CARGO LETDOWN TRAINEE:

TRAINEE’S NAME DUTY STATION PHONE NUMBER

TRAINEE RECOMMENDED BY:

NAME TITLE PHONE NUMBER

QUALIFICATION RECORD INITINATED BY:

NAME TITLE PHONE NUMBER

Helicopter Make/Model:

Notes:

SIGNATURE DATE
 142 | P a g e 

Position: CARGO LETDOWN SPOTTER Trainee:

TASK: CARGO LETDOWN GROUND TRAINING Evaluator Date Comments

1 Review IHRG Chapters 3,4,7, and Appendix B

2 Equipment inspections procedures

3 Documentation of equipment

4 Discuss model specific procedures

5 Review Go-No Go checklist & Discuss mission 

specific Risk Mgt.

6 Discuss CRM and spotter directions with pilot

7 Discuss emergency procedures with pilot 

present

TASK: CARGO LETDOWN SIMULATOR (optional) Evaluator Date Comments

1 Tower, simulator briefing

2 Cabin configuration and rigging (model specific)

3 Challenge and Response with pilot

4 Proper equipment checks

5. Cargo configuration

6 Cargo equipment orientation

7 Rigging and deploying cargo

8 Maintain visual on cargo

9 Emergency procedures

TASK: CARGO LETDOWN MOCK-UPS Evaluator Date Comments

1 Proper Briefing crew /pilot

2 Proper rigging /model specific

3 Verbalization with pilot

4 Proper equipment checks

5 Cargo configuration

6 Cargo equipment orientation
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Position: CARGO LETDOWN SPOTTER Trainee:

7 Maintain control during deployment

8 Maintain focus and control of mission

9 Emergency procedures

TASK: CARGO LETDOWN INITIAL LIVE 

HELICOPTER

Evaluator Date Comments

1 Proper rigging /model specific

2 Proper Briefing crew /pilot

3 Proper Equipment Checks

4 Proper Verbalization

5 Ensure power check completed 

6

Select adequate cargo letdown site and alternate 

sites and notify ground resources of mission 

(Stay Clear)

7 Maintain aircraft and rotor clearance throughout 

sequence

8 Maintain visual on cargo letdown line and cargo

9 Maintain controlled decent of load to the ground

10 Maintain focus and control of mission

TASK: CARGO LETDOWN CHECKRIDE Evaluator Date Comments

1 Configure helicopter with proper Cargo rigging 

and perform appropriate equipment checks

2 Maintain communication with appropriate flight 

following authority

3 Identify flight hazards

4 Identity adequate cargo letdown and alternate 

emergency sites

5 Assess helicopter performance capabilities at 

local temp. and altitude, perform power check

6 Assist pilot to position helicopter over cargo 

letdown site
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Position: CARGO LETDOWN SPOTTER Trainee:

7 Deploy cargo using appropriate verbiage with 

pilot

8 Maintain clearance of cargo from all obstacles

9 Maintain aircraft and rotor clearance throughout 

cargo sequence

10 Deploy cargo maintaining controlled decent at all 

times

11

Establish communication with firefighters on the 

ground. Report to appropriate flight following 

authority

12 Debrief with HERS/HCCS

TASK: ASSIST IN INSTRUCTION OF CARGO 

LETDOWN TRAINING

Evaluator Date Comments

BASE NAME:

1

2

3

TASK: CHECKRIDE PROCEDURAL ERROR FREE 

CYCLES

Evaluator Date Comments

1 Low < 75’ AGL

2 Low < 75’ AGL

3 Medium 75’ to 150’ AGL

4 Medium 75’ to 150’ AGL

5 High Above 150” AGL

6 Low - Typical Terrain

7 Medium - Typical Terrain

8 Medium - Typical Terrain

9 High - Typical Terrain

10 High - Typical Terrain
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CARGO LETDOWN SPOTTER TRAINEE APPROVAL RECOMMENDATION

Additional Cargo Letdown Training Recommended

No Yes Date

Recommendation:

Spotter Trainer Name Signature Date

Successful Completion of Cargo Letdown Training 

No Yes Date

Annual Recertification

Annual Recertification

Annual Recertification

Annual Recertification

 Date Certifying Official

Comments:

Check Spotter Name Signature Date
 146 | P a g e 

BLM Cargo Letdown Decision Matrix

Mission Conditions Yes No

Is this CLD mission necessary? (pilot and spotter in agreement)

Is this a time critical mission?

Site Conditions

Does vegetation exceed limitations?

Is there a helispot location nearby that could be utilized instead?

Do the main and tail rotors have adequate clearance from terrain and trees?

Is terrain conducive to receiving cargo? (Too steep? Etc.)

Aircraft/Pilot

Are pilot and aircraft approved for the mission?

Pilot completed pre-flight checks?

Intercom and radio communications set and checked?

Load calculation completed for the CLD deployment site?

Remove or secure all loose items within the aircraft?

Pilot briefed for the intended mission and communication procedures?

Weather/Time

Are winds within an acceptable range to perform a CLD operation?

Is there enough time to complete the operation before sunset (pumpkin time)?

Spotter

Is the spotter qualified and proficient to perform this operation?

Preflight walk around checks of helicopter performed by spotter?

Spotter checks completed?

Spotter harness and tether in working order and installed correctly?

Spotter PPE utilized?

Completed a pre-deployment briefing to all parties involved?

Completed an emergency procedure briefing with the pilot?

Equipment 

Is all CLD equipment approved and in good working order?

Internal cargo rigged and checked by spotter?

Operations

All personnel briefed for the operation, emergency plan in place?

Ground personnel briefed. (Remain away from site)

Communication with pilot is good?

High hover power check is good, positive rate of climb established. Power is Good?

Completed By:

CLD Operation Approved By:
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BLM Cargo Letdown GAR Risk Model

Operation: Scheduled Date: 

Objective(s): 

Supervision Circle the number as appropriate

Supervisor has perfect knowledge 

about the mission, personnel, 

capabilities, and limitations, and is 

able to apply the appropriate 

control to minimize risk 

<1 2 3 4 5 

6 7 8 9 10>

Supervisor has little knowledge about 

the mission, personnel, capabilities 

and limitations, and lacks skill, 

knowledge or ability to apply the 

appropriate control to minimize risk.

Planning

There is a well-designed plan that 

is reviewed and revised as needed 

to meet the demands for safety 

and efficiency and to account for 

adaptation. Time is well managed.

<1 2 3 4 5 

6 7 8 9 10>

There is no plan, or the plan does not 

address many current adaptations 

made in response of demands for 

efficiency. Time constraints have a 

strong effect on ability to plan.

Contingency Resources

Reliable alternative equipment and 

personnel are available, easily 

accessed and informed about the 

mission requirements 

<1 2 3 4 5 

6 7 8 9 10>

The outcome depends on the 

equipment and personnel assigned 

completing the mission perfectly. 

Failure is not an option 

Communication

Interpersonal communications are 

clear and there is a high level of 

trust in the organization. Adequate 

personnel and technology are 

available to relay information 

accurately to those who make the 

decisions

<1 2 3 4 5 

6 7 8 9 10>

There is low trust in the organization, 

or the personnel/communication 

equipment is unreliable based on the 

expected needs for the mission.

Team Selection

Multiple personnel with skill, 

knowledge and ability are available 

to fulfill the requirements of the 

mission. Selection and preparation 

are done well in advance so there 

is plenty of time for personnel to 

get personal and job-related 

demands addressed.

<1 2 3 4 5 

6 7 8 9 10>

Only one person is available, and the 

success of the mission depends on 

that person juggling many 

responsibilities to squeeze this 

mission into the work schedule. 

Additional time will be donated to 

keep up with the workload
 148 | P a g e 

Team Fitness

Personnel are trained, proficient, 

healthy, and rested prior to starting 

the mission. Personal issues are 

addressed, and little external 

stress is being exerted.

<1 2 3 4 5 

6 7 8 9 10>

Personnel lack one or more critical 

component in their training. These 

persons have been squeezing in 

many additional duties as assigned 

distracting them from their proficiency 

or personal life.

Environment

Weather and visibility are 

conducive to the best possible 

chance for success in the mission. 

Operational tempo is appropriate 

for the mission

<1 2 3 4 5 

6 7 8 9 10>

Winds are unpredictable, 

temperature is extreme, low ceilings 

and visibilities, precipitation, sun 

angle creates strong shadows, etc. 

Mission tempo is too low or high.

Mission Complexity

A single agency is involved with 

personnel from the same unit who 

regularly work together. Mission is 

straight forward and covered by 

standard operating procedures.

<1 2 3 4 5 

6 7 8 9 10>

Multiple agencies are involved in a 

mission that defies definition or has 

ever been attempted. Personnel are 

new to each other and come from 

different cultures. Many leaders are 

emerging and working toward 

different objectives.

Mission Total

Benefit Statement:

GAR Assessment Completed by: 

Operation Approved by: Title: 

Date:

GREEN ZONE (1-35) AMBER ZONE(36-60) RED ZONE(61-80)
 149 | P a g e 

BLM Risk Assessment for Cargo Letdown 

BLM RISK ASSESSMENT 

MATRIX FOR CARGO 

LETDOWN HAZARD PROBABILITY

Frequent Probable Occasional Remote Improbable

A B C D E

EFFECT

Catastrophic I High Medium

Critical II Serious Medium

Marginal III Serious Medium (2)

Negligible IV Medium Low (1)

Assignment: Internal Cargo Let-Down Date: 2009

Pre-Mitigation hazards rate out as: Medium (2)

Describe Hazard: Probability

(A-E)

Effect

(I-IV)

Risk

Level

1. Aircraft Performance, allowable weight limits E I Med (2)

2. Unsecured items E I Med (2)

3. Mechanical failure E I Med (2)

4. Equipment malfunction E I Med (2)

5. Environmental-hot, high, gusty winds C II Serious 

(3)

6. Unqualified personnel E II Low (1)

Mitigation Controls:

Post-Mitigation hazards rate out as: Low (1)

Probability

(A-E)

Effect

(I-IV)

Risk

Level

1. Aircraft Performance – use HOGE performance 

charts, proper fuel load, c/g calculation, load calc 

complete, manifest complete/correct

E II Low (1)

2. Unsecured items—secure loose items, clear aircraft of 

unnecessary items, double check

E II Low (1)

3. Mechanical failure—power checks complete, 

emergency procedures known and followed, follow 

IHRG, qualified mechanic

E II Low (1)

4. Equipment malfunction—complete logbook as per 

IHRG, inspect equip as per IHRG complete spotter 

checks

E II Low (1)

5. Environmental—OGE power check, check weather 

forecast, identify/utilize alternate sites

D III Low (1)

6. Unqualified personnel—check pilot card, CLD Spotter 

carded and proficient

E III Low (1)

Operation Approved by: Title: Date:
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BLM Cargo Letdown Carabiner Log

ID#: Date Put Into Service: Date Retired: 

Inspection/Use 

Date:

Inspector Signature Remarks/Problems
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BLM Cargo Letdown Harness Log

CLD Spotter Issued To: 

ID#: Date Put Into Service: Date Retired: 

Inspection/Use 

Date:

Inspector Signature Remarks/Problems
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BLM Cargo Letdown Line Log

ID#: Date Put into Service: Date Retired: 

Number of Prior Uses: 

Date Spotter Height End Inspection 

Date

Inspector 

Signature

Remarks/Problems
 153 | P a g e 

 BLM Cargo Letdown Mission Log

• 

Date Operator Mission Cargo 

type/ 

weight

# of 

Letdowns

Carabiner Let 

down 

Line

Harness Figure 

8 

Notes
154 | P a g e

Appendix 7 - BLM Fleet Aircraft Standard Operations Procedures

The Bureau of Land Management currently operates six fleet aircraft, N49SJ, N190PE, 

N700FW, N618, N437CC and N32PX. The following procedures will be utilized for all BLM 

fleet aircraft.

Administration 

Aircraft

N49SJ, N190PE, N32PX, N700FW, N618, N162GC and N437CC are DOI owned aircraft 

operated by the BLM. N49SJ, N618, N162GC and N190PE are Boise based and maintenance 

is managed through OAS Headquarters in Boise ID. N32PX, N700FW and N437CC are Alaska 

based and maintenance is managed through Alaska Region OAS in Anchorage.

N49SJ – DE Havilland DHC-6-300 Twin Otter

BLM NAO maintains overall management responsibility. The aircraft is assigned to the Boise 

Smokejumpers.

N618 and N162GC – Beechcraft Super King Air B200

BLM NAO maintains overall management responsibility. The aircraft is assigned to the 

National Aviation Office.

N190PE – Pilatus PC-12

BLM NAO maintains overall management responsibility. The aircraft is assigned to Alaska Fire 

Service a portion of the year and Boise NAO the balance of that year.

• N190PE core use period will be mid-April through mid-September as dictated by 

conditions.

• The Aircraft will transition to Alaska as negotiated with AFS and the BLM NationalFlight 

Operations Manager. That will usually occur on or around mid-April depending upon 

anticipated needs.

• The Aircraft will transition to Boise from Alaska when negotiated by AFS and theNAO 

Flight Operations Manager.

• Funding for the transition to Boise will be done under a resource order or as designated 

by the NAO Flight Operations Manager.

N700FW – Quest Kodiak K-100

BLM NAO maintains overall management responsibility. The aircraft is assigned to Alaska Fire 

Service a portion of the year and Boise NAO the balance of that year.

• N700FW core use period will be mid-April through mid-September as dictated by 

conditions.
155 | P a g e

• The Aircraft will transition to Alaska as negotiated with AFS and the BLM NationalFlight 

Operations Manager. That will usually occur on or around mid-April depending upon 

anticipated needs.

• The Aircraft will transition to Boise from Alaska when negotiated by AFS and theNAO 

Flight Operations Manager.

Funding for the transition to Boise will be done under a resource order or as designated by the 

NAO Flight Operations Manager.

N32PX – Cessna U206F

The BLM Alaska-Office of Law Enforcement and Security will have primary use of the aircraft 

through the calendar year flown by OAS carded BLM-AK law enforcement pilots. The 

management of the aircraft will fall under the State Aviation Office with mission management 

under ADO and Anchorage Interagency Dispatch Center.

N437CC – Cub Crafters CC-18-180

The BLM Alaska-Office of Law Enforcement and Security will have primary use of the aircraft 

through the calendar year flown by OAS carded BLM-AK law enforcement pilots. The 

management of the aircraft will fall under the State Aviation Office with mission management 

under FDO and Anchorage Interagency Dispatch Center.

Pilots

Pilots seeking to be qualified in BLM aircraft will be approved through the NAO and must 

attend an approved simulator training course in that aircraft type. If no simulator training is 

available, a training plan will be developed to meet the training needs of the Pilot andapproved 

by the NAO.

Staffing

BLM aircraft are staffed to meet the appropriate mission as denoted below.

Lower 48 Staffing

• N49SJ: Primary staffing will be provided by the BLM Smokejumpers. During the fire 

season the goal is that the aircraft is staffed 7 days aweek.

• N190PE, N700FW: Primary staffing will be provided by BLM Alaska during the core 

operational use.

• N618 and N162GC: Primary staffing will be provided by the BLM NAO.

• N437CC: N/A

• N32PX: N/A

• The Temporary Duty Assignment for the Alaska pilot while in the L48 will allow travelto 

the domicile or equivalent at the end of a 27-day period.

• Outside of the core use period the NAO Flight Operations Manager will prescribe 

staffing levels with available pilots.
 156 | P a g e 

Alaska Staffing

• N190PE, N700FW: The aircraft will be staffed on a 12 on, 2 off schedule during the 

Alaska use period. Days off will be established so as to not coincide with the scheduled 

days off of other logistics aircraft.

• N32PX: The aircraft will be staffed to meet the needs of the Anchorage FieldOffice.

• N437CC: The aircraft will be staffed to meet the needs of the Fairbanks FieldOffice.

Fleet Aircraft Use Report Manager (AURM)

The AURM is used within DOI for government owned “Fleet” aircraft billing to create aircraft 

use report data files which are emailed to OASfleetmanager@ios.doi.gov for uploading into 

the FBMS system. Download the latest version of the AURM from the OAS website. OAS 

Technical Services has also developed a "next generation" Aircraft Use Report Manager 

application for iPads. Because the AURMA is not released to the public, it is not available on 

the iTunes app store. Instead, contact Sherry Lambert (208-433-5084, 

shery_lambert@ios.doi.gov) 

Fuel

Lower 48

When utilizing either the Government Multiservice Aircard or the OAS MasterCard, fleet aircraft 

will attempt to purchase fuel at a DOD Vendor.

• Record flight time under the pay item code “FW” (Wet Rate) on the OASAURM when 

receiving fuel from these locations.

• Receipts for fuel purchased through the Government Aircard Multiservice program will 

be mailed directly to OAS Fleet Activities Specialist (Andrea Peckham) weekly.

• Fuel or other items (oil, maintenance, etc.) purchased with the OAS MasterCard will 

follow OAS requirements, and signed statements with receipts will be provided in the 

requisite time and format to the appropriate authority.

• Both fleet aircraft may purchase fuel through the NIFC ramp, and no charge code

is required. Fuel is part of the flight rate on both fleet aircraft.

• NIFC ramp fuel receipts must be submitted in the same manner as theGovernment 

Aircard program, IE weekly to OAS Fleet Activities Specialist.

Alaska

Alaska Fire Service has fueling contracts for Fort Wainwright and Galena. Record flight time 

under the pay item code “DF” (Dry Rate) on the OAS AURM when receiving fuel from these 

locations. Fuel received at these locations will be recorded on an OAS-59 provided to the pilot 

by the fueler.

• For fueling away from these locations, utilize the procedures outlined above (1.5.1).
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Navigation/Charting data base updates

The data bases will be purchased by the BLM Aviation Office through the aircraft account. 

Those services (electronic and paper) will be updated by the pilot currently assigned tothe 

aircraft in the requisite time intervals specified.

Aircraft Mission 

N49SJ

Primary mission is as a Smokejumper aircraft.

• During fire season the aircraft is staffed 7 days a week.

• Outside of fire season this aircraft is staffed during normal business hours.

• While this aircraft is not in fire season aircraft maintenance is sought during normal 

business hours.

• During fire season maintenance support is encouraged to use extraordinary measures 

(overtime, AOG parts, charter aircraft to transport maintenance personnel and/orparts, 

etc...) to keep the aircraft in flight status per the maintenance procedures thatfollow.

N190PE

• Primary mission as a multi-role utility, Air Attack and logistics aircraft.

• During the core use period this aircraft is staffed at single pilot duty requirements. 12 on 2 

off or 6 on and 1 off with a maximum of 14-hour duty days.

• During the non-core use period the aircraft is staffed as the NAO FlightOperations 

Manager requires.

• During all operations maintenance support is sought during normal business hours as 

determined by the maintenance procedures that follow.

• There is currently no provision for a relief pilot in the core use period.

• The in-flight opening door is approved for use for photogrammetry.

• Special Use (<500” AGL) require an ALSE approved flight helmet.

N700FW

• Primary mission as a multi-role utility, Air Attack and logistics aircraft.

• During the core use period this aircraft is staffed at single pilot duty requirements. 12 on 

2 off or 6 on and 1 off with a maximum of 14-hour duty days.

• During the non-core use period the aircraft is staffed as the NAO Flight Operations 

Manager requires.

• During all operations maintenance support is sought during normal business hours as 

determined by the maintenance procedures that follow.

• There is currently no provision for a relief pilot in the core use period.

• Special Use (<500” AGL) require an ALSE approved flight helmet.
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N618 and N162GC

• Primary mission as an ASM/Leadplane aircraft.

• During the core use period this aircraft is staffed at single pilot duty requirements. 12 on 

2 off or 6 on and 1 off with a maximum of 14-hour duty days.

• During the non-core use period the aircraft is staffed as the NAO FlightOperations 

Manager requires.

• While this aircraft is not in fire season aircraft maintenance is sought during normal 

business hours.

• During fire season maintenance support is encouraged to use extraordinary measures 

(overtime, AOG parts, charter aircraft to transport maintenance personnel and/orparts, 

etc...) to keep the aircraft in flight status per the maintenance procedures thatfollow.

• N618 and N162GC meets all the requirements to perform ASM lead plane missions; 

Air Tactical missions must be conducted only with qualified ATP/LPIL/ATS.

• There is currently no provision for a relief pilot in the core use period.

• The in-flight opening door is not approved for use at this time.

N32PX

• Primary mission to support the BLM’s Law Enforcement program.

• Enhanced patrol and investigative coverage to lands and resources that were previously 

unpatrolled for their remoteness and distance from Anchorage and the state’s road 

system.

N437CC

• Primary mission to support the BLM’s Law Enforcement program.

• Enhanced patrol and investigative coverage to lands and resources that were previously 

unpatrolled for their remoteness and distance from Fairbanks and the state’s road 

system.

Single Engine Operations

351 DM 1.3 provides authorization for DOI aircraft to perform night and IFR operations in 

Single Engine aircraft.

United States Forest Service FSM 5716 provides authorization for the Forest Service to 

perform night and IFR operations in Single Engine aircraft.

Aircraft Scheduling 

N49SJ

Scheduled through the Boise Smokejumpers.
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N190PE

Scheduled by Alaska Interagency Coordination Center (AICC), Aircraft Desk while in Alaska or 

the National Interagency Coordination Center (NICC) while in the Lower 48. During the noncore use period the NAO Flight Operations Manager will schedule the aircraft.

N618and N162GC

Scheduled through NAO Flight Operations Manager/Boise Interagency Dispatch Center.

N700FW

Scheduled by Upper Yukon Dispatch Center, Aircraft Desk while in Alaska or the National 

Interagency Coordination Center (NICC) while in the Lower 48. During the non-core use 

period the NAO Flight Operations Manager will schedule the aircraft.

N32PX

Scheduled by Anchorage Interagency Dispatch Center.

N437CC

Scheduled by Anchorage Interagency Dispatch Center.

Maintenance

Use of a government contract requires the permission of the appropriate Contracting Officer. For 

unscheduled maintenance or scheduled maintenance from other than the Boise contractor, a list 

of government contract maintenance facilities is included in each airplane. Flight Crew members 

will contact OAS to assure the proper payment schedule is in place (i.e. credit cards or purchase 

order) and that the facility has the pertinent expertise, manuals, tools, and parts to perform the 

work. Flight crewmembers will need to assure that the repair facility understands the BLM 

discrepancy reporting and sign-off procedures.

• If a maintenance issues arises in the field, the Flight Crew Member on duty will contact 

the OAS Aircraft Maintenance Specialist as soon as possible.

• In the event that they are not available, you may then contact the appropriate 

maintenance facility directly. For minor unscheduled maintenance, Flight crewmembers 

may contact the vendors directly. The OAS Aircraft Maintenance Specialist shall be 

contacted as soon as possible.
 143 | P a g e 

Appendix 8 – Acting vs Point of Contact 

State Aviation Manager (SAM) and Unit Aviation Manager (UAM) “Acting” vs 

“Point of Contact” Definitions and Expectations 

Acting: Authority by position to make and implement 

decisions directly related to aviation operations 

• Signs documents at the appropriate 

level.

• Clear direction is given during in-brief 

on COR roles, if qualified to perform COR 

duties or as a PI as delegated by the COR.

• Will be provided copies/access to 

State/Unit Aviation Plans, contacts and related

documents.

• Brief aviation crews and Incident 

Management Teams as applicable.

• Must receive a briefing from SAM or 

UAM.

• Working knowledge of Aviation Policy 

and operations. 

Longer Term Detail: 

• Must have "Manage" access to edit

Safecoms and make public for their state

• Letter of Delegation as per state 

aviation plan on Project Aviation Safety Plan 

(PASP) signature levels

Qualifications: At a minimum meet’s currency for 

Aviation Manager (OPM-04) and COR or PI roles if 

applicable. 

Point of Contact (POC): aka “Messenger” 

Forwards/refers aviation information and questions to a 

qualified UAM, SAM or Duty Officer as per chain-of 

command. Does not give direction, sign or authorize flight or 

Project Aviation Safety Plans (PASPs). 

Ultimately, the POC “messages” information to the identified 

next in chain-of-command (AFMO, FMO, Duty Officer, 

Dispatch) who has the authority and qualifications to make 

aviation decisions. 

• Will be provided a copy/access to State/Unit 

Aviation Plans and related aviation documents.

• Must receive a briefing from SAM or UAM.

• General working knowledge of Aviation 

Policy and operations.

Qualifications: At a minimum, have at least one aviation 

related red-card qualification (HECM, HMGB, SEMG, ATGS 

etc.) or IAT aircrew member currency or a Duty Officer. 

SAM & UAM responsibilities Reference BLM NAP 2.5 BLM State/District/Field Office Organizations
 144 | P a g e 

Appendix 9 - Acronyms

310-1 Wildland Fire Incident Management System

9400-1a BLM Flight Request Form

AAF Aviation Airport Facilities

ABC BLM Airbase Committee

ABOD Aviation Board of Directors

ABS Forest Service Aviation Business System

ACETA Aerial Capture Eradication and Tagging of Animals

ACMIS Acquisition Career Management Information System

ACOR Alternate COR

AD Administratively Determined

AFF Automated Flight Following

AFS BLM Alaska Fire Service

AGL Above Ground Level

AIRS Aviation Information Reporting Support

ALDI BLM Aviation Leadership Development Initiative

ALSE Aviation Life Support Equipment Handbook

AMD-23E Aircraft Use Report Form

AMG BLM Aviation Management Group

AMOC Air Marine Operations Center - US Border Patrol

AMS IBC Aviation Management Systems

AOA Aircraft Operations Area (AOA)

AQD Acquisition Services Directorate

AQD-13 Request for Contract Services

AQD-16 Contract Award/Renewal Recommendation and Funding Availability Certification

AQD-19 Notice to Proceed

AQD-20 Request for Rental Services

AQD-91 Flight Services Request Form

ARA Aircraft Rental Agreement

ARTCC Air Route Traffic Control

ASAT Aviation Safety Assistance Team

ASM Aerial Supervision Module

ATC Air Traffic Control

ATGS Air Tactical Group Supervisor

ATP Air Tactical Pilot

AITS Air Tactical Supervisor

AURM Aircraft Use Report Manager (Fleet)

AV Exclusive Use Contract Availability

BLM Bureau of Land Management

BPA Blanket Purchase Agreement

BVC Best Value Comparison (Part of AQD-91)

CO Contracting Officer

COA Certificate of Authorizations

COR Contracting Officer’s Representative

COTR Contracting Officer Technical Representative

CFA Controlled Firing Areas

CWN Call When Needed
 145 | P a g e 

DHS Department of Homeland Security

DINS Internet NOTAM Service - DOD

DM Departmental Manual

DOD Department of Defense

DOI Department of the Interior

EAB Executive Aviation Board

EAC Executive Aviation Committee

EAS Executive Aviation Sub-Committee

EATPL Emergency Air Traffic Priority List

ESCAT Emergency Security Control of Air Traffic

ETA Estimated Time of Arrival

FAA Federal Aviation Administration

FAIRS Federal Aviation for Interactive Reporting System

FAO Forest Aviation Officer

FAR Federal Acquisition Regulations

FAR Federal Aviation Regulations

FBMS Financial and Business Management System

FLT BLM Fire Leadership Team

FMO Fire Management Officer

FOR Fixed Operating Rate

FPMR Federal Property Management Regulations

FTA Fire Traffic Area

FWFM Fixed-wing Flight Managers

GA General Aviation

GACC Geographical Area Coordination Centers

GTR Government Transportation Request

HB Handbooks

HOGE Hover Out of Ground Effect

IAA Interagency Agreement

IASC Interagency Airspace Subcommittee

FWFM Fixed-wing Flight Managers

IASG Interagency Aerial Supervision Guide

IASS Interagency Aerial Supervision Subcommittee

IAT Interagency Aviation Training

IATS Interagency Aviation Training Subcommittee

IBS Interior Business System

IC Incident Commander

IES Illuminating Engineering Society

IFR Instrument Flight Rules

IHOpS Interagency Helicopters Operations Subcommittee

IHRG Interagency Helicopter Rappel Guide

IIC OAS Safety Investigator-In-Charge

IPAC Intra-Governmental Payment and Collection

IPP Internet Payment Platform

IROC Interagency Resource Ordering Capability

ISPOG Interagency Smokejumper Pilots Operations Guide

IWP Incident with Potential

LAT Large Airtanker
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LATN Low Altitude Tactical Navigation Areas

LE Law Enforcement Operations

LPIL Leadplane Pilot

LOA Letter of Authorization

M3 Aviation Management for Supervisors training course

M-410 Facilitative Instructor

MAC Multi-Agency Coordination

MACAP Mid Air Collision Avoidance Program

MAP Mandatory Availability Period

MAFFS Modular Airborne Fire Fighting System

MOU Memorandum of Understanding

SDS Safety Data Sheet

NAO BLM National Aviation Office

NAP BLM National Aviation Plan

NIAC National Interagency Aviation Committee

NIAIS National Interagency Airspace Information System

NICC National Interagency Coordination Center

NM Nautical Mile

NMAC National Multi-Agency Coordinating Group

NORAD North American Aerospace Defense Command

NOTAM Notice to Airmen

NSHO NWCG Standards for Helicopter Operations

NTSB National Transportation Safety Board

NWCG National Wildfire Coordinating Group

OAS Office of Aviation Services

OAS-2 Fleet Use Report

OPM Operational Procedures Memorandums

OSHA Occupational Safety and Health Administration

PASP Project Aviation Safety Plan

PI Project Inspector

PPE Personal Protective Equipment

PRISM Procurement Information System for Management

QPL Qualified Products List

RADS Rope Assisted Deployment

Redbook Interagency Standards for Fire and Fire Aviation Operations

RMP Resource Management Plans

SABO NWCG Standards for Airtanker Base Operations

SAM BLM State Aviation Manager

SAP FBMS related Systems, Applications, and Products data processing software

SAR Search and Rescue

SASES Smokejumper Aircraft Screening Equipment & Evaluation Subcommittee

SDS Safety Data Sheets

SEAT Single Engine Airtanker

SECO SEAT Coordinator

SEMG Single Engine Airtanker Manager

SES Senior Executive Service

SFMO State Fire Management Officer

SGI Special Government Interest Waiver

SME Subject Matter Expert
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SMS Safety Management System

SR’s Slow Routes

SUA Special Use Airspace

TFR Temporary Flight Restriction

TSA Transportation Security Administration

UAM Unit Aviation Manager

UAO Unit Aviation Officer

UAS Unmanned Aircraft Systems

USDA United States Department of Agriculture

USFS United States Forest Service

VFR Visual Flight Rules

VLAT Very Large Airtanker

WFCS Wildland Fire Chemical Systems

WH&B Wild Horse and Burro
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Appendix 1

BLM-Alaska Aviation Contacts

Position Name Office Cell

State Aviation Manager Tom Kubichek 907.356.5523 907.388.9582

Fixed-wing Specialist John Softich 907.356.5520 907.388.0141

Helicopter Specialist Gil Garcia 907.365.5521 907.3883129

UAS Coordinator Vacant

Safety & Training Specialist Mike Bradley 907.356.5525 907.378-3881

South Zone Unit Aviation Manager Dave Doucet 907.267.1357 907.230.9702

South Zone Assistant 

UAM/Helicopter Manager Warren Childe 907.267.1466 907.206.0642

FDO Unit Aviation Manager Eric Straley 907.474.2227

AFS/GAL Unit Aviation Manager Bob Schober 907.356.5617

AFS/TAL Unit Aviation Manager Jason Brooks 907.356.5562 907.482.0738

AFS/UYD Unit Aviation Manager Bob Merrow 907.356.5563 907.750.1455

AFS Ramp Manager William (Todd) Archer 907.356.5758 907.388.3086

AFS Helibase Manager Tom Schmidt 907.356.5659 907.750.1795

AFS Air Tanker Base Manager Ted Plumlee 907.356.5528

FSS Lead Kip Shields 907.356.5653

SMJ-Chief Bill Cramer 907.356.5515 907.388.9582

AFS Air Tactical Program Manager Tony Chapman 907.356.7568

AICC Emergency Operations 

Coordinator

Jennifer Humphrey 907.356.5690 907.378.0840

AIDC Lead Dispatcher Jerrid Palmatier 907.267.1243 907.223.2644

Galena Dispatch Center 800.237.3644 907.356.5629 907.656.1222

Upper Yukon/Tanana Dispatch 

Center

800.237.3652 907.356.5551

Anchorage Interagency Dispatch 907.267.1360
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Appendix 2

BLM-Owned Airstrips

Black Rapids (5BK)

N63 32.11 W145 51.65 Private

RWY 14-32 2250’ x 40’ Elev.2125 Gravel-Dirt

Remarks—Private, unattended, not maintained. Runway runs parallel to highway. Wind generator damaged, not reliable for 

wind direction indicator. Occasional military helicopter use. N 1100’ of runway unusable overgrown with 4’ to 6’ brush. Rocks

to 5”, weeds 10 1.5’, ruts and potholes on runway surface. Contact BLM Aviation Manager, 907-267-1378 prior to use.

Weather Data Sources—WX Cam

Communications—CTAF 122.9, RCO 122.4, SUAIS 125.3

Campbell (CSR)

N61 09.52 W149 46.84 Private

RWY 02-20 5000’ x 150’ Elev.286 Gravel

Remarks—Private, attended Mon-Fri 1630-0100Z, not maintained in winter. Occasional military aircraft, parachute jumping. 

All traffic patterns southeast of field. Runway 02 right traffic pattern. RWY 02-20 marked with distance to go signs. Contact 

BLM Aviation Manager, 907-267-1378 prior to intended use.

Weather Data Sources—WX Cam

Communications—CTAF 127.45

Inigok (4AK1)

N70 00.23 W153 04.66 Private

RWY 02-20 5000’ x 150’ Elev.192 Gravel

Remarks—Private, unattended, not maintained. Runway 02 multiple soft spots last 2000’. 25’ antenna 650’ northwest of 

Runway 02. Contact BLM Manager 907-474-2368 prior to intended use.

Weather Data Sources—None 

Communications—CTAF 122.8

Nixon Fork Mine (AK40)

N63 13.75 W154 45.62 Private

RWY 16-34 4200’ x 100’ Elev.1510 Gravel

Remarks—Private, attended continuously, maintained. Runway 16-34 marked with fluorescent cones marking end and 

approach. Runway 16 and runway 34 right traffic. Contact BLM Aviation Manager, 907-267-1378 prior to intended use. 

Weather Data Sources—None

Communications—Tie in FSS Kenai

Port Moller (1AK3)

N56 00.36 W160 33.65 Private

RWY 01-19 3500’ x 100’ Elev.20 Gravel

Remarks—Private, unattended, not maintained. No service available. Recommend visual inspection prior to landing. Contact 

BLM Aviation Manager 907-267-1378 prior to intended use.

Weather Data Sources—None 

Communications—Tie in FSS Cold Bay

Talkeetna (AK44)

N62 19.14 W150 06.97 Private

RWY 16-24 1600’ x 30’ Elev.346 Gravel

Remarks—Private, unattended, not maintained. North one third runway has sawbucks and manhole covers recessed from sewer 

construction.

Weather Data Sources—None 

Communications—CTAF
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Tanacross (TSG)

N63 22.46 W143 20.13 Open to public

RWY 06-24 5100’ x 150’ Elev.1549 Asphalt

RWY 12-30 5000’ x 150’ Elev.1549 Asphalt

Remarks—Public, unattended, not maintained. Fire crews and air operations during summer months. Runway 06-24 not 

maintained during winter. Runway 12-30 not maintained during winter. Runway 06-24 surface cracked, vegetation growing 

through asphalt, Runway 12-30 surface cracked, vegetation growing through asphalt. Runway 30 apch-280’ wide swath cut 

through trees. Runway 24 approach-300’ wide swath cut through trees. Contact BLM Aviation Manager 907-474-2342 for 

additional info.

Weather Data Sources—WX Cam

Communications—CTAF 122.8, SUAIS 125.3

Tatitna (8KA)

N62 17.60 W153 21.72 Open to public

RWY 09-24 1200’ x 12’ Elev.1490 Gravel

Remarks—Public, unattended, not maintained. CAUTION: Wind shear and/or directional wind change due to proximity of 

two passes. Rocks on surface 3 to 4”. Uneven grade and dips in rwy. Airstrip used as Iditarod checkpoint. Heavy use late 

February to March. Runway 06 18’ wood tower 40’ from runway end 30’ left of centerline. Airport also known as Rhone River 

and Short Cut Strip. Contact BLM Aviation Manager, 907-267-1378, for additional info.

Weather Data Sources—WX Cam

Communications—CTAF 122.9

Ugashik Bay (UGB)

N57 25.52 W157 44.39 Open to public

RWY 12-30 5280’ x 125’ Elev.132 Gravel

Remarks—Public, unattended, not maintained. Runway not suitable for tricycle landing gear aircraft. Runway 12-30 surface 

rough. Rock to 12” entire length of runway. No compaction. Grass, weeds, and brush on runway surface entire length up to 24” 

tall. Contact BLM Aviation Manager, 907-267-1378 for additional info.

Weather Data Sources—WX Cam

Communications—CTAF 122.
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Appendix 3

Flight Planning Decision Matrix

Decision to Fly

Special Use Flight Operations

Point to Point 

Flight

Review and Complete 

Flight Request and Checklist

Review and Complete 

Flight Request and 

Checklist Project Aviation Safety 

Plan/Risk Assessment 

Completed by Project 

Manager

Contact Aviation 

Dispatch with completed 

e-FRSS and OAS-91

Approval of Manager 

(Reviewed by Aviation 

Manager)

Contact Aviation Dispatcher 

with completed e-FRSS, 

OAS-91 and/or PASP and 

Risk Assessment w/ 

Appropriate Manager

Project Aviation Safety Plan 

on file w/ Dispatch & Unit 

Aviation Manager Prior to 

Flight
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Appendix 4

FLIGHT REQUEST CHECKLIST

There are a number of pieces of information you need to relay to the vendor or the 

appropriate dispatch office at this time. These include:

1. The date and time of the flight.

2. The itinerary (routing) of the flight.

3. The number of insured passenger seats needed.

4. The weight and bulk of any cargo to be hauled. Describe any cargo with unusual 

dimensions and any hazmat.

5. Any unusual flying activities (e. g. gravel bar landings) or special-use requirements. If 

the flight will be special-use, ensure that the special-use plan has been approved.

6. Any need for a copilot or a second flight crew.

7. The BLM charge code and the OAS billee code for the flight.

8. The type of charter needed: whether wet or dry and whether point-to-point or guarantee.

9. Whether BLM or the vendor is providing the pilot's subsistence (for guarantee-rate flights

only).

10. Where to report for duty at the start of the mission.

11. The procedures you plan to use for flight-following.

12. The name of the Flight Manager.

13. Any need for special fuel caches along the flight route.

14. If the aircraft is a helicopter being hired for fire work, it must be equipped with an FM radio.

AICC Aircraft Desk (907-356-5681, 907-356-5682 or 800-237-3646)

Anchorage Dispatch Center (907-267-1360, 907-267-1251)
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Appendix 5

AIRCRAFT FLIGHT REQUEST FORM 9400-1a (Next Page)
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Form 9400-1a 

(May 1993)

UNITED STATES 

DEPARTMENT OF THE INTERIOR 

BUREAU OF LAND MANAGEMENT

AIRCRAFT FLIGHT REQUEST/SCHEDULE

Change # 6. Aircraft Information 

FAA N#

1. Initial request information Cost-Accounting/Management Code(s) Billee Code (OAS A/C only Flight Schedule No, PAX Seats

Initial 

Date/Time

To/From Phone Number Make/Model

Color

Check one: Point-to-Point Flight Mission Flight Desired A/C Helicopter Airplane Vendor

Mission Objectives/Special Needs: Phone No.

Pilot(s)

2. Passenger/Cargo Information - Indicate Chief of Party with an Asterisk (*)

NAME/TYPE OF CARGO

LBS or 

CU ft

PROJECT 

ORDER/ 

REQUEST NO.

DEPT 

ARPT

DEST 

ARPT

RETURN 

TO NAME/TYPE OF CARGO LBS or 

CU FT

PROJECT ORDER/ 

REQUEST NO.

DEPT 

ARPT

DEST 

ARPT

RETURN 

TO

3. Flight Itinerary (For Mission-Type flights, Provide Points of Departure/Arrival and Attach Map with Detailed Flight Route and Known Hazards Indicated)

DEPART WITH DEPART FROM Enroute ARRIVE AT DROP OFF KEY POINTS INFO

Date No. Pax. Lbs. Airport/Pla 

ce ETD ADT ETE Airport/Place ETA ATA No. Pax Lbs. Drop-Off Points, Refueling Stops, Flight Check-ins, Pickup Points, To/From

_

_

_

_

4. Flight Following 5. Method of Resource Tracking: 7. Administrative 8. Review (if Applicable)

[ ] FAA IFR [ ] Satellite

[ ] FAA VFR With Check-in Every Minutes to 

[ ] FAA or [ ] Agency

[ ] Agency VFR with Check-In via radio Every Minutes 

Frequency(ies):

[ ] Phone [ ] Radio

[ ] To Scheduling Dispatcher @ . 

(Phone Number)

[ ] Prior to Takeoff [ ] Each Stop En route [ ] Arrival at Destination.

[ ] To: @ . 

(Other Office) (Phone Number)

Type of Payment Document 

[ ] OAS-23e or [ ] OAS 2

[ ] FS 6500-12

Other:

Route Document To:

[ ] Hazard Analysis 

Performed

[ ] Dispatch/Aviation 

Mgr. Checklist

[ ] Other:

9. Close-out Closed by: Date/Time:
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HAZARD ANALYSIS AND DISPATCH/AVIATION MANAGER CHECKLIST

1. MISSION FLIGHT HAZARD ANALYSIS (Fire flights exempt provided a pre-approved plan is in place). The following potential hazards in the area of operations have been checked, have been 

identified on flight itinerary map, and will be reviewed with Pilot and Chief-of-Party prior to flight:

[ ] Military Training Routes (MTRs) or Special-Use 

Airspace (MOAs, Restricted Areas, etc.)

[ ] Areas of high-density air traffic (airports).

Commercial or other aircraft

[ ] Wires/transmission lines; wires along rivers or 

streams or across canyons

[ ] Weather factor: wind, thunderstorms, etc.

[ ] Towers and bridges

[ ] Other aerial obstructions:

[ ] Pilot flight time/duty day limitations and daylight/darkness 

factors

SUNRISE . 

SUNSET . 

[ ] Limited flight following communications

[ ] High elevations, temperatures, and weights:

MAX LANDING ELEV (MSI.) . 

MIN FLIGHT ALTITUDE AGL . 

[ ] Transport of hazardous materials

[ ] Other: Employee working in wet conditions. Rubber boots 

approved per waiver 9400 (FA-140) dated 5/23/97.

II. DISPATCHER/AVIATION MANAGEMENT CHECKLIST III. APPROVALS

[ ] Pilot and aircraft carding checked with source list 

and vendor, carding meets requirements.

[ ] OR Necessary approvals have been obtained for use of 

uncarded cooperator, military, or other-government agency 

aircraft and pilots.

[ ] Check with vendor that an aircraft with sufficient capability to 

perform mission safely has been scheduled.

[ ] Qualified Aircraft Chief-of-Party has been assigned to the 

flight (noted on reverse)

[ ] All DOI passengers have received required aircraft safety 

training.

[ ] OR Aviation manager will present detailed safety briefing prior 

to departure.

[ ] Bureau Aircraft Chief-of-Party will be furnished with Chief-of 

Party/Pilot checklist and is aware of its use

[ ] Means of flight following and resource tracking 

requirements have been identified.

[ ] Flight following has been arranged with another unit if 

flight crosses jurisdictional boundaries and communications 

cannot be maintained.

[ ] Flight hazard maps have been supplied to Chief-of-Party 

for non-fire low-level missions.

[ ] Procedures for deconfliction of Military Training Routes 

and Special-Use Airspace have been taken.

[ ] Chief-of-Party is aware of PPE requirements.

[ ] Cost analysis has been completed and is attached 

[ ] Other/Remarks:

NOTE:

Reference Handbook 9420 for approval(s) required.

A. MISSION FLIGHT: Hazard Analysis PerformedBy:

(Chief-of-Party Signature)

B. MISSION FLIGHTS: Hazard Analysis Reviewed By:

 

(Dispatcher or Aviation Manager Signature Required) 

C. IF Non-Fire, One-Time (Non-Recurring), Special-UseMission, 

Signature of Line Manager isRequired**:

(Line Manager Signature) (Date)

D. This Flight is Approved By:

(Authorized Signature) (Date)

**For recurring Special-Use Mission, signature is required on 

Special-Use Air Safety Plan, and not required here.
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Appendix 6

PROJECT AVIATION SAFETY PLAN INSTRUCTIONS

PROJECT NAME/OBJECTIVES: Provide description of the project and objectives. 

Identify the project supervisor. 

JUSTIFICATION: Indicate why the project will require the use of 

aircraft in Special Use Flight conditions/environments and list the 

most practical alternatives for completion of the project.

PROJECT DATE(S): Dates project will begin and end. These may be approximate.

LOCATION: Enter descriptive location and include a map clearly showing areas 

where flights will be made; aerial hazards must be clearly indicated. List the 

latitude/longitude and elevation of the project area.

PROJECTED COST OF AVIATION RESOURCES: Enter cost coding, projected flight 

hours with cost, projected misc. expenses (overnight charges including pilot and 

mechanic, aircraft fuel, car rental, etc.) and total cost of project.

AIRCRAFT: If known, list vendors to be used, tail number, aircraft type, and missions for 

which aircraft is approved.

PILOT: If known, identify pilot(s), and the missions they are qualified for or skills 

desired. An example of this is: carded for mountain flying or carded for low level flight.

FUELING: Determine fueling needs. Identify remote fuel sites and necessary permits.

PARTICIPANTS: List individuals involved in flights, their qualifications (Helicopter 

Manager, Project Flight Manager, Passenger, etc.), and include individuals’ project 

responsibilities. Attach organizational chart if applicable.

FLIGHT FOLLOWING: Identify the procedures to be used and the individuals that will 

be responsible for the flight following. List the Dispatch office that will be used. List the 

satellite telephone numbers and frequencies that will be used on the project for flight 

following. Indicate if additional local on-scene project flight following will be instituted. 

Attach communications plan with assigned frequencies if applicable.

AERIAL HAZARD ANALYSIS: The project Aviation Manager develops an aerial 

hazard analysis with attached map. Flights made in confined areas (e.g. deep, narrow 

canyons) required that a prior ground and/or aerial survey of hazards be made. A copy 

of the hazard map shall be provided to the pilot prior to any project flights.

PROTECTIVE CLOTHING/EQUIPMENT: Identify the protective equipment and clothing 

necessary for the operation. Survival equipment (extra water, floatation devices, sleeping 

bags, etc.) beyond the normal PPE complement may be required.

LOAD CALCULATIONS AND WEIGHT AND BALANCE: The pilot is responsible for 

the accurate completion of all load calculations. Trained aviation personnel shall 
 171 | P a g e 

ensure that aircraft scheduled are capable of performing the mission(s) safely and 

within the capabilities of the aircraft selected. For helicopter operations, expected 

conditions of altitude, temperature and weight will be included. The helicopter 

manager will ensure load calculations are completed properly. The Flight Manager will 

ensure that passenger manifests are completed.

RISK ASSESSMENT: Project Manager will complete the “Risk Analysis Worksheet” 

and attach to the PASP. 

AIRSPACE COORDINATION: Identify if projected flight paths/project area involves 

military Special Use Airspace and/or Military Training Routes (MTR’s), or Low Altitude 

Tactical Navigational Areas (LATN). Mission planning involving Military Airspace shall 

include “Risk Management Considerations.”

UNIMPROVED LANDING SITES: If landing at unimproved sites, identify land ownership 

and landing site condition.

STANDARD OPERATING PROCEDURES: Identify how the aircraft will be used on 

the project. Explain specific procedures for the aircraft and crew. All use will be in 

accordance with 350 – 354 Departmental Manual, 9400 BLM Aviation Policy, and 

Interagency Helicopter Operations Guide (NSHO).
 172 | P a g e 

PRE-WORK MEETING/PRE-OPERATIONAL SAFETY BRIEFING: Identify participants, location/time(s) of the meeting.

Signatures

Prepared by: Date:

Project Leader

Reviewed by:

Aviation Manager

Date:

The Risk analysis has identified that there is no hazard greater than a Negligible Risk to Employees involved in this 

project. Approved by: Date: 

Line Supervisor

The Risk Analysis has identified that there is a Minor Risk to Employees involved in this Project.

Approved by: Date:

Line Supervisor

Approved by: Date:

Associate Field Manager/Branch Chief or equivalent

The Risk Analysis has identified that there is a Moderate Risk to Employees involved in this Project.

Approved by: Date:

Line Supervisor

Approved by: Date:

Field Office Manager/FMO or equivalent

The Risk Analysis has identified that there is a Serious Risk to Employees involved in this Project.

Reviewed by: Date: State Aviation Manager

Approved by: Date: Line Supervisor

Approved by: Date: District Manager/AFS 

Manager or equivalent

The Risk Analysis has identified that there is a Critical Risk to Employees involved in this project. 

Reviewed by: Date: 

State Aviation Manager

Approved by: Date: Line Supervisor

Approved by: Date: Field Office Manager/FMO or

equivalent

Approved by: Date: District Manager/AFS 

Manager or equivalent

Approved by: Date: State Director/Associate State

Director
Appendix 7

RISK MANAGEMENT ANALYSIS
 

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Appendix 8

Aviation Documentation Matrix

AVIATION DOCUMENTATION MATRIX

DOCUMENT PURPOSE RESPONSIBLE FREQ ACTION/REMARKS

9400-1a

Flight Request/Schedule

-Initiates all flights

-Documents aircraft, pilot 

and vendor info, itinerary, 

charge code, passengers 

and weights, etc.

-Requesting 

individual initiates 

form

-Supervisor of 

requestor approves 

flight with signature

-Aviation Manager or 

Dispatcher completes 

form; procures 

aircraft

-At least 3 days 

prior to any flight

-Dispatch may be 

able to process in 

less than three 

days depending 

on workload and 

availability of 

aircraft

-Aircraft 

Resource Order 

may be used for 

Fire flights

-Copy given to Flight 

Manager and/or 

receiving or en route 

dispatch

-Retain copy in local file 

for three years

Project Aviation Safety Plan 

(PASP)

-Identify aviation hazards 

for Special Use Activities

-Perform risk assessment 

and analysis; pre-plan 

Special Use Activities to 

mitigate risks

-Approve essential 

passengers

-Project Manager 

completes

-FO Line Manager 

and State Aviation 

Manager approves 

with signature

-At least 3 days 

(if possible one 

week) prior to 

Special Use 

Flight.

-Plan reviewed with 

pilot, passengers and 

ground crew

-Reverse of 9400-1a may 

be used on simple, onetime Special Use 

Activities.

-Retain copy in local file 

f th 

OAS-110

Travel Cost Analysis

-Determine most costeffective mode of 

transportation for 

administrative/non-fire 

flights

-Required for SES flights to 

satisfy OMB Circular A126

-Local Aviation 

Manager or 

Dispatcher

-At least 10 days 

prior to flight

-Every SES 

flight (except 

“required use” or 

“mission” flights 

with SES pax)

-Fax to DOI Solicitor 

Office for SES flight 

approval

-Retain copy in local 

files for three years

GSA 3641

Senior Federal Travel Report

-Report all Senior Federal 

employee (SES) travel in 

Government aircraft

-Required by OMB A-126

-AICC Aircraft Desk -Every SES 

flights

-Consolidate and 

report every 6 

months for semiannual periods:

-SAM consolidates, 

submits to NAO

-Retain copies at local 

level

OAS-106

Aviation Course Presentation 

Record

-Document each Aviation 

training session presented; 

date, time, location, 

instructors and trainees

-Local Aviation 

Manager or Course 

Coordinator

-Course 

completion

-Send to OAS if IAT 

instructed

-Retain copy in files
 178 | P a g e 

DOCUMENT PURPOSE RESPONSIBLE FREQ ACTION/REMARKS

Aviation Training and 

Qualification Record

-Document individual 

employee aviation training 

completed and aviation 

position qualifications

-Used for review/approval 

and employee development

-Employee and 

Supervisors.

-Update as 

necessary

-End of fiscal 

year or prior to 

field season

-Local manager or 

supervisor reviews with 

employee; approves with 

signature

-Must be supported with 

training and experience 

records

-Retain copies locally

OAS-34 “SAFECOM”

Aviation Incident Report

-Document any aviation 

hazard, maintenance 

deficiency, incident or 

unsafe act

-Identify trends, areas of 

concern, training needs, etc. 

to management

-Pilots, aircraft 

managers, 

passengers, ground 

personnel, 

dispatchers, etc.

-Anyone who 

observes aviation 

hazards, incidents or 

unsafe practices

-ASAP or

within 48 

hours of each 

occurrence

-Local Aviation Managers 

should follow-up 

immediately

-Submit to OAS Safety by 

fax or electronic

-Submit copy to State 

Aviation Manager

-Retain copy locally

Aviation Management Plan -Provides a reference for 

BLM employees, aviation 

managers and other agency 

personnel

-Outlines State and Field 

Office aviation 

organization, procedures, 

accident prevention 

measures, etc.

-Field Office 

Aviation Manager 

prepares for 

jurisdictional area

-State Aviation 

Manager prepares 

statewide plan

-Update 

annually

-Serves as supplement to 

BLM 9400 manual

-Content, length and level 

of detail will be 

commensurate with local 

aviation activity

-Keep as reference

Plan Incident/Accident 

Response

-Pre-plan emergency 

procedures and contacts in 

the event of aircraft mishap, 

accident or overdue aircraft

-Field Office 

Aviation Manager 

and Dispatch prepare 

for their area of 

responsibility

-Update as 

necessary and 

annually

-Post in Dispatch, front 

desk and airbase offices

Aerial Hazard Map -Visually display aerial 

hazards for flights or 

aviation projects

-MTRs, MOAs, towers, 

power lines, cables, 

airstrips, heliports, etc.

-Field Office 

Aviation Manager 

and Dispatch prepare 

for their 

jurisdictional area

-Use information 

from NOAA 

Sectionals, AP1B, 

etc.

-Update as 

needed and 

annually

-Display in Dispatch and 

airbase offices

-Review with pilots and 

aircrews prior to flight

-Attach “site specific” 

aerial hazard maps to 

Special Use Plans
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DOCUMENT PURPOSE RESPONSIBLE FREQ ACTION/REMARKS

Airbase & Hazard Database -Document location and 

info database on the 

following:

Airports, airstrips 

Heliports, helispots 

Dip sites

Refueling sites 

Aerial Hazards 

Etc.

-In digitized form may be 

used with GIS to generate 

hazard maps, etc.

-Developed at Field 

Office level by 

Aviation Manager, 

Dispatchers, Aircraft 

Managers for their 

jurisdictional area

-State Aviation 

Manager to 

consolidate into 

statewide database

-Update 

continuously 

and annually

-Locations of all full-time 

and temporary operational 

sites by Lat/Long 

coordinates

-Info on each site:

Size, layout, access 

Elevation

Capabilities & limitations 

Local Hazards 

Ownership, facilities, etc.

Aviation Statistical Report -Provide management with 

operational and cost 

summary of aviation 

activity

-Categorize activity by:

Subactivity

Contract/ARA/Cooperator 

Rotor vs. Fixed wing

-Field Office 

Aviation Manager 

and Dispatch prepare 

for jurisdictional area

-State Aviation 

Manager prepares 

State Office report 

and consolidates with 

FO reports to 

compile statewide 

summary

-Prepare at end 

of fiscal year 

for period:

Oct 1 - Sept 

30

-FO submit to 

SAM by midNov

-Should include 

Incident/Accident 

Summary, Aviation 

Training Summary and 

other aviation 

accomplishments in the FY

-SAM compiles statewide 

report

-Retain in historical files

OAS-20

Request for Rental Services

-To request a specific 

vendor/aircraft to be 

secured and approved on an 

for recurring needs where 

cost of each use will be less 

than $25K

-Local Aviation 

Manager identifies a 

bona fide need.

Completes form; 

sends to State

Aviation Manager

-SAM reviews; sends 

to NAO

-When a need 

is identified, 

and local 

vendor is 

available but 

not secured by 

current On Call

-National Aviation Office 

reviews; if approved, sends 

to OAS for action

-AMD inspection/carding 

may take weeks

-Retain copies in local files

OAS-13

Request for Contract Services

-Initiates exclusive use or 

on-call contracting process 

when aircraft are needed for 

a specific period and cost is 

expected to exceed $25K. 

Identifies number of days, 

designated base, estimated 

cost, etc. Verifies funding.

-State Aviation 

Manager prepares 

with requestor input

-OAS uses to develop 

contract 

specifications and 

solicitation

-Submit at 

least six 

months prior to 

time services 

are needed

-SAM submits to NAO; 

NAO submits to OAS

-Must be accompanied by 

AMD-13A or 13H

OAS-13A & OAS- 13H

Request for Contract Services 

Supplement (Airplane or 

Helicopter)

-Supplements the OAS-13. 

Describes aircraft 

requirements, 

specifications, equipment 

and services needed

-AMD utilizes to prepare 

contract specifications and 

solicitation

-Completed by local 

Aviation Manager

-Reviewed by State 

Aviation Manager

-Submit at 

least six 

months prior to 

time services 

are needed

-Field Office prepares and 

submits to State Aviation 

Manager. SAM reviews 

and sends to OAS.

-Fire Aircraft requests are 

sent to NAO/OAS.

-Retain copies in local files
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DOCUMENT PURPOSE RESPONSIBLE FREQ ACTION/REMARKS

Contract Daily Diary -Document daily activities 

and facts concerning 

contracted aircraft:

Vendor & agency personnel 

assigned

Flight activities & 

equipment use 

Maintenance or noncompliance 

Significant events

-Contract Project 

Inspectors 

(PI)/Aircraft 

Managers

-Complete 

daily during 

contract period

-Submit copies 

to SAM/COR 

every two 

weeks

-May be used if contract 

disputes or litigation 

occurs

-May be used for on-call 

aircraft for duration of 

project

-Retain copies in local 

contract files

OAS-23e

Aircraft Use Report

-Serves as flight invoice; 

documents aircraft use, pay 

items, charge codes and 

authorization

-Used for ARA, CWN, 

Contract and some 

cooperator flights

-Aircraft vendors are paid 

from this form

-Pilots, Flight 

Managers and/or 

Aircraft Managers 

complete this form 

together

-Reviewed and 

signed by locally 

authorized approver

-OAS reviews and 

processes; makes 

payment to vendors

-Complete 

daily

-Submit at time 

of release or 

every two 

weeks for 

ARA and 

CWN

-Submit at 

least every two 

weeks for 

Exclusive Use 

Contract

-Original to Vendor for 

electronic submission.

-Copies retained as 

required for local unit files

Daily Cost/Use Summary -Summarizes cost and use 

statistics for a specific 

aircraft for one operational 

period (day). Used by 

Incident or local 

management or users to 

track costs and analyze use.

-Aircraft 

Managers/Project 

Inspectors

-Complete 

daily

-Aircraft Managers/PI 

submit to Incident Airbase 

Manager/Air Ops 

personnel or to local FMO.

-Retain copies in local 

contract, project or flight 

files

OAS-72

Evaluation Report on Contract 

Performance

-Comprehensive evaluation 

of contractor personnel, 

aircraft and equipment for 

the exclusive use period

-Evaluation should be 

supported by Daily Diaries, 

OAS-23s and other 

documentation

-May be used in awarding 

future contracts

-Aircraft Managers, 

Project Inspectors 

(PI) at the field level; 

State Aviation 

Manager (COR) 

provides input

-At the end of 

each exclusive 

use period 

(yearly)

-PI sends evaluation to 

State Aviation Manager 

(COR); COR submits to 

Contracting Officer (CO; 

OAS)

-Retain copies in local 

contract files
Appendix 9

SAFECOM Form

Safety Communiqué Form

REPORTED BY: (optional) 

Name: 

E-Mail: 

Phone: 

Cell Phone: 

Pager: 

Organization: 

Organization Other: 

Date Submitted: 

EVENT

Date: mm/dd/yyyy Local Time: hhmm Injuries: Y/N Damage: Y/N

State: Location:

(Airport, City. Lat/Long or Fire Name)

Operational Control: 

Agency:

Region:

Unit:

MISSION (*seelook-uptables)

Type: * Other:

Procurement: * Other:

Persons Onboard: Special Use: Y/N Hazardous Materials: Y/N 

Departure Point: Destination

AIRCRAFT(*seelook-uptables)

Type: * Tail # Manufacturer: * Model: 

Owner/Operator: Pilot:

NARRATIVE: (A brief explanation of the event)

CORRECTIVE ACTION: (What was done to correct the problem)

OAS-34 / FS 5700-14
(a) SAFECOM FORM INSTRUCTIONS

The Aviation Safety Communique (SAFECOM) database fulfills the Aviation Mishap Information System (AMIS) requirements for 

aviation mishap reporting for the Department of Interior agencies and the US Forest Service. Categories of reports include incidents, hazards, 

maintenance, and airspace. The system uses the SAFECOM Form OAS-34/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.

These instructions and helpful hints are intended to make the process of submitting a SAFECOM as easy as possible. If you need assistance, 

please do not hesitate to call the Forest Service at (208) 387-5285 or the Aviation Management Directorate, Aviation Safety (formerly OAS) 

at

(208) 433-5070. After the completion and submission of your SAFECOM, your data will be stored in a central database that is shared on an 

interagency basis. Therefore, you only have to submit one SAFECOM per event.

The REPORTED BY section is associated with the person submitting the SAFECOM. All of these fields are optional. However, this contact 

information is extremely helpful if it becomes necessary to follow-up with the submitter on a particular issue. This section asks for the name of 

the person reporting the event, their contact information and the organization they work for. If you choose to submit your name or any other 

information in this section, it will not appear on the SAFECOM that is available to the general public.

The EVENT section asks for the “when” and “where” in addition to damage or injuries. Enter the Date in the mm/dd/yyyy format, and then 

enter the Time using the 24-hour time format hhmm. Note that the date is a required field and both the date and time fields will only accept 

numeric characters. Were there any Injuries? Yes, or No. If you select Yes, please explain in the narrative. Was there any Damage? Yes, or 

No. If you select Yes, please explain in the narrative. The next field in this section is the State, which applies to the state where the event 

occurred. Note that the State field is a required entry. In the Location field enter the airport, name of the fire or lat and long. The next three 

selections identify the Agency, Region or State for USDI and the Unit that had operational control of the mission at the time of the event.

These selections determine which organization(s) will receive initial notification that a SAFECOM has been entered into the database. From 

the look-up table select the Agency. From the next look-up table select the Region for USFS or State for USDI. Next, select the Unit from 

the look-up table if it applies. See examples below:

Agency: Bureau of Land Mgt Region: Alaska State Office Unit: Glenallen FO

Agency: Forest Service Region: Region 2 Unit: San Juan NF

The MISSION section asks for information that describes the mission at the time of the event. In the Type field, use the look-up table to make 

a selection that best describes the mission that was being performed. Use the Other field if you need to further identify the mission or if 

nothing is available from the look-up table that actually describes the mission. In the Procurement Field, enter how the aircraft you were 

utilizing was procured from the look-up table. Use the Other field to further identify procurement if necessary. Under Persons Onboard, 

enter the total number of people on the aircraft, which includes the pilot(s), all flight crew personnel and passengers. Was the mission Special 

Use, Yes or No? Many of our missions are special use. In fact, almost all fire missions are considered special use as well as animal counting, 

herding, eradication, etc. Were there Hazardous Materials onboard, Yes or No? In Departure Point, enter where you departed from, an 

airport or helibase for example and under Destination, enter the intended destination, which could be an airport, fire name or helispot.

The AIRCRAFT Section generally applies to the aircraft you are utilizing. However, in the event of an airspace intrusion, conflict or near 

mid-air, enter as much information as possible about the other aircraft. If there are multiple aircraft involved, list the other aircraft in the 

narrative section. In the Type field, enter the aircraft type from the look-up table. In the Tail # field enter the tail number of the aircraft

beginning with N for US Registered and C for Canadian Registered aircraft. Please do not enter the Tanker, Jumper or Helicopter number 

unless that is all you have. In the Manufacturer field, select the manufacturer from the look-up table. In the Model field, enter the model 

number without any spaces or hyphens for example, 206L3, DC6, PB4Y2. In the Owner/Operator field, enter the name of the agency if the

aircraft is an agency fleet aircraft (i.e. USFS, USDI, etc.) or the name of the vendor operating the aircraft if it is contracted. In the Pilot field 

enter the pilot’s name, first name then last name.

In the NARRATIVE section give a brief description of the event with the facts and outcome of the event. Elaborate on any previous blocks 

above as necessary.

In the CORRECTIVE ACTION section give a brief description of the corrective action that was taken in an effort to prevent the event from 

reoccurring. Remember, submitting a SAFECOM is not a substitute for resolving the problem and taking on the spot corrective action.

SAFECOMS are for tracking and trending purposes.

Accidents and Incidents-With-Potential (IWP) must be reported immediately via the most expeditious method in accordance with the 

Interagency Aviation Mishap Response Plan. A SAFECOM should be completed later, but it is not to be used as an initial notification method.

The SAFECOM should be routed through the local unit aviation officer or can be faxed to Aviation Management Directorate, Aviation Safety 

at (208) 433-5007 or USFS at (208) 387-5735 ATTN: SAFETY or entered directly on the internet at www.safecom.gov
Appendix 10

AVIATION “WATCH OUT” SITUATIONS

As part of risk management each aviation manager and employee should be asking 

questions.

• Is the flight necessary?

• Who is in charge?

• Are all hazards identified and have you made them known?

• Should the operation or the flight be stopped due to a change in 

conditions? Consider the following:

o Communications

o Confusion

o Personnel

o Weather

o Turbulence

o Conflicting priorities

• Is there a better way to do it?

• Are you driven by the task and sense of urgency?

• Can you justify your actions?

• Are there other aircraft in the area?

• Will the pilot accept the mission?

• Are any guidelines being ignored or policies being broken?

• Are communications getting tense?

• Are you deviating from the assigned operation or flight?
Appendix 11

BLM Alaska Aviation Business Processes 

The Fairbanks District Office and the Arctic District Office both utilize cross 

servicing with AQD for non-Fire Aviation.

This DOES NOT affect commercial flights necessary to attend training, 

conferences, etc. that you make arrangements through CGE nor does it apply to 

suppression or other emergency flights**.

1. Aviation Users shall submit flight requests using the Electronic Flight Request 

and Scheduling System (e-FRSS)

http://afshome/afs/internal/aviation/efrs/submitrequest.php

at least 10, preferably 21 days prior to the flight. When possible, flights should be 

planned and entered in e-FRSS prior to field season. Task Orders for flight services 

must be issued prior to the performance period. Flight requests will be processed in 

the order received.

o Users are advised to consolidated flights into a single request when 

possible. For example, multiple flights to the same location for the entire 

season, i.e.: Transport 3 – 5 staff and gear from Fairbanks to Umiat from 

June 1 – September 15, 2016. Dates to be determined by user and 

scheduled through dispatch. Multiple vendor payments can be made.

2. The e-FRSS flight request is reviewed and electronically approved by the 

supervisor and aviation manager. Expedient approval will facilitate the 

contracting process.

3. Utilizing e-FRSS, the dispatch office evaluates the flight request and 

prepares the best value determination.

o An automated 91 is generated and submitted to AQD for fire and 

emergency flights not contracted under Fire Exclusive contracts.

***Dispatch offices are not authorized to order flight services***

4. Administrative staff enters the PR into FBMS. Aviation PR entry. 

5. The PR is approved, and funds certified in FBMS by a central supervisor and the

budget personnel for each office. Expedient approval will facilitate the 

contracting process.

6. The AQD contracting issues the task order and obligates funds in FBMS.

7. The contracting officer updates e-FRSS with the task order number.

8. The vendor and the aviation user are notified via email and are then authorized to fly.
 i | Page

o Any flights that occur without a task order will result in a 

ratification and potential loss of the acquisition authority.

Please Note: Aviation users are not authorized to make changes to or 

request aviation services differing from those expressly described on the 

flight(s) task order(s). In the event changes are necessary, including while 

in the field, the user must contact the contracting officer to request 

modifications. Only a warranted contracting officer is authorized to make 

changes to scheduled services under a task order. Changes to flights made 

by unauthorized personnel will result in ratification.

9. The administrative staff enters the task order into AMS.

10.Upon completion of the mission the aviation user will review and sign the OAS-23.

o It is no longer required to submit a copy of the OAS-23 to budget for “task 

order” flights.

o It is no longer required to include charge code information on the OAS-23 

for “task order” flights. The flight will be expensed against the charge code 

on the task order. If corrections are required, please see your budget

analyst.

o To ensure “task order” flights are excluded from the IPAC billing 

process please use the following Billee Codes:

 Fairbanks District Office – 7221

 Anchorage District Office – 7211

 Cadastral Survey – 7241

 Pipeline Management Office – 7021

 Alaska Fire Service – 6791

 Alaska State Office - 7011

Please Note: Submit a copy of the OAS-23 to your budget analyst for any 

flights using a DOI Fleet aircraft or aircraft under a “Fire” contract 

(smokejumper aircraft, etc.). Those costs will be billed by AQD using the IPAC 

process. Posting to FBMS could be delayed from 3 – 6 months. Year-end 

obligations may be necessary.

11.The vendor inputs flight information into Aviation Management System (AMS).

12.The administrative staff validates and approves vendor flight information in AMS.

13.The vendor submits invoice through the Invoice Processing Platform (IPP).

14.The receiving officer enters the service entry sheet (SES) into FBMS and 

approves flight information in AMS.

15.The contracting officer approves payment in FBMS.

16.The National Operations Center (NOC) accounts payable processes payment to 

the vendor, posting the expenditure in FBMS.

17.The contracting officer modifies task order, as necessary.

18.The budget staff monitors undelivered orders and outstanding task orders inAMS.

**Emergency activities are defined as circumstanced that could not have been planned in advance. If the activity could have been 
planned in advanced but the planning failed, the activity does not constitute an emergency.
Appendix 12

Version 1.2

 
This document has been designed as an easy to read reference guide for Unmanned Aircraft Systems users in the 

Bureau of Land Management, State of Alaska, who have the need to operate UAS for the purposes of currency, fire, 

resource, and training. 

An attempt has been made to structure the flow of information in a logical way. Other references are incorporated 

into each chapter to minimize having to refer to policy from other documents (i.e., OPM-11, National Aviation Plan, 

etc.) that provides specific information to support a policy referenced.

This revision incorporates:

Departmental Manual, Parts 350-354 (dated – 27 July 2011 – Current) 

FAA 14 CFR Part 107: Advisory Circular 107-2 (dated – 21 June 2016 – Current) 

DOI Operational Procedures Memorandum (OPM) -11 (dated - 15 March 2017 – Current) 

BLM NAP (dated – 2018 – Current) 

AK SAP (dated – 2018 – Current) 

Certificate of Waiver or Authorization (dated – 10 April 2017 – Current) 

Secretary’s Order 3379 (dated 31 January 2021-Current) 
1.0 Unmanned Aircraft Systems (UAS) Supplement-.........................................................Error! 

Bookmark not defined.

1.1 Purpose-............................................................................................................Page 1.

2.0 Organizations-...................................................................................................Error! 

Bookmark not defined.

2.1 Management Positions-..................................................................................Page 2Error! 

Bookmark not defined.

2.2 Aviation Position Definition-............................................................................Error! 

Bookmark not defined.

3.0 Aviation Operations-...........................................................................................Error! 

Bookmark not defined.

3.1 UAS Operations-.........................................................................................Error! 

Bookmark not defined.

3.2 Emergency Exception to Policy-.........................................................................Page 3.

3.3 Flight Following-.........................................................................................Error! 

Bookmark not defined.

3.3.1 Communications –.................................................................................................Page 3.

3.3.2 Visual Observer –.................................................................................................Error! 

Bookmark not defined.

3.4 Search and Rescue (SAR) Flights-........................................................................Page 

3Error! Bookmark not defined.

3.5 Wildland Fire Flights-....................................................................................Error! 

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3.5.1 Operational Requirements....................................................................................... Page 4.

3.5.2 Call Signs –.........................................................................................................Page 

5Error! Bookmark not defined.

3.5.3 Privacyprotections..........................................................................................Page 5. 

3.7 Training and Currency Flights-...........................................................................Page 6Error! 

Bookmark not defined.

3.8 Cooperator Flights-.......................................................................................Page 6.

3.9 End Product-.............................................................................................Page 6.

3.10 Commercial Flights-.....................................................................................Page 6.

3.11 Media-...................................................................................................Page 7.

4.0 Aviation Safety...................................................................................................Page 8.

4.1 Aviation Life Support Equipment (ALSE)................................................................Page 8.

4.1.1 Personal Protective Equipment (PPE) –........................................................................Page 

8.

4.2 Project Aviation Safety Planning...........................................................................Page 8.

4.2.1 Project Aviation Safety Plan (PASP) –.............................................................................Page 

8Error! Bookmark not defined.
4.3 DOI UAS Operations in the National Airspace System (NAS)............................................Page 9.

4.3.1 Airspace Planning...................................................................................................Page 9.

5.0 Aviation Training ............................................................. Error! Bookmark not defined.

5.1 Interagency Aviation Training (IAT)..................................... Error! Bookmark not defined.

5.1.1 Supervisor –..........................................................................................................Page 10.

5.1.2 Line Managers –......................................................................................................Page 

10.

5.1.3 Aircrew Member -...................................................................................................Page 10.

5.1.4 DOI Remote Pilot –.................................................................................................Page 10.

5.2 Additional Aviation Training........................................... .Error! Bookmark not defined.

5.2.1 Advanced UAS Workshop –............................................................................Error! Bookmark 

not defined.

5.3 Currency and Refresher Training................................... Error! Bookmark not defined.

5.3.1 Currency Requirements –...........................................................................................Page 

11.

5.3.2 DOI UAS Refresher Training –.........................................................................Error! Bookmark 

not defined.

6.0 UAS Procurement............................................................Error! Bookmark not defined.

6.1 Documentation-.........................................................................................Page 12.

6.1.1 Fleet Aircraft-............................................................................................Page 12.

6.1.2 Fleet Service Contracts-.................................................................................Page 12.

 
 1 | Page

1.0 Unmanned Aircraft Systems (UAS) Supplement

1.1 Purpose

This plan sets forth procedures and guidance to supplement the Alaska State Aviation Plan. Due to the 

multifaceted and rapidly growing field of Unmanned Aircraft Systems (UAS), the purpose of this document is to 

clarify, standardize and enhance the safety of BLM Alaska UAS remote pilots. This Unmanned Aircraft Systems 

(UAS) supplement will allow BLM Alaska District/Field Offices, Alaska State Office, Office of Pipeline 

Monitoring, and Alaska Fire Service to easily acquire the necessary information and policy to help manage the use 

of UAS within their program.
2022 Unmanned Aircraft System Supplement 2.0 UAS Organization

 2 | Page

2.0 UAS Organizations

2.1 Management Positions

State Director - The State Director (SD) has overall responsibility for the aviation program, that is delegated 

to the State Fire Management Officer (SFMO).

 

State Aviation Manager - The State Aviation Manager (SAM) serves as the focal point for the aviation 

program and provides technical and management expertise regarding the use of aviation resources.

UAS Fire Coordinator – The UAS Fire Coordinator serves as the focal point for the Unmanned Aircraft 

Systems program and provides technical and management expertise regarding the use of UAS on fires.

District Manager - The District Manager (DM) has overall responsibility for aviation activities conducted 

within the district. Aviation management and operational authorities and responsibilities may be delegated to 

the District FMO, Unit Aviation Manager (UAM) and Dispatch Center Manager.

Unit Aviation Manager - The District UAM serves as the focal point for the district or zone aviation 

program.

2.2 UAS Aviation Position Definitions

UAS Pilot (UASP) - A person who holds a remote pilot certificate with a UAS rating and 

has the final authority and responsibility for the operation and safety of a UAS operation.

UAS Module Leader (UASL) – This position leads a group of Remote Pilots/Data 

Specialists on an incident and provides a single point of contact for UAS operations/data 

processing to incident leadership. A typical UAS module consists of at least one remote 

pilot and one data specialist. Refer to the National Wildland Fire Qualification System guide 

(PMS 310-1) for additional information.

UAS Manager (UASM) – This position is the conduit between a UAS vendor (under 

federal contract/agreement) and an Incident Management Team (IMT). The UAS Manager 

coordinates vendor UAS missions with operations, air operations, and planning personnel 

and is the designated government official (ACOR/PI) for the UAS contract/agreement. 

Refer to the National Wildland Fire Qualification System guide (PMS 310-1) for additional 

information.

UAS Data Specialist (UASD) – This position collects, stores, and disseminates UAS 

collected data. This position specializes in converting video, still, or telemetry data into 

either a pre-processed dataset or precision product such as geo-referenced maps, 

orthophotos, digital elevation models, or 3D terrain models. The UAS Data Specialist works 

as a team with UASP’s to generate data required for strategic level planning, assessment, or 

decision-making tools. This position may also work with the Geographic Information 

System Specialist (GISS) or Infrared Interpreter (IRIN) to generate required products. Refer 

to the National Wildland Fire Qualification System guide (PMS 310-1) for additional information.

Visual Observer (VO) - A person acting as a flight crew member who assists the UASP to see and avoid 

other air traffic or objects aloft or on the ground.
2022 Unmanned Aircraft System Supplement 2.0 UAS Organization

 3 | Page

3.0 UAS Operations

As a bureau, we are often challenged with working in high-risk and dynamic environments that are not 

always predictable. It is the responsibility of each employee, cooperator, and contractor to conduct 

aviation operations that have been planned properly and approved by management. It is important to 

utilize the correct equipment and properly trained and qualified personnel to minimize risk.

3.1 UAS Operations

Personnel involved in any UAS operation will adhere to FAA, DOI, and bureau aviation policy. The BLM 

State Aviation Manager and applicable UAM must be notified prior to all planned UAS flights. The State 

Aviation Manager or appropriate UAM will review all PASPs prior to commencing operations. Line 

officers shall be informed of UAS activities within their area of responsibility by the applicable UAM.

3.2 Emergency Exception to Policy

Federal employees who are involved in an event in which there clearly exists an imminent threat to human 

life, and there is insufficient time to utilize approved methods, may deviate from policy to the extent 

necessary to preserve life. The following provisions and follow-up actions apply:

• Personnel involved are expected to use good judgment.

• Personnel involved in the decision making associated with deviating from policy must weigh the 

risks verses benefit.

• Any deviations shall be documented on a SAFECOM.

3.3 Flight Following

Aircraft will remain within visual (eyesight) range of the pilot or observer at all times, unless special 

provisions have been met for Beyond Visual Line of Sight (BVLOS). Pilots and Observers will maintain 

communications with each other during flight operations. 

3.3.1 Communications – 

Corresponding dispatch centers will be notified before flight operations commence, 

and again when flight operations cease. Appropriate radio frequencies must be 

monitored at all times during UAS operations to ensure that UAS users can be 

contacted by dispatch, other aircraft, etc. 

 

3.3.2 Visual Observer – 

A visual observer may be utilized to supplement situational awareness and maintain visual 

line of sight (VLOS). A visual observer may NOT be used to extend the range of the UASP. 

The UASP will cover the basic VO duties as outlined in References Exhibit A. 

3.4 Search and Rescue (SAR) Flights

The use of BLM aircraft and aviation personnel for SAR operations are not considered normally 

planned BLM operations. SAR is typically the responsibility of the Alaska State Troopers Office. BLM 

does not budget for SAR operations. However, each situation and request are different and will be 

authorized based on the specific details and need for each event. It is important to obtain approval at the 

appropriate level prior to using BLM UAS for SAR operations. Federal employees who are involved in an 

event in which there clearly exists an imminent threat to human life, and there is insufficient time to utilize 

approved methods, may deviate from policy to the extent necessary to preserve life. (ref. NAP 5.6 and 350 

DM 1.3.B)

3.5 Wildland Fire Flights
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Guidance for DOI Remote Pilots and DOI UAS used in support of wildland fire management 

comes from the BLM National Aviation Office. Protocols have been established to promote safe and 

effective use of agency UAS on interagency wildland fire incidents.

 

3.5.1 Operational Requirements

• Remote pilots shall be certified by the FAA in accordance with 14 CFR Part 107

• Remote pilots will be trained and certified in accordance with interagency policy

• S-373 is required to operate UAS in support of wildland fire management.

• Remote pilots must possess a Red Card for fire line operations.

• Interagency certification cards are required to be in the possession of remote pilots 

while on an incident.

• UAS aircraft will be certificated in accordance with interagency policy. Interagency 

certification and FAA registration cards are required to be with the aircraft while on 

an incident.

• UAS Remote Pilots will:

1. Obtain approval from the agency administrator or designee and the 

incident commander or designee prior to conducting incident 

assignments/missions.

For fires in Alaska, with the exception of the National Park Service, 

agency administrators for all state and federal agencies have granted 

preapproval as is stated in the Alaska Interagency Annual Operating 

Plan. 

2. Obtain the appropriate level of airspace authorization prior to 

conducting incident missions (Part 107, ECOA, etc.).

3. Confirm airspace deconfliction with dispatch or the TFR controlling 

authority (when applicable) prior to conducting incident missions.

4. Coordinate and receive clearance for mission flights with aerial 

supervisors when they are on scene (ATGS, ASM, HLCO, LEAD) prior 

to conducting incident missions.

5. Coordinate mission flights with participating aircraft when aerial 

supervision is not on scene.

6. Make a blind call on the assigned air to ground frequency when no 

aircraft are reported to be on scene.

7. Respond to blind radio calls from incoming aircraft when the UAS is the 

only aircraft on scene.

8. Give way to all manned aircraft.

9. When appropriate, file a Notice to Airman (NOTAM) in accordance 

with interagency/FAA regulations.

i. As soon as practicable on initial attack or incident with no TFR.

ii. In accordance with the provisions of a TFR.

iii. In accordance with the provisions of a Memorandum of 

Agreement with the FAA. Typically, prior to 24-72 hours of the 

flight

10. Submit Emergency Operation report within 24 hours after operations 

have concluded or 48 hours after operations have commenced, whichever is 

earlier. 

• Have the capability of setting an altimeter and meeting operational altitude 

requirements.

• Monitor assigned AM/FM frequencies.
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• For flights over private land, DOI UAS pilots should make every effort to notify 

landowners of the anticipated periods of operation, purpose of the flights, and 

contact information for the responsible unit should questions or issues arise.

• For flights under the DOI/FAA MOAs or blanket COA landowner notification 

is required.

• Coordinate missions and attend briefings with multiple incident management 

team (IMT) positions (ATGS, AOBD, etc.) depending on complexity. 

 

3.5.2 Call Signs – 

UAS Remote Pilots will follow established incident communications protocols and will make radio calls 

with the following information:

• Unmanned Aircraft

• Configuration (fixed or rotor-wing)

• Type

• Agency/Interagency assigned aircraft number.

Call Sign Examples

A. “Unmanned R41” (Rotor Wing, Type 4 UAS, Agency/Interagency #1)

B. “Unmanned F12” (Fixed-wing, Type 1 UAS, Agency/Interagency #2)

C. “Unmanned R23” (Rotor Wing, Type 2 UAS, Agency/Interagency#3)

See Interagency Fire Unmanned Aircraft Systems Operations Guide for additional direction.

 3.5.3 Privacy Protections

 In light of the advancements in UAS technologies and diverse potential uses of UAS across Department,

Bureaus, and Offices missions, it is imperative that DOI take appropriate steps to Implement UAS policie

s that address privacy protections, procedures, and standards to ensure compliance 

with the Privacy Act of 1974, DOI Privacy Act regulations, Departmental privacy policies, and other 

applicable laws, regulations and policies. Accordingly, DOI Bureaus and Offices utilizing UAS or UAS 

collected information shall meet the following privacy requirements:

• Information collected by or on behalf of DOI bureaus and offices using UAS 

that may contain personally identifiable information (PII) shall not be retained 

for more than 180 days unless retention of the information is determined to be 

necessary to an authorized mission, is maintained in a system of records 

covered by the Privacy Act, or is required to be retained for a longer period by 

any other applicable law or regulation. 

• UAS will only be used to collect data consistent with the authorized mission of 

the BLM. Any data-sharing agreements or policies, data use policies, and record 

management policies applicable to UAS shall conform to applicable laws, 

regulations, and policies. 

• UAS collected information can only be shared outside of BLM if it helps to 

meet the authorized mission of this agency. 

• It is prohibited to use UAS to collect, use, retain, or disseminate data in any 

manner that would violate the First Amendment or in any manner that would 
2022 Unmanned Aircraft System Supplement 2.0 UAS Organization

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discriminate against persons based upon their ethnicity, race, gender, national 

origin, religion, sexual orientation, or gender identity.

3.7 Training and Currency Flights

All training, proficiency, and currency flights conducted under this supplement will:

• Adhere to all policies established by 14 CFR Part 107.

• Adhere to policy established in OPM-11.

• Adhere to Secretary’s Order 3379, submit Emergency Readiness Waiver 

• Make all notifications as noted in the PASP before flight operations commence.

3.8 Cooperator Flights

All UAS operated under DOI operational control, including cooperator/affiliate aircraft, must 

have a current OAS‐36U DOI UAS Data Card or letter of authorization issued by OAS.

Cooperator/Affiliate Missions (DOI Operational Control): Requests for approval of 

cooperator/Affiliate UAS under the operational control of DOI should follow the process outlined in 351 

DM 4. UAS Cooperator approval letters will be issued by the OAS UAS Division Chief.

Any other federal agency operating UAS within BLM jurisdiction will coordinate with the SAM, 

Line Officer and UAM prior to project commencement/UAS flight. The Line Officer will determine the 

need for a land use permit.

3.9 End Product 

End Product Contracts are not aircraft flight service contracts. They are used to acquire a product 

for the Department (i.e., per‐acre, per‐unit or per‐area, or per head basis). The intent of this type of 

procurement is for the contractor to supply all personnel and equipment in order to provide a “service” or 

“end‐result.” Many contractors utilize aircraft (including UAS) to meet the performance objectives of End 

Product contracts for activities such as: animal capture, seeding, spraying, survey, photography, etc. Since 

these are not flight services contracts, the AQD does not perform any acquisition service. End Product 

contracts are administered by the bureau procurement units and must not direct the contractor in the use 

of aviation assets. 

These contracts must be conducted in accordance with OPM‐35. OPM‐35 aids in determining 

whether an operation is being conducted as either “end‐product” or “flight service” and supplements 

existing DOI policy regarding End Product contracts found in 353 DM 1.2A (3). If the provisions of 353 

DM 1.2A (3) and OPM‐35 are met, the aircraft will be operated as a civil aircraft and the aviation 

management principles normally required for aircraft under DOI operational control do not apply.

For further guidance on End Product Contracts see NAP section 3.9 and/or talk to your UAM.

3.10 Commercial Flights

These operations are permitted with the following authorizations:

• The operator has a current FAA Part 107 certificate.

• The operator obtains a land use permit approved by the Line Officer.

• The UAS program manager should be notified of all commercial UAS operations or end 

product contracts which utilize UAS.
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3.11 Media 

This section was intentionally left blank
2022 Unmanned Aircraft System Supplement 2.0 UAS Organization

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4.0 UAS Safety

The BLM Aviation Safety program is modeled after the aviation industry and FAA Safety Management 

Systems (SMS). Each BLM employee and contractor involved with aviation has the responsibility to plan 

missions thoroughly, conduct missions with a conservative attitude, and respect for the aircraft and 

environment in which the missions operate. Both employees and contractors have the responsibility to 

speak up when unsafe operations are observed.

4.1 Aviation Life Support Equipment (ALSE)

All personnel engaged in aviation activities must wear appropriate Personal Protective Equipment (PPE), 

depending on the mission. The ALSE Handbook is policy and must be followed unless a waiver is 

authorized. All waivers will be in writing, specific, and signed by authorized authority.

4.1.1 Personal Protective Equipment (PPE) – 

UAS crew members will utilize PPE required by their crew position. 

4.2 Project Aviation Safety Planning 

With the exception of fire, all UAS flights require project planning prior to implementation. The level of 

planning and approval depends on complexity, scale of the project, and level of associated risk.

4.2.1 Project Aviation Safety Plan (PASP) – 

The size and detail of the PASP should be proportionate with the complexity of the 

project. For templates and guidance on completing a PASP, contact the SAM, UAS 

coordinator, or UAM on the district/zone that the flight will occur. The following

components must be included in the plan:

• Project name and objectives

• Justification

• Project date 

• Location

• Projected cost of aviation resources

• Aircraft

• Pilot

• Flight manager, aircrew, passengers, participants

• Communication Plan, Flight following, and emergency search and rescue 

plan

• Aerial Hazard Analysis (w/ attached map)

• Protective clothing and equipment

• Weight and Balance / Load Calculations

• Risk assessment utilizing appropriate format

• Unit Aviation Managers review/signature

• Supervisory approval signature (at appropriate level)
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4.3 DOI UAS Operations in the National Airspace System (NAS)

DOI has the authority to conduct operations in the NAS under the requirements of OPM-11 and 

14 CFR Part 107. When operating UAS under the provisions of this supplement, flights outside 

of 14 CFR Part 107 rules are not authorized; with the exception of Beyond Visual Line of Sight 

(BVLOS) flights when conducted under an emergency COA (ECOA) and within a Temporary 

Flight Restriction (TFR). 

• Under the terms of the FAA/DOI MOA regarding Beyond Visual Line of Sight operations 

of UAS in support of emergency assistance within an active TFR.

4.3.1 Airspace Planning 

• Flights must be conducted in Class G airspace as defined by 14 CFR Part 107 (unless 

operating within a TFR).

• Flights conducted under 14 CFR Part 107 do not require a NOTAM.

• Beyond Visual Line of Sight (BVLOS) must be conducted with an FAA Part 107 waiver 

or under the terms of the DOI/FAA MOA for flights within a TFR.

• Flights within a TFR must be conducted under the direction of the official in charge of 

the on-scene emergency response activity. 

• Flights will be planned to avoid sustained/repeated overflight of heavily trafficked roads 

or highways but may briefly cross overactive roads, as necessary.

• B4UFLY app (or equivalent) will be utilized to check airspace, nearby airports, 

NOTAMs, etc. for possible conflicts.

• Dispatch will be notified before every flight so appropriate deconflictions can be made if 

necessary, 
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5.0 UAS Training

Aviation training is essential to ensure that BLM maintains a safe and efficient aviation operation in pursuit of 

the bureaus mission. Aviation users, supervisors, and managers need to make certain that they and their 

employees are knowledgeable of the inherent hazards of aviation operations and have been provided the 

necessary skills and training to be successful conducting aviation operations.

5.1 Interagency Aviation Training (IAT)

The Office of Aviation Services (OAS) is responsible for all DOI aviation training. Training is conducted and 

managed through the use of a web based online system (https://www.iat.gov). All aviation users and their 

supervisors should have an account on this system. Required training for employees is based on aviation roles 

and is as follows:

5.1.1 Supervisor – 

DOI personnel that supervise employees who use aircraft to accomplish bureau programs 

must complete aviation training. It is the responsibility of the supervisor to ensure that 

employees who use aircraft are doing so in a safe and appropriate manner. Supervisors 

must attend the following training and maintain currency per DOI Policy (OPM-04):

• M-3 Aviation Management for Supervisors (every 3 years)

• A-200 Mishap Review (every 3 years)

5.1.2 Line Managers –

Knowledge required includes familiarization with the DOI aviation management 

program, policies, and related requirements and responsibilities. Line managers must 

complete the M-3 Aviation Management for Supervisors or complete the M-2 Aviation 

Management Line Managers Briefing course every 3 years.

5.1.3 Aircrew Member – 

Employee working in and around aircraft and is essential to ensuring the safety and 

successful outcome of the mission. Aircrew members must complete the following 

training and maintain currency per DOI Policy (OPM-04):

• A-100 Basic Aviation Safety (every 3 years)

• A-200 Mishap Review (every 3 years)

5.1.4 UASP – 

A person who holds a remote pilot certificate with a UAS rating and has the final authority 

and responsibility for the operation and safety of a UAS operation. 

Qualification for this position requires:

• Must possess a current FAA remote pilot certificate.

• Must possess a DOI remote pilot certificate

• Must meet training requirements for Aircrew Member as outlined in OPM-4 

 

Individuals holding a current qualification under IQCS are also qualified to perform equivalent non-fire 

aviation positions under IAT guidelines. (See next section)
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5.2 Additional Aviation Training

Fire and Aviation training is conducted under the authority of the National Wildfire Coordination Group 

(NWCG) and is tracked in the Incident Qualification and Certification System (IQCS). Many aviation 

qualifications under this system are recognized as equivalent training and qualification to DOI IAT requirements. 

For a complete list of equivalent qualifications and training, you can reference those in the Interagency Aviation 

Training Guide under the position and training crosswalk matrixes. 

5.2.1 S-373 UAS Incident Operations

5.2.2 This course is designed to meet the performance needs of the Unmanned Aircraft 

System Pilot (UASP), Unmanned Aircraft System, Manager (UASM), Unmanned Aircraft 

System, Module Leader (UASL), and Unmanned Aircraft System, Data Specialist 

(UASD). The course combines lectures, facilitated discussions, individual/group 

exercises, and simulations. These UAS positions are used to collect, process, and 

distribute tactical and strategic information to meet the needs of incident operations and 

planning personnel

• S-373 is required before a DOI Remote UAS pilot can operate UAS on a wildland fire.

5.3 Currency and Refresher Training

5.3.1 Currency Requirements –

Remote pilots must demonstrate three takeoffs (launch) and landings (recovery) with the 

UAS they are approved to operate within the preceding 90 days. If currency is lost prior to 

a mission, the Remote Pilot must regain currency by:

• Performing the flight maneuvers and emergency procedures for the specific make and model, either in the 

simulator or during a proficiency flight or conduct their mission flight under the observation of a current UAS 

pilot.

• Remote pilots are required to fly each of the aircraft for which they are carded at least once every 12 months. 

Remote Pilots failing to meet this requirement shall fly under the supervision of a carded and current Remote 

Pilot and perform the flight maneuvers and emergency procedures for that aircraft.

5.3.2 DOI UAS Refresher Training –

DOI Remote Pilots must complete UAS refresher training (A-452R) or approved 

equivalent every 24 months following the issuance of their OAS-30U. Current DOI 

Remote pilots participating in either A-450 or A-452R, as a student or instructor, will 

receive credit for refresher training. This training can be completed 30 days in advance or 

30 days after the date of expiration on the OAS-30U. Remote Pilots operating the low 

complexity UAS will be able to complete this requirement via distance learning 

opportunities. Pilots operating more complex aircraft may be required to attend a 

refresher in person. 
References

Exhibit A 

 12 | Page

6.0 UAS Procurement 

All purchases of commercially available systems by DOI personnel shall be routed through OAS and 

the Interior Business Center, Acquisitions Services Directorate (IBC-AQD). Specifications for UAS used by 

DOI will be developed collaboratively between the bureaus and OAS. Acquisition activities including requests 

for information, quotation, or proposal will be coordinated through the National Aviation Managers (NAM).

UAS purchase requests (OAS-13U) are routed to the SAM. State leadership should be notified of 

UAS purchases. The Program Manager will consolidate all requests and forward them to the OAS fleet 

manager.

• All BLM Alaska procurement requests, including camera payloads, must be submitted to the 

Alaska BLM SAM.

• All IT Hardware and Software purchases for the purpose of supporting UAS operations 

must be coordinated with the Alaska SAM and approved prior to purchase by the DSD 

Support Services.

6.1 Documentation

6.1.1 Fleet Aircraft

• Record UAS flight time using the OAS-2U form. Remote Pilots shall submit an OAS-2U 

daily or when geographic location of flight changes.

• A Remote Pilot in Command (PIC) must be designated for each flight and recorded on the 

form OAS-2U.

• DOI Remote Pilots must record malfunctions, damage or repairs to UAS, or component 

replacement on the OAS-2U form. Repair of damage beyond normal wear shall be 

coordinated with the DOI UAS Fleet Manager.

• Remote Pilots are responsible for ensuring their equipment has been inspected within the 

timeframe (annually) specified on the aircraft data card (OAS-36U). The annual inspection 

form can be found at: https://doimspp.sharepoint.com/sites/ocio-uasp/Pages/UAS-FleetResources.aspx?CT=1586296103667&OR=OWA-NT&CID=bbe350bc-f0ba-cfee-7a91-

ac55be87e1e3

 

6.1.2 Fleet Service Contracts

• Flight use reporting will follow the reporting process outlined in the contract.

FAA AC 107-2: https://www.faa.gov/uas/media/AC_107-2_AFS-1_Signed.pdf

OPM – 11: https://www.doi.gov/sites/doi.gov/files/uploads/opm-11.pdf

OPM-4: https://www.doi.gov/sites/doi.gov/files/uploads/opm-04.pdf

National Aviation Plan: https://www.nifc.gov/aviation/av_BLMlibrary.html

State Aviation Plan: https://www.nifc.gov/aviation/av_BLMlibrary.html

Interagency Fire UAS Operations Guide: https://drive.google.com/file/d/0B14Gb5sfUlibzVxQUZfcm5ub1k/view

OAS-2U: 

https://docs.google.com/a/blm.gov/forms/d/1PFQq6Y2d9aJC9tDCQiNw2oalrTKFK7Fl2aIPAY95x1s/vi

ewform?edit_requested=true
 13 | Page

Visual Observer (VO) guide

Role of the visual observer 

A visual observer is a trained person who assists the UASP in the duties associated with collision avoidance. 

The primary function of a visual observer is to assist in the prevention of a mid-air collision during the course 

of a UAS operation. In addition to their use in avoiding mid-air collisions with aircraft, visual observers can 

be used to assist the UASP in avoiding difficult to see obstructions such as power lines, guy wires, and 

antennas. Observers can also be used to monitor the movements of people and vehicles that might stray too 

close to an operation. The need for any or all these functions will be dependent upon the particular operation. 

Area of Operation

For all types of operations, there will be a defined area to which the UAS will be restricted. There will be a 

basic flight plan of the UAS within that area of operation. It is critical that the VO and the PIC define the AO 

and discuss the basic flight plan prior to flight. Other pre-operational activities that will be discussed include:

• Weather conditions – wind, visibility concerns and any expected severe weather

• Position of hazards (i.e. guy wires, power lines, or other difficult to see obstructions) 

• Presence of crowds or vehicles that might interfere with the operation

• Potential signal interference sources

• Local air traffic patterns; the position and distance of local airports and transition corridors relative to 

the (AO)

• The amount of air traffic usually found in the area

Location of the visual observer 

The PIC for each UAS operation must identify a location from which the observer will perform their duties. 

The location will be selected to afford the best available view of the entire area within which the operation is 

to be conducted. The pilot-in-command must be able to see or ensure that a visual observer is able to see the 

aircraft throughout the entire flight well enough to:

• Know it is location. 

• Determine its altitude and direction of travel

• Observe the airspace for other air traffic or hazards and have the most unobstructed view possible, 

taking into account the position of the sun, glare from reflections off buildings or other objects, and 

signs or other large obstructions.

Pilot-In-Command and Visual Observer must: 

• Maintain awareness of the position of the UAS through direct visual observation. Binoculars may be 

used to augment the (VO) duties, but may not be used as the primary means of visual contact or as a 

substitute for unaided visual observation 

• Maintain effective direct two-way communication with each other at all times and ensure 

communication is not impeded. 

• Be aware of cardinal directions when standing within an area of operations (i.e. they should know 

which direction is north, south, etc.)

• Have a common set of terms between PIC and the VO regarding landmarks and reference points 

within the AO. 

Operational Recommendations

• If operating close to airports, monitor applicable local Common Traffic Advisory Frequency 

(CTAF), departure, approach and tower frequencies.

• If the visual observer is being used for avoidance of difficult- to-see obstacles, the operation should 

not be conducted during dusk, dawn, night, or limited visibility atmospheric conditions unless it is 

assured that the area of obstacles can be avoided.
 14 | Page

• Visual observers should be trained to maintain a scanning pattern so that complete scanning of an 

area is accomplished
Assessment and Mitigation of: Unmanned Aircraft Systems (UAS)

UAS Flight Operations

 Pre-Mitigation Post Mitigation 

Subsystem

Hazards 

Likelihood

Severity

Outcome

Mitigation

Likelihood

Severity

Outcome

Mitigation Achieved?

Additional 

Local 

Mitigation

Post Mitigation Value

In Flight Emergencies

UAS mechanical failure 

resulting in loss of 

power or control

Occasional

Catastrophic

High

Follow emergency procedures in the 

aircraft flight manual. Addressing the 

failure with changes to equipment or 

procedures. Do not overfly people unless 

essential to the mission

Improbable

Catastrophic

Medium

 

Bird strike resulting in 

UAS uncontrollability

Remote

Critical

Medium

Follow emergency procedures in the 

aircraft flight manual. Discuss bird 

avoidance techniques with operators.

Improbable

Marginal

Medium

 

Loss of link between 

ground control station 

and UAV

Occasional

Marginal

Medium

Ensure that you have set the lost link 

procedures correctly according to the 

aircraft flight manual.

Remote

Negligible

Low

 

Check NOTAMs 

for possible 

GPS jamming in 

area of 

operation.

Low

Non-participating 

aircraft enters flight 

operations area

Remote

Critical

Medium

Ensure NOTAMS have been filed when 

applicable. Be vigilant of scanning 

operations airspace. Proactive see and 

avoid. Utilize a VHF radio. 

Occasional

Critical

Medium

 
Flight & Duty

Crew exceeds flight and 

duty limitations

Remote

Marginal

Medium

Understand flight and duty limitations 

before starting the operational period. 

Suspend flight and duty of crew if policy 

will be violated. Manage crew to optimize 

duty by briefing optimum data gathering 

hours and days.

Improbable

Marginal

Medium

 

Airspace

Mix of agency manned 

and unmanned aircraft 

in the same airspace 

resulting in a midair 

collision

Occasional

Catastrophic

High

UAS Operations will be made known to all 

participating aircraft. Follow established 

aircraft separation procedures. Ensure 

positive communication between all 

aircraft.

Improbable

Catastrophic

Medium

 

UAS flight plan and 

aircraft flight 

parameters are 

programmed incorrectly

Occasional

Critical

Serious

Follow aircraft flight manual, double 

check flight plans before launch.

Remote

Marginal

Medium

 

Incorrect altitude flown 

while operating in the 

FTA

Remote

Catastrophic

Serious

Ensure UAS operator has thorough 

knowledge of FTA policy. Follow 

established aircraft separation 

procedures.

Improbable

Catastrophic

Medium

 

Incorrect altimeter 

setting

Remote

Catastrophic

Serious

Ensure correct altimeter setting is 

established through communication with 

aerial supervisor.

Improbable

Catastrophic

Medium

 

UAS Pilot has loses 

situational awareness 

Occasional

Catastrophic

High

Only approved pilots will be used to fly 

UAS. Adhere to established work/rest 

guidelines. Land as soon as practical. 

Use the return to launch function if 

needed. Stay in contact with incident 

aircraft and personnel.

Improbable

Catastrophic

Medium

 

Operators lose visual 

contact with UAS (if 

required)

Probable

Catastrophic

High

Use observers to maintain visual contract 

with aircraft. Move Ground Control 

Station (GCS) closer to area of interest.

Improbable

Catastrophic

Medium

 
Stationary aerial 

hazards (wires, trees, 

towers, vegetation, rock 

outcroppings)

Probable

Critical

High

Utilize local aerial hazard map for 

reference. Perform site survey prior to 

flying. Utilize personnel familiar with the 

geographic area to share knowledge of 

known hazards. 

Remote

Critical

Medium

 

Low level flight profile-

below 500', Special Use, 

animal herding

Frequent

Catastrophic

High

Thorough PASP completed to include risk 

assessment/performance planning is 

completed and signed at the appropriate 

level. Ensure load calculations are 

completed. Minimize exposure time. 

Ensure that the appropriate PPE/ALSE is 

used and that the flight is limited to 

essential flight crew members. Ensure 

aircraft and pilot are carded for the 

mission. Conduct high level recon prior to 

working below 500' AGL.

Occasional

Critical

Serious

 

UAS sharing same flight 

path/route with other 

participating aircraft 

from same departure 

and arrival points.

Probable

Critical

High

Ensure separation of aircraft by 

establishing routes and patterns for all 

participant aircraft. Separate by 

establishing horizontal and vertical flight 

paths. Schedule flight times, routes and 

altitudes to avoid conflict during heavy 

use periods. Include CRM Training.

Improbable

Catastrophic

Medium

 

Multiple initial attack 

incidents in same area 

cause confusion.

Occasional

Catastrophic

High

Follow established protocols for use of 

UAS on fires. Maintain visual line of sight 

of UAS. Consider landing UAS 

immediately if an aircraft enters the area.

Improbable

Catastrophic

Medium

 

Flight is planned in 

Special Use Airspace, 

Military Training Route, 

etc.

Occasional

Critical

Serious

Contact Dispatch and initiate deconfliction 

procedures for flight. 

Remote

Critical

Medium

 

Flights over non-

participating personnel

Remote

Critical

Medium

Avoid flights over non-participating 

personnel unless authorized or necessary 

for emergency response.

Improbable

Critical

Medium

 

Mistaken identification 

of UAS when multiple 

UAS operations are 

occurring 

simultaneously

Remote

Critical

Medium

Have UAS painted with high visibility paint 

scheme and identifiable markings. Install 

conspicuity lighting if applicable per UAS 

flight manual. Communication between 

UAS pilots must be established. Follow 

established aircraft separation 

Improbable

Critical

Medium

 
procedures.

Environmental

Poor visibility due to 

smoke/inversion

Occasional

Critical

Serious

Ensure line of sight operations comply 

with established visibility regulations. 

Ensure beyond visual line of sight 

operations comply with established 

policy. Follow established aircraft 

separations procedures. Wait for visibility 

to improve before flight.

Remote

Critical

Medium

 

High density altitude 

(DA), decreased 

performance

Probable

Marginal

Serious

Ensure aircraft performance is reviewed 

as a part of preflight planning. Monitor 

DA throughout the day. Fly within aircraft 

performance capabilities.

Occasional

Marginal

Medium

 

Strong winds, 

thunderstorms, change 

in weather

Probable

Critical

High

As part of preflight planning and 

Operational Risk Management (ORM) 

check and monitor weather, be cognizant 

of time of day and diurnal wind patterns. 

Operate within aircraft capabilities and 

manufacturers recommendations. Move 

mission to alternate environment or defer 

until conditions improve.

Remote

Critical

Medium

 

Lost or destroyed 

aircraft over water 

operations

Remote

Critical

Medium

Avoid overflying large bodies of water 

unless necessary for the mission.

Remote

Marginal

Medium

 
UAS Training 

 Pre-Mitigation Post Mitigation 

Subsystem

Hazards 

Likelihood

Severity

Outcome

Mitigation

Likelihood

Severity

Outcome

Mitigation Achieved?

Additional 

Local 

Mitigation

Post Mitigation Value

Training

Training 

compromised for 

time and/or money 

constraints

Occasional

Critical

Serious

Management approval in advance 

identifying training as part of the 

program. Operations does not take 

place without qualified personnel. 

Provide adequate resources to 

ensure qualified personnel to meet 

mission.

Occasional

Marginal

Medium

 

Basic Training 

program does not 

include adequate 

mission experience 

for agency 

operations

Probable

Critical

High

Follow policy requirements for 

training qualification and currency.

Remote

Critical

Medium

 

UAS not properly 

assembled due to 

inadequate training

Occasional

Critical

Serious

Ensure personnel are trained to 

manufactures procedures.

Occasional

Marginal

Medium

 

UAS improperly 

maintained due to 

lack of training

Occasional

Critical

Serious

Incorporate appropriate 

maintenance procedures into 

approved training.

Remote

Critical

Medium

 
Unqualified 

personnel 

operating UAS

Remote

Critical

Medium

All personnel operating UAS will be 

qualified in accordance with policy.

Improbable

Critical

Medium

 

Not conducting 

post maintenance 

flight checks

Occasional

Critical

Serious

Require post maintenance test flights 

in contract and fleet policy. Include 

as part of student training 

curriculum.

Remote

Critical

Medium

 

UAS Aircraft

 Pre-Mitigation Post Mitigation 

Subsystem

Hazards 

Likelihood

Severity

Outcome

Mitigation

Likelihood

Severity

Outcome

Mitigation Achieved? 

Additional 

Local 

Mitigation

Post Mitigation Value

Payload

Mounted/installed 

equipment 

negatively effects 

UAS performance

Occasional

Critical

Serious

Only use approved aircraft and 

payload configurations.

Improbable

Critical

Medium

 

Aircraft out of 

Weight & balance

Occasional

Critical

Serious

Follow the weight and balance 

procedures outlined in the aircraft 

flight manual.

Remote

Critical

Medium

 

UAS Flight Ops - Spectrum, Communication, Avionics 
 Pre-Mitigation Post Mitigation 

Subsystem

Hazards 

Likelihood

Severity

Outcome

Mitigation

Likelihood

Severity

Outcome

Mitigation Achieved?

Additional 

Local 

Mitigation

Post Mitigation Value

UAS C2

Loss of link due to 

terrain

Remote

Critical

Medium

Ensure UAS has auto-return or autoland capability. Ensure PIC has an 

unobstructed area with good visibility 

of UAS operations area. Restrict UAS 

operations to pre-planned UAS flight 

area. Post observer with radio. Train 

for loss of link procedure.

Improbable

Critical

Medium

 

Loss of link due to 

hardware failure

Occasional

Critical

Serious

Follow UAS manufacturers operation 

and maintenance procedures. 

Preflight UAS.

Improbable

Critical

Medium

 

Loss of link due to 

distance between 

UAS and control 

transmitter

Occasional

Critical

Serious

Preflight/preplan mission operating 

area to maintain adequate UAS link 

margin. Review transmitter range 

limitations. Ensure optimal antenna 

locations on the ground stations.

Improbable

Critical

Medium

 

Loss of link due to 

software failure

Remote

Critical

Serious

load all software updates that the 

manufacturer issues and test UAS 

before flight. Maintain a current log of 

all software updates for the UAS.

Improbable

Critical

Medium

 
Equipment 

Power

Non-COTS payload 

interferes with UAS 

(e.g. a repeater)

Occasional

Critical

Serious

Use only approved and flight-tested 

aircraft and payloads.

Improbable

Critical

Medium

 

Transponder or 

ADSB

Manned aircraft 

cannot electronically 

detect UAS 

Frequent

Catastrophic

High

Require large UAS to have a 

transponder. Have a visual observer 

constantly monitor operating area 

when no other known aircraft are in the UAS operation area. Contract 

language states a mode C transponder 

must be installed.

Improbable

Critical

Medium

 
UAS Maintenance 

 Pre-Mitigation Post Mitigation 

Subsystem

Hazards 

Likelihood

Severity

Outcome

Mitigation

Likelihood

Severity

Outcome

Mitigation Achieved?

Additional 

Local 

Mitigation

Post Mitigation Value

Aging 

Aircraft

No recommended TBO for 

any UAS components

Occasional

Critical

Serious

Follow manufacturer’s 

recommendations and create a 

tracking system to document failures.

Remote

Critical

Medium

 

Inspection 

Compliance

Inspections not complied 

with at proper intervals

Occasional

Critical

Serious

Follow flight manual 

recommendations for inspection and 

maintenance. Ensure aircraft is 

current agency approved card.

Remote

Critical

Medium

 

Major repair or alteration

Lack of policy for what 

constitutes a major repair or 

alteration on a UAS

Occasional

Critical

Serious

Follow contract requirement or policy 

for reporting damage and/or repairs. 

Develop a list of what constitutes a 

major repair for filed operators.

Remote

Critical

Medium

 is 

Final Assessment Value: Prepared By: Date:

Operation Approved by: Title: Date: