BLM National Aviation Plan

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2022 BLM National 

Aviation Plan

and

BLM New Mexico 

State Aviation Plan

ACOMMITMENT TO AVIATION SAFETY
BLM National Aviation Plan

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This plan provides comprehensive information regarding Bureau of Land Management (BLM) aviation organizations, 

responsibilities, administrative procedures and policy. 

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

http://www.blm.gov/nifc/st/en/prog/fire/Aviation/avlibrary.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 New Mexico 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 has been written in blue text so it 

visually stands out as supplemental text. Each BLM District in New Mexico 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. The primary distribution of this 

document will be through a BLM NM State Office Instructional Memorandum (IM). 

This plan has been:

Prepared by: __________________________________________ Date_______________

Sarah Culhane

NM State Aviation Manager

Reviewed by: __________________________________________ Date_______________

Craig Goodell

NM State Fire Management Officer 

Approved by: __________________________________________ Date_______________

Melanie Barnes

Acting NM State Director

Office of Fire and Aviation

New Mexico State Office

301 Dinosaur Trail

Santa Fe, NM 87508
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TABLE OF CONTENTS

1.0 AVIATION PLAN...................................................................................................................................................7

1.1 PURPOSE ................................................................................................................................................................7

1.1 BLM NM PURPOSE .............................................................................................................7

1.2 MISSION STATEMENT.............................................................................................................................................7

1.2 BLM NM MISSION STATEMENT... ............................................................................................7

1.3 AVIATION PROGRAM OBJECTIVES .........................................................................................................................8

1.3 BLM NM AVIATION PROGRAM OBJECTIVES ..............................................................................8

1.4 NATIONAL FIRE AIRCRAFT MANAGEMENT STRATEGY ..........................................................................................9

1.4 BLM NM NATIONAL FIRE AIRCRAFT MANAGEMENT STRATEGY .......................................................10

1.5 AUTHORITY .........................................................................................................................................................10

1.6 POLICY.................................................................................................................................................................10

1.6 BLM NM POLICY ............................................................................................................11

2.0 AVIATION MANAGEMENT ORGANIZATIONS ..........................................................................................12

2.1 DEPARTMENT OF THE INTERIOR (DOI) ................................................................................................................12

2.2 NATIONAL AVIATION GROUPS/COMMITTEES.......................................................................................................12

2.2 BLM NM National and Geographic Area Aviation Groups/Committees .........................................14

2.3 BUREAU OF LAND MANAGEMENT (BLM)............................................................................................................14

2.4 NATIONAL AVIATION OFFICE - NAO (FA-500)...................................................................................................15

2.5 BLM STATE/DISTRICT/FIELD OFFICE ORGANIZATIONS.......................................................................................20

2.5 BLM NM STATE/DISTRICT/FIELD OFFICE ORGANIZATION ............................................................23

2.6 AVIATION POSITIONS ...........................................................................................................................................26

2.6 BLM NM AVIATION POSITIONS . ..........................................................................................28

3.0 ADMINISTRATIVE REQUIREMENTS ...........................................................................................................29

3.1 GENERAL .............................................................................................................................................................29

3.2 REPORTING AND 2021 NATIONAL AVIATION PLAN DOCUMENTATION REQUIREMENTS.......................................29

3.2 BLM NM REPORTING AND DOCUMENTATION REQUIREMENTS..........................................................29

3.3 AVIATION PLANS: NATIONAL, STATE, UNIT, AND PROJECT.................................................................................29

3.3 BLM NM AVIATION PLANS: STATE, UNIT, AND PROJECT .............................................................31

3.4 AIRCREW ORIENTATION BRIEFING PACKAGE ......................................................................................................31

3.4 BLM NM Aircrew Orientation and Briefing Package...................................................................32

3.5 LAND USE POLICY FOR AVIATION ACTIVITIES ....................................................................................................32

3.5 BLM NM LAND USE POLICY FOR AVIATION ACTIVITIES....................................................................................32

3.6 BUDGET ...............................................................................................................................................................32

3.7 AIRCRAFT FLIGHT SERVICE ORDERING ...............................................................................................................32

3.7 BLM NM AIRCRAFT FLIGHT SERVICE ORDERING ......................................................................34

3.8 AIRCRAFT CONTRACTS ........................................................................................................................................35

3.8 BLM NM AIRCRAFT CONTRACTS ..........................................................................................36

3.9 END PRODUCT CONTRACTS .................................................................................................................................41

3.9 BLM NM END PRODUCT CONTRACTS......................................................................................42

3.10 BLM SUPPLEMENTAL FIRE AIRCRAFT ACQUISITION .........................................................................................44

3.10 BLM NM Supplemental Fire Aircraft Acquisition .....................................................................45

3.11 COOPERATOR AIRCRAFT....................................................................................................................................45

3.11 BLM NM COOPERATOR AIRCRAFT .......................................................................................46

3.12 SENIOR EXECUTIVE SERVICE (SES) FLIGHTS.....................................................................................................46

3.12 BLM NM SENIOR EXECUTIVE SERVICE (SES) FLIGHTS .............................................................. 47
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3.13 BLM LAW ENFORCEMENT FLIGHTS ..................................................................................................................47

3.13 BLM NM LAW ENFORCEMENT FLIGHTS ..................................................................................47

3.14 SEARCH AND RESCUE (SAR) FLIGHTS ...............................................................................................................48

3.14 BLM NM SEARCH AND RESCUE (SAR) FLIGHTS ..............................................................................................48

3.15 NATIONAL GUARD AND UNITED STATES MILITARY AIRCRAFT FLIGHTS...........................................................48

3.16 UNMANNED AIRCRAFT SYSTEMS (UAS) FLIGHTS .............................................................................................49

3.16 BLM NM UNMANNED AIRCRAFT SYSTEMS (UAS) FLIGHTS ............................................................50

3.17 DISPATCHING BLM AIRCRAFT - FLIGHT REQUESTS ..........................................................................................52

3.17 BLM NM DISPATCHING - FLIGHT REQUESTS ............................................................................52

3.18 AIRCRAFT USE PAYMENT SYSTEMS...................................................................................................................54

3.19 CODING FOR FLIGHT USE REPORTS....................................................................................................................55

3.20 FEPP..................................................................................................................................................................57

3.20 BLM NM FEDERAL EXCESS PROPERTY PROGRAM (FEPP) ............................................................57

3.21 FBMS................................................................................................................................................................57

3.21 BLM NM FBMS .............................................................................................................57

3.22 AVIATION PROGRAM REVIEWS ..........................................................................................................................57

3.23 NEW PROGRAM REQUESTS ................................................................................................................................57

4.0 AVIATION SAFETY MANAGEMENT SYSTEMS .........................................................................................58

4.1 GENERAL .............................................................................................................................................................58

4.1 BLM NM GENERAL ..........................................................................................................58

4.2 SAFETY MANAGEMENT SYSTEMS (SMS).............................................................................................................58

4.3 POLICY.................................................................................................................................................................58

4.3 BLM NM SUPPLEMENTAL POLICY ..........................................................................................59

4.4 RISK MANAGEMENT ............................................................................................................................................62

4.5 ASSURANCE .........................................................................................................................................................64

4.5 BLM NM ASSURANCE .......................................................................................................64

4.6 PROMOTION .........................................................................................................................................................66

4.6 BLM NM PROMOTION ......................................................................................................67

5.0 AVIATION OPERATIONS .................................................................................................................................68

5.1 GENERAL .............................................................................................................................................................68

5.1 BLM NM GENERAL ..........................................................................................................68

5.2 POLICY, OPERATIONAL GUIDES AND HANDBOOKS ..............................................................................................68

5.3 PUBLIC/CIVIL AIRCRAFT OPERATIONS.................................................................................................................68

5.4 BLM EMPLOYEES ON NON-BLM AIRCRAFT .......................................................................................................69

5.5 PASSENGERS ........................................................................................................................................................70

5.6 EMERGENCY EXCEPTION TO POLICY:...................................................................................................................71

5.7 CATEGORIES OF FLIGHT.......................................................................................................................................71

5.8 FLIGHT PLANNING ...............................................................................................................................................71

5.9 FLIGHT FOLLOWING.............................................................................................................................................72

5.9 BLM NM FLIGHT FOLLOWING ..............................................................................................74

5.10 RADIO FREQUENCY MANAGEMENT/COMMUNICATIONS ....................................................................................74

5.11 OVERDUE, MISSING OR DOWNED AIRCRAFT .....................................................................................................74

5.12 MISHAP RESPONSE.............................................................................................................................................74

5.12 BLM NM MISHAP RESPONSE ..............................................................................................75

5.13 TRANSPORTATION OF HAZARDOUS MATERIALS ................................................................................................75

5.14 INVASIVE SPECIES CONTROL .............................................................................................................................75

5.15 FIRE CHEMICALS, AERIAL APPLICATION POLICY NEAR WATERWAYS...............................................................76

5.15 BLM NM FIRE CHEMICALS AND AERIAL APPLICATION POLICY NEAR WATERWAYS ..............................76

5.15.1 STORMWATER POLLUTION PREVENTION PLANNING ......................................................................................76
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5.16 SEARCH AND RESCUE (SAR) .............................................................................................................................76

5.16 BLM NM SEARCH AND RESCUE (SAR) ....................................................................................77

5.17 LARGE AIRTANKER (LAT), AND VERY LARGE AIRTANKER (VLAT) OPERATIONS ...........................................77

5.17 BLM NM LARGE AIRTANKER, VERY LARGE AIRTANKER OPERATIONS GENERAL .............................77

5.18 AIRTANKER/SEAT BASE OPERATIONS ..............................................................................................................78

5.19 SEAT OPERATIONS............................................................................................................................................78

5.19 BLM NM SEAT OPERATIONS ............................................................................................78

5.20 FOREIGN AIRTANKER OPERATIONS ...................................................................................................................79

5.20.1 WATER SCOOPER OPERATIONS.......................................................................................................................79

5.21 AIR ATTACK, ASM AND LEAD PLANE OPERATIONS ..........................................................................................79

5.21 BLM NM AIR ATTACK, AERIAL SUPERSION MODULES (ASM) AND LEAD PLANE OPERATIONS .................80

5.22 HELICOPTER OPERATIONS .................................................................................................................................81

5.22 BLM NM SUPPLEMENTAL HELICOPTER OPERATIONS ..................................................................82

5.23 AERIAL IGNITION OPERATIONS..........................................................................................................................83

5.23 BLM NM AERIAL IGNITION OPERATIONS ................................................................................83

5.24 WILD HORSE & BURRO OPERATIONS (WH&B).................................................................................................83

5.24 BLM NM WILD HORSE & BURRO OPERATIONS (WH&B) ............................................................84

5.25 AERIAL CAPTURE, ERADICATION AND TAGGING OF ANIMALS (ACETA)..........................................................84

5.26 SMOKEJUMPER OPERATIONS..............................................................................................................................84

5.27 LIGHT FIXED WING OPERATIONS.......................................................................................................................84

5.28 LAW ENFORCEMENT OPERATIONS (LE).............................................................................................................85

5.29 UNMANNED AIRCRAFT SYSTEMS (UAS) ...........................................................................................................86

5.29 BLM NM UNMANNED AIRCRAFT SYSTEMS (UAS) .....................................................................87

5.30 FLEET AIRCRAFT................................................................................................................................................87

5.30 BLM NM Fleet Aircraft ...................................................................................................87

5.31 NON-FEDERALLY APPROVED AIRCRAFT............................................................................................................88

5.32 SNOW OPERATIONS............................................................................................................................................88

6.0 AVIATION TRAINING .......................................................................................................................................89

6.1 GENERAL .............................................................................................................................................................89

6.1 BLM NM GENERAL ...........................................................................................................90

6.2 MANAGEMENT RESPONSIBILITY ..........................................................................................................................90

6.3 INSTRUCTOR STANDARDS ....................................................................................................................................92

6.4 DEVELOPMENT.....................................................................................................................................................92

7.0 AIRSPACE COORDINATION ...........................................................................................................................93

7.1 INTERAGENCY AIRSPACE COORDINATION ...........................................................................................................93

7.1 BLM NM INTERAGENCY AIRSPACE COORDINATION .....................................................................93

7.2 FLIGHT PLANNING, HAZARDS AND OBSTRUCTIONS .............................................................................................93

7.3 FIRE TRAFFIC AREA (FTA)..................................................................................................................................94

7.4 TEMPORARY FLIGHT RESTRICTION (TFR) ...........................................................................................................94

7.5 NATIONAL FIREFIGHTING AIRCRAFT TRANSPONDER CODE (1255)......................................................................94

7.6 AIRSPACE BOUNDARY PLAN................................................................................................................................94

7.7 AIRSPACE DECONFLICTION..................................................................................................................................95

7.8 AIRSPACE CONFLICTS ..........................................................................................................................................95

7.8 BLM NM AIRSPACE CONFLICTS ...........................................................................................95

7.9 OPERATIONS ALONG FOREIGN BORDERS.............................................................................................................95

7.10 AIRSPACE AGREEMENTS – MEMORANDUMS OF UNDERSTANDING.....................................................................95

7.10 BLM NM AIRSPACE AGREEMENTS – MEMORANDUMS OF UNDERSTANDING .......................................96

7.11 EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) ...........................................................................96
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8.0 AVIATION SECURITY – FACILITIES/AIRCRAFT......................................................................................97

8.1 AVIATION SECURITY POLICY...............................................................................................................................97

8.2 USFS FACILITIES SECURITY ASSESSMENTS.........................................................................................................98

8.3 USFS SECURITY RESPONSE ACTIONS..................................................................................................................98

8.4 GENERAL AVIATION SECURITY AWARENESS PROGRAMS ....................................................................................98

8.5 COOPERATORS AIRCRAFT SECURITY ...................................................................................................................99

8.6 AIRCRAFT PHYSICAL SECURITY REQUIREMENTS.................................................................................................99

8.7 AVIATION FACILITY SECURITY REQUIREMENTS ..................................................................................................99

8.8 EXCEPTIONS.......................................................................................................................................................100

8.9 TRANSPORTATION SECURITY ADMINISTRATION (TSA).....................................................................................101

9.0 AVIATION FACILITIES...................................................................................................................................102

9.1 GENERAL ...........................................................................................................................................................102

9.1 BLM NM GENERAL ..........................................................................................................102

9.2 AVIATION FACILITIES (PERMANENT AND TEMPORARY) ....................................................................................102

9.3 TEMPORARY OPERATIONS BASES ......................................................................................................................102

9.3 BLM NM TEMPORARY OPERATIONS BASES......................................................................................................102

9.4 SAFETY ..............................................................................................................................................................103

9.5 PERMANENT FACILITY CONSTRUCTION PLANNING/FUNDING AND MAINTENANCE ...........................................103

9.6 BLM OWNED/OPERATED AIRSTRIPS .................................................................................................................103

APPENDIX CONTENTS .........................................................................................................................................104

APPENDIX 1 - BLM NATIONAL AVIATION ORGANIZATION DIRECTORY...........................................105

APPENDIX 1A – BLM NM AVIATION ORGANIZATION DIRECTORY .......................................................106

APPENDIX 2 - SES FLIGHT SCHEDULING GUIDE.........................................................................................107

APPENDIX 3 – LATITUDE/ LONGITUDE INFORMATION............................................................................109

APPENDIX 4 - BLM SAFECOM MANAGEMENT ROLES...............................................................................111

APPENDIX 5 - OAS AVIATION PROGRAM EVALUATION SCHEDULE....................................................113

APPENDIX 6 - BLM CARGO LETDOWN OPERATIONS ................................................................................114

APPENDIX 7 - BLM FLEET AIRCRAFT STANDARD OPERATIONS PROCEDURES ..............................148

APPENDIX 8 – ACTING VS POINT OF CONTACT ..........................................................................................153

APPENDIX 9 - ACRONYMS...................................................................................................................................154
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1.0 Aviation Plan

1.1 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.

1.1 BLM NM: Purpose

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

for BLM New Mexico. The purpose is to clarify and standardize aviation management procedures and 

operations for all employees in the BLM New Mexico, independent of organizational level. In addition 

to the BLM Manual 9400, this plan is also supplemental to Departmental Manuals 350-354.

1.2 Mission Statement

The NAO is responsible for supporting 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 BLM NM: Mission Statement

The BLM New Mexico aviation program provides direction and technical assistance to the State Office, 

District, and Field Office resource management, law enforcement, and fire management programs. The 

State Aviation Manager (SAM) assists with coordination between BLM New Mexico and the BLM 

National Aviation Office, Fire Operations, other BLM State Programs, and Cooperators.

Promote efficiency: The aviation program emphasizes coordinating BLM New Mexico aviation 

resources between Districts, between cooperators within New Mexico and the BLM National Aviation 

office.

Acquisition support: Be a focal point for coordination of aviation acquisition between BLM New 

Mexico and the BLM National Aviation Office and DOI Acquisition Services Directorate (DOI AQD). 

Aviation safety: Assist with developing systematic safety processes, promotion of safety systems and 

monitoring / evaluation.
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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,

environmental considerations, available funding and safety of 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.

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

make reasonable and prudent decisions to accomplish the mission.

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

aircraft and 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 BLM NM: Aviation Program Objectives

The BLM New Mexico aviation program’s primary priority is safety. To reach this objective, the safety 

of personnel and the public working with BLM operational controlled aviation activities requires the 

guidance of a philosophy reflecting the basic tenants of safety. An indicator of a healthy safety program 

is one that incorporates principles that are pillars of a safety culture as described in Safety Management 

Systems.

• Safe, effective, and efficient aviation operating policy at the State and District level. 

• Continual use of operational risk management for all stages of aviation activities.

• Foster a reporting culture; where all events are identified and reported or at least discussed.

• Promote training, the sharing of aviation safety information, and safety awards.

• Risk Management will remain incorporated into all aviation operations.

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

for all BLM aircraft missions.

• Line Managers are responsible for all aircraft missions. 

• Planning for flight operations must include; safety, risk management, supervision, organization, 

and evaluation, on an ongoing basis and not a one-time occurrence.

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

• Aviation personnel will be provided emphasis and consideration for individual development, 

employee wellness and workforce diversity and inclusion.

• District Office’s local policy or procedures can not be less restrictive or conflict with National or 

State Policy. 
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1.4 National Fire Aircraft Management Strategy

Aviation resources are one of several 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.

The BLM national fire aircraft fleet composition is based in part on the National Interagency Aviation 

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

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

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 either 

the Interagency Aviation Strategy approved by the Fire Executive Council (FEC) and NWCG in 2008 or

will be based on the new 2022 BLM Aviation Strategic Plan as adopted. Changes to the BLM fire 

aircraft fleet shall be determined and approved by the Division Chief, Aviation 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.

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, long-term contracts, multipleaircraft contracts, sharing of contracts and innovative procurement methods will be explored to achieve 

economies whenever possible. 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 State Fire Management Officers (SFMO) and their staff on aircraft needs, 

availability, and re-positioning. 

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

exclusive use aircraft will be activated and mobilized to meet BLM’s fire needs to the extent possible. 

Once authorized and acquired, all BLM fire exclusive use aircraft, other nationally funded aircraft (i.e. 

On-call/CWN contract task orders) and severity funded aviation resources will be considered national 
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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. 

Aircraft need and staffing is very dynamic during the wildland fire season. Each aviation facility that 

hosts wildland fire assets should evaluate minimum staffing and maximum aircraft capacity to meet 

aircraft surge. The district/unit aviation plan should provide details identifying aircraft capacity, 

staffing and as a minimum reference appropriate NWCG aviation standards. The plan should include 

proper turn down protocol and be readily available for employees at each identified facility.

1.4 BLM NM: Aircraft Management Strategy 

Exclusive use contracted fire aircraft are funded through the BLM National Aviation Office (NAO FA500) and coordinated by the State Fire Management Officer (SFMO). The aircraft are intended 

primarily for initial attack. Discretion to utilize the aircraft for non-initial attack operations is at the Fire

Management Officer level with coordination with the State Office Duty Officer. Assignment of 

exclusive use and supplemental aircraft outside of the state for extended attack or large fire requires 

communication with the State Office Duty Officer. The State Office Duty Officer shall coordinate with 

District FMO’s/ Duty Officer related to the movement of aircraft within the administrative boundaries 

of BLM New Mexico based on established priorities and anticipated critical fire weather.

1.5 Authority

This plan fulfills the Departmental Manual (DM) 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.

1.6 Policy

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

Regulations, DOI 350-354 Departmental Manuals, 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.
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• 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, lead plane 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.

1.6 BLM NM: Policy 

The BLM New Mexico State Aviation Plan (SAP) is procedural for aviation policy and guidance of 

aviation programs and or operations under BLM New Mexico operational control. 

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/Standards

• NWCG Standards for Aerial Ignition (PMS 501)

• NWCG Standards for Aerial Supervision (PMS 505)

• NWCG Standards for Airspace Coordination (PMS 520)

• NWCG Standards for Airtanker Base Operations (PMS 508)

• NWCG Standards for Helicopter Operations (NSHO PMS 510)

• NWCG Standards for Water Scooping Operations (PMS 518)

• Interagency Smokejumper Pilots Operations Guide (ISPOG)

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

• Interagency Aviation Training Guide (IAT) 

• Interagency Standards for Fire Unmanned Aircraft Systems Operations (PMS 515)

• NWCG Standards for Aviation Transport of Hazardous Materials (PMS 513)

• NWCG Standards for Aviation Risk Management (PMS 530)
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2.0 Aviation Management Organizations

2.1 Department 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. 

https://www.doi.gov/aviation/aqd

2.2 National Aviation Groups/Committees

Executive Aviation Board (EAB): The EAB is responsible for the DOI 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 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 directly through regular agency channels. 

• 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 
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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. 

https://www.nwcg.gov/committees/national-interagency-aviation-committee

NIAC Sub Committees:

• Interagency Aerial Supervision Subcommittee (IASS)

• ATGS Cadre

• Lead plane Cadre

• ASM Cadre

• Interagency Airspace Subcommittee (IASC)

• Interagency Airtanker Base Operations Subcommittee (IABS)

• Interagency Airtanker Board (IAB)

• Interagency Fire UAS Subcommittee (IFUAS)

• Interagency Aviation Training Subcommittee (IATS)

• Interagency SEAT Board

• Aviation Risk Management Subcommittee (ARMS)

• 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

• Interagency Water Scooper Subcommittee (IWSS)

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 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 
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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.

2.2 BLM NM: National and Geographic Area Aviation Groups/ Committees 

The BLM New Mexico State Aviation Manager (SAM) is a member of the BLM Aviation Management 

Group (AMG). The group reviews and develops aviation management/operations procedures, policy,

and acquisition plans. As the BLM New Mexico representative to the AMG, the SAM can take forward 

aviation issues. 

The BLM New Mexico SAM serves as the BLM New Mexico member of the Southwest Aviation 

Committee (SWAC) which is chartered under the Southwest Coordinating Group. Fire aviation issues 

can be brought forward through the GACC Operations Group or to the GACC Aviation representative. 

The BLM New Mexico SAM can participate in other national level groups and committees as requested 

by NAO and approved by the State FMO.

2.3 Bureau 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).

2.4 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 principal aviation advisor to the Assistant 

Director for the BLM Fire and Aviation Directorate (FA-100), and other staff, BLM state offices, 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.
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• Provides oversight of aircraft acquisition and fleet management, contract administration, 

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) and Smokejumper programs 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 of 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) and OAS 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).

• 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.
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• 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 Managers.

• 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.

• 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 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. 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 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. 
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• 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 Program. 

• Identifies and develops program need, growth, and capacity commensurate with evolution of 

UAS.

Communicates, coordinates, and collaborates with aviation leadership on UAS initiatives, 

standards, and performance expectations.

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

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

• 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 Systems Subcommittee.

UAS Fleet Manager

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

OAS/AQD.

• Evaluates, develops, and reviews exclusive use and on-call UAS contract specifications; 

coordinates with AQD, OAS and State Aviation Managers.

• Maintains an inventory of BLM owned UAS.

• Manages systems and payloads including maintenance, warranty, and repair.

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.

• 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.
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• 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.

• Maintains a roster of qualified BLM UAS personnel.

• Develops and leads reporting, data collection, geospatial program.

• Coordinates with AQD, OAS and State Aviation Managers.

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 NWCG Standards for Aerial Supervision 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/Final Evaluator 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 Final Evaluator personnel.

Air Tactical Supervisors (AITS): These positions serve as Air Tactical Supervisors on Aerial Supervision Modules.

• Develop and review ASM procedures, make recommendations to the Aerial Supervision 

Program Manager.

• Instruct NWCG S-378 ATGS and AITS courses and mentor trainee ATGS and AITS 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 Lead plane (LPIL) pilots.

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

• Serve as an SME for aerial supervision, airspace coordination, SEAT and airtanker operations.

• Develop and review ASM/Lead plane procedures, make recommendations.

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

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.
BLM National Aviation Plan

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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 based and 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, GS12 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 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. 

• 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. 
BLM National Aviation Plan

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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 as Alternate 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 all fire and resource flight hours

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

https://www.nifc.gov/about-us/our-partners/blm/aviation/administration

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

Responsibilities) for specific airspace coordination 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 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 not assigned. 
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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 fulfill the UAM duties (Unit Aviation Officer 

(UAO) or 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).

• Ensure the unit aviation plan identifies aviation base(s) maximum aircraft capacity and 

minimum staffing levels to operate safely and efficiently. Shall also include turn down protocol.

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

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

• 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 

PASPs per BLM NAP 4.3.2

• Ensures that the local dispatch center’s airspace coordination procedures, with the 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 of flight hazard map 

products (reference Interagency Standards for Fire and Fire Aviation Operations, Chapter 16, NSHO

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/aboutus/our-partners/blm/aviation/administration

• 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 8).

• Coordinates with SAM on all potential End Product contracts that could conceivably 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.
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• If a Storm Water Prevention Pollution Plan (SWPPP) is in place at their facilities, UAMs 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 for BLM 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. 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 1 annually.

• 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 the BLM 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 AMD-23), completes OAS procedures as 

authorized.

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

2.5 BLM NM: NM Aviation Program

The BLM New Mexico aviation program is managed at two organizational levels within the state: State 

Office and District Offices. The State Office Fire and Aviation (NM 919) is responsible for the 

statewide aviation program. Districts are responsible for aviation activities conducted under BLM 

operational control within the district. BLM New Mexico has four districts: Albuquerque, Farmington, 

Las Cruces, and Pecos. 
BLM National Aviation Plan

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The districts are responsible for:

• Staffing aviation resources and equipping aviation managers/crews. 

• Allocating funds to meet required aviation training (labor, flight time, travel).

• Allocate funds for non-fire aircraft contracts.

• Developing Project Aviation Safety Plans (PASP) for projects within the districts that utilize 

aircraft.

• Assist State Aviation Manager in developing IAA agreements with OAS/AQD for non-fire 

aviation activities.

The relationship between the State Aviation Manager and the Unit Aviation Managers is through 

contract management, aviation safety, and program management and is not supervisory.

BLM New Mexico State Director (SD): The SD has overall responsibility for the state aviation 

program, which is delegated to the State FMO. Specific responsibilities are listed in the BLM NAP and 

350 DM 1 Appendix 3.

• Disseminate Departmental and Bureau aviation policy and information.

• Promote the BLM Aviation Safety Management System (SMS).

• Assign a liaison for any BLM New Mexico aviation incident/accident investigation.

• Ensure adequate aviation management staff and funding in partnership with FA-500.

BLM New Mexico State Fire Management Officer (FMO): The State FMO has the authority to 

prioritize allocation and pre-positioning of fire aircraft assigned to the BLM within the state. Aviation 

management authorities and responsibilities are described in the delegation of authority from the SD. 

New Mexico BLM State Director 

New Mexico BLM 

Associate State Director

New Mexico BLM 

State FMO

New Mexico BLM State 

Aviation Manager

Albuquerque District 

Manager

Albuquerque District 

FMO/Unit Aviation 

Manager

Las Cruces District 

Manager

Las Cruces District 

FMO/Unit Aviation 

Manager

Pecos District Manager

Pecos District FMO/Unit 

Aviation Manager

Pecos Assistant Unit 

Aviation/Tanker Base 

Manager

Farmington District 

Manager

Farmington District 

FMO/Unit Aviation 

Manager
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25

Specific responsibilities are described in the BLM NAP Section 2.5. The State FMO may further 

delegate these responsibilities as necessary. 

• Direct the statewide aviation program.

• Approves assignment of New Mexico exclusive use aircraft outside of the state, coordinates 

 with the NAO.

• Correct unsafe fire suppression, aviation, and fuels management activities.

BLM New Mexico State Aviation Manager (SAM): The SAM serves as the focal point for the state 

aviation program by providing operational, technical, and management expertise regarding the use of 

aviation resources. 

The SAM has functional responsibilities in the following areas in addition to those described in the 

BLM NAP 2.5:

• Conducts or coordinates SMS based assurance checks of aviation programs and activities under 

BLM New Mexico operational control.

• Serves as a member of the Southwest Aviation Committee (SWAC) which is chartered under 

the Southwest Coordinating Group.

• Serves as a member of the Aviation Management Group (AMG) which is chartered under the 

BLM Fire Leadership Team.

• Serves as a Contracting Officer Representative and assigns Project Inspectors as needed.

• Coordinates Senior Executive Service (SES) flights.

• Coordinate State Office flight requests with the appropriate Dispatch Center.

• Serves as the statewide point of contact for airspace coordination issues with coordination from 

NAO National Airspace Program Manager on airspace issues. 

• Serves as the statewide point of contact for airspace coordination issues over BLM with 

coordination from NAO National Airspace Program Manager or SW Area Airspace 

Coordinator. 

BLM District Manager (DM): The DM has overall responsibility for aviation activities conducted 

within the district under BLM operational control. Aviation management and operational authorities 

and responsibilities are delegated to the District FMO, Unit Aviation Manager (UAM) and Dispatch 

Center Manager.

• See BLM NAP 2.5 and 350 DM 1 Appendix 3 for list of major duties.

• Approves–Unit Plans, PASPs, and requests for new aviation contracts or programs.

Field Manager: This position may be responsible for aviation activities supporting non-fire projects 

within the FO if delegated the authority by the District Manager. 

• Review and/or approve requests to use aircraft for resource projects.

• Review and/or approve PASPs.

• Coordinate projects using aircraft with the UAM.

• Coordinate aviation training needs of FO personnel as detailed in OAS (Office of Aviation 

Services) Operational Procedures Memorandum OPM-04 with the UAM.

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

supporting, providing daily management and dispatching all BLM aircraft assigned to their unit. The 

District FMO supervises and delegates the aviation program management to the UAM.
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26

District/Zone Unit Aviation Manager (UAM): The UAM serves as the focal point for the district 

aviation program.

• Albuquerque District provides a collateral duty UAM in conjunction with its Fire Management 

Officer position. 

• Farmington District provides a collateral duty UAM in conjunction with its Fire Management 

Officer position.

• Las Cruces District provides a collateral duty UAM in conjunction with its Fire Management 

Officer position. There is also an assistant UAM/Tanker base manager.

• Pecos District provides a collateral duty UAM in conjunction with its Fire Management Officer 

position.

The UAM has functional responsibilities in the following areas in addition to those described in the 

BLM NAP 2.5: 

• Serves as the Primary Project Inspector for assigned Exclusive Use contracts, as qualified.

• Ensures all aircraft ordering and dispatching occurs through the dispatch office.

• Coordinates with the SAM any requests for exclusive use aircraft contracting and performance 

requirements, contract modifications, extensions, change of start dates, request for new Aircraft 

Rental Agreement (ARA) vendor or aircraft.

2.6 Aviation Positions

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

perform an active mission function during a flight to ensure the successful outcome of the mission. For 

public aircraft operations, an aircrew member is also defined as a “qualified non-crewmember” (see 

definition for qualified non-crewmember below). For position equivalency Reference OPM-04 OneWay 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 a BLM Flight Request 9400-1a (or equivalent) is utilized, and completed for 

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

• 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 Chapter 7) when dispatching any aircraft into identified dispatch boundary zones. 
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27

• Provides appropriate notification to assist in airspace coordination and de-confliction 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 appropriate Interagency Operations Guide, Redbook 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 to aircrews, 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-resource 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.

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

operating under. 

2.6 BLM NM: Aviation Positions

Aircrew Members: Aircrew members are classified for BLM aviation operations as those persons who 

are trained, qualified to perform an active mission function during the flight on an aircraft under BLM 

operational control. Aircrew members are not classified as passengers. Typical aircrew members 

include, but are not limited to:

• Aerial supervision – Air Tactical Group Supervisor (ATGS), Air Tactical Supervisor (ATS).

• Smokejumpers (Spotters and jumpers).

• Helitack/Rappel (Manager and crew).

• Resource Helicopter Manager (Certification requirements listed in BLM NAP 2.6).

• Designated observers (fire detection, resource observer, fire recon).

• Law enforcement during non-covert operations.

Aircraft Manager: The aircraft managers include fixed wing, helicopter, airtanker base, single engine 

airtanker (SEAT), air tactical and detection personnel. Each manager manages operations per contract 

and appropriate agency guides.

Flight Manager: The flight manager is the government representative who ensures compliance with 

procurement document requirements and is responsible for coordinating the flight(s), and for 

completing the flight invoice.

Passengers: Any person aboard an aircraft who does not perform the function of an aircrew member is 

considered a passenger. 

Contracting Officers Representative/Project Inspector: Each aircraft contract has a Contracting 

Officers Representative (COR) designated by the Contracting Officer (CO). The COR for BLM New 

Mexico exclusive use contracts is the SAM (as of this production there are no BLM New Mexico 

exclusive use contracts). The COR duties for DOI On-Call contracts is performed by DOI-AQD. 

CORs designate Alternate CORs or Project Inspectors (PI) to assist in the day-to-day administration of 

the contract.
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3.0 Administrative Requirements 

3.1 General

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 2021 National Aviation Plan 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 #10 “Aviation 

Management” located at: BLM Preparedness Review Checklists

• 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 BLM NM: Reporting and Documentation Requirements

General administration policy for BLM Aviation is found in 350 DM 1 and BLM NAP 3.2.

• Aviation Safety Communiqué (SAFECOM) reports will be submitted within 24 hours of any 

event.

• Accidents and Incidents-With-Potential will be reported to: 

o OAS Safety (1-888-4MISHAP), 

o SAM/State FMO/SD. 

o For additional accident notification (see NAP Section 4.5).

• Contract Daily Diary and aircraft payment documents will be maintained by contract Field 

Project Inspectors for each exclusive use contract. Copies of these documents will be forwarded 

to the COR every 2 weeks, unless other arrangements are agreed upon. Significant contract 

performance events are to be documented and forwarded to the SAM immediately. Contract 

related documents are to be maintained for 6 years and 3 months after the final payment for the 

fiscal year. 

• Each District and Field Office will maintain an aviation reference library and aviation file(s). 

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 
BLM National Aviation Plan

30

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/about-us/ourpartners/blm/aviation/library

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

• Dispatching and flight following procedures

• Administrative procedures

• Identification of typical aviation missions

• Risk assessment and mitigation specific to the Unit or not addressed in State/National Aviation 

Plan (reference BLM NAP 4.4)

• Unit Aviation Plan, Supplemental Operational Plans or Project Aviation Safety Plans must

address recurring aircraft operations. Examples include:

o Airbase operations 

o Helitack operations 

o Smokejumper operations 

o Airtanker operations

o Aerial Supervision.
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31

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 non-fire flights/projects 

(reference BLM NAP 4.3.2 for specific PASP requirements).

3.3 BLM NM: Aviation Plans: State and Local Unit 

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

national, state and unit aviation plans describe procedures that implement policy direction in the BLM

9400 Manual. State and unit plans supplement national policies and procedures. State and district 

offices must not implement policy or procedures less restrictive than BLM national aviation policy. If 

more restrictive procedure is required, a written request from the State Aviation Manager is to be sent to 

the BLM National Aviation Office (FA-500).

State Aviation Plan (SAP): The SAP serves as an umbrella document for unit aviation plans. The 

State plan will be updated annually 30 days after issuance of the BLM NAP. It will be issued, at the 

state level, by Instruction Memorandum (IM), and then submitted to the NAO for inclusion in the BLM 

Aviation web site. The BLM New Mexico State Aviation Plan will be disseminated to the field in 

electronic format.

Unmanned Aircraft Systems Supplement: As UAS is a dynamic program, check with the NM SAM 

for the most current requirements.

Unit Aviation Plans: Each BLM New Mexico District will develop a Unit Aviation Plan. Unit Aviation 

Plans describe the district aviation management procedures and organization. The plans are to be 

updated annually within 30 days of BLM New Mexico State Aviation Plan issuance or prior to April 1. 

A copy of these plans will be forwarded to the SAM when approved. New Mexico Unit Aviation Plans 

may be in this tiered format, with the NAP and SAP included.

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.).
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3.4 BLM NM: Aircrew Orientation Briefing Package 

The Southwest Aviation Committee is compiling a 2022 SW Aviation Briefing Packet. This will cover 

all cooperators within the SW region. If additional information is needed for a particular district, local 

information can be added to this document. 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, flight hazard maps, fire behavior information, recommended 

lodging/dining list, maps, etc.).

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.

3.5 BLM NM: Land Use Policy for Aviation Activities 

Special Use Permits or Activities that Involve or May Involve Aircraft- When activities either involve 

or may involve aviation assets, the Unit Aviation Manager must be notified. 

Temporary Aviation Operations under BLM operational control and supporting BLM fire or resource 

management operations on BLM land should be coordinated with the local resource advisor. 

Restrictions should be identified in a PASP or District Aviation Plan.

3.6 Budget

BLM Fire exclusive use contract fire 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.

3.7 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 
BLM National Aviation Plan

33

dispatch personnel in their respective BLM offices (see also BLM NAP 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 AMD-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 are authorized, except by the CO.

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. 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 must evaluate 

Contractors 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 Services 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.
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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)

3.7 BLM NM: Aircraft Flight Service Ordering

The UAM or Aircraft Dispatchers are authorized to order aircraft from the various DOI flight service 

contracts. Individual Project Coordinators must not order aircraft direct from DOI contractors.

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 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 referencing the 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 deobligate the AQD-91 prior to year-end 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).
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35

• 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 NonFire 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 IntraGovernmental 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.

• 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. 

3.7.2 BLM NM: Cross Servicing with AQD for Contract/ARA Aviation Services Acquired in 

Support of Non-Fire Activity

New Mexico BLM will utilize cross servicing for all non-fire aviation services acquired under DOI’s 

On-Call Contracts and Aircraft Rental Agreements. 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. 

• 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 to include competitive task orders when 
BLM National Aviation Plan

36

deemed appropriate. 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 BLM NM: Aircraft Contracts

Aircraft flight services more than $150,000 require an exclusive use aircraft contract, an On-Call (DOI 

AQD), or USFS call when needed (CWN) contract. Short term use with costs under $150,000 can use 

the DOI AQD ARA system or the DOI AQD On-Call contracts. The Unit Aviation Manager (UAM)

will decide which type of contract is to be used.

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 and Aviation 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 AQD16, 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 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. 
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Funding through the following code: LLFA540000 LF1000000.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. 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, non-fire, etc.) or from another agency which 

requires a reimbursable agreement to be in place.

• Funding from LLFA540000 LF1000000.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 NAO code.

• 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 and approved by the 

National Office through the standard severity request process.

3.8.2 BLM NM: Fire Exclusive Use Aircraft Contracts

• The SAM serves as the Contacting Officers Representative (COR) for all BLM New Mexico 

exclusive use aviation contracts, excepted those contracts that are nationally funded. 

• At the SAM discretion, Alternate COR designations may be requested in writing from the AQD 

Contract Officers.

• If a District wants to change the type or capability of their hosted exclusive use contracted aircraft, 

a request is required to be submitted to the State FMO. Upon concurrence, the State FMO will 

submit a request to Deputy Assistant Director, FA-100.

• If an existing contract expires, the host District will coordinate with the SAM and NAO and 

submit a new AQD-13. The SAM will then review and submit package to NAO.

• Start dates: The Districts determine the start dates for their exclusive use contracts. The COR will 

coordinate with the State AFMO, State FMO, host unit FMO and UAM, NAO, OAS Western 

Region and AQD/Acquisition Services Directorate Contracting Officer. 

• The COR submits a Notice to Proceed AQD-19 to the contractor a minimum of 20 days prior to 

the operational start date. The start date can be varied on either side of the contracts published 

start date by 14 days.

• Contract extension: The contract exclusive use period can be extended on a day-by-day basis. 

Extensions must be agreeable by the BLM and the contractor. Funding of the extension can be 

done through severity, suppression, fire rehab, project or another agency with an exchange of 

funds agreement with BLM. Contract extension on Severity Funding must be requested by the 

District and approved by the National Office through the standard BLM severity request process.

• A request to extend the contract is sent by the District through the COR to the NAO no later than 

2 weeks prior to the exclusive use period termination. 

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 
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order) can hire aircraft using these contracts through the Interagency Resource Ordering Capability

(IROC) 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 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 & 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.

3.8.3 BLM NM: On-Call/Call-When Needed (CWN) Aircraft Contracts

The DOI –OAS & AQD administers the On-Call Contracts that provide aircraft for Small Helicopters, 

Aerial Supervision, SEAT, Aerial Capture, Eradication and Tagging of Animals, and Wild Horse and 

Burro Operations. The use of the DOI On-Call Contracts is prioritized over use of the USFS CWN 

contracts; however, BLM can use USFS contracted aircraft per compliance with procedures described in 

the OAS OPM-39. For non-fire suppression projects an Interagency Agreement (IAA) is required to be 

in place with the US Forest Service unit providing the aircraft. OPM-39 describes several tests that must 

be met before USFS contract aircraft can be used in place of DOI-AQD contracted aircraft.
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Forest Service National Type 1 and 2 CWN Helicopter Contract

The USFS CWN contract for Types 1 and 2 helicopters is available for use by BLM. See the National

and GACC Mobilization Guide for specific ordering procedures. Aircraft hired by BLM for a BLM 

operational controlled project or fire incident are to use the Department of Interior AQD (DOI AQD) 

Task Order system and flight invoicing system (AMD-23e). 

For fire suppression, helicopters will be ordered through normal dispatch processes and NICC (National 

Interagency Coordination Center) will complete and process the OAS-91 Order Request Form / Best 

Value Comparison. The DOI Fire Suppression Task Order Number, valid for the individual vendor will 

be documented on the AMD-23e Flight Use Invoice in the contract # block. It is preferable that the Task 

Order # be noted on the IROC order.

For project use, local units will complete the OAS-91 and send it to OAS. This must include at least 3 

vendors or provide reason that less than 3 were evaluated. The local unit can contact the preferred 

vendor and coordinate needs with them. The local unit must ensure that the helicopter and vendor 

personnel are carded for the anticipated missions. DOI AQD is authorized to place Task Orders directly 

with the contractor in accordance with the terms and conditions of the CWN Contract to support non 

suppression activities (projects). These orders will be placed by the DOI AQD Contract Officer and 

coordinated with the National Interagency Coordination center (NICC) when the resource order is 

placed with the contractor. DOI AQD will provide copies of the Task Order to the vendor and local unit.

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. 

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 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 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 manager (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. 
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• Special services/equipment provided by the contractor.

3.8.4 BLM NM: DOI Aircraft Rental Agreement (ARA)

• Most DOI ARA aircraft are qualified only for point-to-point flights. Check the Source Lists on 

the IBC web site to determine aircraft qualifications. ARA aircraft cannot be used for tactical 

fire suppression missions, but can be used for logistical support, fire monitoring or detection. 

For fire monitoring, detection or non-point-to-point resource management types of missions the 

aircraft will need to be equipped with an FM radio and AFF (automated flight following). 

When ARA aircraft are hired for fire support, they can be hired under the BLM National 

Aviation Office Interagency Agreement for Fire Suppression – IAA # 500118615 which allows 

for immediate hiring using the Fire Suppression Task Order number issued pre-season to the 

vendor. ARA aircraft for non-fire missions require a project specific IAA.

• An AQD-91 Lower 48- Order Request Form for Government Flight Services must be completed 

any time the Aircraft Rental Agreement is used.

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.

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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3.8.5 BLM NM: Contractor Evaluations

The AQD-136A Form is to be used for the contractor performance evaluation. The completed form is 

to be routed to the SAM, who will route a copy to the appropriate DOI AQD Contracting Officer. 

Evaluations are required for the following:

• CPARS Compatible Contractor Evaluations will be completed each time an aircraft is hired 

from the ARA, On-Call or CWN Contract. After release of the aircraft, the aircraft manager 

will complete and send to the SAM. 

• Exclusive Use Contracts- End of season performance evaluations will be completed by the 

aircraft manager and submitted to the SAM or COR for input into the CPARS database.

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 self-fueling 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. 
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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 (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 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 BLM NM: End Product Contracts

Other than the providing of contact information the BLM will have no operational control of the 

aviation activities. The BLM can not specify any aircraft performance or equipment standards or pilot 

qualifications.

3.9.1 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 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 (including UAS) 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 (including UAS) or pilot capabilities, standards, 

requirements, or aircraft specific payment provisions. 

• The area of work should be described in terms of: scale of area, general topography, 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 and appropriate land use permitting procedures applicable to 

their operations.” 

• 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 
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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 equipment can capture the imagery and/or data as specified in the project 

description.”

• Radio/Communication Requirements - Acceptable Language: “Contractor must provide 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 equipment will 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 would pose a danger 

to Contractor’s personnel or operating equipment must be identified and mitigated by the 

Contractor prior to commencing operations”.

• Aircraft Use Reporting -: 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 
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reported in accordance with 49 CFR 830. To continue to promote aviation 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 existing contracted 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 contracted aircraft from other locations 

within the state.

• Coordinate with the NAO to reassign BLM contracted 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 should be the exception and require coordination with the State Office. 

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. 

Specific direction is stated in Chapter 10 of the Interagency Standards for Fire and Fire Aviation 

Operations, which may be found at: 

https://www.nifc.gov/sites/default/files/redbook-files/Chapter10.pdf
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• The NAO will consolidate and adjudicate all state office supplemental aircraft requests 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 repositioning of the aircraft. NAO then will make recommendations of severity funded aircraft 

needs to FA-300 Fire Operations, which makes final approvals 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-fire personnel), 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:

https://doimspp.sharepoint.com/sites/blm-fa/fire-operations/

3.10 BLM NM: Supplemental Fire Aircraft Acquisition 

Fire Aircraft Needed to Fill Large Fire Orders: The BLM exclusive use aircraft are intended for initial 

attack operations. If there is a request through the Interagency Resource Ordering Capability (IROC) 

program for exclusive use aircraft to fill orders for a “large or extended attack fire”, typically Type 1 or 

2 IMT assignments, consultation with the State Duty Officer, SFMO or SAM is required before filling 

the order.

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 require prior inspection and will require 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).
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• The requesting bureau point-of-contact to include phone numbers and e-mail address if 

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 OPM-39.

3.11 BLM NM: Cooperator Aircraft

Use of state/local government, military or other federal agency aircraft by BLM employees will require 

prior inspection and approval by OAS unless the aircraft and pilot have already been approved. 

Proposed use of these aircraft must be requested by the SAM to the FA-500 for concurrence and 

forwarding the request to OAS Regional Director. 

Any BLM New Mexico employee who is requested to participate in mission type of aircraft operations 

by another agency shall coordinate with their respective Unit Aviation Manager (UAM) or State 

Aviation Manager (SAM) prior to participation.

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: 

https://www.nifc.gov/standards/guides/red-book

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 nonfederal 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 point-to-point SES transportation in government aircraft must be evaluated and approved by 

the Department of the Interior (DOI) Solicitor’s Office. 

• 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 BLM NM: Senior Executive Service (SES) Flights 

• Mission type of flights can be arranged without DOI Solicitors immediate involvement. 

Coordination with the SAM is required prior to the flight. 

• Transportation type of flights will require coordination and approval from the DOI Solicitors office 

by the SAM.

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 BLM NM: BLM Law Enforcement (LE) Flights

LE personnel involved in any aviation operation will adhere to DOI and Bureau Aviation Policy. LE 

personnel that are required to utilize aircraft to support LE operations shall discuss aspects of the 

operation with the UAM or SAM, well in advance of operations. 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 must 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 or USFS for the intended 

use. 
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• Aircraft contracted for fire/resource operations are not mandated to participate in potentially 

hazardous or threatening LE operations. Missions outside of the scope of these contracts could 

require a contract modification. LE operations could lead to actions in conflict to DOI policy 

(reference BLM NAP 5.6 Emergency Exception to Policy). 

• 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 nonagency 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.

3.14 BLM NM: Search and Rescue (SAR) Flights 

Local and state authorities have the primary responsibility for locating persons lost or injured on public 

lands. Bureau personnel must, to maximum extent feasible, cooperate and coordinate with local, state, 

and other Federal agencies within their area of responsibility. Bureau personnel are authorized to assist 

them in searching for persons lost or injured on or near public lands. BLM responsibilities are to 

participate in a supportive role when requested by local SAR officials. During an emergency, when 

local SAR officials are not available, BLM may take the lead role and maintain that lead role until 

responsibility for the incident can be transferred to local officials. 

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 MOUs 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 IBs: https://www.doi.gov/aviation/library
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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 OPM-41). A Cooperator Letter of Approval is required to be in place prior 

to utilizing National Guard aircraft for those missions not identified in current MOUs. Additionally, 

there are MOUs for non-fire and LE counterdrug joint missions between DOI and DOD. Refer to OAS 

website for current MOUs and corresponding IBs: 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 MOUs 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 reported and submitted on an OAS-2U form.

• Personally owned UAS aircraft are not to be 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: Interagency UAS Website or Interagency Fire UAS NWCG 

Subcommittee 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.

UAS Training

• An FAA Remote Pilot certificate (Part 107) is a pre-requisite for training. 
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• UAS Basic Remote Pilot (IAT, A450) is required for all UAS remote pilots.

• Incident Operations require successful completion of the UAS Incident Operations course (S373).

• Training, certification, and qualification as standards or policy requires. 

UAS Purchase

UAS purchase requests are routed to the UAS Program Manager (or designee) 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 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 current DOI and 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

UAS Investigation Flights

Flights for the purposes of mishap investigation involving death or injury shall be authorized and 

conducted by pilots identified by the NAO UAS Program Manager in concurrence with the NAO Safety 

Advisor and/or NAO Division Chief.

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 BLM NM: Unmanned Aircraft Systems (UAS) flights 

The NM SAM is responsible for programmatic oversight of the NM BLM UAS program. The SAM will 

work in conjunction with the District Unit Aviation Managers on all items concerning the use or 

procurement of Unmanned Aircraft Systems within the state of New Mexico. 
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The SAM UAS roles and responsibilities: 

• All procurement requests must be submitted to the SAM. 

• All UAS PASP’s will be reviewed by the SAM. 

• The SAM must be notified prior to all planned UAS flights. 

• All UAS training nominations shall be prioritized at the district level and submitted by the 

FMO to the SAM for prioritization. 

• The SAM will provide oversight and tracking methods for all New Mexico BLM remote pilots 

and Unmanned Aircraft Systems, provide oversight for systems maintenance inspections and all 

payload purchase requests. 

In addition to the notifications above, it is important to remember that, like manned aircraft, all 

Unmanned Aircraft Systems operations should be coordinated through local Unit Aviation Managers.

Important considerations for UAS operations: 

• A Project Aviation Safety Plan must be completed and approved before every flight. 

• Remote Pilots must complete form OAS-2U for every flight. 

• Remote Pilots are limited to 8 hours of flight time during any duty day. 

• Remote Pilots who are assigned a small UAS (less than 55 lbs.) shall inspect the aircraft annually and 

submit the small UAS inspection form to the OAS UAS Fleet Manager. 

• Private aircraft cannot be flown by a BLM employee for official business. 

• A SAFECOM must be submitted for any conditions, acts, observations, circumstances, or maintenance 

problems that led to, or could have led to an aircraft mishap.

UAS Training

• All prerequisite requirements will be met prior to submitting nomination forms for any UAS 

training. (See OPM-11 for specific training requirements)

• BLM UAS training information is available on-line at: https://uas.nifc.gov/training-overview

Remote Pilot training and currency requirements: 

• All DOI employees must successfully pass the FAA 14 CFR Part 107 UAS Pilot certification exam 

prior to piloting a UAS for official business and, 

• Successfully complete A-450 Basic UAS Pilot course. 

• Complete three takeoffs and landings every 90 days to maintain currency. 

• Remote Pilots must attend refresher training (A-452R) or approved equivalent once every 24 month 

period following the issuance of their OAS-30U. 

• Remote Pilots and Supervisors of pilots must meet the training requirements outlined in OPM-4.

Commercial UAS Flights: Any flight conducted for monetary gain or data collection for research by 

any non-agency operator is considered a commercial UAS operation and is governed by 14 CFR Part 

107. 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 use

product contracts, which utilize UAS.

• Additional state/local office guidance may apply.

Cooperator Agency UAS Project Coordination:

• The Line Officer will determine the need for a land use permit.
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3.17 Dispatching BLM Aircraft - Flight Requests

All flights will be arranged by aviation dispatchers and/or appropriate aviation manager except for:

• 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.

• 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/user 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 non-fire 

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/about-us/our-partners/blm/aviation/administration

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 BLM NM0: Dispatching - Flight Requests

For all non-fire flights, the user must ensure that there is appropriate funding for the mission and that 

necessary supervisory approval has been granted. A BLM Aircraft Flight Request 9400-1a is required 

to be completed for all non-fire flights when a PASP is not completed. A Project Aviation Safety Plan 

(PASP) may be required depending on the project/flight complexities. The UAM will review the BLM 

Aircraft Flight Request 9400-1a and obtain line officer approval.

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 with the closest 

available aircraft with the appropriate capability for the mission.
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• 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

• 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 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 Guide for 

details).

Non-Fire Special Use Activities (see NAP 5.7 Categories of Flight)

• Lead time for flight request, IAA & Task Order issuance, as described in Unit Aviation 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 for low 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 IROC and/or Aircraft 

Dispatch Form. Generating and awaiting a Resource Order should not 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.

3.18 Aircraft Use Payment Systems

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. 
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Forest Service Incident Business System (IBS): Flight time, daily availability, and other authorized 

charges or deductions shall be recorded on a Flight Use Report in IBS 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 IBS will need to register with the USFS IBS program. IBS can be 

found at: apps.fs.usda.gov/ibs (in Google Chrome only). 

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 BLM NM: Cost Coding for Flight Use Reports

UAM’s/PI’s will ensure that coding on flight use reports is correct and invoices are properly completed. 

• All UAMs will maintain a record of all flight activities occurring on their unit, regardless of 

contract procurement and type. This Unit and State level flight history tracking is reported to the 

National Aviation Office at the end of each fiscal year. 

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.

• 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 Billee Code: Billee Codes are a required field, for payment by AQD, on the AMD-23E. The 

Billee Code is a good method to query reports in FBMS and should continue to be utilized 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 BLM NM: Current New Mexico BLM Billee Codes

• New Mexico State Office: 6360

• Albuquerque District: 6880

• Farmington District: 61E0

• Las Cruces District: 6550

• Pecos District: 6760
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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), PrePositioning (LF561) or other Non-Fire funds.

BLM hired On Call/CWN/ARA fire aircraft: 

Availability:

• 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), PrePositioning (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), PrePositioning (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 code 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.
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3.20 FEPP

Reserved

3.20 BLM NM: Federal Excess Property Program (FEPP) 

This is a USFS administered program for providing government entities excess military 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. 

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. 

3.21 BLM NM: FBMS

All flight use payments are completed by DOI AQD and the AIRS program interfaces with FBMS. All 

fire chemicals (retardant, foams and gels) expenditures/invoices (full-service contract invoices and bulk 

product invoices) are entered into FBMS at the District level.

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

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. SAMs are the focal point for state aviation programs, and the unit aviation manager (UAM) is 

the focal point for district/field office aviation program. 

4.1 BLM NM: General

Each BLM employee and contractor involved with aviation has the responsibility to plan missions 

thoroughly, conduct missions with a conservative attitude, and respectful of the aircraft and 

environment in which they are operating.

4.2 Safety 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/

4.3 Policy

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.

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.
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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) fixedwing 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.

4.3.1 BLM NM: Aviation Life Support Equipment (ALSE) 

See the DOI ALSE Handbook. If required ALSE is not available, all flights will be cancelled or 

postponed until such time the required ALSE becomes available.

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 non-crewmember 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 on board during the initial attack 

deployment phase of the operation until a landing area meeting NWCG Standards for Helicopter 

Operations (NSHO) for operations and helispot management are met.

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 Activities. 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. 

• PASPs that have a final risk assessment of high will require a SAM review prior to line manager 

approval.

• A courtesy copy of all PASPs 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 unit’s aviation operations group (helitack, aerial supervision, 

smokejumpers, UAS) if the project/flight is typical and routine to the operational group with mission 

risk assessment documented in the group’s annual operations plan and the state and unit plan allows; 
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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 exceed12 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)

Required elements of a PASP include: 

• Project name/Objectives/Supervision

• Justification

• Project date and location 

• Projected cost of aviation resources and funding code(s)

• 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 (352DM1.9.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 low-level 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 Manager’s review and signature (not to exceed 12 months if reoccurring project)

• Project Lead Supervisor’s and line officer’s approval signature (not to exceed 12 months if 

reoccurring project). See NAP 6.2 for Management Responsibilities and training requirements.

A good resource for aviation project planning can be found in the NSHO 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, method of operations, external load operations, winter weather, 

and high/hot/heavy operations. 

*U.S. Forest Service uses the title Mission Aviation Safety Plan (MASP) to meet the same objective. 
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4.3.2 BLM NM: Project Aviation Safety Plans (PASPs)

All non-fire suppression projects (mission type of flight) require project planning prior to 

implementation. The level of planning and approval depends on complexity and scale of the project and 

level of risk. Fire suppression aviation operations are documented in the Unit Aviation Plan. 

Project Aviation Safety Plans (PASP) will be reviewed and approved by a Line Officer (State Director, 

Associate State Director) for State Office projects or high-risk projects at the unit level by the District 

Manager, Field Manager or acting. The District Manager may delegate approval, as described in the 

Unit Aviation Plan, of low complexity projects to the UAM or other designated position.

• Low complexity, low risk projects that are planned for completion in one day, can be 

documented on a BLM Flight Request 9400-1a. 

• Higher complexity or risk projects will be documented on a PASP.

• Aviation projects utilizing UAS will utilize the UAS PASP template developed by the National 

Aviation Office. All other elements of aviation project planning must be met.

Project area maps can be completed utilizing GIS with an Aeronautical Sectional Chart background or 

using Google Earth with overlay of the Project area. This will assist the identification of hazards and 

determining of logistics. 

PASP’s and Risk Assessments will be reviewed and approved before implementation at the appropriate 

level based on the final risk level of the SMS Risk Assessment and Mitigation Worksheet.

Final Risk Level Review Level Required Approval Level Required

Low Unit Aviation Manager District/ Field Office Manager 

Medium Unit Aviation Manager District/ Field Office Manager

Serious State Aviation Manager District Manager 

High State Aviation Manager State Director or Associate SD

A resource for aviation project planning can be found in the NWCG Standards for Helicopter 

Operations - Chapter 3

A courtesy copy of all approved PASP’s will be forwarded to the SAM and the local Dispatch Unit at 

least 3 business days prior to project implementation. Final signed copies will be kept on the local unit.

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.
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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.

• 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 and preliminary

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, task, 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 personnel and 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 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 
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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:

• 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.

o Note that “time critical” does not mean “hasty” or “uninformed.”

• Deliberate: This method 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.

• 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. 

Reference NWCG Standards for Aviation Risk Management.

• 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, time of flight, terrain, equipment, training, 

and proficiency level of personnel.

• 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 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.

• 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.

• 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.

• 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 
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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/about-us/our-partners/blm/aviation/safety

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 BLM NM: Assurance

The BLM New Mexico Aviation Safety Management System Assurance Program consists of 

monitoring of aviation activities by employees, UAMs, SAM and NAO program managers. 

• BLM New Mexico employees are encouraged to notify their supervisor or Unit Aviation 

Manager when they observe non-standard aviation activity or events.

• UAM and Aircrew supervisors conduct after action reviews (AAR) of projects, fire suppression 

operations, SAFECOM events.

• UAMs will forward any significant AAR findings to the SAM.

• Morning fire aviation operational briefings will include discussion of the following: previous 

day aviation operations, today’s planned operations, 6 minutes for safety aviation topic or SMS 

risk assessment topics, and other topics as appropriate.

• UAMs will review PASP and risk assessments that are prepared by project aviation operations 

personnel.

• The SAM will review all serious and high risk rated PASPs and will monitor all PASPs.

• The SAM will make site visits to airbases, projects and fire incidents, coordinating with and 

reporting results to the State FMO, District FMO and UAM.

4.5.1 Aviation Safety and Technical Assistance Team (ASTAT)

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 
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reports shall be provided to appropriate manager(s) as outlined at the in-brief. 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 BLM NM: Aviation Safety and Technical Assistance Team (ASTAT) 

The GACC Mobilization Guide describes ordering procedures. Coordinate with the SAM for 

facilitation of ASAT requests.

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 “onthe-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 OASSafety on a case–by-case basis.

4.5.2 BLM NM: Aviation Safety Communiqué (SAFECOM)

Aviation operations under BLM New Mexico operational control that have reportable events will be 

reviewed at the SAM level. SAFECOMs are reportable by anyone who witnesses or has specific 

knowledge of an event. Report of the incident should also be sent to the UAM. SAFECOM events for 

BLM New Mexico aircraft/aircrews that occur under other operational control should have a courtesy 

copy sent to the SAM.

• Events that are significant in their potential to be accidents are generally classified as Incidents 

with Potential (IWP). 

• Potential IWP’s will be reported immediately to the UAM or FMO and the SAM. The SAM 

will inform the State FMO, State Director and BLM FA-500.

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. 
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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 for information). 

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 nonfire 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 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.

SAMs are responsible for disseminating pertinent aviation safety information and actively engaging 

resource and fire managers during annual work plan development.
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Additional information regarding Lessons Learned is available at the Lessons Learned website: 

http://www.wildfirelessons.net/Home

4.6.1 BLM NM: Lessons Learned The UAMs can submit any Aviation Lessons Learned from AfterAction Reviews (AAR’s) or events to the SAM. The SAM will coordinate development of the lessons 

learned document and submit it to FA-500 Safety and Training Advisor.

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.

4.6.2 BLM NM: Aviation Safety Awards

The UAM is the focal point for Airwards for events occurring in their District. The UAM will 

coordinate with the SAM, who will sponsor the award with 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, SEATs, ASMs and fire helicopters) are staffed to support local dispatch as well 

as GACC to GACC and national mobilization.

5.1 BLM NM: General

BLM New Mexico engages in many aviation operations supporting fire and resource management 

programs. The BLM law enforcement may also be engaged in aviation operations typically with 

cooperator agencies such as County Sheriff Departments, State Police, US Drug Enforcement Agency 

(DEA), and National Guard. The work and environment is dynamic in nature and requires attention to 

standard operating procedures, good mission planning and continual evaluation and control of the 

inherent hazards/risks.

BLM New Mexico has exclusive use contracted aircraft, crews, management, and support facilities for 

fire management. The Fire and Aviation personnel at the State Office and at the districts provide 

aviation guidance and management for all BLM New Mexico programs.

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 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:
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• 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 shall occur and a SAFECOM should 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 control remains with the 

Contractor.

• The test flight does not follow any installation, overhaul, major repair, or replacement of any 

engine, propeller or flight control system.

• The aircraft is operating under an approved and current OAS Inspection.

• 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 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 
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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/or through 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.

• 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 necessary approvals.

• Restricted Category Helicopters: Carriage of 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 
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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.

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, and 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.

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.

“Special Use Activities” Special Use Activities involve the utilization of airplanes and helicopters in 

flight operations which do not meet the definition of point-to-point flight (see 350 DM 1) and which 

require special considerations due to additional equipment and/or the increased complexity inherent in 

such operations. 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 the applicable 

provisions of 14 CFR. Regardless of any status as a public aircraft, pilots must comply with the 

applicable provisions of 14 CFR and deviate only as authorized by published Department policy. OPM29 Special Use Activities for Manned Aircraft

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 
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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 nonfire/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 non-fire/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)

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. 

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.
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Mission Flight Following is accomplished by flight crews and agency dispatchers using positive twoway 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.

• 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 

NSHO Chapter 4. Page 29 line 28.):

• 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. 

• Flight 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 AFFequipped 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 
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internet connection failure or aircraft AFF transmitter failure). Reference the National Interagency 

Mobilization Guide, Chapter 50 for specific direction regarding AFF.

5.9 BLM NM: Flight Following

Districts or Dispatch Centers that use a local Flight Following frequency shall note the frequency, any 

applicable tones, and the frequency identifier on the Aircraft Dispatch form, in IROC and in Project 

Aviation Safety Plans.

5.10 Radio Frequency Management/Communications

Bureau of Land Management policies for radio communications are found in Manual Sections:MS-1291

Radio Frequency Authorization Manual, and MS-1292 Radio Communications.

Do not transmit on a frequency without formal approval from the authorized radio frequency 

management personnel at the local, state, regional or national levels.

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
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5.12 BLM NM: Mishap Response

Each Dispatch Center and Aviation Base will have an Interagency Aviation Mishap Response Guide 

and Checklist updated annually and with complete BLM notification information. In the event of a 

missing aircraft or known accident under BLM operational control or an event involving a BLM New 

Mexico aircraft/aircrew, districts are to follow the Interagency Mishap Response Guide and Checklist 

and immediately notify (in order of immediate availability) following the BLM NAO Mishap 

Notification Tree:

State Aviation Manager 

State FMO or Assistant State FMO

State Director or Associate State Director 

The State Aviation Manager will notify the: 

State FMO 

NAO – FA-500 (in order of availability): 

(1) FA-500 Deputy Division Chief - Operations.

(2) FA-500 Division Chief. 

(3) FA-500 Aviation Safety Manager. 

In the absence of the SAM, the State FMO will make the contacts described above, and the State 

Director and/or ASD, NMSO Safety Manager, NMSO External Affairs. 

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.

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
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5.15 Fire Chemicals, 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. 

Products must be blended or mixed at the proper ratio by approved methods prior to being loaded into 

the aircraft by authorized personnel, Long-Term Fire Retardant Characteristics and Mix Factors.

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). 

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 BLM NM: Fire Chemicals and Aerial Application Policy Near Waterways

Any time aerial application of fire retardants and suppressants (gels and foams) into waterways or inside 

the 300-foot buffer zone occurs, a report by the Unit Aviation Manager to the District FMO of the 

application is required. The District FMO is responsible for reporting to the Line Officer responsible 

for the affected area. 

The 2009 Policy for Aerial Delivery of Retardant or Foam near Waterways defines waterway as: “Any 

body of water, including lakes, rivers, streams and ponds whether or not they contain aquatic life”. 

• The responsibility to submit the Fire Chemicals Report is the Field Manager or designated position. 

• References: The Interagency Standards for Fire and Fire Aviation Operations Chapter 12. 

• The US Forest Service has new avoidance areas for any aerial fire retardant application, retardant 

avoidance map available for Region 3 (NM and AZ) according to National Forests. Dispatch 

Centers should have maps of the local USFS avoidance areas. A link to the Environmental Impact 

Statement and the USFS Record of Decision is at: USFS Aerial Application of Retardant

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. 

• 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 event will significantly 

reduce risk and improve the odds of success.
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• 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.

5.16 BLM NM: Search and Rescue (SAR)

Local and state authorities have the primary responsibility for locating persons lost or injured on public 

lands. Bureau personnel must, to maximum extent feasible, cooperate and coordinate with local, state, 

and other Federal agencies within their area of responsibility. Bureau personnel are authorized to assist 

them in searching for persons lost or injured on or near public lands. BLM responsibilities are to 

participate in a supportive role when requested by local SAR officials. During an emergency, when 

local SAR officials are not available, BLM may take the lead role and maintain that lead role until 

responsibility for the incident can be transferred to local officials. 

If BLM aircraft will be utilized for Search and Rescue activities, the local unit must ensure that a 

cooperative agreement is in place that specifies how the aircraft will be used and how billing will be 

done.

5.17 Large Airtanker (LAT), and Very Large Airtanker (VLAT) 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, and VLAT operations can be referenced in the NWCG 

Standards for Aerial Supervision (SAS), and airtanker contract currently hosted by the USFS.

Additional airtanker operations information can be found in the Interagency Standards for Fire and 

Aviation Operations, Chapter 16. 

5.17 BLM NM: Large Airtanker (LAT), Very Large Airtanker (VLAT) and CL-215/415 

Large airtankers are coordinated nationally through the GACC’s (Geographic Area Coordination 

Center). The Southwest Geographic Area Mobilization Guide describes ordering procedures. 

The rotation of airtankers at airtanker bases generally follow first in/first out, with a variation between 

large airtankers and SEATs dependent on Incident Commander or aerial supervisor request, or per 

GACC/NICC order. Large airtankers drop long term retardants or water.

MAFFS: The C-130 MAFFS are only activated by NICC. The MAFFS require a lead plane for all 

drops. the NWCG Standards for Aerial Supervision. page 35. 
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5.18 Airtanker/SEAT Base Operations

The airtanker/SEAT base manager supervises fixed wing ground and retardant operations in accordance 

with the NWCG Standards for Airtanker Base Operations (SABO). The SABO standardizes operations 

and procedures at interagency airtanker/SEAT bases to ensure safe, efficient, and effective operations in 

support of interagency goals and objectives.

An airtanker/SEAT base manager and required minimum staffing must be identified and in place prior 

to conducting operations.

Airtanker Base Manager (ATBM), SEAT Manager (SEMG) and base support personnel responsibilities, 

training and currency requirements are outlined in the NWCG Standards for Wildland Fire Position 

Qualifications, PMS 310.1. 

Airtanker/SEAT base staffing requirements are located within the appendices of the SABO Staffing 

levels must consider ramp operations, risk management and 7-day staffing. An airtanker/SEAT base 

may have operational limitations, refer to the appropriate base operations plan.

Airtanker/SEAT Bases must develop and annually update their Airtanker Base/SEAT Base) Operations 

Plan (ABOP/SBOP). Additional administrative requirements (examples: FLIGHT/duty day 

logs/inspection) are located in the SABO or on the NIFC–SEAT website. 

5.19 SEAT Operations

Nationally Funded Preparedness SEATs (EU) as well as National On-Call SEATs are national 

resources. Their primary mission is initial attack. Mobilization is managed by dispatch centers with 

support by a national SEAT Coordinator and aviation managers. The BLM is currently the host for the 

National On-Call SEAT Services Contract.

Operational considerations concerning SEATs can be referenced in the

BLM Nationally Funded SEAT SOP’s, NWCG Standards for Airtanker Base Operations and the 

Standards for Aerial Supervision (SAS).

5.19 BLM NM: SEAT Operations

BLM New Mexico utilizes SEATs mainly through Exclusive Use and On-Call Contracts. New Mexico 

also closely coordinates with neighboring states for additional SEAT support. The DOI has contracted 

34 SEATs that are controlled by NMAC and NICC but managed by the GACC and local Dispatch 

Centers when they are within the GACC. There are typically two SEATs in Roswell and two in Silver 

City. If BLM New Mexico has a need for additional SEATs they are ordered through normal 

procedures. 

SEATs are primarily an initial attack resource with diminishing effect when operated more than 

75 miles from the support base. They are most effective when operated in multiple plane groups. They 

can drop long term retardants, fire suppressant gels, foam, or water. The on-call contracts require a 

contractor provided mix and loading unit, which allows for temporary remote site set up. The BLM 
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provides all retardant, gels, foams, and water. SEAT operations will not be conducted from roads and 

dirt/gravel airstrips.

Individual Units may utilize the GACC assigned Preposition and Staging Fire Codes to support SEAT 

operations. The local UAM should work with their local Dispatch Center and GACC to establish the 

appropriate Incident/Project Order Number and Financial Codes. These codes can be used to cover 

required seven-day staffing, additional personnel, and extended staffing for SEAT Operations as 

requested by the GACC. 

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 Lead plane Operations

These air tactical resources conduct operations in accordance with the SAS, 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 Guide. 

The SAS, 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.
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The IROC status of BLM exclusive use air attack aircraft and personnel will be updated daily as GACC 

available. Aircraft and personnel will be released from incident at the end of each day to be available for 

IA the following day.

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) employees 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 

representative 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 BLM NM: Aerial Supervision/Leadplane Operations

Aerial supervisions primary function is to manage incident airspace and assist the IC with fire 

information, tactical direction of aerial resources and communicate potential developing firefighter and 

public safety situations. The BLM New Mexico philosophy is that when available, aerial supervision 

will be dispatched to provide assistance to Incident Commanders (IC) regarding fire behavior, weather 

monitoring, assisting crews with access, operational mapping, communication link. Aerial supervision 

can be sent even if other aerial resources are not dispatched (See BLM Operations Alert 01-10).

• Lead plane or Aerial Supervision Module (ASM) is required to be ordered for “congested” 

(NWCG Standards for Aerial Supervision) airspace incidents that have retardant dropping 

operations.

• Interested potential trainee ATGSs are considered “mission essential” but must go through the 

correct process for ATGS trainee. Other non-aerial supervision personnel are not allowed on 

board during tactical aerial supervision missions. The ATGS has the final decision as to who is 

on board.

5.21.1 Aerial Supervision Personnel

Personnel associated with aerial supervision will be trained to the standards in NWCG PMS 310-1 and 

the Standards for Aerial Supervision (SAS). Training and qualification requirements for ASM 
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crewmembers are defined in the SAS. Individuals performing duties as an AITS or ATP must be 

certified and authorized by the BLM NAO. AITSs 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 SAS. 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.

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).

5.21.1 BLM NM: Aerial Supervision Personnel 

Aerial supervision can be utilized for detection, fire recon, and resource management flights. The 

primary mission of the planes is aerial supervision on incidents. If other missions for the planes are 

planned, the UAM is the point of contact.

5.22 Helicopter Operations

All BLM helicopter operations must be accomplished in accordance with the NWCG Standards for 

Helicopter Operations, (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 2-1). Exceptions to minimum daily staffing are noted in the Helicopter Minimum 

Staffing Exceptions section of the NSHO. 

Utilization of the Robinson R-44 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. 

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 Operations (STEP)

Requests for approval are initiated by a State Office to the NAO with the final approval made by the 

Division Chief Aviation. The “BLM Aviation Enhancement Application Form” has been developed for 

these requests (reference BLM NAP 3.23).

5.22.1 Helitack

All helicopter personnel responsibilities are outlined in the NWCG Position Catalog. CWN Helitack 

training and currency requirements are contained in the NWCG PMS 310-1 to include the Federal 
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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 helitack crew.

BLM EU Helitack Crews are encouraged to meet the following staffing levels:

• Type 3 helicopter – 10 helitack personnel

• Type 2 helicopter – 17 helitack personnel

• Type 1 helicopter – 24 helitack personnel

Hoverfill operations are authorized for BLM Exclusive Use helicopter crews and aircraft. Before an

Exclusive Use Helitack Program utilizes hoverfill 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, utilizing 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: BLM Helicopter Web Page

Fire Helicopter Program Strategy:

The fire helicopter program strategy lays 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 1 helicopter crew staffing at 24

o Type 2 helicopter crew staffing at 17

o Type 3 helicopter crew staffing at 10

• Evaluation of Part 27 or Part 29 twin engine helicopters in Type 2 & 3 operations.

• Expand the Type 1 helicopter program with the addition of 1-2 aircraft.

• Creation of a national helitack Standard Operating Procedures (SOP) document

5.22.1 BLM NM: Helitack

BLM New Mexico does not have any exclusive use helitack modules. Other agencies assigned to BLM 

New Mexico incidents may utilize interagency helitack for incidents and projects.

5.22.2 Single Skid, Toe In, and Hover Exit/Entry Procedures (STEP)

All BLM EU Helitack programs, which are approved to conduct STEP, must 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 section 3.23 of the NAP.
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5.22.2 BLM NM: Single Skid, Toe-in, Hover Entry/Exit Program (STEP)

STEP can be used to support medivac, initial attack, and other missions during fire operations. The 

crews have an approved STEP Operations Plan and can perform STEP operations on cooperators 

incidents with their concurrence. STEP qualified crews should not be held on an incident simply 

because they have STEP capability.

5.22.3 Cargo letdown

BLM cargo letdown will be conducted in compliance with the BLM Cargo Letdown Operations . 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).

5.22.3 BLM NM: Cargo Letdown

BLM exclusive use Helitack Crews that participate in the cargo letdown program, maintain requisite 

equipment and qualified Cargo Letdown Spotters. The cargo letdown operation allows a Helitack crew 

to deliver small cargo loads precisely to one or more locations without a longline/remote hook and 

cargo net hook set up. For more information refer to the Interagency Helicopter Rappel Guide for 

specific requirements.

5.22.4 Type-1 Helicopter Program

The BLM Type 1 Helicopter Program has a primary mission of initial attack. While most 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. 

5.23 BLM NM: Aerial Ignition

BLM New Mexico has equipment (PSD) and qualified operations personnel within the state. Anytime a 

District requires a helitorch, the equipment and personnel may have to be obtained from cooperators 

(BLM, USFS, NPS) or from contractors listed on the IBC AQD On-Call Small Helicopter Contract. At 

least one month lead time will be needed for contractor provided helitorch operations. The SAM will

assist in coordination if needed with FA-500 and OAS.
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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).

5.24 BLM NM: Wild Horse and Burro Operations

In addition to above references, also see the DOI On-call BLM Wild Horse and Burrow Contract. If 

BLM employees act as aircrew members or passengers during herding operations, it must be noted in a 

Project Aviation Safety Plan and approved according to the Final Risk Level on the associated Risk 

Assessment. 

No agency personnel shall be onboard the aircraft during drive trapping and capture operations.

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

ACETA will be conducted as per the DOI OPM-33, if conducted as a flight service contract (reference 

NAP 3.9 for End Product contract procedures). The DOI On-Call ACETA contract has been established 

to acquire vendor services for ACETA and WH&B operations.

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. 

5.27 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
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• 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-level flight 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.

Flights as an Aerial Observer and referenced 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. 

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 OPM04 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. 
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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 (reference BLM NAP 

5.6 Emergency Exception to Policy).

• Certain exceptions to policy for undercover Law Enforcement operations are addressed in 351 

DM 1.6.D.

5.29 Unmanned 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-fire/incident, planned project) 

o Flight by notification (non-fire/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.

• UAS NOTAMs are depicted online on the Sky Vector website.

• Personally owned UAS or 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 (i.e., 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.
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5.29 BLM NM: Unmanned Aerial Systems

Emergency UAS Operations (In addition to above):

• UAS can be considered participating aircraft and can be flown under part 107 up to 400’AGL. 

For other types of UAS operations, an emergency COA (ECOA) can be issued by the FAA if the 

agency has an existing COA for their aircraft. 

Ensure to refer to the most current policy in regard to UAS operations. 

5.30 Fleet Aircraft

The BLM currently operates seven 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 is assigned 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 Alaska-Office of 

Law Enforcement and Security will have primary use of the aircraft through the 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 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 function special 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/Leadplane 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).

5.30 BLM NM: Fleet Aircraft

BLM New Mexico does not have any fleet aircraft. 
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5.31 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: 

https://www.nifc.gov/standards/guides/red-book

5.32 Snow 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 Bureau’s 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 separate, but linked, training programs for BLM Aviation: NWCG fire 

curriculum and Interagency Aviation Training (IAT) non-fire curriculum. 

6.1.1 Fire Training and Qualifications

The National Wildland Coordinating Group (NWCG) guides fire and fire aviation qualifications.

Personnel serving in NWCG positions need only meet the qualification and currency requirements

required in the NWCG Standards for Wildland Fire Positions Qualifications, PMS 310-1 or other

interagency guidance as appropriate (smokejumper Spotter, ATS, ATGS, LPIL, 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 Interagency Aviation 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.

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.

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 

• 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-bycase 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.
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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 A219 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.

• 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/.

• 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.

6.1.2 BLM NM: Aviation Training for Non-Fire Flight Activities and Positions

Aircrew Member: 

• Ensure all passengers have received a safety briefing prior to all flights. This includes personnel 

fulfilling the role of aircraft manager, such as fixed wing managers and helicopter managers. 

Aircrew members are required to take the courses listed in OPM-4 in a classroom for the initial training, 

unless receive approval by the NM SAM. Note: A-100 does not fulfill all the Aircrew Member 

requirements.

A quick reference for the training requirements for non-fire aviation positions can be found in OPM-4. 

A description of each position and role can be found in the Interagency Aviation Training Guide. 

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 
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6.2.1 BLM NM: Supervisory Personnel 

Supervisors (first- and second-line supervisors) are those individuals responsible for employees that use 

aircraft, to accomplish bureau programs. Supervisors should reference OPM-4 and Interagency Aviation 

Training Guide for further information on required training.

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 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 FAI 

Cornerstone OnDemand (CSOD) 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. 

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).
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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 Guide. 

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 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.

7.1 BLM NM: Interagency Airspace Coordination

To promote a safe, consistent and standardized approaches to airspace coordination, the procedures 

outlined in the NWCG Standards for Airspace Coordination will be utilized. Dispatch is responsible 

for advising pilots when multiple aircraft are enroute to or sharing the same general area of airspace (if 

incident aerial supervision is not in place to fulfill this role) and for notification of neighboring dispatch 

centers (per boundary airspace management plans) when flight activity is occurring within five miles of 

a dispatch area boundary. 

Dispatch is also responsible for making the necessary notification calls to attempt the de-confliction of 

Military Training Routes (MTRs) and Special Use Airspace, forwarding requests for Temporary Flight 

Restrictions (TFRs) to the appropriate FAA facility and disseminating NOTAMs (Notice to Airmen) 

issued by FAA Flight Service Stations. Dispatch efforts in airspace coordination do not replace or 

supersede the requirement for pilots to obtain complete information from the FAA about the airspace in 

which they intend to fly, and any current NOTAMs that have been issued. Likewise, pilots must still 

communicate positions, altitudes, headings, and intentions with each other, and employ “see and avoid” 

tactics at all times. Situational awareness, active listening skills and timely, accurate communication by 

ALL are the keys to successful traffic separation and airspace coordination. 

7.2 Flight Planning, Hazards and Obstructions

It is the pilots’ responsibility to plan the flight and meet the requirements of 14 CFR 91.103 Preflight 

action. It is the flight manager’s 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) such as 

instrument flight rules military training routes (IR), visual flight rules military training routes 

(VR) , 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
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• Wires – Major transmission lines, other lines determined locally as significant (wires crossing –

canyons, rivers, lakes, near airports)

• Update/Revision date

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 SAS 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 TFRs, 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. TFRs are not authorized by the FAA for 

resource management projects or planned prescribed fires. 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 Management Plan for Disasters”.

Presidential (VIP) TFRs (91.141) involve a set of concentric circular Temporary Flight Restrictions 

with a 10 nautical mile diameter inner ring inside a 30 nautical mile outer ring. Flights within the 

Presidential TFRs 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 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. Reference NWCG Standards for 

Airspace Coordination, PMS 520 and NWCG Standards for Aerial Supervision. PMS 505.

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 areas 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).
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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 should obtain scheduling information from DOD units that have special use 

airspace or military training routes and share this information as “Aircraft Hazards” information 

on the NWCG Aircraft Dispatch Form, PMS 250 when the aircraft are dispatched. For nonemergency flights, information should 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://tfr.faa.gov/tfr2/list.html

7.8 Airspace Conflicts

Aviation personnel have a responsibility to identify and notify the Air Route Traffic Control Center 

(ARTCC) 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 non-compliance. Further guidance is available in the NWCG Standards for Airspace 

Coordination, Chapter 8.

7.8 BLM NM: Airspace Conflicts

Any airspace conflicts that occur will be reported to the SAM as soon as possible.

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 (SUAs), MTR’s, Slow Routes (SRs), or Aerial Refueling Routes (ARs) 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 
BLM National Aviation Plan

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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 are provided in the NWCG Standards for Airspace Coordination, Chapter 

12. 

7.10 BLM NM: Airspace Agreements-Letter of Agreement

BLM New Mexico has a Letter of Agreement (LOA) with the Headquarters, New Mexico Test and 

Training Range (UTTR) that includes BLM Nevada, Hill Air Force Base, and the 388 Fighter Wing 

(ACC). 

The LOA details specific requirements for BLM controlled aircraft to enter UTTR airspace.

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). Reference 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 contracted 

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:

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 flightcapable 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 existing when 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 involved in the control or use of aviation resources or facilities shall complete the 

appropriate level of aviation security training. (aircrew member minimum)

BLM Specific Policy/Guidance:

BLM HSPD12 Policy: https://www.nifc.gov/about-us/our-partners/blm/aviation/security

Aviation Security Questionnaire: https://www.nifc.gov/about-us/our-partners/blm/aviation/security

8.2 USFS Facilities Security Assessments

Reserved 

8.3 USFS Security Response Actions

Reserved

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 
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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

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.
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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 Illuminating Engineering 

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, with 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.

• 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 designed with 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.”
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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.
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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. 

9.1.1 BLM NM: Operational Bases 

Operational bases are facilities that are permanent installations and are used on a continuous or seasonal 

basis for aviation operations, including helibases, retardant bases, and airport facilities. These include 

aviation facilities on BLM property and facilities on non-BLM land where BLM has primary 

responsibility for operations, maintenance, and oversight. 

9.1.2 BLM NM: Construction and Maintenance 

The size and extent of aviation facilities should be 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 9211.

9.1.3 BLM NM: Safety 

District and Field Offices shall ensure that aviation facilities comply with safety regulations outlined in 

Departmental manuals, guides, handbooks, Occupational Safety and Health Act (OSHA). Building, 

equipment, and landing surfaces will be inspected by qualified personnel annually to identify 

maintenance or safety deficiencies. Modifications and repairs are made prior to the operational season. 

9.1.4 BLM NM: District SOP’Ss

Each District with management responsibility for an aviation facility will produce an SOP that 

addresses the day-to-day operational procedures, security, and safety practices. 

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 M 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 Standards for 
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Chapter 20 (20-4) describes procedures for land use agreements. 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.

9.3 BLM NM: Temporary Bases 

Temporary bases are sites used on a temporary or intermittent basis (i.e., helibases, helispots, 

unimproved landing areas, and remote airstrips). Sites not located on BLM land must be pre-approved 

by the landowner and appropriate land management agency. Each site should be cataloged as to 

location, description, local hazards, use procedures, agreements, and contacts. Inspections and 

maintenance are completed as necessary to meet agency safety standards. Required operating plans for 

these sites should be developed ahead of time if possible.

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. 

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.)

9.6 BLM Owned/Operated Airstrips

Reference the document titled Recreational Aviation Foundation located at:

Home - Recreational Aviation Foundation (theraf.org)
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Appendix Contents

1. BLM National Aviation Organization Directory

1a. BLM New Mexico 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
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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

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, 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) 484-8031

UAS Fleet Manager Bobby Eisele Boise, ID beisele@blm.gov (801) 814-1357

UAS Specialist Jay Murgoitio Boise, ID jmurgoitio@blm.go

v

208-387-5334

Air Tactical Pilot, Bravo 5 Andre 

Mascheroni McCall, ID amascheroni@blm.gov

(208) 630-3771

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

Air Tactical Supervisor Ivan Smith Boise, ID ismith@blm.gov (208) 387-5872 (208) 859-9524

Smokejumper Pilot Bob 

McCormick Boise, ID rmcormick@blm.gov 907-356-5763

Smokejumper Pilot vacant

Pilot Hans Germann Boise, ID hgermann@blm.gov 208-850-1946

Developmental Pilot Chris Swisher Fairbanks, AK cswisher@blm.gov 907-370-3113

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 Tony Lolli Boise, ID alolli@blm.gov (208) 387-5529
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Appendix 1a - BLM New Mexico Aviation Organization Directory

Position Name E-Mail Office Number

State FMO

BLM New Mexico Craig Goodell cgoodell@blm.gov (505) 954-2187

State Deputy FMO

BLM New Mexico William Briggs wbriggs@blm.gov (505) 954-2186

State Aviation Manager

BLM New Mexico Sarah Culhane sculhane@blm.gov (505) 954-2198

FMO/Unit Aviation Manager

Albuquerque District Todd Richards t3richar@blm.gov (505) 761-8769

FMO/Unit Aviation Manager

Farmington District Kyle Sahd ksahd@blm.gov (575) 751-4717

FMO/Unit Aviation Manager

Las Cruces District Mark Bernal mbernal@blm.gov (575) 525-4305

FMO/Unit Aviation Manager

Pecos District Nathan Curnutt ncurnutt@blm.gov (575) 234-5960

Assistant UAM/ ATBM

Roswell Air Tanker Base Justin King jlking@blm.gov (575) 627-0214
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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.

• Determine the nature of flight. Is it-point-to-point, mission, special use, etc. 

• Determine the proposed itinerary/schedule requirements.

• Determine any special needs: security, dual-pilot crew, etc.

• Assess and consider any travel schedule time limitations for SES employees and time 

needed to accomplish objectives. 

• 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 prior to 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 traveling 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.

• 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.
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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 can’t 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 requirements and 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 1 and 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 can’t 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

and loss trust in our dispatching system.

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 -

On-line Calculators for converting between Formats:

https://rechneronline.de/geo-coordinates/

http://www.calculatorcat.com/latitude_longitude.phtml

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 of 

meters

Format Example

Decimal Degrees

(DDD.DDDDD o) 

64.84052o N by 147.60437o W

Degrees and Decimal Minutes 

(DDD

o MM.MMM’) 

64o50.431’ N by W 147o

36.262’ W

Degrees, Minutes and 

Seconds (DDD o MM’ SS.S”) 

64o50’ 25.5” N by W 147o36’ 

15.5” W
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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 FORMAT 

ddmmssN/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.

• 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

POSITION AUTHORITY RESPONSIBILITIES CRITICAL NOTES

Individual 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.

BLM 

UAM

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.

BLM State 

Aviation 

Manager

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 email 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.
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POSITION AUTHORITY RESPONSIBILITIES CRITICAL NOTES

BLM 

National 

Aviation 

Safety 

Advisor

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

Elevated 

Safecoms

All Actions

Make Public

OAS or NAO recommends SAFECOM be elevated. NAOSafety retains control of Elevated SAFECOM and 

coordinates with SAM for proposed action. Coordination 

will take place with the SAM to gather detailed 

documentation.

NAO-Safety will make SAFECOM public with concurrence 

of SAM. Pictures, reports and sensitive material may or may 

not be made public but will be accessible to those with 

modify access.

Action may include lessons 

learned write up, safety alert etc. 

Important to follow up with 

Contracting Officer through the 

chain of command if aircraft or 

personnel are not meeting 

contract specifications.

Elevated SAFECOMs will not be 

made “Public” until investigation 

has been completed.
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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
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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: Cargo Let Down (CLD) Risk Assessment / Hazard 

Identification (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. 
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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

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 
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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.

• Must have been a qualified spotter for two (2) years

• Must have assisted in training of at least two (2) cargo letdown spotters

• 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.

Annual Check Spotter Currency

• Each Cargo Letdown check spotter must maintain currency and proficiency as a cargo letdown 

spotter

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.
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1.6 Cargo Letdown Equipment

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).

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.
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• Metal hardware should be free from cracks, dings, or other damage.

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.
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• Knives shall be inspected annually or prior to being installed on a harness. Ensure knives used for 

rappel have properly installed blades.

• 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, the figure 8 must be retired. 

• Inspect the figure 8 for aluminum flaking. The flaking 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 higher than other models, 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 lines useful life, line ends will be rotated after each use. To track 

line use, each end shall be marked A or B.
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Let-down lines are available in lengths of 250ft or 300 ft. Both let-down lines shall conform to Mil-W5625K Webbing, Textile, Nylon, Tubular, 3⁄4”. Webbing conforming to this standard has a minimum 

breaking strength of 2300lbs.

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.
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• Small Klamath Bag.

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 hardpoint. 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.
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1.6.13 External Cargo Swivel

All external cargo-letdown loads must be attached to the helicopter with an approved swivel.

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 NSHO 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 hard copy 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: Spotter Harness, 

Cargo Letdown Line, and Rappel Tower Anchor.

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 
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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
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• Demonstrate proper cargo letdown procedures without error

• Demonstrate effective communications with pilot 

Key Points 

• Gather cargo letdown equipment 

• Reference procedures, Challenge and Response in the Interagency Helicopter Rappel Guide (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
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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

7 Maintain control during deployment

8 Maintain focus and control of mission
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Position: CARGO LETDOWN SPOTTER Trainee:

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

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
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Position: CARGO LETDOWN SPOTTER Trainee:

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:
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Check Spotter Name Signature Date

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 check 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 procedures 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 doesn’t 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
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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)
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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(4) Medium

Critical II Serious(3) 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 log book 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
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BLM Cargo Letdown Mission Log

Date Operator Mission Cargo 

type/ 

weight

# of 

Letdowns

Carabiner Let 

down 

Line

Harness Figure 

8

Notes
BLM National Aviation Plan

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Appendix 7 - BLM Fleet Aircraft Standard Operations Procedures

The Bureau of Land Management currently operates seven fleet aircraft, N49SJ, N190PE, N700FW, 

N618, N162GC, 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 National Flight 

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 the NAO 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. 

• The Aircraft will transition to Alaska as negotiated with AFS and the BLM National Flight 

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 the NAO 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 
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149

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 and approved 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 FA-500. During the fire season the goal is that the 

aircraft is staffed 7 days a week. 

• 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 travel to 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. 

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 Field Office.

• N437CC: The aircraft will be staffed to meet the needs of the Fairbanks Field Office.

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. 
BLM National Aviation Plan

150

• 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 the Government 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.

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 to the 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 should occur 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/or parts, etc...) to keep the 

aircraft in flight status per the maintenance procedures that follow. 

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 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. 

• 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.
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151

• During the core use period this aircraft is staffed at single pilot duty requirements which are 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. 

N618 and N162GC

• Primary mission as an ASM/Leadplane aircraft.

• During the core use period these aircraft is staffed at single pilot duty requirements which are 12 

on 2 off or 6 on and 1 off with a maximum of 14-hour duty days. 

• During the non-core use period these aircraft is staffed as the NAO Flight Operations Manager 

requires. 

• While these aircraft are 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/or parts, etc...) to keep the 

aircraft in flight status per the maintenance procedures that follow.

• N618 and N162GC meet all the requirements to perform ASM and Leadplane missions; Air 

Tactical missions must be conducted only with qualified ATP/LPIL/AITS.

• 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. 

N190PE
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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 non-core use 

period the NAO Flight Operations Manager will schedule the aircraft.

N618 and 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.
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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 meets 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
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Appendix 9 - Acronyms

Acronym Definition

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

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

AMD23EAircraft 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

DHS Department of Homeland Security
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Acronym Definition

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

IBC

IBS

Interior Business Center

Incident 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

IROC

Internet Payment Platform

Interagency Resource Ordering Capability

ISPOG Interagency Smokejumper Pilots Operations Guide

IWP Incident With Potential

LAT Large Airtanker

LATN Low Altitude Tactical Navigation Areas
BLM National Aviation Plan

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Acronym Definition

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

NSHO

Notice to Airmen

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

SAM

NWCG Standards for Airtanker Base Operations

BLM State Aviation Manager

SAP FBMS related Systems, Applications, and Products data processing software

SAR Search and Rescue

SAS NWCG Standards for Aerial Supervision

SASES Smokejumper Aircraft Screening Equipment & Evaluation Subcommittee

SDS Safety Data Sheet

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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Acronym Definition

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