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1 Chapter 16

2 Aviation Operations and Resources

3 Purpose and Scope

4 Aviation resources are one of a number of tools available to accomplish fire5 related land management objectives.

6 Aviation use must be prioritized based on management objectives and 

7 probability of success.

8 The effect of aviation resources on a fire is directly proportional to the speed at 

9 which the resource(s) can initially engage the fire, the effective capacity of the 

10 aircraft, and the deployment of ground resources.

11 These factors are magnified by flexibility in prioritization, mobility, positioning, 

12 and utilization of the versatility of many types of aircraft.

13 In addition to the priorities listed in the National Interagency Mobilization

14 Guide, chapter 10 under headings “Total Mobility” and “Priorities,” 

15 mobilization of aircraft should be based on optimizing the use of exclusive-use, 

16 contracted aircraft. Call-when-needed (CWN) aircraft will be the last ordered 

17 and the first released. The exception to this is use for initial action response and 

18 capability.

19 Risk management is a necessary requirement for the use of any aviation 

20 resource. The risk management process must include risk to ground resources

21 and the risk of not performing the mission, as well as the risk to the aircrew.

22 Organizational Responsibilities 

23 National Office – Department of Interior

24 Office of Aviation Services

25 The Office of Aviation Services (OAS) is responsible for the coordination of 

26 aviation policy development and maintenance management within the agencies 

27 of the Department of the Interior (DOI). The OAS has no operational 

28 responsibility. The OAS provides aviation safety program oversight, accident 

29 investigation, and inspection/approval of aircraft and pilots for DOI agencies.

30 Bureau of Land Management

31 The National Aviation Office (NAO) develops BLM policy, procedures, and 

32 standards and maintains functional oversight and facilitates interagency

33 coordination for all aviation activities. The principal goals are safety and cost34 effectiveness. The NAO supports BLM aviation activities and missions, 

35 including fire suppression, through strategic program guidance, managing 

36 aviation programs of national scope, coordination with OAS, and interagency

37 partners. The Fire and Aviation Directorate has the responsibility and authority, 

38 after consultation with state fire management officers (FMO), for funding and 

39 acquisition of all fire aircraft, prioritizing the allocation of BLM aircraft on a 

40 bureauwide basis, and approving state office requests to acquire supplemental 
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1 aircraft resources. Refer to BLM National Aviation Plan and Manual 9400 for 

2 aviation policy and guides. Refer to 112 DM 12 for a list of responsibilities.

3 National Park Service

4 The Branch of Aviation develops NPS policy, procedures, and standards for all 

5 fire and non-fire aviation activities. This includes providing guidance on fire 

6 suppression, as well as standardizing aviation programs at the national level, 

7 coordinating with OAS and interagency partners. The Branch of Aviation also 

8 has responsibility for operational execution of the aviation program. The branch 

9 ensures personnel receive aviation training, provides internal training for fleet 

10 pilots, has responsibility for quality assurance and quality control of park 

11 aviation programs and provides fiscal analysis to determine numbers and types 

12 of aircraft for the NPS.

13 Bureau of Indian Affairs

14

15 The NAO is responsible for supporting all BIA aviation programs through an 

16 active and professional aviation organization that:

17 • Develops and coordinates efficient aviation policy and management 

18 processes;

19 • Provides guidance for aviation programmatic and operational risk 

20 management;

21 • Leads aviation safety assurance and promotion programs;

22 • Provides aircraft acquisition support as specified by Indian Affairs 

23 management objectives; and

24 • Develops and promotes a skilled aviation management workforce.

25 National Office – U.S. Department of Agriculture

26 Forest Service

27 The FS has responsibility for all aspects of its aviation program, including 

28 aviation policy and budget development, aircraft acquisition, aircraft operations, 

29 aviation safety and risk management, budget, pilot standardization, and 

30 airworthiness. In addition, the FS has operational responsibility for functional 

31 oversight of aviation assets and facilities, operational coordination and 

32 utilization, accident investigation, and aircraft and pilot inspection.

33 The Assistant Director (AD), Aviation, is responsible to the Director of Fire and

34 Aviation Management for the management and supervision of the national 

35 headquarters office in Washington, D.C., and the national office in Boise. The 

36 AD, Aviation provides leadership, support and coordination for national and 

37 regional aviation programs and operations. Refer to FSM 5704 for list of 

38 responsibilities.

39 The fixed-wing branch chief and rotor-wing branch chief report to the AD

40 aviation, and are responsible for national aviation operational management and 

41 oversight. This operational management and oversight includes authority to 

42 provide direction to coordination centers regarding the mobilization and 

43 reassignment of USDA contracted national aviation resources. The branch chiefs 
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1 may also delegate this authority to national aircraft coordinators or the FS 

2 aviation duty officer (ADO).

3 The Branch Chief, Airworthiness reports to the AD, aviation, and is responsible 

4 for national aircraft airworthiness and maintenance program management and 

5 oversight.

6 The Branch Chief, Aviation business operations reports to the AD, Aviation and 

7 is responsible for policy maintenance and development, budget development, 

8 and planning.

9 The Aviation Strategic Planner reports to the AD, Aviation and is responsible 

10 for strategic planning and reporting.

11 The Branch Chief, Aviation Safety Management Systems reports to the AD 

12 Aviation, and is responsible for oversight, coordination and direction of aviation 

13 safety management system functions.

14 State/Regional Office

15 • BLM – State FMOs are responsible for providing oversight for aircraft 

16 hosted in their state. State FMOs have the authority and responsibility to 

17 approve, with national office concurrence, acquisition of supplemental 

18 aircraft resources within their state. State FMOs have the authority to 

19 prioritize the allocation, prepositioning and movement of all aircraft 

20 assigned to the BLM within their state. State offices will coordinate with the 

21 national office on movement of their aircraft outside of their state. A state

22 aviation manager (SAM) is located in each state office. SAMs are delegated 

23 as the contracting officer’s representative (COR) for all exclusive-use 

24 aircraft hosted by their state. SAMs implement aviation program objectives 

25 and directives to support the agency mission and state objectives. A state

26 aviation plan is required to outline the state aviation program objectives 

27 and to identify state-specific policy and procedures.

28 • NPS – A regional aviation manager (RAM) is designated for each region. 

29 RAMs oversee the tactical execution of their region’s aviation programs

30 and provide technical expertise and aviation safety oversight of the parks in 

31 their geographic area. RAMs observe regional aviation activities and 

32 provide liaison with the National Branch of Aviation and other agencies as 

33 appropriate. A regional aviation operations and management plan is 

34 required to outline the region’s aviation program objectives and to identify 

35 region-specific policy and procedures.

36 • FWS – A regional aviation manager (RAM) is designated for each region.

37 RAMs implement aviation program objectives and directives to support the 

38 agency mission and region objectives. Several regions have additional 

39 support staff, and/or pilots assigned to support aircraft operations and to 

40 provide technical expertise. A regional aviation operations and 

41 management plan is required to outline the region’s aviation program 

42 objectives and to identify region-specific policy and procedures.
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1 • FS – Regional aviation officers (RAOs) are responsible for directing and 

2 managing regional aviation programs in accordance with the national and 

3 regional aviation management plans, and applicable agency policy 

4 direction. (Refer to FSM 5700 and FSH 5709.16 for list of responsibilities.)

5 RAOs report to director of fire and aviation for their specific region.

6 Regional aviation safety managers (RASMs) are responsible for aviation 

7 safety in their respective regions, and work closely with the RAO to ensure 

8 aviation safety is an organizational priority (refer to FSM 5700 and FSH 

9 5709.16 for list of responsibilities). Most regions have additional aviation 

10 technical specialists and pilots who help manage and oversee the regional 

11 aviation programs. Most regions also have aviation maintenance 

12 inspectors, fixed-wing program managers, helicopter program managers, 

13 helicopter operations specialists, inspector pilots, etc.

14 • BIA –

15 ○ Provides oversight and approval of the acquisition and use of BIA 

16 aircraft within their region;

17 ○ Has the authority to prioritize the allocation, reallocation, 

18 prepositioning, and movement of all aircraft assigned to the BIA within 

19 their region. All movements will be coordinated with the NAO;

20 ○ Manages and provides oversight of all BIA aircraft assigned to the 

21 region;

22 ○ Coordinates with agencies, geographical coordination centers, NAO 

23 aircraft coordinators on aviation resources assigned to their region;

24 ○ Ensures all region assigned aviation resources are effectively utilized 

25 as efficient BIA resources;

26 ○ Delegates or designates the RAM, who ensures appropriate aviation 

27 roles and positions are filled by qualified personnel;

28 ○ Ensures all aviation employees meet DOI and BIA training 

29 requirements; and

30 ○ Ensures interagency agreement (IAA) between region and Office of 

31 Aviation Services (OAS) Acquisition Services Directorate (ASD) is 

32 valid and in force. Coordinate modifications to IAA as projects and 

33 missions dictate.

34 Local Office

35 Some areas have interagency aviation programs that utilize an aviation manager 

36 for multiple units. Duties are similar as other local level managers.

37 • BLM – Unit aviation managers (UAM) serve as the focal point for the unit 

38 aviation program by providing technical expertise and management of 

39 aviation resources to support field office/district programs. Field/district 

40 offices are responsible for hosting, supporting, providing daily 

41 management, and dispatching all aircraft assigned to their unit.

42 field/district offices have the authority to request additional resources, to 

43 establish priorities, and make assignments for all aircraft assigned to the 

44 BLM within their unit or zone.
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1 • NPS – Unit or park aviation managers have the responsibility to provide 

2 aviation expertise and management of aviation resources at each park unit.

3 For organizational responsibility, refer to DO-60, RM-60.

4 • FS – Unit aviation officers (UAOs)/forest aviation officers (FAOs) have the 

5 responsibility for aviation activities at the local level, including aviation 

6 mission planning, risk management and safety, supervision, and evaluation.

7 UAOs/FAOs assist line officers with risk assessment/management and cost 

8 analysis. Refer to FSM 5700 Zero Code for a list of responsibilities.

9 • BIA – The AAM/UAM manages the unit aviation program by providing 

10 technical and management direction of aviation resources to support BIA

11 programs. The AAM/UAM has functional responsibility in the following 

12 areas:

13 ○ The AAM/UAM is authorized to provide for daily management of all 

14 aviation resources;

15 ○ Ensures agency flight compliance with USDI/BIA/region and agency

16 policies and regulations;

17 ○ Develop and implement the agency/unit aviation management plan, as 

18 well as specific operating plans for other aviation programs (e.g,,

19 helitack, SEAT, and aerial supervision);

20 ○ Ensures completion of the Project Aviation Safety Plan (PASP) with 

21 appropriate approvals/briefing of line officer;

22 ○ Ensures that appropriate training is provided to aviation users and 

23 supervisors. Monitors aviation training compliance for the agency/unit;

24 ○ Designates and assigns an alternate aviation manager when needed;

25 ○ Ensures that visiting aircrews have received flight crew 

26 briefing/aviation orientation and guides;

27 ○ Confirms DOI/BIA/Office of Management and Budget (OMB)

28 requirements are met and completes the cost analysis requirements and 

29 schedules the flight with a qualified vendor;

30 ○ Ensures the accuracy of the Aircraft Use Report. Processes and 

31 maintains copies and records documenting the flight as required by the 

32 DOI Manual;

33 ○ Confirms that a qualified flight manager is assigned to all 

34 project/resource flights;

35 ○ Is responsible for the distribution and use of the Aviation Boundary 

36 Plan/Checklist if one is in place;

37 ○ Ensures Agency/Unit Aviation Security Plan is current and 

38 implemented in accordance with DOI policy;

39 ○ May serve as the COR for BIA exclusive-use aircraft on their 

40 agency/unit if aircraft manager is not current or qualified as such;

41 ○ Authorized to order approved aircraft utilizing agency procurement 

42 documents and procedures. Also establish priorities and allocate all 

43 aircraft assigned to the BIA within their unit or zone; and

44 ○ Maintains an up-to-date aviation reference library with all applicable 

45 aviation policy and procedural references.
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1 Aviation Information Resources

2 Aviation reference guides and aids for agency aviation management are listed 

3 for policy, guidance, and specific procedural requirements.

4 • BLM – 9400 Manual appendix 1, National Aviation Plan (NAP), and 

5 applicable aviation guides as referenced in the NAP.

6 • NPS – RM-60 Aviation Management Reference Manual and applicable 

7 aviation guides, National Wildfire Coordinating Group (NWCG) Standards 

8 for Helicopter Operations, and the NWCG Standards for Aerial 

9 Supervision. 

10 • FWS – Service Manual 330-339, Aviation Management and NWCG 

11 Standards for Helicopter Operations. 

12 • FS – FSM 5700, FSH 5709.16 and applicable aviation guides when 

13 approved by the agency and referenced in policy.

14 • BIA – BIA National Aviation Plan (NAP) and applicable aviation guides as 

15 referenced in the NAP.

16 • DOI – Departmental manuals (DMs) and operational procedures 

17 memoranda (OPMs) can be found at https://www.doi.gov/aviation/library.

18 Safety alerts, operational alerts, instruction memoranda, information bulletins, 

19 incident reports, and other guidance or information are issued as needed.

20 An up-to-date library with aviation policy and procedural references will be 

21 maintained at all permanent aviation bases, dispatch, and aviation management 

22 offices.

23 Aviation Safety

24 The FS, BLM, and BIA have adopted Safety Management Systems (SMS) as the 

25 foundation for the aviation safety program. The four pillars of SMS are safety 

26 policy, safety risk management, safety assurance, and safety promotion. SMS is 

27 the standard for aviation safety set by the International Civil Aviation 

28 Organization (ICAO) and the Federal Aviation Administration (FAA).

29 SMS focuses on:

30 • Emphasis on proactive risk management;

31 • Promotes a “Just” culture;

32 • Addresses systemic safety concerns;

33 • Holds the organization accountable;

34 • Identifies “What” so we can manage the manageable; and

35 • Communicates the “Why” so the culture can learn from mistakes.

36 The intent of SMS is to improve the aviation culture by increasing hazard 

37 identification, reduce risk-taking behavior, learn from mistakes, and correct 

38 procedures before a mishap occurs rather than after the accident. Additionally, 

39 the current approved US Forest Service Aviation SMS Guide is available at

40 https://www.fs.usda.gov/managing-land/fire. 
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1 Risk Assessment and Risk Management

2 The use of risk management will help to ensure a safe and successful operation.

3 Risk is the probability that an event will occur. Assessing risk identifies the 

4 hazard, the associated risk, and places the hazard in relationship to the mission.

5 A decision to conduct a mission requires weighing the risk against the benefit of 

6 the mission and deciding whether the risks are acceptable.

7 Aviation missions always have some degree of risk. The five sources of hazards 

8 are mission, management, machine, personnel, and media. Managing risk is a 

9 five-step process:

10 1. Identify hazards associated with all specified and implied tasks for the 

11 mission.

12 2. Assess hazards to determine potential of occurrence and severity of 

13 consequences.

14 3. Develop controls to mitigate or remove risk and make decisions based on 

15 accepting the least risk for the best benefit.

16 4. Implement controls – (1) education controls, (2) physical controls, and (3) 

17 avoidance controls.

18 5. Supervise and evaluate – enforce standards and continuously reevaluate 

19 their effectiveness in reducing or removing risk. Ensure that controls are 

20 communicated, implemented, and enforced.

21 • FS – FSM 5700. Employees shall use an operational risk management 

22 process to evaluate the risk and hazards prior to every flight.

23 How to Properly Refuse Risk (Aviation)

24 Every individual (Government and contracted employees) has the right and 

25 obligation to report safety problems affecting his or her safety and has the right 

26 to contribute ideas to correct the hazard. In return, supervisors are expected to 

27 give these concerns and ideas serious consideration. When an individual feels an 

28 assignment is unsafe, he or she also has the obligation to identify, to the degree 

29 possible, safe alternatives for completing that assignment. Turning down an 

30 assignment is one possible outcome of managing risk.

31 A “turn down” is a situation where an individual has determined he or she 

32 cannot undertake an assignment as given and is unable to negotiate an 

33 alternative solution. The turn down of an assignment must be based on 

34 assessment of risks and the ability of the individual or organization to control or 

35 mitigate those risks. Individuals may turn down an assignment because of safety 

36 reasons when:

37 • There is a violation of regulated safe aviation practices;

38 • Environmental conditions make the work unsafe; or

39 • They lack the necessary qualifications or experience.

40 Individuals will directly inform their supervisor that they are turning down the 

41 assignment as given. The most appropriate means of documented turn down 

42 criteria is using the Aviation Watch Out Situations (IRPG).
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1 Supervisors will notify the air operations branch director (AOBD) or unit 

2 aviation leadership immediately upon being informed of a “turn down.” If there 

3 is no AOBD, notification shall go to the appropriate section chief, the incident 

4 commander (IC) or local fire and aviation staff. Proper handling of turn downs 

5 provides accountability for decisions and initiates communication of safety 

6 concerns within the incident organization.

7 If the assignment has been turned down previously and the supervisor asks 

8 another resource to perform the assignment, he or she is responsible to inform 

9 the new resource that the assignment had been turned down and the reasons 

10 why. Furthermore, personnel need to realize that a “turn down” does not stop the 

11 completion of the assigned operation. The “turn down” protocol is an integral 

12 element that improves the effective management of risk, for it provides timely 

13 identification of hazards within the chain of command, raises risk awareness for 

14 both leaders and subordinates, and promotes accountability.

15 If an unresolved safety hazard exists, the individual needs to communicate the 

16 issue/event/concern immediately to his or her supervisor and document as 

17 appropriate.

18 Aviation Safety Support 

19 Aviation Safety and Technical Assistance Team (ASTAT) 

20 During high levels of aviation activity, consider requesting an Aviation Safety 

21 and Technical Assistance Team (ASTAT). ASTAT enhances risk management, 

22 efficiency, effectiveness, and provides technical assistance while reviewing 

23 aviation operations. If an ASTAT cannot be filled internally, the request may be 

24 placed with the National Interagency Coordination Center (NICC) through 

25 established ordering channels using individual overhead requests. An ASTAT

26 should operate under a delegation of authority from the appropriate 

27 state/regional aviation manager(s) or multi-agency coordinating group. If 

28 requested by the home unit/region, formal written reports will be provided to 

29 appropriate manager(s) as outlined at the in-brief. A team should be developed 

30 to fit the need of the requesting unit and may consist of the following: 

31 • Aviation safety manager;

32 • Operations specialist (helicopter and/or fixed wing);

33 • Pilot inspector;

34 • Maintenance inspector;

35 • Avionics inspector (optional); and

36 • Aircraft dispatcher (optional).

37 Aviation Safety Briefing

38 Every passenger must receive a briefing prior to each flight. The briefing is the 

39 responsibility of the pilot in command (PIC) but may be conducted by the pilot, 

40 flight manager, helicopter manager, fixed-wing base manager, or an individual 

41 with the required training to conduct an aviation safety briefing. The pilot 

42 should also receive a mission briefing from the Government aircraft manager.

43 Refer to the IRPG and NWCG Standards for Helicopter Operations.
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1 Aviation Hazard

2 An aviation hazard is any condition, act, or circumstance that compromises the 

3 safety of personnel engaged in aviation operations. Pilots, flight crew personnel, 

4 aviation managers, incident air operations personnel, and passengers are 

5 responsible for hazard identification and mitigation. Aviation hazards may 

6 include but are not limited to the following:

7 • Deviations from policy, procedures, regulations, and instructions;

8 • Improper hazardous materials handling and/or transport;

9 • Airspace conflicts/flight following deviation;

10 • Deviation from planned operations;

11 • Failure to utilize personal protective equipment (PPE) or aviation life 

12 support equipment (ALSE);

13 • Failure to meet qualification standards or training requirement;

14 • Extreme environmental conditions;

15 • Improper ground operations;

16 • Improper pilot procedures;

17 • Fuel contamination; and

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

19 Aviation hazards also exist in the form of wires, low-flying aircraft, and 

20 obstacles protruding beyond normal surface features. Each office will post, 

21 maintain, and annually update a known aerial hazard map for the local 

22 geographic area where aircraft are operated, regardless of agency jurisdiction.

23 This map will be posted and used to brief flight crews. Unit aviation managers 

24 are responsible for ensuring the development and updating of known aerial 

25 hazard maps (NWCG Standards for Helicopter Operations).

26 Aerial Applications of Wildland Fire Chemical Safety

27 Chapter 12 contains information concerning the aerial application of wildland 

28 fire chemicals.

29 SAFECOM

30 The DOI and the FS have an incident/hazard reporting form called the Aviation 

31 Safety Communiqué (SAFECOM). The database, available at 

32 https://www.safecom.gov/, fulfills the Aviation Mishap Information System 

33 (AMIS) requirements for aviation mishap reporting for the DOI agencies and the 

34 FS. Categories of reports include accidents, airspace, hazards, incidents, 

35 maintenance, mishap prevention, and kudos. The system uses the SAFECOM 

36 forms OAS-34 or FS-5700-14 to report any condition, observation, act, 

37 maintenance problem, or circumstance with personnel or aircraft that has the 

38 potential to cause an aviation-related mishap. The SAFECOM system is not 

39 intended for initiating punitive actions. Submitting a SAFECOM is not a 

40 substitute for "on-the-spot" correction(s) to a safety concern. SAFECOMs are a 

41 tool used to identify, document, track, and correct safety-related issues. 

42 SAFECOMs do not replace the requirement for initiating an accident or incident 

43 report.
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1 Any individual (including vendors/cooperators) with knowledge of an 

2 incident/hazard should complete a SAFECOM. The SAFECOM form, including 

3 attachments and pictures, should be entered directly on the internet at 

4 https://www.safecom.gov/, or contact the Office of Aviation Services (OAS) or 

5 FS representative listed on the SAFECOM “About” page at 

6 https://www.safecom.gov/about. Electronic copies are automatically forwarded 

7 to the national, regional, state, and unit aviation managers.

8 The agency with operational control of the aircraft at the time of the 

9 hazard/incident/accident is responsible for completing the SAFECOM and 

10 submitting it through agency channels.

11 Aircraft Incidents/Accidents

12 Notification to the FS or OAS and DOI agency aviation safety managers is 

13 required for any aircraft mishap involving damage or injury. Use the hotline 

14 (888) 464-7427 (DOI Operations Center) or the most expeditious means 

15 possible. Initiate the appropriate unit Aviation Mishap Response Plan.

16 Unmanned Aircraft Systems 

17 UAS Incursion Reporting Protocol

18 • Fire personnel should immediately notify the air tactical group supervisor

19 (ATGS) if overhead, aircraft over the incident, the IC and dispatch. 

20 Dispatch should report all unauthorized unmanned aircraft system (UAS) or 

21 drone activity immediately via SAFECOM (https://www.safecom.gov/) and 

22 to the Federal Aviation Administration (FAA). 

23 Reporting key points: 

24 • Report UAS information (location, color, size, altitude, flight pattern), if 

25 known. 

26 • Dispatch centers should report incursions to the nearest Air Route Traffic 

27 Control Center (ARTCC) or follow geographic area protocol.

28 Policy

29 • UAS fire operations shall be conducted under the provisions of the NWCG 

30 Standards for Fire Unmanned Aircraft Systems Operations (PMS 515).

31 • When UAS are flown for FS/DOI work or benefit, FAA, FS, and DOI 

32 regulations apply.

33 • All aircraft (to include UAS) purchase, lease, or acquisition must follow 

34 department procurement policy and procedures.

35 • All aircraft and pilots employed by the FS or DOI agencies shall be 

36 credentialed in accordance with departmental policy.

37 • UAS flights under FS operational control must adhere to USFS policy and 

38 regulations regarding their use. Guidance can be found in FSM 5700 Zero 

39 Code, the USFS National Aviation Safety and Management Plan and at 

40 https://www.fs.usda.gov/managing-land/fire/aviation/uas. 
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1 • UAS flights under DOI operational control must adhere to DOI and 

2 agency-specific policy and regulations regarding their use. Guidance can be 

3 found in the Departmental Manual, parts 350-353, and Operational 

4 Procedures Memorandum 11 at https://www.doi.gov/aviation/library/opm.

5 • UAS procured/owned/operated by cooperating agencies (State, local, and 

6 international) may be utilized on federally managed fires when cooperative 

7 agreements are in place and the aircraft and pilot have been approved by 

8 letter nationally or regionally.

9 • UAS flights conducted by non-participatory entities (e.g., media) must 

10 adhere to FAA regulations.

11 • A Special Government Interest (SGI) waiver is required for flights within a 

12 temporary flight restriction (TFR). SGI waiver requests shall be routed 

13 through the UAS Coordinator at 208-387-5335.

14 Personnel

15 • Four UAS positions are listed in the PMS 310-1:

16 ○ Unmanned aircraft system pilot (UASP)

17 ○ Unmanned aircraft system, data specialist (UASD)

18 ○ Unmanned aircraft system, manager (UASM)

19 ○ Unmanned aircraft system, module leader (UASL)

20 Crew Composition

21 • UAS operations are typically conducted under a crew (module) concept.

22 • Typical module configuration:

23 ○ Agency-operated systems (type 3 or 4): UASP and UASD

24 ○ Contract systems (type 1 or 2): UASM and UASD

25 ○ Span of control for multiple UAS operations on the same incident can 

26 be mitigated with UASL.

27 Ordering

28 • UAS personnel are ordered through established dispatch channels.

29 • For specifics on how to order UAS, see https://uas.nifc.gov/uas-ordering.

30 • Agency-owned, federally contracted, exclusive-use, and CWN UAS are 

31 national resources. Geographic areas utilizing them will make them

32 available for fires on a priority basis. 

33 Operations

34 • UAS flight crews utilize established procedures (e.g., fire traffic area) for 

35 coordinating flights with aerial supervision/on-scene aircraft.

36 • Large UAS (typically type 1 and 2) will launch and recover from a “launch 

37 and recovery zone” which should be designated on incident aviation 

38 planning maps.

39 • Small (typically type 4) UAS are fireline portable, and flights will be 

40 conducted through established procedures.
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1 Key Points

2 • UAS is an effective tool for situational awareness and data collection.

3 Determine the data objective before ordering the resource and flying the 

4 mission.

5 • UAS ICS types are listed in the NWCG Standards for Fire Unmanned 

6 Aircraft Systems Operations (PMS 515).

7 • UAS training, aircraft, sensors, and capabilities are listed on the Interagency

8 Fire UAS Subcommittee website (see below). 

9 • Personally owned UAS or model aircraft must not be used by Federal

10 agencies or their employees for interagency fire use.

11 • Individuals who are determined to have interfered with wildland fire 

12 operations may be subject to civil penalties and criminal prosecution.

13 Additional Information

14 For more information refer to the Interagency Fire UAS Subcommittee website 

15 at https://www.nwcg.gov/committees/interagency-fire-unmanned-aircraft16 systems-subcommittee. 

17 • FAA – https://www.faa.gov/uas

18 • DOI – https://www.doi.gov/aviation/uas

19 • BLM – https://uas.nifc.gov/

20 • FS – https://www.fs.usda.gov/managing-land/fire/aviation/uas

21 • Interagency UAS – https://uas.nifc.gov/

22 Airspace Coordination

23 The Interagency Airspace Program is an aviation safety program designed to 

24 enhance aviation safety and reduce the risk of a mid-air collision. The NWCG 

25 Standards for Airspace Coordination (https://www.nwcg.gov/publications/520) 

26 provides direction and procedures for airspace coordination. Additional 

27 guidance may be found in the National Interagency Mobilization Guide and 

28 supplemented by local mobilization guides.

29 • FS – Refer to FSH 5709.16, chapter 30 for additional airspace information.

30 An airspace coordinator (ASCO) should be ordered when incident aviation 

31 activity is widespread and involves a number of complex TFRs, complex 

32 airspace is involved, or difficult airspace conflict resolutions exist with various 

33 agencies.

34 Airspace deconfliction is performed for both emergency and non-emergency 

35 aviation activities.

36 Some BLM, BIA, State and FS units have memorandums of understanding 

37 (MOU) with local military airspace authorities for airspace coordination.

38 Briefings from unit aviation managers/officers (UAM/UAO) are crucial to 

39 ensure that any local airspace information is coordinated before flight.

40 All firefighting aircraft are required to have operative transponders and will use 

41 a national firefighting transponder code of 1255 when engaged in, or traveling 
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1 to, firefighting operations (excluding ferry flights), unless given a discrete code 

2 by Air Traffic Control (ATC).

3 Additional coordination information can be found at

4 https://www.nwcg.gov/committees/interagency-airspace-subcommittee. See 

5 “Roster” for agency members. Additional airspace coordination can be found by 

6 contacting: 

7 • BLM – State aviation managers, national airspace program manager

8 • NPS – Regional aviation managers

9 • FWS – National aviation safety specialist

10 • FS – National airspace program manager 

11 • BIA – Regional aviation managers

12 Flight Request and Approval

13 • NPS – Reference RM 60, appendix 3 and 4.

14 • FS – Refer to FSM 5709.16, chapter 30 for all flights.

15 Point-to-point Flights

16 A “point-to-point” flight is one that originates at one developed airport or 

17 permanent helibase and flies directly to another developed airport or permanent 

18 helibase with the sole purpose of transporting personnel or cargo (this term does 

19 not apply to flights with a scheduled air carrier on a seat-fare basis). These types 

20 of flights are often referred to as “administrative” flights and only require the 

21 aircraft and pilot to be carded and approved for point-to-point flight. A point-to22 point flight is conducted higher than 500 feet above ground level (AGL).

23 Agency policy requires designating a flight manager for point-to-point flights 

24 transporting personnel. The flight manager is a Government employee that is 

25 responsible for coordinating, managing, and supervising flight operations. The 

26 flight manager is not required to be on board for most flights. For those flights 

27 that have multiple legs or are complex in nature, a flight manager should attend 

28 the entire flight. The flight manager will meet the qualification standard for the 

29 level of mission assigned as set forth in the Interagency Aviation Training Guide

30 (IAT).

31 • BLM – Reference the BLM National Aviation Plan, chapter 3, available at 

32 https://www.nifc.gov/about-us/our-partners/blm/aviation/library. In 

33 addition, flights that require landing in a foreign country constitute 

34 international travel and are subject to policy contained in Instruction 

35 Memorandum No. 2022-037, International Travel Guidance and 

36 Procedures.

37 • NPS – Reference RM-60, appendix 3 for agency specific policy.

38 • FS – Refer to FSH 5709.16 chapter 30 and the Forest Service 

39 Administrative Use of Aircraft Desk Reference.

40 • BIA – Reference the BIA National Aviation Plan.
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336 Release Date: January 2023

1 Mission Flights

2 Mission flights are defined as flights not meeting the definition of point-to-point 

3 flight. A mission flight requires work to be performed in the air (retardant or 

4 water delivery, fire reconnaissance, smokejumper delivery), or through a 

5 combination of ground and aerial work (e.g., delivery of personnel and/or cargo 

6 from helibases to helispots or unimproved landing sites; rappelling or cargo let7 down; short-haul; single-skid, toe-in, and hover exit/entry (STEP) procedures; 

8 hoist).

9 • PPE is required for any fixed-wing mission flight conducted below 500 feet 

10 AGL.

11 ○ DOI – Flight helmets may not be required for multi-engine airtanker 

12 crews, smokejumper pilots and leadplane/aerial supervision module

13 (ASM) flight/aircrew members. Note: DOI requires a helmet for all 

14 special-use missions 500 feet and below unless a waiver is obtained per 

15 the ALSE Handbook. Refer to agency aviation policy to determine if 

16 ALSE waivers are in place for your specific mission.

17 ○ FS – USFS does not require flight helmets for fixed-wing, special-use 

18 missions.

19 • Reference ALSE Handbook for all PPE requirements for special-use flights.

20 • All personnel will meet training and qualification standards required for the 

21 mission.

22 • Agency FM radio capability is required for all mission flights.

23 • All passengers must be authorized, and all personnel onboard must be 

24 essential to the mission.

25 ○ FS – A special-use-mission flight is any flight that is not point-to-point.

26 Special-use-mission flights require special pilot endorsements, flight 

27 evaluations, training, and/or specialized aircraft equipment. For all 

28 special-use-mission flights, all pilots and aircraft must be specifically 

29 approved in writing for that flight.

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

31 following:

32 • Water or retardant application;

33 • Parachute delivery of personnel or cargo;

34 • Leadplane/ASM/airtanker operations;

35 • Takeoff or landing requiring special techniques due to hazardous terrain, 

36 obstacles, or surface conditions; and

37 • Aerial supervision.

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

39 • Flights conducted within 500 feet AGL;

40 • Water or retardant application;

41 • Helicopter coordinator and ATGS operations;

42 • Aerial ignition activities;

43 • External-load operations;

44 • Rappelling;
AVIATION OPERATIONS AND RESOURCES CHAPTER 16

Release Date: January 2023 337

1 • Takeoff or landing requiring special techniques due to hazardous terrain, 

2 obstacles, pinnacles, or surface conditions to include STEP – (single 

3 skid/toe-in/exit-entry procedure); 

4 • Free-fall cargo;

5 • Fire reconnaissance;

6 • Short-haul operations; and

7 • Night helicopter operations.

8 Low-Level Flight Operations

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

10 are:

11 • Smokejumper/paracargo;

12 • ASM and lead operations; and

13 • Aerial dispensing of retardant, water enhancers and water.

14 Operational Procedures

15 • A high-level reconnaissance will be made prior to low-level flight 

16 operations.

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

18 Congested Area Flight Operations

19 Airtankers can drop retardant in congested areas under DOI authority given in 

20 14 CFR Part 137. 

21 FS authority is granted under exemption 392, from 14 CFR Part 91.119 as 

22 referenced in FSH 5709.16, chapter 30. When such operations are necessary, 

23 they may be authorized subject to these limitations:

24 • Airtanker operations in congested areas may be conducted at the request of 

25 the city, rural fire department, county, State, or Federal fire suppression 

26 agency; 

27 • An ASM/leadplane is ordered to coordinate aerial operations;

28 • The ATC facility responsible for the airspace is notified prior to or as soon 

29 as possible after the beginning of the operation;

30 • A positive communication link must be established between the ASM or 

31 leadplane, airtanker pilot(s), and the responsible fire suppression agency

32 official; and

33 • The IC for the responsible fire agency or designee will advise the 

34 ASM/leadplane/airtanker that all non-essential people and movable property 

35 have been cleared prior to commencing retardant drops.

36 Flight Following – All Aircraft

37 Flight following is mandatory for all flights. Refer to the National Interagency

38 Mobilization Guide for specific direction.

39 • Agency FM radio capability is required for all mission flights.
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338 Release Date: January 2023

1 • For mission flights, there are two types of agency flight following: 

2 Automated Flight Following (AFF) and radio check-in. AFF is the preferred 

3 method of agency flight following. If the aircraft and flight following office 

4 have AFF capability, it shall be utilized. Periodic radio transmissions are 

5 acceptable when utilizing AFF. Reference the AFF procedures section of 

6 the National Interagency Mobilization Guide for more information.

7 • All dispatch centers designated for fire support shall have the ability to 

8 monitor AFF as well as the capability to transmit and receive “National 

9 Flight Following” and “Air Guard.”

10 • If AFF becomes inoperable, the aircraft will normally remain available for 

11 service, utilizing radio/voice system for flight following. Each occurrence 

12 must be evaluated individually and decided by the COR/contracting officer 

13 (CO). 

14 • Helicopters conducting mission flights shall check-in prior to and 

15 immediately after each takeoff/landing per NWCG Standards for Helicopter 

16 Operations. 

17 Sterile Cockpit – All Aircraft

18 Sterile cockpit rules apply within a 5-mile radius of the airport. The flight crew 

19 will not perform radio or cockpit communication during that time that is not 

20 directly related to safe flight of the aircraft from taxi to 5 miles out and from 5 

21 miles out until clearing the active runway. This would consist of reading 

22 checklists, communication with ATC, flight service stations, Unicom, or other 

23 aircraft with the intent of ensuring separation or complying with ATC 

24 requirements. Communications by passengers or air crew members can be 

25 accomplished when the audio panels can be isolated and do not interfere with 

26 flight operations of the flight crew.

27 Exception: When conducting firefighting missions within 5 miles of an 

28 uncontrolled airport, maintain a sterile cockpit until departing the traffic pattern 

29 and reaching final altitude. Monitor common traffic advisory frequency (CTAF) 

30 frequency if feasible while engaged in firefighting activities. Monitor CTAF as 

31 soon as practical upon leaving the fire and returning to the uncontrolled airport.

32 When conducting firefighting missions within class B, C, or D airspace, notify 

33 dispatch that ATC communications will have priority over dispatch 

34 communications.

35 Interagency Interim Flight and Duty Limitations/Aviation Stand Downs

36 Aviation stand downs are a means to find time, in an otherwise demanding flight 

37 schedule, to reflect on core aviation safety values. In this context, aviation stand 

38 downs refer to an administrative decision to keep tactical aviation resources on 

39 the ground through all or part of their normal duty day or days.

40 Interim flight and duty limitations are a method to manage pilot and crew 

41 fatigue by reducing the length of the duty day or increasing the number of days 
AVIATION OPERATIONS AND RESOURCES CHAPTER 16

Release Date: January 2023 339

1 off in the normal duty day cycle. During extended periods of high flight activity, 

2 fatigue must be mitigated by fire and aviation managers.

3 Aviation stand downs and interim flight and duty day limitations can be 

4 implemented at the geographic area or national level. In either case, the 

5 procedure for implementation is the same. Requests for implementation of flight 

6 and duty limitations, or proposed stand down parameters, will be made through 

7 the national aviation office through which it originated.

8 Decisions and procedures for implementation will be made on a coordinated, 

9 interagency basis, involving the Geographic Area Coordination Center (GACC), 

10 NICC, and national aviation representatives at the National Interagency Fire 

11 Center (NIFC) and aviation contracting officers. Details of the proposal will be 

12 formalized and coordinated with other affected agencies and implemented 

13 through the National Multi-agency Coordinating Group (NMAC).

14 Interim Flight and Duty Limitations Implementation

15 During extended periods of a high level of flight activity or maximum 14-hour 

16 days, fatigue factors must be taken into consideration by fire and aviation 

17 managers. Phase 2 and/or phase 3 duty limitations will be implemented for 

18 specific geographic area’s aviation resources. The minimum scope of operation 

19 should be by geographic area, e.g., Northwest, Great Basin.

20 Interim flight and duty limitations are written to apply to Federal contract 

21 resources. States may apply them if they so choose. The interim flight and duty 

22 limitations can apply to agency pilots, but additional days off must be 

23 coordinated with the agency pilot’s supervisor and must follow Federal pay and 

24 leave regulations.

25 Phase 1 – Standard Flight and Duty Limitations (Abbreviated Summary)

26 • 14-hour maximum duty day;

27 • 8 hours maximum daily flight time for mission flights;

28 • 10 hours for point-to-point, with a 2-pilot crew;

29 • A maximum of 42 hours flight time during any consecutive 6-day period. 

30 When a pilot acquires 36 or more flight hours in a consecutive 6-day period, 

31 the pilot shall be given the following day off. A new 6-day cycle shall begin 

32 upon return from any day off;

33 • Minimum of 10 hours uninterrupted time off (rest) between duty periods; 

34 and

35 • Two days off within any 14-day period.

36 This does not diminish the authority or obligation of any individual COR or

37 aviation manager to impose shorter duty days or additional days off at any time 

38 for any flight/maintenance crew members for fatigue. This authority is currently 

39 provided for in agency direction and contract specifications. Aviation managers 

40 should consider the following actions:

41 • Any tactical aircraft flight crew member (airtanker, helicopter, 

42 ASM/leadplane, single engine airtanker [SEAT] or air attack) may request 
CHAPTER 16 AVIATION OPERATIONS AND RESOURCES

340 Release Date: January 2023

1 an additional day off in conjunction with their normally scheduled day(s) 

2 off. 

3 • The additional day off may be granted when requested. Flight crews are 

4 encouraged to honestly assess their fatigue level and request an additional 

5 day off if they believe it is needed.

6 • Aircraft availability will be paid when this occurs regardless of whether a 

7 relief crew is provided or not.

8 • Document the approval of additional days off in the remarks section of the 

9 aircraft payment document.

10 • In order to assure sufficient coverage, additional days off will need to be 

11 coordinated within the currently assigned GACC and communicated to 

12 national aviation managers. Coordinate with your aviation managers, 

13 contracting officers, and dispatch organizations to implement these actions.

14 Phase 2 – Interim Duty Limitations

15 When phase 2 is activated, pilots shall adhere to the flight and day-off 

16 limitations prescribed in phase 1 and the duty limitations defined under phase 2.

17 Each flight crew member shall be given an additional day off each 14-day 

18 period. Crews on a 12-and-2 schedule shall have 3 consecutive days off (11-and19 3). Flight crews on 6-and-1 schedules shall work an alternating weekly schedule 

20 of 5 days on, 2 days off, then 6 days on and one day off.

21 Aircraft fixed daily rates and special rates, when applicable, shall continue to 

22 accrue during the extra day off. Contractors may provide additional approved 

23 crews to maximize utilization of their aircraft. All costs associated with 

24 providing the additional crew will be at the contractor’s expense unless the 

25 additional crew is requested by the Government. 

26 Phase 3 – Interim Duty Limitations

27 When phase 3 is activated, pilots shall adhere to the flight limitations of phase 1 

28 (standard), the additional day off of phase 2, and the limitations defined under 

29 phase 3.

30 Flight crew members shall have a minimum of 12 consecutive hours of 

31 uninterrupted rest (off duty) during each duty day cycle. The standard duty day 

32 shall be no longer than 12 hours, except a crew duty day extension shall not 

33 exceed a cumulative 14-hour duty day. The next flight crew rest period shall 

34 then be adjusted to equal the extended duty day, i.e., 13- hour duty day, 13 hours 

35 rest; 14- hour duty day, 14 hours rest. Extended duty day applies only to 

36 completion of a mission. In no case may standby be extended beyond the 12-

37 hour duty day.

38 Double crews (2 complete flight crews assigned to an aircraft), augmented flight 

39 crews (an additional pilot-in-command assigned to an aircraft), and aircraft 

40 crews that work a rotating schedule (i.e., 2 days on, 1 day off, 7 days on, 7 days 

41 off, or 12 days on, 12 days off) may be exempted from phase 2 limitations upon 
AVIATION OPERATIONS AND RESOURCES CHAPTER 16

Release Date: January 2023 341

1 verification that their scheduling and duty cycles meet or exceed the provisions 

2 of paragraph a. of phase 2 and phase 1 limitations.

3 Exemptions of phase 3 provisions may be requested through the local aviation 

4 manager or COR but must be approved by the FS regional aviation officer 

5 (RAO) or DOI area aviation manager.

6 Aviation Assets

7 Typical agency aviation assets include helitack or rappel, short-haul, aerial 

8 supervision (ATGS, helicopter coordinator [HLCO], leadplane, and ASM), large 

9 (multi-engine) airtankers (LAT), very large airtankers (VLAT), SEATs, and 

10 smokejumpers. 

11 • BLM – All BLM-acquired aircraft (exclusive-use, on-call, and CWN) are 

12 available to move to areas of greatest BLM need, thereby maximizing 

13 efficiency and effectiveness. Specific authorities and responsibilities for 

14 field/state and national offices are outlined earlier in this chapter. Offices 

15 are expected to adhere to procedures established in the BLM National 

16 Aviation Plan for both acquisition and use reporting.

17 • BLM – Awaiting a resource order should not be allowed to affect the 

18 response time for initial attack mobilization. Initial attack aircraft may be 

19 launched to new incidents with just the location, bearing, distance, and 

20 flight following frequency. All other pertinent information will be provided 

21 to aircrews while en route. See the BLM National Aviation Plan, 3.17.1, for 

22 additional information.

23 • NPS – All NPS fire-funded aircraft (fleet, exclusive-use, on-call and CWN) 

24 are available to move to areas of greatest NPS need, thereby maximizing 

25 efficiency and effectiveness. Specific authorities and responsibilities for 

26 park, regional, and national offices are outlined earlier in this chapter. 

27 • FS – All FS aircraft (agency-owned, exclusive-use, leased and CWN) are 

28 available to move to areas of greatest agency need, thereby maximizing 

29 efficiency and effectiveness. FS units are expected to adhere to procedures 

30 established in policy for acquisition and use reporting.

31 • BIA – All BIA-acquired aircraft (exclusive-use, on-call, and CWN) are 

32 available to move to areas of greatest BIA need, thereby maximizing 

33 efficiency and effectiveness. Specific authorities and responsibilities for 

34 regional/agencies and national offices are outlined in the National Aviation 

35 Plan for both acquisition and use reporting.

36 Helitack

37 Helitack crews perform suppression and support operations to accomplish fire 

38 and resource management objectives.

39 Organization – Crew Size

40 • BLM – The baseline staffing for a BLM exclusive-use type 3 helicopter is 7 

41 personnel. The baseline staffing for a BLM exclusive-use type 2 helicopter 

42 is 12 personnel. The baseline staffing for a BLM exclusive-use type 1 
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342 Release Date: January 2023

1 helicopter is 24 personnel. All BLM exclusive-use crews will consist of key 

2 positions, including supervisor, assistant, squad boss, and crew members. 

3 Recommended staffing levels for BLM exclusive-use helitack crews is 

4 outlined in the National Aviation Plan (NAP), section 5. BLM states may 

5 establish larger crew size and standards for their exclusive-use helicopter 

6 crews based on program need. Any increase in crew size will be 

7 documented in the respective state aviation plan. BLM helicopters operated 

8 in Alaska need only be staffed with a qualified helicopter manager 

9 (HMGB).

10 • NPS – Helicopter exclusive-use modules will consist of a minimum of eight 

11 fire-funded personnel. The NPS regions may establish larger crew size and 

12 standards for their exclusive-use helicopter crews based on the need for an 

13 all-hazards component (fire, search and rescue [SAR], law enforcement, 

14 and emergency medical technician (EMT). Exception to minimum 

15 helicopter crew staffing standards must be approved by the National 

16 Aviation Office. NPS helicopters operated in Alaska need only be staffed 

17 with a qualified HMGB.

18 • FS – Exclusive-use helitack crew sizes will satisfy the FSM 5700, chapter 

19 30, Helicopter Minimum Staffing requirements. At such time national crew 

20 size standards are established, the applicable national standard must be 

21 satisfied. Any deviation from the standard and the reason for the deviation 

22 must be found acceptable to the Rotor Wing Branch Chief. Experience 

23 requirements for exclusive-use helicopter positions are listed in FSFAQG, 

24 chapter 4.

25 • BIA – For exclusive use helitack crew size standards, see NAP, Appendix 5, 

26 Exclusive Use Helicopter Module Position Standards. On-call helitack and 

27 all helicopter personnel responsibilities are outlined in the NWCG 

28 Standards for Helicopter Operations. All helitack training and currency 

29 requirements are contained in the PMS 310-1. Each region hosting 

30 exclusive-use/on-call helicopters is responsible for providing essential 

31 management, overhead, equipment, facilities, and the resources necessary 

32 to fully support the helitack crew. Host regions are encouraged to increase 

33 helitack crew size minimum requirements to enhance operational efficiency. 

34 Recommended minimum staffing levels:

35 ○ Type 3 helicopter – 10 helitack personnel

36 ○ Type 2 helicopter – 15 helitack personnel

37 Operational Procedures

38 The NWCG Standards for Helicopter Operations (PMS 510) is policy for 

39 helicopter operations.

40 Helibase

41 All helibases with two or more helicopters used for fire operations will have a 

42 helibase manager (HEBM) assigned and follow standards outlined in the NWCG 

43 Standards for Helicopter Operations. 
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Release Date: January 2023 343

1 Communication

2 The helitack crew standard is one handheld, programmable, multi-channel FM 

3 radio per every two crew persons, and one multi-channel, VHF-AM, 

4 programmable radio in the primary helitack crew (chase) truck. Each helitack 

5 crew (chase) vehicle will have a programmable VHF-FM mobile radio. Each 

6 permanent helibase will have a permanent programmable FM radio base station 

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

8 Transportation

9 Dedicated vehicles with adequate storage and security will be provided for 

10 helitack crews. The required gross vehicle weight (GVW) of the vehicle will be 

11 dependent upon the volume of equipment carried on the truck and the number of 

12 helitack crewmembers assigned to the crew.

13 • BLM/BIA – Minimum vehicle configuration for a seven-person crew will 

14 consist of one class-661 helitack support vehicle and one class-156 or 

15 class-166 vehicle.

16 Training and Experience Requirements

17 All helitack members will meet fire qualifications as prescribed by the PMS 

18 310-1 and their agency manual requirements. The following chart establishes 

19 experience and training requirements for FS, BLM, NPS, FWS, and BIA

20 exclusive-use, fire helicopter crew positions.

21 • BIA – Follows the guidance put forth in the National Aviation Plan 

22 regarding fire helicopter position standards.

23 Non-exclusive-use helicopter crewmembers (HECM) and HMGBs should also 

24 meet the following currency requirements.

25 Note: The Interagency Aviation Training Guide states additional aviation 

26 training requirements (“A” courses). The guide is available at 

27 https://www.iat.gov/docs/IAT_Guide.pdf.

28 Exclusive-Use Fire Helicopter Position Prerequisites

Position1

Minimum Prerequisite 

Experience2

Minimum Required 

Training3

Currency 

Requirements

Fire 

Helicopter 

Crew 

Supervisor

One season4 as an assistant 

fire helicopter crew 

supervisor; IC, type 4 (ICT4), 

HMGB, HEBM

RT-3725

RT-130

Assistant Fire 

Helicopter 

Crew 

Supervisor

One season as a fire 

helicopter squad boss, ICT4, 

HMGB, HEBM trainee (T)

ICS-200, S-215, S-219, 

S-260, S-270

RT-3725

RT-130

Fire 

Helicopter 

Squad Boss

One season as a fire HECM,

FFT1; IC, type 5 (ICT5) 

S-211, S-212 RT-130
CHAPTER 16 AVIATION OPERATIONS AND RESOURCES

344 Release Date: January 2023

Position1

Minimum Prerequisite 

Experience2

Minimum Required 

Training3

Currency 

Requirements

Fire 

Helicopter 

Crewmember

One season as a FFT2,

HECM position task book

S-271 RT-130

1 All exclusive-use fire helicopter positions require an arduous fitness rating. 2 Minimum experience and qualifications required prior to performing in the exclusive-use position.

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

requirements of the previous level(s).

4 A “season” is continuous employment in a primary wildland fire position for a period of 90 days or 

more. 5 After completing S-372, must attend Interagency Helicopter Manager Workshop (RT-372) within 

three years and every three years thereafter.

1 Note: Exceptions to the above position standards and staffing levels may be 

2 granted on a case-by-case basis by the BLM National Aviation Office, NPS 

3 regional office, FWS regional office, or FS regional office as appropriate.

4 • Some positions may be designated as COR/Alternate-COR. If so, see 

5 individual agency COR training and currency requirements.

6 • Fire HMGBs are fully qualified to perform all the duties associated with a 

7 resource helicopter manager.

8 Helicopter Rappel and Cargo Let-Down

9 BLM/NPS/BIA rappel and cargo let-down operations will follow the 

10 Interagency Helicopter Rappel Guide (IHRG). FS rappel programs will follow 

11 the National Rappel Operations Guide (NROG). Any exemption to the 

12 identified guides must be requested by the program through the state/region for 

13 approval by the National Aviation Office (BLM/NPS/BIA), or Director of Fire 

14 and Aviation (FS).

15 • BLM – BLM personnel involved in an interagency rappel program must 

16 have SFMO approval.

17 • NPS/BIA – Approval is required by the national office.

18 • FS – Approval is required by the national office.

19 All rappel and cargo let-down operations will follow the IHRG, as policy. Any 

20 exemption to the guide must be requested by the program through the 

21 state/region for approval by the National Aviation Office (BLM/NPS), or 

22 Director of Fire and Aviation (FS).

23 Single-Skid, Toe-In, and Hover Exit/Entry (STEP)

24 STEP missions may include insertion/extraction of personnel (firefighters, 

25 medical technicians, or rescuers) in support of operations and medical incidents, 

26 such as initial attack, large fire support, helispot construction, repeater missions,

27 in areas where a ground-based approach or evacuation would expose rescuers, 

28 firefighters, and injured or ill personnel to greater risk.

29 Any STEP program must be approved by the appropriate agency national office.
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1 • BLM – BLM STEP protocols are outlined in the BLM National Aviation 

2 Plan.

3 • NPS – NPS STEP protocols are outlined in the NPS RM-60. 

4 Short Haul for Wildland Fire

5 Any short haul for wildland fire program must be approved by the appropriate 

6 agency national office.

7 • NPS – Helicopter Short-Haul Operations Plan.

8 Short Haul 

9 To transport one or more persons suspended beneath a helicopter. Short haul

10 includes insertion or extraction of firefighters, medical technicians or rescuers 

11 for suppression operations and medical rescues. Missions may include extraction 

12 of personnel from areas where a ground-based approach or evacuation would 

13 expose rescuers, firefighters, injured or ill personnel to greater risk.

14 All short-haul programs must be approved by the appropriate agency national 

15 headquarters.

16 • NPS/FS/BIA – National office approval is required.

17 All short-haul operations will comply with the following policy:

18 • NPS – Helicopter Short-Haul Operations Plan.

19 • FS –Forest Service Standards for Short-Haul Operations.

20 Exemptions to the policy must be requested by the program through the regional 

21 office for approval by the National Aviation Office (NPS) or Director of Fire 

22 and Aviation (FS).

23 Aerial Ignition

24 The NWCG Standards for Aerial Ignition (PMS 501) is policy for all aerial 

25 ignition activities.

26 Fire Chemical Avoidance Areas

27 See chapter 12 (Suppression Chemicals and Delivery Systems) for guidance.

28 Aerial Supervision Principles for ATGS, HLCO, ASM, and Leadplane

29 The response speed of aerial supervision resources contributes greatly to 

30 established aggressive initial attack doctrine and should be utilized accordingly.

31 Exclusive-use (agency-owned or contracted) air tactical group supervisor 

32 (ATGS) and helicopter coordinator (HLCO) resources are geographic area 

33 coordination center (GACC) shared resources. These resources are part of a 

34 national response framework and are located at bases that provide the best 

35 strategic advantage for incident response within their zone in direct support of 

36 the airtanker and helicopter fleets. GACCs coordinate with their agencies to 

37 ensure response capabilities are commensurate to environmental conditions and 

38 provide support to NICC for national priorities. Agency program managers 

39 (national/regional) work with GACCs to provide expertise and make 
CHAPTER 16 AVIATION OPERATIONS AND RESOURCES

346 Release Date: January 2023

1 recommendations that support fire preparedness and suppression objectives for 

2 their agency and when available, their cooperators.

3 Aerial supervision resources will be dispatched when available to initial4 /extended-attack incidents in order to enhance safety, effectiveness, and 

5 efficiency of aerial/ground operations.

6 When aerial supervision resources are co-located with airtankers, they will be 

7 dispatched together (ATGS, ASM, leadplane and HLCO) to maximize the 

8 safety, effectiveness, and efficiency of incident operations unless the required

9 aerial supervision is currently on scene of the incident. 

10 Incidents with three or more aircraft flying missions at the same time must have 

11 aerial supervision in the form of ATGS, ASM/leadplane or HLCO ordered by 

12 the unit maintaining operational control (operations may be continued while the 

13 aerial supervisor is en route to the incident or operations can be continued if the 

14 resource is not available and assigned resources are notified). During times of 

15 aerial supervision absence, aircraft shall coordinate with each other to 

16 implement tasks and objectives as prioritized by the official in charge (i.e., IC or 

17 operations). A qualified smokejumper spotter (senior smokejumper in charge of 

18 smokejumper missions), rappel spotter, or short-haul spotter may coordinate 

19 their respected operations with on-scene aircraft over a fire until qualified aerial 

20 supervision arrives.

21 See NWCG Standards for Aerial Supervision, page 34, table 1 for incident aerial 

22 supervision requirements. Refer to 

23 https://www.nwcg.gov/sites/default/files/publications/pms505.pdf.

24 Operational Procedures and Policy

25 The NWCG Standards for Aerial Supervision (PMS 505) provides operational 

26 procedures for all aerial supervision resources. The NWCG Standards for Aerial 

27 Supervision and additional aerial supervision forms are maintained online at the 

28 NWCG website https://www.nwcg.gov/publications/505.

29 The NWCG Standards for Wildland Fire Position Qualifications (PMS 310-1) 

30 provides training, qualification, and currency standards.

31 

32 The NWCG Standards for Aerial Supervision contains additional requirements 

33 and is policy for the BLM, NPS, FWS, FS and BIA.

34 Air Tactical Group Supervisor

35 The ATGS coordinates incident airspace and manages incident air traffic. The 

36 ATGS is an airborne firefighter who coordinates, assigns, and evaluates the use 

37 of aerial resources in support of incident objectives. Specific duties and 

38 responsibilities are outlined in the NWCG Standards for Aerial Supervision

39 (PMS 505).
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Release Date: January 2023 347

1 Program Management

2 The air attack program is managed at the national level by agency program 

3 managers. The National Interagency Aviation Committee (NIAC) provides 

4 guidance through the Interagency Aerial Supervision Subcommittee (IASS), 

5 which authorizes an agency program manager/ATGS GACC representative to 

6 provide operational and programmatic oversight at the geographic area level.

7 Training

8 Classroom training is completed per the PMS 310-1. Field (flight) training 

9 assignments are coordinated and prioritized by the geographic area training 

10 representatives and agency program manager/ATGS GACC representatives. 

11 National interagency ATGS training aircraft have been identified and are 

12 utilized for the sole purpose of ATGS flight training.

13 Operational Considerations

14 • Ground resources will maintain consistent communication on assigned air 

15 to ground frequencies with aerial supervision to maximize the safety, 

16 effectiveness, and efficiency of aerial operations.

17 • Relief aerial supervision should be ordered for sustained operations to 

18 ensure continuous coverage over an incident.

19 • Personnel who are performing aerial reconnaissance and detection will not 

20 perform aerial supervision duties unless they are fully qualified as an 

21 ATGS.

22 • ATGS aircraft must meet the aircraft/avionics typing requirements listed in 

23 the NWCG Standards for Aerial Supervision and the pilot must be carded to 

24 perform the air tactical mission. Rotor-wing pilots are not required to be 

25 carded for air tactical missions.

26 Aerial Supervision Module and Leadplane

27 The aerial supervision module (ASM) and leadplane (LP) are national shared 

28 resources. 

29 The ASM is crewed with both a leadplane pilot (LPIL) and an air tactical 

30 supervisor (AITS). These individuals are specifically trained to operate together 

31 as a team. The resource is primarily designed for providing both functions 

32 (leadplane pilot and ATGS) simultaneously from the same aircraft but can also 

33 provide single-role service. 

34 The leadplane is staffed with a single pilot and provides coordination with fixed35 wing airtankers and water scooping aircraft.

36 Operational Considerations

37 Any operation that limits the national resource availability must be approved by 

38 the agency program manager. 

39 Aerial or incident complexity and environmental considerations will dictate 

40 when the ASM ceases low-level operations. The ASM flight crew has the 

41 responsibility to determine when the complexity level of the incident exceeds 
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1 the capability to perform both ATGS and leadplane functions from one aircraft.

2 The crew will request additional supervision resources or modify the operation 

3 to maintain mission safety and efficiency.

4 Policy

5 Only those individuals authorized by the National Aviation Office (BLM)/FS6 standardization pilot/State aviation official and approved by the regional

7 aviation officer/BLM state aviation manager/State aviation official will be 

8 certified to function as an AITS.

9 Aerial Supervision Module Program Training and Qualifications

10 Training and qualification requirements for ASM crewmembers are defined in 

11 the NWCG Standards for Aerial Supervision. 

12 Aerial Supervision Coordination

13 National coordination and management of ASM and LP resources are required 

14 to ensure national coverage and capability. Agency aerial supervision/flight 

15 operation program managers (national/regional) will work with the NICC and 

16 GACCs to ensure staffing, aircraft readiness, and availability.

17 Reconnaissance or Patrol Flights

18 The purpose of aerial reconnaissance or detection flights is to locate and relay 

19 fire information to management. In addition to detecting, mapping, and 

20 providing fire sizeup, this resource may be utilized to provide ground resources 

21 with intelligence on fire behavior, to the IC when appropriate, and describe 

22 access routes into and out of fire areas for responding units. Only qualified aerial 

23 supervisors (ATGS, AITS, HLCO and LPIL) are authorized to coordinate 

24 incident airspace operations and give direction to aviation assets. Flights with a 

25 “reconnaissance, detection, or patrol” designation should communicate with 

26 tactical aircraft only to announce location, altitude and to relay their departure 

27 direction and altitude from the incident.

28 Airtankers

29 Federally contracted airtankers are national resources. Geographic areas 

30 administering these aircraft will make them available for initial attack and 

31 extended-attack fires on a priority basis regardless of GACC boundaries. Early32 activation for large fire support can have a significant effect on the resource 

33 availability late in the day. NICC must be included in this discussion. The 

34 rationale for use of airtankers prior to normal start times for large fire support 

35 must include obtainable incident objectives in support of ground resources. 

36 Host GACCs will check with NICC prior to releasing flight crews on type 1 and 

37 type 2 airtankers and VLATs for the day when those resources are not being 

38 used within the host area and could be utilized elsewhere for emerging or 

39 ongoing fire activity.

40 LATs are primarily used for initial attack and are initial attack capable without 

41 leadplane/ASM supervision. VLATs are primarily used for large fire support 
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1 and require leadplane/ASM supervision to be on scene prior to arriving on the 

2 fire.

3 The National Interagency Mobilization Guide, chapter 50, “Airtankers,” 

4 contains additional direction regarding staffing and maintenance of support 

5 functions to mobilize national resources.

6 For aviation safety and policy concerning wildland fire chemicals see chapter 

7 12, “Suppression Chemicals and Delivery Systems.”

8 Federal airtankers are owned and operated by commercial vendors. Some States 

9 may contract for commercially owned airtankers, own airtankers, or order 

10 airtankers through compacts—either State-to-State or State-to-Canadian11 province. The management of airtankers is governed by:

12 • BLM – The requirements of the DM, BLM NAP, and BLM Manual 9400.

13 • FS – Airtankers operate in accordance with 14 CFR part 137, specific 

14 contracts, Grants of Exemption; Forest Service Manual (5700) and 

15 Handbook (5709.16); and the Forest Service Standards for Airtanker 

16 Operations.

17 • BIA – The requirements of the DM and BIA NAP.

18 Airtanker Types

19 Airtankers are typed according to their load capacity

20 (https://www.nwcg.gov/publications/pms200):

21 • Very large air tankers – 8,000 gallons or more

22 • Type 1 – 3,000 to 4,999 gallons

23 • Type 2 – 1,800 to 2,999 gallons

24 • Type 3 – 800 to 1,799 gallons

25 • Type 4 – up to 799 gallons

26 Very Large Airtankers

27 VLATs have some unique operational considerations including low-level 

28 supervision, terrain, airtanker base ramp operations and operations in the fire 

29 traffic area (FTA).

30 • The leadplane or ASM must be on scene prior to dispatching the VLAT.

31 • VLATs may be used on fires to augment type 1, type 2, and type 3 

32 airtankers, but not as a replacement.

33 • Aerial supervision (leadplane or ASM) is required by contract and 

34 interagency policy for VLATs while dropping retardant.

35 • VLATs are less maneuverable than large airtankers and should be used in 

36 less challenging terrain that affords better maneuverability and effectiveness 

37 for dispensing.

38 • VLATs minimum drop height is 250 feet above the ground or canopy cover 

39 whichever is higher. Generally, drop heights should increase when using 

40 higher coverage levels.

41 • VLATs require considerably more space and clearance from other aircraft 

42 within the FTA and more time to set up for drops.
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1 • Airtanker bases approved for VLATs are listed in the NWCG Airtanker 

2 Base Directory. 

3 State of Alaska Airtankers

4 Airtankers under contract to the State of Alaska may be mobilized to the lower 

5 48 as approved cooperator aircraft. Prior to mobilization to the lower 48, 

6 ordering agencies should confirm that current cooperator letters are in place for 

7 the requested aircraft and pilots permitting operations in the lower 48 States.

8 • FS – Convair 580 airtankers are not approved for use on Forest-Service9 protected lands.

10 International Airtankers and Water Scoopers

11 International airtankers and scoopers can be activated through the agreements, 

12 NIFC/other fire coordination center, or authority or through compacts (State-to13 Canadian province). 

14 Other international airtankers and water scoopers may operate individually like 

15 U.S. airtankers and scoopers.

16 • NIFC-ordered, Canadian/international aircraft – Aircraft ordered through 

17 the NIFC agreement with the foreign country may be used on Federal lands 

18 if the aircraft have been inspected and approved by FS letter. 

19 • Compact-ordered aircraft – Aircraft and flight crews ordered through State20 to-Canadian-province compacts will be considered non-federally approved 

21 cooperator aircraft unless they have been previously inspected and approved 

22 by the FS/DOI. 

23 The standard operating procedure for the Canadian or international airtankers 

24 and water scoopers is as follows: 

25 • If the pilot is not initial attack rated, the Canadian or international airtankers 

26 or water scoopers must be supervised by a Canadian Bird Dog or US 

27 ASM/leadplane or ATGS. 

28 • Canadian Bird Dogs may provide low-level target identification runs 

29 (“show me” pass) for either Canadian, international or US-contracted 

30 airtankers. 

31 • Canadian Bird Dogs are not authorized to “lead” US-federally-contracted

32 airtankers or other international airtankers. 

33 • Canadian Bird Dogs can perform the functions of an ATGS once approved 

34 by the US ordering agency. 

35 • US ASM/leadplanes are authorized to “lead” Canadian and international 

36 airtankers. 

37 • Canadian airtankers and water scoopers typically operate as a “group” with 

38 Canadian Bird Dogs as part of their operational model. 

39 • Canadian Bird Dogs have a Canadian air attack officer (AAO) on board and 

40 function similar to a US ASM. 
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1 Airtanker Rotation

2 The Federal, national airtanker fleet includes a mix of exclusive-use, CWN/on3 call type 1 and type 2 LATs, VLATs, or SEATs. To ensure consistent 

4 utilization, rotation, and management of the national airtanker fleet, the 

5 following is interagency direction for the management of airtanker rotation and 

6 supplements direction contained in NWCG Standards for Airtanker Base 

7 Operations (SABO) (PMS 508).

8 All LATs, VLATs and SEATs (including federally approved cooperator and 

9 Canadian and other international airtankers) operating from the same base shall 

10 be dispatched in rotation based on the type of airtanker requested on a first11 in/first-out basis regardless of contract type (exclusive-use, CWN/on-call or 

12 Forest-Service-owned) or the location of the incident.

13 First in/first out also applies to airtankers that are requested for a load/return. 

14 When an incident requires multiple loads of retardant, aerial supervisors/ICs will 

15 notify the appropriate dispatch center of the need for additional retardant and 

16 any operational retardant delivery requirements. To ensure timely and effective 

17 retardant delivery, dispatch will order the next available airtanker in rotation if 

18 an airtanker that meets the requirement of the request is available and located at 

19 the load and return airtanker base.

20 Exceptions

21 1. Airtankers that do not have an initial-attack-rated pilot in command will not 

22 be dispatched to a fire unless a leadplane or ASM is on scene upon the 

23 arrival of the airtanker. 

24 2. ICs/aerial supervision requests a specific type of resource (e.g., VLAT, 

25 LAT, or SEAT).

26 3. On-scene aerial supervision determines that the use of a specific 

27 make/model airtanker is not effective based on factors, such as risk, 

28 maneuverability in terrain, and/or effectiveness.

29 4. The next airtanker in rotation has an operating restriction at the base where 

30 the airtanker is being assigned. Operating restrictions may include fuel and 

31 retardant availability, airtanker base or airport restrictions, significant 

32 downloading of fuel or retardant based on performance, daylight remaining, 

33 or distance to the incident is not considered effective.

34 5. Repositioning of an airtanker closer to where their maintenance crews or 

35 supplies are available. (NICC will facilitate in coordination with the GACC.

36 6. A benefit to the Government would be realized by changing the rotation.

37 This will be facilitated by the GACC or NICC with consideration to days 

38 off, mission requirements, and/or anticipated need.

39 7. Airtankers are returning after day(s) off. Upon returning to availability from 

40 days off, these airtankers will be at the end of the rotation at the airtanker 

41 base. Airtankers working seven-day schedule retains their position in the 

42 rotation.
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1 8. MAFFS; NICC-ordered, State cooperators; and NICC-ordered, international

2 airtankers will begin rotation at that base after the contracted airtanker(s) at 

3 the beginning of each day.

4 9. Water scoopers will not be included in airtanker base rotations.

5 Rotation of State Airtankers

6 Rotation of State resources on State incidents at a State airtanker base is 

7 established by their agency. 

8 In cases where federally approved, State airtankers are operated in conjunction 

9 with federally contracted airtankers on an incident primarily on Federal lands, 

10 the State airtankers are added to the rotation after the Federal airtankers at the 

11 beginning of each day.

12 Additional Information

13 FS-/DOI-contracted airtankers, when assigned to incidents managed by other 

14 agencies or State cooperators remain under the direction of the contracting 

15 agency. FS-/DOI-contracted airtankers are bound only by their contract and will 

16 be treated fairly and equitability during their assignment with other Federal or 

17 State agencies.

18 Airtanker Payloads

19 Loading type 2, type 1 or VLAT airtankers with water or dropping water 

20 operationally shall not occur unless the FS National Airtanker Program Manager

21 has been notified. Use of water operationally from these airtankers will require 

22 the following prior to notification: 

23 • Use of retardant is restricted by the fire management plan (FMP) for the 

24 unit requesting the approval to use water. A copy of the section of the FMP 

25 restricting use of retardant shall be provided to the Forest Service National 

26 Airtanker Program Manager with the notification. 

27 ○ Prior to ordering an airtanker, the receiving unit should request the 

28 appropriate water aerial dispensing aircraft, such as a water scooper or 

29 helicopter.

30 During pre- or post-season fires, loading airtankers with water may be necessary 

31 when the nearest airtanker base may not be operational and capable of loading 

32 retardant. Once an airtanker base is operational and can load retardant, use of 

33 water shall cease.

34 Use of water enhancers (gels) is strictly prohibited in type 2, type 1 or VLAT 

35 airtankers contracted by the FS.

36 Large and Very Large Airtanker Coordination

37 National coordination and management of FS-contracted airtankers is required 

38 to ensure there is airtanker coverage, response, and capability nationwide. The 

39 FS Airtanker Program Manager and FS Fixed-wing Coordinator coordinate and 

40 manage airtanker readiness and availability, capability, and response with 

41 vendors, national aviation staff, and NICC. 
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1 Airtanker Base Operations

2 Certain parameters for the operation of airtankers are agency specific. For 

3 dispatch procedures, limitations, and times, refer to geographic area 

4 mobilization guides and the NWCG Standards for Airtanker Base Operations 

5 (SABO). 

6 All permanent, CWN and temporary bases will have an airtanker base 

7 operations plan (ABOP), and a qualified ATBM prior to operations out of the 

8 airtanker base airport. All personnel conducting airtanker base operations should 

9 review the SABO and have it available. ATBMs are authorized to manage 

10 SEATs, the ATBM should review the SABO and have it available. Both large 

11 airtankers as well as SEATs have applicable aircraft contracts that will be 

12 available for reference, as well as the national long-term, fire-retardant contract.

13 Regions, States, and GACCs shall coordinate airtanker base activation and 

14 closing dates with the appropriate agency airtanker base specialist to ensure 

15 national airtanker response and capability is maintained.

16 • FS – National job codes for airtanker base early activation or late closing 

17 is available to support national response and capability.

18 Loading Operations

19 FS-contracted airtankers and modular airborne firefighting system (MAFFS) 

20 airtankers shall be loaded using a mass flow meter to measure the payload in 

21 pounds. Refer to the Forest Service Airtanker Operations Plan for more 

22 information at

23 https://www.fs.usda.gov/managing-land/fire/aviation/publications. 

24 Airtanker Base Personnel

25 There is identified training for the positions at airtanker bases; the SABO

26 contains descriptions of airtanker base support positions and their roles and 

27 responsibilities. The PMS 310-1 lists required training for these positions. 

28 The ATBM provides supervision and coordination of airtanker base operations. 

29 The ATBM may report to the local aviation manager and/or incident aviation 

30 manager.

31 Startup/Cutoff Time for Multi-Engine Airtankers

32 Refer to the NWCG Standards for Aerial Supervision (PMS 505).

33 Single Engine Airtankers

34 Single Engine Airtanker Operations, Procedures, and Safety

35 The NWCG Standards for Airtanker Base Operations (SABO) (PMS 508) 

36 defines operating standards and is policy for both the DOI and FS. All 

37 permanent and temporary SEAT bases will have a SEAT base operating plan, 

38 and a qualified single engine airtanker manager (SEMG) or ATBM prior to 

39 operations out of the SEAT base airport.
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354 Release Date: January 2023

1 Single Engine Airtanker Manager Position

2 The SEMG duties and responsibilities are outlined in the NWCG Standards for 

3 Airtanker Base Operations (SABO) (PMS 508). The PMS 310-1 lists required 

4 training for the SEMG position, ATBM position, and other base support 

5 positions. SEMGs may also refer to the SABO for base support duties and 

6 responsibilities. 

7 The SEMG provides supervision and coordination of SEAT base operations and 

8 base support personnel. The SEMG may report to the local aviation manager, 

9 incident aviation manager, or ATBM if applicable. SEMGs assist in ensuring 

10 adherence to contract regulations, safety and policy requirements, and fiscal 

11 accountability. 

12 Operational Procedures

13 Using SEATs in conjunction with other aircraft over an incident is standard 

14 practice. Agency or geographical area mobilization guides may specify 

15 additional procedures and limitations.

16 Depending on location, operator, and availability, SEATs can drop suppressants, 

17 water, or approved chemical retardants. Because of the load capacities of the 

18 SEATs (500 to 800 gallons), quick turn-around times should be a prime 

19 consideration.

20 SEAT operations at established airtanker bases or reload bases are authorized.

21 All BLM and FS airtanker base operating plans will permit SEAT loading in 

22 conjunction with LATs. 

23 Multi-Engine Water Scoopers

24 FS-contracted; exclusive-use; and CWN, multi-engine water scoopers are 

25 national resources. Geographic areas administering these aircraft will make them 

26 available for initial attack and extended-attack fires on a priority basis. 

27 Generally, a water scooper manager will be assigned by the FS National 

28 Aviation Office. The manager will be on site to coordinate water scooper 

29 operations, logistics, and water-body assessment. 

30 FS-contracted, multi-engine water scoopers, by contract, shall not use retardant, 

31 foam, or gels.

32 Smokejumper Pilots

33 The Interagency Smokejumper Pilot Operations Guide (ISPOG) serves as policy 

34 for smokejumper pilot qualifications, training, and operations.

35 Helicopters

36 Helicopter Types

37 The minimum specifications for the typing of helicopters are by useful load, 

38 passenger seats, water or retardant carrying capability, and maximum gross 

39 weight. (Refer to https://www.nwcg.gov/publications/pms200.)
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1 ICS Type Specifications for Helicopters

Attributes Type 1 Type 2 Type 3

Useful load at 59° F at sea level 5,000 pounds 2,500 pounds 1,200 pounds

Passenger seats 15 or more 9-14 4-8

Retardant or water carrying 

capability 700 gallons 300 gallons 100 gallons

Maximum gross 

takeoff/landing weight 12,501+ pounds 6,000-12,500 pounds

up to 6,000 

pounds

2 The National Interagency Mobilization Guide, chapter 50, contains additional 

3 direction regarding staffing and maintenance support functions to mobilize 

4 national resources. For aviation safety and policy concerning wildland fire 

5 chemicals (water enhancers, retardants, and foams), reference 

6 https://www.fs.usda.gov/rm/fire/wfcs/. Other helicopter information can be 

7 found in the NWCG Standards for Helicopter Operations (PMS 510) at 

8 https://www.nwcg.gov/publications/510. 

9 • FS – The use of fire chemicals mixed with on board injection or blending 

10 systems is not permitted on Forest-Service-contracted aircraft. Water 

11 enhancers may be mixed and loaded from ground-based equipment when 

12 demand mixed through a proportioner; or batch mixed to the qualified mix 

13 ratio in a separate tank, then transferred into a dip tank. Compliance with 

14 the Forest Service Qualified Product List 

15 (https://www.fs.usda.gov/rm/fire/wfcs/) to include qualified, required mix 

16 ratios, is mandatory.

17 Military or National Guard Helicopters and Pilots

18 The Military Use Handbook will be used when planning or conducting aviation 

19 operations involving regular military aircraft. Ordering military resources is 

20 done through NICC; National Guard resources are utilized through local or State

21 memorandum of understanding (MOU).

22 Modular Airborne Fire Fighting System (MAFFS)

23 The MAFFS Operating Plan (available from NICC) will be used when planning 

24 or conducting aviation operations involving MAFFS military aircraft. Ordering 

25 MAFFS is done through the NICC; MAFFS are utilized through a national 

26 agreement (see the National Interagency Mobilization Guide). Several States 

27 have the ability to activate MAFFS through separate agreements that do not 

28 require ordering through NICC.

29 Cooperator Aircraft

30 Cooperator-contracted aircraft also on an existing Federal contract with Federal

31 aircraft and pilot cards may be utilized on federally protected lands when 
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356 Release Date: January 2023

1 cooperative agreements are in place and the aircraft have been approved by 

2 USDA Forest Service/DOI letter. 

3 Cooperator-contracted, exclusive-use aircraft not on an existing Federal contract 

4 may be considered for approval on a case-by-case basis when cooperative 

5 agreements are in place. Approval will be by USDA Forest Service/DOI letter.

6 Cooperator-owned/-operated aircraft may be utilized on federally managed fires 

7 when cooperative agreements are in place and the aircraft have been approved 

8 by FS/DOI letter. Cooperator-owned/-operated aircraft meeting requirements of 

9 the NWCG Standards for Interagency Cooperator Type 2 and Type 3 

10 Helicopters or other applicable NWCG standards may be utilized on federally 

11 protected lands when cooperative agreements are in place and the aircraft have 

12 been approved by FS/DOI letter.

13 All cooperator aircraft used on federally protected lands must be approved by 

14 FS/DOI letter. 

15 Utilization of approved, cooperator aircraft shall be limited based on 49 United 

16 States Code §40125. 

17 • All approved cooperator aircraft used on federally managed fires shall be 

18 released when Federal aircraft become reasonably available. 

19 • The use of cooperator aircraft must involve a “significant and imminent 

20 threat to life or property” documented daily on the Cooperator Aircraft Use 

21 Validation Worksheet (National Interagency Mobilization Guide, chapter 

22 80 Forms) to document the justification for aircraft utilization.

23 Non-Federally Approved Cooperator Aircraft

24 Cooperator-contracted, exclusive use aircraft not on an existing Federal contract 

25 may be considered for approval on a case-by- case basis when cooperative 

26 agreements are in place.

27 The following conditions apply for non-federally approved aircraft: 

28 • No Federal employees are allowed to ride on board the aircraft. 

29 • No Federal employee may be assigned to a position that exercises 

30 contractual control. 

31 • Federal personnel may load retardant at Federal airtanker bases, regardless 

32 of jurisdiction. 

33 • Federal personnel may provide aerial supervision (ATGS, ASM, HLCO, 

34 leadplane) under existing standard operating procedures and agreements. 

35 • The aircraft remains under State operational control regardless of the 

36 agency affiliation of the firefighters directing the aircraft on an incident 

37 with State jurisdiction. 

38 • The aircraft are approved to interact with Federal dispatch personnel as long 

39 as the aircraft remains under the operational control of the State or for 

40 safety reasons. 

41 Under emergency circumstances, where human life is immediately at risk by 

42 wildland fire on lands under Federal protection, a Federal line officer can 
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Release Date: January 2023 357

1 approve the use of non-federally approved aircraft. This exemption must only 

2 take place when sufficient Federal firefighting aircraft are not readily available 

3 to meet the emergency need. Federal line officers are encouraged to consult with 

4 agency aviation management personnel to aid in decision-making.

5 Approving Federal line officer must document exemptions in accordance with 

6 agency guidance to include submitting a SAFECOM 

7 (https://www.safecom.gov/) within 24 hours.
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