table of contents - ordvac.comordvac.com/soro/library/aviation/2013/aviation plans/201… · web...

AVIATION MANAGEMENT PLAN

Willamette NF/Eugene BLM

2013

REVIEWED: Wayne Hunnicutt __________ ____ Unit Aviation Officer, acting DATE

REVIEWED: ____ Regional Aviation Safety Manager DATE

APPROVED: _ /s/ Aaron Schoolcraft ___ ____ Regional Aviation Officer DATE: 6/17/13

APPROVED: _/s/ Kurt S. Kleiner _____________ BLM State Aviation Manager DATE: 6/14/13

APPROVED: _ ____________________________________ ___ Forest Fire Staff Officer DATE

APPROVED: _ _______________________________________ ___Eugene BLM District Manager DATE

APPROVED: _ ___________________________________________Forest Supervisor DATE

Willamette NF/Eugene BLM District Aviation Plan

TABLE OF CONTENTS

I. AVIATION MANAGEMENT PLAN SUPPLEMENT Page

A. PURPOSE OF THIS SUPPLEMENT 4

B. POLICY AND DIRECTION 4

C. PROGRAM OVERVIEW 4Call When Needed (CWN) AircraftFacilitiesNon-Fire Uses

D. ORGANIZATION AND STAFFING 5 Forest Supervisor/District ManagerUnit Aviation Officer (UAO)Dispatch Center ManagerDistrict Aviation Officer (DAO)Contracting OfficerProject Aviation OfficerHelicopter ManagerFixed Wing Flight ManagerAircrew Member and PassengersAll Willamette NF/Eugene BLM Employees

E. TRAINING 8

F. AVIATION MANAGEMENT ACTIVITIES 9Aircraft Uses on the Willamette NF/Eugene BLM District

Aerial Detection/ReconnaissanceResource ReconnaissanceSuppressionAdministrative TravelAerial Application – Seed, Fertilizer, SprayingAerial IgnitionExternal LoadsLaw EnforcementOther Aviation Projects

G. AIRCRAFT 10Government Owned/Leased and Operated AircraftCall When Needed AircraftOther Agency AircraftEnd Product ContractsAircraft Ordering, Scheduling, Dispatching and TrackingFinancial Management and Reporting

of 25 06/06/2013


Search and Rescue

H. AVIATION ACCIDENT PREVENTION PROGRAM 17Personal Protective Equipment (PPE)Risk Analysis; common to all flightsRisks and Hazards that are Common to all Aircraft OperationsAccident/Incident Reporting

I. PROGRAM AND ACTIVITY MONITORING, REVIEW, AND FOLLOW UP 22

II. AVIATION OPERATIONS PLAN

A. HAZARD MAPS 23

B. AIR SPACE COORDINATION 23

C. PERSONNEL DIRECTORY 24Willamette NF/Eugene BLM Unit Aviation OfficerUnit and Regional Aviation Organization

D. REFERENCES 25

of 25 06/06/2013


I. AVIATION MANAGEMENT PLAN SUPPLEMENT

A. PURPOSE OF THIS SUPPLEMENT

The purpose of this plan is to align Unit Aviation planning and operations with National and State/Regional standards. This plan is designed to accompany and supplement USFS and BLM National and State/Regional Aviation Safety and Management Plans, Forest Service Manual 5700, BLM 9400 Manual, and applicable handbooks and Operational Guides to derive one complete planning document. Another purpose is to aid the user in discovering the scope of aviation services available on the Willamette NF/Eugene BLM District and the policies, regulations, and procedures to be followed while involved with the program. This plan also identifies the interagency personnel involved in aviation management and their responsibilities.

B. POLICY AND DIRECTION

The purpose of aviation management on the Willamette N.F. (WIF) /Eugene BLM District (EUD) is to provide safe, efficient and economical use of aircraft in conjunction with land management activities and fire suppression objectives. It is believed that this goal may only be accomplished with thorough risk assessment, planning and management. This document is specific to the WIF/EUD, and is the guiding document to all aviation activities on the Willamette NF and the Eugene BLM District. Only direction more specific or restrictive than that contained in parent plans, manuals, handbooks, and guides will be included. Information from those parent plans, manuals, handbooks, and guides may be included where it is important to include as a reference. This document is the basic foundation for effective mission accomplishment with minimal risk factors to aviators, participants and management.

All aviation operations will be planned and conducted under applicable direction and criteria specified in the Forest Service Manual (FSM 5700 Aviation Management), National and Regional Aviation Safety and Management Plan , DOI 350-354 DM, Bureau of Land Management National Aviation Plan (NAP) and 9400 aviation policy, 14 CFR-Federal Aviation Regulations (FARs); National, Regional, State and Forest directives and plans. This plan references and supplements those plans and handbooks. Operational Guides will be utilized to supply guidelines, but do not necessarily supply policy or direction unless otherwise noted within this plan. (Many guides, such as the Interagency Helicopter Operations Guide, or IHOG, have been adopted by the USFS and BLM as policy.) Employees of the Willamette NF/Eugene BLM District will always conform to direction supplied within this plan, regardless of aircraft ownership or procurement authority. Intra-agency aircraft and personnel conducting operations on the Willamette NF/Eugene BLM District administered land will be expected to operate under standards set forth within this plan, or their home unit plan, whichever is more restrictive.

This document is only a tool with which effective planning may be accomplished. Responsibility and the corresponding authority for management is assigned to individual’s on-scene and in the dispatch section to maintain vigilance and hold to the standards established in this and other plans, in order to assure safety in all aspects of our operations. The WIF/EUD Aviation Plan is reviewed and approved annually and updated as necessary. The aviation programs contained in this plan are all within the scope and expertise of the Unit Aviation Staff to plan and supervise.

C. PROGRAM OVERVIEW

Nature and Scope of Forest and District Aviation Program: Winds aloft and terrain frequently create strong updrafts and downdrafts when light aircraft are operated in mountainous terrain. Occasionally, when strong downdrafts are encountered, light single engine aircraft are unable to maintain altitude even with maximum available power applied. Precise aircraft control (in pitch, roll and yaw) and the ability to maintain consistent altitude and airspeed are occasionally compromised in mountain turbulence depending on the wind speed and direction aloft and how the aircraft is positioned relative to the terrain (i.e. AGL altitude, upwind vs. downwind side of ridges, etc.)

The west side of the Oregon Cascades typically receives showery precipitation, areas of fog, or limited visibility conditions which can develop quickly during the spring months. Reduced visibility may persist well after precipitation ceases.

Typical flying altitudes vary from 500 to 9800 feet in elevation, and the terrain over which the flight will occur is primarily steep and heavily timbered. One significant hazard is that prolonged flight over terrain in which a safe landing in the event of an engine failure is not possible, and vegetative cover that will not allow a downed aircraft to be quickly or easily located, nor will likely allow for a timely SAR operation to be conducted. Compromised or inadequate flight following could further delay a SAR response for a downed aircraft.

of 25 06/06/2013


Call-When-Needed (CWN) Aircraft: Call-When-Needed Contractors are a major supplier of aircraft services on the Willamette NF/Eugene BLM District. Services for light (Type III) helicopters are procured through the Region 6 Light Helicopter Contract. BLM missions utilize the OAS On-Call Small Helicopter Contract. Type 1 and 2 helicopters may be ordered under the “USFS National CWN Heavy (Type 1) and Medium (Type 2) Helicopter Services” contract through the Dispatch Coordination system. (BLM orders are filled through a “Task Order” to OAS that is processed at NICC.) The USFS Contracting Officer is located in Redmond, Oregon as a member of the Regional Aviation Group, and the Contracting Officers Representative will be designated by the R-6 Aircraft Contracting Officer. Fixed wing aircraft will be ordered in like manner from the appropriate USFS or OAS contract sources.

Facilities: The Willamette NF/Eugene BLM District maintains three permanent or semi-permanent aviation facilities; either under agreement with private and public land owners or on Forest Service administered land. The use of Oakridge Airport located in Westfir is secured by lease agreement. Helibase facilities at McKenzie River Ranger District and Santiam River Ranger Districts are located on Forest Service administered land.

Alternate helibase facilities are located at Santiam Airstrip (8S3) on the McKenzie River Ranger District.

Non-Fire Uses: Non-fire uses of aviation resources on the Willamette NF/Eugene District include; search and rescue, law enforcement, administrative flights, reconnaissance (other than fire detection flights), aerial ignition, aerial application, collection services, and special Regional flights. Non-fire projects, other than those covered in the Planned Aircraft Uses portion of this document will require an approved Project Aviation Safety Plan (PASP) before proceeding.Ordering of aircraft, whether for fire or project work, will be channeled through Eugene Interagency Communication Center (EICC). Orders for aircraft for project work will be accompanied by an approved PASP. Employees who supervise or participate on non-fire aviation missions must meet the applicable Interagency Aviation Training (IAT) standards as required by FSM 5716.03 and 5725.06 (for USFS employees), DOI-OPM 4 and National Aviation Plan (NAP) for BLM employees, as described in Section E. of this Plan. NWCG (Fire) aviation qualifications frequently match or exceed the IAT training standards. The acceptable crosswalks of approved positions are documented in the IAT Guide.

D. ORGANIZATION AND STAFFING

Forest Supervisor/District Manager

The Forest Supervisor/District Manager is responsible for all aviation activities on the Willamette NF/Eugene BLM District and has delegated their authority to the Unit Aviation Officer (UAO) to advise and counsel users of aircraft. The Forest Supervisor/District Manager is actively involved in the planning process through the UAO.

Unit Aviation Officer (UAO)

The UAO is responsible for the planning and supervision of the Interagency Aviation Program. The UAO oversees aircraft operations for compliance with policy and standards in all situations and initiates action for aircraft accident/incident reports and investigations. It is our expectation that the UAO will take action to ensure that all unit aviation programs and activities are conducted with a high regard for employee and public safety. All applicable laws and agency policies are to be adhered too. The risk assessment procedures and risk management principles to be followed are described in the PNW Aviation Management Plan, the IHOG, and/or the Interagency Safety Management Systems (SMS) Risk Assessment Workbook.

The UAO is to work closely with line and staff officers along with local fire management officials to accomplish mission objectives. The UAO is to be pro-active in the approach to all aviation issues. The UAO will provide aviation technical expertise in the interpretation of aviation policies between agencies. Any policy differences between agencies that cause conflict should be resolved with involvement of State and Regional Office Aviation Managers. The UAO will establish and maintain relations with SORO aviation managers, unit line and staff officers, and aviation personnel employed by unit cooperators. The UAO is delegated the responsibility for review and coordination of Project Aviation Safety Plans (PASPs) required for each flight operation on the WIF/EUD. When delegated the authority by the regional office, the UAO may approve USFS PASPs as long as the concurrent plans remain within approved parameters. Note: Although the BLM National Aviation Plan only requires the State Aviation Manager to review PASPs with a risk assessment that rates out at “High” or above, the current BLM OR/WA SAM requests at least a courtesy copy of all BLM PASPs sent to the State Office to be reviewed and retained on file.

of 25 06/06/2013


This delegation carries full authority and responsibility in all aviation matters related to Resource, Law Enforcement, and Fire Operations up to and including all incidents. The UAO is authorized to stop any aviation activity which violates agency policy or direction, exhibits unacceptable risk, or jeopardizes the safety of employees or the public. This delegation does not carry the authority to deviate from any policy except in an immediate life and death emergency.

The UAO shall have a thorough knowledge of Aviation policy, regulations, manuals and guides concerning aircraft safety and use. The UAO's background shall include aviation related experience or tutorial/apprenticeship detail that includes hands on fixed and rotor wing aircraft operations as well. The responsibilities of the UAO can be found in FSH 5709.16 and the BLM National Aviation Plan. The training requirements and standards for Aviation Managers is found in the Interagency Aviation Training (IAT) Guide, which is found at www.iat.gov.

In addition to the duties in manual and handbook direction, the Unit Aviation Officer on the WIF/EUD will also be responsible for the following:

1. Coordinates with the Dispatch Center Manager on planned administrative aircraft use on the WIF/EUD.

2. Maintains coordination with other government agencies on subjects involving aviation operations.

3. Attends available training to maintain proficiency. Training plan should include Aviation Conference and Education (ACE) courses, Senior Level Aviation Management (SLAM), and/or Interagency Aviation Training (IAT) courses when able. Attends Unit Aviation Officer meetings and participates in conference calls.

4. Coordinates activities with the local FAA, military, and other concerned agencies that may operate on, over, or near the Willamette NF/Eugene BLM.

5. Provides annual BLM aircraft use data to the SAM in the required Excel format found in the SORO Library. Submits separate data on BLM Law Enforcement flight hours as specified in the NAP. (USFS annual data is extracted from the ABS database via a national process.)

6. Reviews SAFECOMs and makes recommendations to the Regional Aviation Safety Manager when appropriate. Participates in Incident/Accident investigations as requested. Maintains SAFECOM Log.

7. The UAO has the responsibility and delegated authority to stop aviation activities that are unsafe or are not operating within agency policy guidelines.

Dispatch Center Manager

The Dispatch Center Manager will have a sound working knowledge and understanding of aviation management principles that includes; 1) aircraft capabilities and limitations, 2) Forest Service/BLM policies and regulations, 3) aircraft rental, contracting, and administration procedures, 4) payment procedures, and 5) knowledge of Forest/BLM aviation operations. It is recommended that Dispatch Center Managers successfully complete Basic Air Operations (S-270), the appropriate IAT courses for an “Aviation Dispatcher” (as listed in the IAT Guide found at www.iat.gov), and the D-312 Aircraft Dispatcher course and task book. Fire Aircraft Dispatchers who may fill an off-unit overhead order in that position are required to complete D-312 and the ACDP task book in accordance with NWCG PMS 310-1. The following duties are delegated from the Unit Aviation Officer to the Dispatch Center Manager:

1. Coordinates planned administrative aircraft use on the WIF/EUD. Designates a Flight Manager and briefs the individual on their duties and responsibilities.

2. Maintains coordination with other government agencies on subjects involving aviation operations.

3. Initiates actions to order an Air Tactical Group Supervisor (ATGS) and other contingency resources for standby during high fire danger days.

4. Attends available training to maintain proficiency. Training plan should include IAT courses. Completion of the USFS “System Safety and Leadership in Aviation Management” (SSLAM) is highly recommended. Periodically attends Unit Aviation Officers’ meetings and participates in conference calls as requested or needed.

of 25 06/06/2013

http://www.iat.gov/


5. Oversees the dispatch staff that receives aircraft and flight orders for fixed-wing and rotorcraft. Ensures that source lists are maintained for the approved aircraft and pilots available to the Willamette NF/Eugene BLM. Supervises dispatchers who mobilize, track, and flight follow aircraft via radio or AFF.

6. Performs a cost analysis between two or more Vendors and/or aircraft types to determine the best value to the government when scheduling administrative flights. Coordinates these flights with the Northwest Coordination Center (NWCC) as needed.

7. May periodically prepare and submit flight invoices in ABS, or delegate this task to another qualified Dispatcher.

8. Initiates aviation related search and rescue operations as outlined in the WIF/EUD Aviation Mishap Response Guide and Checklist. Ensures that the Guide is updated with current phone numbers and contacts, and that the plan is exercised at least once annually through a simulation exercise.

9. Notifies adjoining dispatch center(s) when flight activity is occurring within five miles of a shared boundary line, or delegates this task to another qualified Dispatcher in the Center.

10. May brief and debrief visiting aircrews and operators on WIF/EUD aviation missions.

11. Oversees the Center’s process for performing airspace deconfliction and implementing Temporary Flight Restrictions.

Contracting Officer

Aircraft may be ordered under existing DOI or USFS Flight Services contracts for incidents or projects. Certain specialized projects may warrant a separate solicitation for a project-specific Flight Services contract or under an End-Product contract. The Forest Contracting Officer should consult and confer with the Unit Aviation Officer whenever the use of aviation resources is proposed in an End-Product contract to ensure that the solicitation or contract contains no language that implies governmental operational control of any aviation operation.

Project Aviation Manager

A Project Aviation Manager will be designated for all major aviation projects on the WIF/EUD. This individual is responsible for preparing a PASP and for providing supervision and management during aviation operations. Project Aviation Managers must have a working knowledge of the capabilities and limitations of the aircraft with which they are working. They must have current Agency qualifications for managing the aircraft they are working with, e.g., Helicopter Manager. The duties of the Project Aviation Manager may be delegated to a qualified Flight Manager. These duties are:

1. Develop PASP's and planning documents as required (see IHOG Planning Format, 3-3).

2. Present safety briefing to all personnel involved with the project, including the pilot(s).

3. Verifies aircraft and pilot are carded and ensures the preparation of load calculations and manifests.

4. Prepares and submits the appropriate USFS or DOI payment document (i.e. the electronic FS-122 or AMD-23 Flight Use Report).

5. Keep the UAO, COR, and/or Contracting Officer briefed on daily progress.

6. Ensure that all aerial activities are conducted in accordance with all applicable policy, direction, and law.

7. Immediately report aircraft accidents/incidents to the RASM, UAO, Dispatch, and submit a SAFECOM as soon as possible.

8. Maintain project documentation and records (i.e. pilot duty hour log, contract daily diary, etc.).

of 25 06/06/2013


Helicopter Manager

A qualified Helicopter Manager will be assigned to all helicopter flights in WIF/EUD. Once dispatched, it will be under the control of the Helicopter Manager who is responsible to the Incident Commander or Project Manager until it is no longer needed. (See IHOG chapter 2). Non-fire projects may be managed by either a red-carded Fire Helicopter Manager (HMGB) or by a non-fire Resource Helicopter Manager who must meet the training and certification requirements for the agency utilizing the aircraft. (See BLM-NAP for Bureau-specific requirements that are significantly different from USFS standards which are defined by the IAT Guide.)

Fixed-Wing Flight Manager

The Fixed-Wing Flight Manager is a Government representative, previously called the "Chief of Party," who works jointly with the pilot-in-command and passengers to ensure safe, efficient flight management on point-to-point flights. This position does not pertain to special-use aviation missions.

The Fixed-Wing Flight Manager- Special Use is a Government representative who works jointly with the pilot-in-command and Aircrew members to ensure safe, efficient flight management of missions on other than point-to-point flying, i.e.,Reconnaissance missions, aerial photo or mapping missions, and operations requiring special training and/or equipment.

Flight Managers will ensure that aircraft and pilot approval cards (or Cooperator Aircraft approvals) are in place and current, pilot and passengers/Aircrew are briefed, passenger manifests with accurate flight weights documented and provided to the pilot and dispatch, aircraft performance and weight and balance calculations are performed by the pilot, a Project Aviation Safety Plan (PASP) is approved and in place for any (non-Point-to-Point) mission flights, flight tracking or flight following is initiated, conducted, and closed out with the appropriate Dispatch Center, and payment documents are completed and submitted.

Aircrew Members

Personnel working in and around aircraft who are essential for the safe and successful outcome of a mission flight are considered Aircrew as opposed to passengers. Aircrew members are those who are required to be on board an aircraft to actively perform a resource or mission-related function, such as reconnaissance, mapping, firefighting, etc. Aircrew members work under the direction of a (fixed wing or helicopter) Flight Manager. The training requirements and standards for Aircrew are specified in the IAT Guide found at www.iat.gov.

Passengers

A passenger is any person on board an aircraft who does not actively perform a mission related function as Flight Crew or Aircrew member. Typically, those who are transported on point-to-point charter flights are considered Passengers. On rare occasions, an individual on a mission flight is considered a “Passenger” when their presence is determined to be required or essential, but they are not performing an active mission function. IAT Aircrew training is recommended, but not required of Passengers. An example of such a circumstance would be when a Line Officer or Public Information Officer participates in an observation flight with an Incident Commander over a large wildland fire incident. In such circumstances, the loading, unloading, and briefing of Passengers will be performed and supervised by qualified Aircrew member or the Flight Manager.

All Willamette NF/Eugene BLM Employees

FS/BLM employees have the responsibility to immediately report to the appropriate official any instance of unsafe equipment or aviation operations. All employees should realize that aviation resources can be a valuable tool to accomplish resource management objectives. It is imperative that when employees consider the use of aircraft that they become familiar with the policies and procedures that apply to their participation in the given aviation activity. Employees can contact the UAO or the Dispatch Center Manager if they have questions regarding aircraft use. Employees who utilize aircraft must attend the appropriate IAT training commensurate with the duties they perform and their specific aviation responsibilities in the organization. Additional detailed language is found in the State Aviation Plan that warns employees about the liabilities and ramifications of participating in job-related aviation activities to circumvent any aviation policy while on annual leave or on a day off. (Ref. National and State Aviation Plan, Sec. 3.10 and 5.5). Any employee may terminate or refuse any flight if he or

of 25 06/06/2013


she feels the operation is being conducted in an unsafe manner or if conditions or circumstances appear to pose an unacceptable risk.

E. TRAINING

Passengers on Point-to-Point flights are only required to receive a safety briefing from the pilot. Some level of Aviation training is required for all others who fly on, work around, or supervise employees who fly or operate aircraft to accomplish agency missions. The Interagency Aviation Training (IAT) Guide found at www.iat.gov specifies the education, qualification, and currency requirements for any employee who flies on a mission flight. Required training and experience requirements for Fire related aviation positions can be found in the Wildland Fire Qualifications Subsystem Guide, 310-1 and FSH 5109.17. All agency employees are required to comply with the applicable training standards before participating in any aviation activity.

F. AVIATION MANAGEMENT AND OVERSIGHT

Effective operational planning involves identifying hazards and determining the appropriate level of acceptable risk that provides an acceptable balance between safety and mission accomplishment. The national, regional, and local Aviation Management Plans and Project Aviation Safety Plans (PASPs) are written, reviewed and approved by Line Officers to ensure compliance with Forest Service and BLM aviation policy, and to affirm that hazards and risks are appropriately identified and mitigated to the appropriate acceptable levels. Aviation Plans must be reviewed annually and revised as needed. Aviation plan approval will follow the process as defined in the Northwest Aviation Management Plan. Major aircraft use within the WIF/EUD unit involve fire detection/reconnaissance, resource reconnaissance, fire suppression, administrative travel, law enforcement, aerial application, aerial ignition and external loads.

The process for approving aviation project plans is contained in the (USFS Regional Aviation Plan and BLM State Aviation Plan).

Aircraft uses on the Willamette NF/Eugene BLM:

Aerial Detection/reconnaissance: These flights may be made with either fixed or rotor wing aircraft, (fixed wing aircraft will remain above 500 feet AGL). All flights will be requested through the Center Manager. Flights will follow a flight plan filed with EICC. Other flight activities (e.g. low level military, heli-logging, etc.) will be considered when planning flight routes. Plans will include a 15-minute time interval between check-ins and should designate the individual who will monitor the flight. Automated Flight Following (AFF) may be utilized as a primary means of tracking and flight following, but does not supersede the requirement to maintain the ability to communicate with dispatch via radio.

Resource reconnaissance: These flights may be made with either fixed or rotor wing aircraft, (fixed wing aircraft will remain above 500 AGL). All flights will be requested through the Center Manager. Flights will follow a flight plan filed with EICC. Other airspace users (e.g. agency and interagency incidents, agency resource/project flights, and low level military) will be considered when planning flight routes. Plans will include a 15-minute time interval between check-ins and should designate the individual who will monitor the flight. Automated Flight Following (AFF) may be utilized as a primary means of tracking and flight following, but does not supersede the requirement to maintain the ability to communicate with dispatch via radio.

Suppression: Fixed and rotor wing aircraft may be used for initial attack and extended support of fire suppression activities. Fixed wing resources within the region normally include Air tankers in Oregon at Redmond, La Grande, John Day, Klamath Falls and Medford and in Washington at Moses Lake. Lead planes are based at Redmond Oregon, and Wenatchee Washington. Smokejumper aircraft are based at Redmond, Oregon and Winthrop, Washington. Aircraft involved in fire suppression will adhere to the same flight following procedures as described for the reconnaissance missions above. Upon arrival at or over an incident, tactical aircraft may switch to flight following with an aerial supervisor or with personnel on the ground. Dispatch must be notified of the transition.

of 25 06/06/2013


Administrative Travel: Light fixed wing aircraft may be used for moving firefighters to fires or other personnel to training/meetings when it is the most efficient method of travel. In addition to the pilot filing an FAA flight plan, the sending dispatcher is responsible for resource tracking and informing pilots of flight following procedures (Chapter 24.3 Northwest Mobilization Guide). Pilots/Flight Managers will be instructed to check in at intermediate stops (schedule permitting) and at the destination. Authorization and documentation of administrative flights will be in accordance with the Northwest Aviation Management Plan. The Flight Manager will assure that both aircraft and pilot are properly carded for Point-to-Point transport of passengers.

Aerial Application – Seed, Fertilizer, and Spraying: Aerial application projects may be implemented with FS/BLM personnel or contracted by the job. All Flight Services Contracts will require a Project Aviation Safety Plan approved through the UAO. End-Product Contracts will not require a Project Aviation Safety Plan and the government may not implement any aviation policies nor impose any operational control when aircraft are operated under end-product. Use 5711.2, exhibit 01, to identify whether a project requires a flight services contract or an end-product contract. BLM End Product Contracts will follow the procedures found in DOI-OPM-35, the BLM National Aviation Plan, and the Northwest Aviation Plan.

Aerial Ignition: Aerial ignition projects will be planned in accordance with the Interagency Aerial Ignition Guide (IAIG). Helitorch and Plastic Sphere Dispensers are available at some local agency fire caches in the northwest, from the USFS R-6 Cache, or from local contractors. Qualified personnel will implement the project and appropriate checklists will be used. Training and qualification standards for PSD operators and Helitorch managers are found in the IHOG, Aerial Ignition Guide, and in the NWCG-PMS 310-1.

External Loads: External cargo transport by long line is considered one of the highest risk missions performed by the USFS and BLM. Safety of personnel and equipment will be the primary planning consideration. S-271 and A-219 Longline training is required for agency personnel involved in these operations. (Ref: IHOG Chapter 11)

Law Enforcement: All Law Enforcement flights involving agency personnel are coordinated through EICC. A PASP is required anytime an agency employee is flying on or directly involved with a law enforcement aviation mission. Contract helicopter pilots have the right of refusal as specified in current Region 6 and National Helicopter Contracts. (Ref: Northwest Aviation Management Plan).

Other Aviation Projects: Other occasional aviation uses include Regional Aerial Photo, Search and Rescue, and Media flights.

G. AIRCRAFT

1. Government Owned, Leased and Operated Aircraft: Government owned USFS aircraft within the Pacific Northwest Region are based in Redmond or Wenatchee and include two C-23 Sherpas used for Smokejumper missions, a Beechcraft King Air, and Cessna 206. These aircraft are operated and managed by the Regional Aviation Group. Consult the Northwest Mobilization Guide for the requirements for ordering these resources.

2. Call When Needed (CWN) Aircraft: Call-When-Needed contractors are a major supplier of aircraft services on the WIF/EUD. Light single and twin-engine fixed-wing aircraft are available through several vendors via the Region 6 CWN Light Fixed Wing Services contract administered by the Region 6 Aviation Contracting Officer or through the DOI Light Fixed wing air Tactical contract and the DOI Aircraft Rental agreement (ARA). Services for light (Type III) helicopters are procured through the Region 6 Light Helicopter Contract or via the DOI-AMD On-call small helicopter contract. The Contracting Officer is located in Redmond, Oregon as a member of the Regional Aviation Group, and the Contracting Officers Representative will be designated by the Region 6 Aviation Contracting Officer. BLM utilizes DOI-AMD Contracting Officers based in Boise.

3 End Product Contracts: An end-product contract (FSM 5710.5, 353 DM 1.2A.3) is intended to efficiently and effectively accomplish certain projects with no internal operational controls from agency personnel. Participation by agency employees in end-product contracts is limited to quality assurance of the end product goals only.Forest Service Grants of Exemption (FSM 5710.5 and 5714) from the Department of Transportation, Federal Aviation Administration (FAA) regulations, do not apply to end-product contracts. The contractor is required to comply with all State and Federal regulations (i.e. OSHSA and FAA, but not USFS or BLM Aviation policies) for the type of work being performed. If departures from the applicable regulations are necessary, the contractor is responsible for obtaining them.

of 25 06/06/2013

Schoolcraft, Aaron L -FS, 06/17/13,

I would refer to the Manual and delete.


The decision to use an end-product contract removes the Agency from having operational control, thereby placing accountability for any aircraft accident with the operator/contractor. Policy information and guidance regarding the use of aircraft under an end product contract vs. a flight services contract can be found in FSM 5710.5, 5711.2-exhibit 1, DOI-OPM-35, the BLM National Aviation Plan, and the BLM Oregon/Washington State Aviation Plan, Chapter 3.

of 25 06/06/2013


End-Product Exhibit

If the answer is YES to any question below you must use the flight services process and contract. If the answers are NO, you may use the end-product contract.

Aer

ial p

hoto

rem

ote

sens

ing

Aer

ial a

pplic

atio

n (s

pray

/see

d)

Aer

ial I

gniti

on

Ani

mal

cap

ture

(net

gu

n, d

art,

pain

tbal

l, et

c.)

Ani

mal

he

rdin

g/ga

ther

ing

You

r pro

ject

*

1 Are agency personnel going to be on the aircraft for this mission?2, 10 Is the aircraft currently being used as a public aircraft?3 Is a helicopter manager required for this mission?4 Is a “chief of party” or “flight manager” required for this?5 Are you asking or requiring (written or verbal) the pilot/crew to wear PPE?6 Are you asking for aircraft and pilot requirements (i.e. Cessna 206 or pilot must have PPE and Flight helmet)?7 Are you requiring “pilot standards”?8 Are you directing aircraft maintenance?9 Are you controlling or directing aircraft “movement” (telling the aircraft where to go, how to do the project, how often to check in)?10 Are you requesting exclusive control? Is the aircraft already under Government contract?* This may include incidental use of aircraft for various missions not identified in the exhibit. When evaluating such missions, local or regional aviation managers can assist in making decisions on type of procurement to use.

4. Aircraft Ordering, Scheduling, Dispatching and Tracking

a. Administrative Flights

Ordering and Scheduling: Passengers will contact EICC for assistance with the completion of cost comparisons and authorization documentation. EICC will contact vendors and order/schedule flights as required. Authorization and documentation of administrative flights will be in accordance with the Administrative Aircraft Use Plan in the Northwest Aviation Management Plan. The users will provide the ordering office; EICC, with the following data about the flight:

1) The total number of passengers by name, grade level, weight, and cargo weights.

2) Requested flight date and times.

3) Points of departure and destination.

4) Whether flight is one way or round trip and expected return time.

of 25 06/06/2013


5) Accounting charge numbers.

Flight orders should be placed at the earliest possible time to allow for ordering and coordination of flights. EICC will provide the ordering personnel with flight confirmation as soon as arrangements have been made. Dispatching and Tracking: Administrative Flight schedules will be forwarded to NWCC for inclusion in the regional flight schedule.

The pilot or Flight Manager will contact EICC if departure times will be + or - 30 minutes from those scheduled. Unless flight following is scheduled with EICC in advance, the pilot will file a FAA flight plan as well as notify EICC upon reaching the destination. See National Mobilization Guide 24.3

b. Fire Related, Project and Emergency Flights

Ordering and Scheduling: All aircraft involved in fire suppression will be ordered/dispatched through EICC in accordance with administrative procedures established in Chapter 20 of the Northwest Area Mobilization Guide.

EICC will alert aircrews of an impending dispatch as soon as possible with the information available at that time. Upon receipt of all applicable information an order form will be sent/given to the aircrew, and the aircraft dispatched to the incident. EICC will require frequencies, contacts, and verify navigation coordinates and legal descriptions.

Note: Several new administrative requirements apply when ordering any aircraft for a non-fire BLM point-to-point or mission flight. At least three weeks of advanced notice is needed to prepare an FBMS purchase request and all of the necessary documents for an OAS-91 and Interagency Agreement (IAA). This process is still being formalized at the state office level, and is described in Chapter 3 of the BLM State Aviation Plan. Consultation with the SAM is required until a streamlined process can be implemented later in 2012.

of 25 06/06/2013


Aerial Supervision over Incidents: Ensure effective aerial supervision and timely mission accomplishment by qualified individuals for all aircraft flying over an incident. This table summarizes interagency aviation supervision requirements and guidelines for when aerial supervision is needed on an incident.

Situation Lead/ATCO/ASM1 REF ATGS REF

Air tanker not IA rated Required 1MAFFS Required 1Retardant drops in congested areas

Order 1 May use if no Lead/ATCO/ASM1

Level 2 SEAT operating over an incident with more than one (1) other tactical aircraft on scene

Required if no ATGS 1 Required if no Lead/ATCO/ASM1

1

Foreign Government Air tankers

Required if no ATGS 1 Required if no Lead/ATCO/ASM1

1

Retardant drops conducted earlier than 30 minutes prior to sunrise, or later than 30 minutes after sunset

Required if no ATGS 1,2 Required if no Lead/ATCO/ASM1

1,2

4 or more air tankers assigned Order 1 Order 12 or more helicopters with 2 or more air tankers over an incident

Order 1 Order 1

Periods of marginal weather, poor visibility or turbulence

Order 1 Order 1

2 or more air tankers over an incident

Order 1 Required if no Lead/ATCO/ASM1

3

When requested by air tanker or ATGS

Required 1 Required

Smokejumper or Para cargo aircraft with 2 or more air tankers over an incidents

Order if no ATGS 1 Order if no Lead/ATCO/ASM1 1,4

Incident has 2 or more branches.

Order 1,4

Reference Information:

1 Interagency Aerial Supervision Guide and (NFES 2544)2 Requires determination by ATGS or LEAD that visibility and safety factors are suitable and dispatch has been

notified of the determination.3 USFS FSM 5716.324 The Aerial Supervision Guide references ordering an ATGS for these missions.

FSM 5716.32 classifies these missions as complex. An ATCO and/or HLCO should be ordered as appropriate in addition to the ATGS.

Definitions of Key Words Used in the aerial supervision requirement chart.

Required Aerial supervisory resource(s) that shall be over the incident when specified air tactical operations are being conducted.

Ordered Aerial supervisory resource(s) that shall be ordered by the controlling entity. (Air tactical operations may continue while the aerial supervision resources are en route to incident. Operations can be continued if the resource is not available).

Over The air tactical resource is flying above or is in a holding pattern adjacent to the incident.Assigned Tactical resources allocated to an incident. The resource may be flying en route to and from, or on

hold at a ground site.

of 25 06/06/2013


Refer to the IASG


Helicopters:

All helicopters used on the WIF/EUD will be ordered and dispatched by the EICC. Policy requires a helicopter manager be assigned to each flight. When a scheduling conflict occurs between administrative use and emergency use, the emergency shall take precedence.

Helicopter Landing Areas will be planned according to IHOG chapter 8. Helibases will be approved by the Unit Aviation Officer or a qualified Helicopter Manager and the pilot prior to use. They will have the following equipment; wind indicator, fire extinguisher, safety signs, adequate communications, and dust abatement as necessary (see IHOG chapter 8-2).

Tracking of Aircraft: EICC will be responsible for tracking (flight following) all initial attack suppression aircraft. Tracking of aircraft on project fires will be a joint venture between EICC, the Air Tactical Group Supervisor and the Air Operations Branch Director assigned to that fire.

Aircraft operating on end product contracts may not be tracked through EICC. However; dispatch will be kept aware of these operations to avoid airspace conflicts, and provide this information to other aircraft operating in those areas of the Forest.

See National Interagency Mobilization Guide, 24.3 for Automated Flight Following (AFF) procedures.

of 25 06/06/2013


Summary of Requirements and Approval for Passenger Air Transport

The following exhibit outlines consolidated manual and handbook direction for personnel air transport:

Personnel Type Mission Other Requirements

Approval Level References

FederalPersonnel

Point-to-Point See (3), (4) below Local Line Officer See (5) below

See (1) below Day Trip ” ”Reconnaissance ” ”Survey ” ”Fire ”

Also communicate with Air Tactical Group Supervisor (ATGS)

Incident Commander with Delegation of Authority or Local Line Officer

VolunteersSee (2) below

Point-to-Point See (3), (4) below Local Line Officer See (5) belowand

Day Trip ” ” FSH 6509.33Reconnaissance ” ” FTR 301-1Survey ” ”Fire ”

Also communicate with ATGS


Media Point-to-Point See (3), (4) below Local Line Officer See (5) belowDay Trip ” ”Reconnaissance ” ”Survey ” ”Fire ”


Incident Commander with Delegation of Authority or Regional Forester

Other Non-Federal

Point-to-Point See (3), (4) below Local Line Officer See (5) belowand

Personnel Day Trip ” ” FSM 5716.4Reconnaissance ” ” FSH 6509.33-Survey ” ” FTR 301-1Fire ”



(1) Federal personnel deemed essential to performance of the mission or administrative flight.(2) For purposes of this exhibit, volunteers are considered agency employees.(3) For SES personnel, use GSA Form 3641. For others use Form FS-5700-12 (Day Use Authorization).(4) If landing at a helispot or uncontrolled landing area, personal protective equipment is required.(5) IHOG Chapters 9 & 10; FSM 5711.2; FSM 5716.31; FSM 5716.41; 41 CFR 101-37.4 and FAA AdvisoryCircular (AC) 00-1.1. Definitions for material in the above exhibit can be found in FSM 5705, 5710.5 and BLM 9400 Manual.

Communication: Aircraft ordered for WIF/EUD through EICC, will normally be able to communicate on the Willamette’s/EUD’s primary frequencies, and/or the National Flight Following Frequency. Mission aircraft will flight follow (15 minute check-in or AFF) with EICC as long as they are airborne. They will monitor the published Common Traffic Advisory Frequency (CTAF) for the area of operation as well as Air Guard. They may be assigned an alternate frequency to flight follow for a specific project, then return to the Willamette National Forest primary frequency or the National Flight Following frequency for the ferry flight home (see IHOG Chapter 4). Point to point aircraft typically does not have FM radios. It is the Flight Manager’s responsibility to inform EICC prior to departure and as soon as possible after landing.

RADIO FREQUENCIES

of 25 06/06/2013


Refer to the Manual.


Area of Use Channel Repeaters TransmitFrequency

ReceiveFrequency

TXTone

Guard

Willamette N.F.

Santiam River Zone Detroit & Sweet Home

RDs

StoneyHalls

Coffin Mtn.CougarHuss

164.1000 164.9125 110.9123.0131.8136.5141.3

Central ZoneMcKenzie River RD

Buck Mtn.FrissellIndian.

164.1750 164.9375 110.9123.0192.8

South ZoneMiddle Fork RD

LowellHuckleberry

WarnerWolf Mtn

163.0750 164.8250 110.9192.8131.8136.5

Santiam Project Project 4 Fire Tac/Other Project 166.5625 166.5625 103.5McKenzie River Project Project 5 Fire Tac/Other Project 164.9625 164.9625 103.5

Middle Fork Project Project 6 Fire Tac/Other Project 170.5000 170.5000 103.5

Willamette N.F. Aircraft Frequencies

Nat’l Flight Follow Air to Ground 168.6500 168.6500 110.9Air Guard Air to Ground 168.6250 168.6250 110.9

1st Victor (OR01) Air to Air 134.7250 134.7250 None2nd Victor (OR01) Air to Air 132.8750 132.8750 None3rd Victor (OR01) Air to Air 133.3750 133.3750 None1st Air to Ground 50 Air to Ground 168.2875 168.2875 None2nd Air to Ground 9 Air to Ground 166.9125 166.9125 None

Eugene District BLM

Cottage Grove Area EUD 11 Huckleberry Rptr 163.1250 172.8125 114.8Coastal Range Area EUD 12 Prairie Repeater 163.1250 172.8125 107.2

Eugene Area EUD 13 Roman Nose Repeater 163.1250 172.8125 100.0Horse Rock 163.1250 172.8125 123.0

General Project CH 7 Project 166.6375 166.6375 DirectFire/RX Operations CH 8 Fire 173.6750 173.6750 DirectRoad Maintenance CH 9 Roads 166.2750 166.2750 Direct

Mckenzie Area CH 10 FS Indian Ridge 164.1750 164.9375 192.8

In the event communications are lost, do not continue the mission. Return to departure base if within 15 minutes, otherwise land at the nearest approved landing area for your type aircraft and check-in with EICC by telephone.

of 25 06/06/2013


6. Financial Management and Reporting

a. Financial Management: The COR or the Center Manager will review submit flight invoices. (See Aviation Business System (ABS) @ www.fs.fed.us/business/abs). EICC and/or Flight Manager will be responsible for logging start and stop times for each flight for verification of flight invoices on detection and local recon flights. The COR, UAO, and aircraft/pilot inspector are responsible for informing all contract and rental agreement pilots of payment procedures. Payments will be made upon receipt of the invoices. Contracts will follow the payment procedures specified in the Prompt Payment Act.

All aircraft contracts will be cleared through Agency Contracting and the Contracting Officer will negotiate all aircraft rental rates. Aircraft specifications, rates, inspections, etc. will be handled by the Contracting Officer, Unit Aviation Officer, and Aircraft Inspector. End Product Contracts will be handled as specified in the Northwest Aviation Management Plan per BLM and USFS policy.

b. Reporting: Flight and use data from ABS entries may be extracted if statistical summaries if flight use is needed. Consult FSM 5717.22/BLM 9400 for information regarding flight hours and costs reporting of job contracts.

7. Search and Rescue

In emergency situations, such as search and rescue or medical evacuation, Agency employees may need to ride in unapproved public agency, military, commercial, or private aircraft. The employee's District Ranger, Center Manager, Forest Supervisor, or other line officer may authorize each flight, and document it on Form FS-5700-14, Aviation Safety Communiqué (SAFECOM) Report. As soon as possible inform EICC and the UAO. (See FSH 5709.16, sec. 33.24b, FSM 1599, and the Willamette National Forest Mobilization Guide, for additional search and rescue direction.)

H. AVIATION ACCIDENT PREVENTION PROGRAM

No person will engage in aviation operations that do not meet the safety requirements set forth in:

Forest Service Manual 5700, Aviation Management Forest Service Handbook 6709.11, Health and Safety Code Forest Service Handbook 5709.16, In-Service Flight Operations Handbook Interagency Helicopter Operations Guide Interagency Aerial Supervision Guide Interagency Aerial Ignition Guide Interagency Airspace Coordination Guide Interagency Aviation Transportation of Hazardous Materials Guide Pertinent Federal Aviation Regulations State and local laws BLM 9400 Manual BLM National Aviation Plan USFS National Aviation Safety and Management Plan DOI 350-354 DM and OPMs

of 25 06/06/2013

http://www.fs.fed.us/business/abs


Safety instructions for personnel should include items requiring special care in and around aircraft, both on the ground and in the air. Agency personnel will be trained and used to manage passengers and other personnel around aircraft.

When planning aircraft needs, project planners should select aircraft that will perform the duties with the greatest degree of safety. The Regional Aviation Group should be contacted in the earliest stages of planning to provide additional assistance in areas of aircraft capabilities, landing field requirements, writing technical specifications, etc.

All rented, leased, or contracted pilots and aircraft able to perform special missions for the Forest Service and the BLM are certified by a qualified Regional Aircraft/Pilot Inspector. Certifications for pilots or aircraft are documented on the following forms:

1. FS-5700-20 or FS-5700-21 (pilots, "pilot card")2. FS-5700-4 or FS-5700-4a (aircraft, "aircraft data card")3. AMD-30A or AMD-30B (pilots, "pilot card")4. AMD-36A or AMD-36B (aircraft, "aircraft data card")

Office of Aviation Services (OAS) inspectors and documentation are adequate approval for FS/BLM aircraft. Use of other federal or state cooperator agency aircraft is authorized only with the approval of a Cooperator Aircraft Letter of Agreement signed by the Regional Aviation Officer. In the PNW, this letter is normally co-signed by the OAS West Region Director so that DOI employees are covered by the same approval. This letter, which lists the names of approved pilots, make/model of aircraft, and any restrictions on its use must be carried on the aircraft whenever it is flying a mission for a federal agency.

Aircraft and pilots that are approved only for Point-to-point do not normally undergo the same level of inspection and approval as those used for missions other than point-to-point, and are carded accordingly. The pilot and aircraft of a Cooperator agency are normally approved under as single cooperator letter of approval which must be renewed annually.

All aircraft will be operated in a safe and prudent manner in accordance with the applicable Federal Aviation Regulations and Agency policies and guidelines. The Pilot in Command (PIC) is responsible for the safety of the aircraft, passengers, and cargo and ensuring that an aircraft is properly loaded within weight and center of gravity limits. The PIC or any involved employee can cancel, postpone, or change a flight when existing or impending conditions would make aviation operations hazardous. The Forest Service/BLM reserves the right to suspend operation of any pilot or aircraft which, in the opinion of the agency employee in charge, operates in an unsafe manner, violates standard operating procedures, violates contract provisions, or otherwise performs in an unsatisfactory manner.

Personal Protective Equipment (PPE):

Personnel participating in low-level flights (below 500 feet above ground level excluding takeoff and landing) shall wear the personal protective equipment specified in this section at all time during such flights.

1. All Aircraft. Shirt and trousers or one-piece flying suit made of fire-resistant cloth that overlaps gloves and footgear when the individual is in the sitting position is required. Gloves must be leather or other fire-resistant material. Single-engine air tanker pilots are required to wear leather boots.

2. Helicopters. Nomex clothing (fire resistant shirt, pants or one-piece flight suit) that overlaps gloves and foot gear when the individual is in the sitting position are required. Gloves must be leather or other fire-resistant material. Refer to the DOI Aviation Life Support Equipment (ALSE) Handbook and the Interagency Helicopter Operations Guide (IHOG), chapter 9 for more detail on clothing and flight helmet requirements. National approval by the Director, Fire and Aviation Management Staff, Washington Office is required for waivers (IHOG chapter 9, page 9-7(F)) associated with increased-risk missions.

3. Single-Engine Air tankers . In addition to the requirements of the preceding paragraph, helmets meeting the specifications of chapter 7, section II, Interagency Single-Engine Air tanker Operations Guide (ISOG), must be worn.

4. ATGS and Lead Plane Operations: Leather shoes or boots and full length cotton/nomex trousers or flight suit are required. Ref. aerial Supervision Guide, DOI Aviation Life Support Equipment (ALSE) handbook, Interagency Standards for Fire and Fire Aviation Operations (Red Book), Chapter 16, Aviation Operations.

of 25 06/06/2013


of 25 06/06/2013


In addition to FSM 5700/BLM 9400 Manual, the Willamette National Forest, strongly recommend occupants to wear Personal Protective Equipment (PPE) for all fixed-wing detection, and reconnaissance flights, which operate above 500 feet AGL. Contractors will comply with the protective clothing requirements of their contract.

Risk Analysis; common to all flights. Risk management is a decision-making process. Everyone involved in an operation should have a part in risk management. Those at the ground level are ideally situated to identify hazards and determine their risk. They can also recommend to the decision maker what controls are appropriate. The process of managing risks makes operations safer without compromising the mission. The following rules and steps are provided to assist the project planner in the process of risk management.

The Interagency Safety Management System (SMS) “Aviation Risk Management Workbook” has well-documented risk assessments posted on the internet that have already been performed for most aviation missions conducted by USFS and BLM. Users and Managers should consult this resource first.

Another useful tool or strategy for analyzing risk is by using the following process:

Five Steps to Risk Management

1. Identify hazards. Identify specific hazards associated with all specified and implied tasks.

2. Assess risks. Determine the likelihood and the severity of the hazards identified in Step 1.

3. Make decisions and develop controls. Make risk acceptance decisions by balancing risk benefits against risk assessments and eliminate unnecessary risk. Risk strategies are: 1) accept, 2) reduce, 3) avoid, 4) spread and 5) transfer. Reduce the magnitude of mission-essential risks through the application of controls. Typical controls of risk are:

Engineer hazards out of the system. Use/design human operated machines that reduce, avoid, or spread the risk so that it becomes acceptable.

Guard/Control. These controls affect the environment around the person(s) at risk. They limit exposure, which in effect spreads and reduces risk to an acceptable level.

Distance. Risk can be spread or reduced by inserting a linear or time dimension to the process.

Time. Time is a critical dimension in risk control and is an outgrowth of the operations tempo. We have plenty of evidence that point to the effect of poor time management and mishaps. A direct relationship can be made between rushing and high risk, particularly in logistics-caused mishaps. Taking enough time to do the job right, the first time, is one of the most effective risk controls we have.

Restrictions and Limitations. These measures are often put in place as a reaction to a mishap. Therefore, they don't conform to process improvement goals, but rather as mishap prevention measures.

Training and Education. These risk controls will always have a viable application. Training and education allows us to accept risk with the understanding that personnel can learn to manage risk.

4. Implement controls. Integrate specific controls into plans and mission performance. Knowledge of controls down to the individual is essential.

5. Supervise and evaluate. Enforce controls and standards. Evaluate mission progress and take appropriate corrective actions. The Risk Management process must be continuous. It does not quit until the process stops or the mission is no longer being conducted. To complete the cycle, review the process to determine if hazards were properly identified, risks assessed, and if the controls worked.

of 25 06/06/2013


Accident/Incident Reporting: All aircraft Incidents, Incidents with Potential, and Accidents will be reported immediately to EICC, or in the case of an incident to the AOBD or IC, as appropriate. In the case of Accidents or Incidents with Potential, the UAO or acting will be notified immediately by EICC, regardless of the time of day. The Agency employee most directly involved with the incident will be responsible to file a SAFECOM with the Regional Aviation Safety and Training Manager and the UAO as soon as possible. Anyone involved with FS/BLM aviation operations may file a report at any time (see FSM 5700, 5720, IHOG Appendix C and the PNW Aviation Accident Prevention Plan).

Overdue or Missing Aircraft: For any overdue or missing aircraft, refer immediately to the local EICC Crash, Search and Rescue Guide.

I. PROGRAM AND ACTIVITY MONITORING, REVIEW, AND FOLLOWUP

Aviation program activities will be monitored by the UAO for safety, cost effectiveness, suitability (as a means of mission accomplishment), and for planning and training for future projects. Follow-up on mission effectiveness will be conducted by the UAO with assistance from the appropriate program manager. An annual program review with Forest Supervisor/District Manager involvement is strongly encouraged. Changes in the program will be made as necessary. These changes will be forwarded to the District Aviation Officers and if necessary, training will be conducted related to these changes. The manual and handbooks will be reviewed a minimum of annually and this plan will be amended to reflect supplements or revisions to the manual or handbooks referenced in this document.

of 25 06/06/2013


II. AVIATION OPERATIONS

A. FLIGHT HAZARD MAPS

1. A flight hazard map for WIF/EUD will be compiled by the Region with input from the Unit Aviation Officer, EICC, and the District Aviation Officers. It will be updated annually or as needed. A flight hazard map will be maintained at each air operations facility for review by flight crews.

Include the following on the hazard maps:

a) Power lines.

b) Telephone lines (around landing areas).

c) Aerial logging and/or high line cable operations.

d) High bridges.

e) Lookout towers.

f) Microwave and cell phone towers.

g) Military low level training routes (MTR).

h) Restricted and/or prohibited areas.

i) Military Operations Areas (MOA's).

(Note: On special projects, a larger scale hazard map of the project area should be used showing: hazards, alternate landing areas, private land boundaries, etc.)

2. Locate on Interagency dispatch maps all electronic aviation navigational stations (VOR/VORTAC).

3. Additional maps should be developed that show:

detection routes; normal, alternate and high fire risk.

approach and departure routes and traffic patterns for operated landing fields and helibases.

B. AIRSPACE COORDINATION

Airspace coordination and de-confliction is a shared responsibility among ALL aviation users. The primary focus in airspace coordination is mid-air collision avoidance. Positions such as the Unit Aviation Officer, Dispatchers and on-scene Aviation personnel are all responsible for airspace coordination. Personnel involved in aviation operations shall follow all processes and procedures outlined in the Interagency Airspace Coordination Guide (IACG). EICC will provide the contact with the military, airspace coordinator and the project manager.

The possibility of conflicts with military activities should be considered on all Agency aviation projects. Requests for temporary flight restrictions for airspace will be processed through EICC for those incidents projected to continue beyond the initial attack phase or where other aircraft will pose a hazard to incident aircraft. Coordination, especially in congested areas or in Special Use Airspace (MTRs, MOAs) is critical to safe flight.

The following should be addressed pre-season:

Airspace hazard identified and posted on the hazard map.

Dispatch personnel trained in airspace coordination.

Critical contact phone lists are updated annually.

of 25 06/06/2013


C. PERSONNEL DIRECTORY

Willamette NF/Eugene BLMAviation Officers

Name Unit Phone E-MailWayne Hunnicutt Unit Aviation Officer Work 541-782-5235

Cell 541-953-1625 [email protected]

Randy Harbick McKenzie RiverRanger District

FMO

Work 541-822-7242Cell 541-517-3871

Home [email protected]

Randy Green MiddleforkRanger District

FMO

Work 541-782-5244Cell 541-953-1621 [email protected]

Paul Hiebert Santiam RiverRanger District

FMO

Work 503-854-4201 Cell 503-580-8131Home 541-549-3532

[email protected]

Sherry Kessel EICCCenter Manager

Work 541-225-6410 Cell 801-698-1233

[email protected]

Sean Stafford Willamette NFFire Staff

Work 541-225-6402Cell 541- 915-7683 [email protected]

Unit and Regional Aviation Organization

Personnel Name Position Title Work PhoneWillametteNational Forest

Sean StaffordShawn SheldonEric JohnsonSherry Kessel

Fire StaffDeputy Fire StaffDeputy Fire Staff (Eugene BLM)Eugene Interagency Communication Center Mgr (EICC)

541 225-6402541 225-6411541 683-6484541 225-6410

Region 6 David SummerAaron SchoolcraftGary SterlingJulie StewartKurt Kleiner

Director Fire and AviationRegional Aviation OfficerRegional Aviation Safety OfficerAir Space CoordinatorState Aviation Manager

503-808-2143503-808-2359541 504-7263503 808-6728503 808-6593

Regional Aviation Group

Kim Reed Vacant Jim Lucas Dave Glose Mike Cook

Jim ReedRon VailMary VerryRon BarrettVacantBen McGraneRob Rosetti

Aviation Operations ManagerHelicopter Program ManagerHelicopter Inspector PilotHelicopter Operations SpecialistAviation Safety InspectorAvionics SpecialistAir Tanker Program ManagerLight Fixed Wing Program ManagerSmokejumper Aircraft Program ManagerAircraft Maintenance Program ManagerAviation Contracting OfficerAir Attack Program Manager (Detail)

541 504-7264541 504-7265541 504-7268541 504-7274541 504-7267541 504-7254541 504-7256541 504-7255541 504-7260541 504-7250541 383-5550541 504-7378

of 25 06/06/2013


D. REFERENCES

Chapter 14, Code of Federal Regulations (CFR), Federal Aviation Regulations (FAR)14 CFR Part 61 Certification14 CFR Part 91 General operating and flight rules14 CFR Part 121 Certification and operations14 CFR Part 133 Rotorcraft external load operations14 CFR Part 135 Air taxi operators and commercial operators14 CFR Part 137 Aerial Application

Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM)

Forest Service Manual (FSM) 5700

Forest Service Manual (FSM) 6500, Form FS-6500-122

BLM 9400 Manual

BLM National Aviation Plan (updated annually)

BLM Oregon/Washington State Aviation Plan

DOI 350-354 DM

Forest Service National Aviation Safety and Management Plan (2012)

USFS Region 6 and Alaska Aviation Management Plan

Forest Service Handbook (FSH) 5709.16, In-Service Flight Operations Handbook

Forest Service Handbook (FSH) 6709.11, Health and Safety Code

Forest Service Handbook (FSH) 5109.17, Fire and Aviation Management Qualifications Handbook

Chapter 49, Code of Federal Regulations, Hazardous Material Regulations and DOT 9198 Letter of Exemption

Interagency Helicopter Operations Guide (IHOG), 2009

Interagency Aerial Supervision Guide, updated annually

Interagency Single Engine Air Tanker Operations Guide, updated annually

Interagency Aviation User Pocket Guide, 2008

Interagency Aviation Technical Assistance Directory

Basic Aviation Safety (2012)

DOI Field Reference Guide for Aviation Users (2012)

Wildland Fire Qualifications Subsystem Guide, 310-1

Aircraft Crash, Search, and Rescue Guide

Willamette National Forest Mobilization Guide

Willamette National Forest Specific Staffing and Action Guide

Northwest Area Interagency Mobilization Guide

National Interagency Mobilization Guide

Pacific Northwest Aircraft Radio Communications Plan and Frequency Users Guide

Interagency Aerial Ignition Guide, January 2004

Interagency Airspace Coordination Guide July 2003

Call When Needed (CWN) National Helicopter Contract

Call When Needed (CWN) Regional Light Fixed-Wing Contract

National Airtanker Contract

of 25 06/06/2013

table of contents - ordvac.comordvac.com/soro/library/aviation/2013/aviation plans/201… · web...

Documents