Pacific Northwest

Aviation Orientation Guide

Section A

Aviation Operations

2013

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PREFACE

The Pacific Northwest Interagency Aviation Orientation Guide is intended to provide useful information, orientation and standard operating procedures for flight crews, dispatchers and aviation mangers. The purpose of the guide is to standardize procedures for interagency personnel assigned to aviation activities in the Pacific Northwest. The ultimate goal is to promote aviation safety and efficiency.

PUBLICATION & REVISION

The format, publication, distribution and revision of this guide is the responsibility of the Pacific Northwest State Office/Regional Office (PNW SORO). It will be updated and published annually. Because critical content – names, phone numbers, radio frequencies and procedures – are subject to change, recipients of this guide are encouraged to report updates to PNW SORO immediately.

DISCLAIMER

While an effort has been made to publish correct and current data, this guide does not eliminate the need for procedural and safety briefings. Flight crews and managers must always conduct pre-flight briefings specific to the local agency or incident organization. Pilots and government personnel must refer to FARs, NOTAMS, operating handbooks, airport and frequency directories, agency manuals and guides etc. as appropriate.

Table of Contents

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Chapter 1: Introduction and General Information.............................................................A-4Objectives............................................................................................................................ A-4Authority..............................................................................................................................A-4Participating Agencies..........................................................................................................A-4Distribution and Review of Contents...................................................................................A-4Policy and Procedures..........................................................................................................A-5PNW Aviation Safety Philosophy..........................................................................................A-5Risk Assessment and Management......................................................................................A-5Aviation Watch Out Situations.............................................................................................A-6Consideration of Alternatives...............................................................................................A-6Pilot in Command Authority.................................................................................................A-6Coercion or Peer Pressure....................................................................................................A-7Non-Retribution...................................................................................................................A-7Briefing Cycle....................................................................................................................... A-7Hazardous Attitudes That Impede Good Judgment.............................................................A-7Chapter 2: Management Oversight and Organization.......................................................A-8Supervision and Oversight...................................................................................................A-8Responsibilities....................................................................................................................A-8Local Units............................................................................................................................A-8Statewide, Area or Regional Oversight................................................................................A-8Pacific Northwest Aviation Working Team...........................................................................A-8Local Aviation Organizations................................................................................................A-9Secondary Level Aviation Organization................................................................................A-10BLM State Office...................................................................................................................A-10USFS Pacific Northwest Region............................................................................................A-10Oregon Department of Forestry State Office.......................................................................A-10National Park Service...........................................................................................................A-10Bureau of Indian Affairs.......................................................................................................A-11Fish and Wildlife Service......................................................................................................A-11Washington Department of Natural Resources...................................................................A-11Chapter 3: Briefings............................................................................................................A-11Requirements.......................................................................................................................A-11Initial Attack Briefings..........................................................................................................A-11

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The Daily Briefing Cycle........................................................................................................A-11Briefings for Flight Crews remaining at a base beyond initial attack....................................A-12Briefings for Type 1 & 2 Incidents........................................................................................A-12Air Attack and Helicopter Base Operations Supplements....................................................A-12In-Briefing Components.......................................................................................................A-12Chapter 4: Aviation Operations..........................................................................................A-13Safety................................................................................................................................... A-13Operations at Uncontrolled Airports....................................................................................A-13Flight Hour and Duty Day Limitations...................................................................................A-13Hazardous Flying Conditions................................................................................................A-15Accident and Incident Reports.............................................................................................A-15Flight Hazards.......................................................................................................................A-15Aircraft Call Signs..................................................................................................................A-15Aircraft Flight Following.......................................................................................................A-16Air Tanker, Air Tactical and Lead Plane Operations..............................................................A-16Aerial Supervision Requirements.........................................................................................A-17Air Tanker Start-Up/Cut-Off Times.......................................................................................A-17Sunrise/Sunset Tables..........................................................................................................A-18Airspace Coordination..........................................................................................................A-18Use of Transponder Code 1255............................................................................................A-19Sterile Cockpit......................................................................................................................A-19Policy for Aerial Delivery of Wildland Fire Chemicals near Waterways................................A-19The Fire Traffic Area.............................................................................................................A-21Airspace Boundary Plan.......................................................................................................A-23Pacific Northwest Dispatch Phone Numbers......................................................................A-25PNW Dispatch Area Boundary Map....................................................................................A-26Air to Ground Frequency Map............................................................................................A-27Air to Air Frequency Map....................................................................................................A-28PNW Aviation Contact Directory………………………………………………………………………………..Section BPNW Airbase Directory……………………………………………………………………………………………….Section C

CHAPTER 1: INTRODUCTION AND GENERAL INFORMATION

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Objectives

The intent of this guide is to provide information to flight crews and managers concerning PNW aviation operations and procedures and provide an emphasis on risk assessment and a management philosophy that places flight safety above all other considerations including property loss. Developing a safety philosophy is the responsibility of every flight crew member and aviation manager at each level of participating organizations.

Authority

The authority for this guide is contained in the master Cooperative Fire Protection Agreement between the United States Department of Interior, Bureau of Land Management in Oregon and Washington, the United States Department of Agriculture, Forest Service in Region Six, the Oregon Department of Forestry and the Washington Department of Natural Resources.

Participating Agencies

Agencies participating in aerial fire management activities in the Pacific Northwest include:

Oregon Department of Forestry Washington Department of Natural Resources Bureau of Land Management Bureau of Indian Affairs National Park Service U.S Fish and Wildlife Service U.S. Forest Service

Distribution and Review of Contents

This guide is distributed by PNW SORO to the Unit Aviation Officers for:

Air bases in Oregon and Washington Air tanker bases in adjoining states from which PNW operations may be conducted Fire and Aviation management staff and dispatch offices PNW contract and agency flight crews

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PNW call-when-needed vendors and those in adjacent states used frequently by PNW agencies

Policy and Procedures

All federal fire management agencies in the PNW adhere to policies and procedures outlined in:

Interagency Air Tanker Base Operations Guide Interagency Helicopter Operations Guide Interagency Airspace Coordination Guide Interagency Single Engine Air Tanker Operations Guide Interagency Smokejumper Operations Guide Interagency Aerial Supervision Guide Interagency Standards for Fire and Fire Aviation Operations Wildland Fire Qualification System Guide National Interagency Mobilization Guide

State fire management agencies use the above guides for reference.

Copies of these documents should be available at all fixed-wing bases, helicopter bases and on incidents as applicable. Any deviations from these standard interagency policies should be reported immediately to the aviation officer of the agency exercising operational control of the mission.

PNW Aviation Safety Philosophy

Our philosophy of safety is based upon the following precepts:

Risk Assessment and Management

All aviation operations have some inherent risk. Risk management is a five step process:

Hazard identification Use of a hazard analysis to determine the probability of encountering hazards, and the

likely effect on personnel and equipment Weigh the risk against the benefit of performing the operation

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Mitigate risk by establishing and implementing controls. Controls may be as elaborate as writing a special-use plan or as simple as conducting a safety briefing

Supervision by qualified personnel is critical to successful risk management

The Aviation Risk Management Workbook provides a means to identify and mitigate risks for a variety of aviation operations.

Aviation Watch Out Situations

As part of risk management, flight crews should always be asking the following questions:

Is this flight necessary? Who is in charge? Are all hazards identified and have you made them known? Should you stop the operation or flight due to change in conditions – communications,

weather, confusion, turbulence, conflicting priorities, personnel? Is there a better way to do it? Are you driven by an overwhelming sense of urgency? Can you justify your actions? Are there other aircraft in the area? Do you have an escape route? Are any rules being broken? Are communications getting tense? Are you deviating from the assigned operation or flight?

Consideration of Alternatives

Alternatives, including the decision not to fly or conduct a particular operation must always be considered.

Pilot in Command Authority

Dispatchers, incident commanders and fire managers should be aware that a number of factors may delay or cancel a flight. The authority of the Pilot in Command is absolute and final in all cases.

Coercion or Peer Pressure

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Peer or user pressure to perform a mission considered unsafe by the pilot or air crew member will not be tolerated.

Non-Retribution

The decision on the part of a pilot or air crew member to alter or terminate a mission based on risk will be supported in all cases by all levels of management in a supportive, non-retributive environment.

Briefing Cycle

Comprehensive briefings, debriefings and re-briefings when indicated, are fundamental in developing a high degree of aviation safety. See Chapter IV.

Six Hazardous Attitudes That Impede Good Judgment

The following attitudes can undermine sound decision making. Monitor yourself on a regular basis to avoid these behaviors:

ANTI-AUTHORITY: This attitude is found in people who do not like anyone telling them what to do. They may regard rules, regulations or procedures as silly or unnecessary. However, it is always your prerogative to question authority if you feel it is in error.

IMPULSIVITY: This is the attitude of people who feel they need to do something immediately. They don’t stop to consider the alternatives, doing the first thing that comes to mind.

INVULNERABILITY: Some people believe that accidents happen to others, but not to them. This makes them more likely to assume unnecessary or unacceptable risk, or to maintain a diminished level of vigilance.

MACHO: These people try to prove they are better than anyone else, often by taking unnecessary risks. Although commonly thought of as a male characteristic, women are also susceptible.

RESIGNATION: Some people do not see themselves as making a great deal of difference in what happens to them. They leave the action or decision-making to others. Some may go along with unreasonable requests just to be a “nice guy”.

MISSION URGENCY: An overriding desire to get the job done may impair decision making. This can be particularly true of the firefighting environment.

CHAPTER 2: MANAGEMENT OVERSIGHT and ORGANIZATION

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Supervision and Oversight

It is important for you as a pilot or air crew member to know who to go to if you encounter problems or unsafe conditions. While it is important to follow the chain of command at the helibase, fixed-wing base or incident when attempting to resolve problems, you have every right to elevate the issue to higher levels if resolution cannot be achieved.

Responsibilities

Fixed-wing base in the PNW may be operated by a single agency, or jointly with a cooperating agency. Large fires are generally managed by a single agency, though in some cases may be managed by a unified command.

Local Units

Local units provide immediate oversight and management on a single or interagency basis, for air operations and air bases within their jurisdiction. Problems or concerns should be directed to the local unit aviation manager. If no resolution is forthcoming, the issue should be elevated to a higher level within the agency. Issues without immediate resolution may be referred to the Pacific Northwest Wildfire Coordinating Group – Aviation Working Team.

Statewide, Area or Regional Oversight

If the issue cannot be resolved at the local level, the second level of oversight is provided at the statewide (BLM, ODF, WADNR) or regional/area level (BIA, F&WS, NPS, USFS). Names and contact information for these agency aviation representatives are provided in the PNW Aviation Contact Directory, Section B.

Pacific Northwest Aviation Working Team

The Pacific Northwest Aviation Working Team is an interagency group composed of aviation representatives from the fire management agencies that is chartered by the Pacific Northwest Wildfire Coordinating Group. During the fire season, this group conducts a daily or weekly conference call concerning aviation issues.

Local Aviation Organizations

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Agencies in the PNW are organized into BLM districts, USFS forests, WADNR regions, BIA agencies, FWS refuges, ODF units or NPS parks or recreation areas.

BLM maintains ten districts within PNW; Spokane, Salem, Coos Bay, Eugene, Roseburg, Medford, Prineville, Burns, Lakeview and Vale. Each district has a Unit Aviation Manager.

ODF has 19 protection units and 3 municipal associations; Dalles, Prineville, John Day, Klamath, Lakeview, La Grande, Pendleton, Wallowa, Walker Range, Molalla, Santiam, Columbia City, Toledo, Coos, Bridge, Douglas, Roseburg, East Lane, Sweet Home, Grants Pass and Medford. Each Unit Forester provides aviation management oversight.

USFS serves 16 National Forests in PNW; Deschutes, Fremont-Winema, Malheur, Mt. Hood, Ochoco, Rouge River-Siskiyou, Siuslaw, Umatilla, Umpqua, Wallowa-Whitman, Willamette, Colville, Gifford Pinchot, Mt. Baker-Snoqualmie, Olympic, Okanogan-Wenatchee and the Columbia River Gorge National Scenic Area. Each forest has a Unit/Forest Aviation Officer.

WADNR is composed of 6 regions; Olympic, Northwest, Northeast, Southeast, Pacific Cascade and South Puget Sound. Aviation oversight is centralized at the State Office, with the exception of that provided by the Incident Commander on individual incidents.

BIA has 2 agencies in PNW with fire and aviation programs; Warm Springs and Colville. Aviation oversight is provided at the Area Office level, except that provided by the Incident Commander on individual incidents.

FWS has 5 refuges in PNW with fire management programs; Sheldon-Hart, Klamath, Malheur, Columbia and Little Pend Oreille. Aviation oversight is provided at the Regional Office level, except for that provided by Incident Commanders on individual incidents.

NPS has four parks in the PNW; Crater Lake, Olympic, North Cascades and Mt. Rainier. Each park has a Unit Aviation Officer.

A map of dispatch offices serving these units is shown on page A-28.

The local dispatch office is the primary point of contact while working on an initial attack incident. Issues unable to be resolved at this level should be elevated to the Unit Aviation Manager. Within the Incident Management Team structure, points of contact include the Helibase Manger, Air Support Group Supervisor and Air Operations Branch Director.

Secondary Level Aviation Organization

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Within the PNW, aviation management organizations above the local unit level for participating agencies include;

BLM State Office

BLM aviation operations in Oregon and Washington are managed by the State Aviation Manager at the PNW State Office/Regional Office (PNW SORO).

USFS Pacific Northwest Region

The USFS aviation management staff located at the Regional Office in Portland include the Regional Aviation Officer and Airspace Program Manager, while the Regional Aviation Group in Redmond, Oregon hosts the Regional Aviation Group Program Manager, Regional Aviation Safety Manager, Helicopter, Light Fixed-Wing, Smokejumper Aircraft and Air Tanker Program Managers, Helicopter Operations Specialist, Aviation Maintenance Program Manager and Regional Aviation Contracting Officer.

ODF State Office

The State Aviation Specialist and Assistant State Forester – Fire Management will handle aviation issues at the state office level.

NPS

The NPS Regional Aviation Office in Seattle, WA handles all aviation management issues at the secondary level. The AMD Contracting Officer handles all contracting issues not able to be resolved at the local level.

BIA

The BIA Regional Aviation Offices in Boise, ID and Denver, CO handle aviation issues at the secondary level. The AMD Contracting Officer handles all contracting issues not able to be resolved at the local level.

FWS

The FWS Regional Aviation Manager is in Portland, OR and handles aviation management issues at the secondary level. The AMD Contracting Officer handles all contracting issues not able to be resolved at the local level.

WADNR

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The Washington Department of Natural Resources Aviation Program Manager and Maintenance Supervisor are located in Olympia, WA. The Helicopter Program Coordinator and Lead Helicopter Pilot are located in Ellensburg, WA.

CHAPTER 3: BRIEFINGS

Requirements

PNW SORO emphasizes comprehensive briefings and debriefings as a vital component of our aviation safety program. It is critical that such briefings be accomplished as appropriate.

Initial Attack Briefings

Briefings are conducted “on the fly” as part of normal initial attack aerial operations consisting of radio communications to relay fire information, instructions, incident contacts and frequencies from dispatchers to flight crews. However, conducting briefings in this environment does not relieve dispatchers, aerial supervisors, air base managers, incident commanders or other pilots from ensuring new arrivals on scene receive a comprehensive briefing on tactics, communications, hazards and command structure.

The Daily Briefing Cycle

PNW SORO encourages that daily briefings and nightly debriefings be conducted at helibases and fixed-wing base regardless of level of activity as standard operating procedure. The extent of the briefings will be determined by level of activity.

Briefings for Flight Crews remaining at a base beyond initial attack

Briefings of incoming flight crews who will remain on a unit after the first day of initial attack must be conducted by the dispatch office, unit aviation manager or qualified designee.

Briefings for Type 1 & 2 Incidents

For incidents where a Type 1 or 2 Incident Management Team is assigned, air crews should be furnished a copy of the ICS 220 Air Operations Summary, the ICS 205 Communications Plan and latest incident map showing fire line and division boundaries. Air bases are responsible for coordinating with the incident air operations staff to obtain this information.

Air Attack and Helicopter Base Operations Supplements

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Each PNW air base has a Base Operations Supplement that provides specific guidance and requirements in addition to those provided in national interagency guides. Local aviation officers and base managers are responsible for briefing assigned flight crews on this supplementary information. For exclusive-use resources, these supplements should be covered in depth at the contract pre-work conference.

In-Briefing Components

Components of a unit briefing to flight crew members may include, but are not limited to:

Contents of local air base supplement Review of PNW Interagency Aviation Orientation Guide, with copies provided to

assigned flight crews Local administrative procedures (Meals, Lodging, Timekeeping, Supplies etc.) Local airport procedures Current and forecast weather Fire behavior and fuel conditions for flight crew members that may be used as ground

firefighters e.g. helitack Special Use Airspace including TFRs, MTRs, MOAs etc., along with deconfliction

information Wires, towers and other flight obstacles Unit aircraft and base status summary Flight following procedures Radio frequencies Local maps in use Contents of crew/aircraft information sheets Local information such as water sources, fueling, sunrise/sunset & duty day etc.

CHAPTER 4: AVIATION OPERATIONS

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Safety

Safety is the paramount consideration for aircraft use. As a flight crew operating on PNW incidents, you are the key to safe, efficient operations. We are dependent upon your judgment and skill to maintain safety. As stated in Chapter 1 of this guide, risk management and the ability of anyone to refuse a mission they consider unsafe are cornerstones of our operations.

Unsafe actions on the part of either government or contractor personnel will not be tolerated. A safe air operations program requires a team effort by everyone involved. Your aviation experience will contribute significantly to this effort.

You are responsible for the safe operation of the aircraft and the safety of your passengers and cargo. Don’t succumb to pressure to operate at risk. As a pilot or flight crew member, you should refuse any flight, operation or landing which you consider hazardous or unsafe. Nothing we protect is worth injury or loss of life.

If you observe operations that you feel are unsafe, please notify a local Aviation Manger, dispatch or the appropriate state or regional Aviation Manager or Aviation Safety Officer.

Operations at Uncontrolled Airports

Pilots are encouraged to monitor CTAF, Unicom or Multicom frequencies when operating near uncontrolled airports, and to self-announce when within 10 miles of landing, maneuvering in the traffic pattern, prior to taxi and maneuvering to the active runway for departure. Everyone is expected to use standard pattern entry at all airports.

Temporary towers or an Aircraft Base Radio Operator may be in place during periods of high activity. Be sensitive to residential areas near airports.

Many airports in the Pacific Northwest host experimental, ultralight and glider activity. Pilots should remain vigilant in the vicinity of airports and consult local hazard maps and aviation personnel for areas of such activity.

Flight Hour and Duty Day Limitations

You will be responsible for monitoring pilot flight hours and duty day. During most situations the Phase 1 limitations apply. Periods of high activity may dictate the implementation of more restrictive Phase 2 or 3 guidelines. Your dispatch office can advise you when the more rigorous limitations are indicated. The basic Phase 1 limitations are described below:

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The basic requirements of phase 1 apply generally to all federal agency aviation missions. Phases 2 and 3 must be implemented during extended periods of high levels of flight mission activity.

1. All flight crewmembers flying agency missions are limited to the following tours of duty, and all work-related time must count toward these limitations:

a. Duty includes flight time, ground duty of any kind, and standby or alert status at any location. This restriction does not include “on-call'' status outside of any required rest or off-duty periods.

b. Flight time must not exceed a total of 8 hours per duty day.

c. Assigned duty of any kind must not exceed 14 hours in any 24-hour period.

d. Flight crewmembers accumulating 36 hours of flight time in any 6 consecutive days or less are required to have the following day off. Maximum cumulative flight hours must not exceed 42 hours in any 6 consecutive days.

e. Within any 24-hour period, flight crewmembers shall have a minimum of 10 consecutive uninterrupted hours off duty immediately prior to the beginning of the next duty day.

f. During any 14-consecutive-day period, flight crewmembers shall be off duty for two 24-hour periods from the time of last duty. The 24-hour off-duty periods need not be consecutive.

2. Two-pilot crews flying point-to-point missions (airport to airport) are limited to 10 hours flight time in any duty day. Pilots flying two-pilot crew missions, who may be assigned to fly other types of agency missions during the same duty period, are limited to the flight hour limitations in the preceding paragraphs 1a through 1f of this section.

3. The contracting officer or representative may waive the "consecutive" limitation in the preceding paragraph 1e in this section to enable pilots flying infrared or aerial spray projects two shorter off-duty rest periods, provided they accumulate 12 hours of rest or more in any 24-hour period. One of the rest periods must include at least 8 hours of uninterrupted rest. Do not grant a waiver of the "consecutive" limitation in paragraph 1e more than three times in any 14-duty-day cycle.

A full description of the three phases of flight hour and duty day limitations can be found in the Interagency Standards for Fire and Fire Aviation Operations, Chapter 16.

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Hazardous Flying Conditions

Conditions encountered during mountain flying in the heat of summertime – turbulence, down drafts, thunderstorms etc. may dictate the suspension of flight operations until conditions improve. Pilots are usually the first to become aware of adverse conditions. Don’t hesitate to recommend shutting down operations until you feel comfortable. Your suggestion may prevent an accident. Maintain your situational awareness.

Accident and Incident Reports

Our accident and incident reporting system is valuable in promoting aviation safety. By sharing information about mishaps or hazards, we may help reduce future exposure. Report any accident, incident, maintenance deficiency or mechanical problem that occurs while you are in the PNW. The interagency SAFECOM system (www.safecom.gov) is used for reporting any occurrence, act, condition or circumstance that has the potential to cause an aviation accident. Local aviation managers have responsibility for corrective action and should be available to assist as necessary.

Use and Limitations of Flight Hazard Maps

Maps of known hazards are available at all of our facilities. You should review the hazard map prior to any mission and be given known hazard information from dispatch via radio, or on the tactical aircraft request form. While considerable effort is made to produce accurate maps, it is difficult to account for every conceivable hazard. It is imperative that aircraft make a high-level reconnaissance of the mission area prior to descent.

Aircraft Call Signs

Aircraft will use the last three characters of the registration number with the following exceptions:

Where the last three characters of an aircraft registration number duplicate another aircraft call sign, use the last 4-5 characters or the entire registration number.

Aircraft that use identifiers related to their home unit e.g. AA 05, or H-531 Lead planes, air tankers, helitankers and ASMs will use national identifiers e.g. T-23, L-

64, HT-743, B-3

Aircraft Flight Following

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Aircraft operating on a resource order will flight followed to and from incidents, while at scene and during ferry flights with the local dispatch office using Automated Flight Following, with 15 minute radio check-in used when AFF is non-operational, or upon request. Incident Commanders or their designees, helibases and aerial supervisors may assume this duty while the aircraft is at an incident.

Air Tanker, Air Tactical and Lead Plane Operations

Fixed-Wing operations are discussed in the Interagency Air Tanker Base Operations Guide and the Interagency Aerial Supervision Guide. The air base manager is responsible for discussing the local base supplement with flight crews.

Air Tactical, Lead Plane and/or Aerial Supervision Module aircraft are normally launched with any air tanker dispatch.

Use of landing lights when operating with other aircraft or within Special Use Airspace is standard operating procedure.

Regardless of start-up/ cutoff time limitations (which see), retardant dropping operations will cease when, in the opinion of the Air Tactical Group Supervisor, Air Tanker Coordinator or air tanker pilot in command, conditions such as darkness, visibility, turbulence etc. preclude safe operation.

Aerial Supervision Requirements

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The following table summarizes aerial supervision requirements for various conditions. Additional details can be found within the Interagency Aerial Supervision Guide.

Incident Aerial Supervision Requirements

When aerial supervision resources are co-located with retardant aircraft, they should be launched together on the initial order to maximize safety, effectiveness and efficiency of incident operations. Incidents with 3 or more aircraft assigned to them should have aerial supervision assigned to the incident. Federal policy dictates additional requirements as listed below:

Situation Lead/ATCO/ASM ATGSAir tanker not IA rated Required if no ATGS Required if no

Lead/ATCO/ASMMAFFS MAFFS qualified

Lead/ASMWhen requested by air tanker, ATGS, Lead, ATCO or ASM Required Required

Foreign Government air tankers Required if no ATGS Required if no Lead/ATCO/ASM

Multi-engine air tanker:Retardant drops conducted between 30 minutes prior to, and 30 minutes after sunrise, or 30 minutes prior to and 30 minutes after sunset.

Required if no ATGS Required if no Lead/ATCO/ASM

Single engine air tanker:SEATs are required to be on the ground by 30 minutes after sunset.

See level 2 SEAT requirements

See level 2 SEAT requirements

Level 2 SEAT requirements: Level 2 rated SEAT operating over an incident with more than one other tactical aircraft on scene.

Required if no ATGS Required if no Lead/ATCO/ASM

Retardant drops in congested/urban interface areas. Order May use if no

Lead/ATCO/ASMPeriods of marginal weather, poor visibility or turbulence. Order Order

Air Tanker Start-up/Cutoff Times

Multi-engine air tankers shall be dispatched to arrive over a fire not earlier than 30 minutes after official sunrise and not later than 30 minutes before official sunset. Retardant operations will only be conducted during daylight hours. Retardant operations are permitted after official sunset, but must have concurrence by the involved flight crews. In addition, aerial supervision (Lead, ATCO, ASM, or ATGS) must be on scene. Daylight hours are defined as 30 minutes prior

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to sunrise until 30 minutes after sunset as noted in the table below. Flights by multi-engine aircraft to assigned bases may occur after daylight hours.

Single engine air tankers (SEATs) and helicopters are limited to flight during the official daylight hours.

Flight crews might experience late dawn or early dusk conditions based on terrain features and sun angle, and flight periods should be adjusted accordingly.

Daylight hours may be further limited at the discretion of the pilot, aviation manager, ATGS, ASM, or Lead plane because of low visibility conditions caused by smoke, shadows or other environmental factors.

Sunrise/Sunset Tables

Air tanker bases and dispatch centers shall have official sunrise and sunset tables at their locations in order to determine start-up and cut-off times. Official tables are published with standard times. During daylight saving time, add one hour to published times.

For air tanker dispatch, use the table for the air tanker base nearest the fire, and comply with all start-up/cut-off regulations.

Airspace Coordination

It is suggested that pilots & air crews obtain the following information from the Unit Aviation Officer, Air Tanker Base Manager, Helibase Manager, dispatch or Incident Management Team prior to flight:

Pre-flight briefing using the local unit Aviation Hazard Map on hazards including Special Use Airspace, Military Training Routes and other known hazards.

The Unit Boundary Plan, outlining procedures within a 10 nm corridor of shared jurisdictional boundaries. A blind call on Air Guard prior to entering the boundary area is a good safety measure.

Be familiar with entry and communication procedures for the Fire Traffic Area outlined on page xx.

Contact dispatch for airspace deconfliction of Special Use Airspace. Dispatch should have a daily schedule of military and agency operations within the response area.

Obtain Temporary Flight Restriction information through dispatch, Flight Service Station, DUATS or an on-line source such as www.tfr.faa.gov. Check currency of posted TFRs.

For further information regarding airspace, consult the Interagency Airspace Guide at www.airspacecoordination.net.

Use of Transponder Code 1255

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All firefighting aircraft are required to have operating transponders and will use a transponder code of 1255 when engaged in, or travelling to firefighting operations (excluding ferry flights), unless given a discrete code by Air Traffic Control.

Sterile Cockpit

Sterile cockpit rules apply within a 5-mile radius of the airport. The flight crew will perform no radio or cockpit communication during that time that is not directly related to safe flight of the aircraft from taxi to 5 miles out and from 5 miles out until clearing the active runway. This would consist of reading checklists, communication with Air Traffic Control, Flight Service Stations, Unicom or other aircraft with the intent of ensuring separation or complying with ATC requirements. Communications by passengers or air crew members can be accomplished when the audio panels can be isolated and do not interfere with flight operations of the flight crew.

Exception: When conducting firefighting missions within 5 miles of an uncontrolled airport, maintain sterile cockpit until departing the traffic pattern and reaching final altitude. Monitor CTAF frequency if feasible while engaged in firefighting activities. Monitor CTAF as soon as practical upon leaving the fire and returning to the uncontrolled airport. When conducting firefighting missions within Class B, C, or D airspace, notify dispatch that ATC communications will have priority over dispatch communications.

Policy for Aerial Delivery of Wildland Fire Chemicals near Waterways

Note: The policy below reflects the April 2009 guidelines. For additional information, see the Interagency Standards for Fire and Fire Aviation Operations, Chapter 12. For Forest Service operations, refer to the Implementation Guide for Aerial Application of Fire Retardant (http://www.fs.fed.us/fire/retardant/afr_handbook.pdf), as well as locally prepared briefing materials, including Retardant Avoidance Area Maps.

Policy: Avoid aerial application of retardant or foam within 300 feet of waterways and any ground application of wildland fire chemicals into waterways. The policy has been adopted from the 2000 Guidelines for Aerial Delivery of Retardant or Foam near Waterways which were established and approved by the FS, BLM, NPS, and FWS. It has been expanded to include all wildland fire chemicals, including water enhancers.

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Definition of Waterway: Any body of water including lakes, rivers, streams and ponds whether or not they contain aquatic life. This policy does not require the helicopter or airtanker pilot-in-command to fly in such a way as to endanger his or her aircraft, other aircraft, or structures or compromise ground personnel safety.

Guidance for pilots: To meet the 300-foot buffer zone guideline, implement the following:

Large Airtankers: When approaching a waterway visible to the pilot, the pilot shall terminate the application of wildland fire chemical approximately 300 feet before reaching the waterway. When flying over a waterway, pilots shall wait one second after crossing the far bank or shore of a waterway before applying wildland fire chemical. Pilots shall make adjustments for airspeed and ambient conditions such as wind to avoid the application of wildland fire chemical within the 300-foot buffer zone.

Single Engine Airtankers: When approaching a waterway visible to the pilot, the pilot shall terminate application of wildland fire chemical approximately 300 feet before reaching the waterway. When flying over a waterway, the pilot shall not begin application of wildland fire chemical until 300 feet after crossing the far bank or shore. The pilot shall make adjustments for airspeed and ambient conditions such as wind to avoid the application of wildland fire chemicals within the 300-foot buffer zone. Helicopters: When approaching a waterway visible to the pilot, the pilot shall terminate the application of wildland fire chemicals 300 feet before reaching the waterway. When flying over a waterway, pilots shall wait five seconds after crossing the far bank or shore before applying the wildland fire chemical. Pilots shall make adjustments for airspeed and ambient conditions such as wind to avoid the application of wildland fire chemicals within the 300-foot buffer zone.

Exceptions: When alternative line construction tactics are not available due to terrain constraints, congested area, life and property concerns or lack of ground personnel, it is acceptable to anchor the wildland fire chemical application to the waterway. When anchoring a wildland fire chemical line to a waterway, use the most accurate method of delivery in order to minimize placement of wildland fire chemical in the waterway (e.g., a helicopter rather than a heavy airtanker). Deviations from the policy are acceptable when life or property is threatened and the use of wildland fire chemical can be reasonably expected to alleviate the threat. When potential damage to natural resources outweighs possible loss of aquatic life, the unit administrator may approve a deviation from these guidelines.

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The Fire Traffic Area (FTA) The airspace surrounding an incident is controlled by the aerial supervisor who must implement FTA procedures. All wildland incidents, regardless of aircraft on scene, have an FTA.If aerial supervision is not on scene, the first responding aircraft must establish/control the FTA until aerial supervision arrives.

Key components and procedures of a standard FTA include:

Initial Contact Ring The Initial Contact Ring lies 12nm from the center point of the incident. At this point, inbound aircraft contact the ATGS or appropriate aerial resource for permission to proceed to the incident. Briefing information is provided to the inbound aircraft by the aerial supervision resource over the incident (ATGS, ATCO, ASM, and HLCO).

No Communication (NOCOM) Ring A ring 7nm from the center point of the incident should not be crossed by inbound aircraft without first establishing communications with the appropriate aerial supervisor.

Three C’s of initial contact Communication requirements and related actions to be undertaken by the pilot of the inbound aircraft:

Communication Establish communications with the controlling aerial supervision resource over the incident. (ATGS, ATCO, ASM, HLCO).

Clearance Receive clearance from aerial supervision resource to proceed to the incident past the NOCOM ring. Inbound pilot will acknowledge receipt of clearance or (hold) outside the NOCOM ring until the clearance is received and understood.

Comply Inbound aircraft will comply with clearance from aerial supervision resource. If compliance cannot be accomplished, the inbound aircraft will remain outside the NOCOM ring until an amended clearance is received and understood.

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Figure 1. Fire Traffic Area

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Airspace Boundary Plan

Purpose

Aerial operations on, or adjacent to agency/cooperator boundaries, and areas where a neighboring agency/cooperator provides fire suppression on lands administered by the adjoining agency/cooperator (“mutual aid”, “shared” or “exchanged” initial attack areas or zones) require increased management and coordination. The requirement for increased management and coordination is due to the possibility of two or more agencies/cooperators conducting simultaneous, uncoordinated aviation operations within those areas which would unknowingly put the responding aerial resources within close proximity to one another, placing aircraft and crews at risk. The purpose of this plan is to identify such boundaries and I/A zones and provide means of communication, coordination, and airspace deconfliction within those areas.

Guidelines and Procedures

An imaginary 10-mile wide “neutral air” corridor will center on agency/cooperator boundaries. The “neutral air” for mutual or exchanged initial attack areas or zones will encompass the whole zone plus 5 miles outside the zones boundaries.

Any agency conducting aerial operations within a corridor or zone will immediately notify the adjoining agency/cooperator of such operations. This is accomplished to and from dispatch offices prior to the commencement of operations and when operations cease. Examples of aerial operations include recon, fire suppression missions, special aviation projects, resource management flights, helicopter logging, etc.

Agency aircraft will establish contact on the assigned air-to-air frequency. Should contact not be made, the contact air-to-air frequency will be “Air Guard” 168.625 Mhz. This frequency will be designated for initial contact and coordination between converging aircraft within corridors and zones only when contact is not otherwise possible. Because this frequency is programmed as the default receive frequency in all agency and contract aircraft FM radios and is intended for initial contact and emergency purposes only, it is imperative that this frequency not be utilized for tactical or logistical purposes. If Guard is used to establish initial contact, aircraft are expected to switch to an alternate frequency (i.e. the local or incident air-air frequency, etc...).

When aircraft from two or more adjoining agencies/cooperators are being committed to the

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same general area of a corridor/zone:

Considering complexity, dispatch an Air Tactical Group Supervisor (ATGS).

Approaching aircraft will establish air-to-air frequency contact prior to entering the area.

Aircraft rely upon dispatch centers for current relevant information. Therefore, coordination between dispatch centers must occur prior to dispatch.

When an aircraft is dispatched to an incident within a corridor/zone and no other aircraft are known to be present:

The approaching aircraft will attempt to establish contact on the assigned frequency. If unsuccessful, Guard frequency 168.625, TX Tone 110.9 will be utilized.

Perform a high-level recon prior to any low-level operation.

Practice “see and avoid.”

The dispatch initiating the flight will notify and coordinate with the adjoining agency/cooperator dispatch.

Temporary Flight Restrictions (TFRs) within or in close proximity to corridors/zones will be coordinated and information will be shared between the responsible dispatch offices.

Pacific Northwest Dispatch Centers

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Northwest Coordination Center (NWCC)............................................................(503) 808-2720

Blue Mountain Interagency Fire Center (OR-BMC).............................................(541) 963-7171

Burns Interagency Communications Center (OR-BIC).........................................(541) 573-1000

Central Oregon Interagency Dispatch Center (OR-COC)......................................(541) 416-6800

Central Washington Interagency Dispatch Center (WA-CWC).............................(509) 884-3473

Coastal Valley Interagency Communications Center (OR-CVC)............................(503) 375-5692

Columbia Cascade Communication Center (WA-CCC).........................................(360) 891-5140

Colville Agency Dispatch (WA-CAC)....................................................................(509) 634-3100

Coos Bay Dispatch (OR-CBC)..............................................................................(541) 751-4302

Eugene Interagency Communication Center (OR-EIC)......................................... (541) 225-6400

Hanford Communication Center (WA-HNC)........................................................(509) 373-3220

John Day Interagency Dispatch Center (OR-JDC)................................................ (541) 575-1321

Klamath Falls Interagency Fire Center (OR-KFC).................................................(541) 883-6850

Lakeview Interagency Fire Center (OR-LFC)........................................................(541) 947-6315

Medford Interagency Communication Center (OR-MIC).....................................(541) 618-2510

ODF Salem Coordination Center (OR-ORC).........................................................(503) 945-7455

Northeast Washington Interagency Communication Center (WA-NEC)..............(509) 685-6900

Puget Sound Interagency Communication Center (WA-PSC)...............................(425) 783-6150

Roseburg Integrated Communication Center (OR-ROC)......................................(541) 541-3370

Spokane Agency Dispatch (WA-SAC)..................................................................(509) 258-4566

Umpqua Dispatch (OR-UPC)...............................................................................(541) 957-3325

Vale Dispatch (OR-VAD).....................................................................................(541)473-6295

WADNR Olympia Coordination Center (WA-WAC).............................................(360) 902-1300

Warm Springs Agency (OR-WSC)........................................................................(541) 553-2413

Yakima Agency Dispatch (WA-YAC)....................................................................(509) 865-6653

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Figure 2Pacific Northwest Dispatch Areas

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