DNRC 1500 MANUAL

Manual--Federal Excess Personal PropertyDesk Guide, Chapter 40). [3] Use of Department Aircraft Department aircraft are used in the normal course of official business. The Air Operations Program Manager/Chief Pilot will ensure that Department aircraft meet all the necessary standards and conditions for the safe transport of Department personnel. Department- owned aircraft will only be piloted with pilots approved through the Air Operations Program Manager. Priority: A. Priorities for aircraft use are established and changed depending on the goal of the Department; training is a high priority. B. State emergencies, i.e., fire, floods, or other life-threateningsituations, will be given immediate attention with approval through proper Department channels. C. Fire is a normal Department function. Passenger Policy--DNRC flights are for official purposes only. Passengers that have official state business and/or essential to the mission are approved for DNRC flights. Passengers are not limited to state employees; they may be: A. Contractors hired by the state. B. Contract maintenance personnel. C. Other state, city and county employees. D. Volunteer firefighters on state or county fires. Rental/Charter Aircraft--Aircraft may be rented or chartered with pilots from fixed base operators or cooperators when it is in the best interest of the Department to do so. This may be when there is an emergency, such as a fire or when state-owned aircraft are either not available or not suitable for the specific mission. Rental aircraft and pilots will meet the standards of Part 135 of the Federal Aviation Regulations and applicable Department standards. Rental or charter aircraft will be coordinated through the Aviation Program Managers or the local Interagency Zone Dispatch Centers. Department employees can only fly in chartered/rented aircraft that meet the minimum DNRC pilot and aircraft standards. Aircraft and pilots that are used for fire operations must meet the minimum standards in The State Cooperators Aviation Standards for Interagency Fire [4] Use of Personal or Rented Aircraft by Department Employee Pilots--Under specific guidelines, Department employees may pilot DNRC or rented aircraft for the conduct of Department business. (See Annex A - DNRC Management Guidelines.) These guidelines are necessary to ensure the safe conduct of Department affairs. Employees must first receive approval from their respective Administrator prior to any flight and must meet the following requirements: Employee pilots must meet the following qualifications and be approved by the Air Operations Program Manager/Chief Pilot: A. Valid FAA Pilot Certificate (private or higher). B. Appropriate FAA Medical Certificate. C. Minimum of two hundred hours pilot in command. D. Maintain currency in type of aircraft in accordance withFederal Aviation Regulations. E. Flights should be advantageous to the state and be within the capability and experience limitations of the pilot. F. Flights will not be authorized to carry other employees or Passenger’s freight or cargo, or to perform detection, reconnaissance, or similar or specialized missions. G. All flights will be conducted under FAA regulations, and flight plans will be filed for each flight with the appropriate flight service station. H. Flights shall be made in daylight hours under visual flight rules. I. Reimbursement will be in accordance with current DNRC travel guidelines based on nautical point-to-point mileage. (P-DNRC- OP-2) (See MCA 2-18-503(4)) Use of Department Helicopters Ensure that State helicopter operations comply with applicable requirements in this manual and the applicable interagency guides available from the National Interagency Fire Center (NIFC). A. Those portions of the NWCG Standards for Helicopter Operations (PMS 510) that are not exempted here in and written over in this manual. Use most recent PMS 510 as reference. B. Interagency Aerial Ignition Guide. [5] C. Interagency Helicopter Rappelling Guide. State helicopter operations are primarily used for initial attack fire suppression activities. It is our goal to provide effective aircraft support to a strong, ground-based initial attack fire suppression program. The State's MT205’s are operated as public aircraft in accordance with Public Law 106.181, Sec 702; (Advisory Circular AC 00-1.1B) - PublicAircraft Operations) They will be certificated as DNRC Public Aircraft . On State, city, county, private and federal lands under State direct fire protection, the State aircraft are allowed to provide fire support as requested by the Incident Commander (IC). On State, city, county private and federal lands under federal direct fire protection, State aircraft are only allowed to provide fire support to meet an imminent threat if commercial aircraft are not available. State initial attack aircraft on Federal fires shall be released from an initial attack as soon as practical. If continued aircraft action is needed on an incident, an order shall be placed for a replacement aircraft. When the replacement aircraft arrives at the incident, the State aircraft may be released. 1511 Scheduling--Scheduling is the function of the Air Operations Program Manager who schedules aircraft to accomplish departmental missions and or support department operational plans, for use by the Land Offices and other agencies when aircraft are not field positioned. Land Office personnel will schedule wildfire aircraft missions when field positioned at Land Office facilities. Aircraft maintenance and pilot scheduling will be done by the Air Operations Program Manager in coordination with the aviation program manager and Aviation Officers. 1512 Coordination--Coordination of aircraft is the function of the Fire Bureau. Any movement of aviation assets or needs for additional aviation support is done by the Bureau Chief or his designee. The Aviation Operations Program Manager and Aviation Program Managers will assist the Fire Bureau Chief in proper use and placement of aircraft and can be delegated the authority to move State aircraft for effective use. 1513 Dispatch of Aircraft--Dispatch of aircraft is the function of the dispatch centers at each Interagency Zone Dispatch Center fire missions. Aircraft assigned to the areas can be dispatched for any Fire Mission allowed under this manual. Pre-season and post-season non-fire dispatching will occur at the DNRC Aviation Support Facility (ASF), through the Chief pilot or designee. [6] 1514 Aviation Working Team (AWT)--The Aviation Working Team is responsible for the oversight and constructive flow of information for planning of the Department aviation functions. The team is made up of representatives from the area land offices. The Aviation Working Team will meet twice a year and when called by either Co-Chair any member or the Chief of the Fire protection Bureau. The AWT reports directly to the Fire Protection Bureau Chief and the Fire Advisory Council (FAC). 1515 Needs Assessment--To best assist the DNRC Fire Management Officers with their aviation needs, the Fire Protection Bureau will monitor what the most efficient level is. This will be determined by assessing and evaluating the Departments ability to keep 95% of all direct protection wildfires at 10 acres or less. This will also be accomplished by monitoring and evaluating fire occurrence, fire danger ratings and preparedness levels across the State. In addition, the Bureau will monitor the aviation costs of both DNRC aircraft and contract aviation resources used for firefighting. 1516 Federal Use of MT-DNRC Aircraft (Reference – Northern Rockies Interagency Mobilization Guide) MT-DNRC aircraft are defined as all aircraft owned and/or operated by the State of Montana and all aircraft procured under a MT State contract or agreement. This includes aircraft mobilized for wildfire through the Memorandum of Agreement between the Montana Department of Military Affairs, Montana Army National Guard and the Montana Department of Natural Resources and Conservation, Forestry Division, through the Northwest Wildland Fire Protection Agreement (Northwest Compact), CWN contracts, and through the Emergency Management Assistance Compact (EMAC). MT-DNRC aircraft are not approved for use by federal agencies. Under emergency circumstances, where human life is immediately at risk by wildfire on federal lands under federal protection, a federal line officer can approve the use of non-federally approved aircraft to address the immediate threat. This exemption must only take place when sufficient federal firefighting aircraft are not readily available to meet the emergency need. The utilization of State of Montana public use aircraft on federal protection is regulated by public law 103-411. The Cooperator Aircraft Use Validation Form must be completed for each response on federal lands. DNRC may use aircraft that have not been identified as an “Approved Cooperator Aircraft” on federal lands when and where the State is the protecting agency in a reciprocal or off-set agreement or when State lands are threatened, and the State maintains operational control of the aircraft. The following conditions apply for MT-DNRC aircraft: • No federal employees are allowed to ride on the aircraft. [7] • No federal employee may be assigned to a position that exercises contractual control. • They are approved to have federal personnel load retardant at federal airtanker bases, regardless of jurisdiction. • Federal personnel may provide aerial supervision (ATGS, ASM, HLCO, Lead plane) under existing standard procedures and agreements. • They remain under State operational control regardless of the agency affiliation of the firefighters directing the aircraft on an incident with State jurisdiction. • They are approved to interact with federal dispatch personnel as long as the aircraft remains under the operational control of the State. • As exemptions are exercised, they must be documented by the approving federal line officer in accordance with their agencies guidance to include submitting a SAFECOM within 24 hours. [8] 1520 Personnel 1521 Responsibility Director, Department of Natural Resources and Conservation--The Director is responsible for final approval of aviation plans prior to field operational use, and new aviation equipment and technology which affects aviation operations. Administrator, Forestry Division (State Forester) --The Forestry Division Administrator reviews and recommends approval or denial of aviation plans and technological changes in the aviation operations and related personnel. He / She may delegate the action to the Chief, Fire Protection Bureau. Chief, Fire Protection Bureau--The Bureau is responsible for Department-wide functions related to aircraft services and facilities. The Bureau is a unit of the Forestry Division within the Department of Natural Resources and Conservation. The principal aviation functions are delegated to the Aviation Program Managers. 1522 Aviation Personnel Introduction-- This chapter will establish common duties and responsibilities, qualifications, certification, and training criteria for individuals functioning in aviation positions. Aviation Program Manager- The Aviation Program Manager serves as the primary point of contact at the Fire Protection Bureau for Land Office Aviation Officers on field aviation operations, technical guidance, special projects, and other air operations related activities. They Coordinate with other agencies and local government to ensure that sufficient levels of aviation resources are available to meet the projected preparedness levels needed to address the fire potential throughout the fire year. This position provides leadership, guidance, and direction to aviation projects and fire suppression activities based on Federal Aviation Administration (FAA) regulations, National Wildland Coordinating Group (NWCG) standards, DNRC policy, and information found within the Fire Program manuals and guides. Aviation Program Specialist- The Aviation Specialist will assist the Aviation Program Manager (APM) in directing, planning, and developing complex aviation operations, aviation contracting, program goals, policies, and methods to conduct statewide air operations safely, in adherence with state and federal laws and in concert with other DNRC divisions, local government, other state agencies, and federal resource management agencies. The position reports to Aviation Program Manager. Air Operations Air Operations Program Manager /Chief Pilot--The Air Operations Program Manager/Chief Pilot is responsible for the general administration, supervision, and [9] direction of all air operations for the Department. Training, maintenance, and planning are essential for Air Operations to provide this support in a safe and effective manner. The Air Operations Program has direct responsibility over all safety of flight items such as maintenance and budgets to maintain this state of readiness. This position provides the administration, budget/finance accountability, and management of the entire natural resource aviation operation program for the State of Montana. The supervision of this program requires a complete understanding of all aviation issues to create a safe and efficient aviation program. The size and complexity of this program requires an extensive understanding of the in-house maintenance program and aviation maintenance management practices for a wide variety of aircraft and flight missions. The incumbent must stay qualified in all aspects of natural resource aviation. The incumbent must be able to maintain effective working relationships with a wide variety of aviation experts, both within and external to the Department. The incumbent must be knowledgeable of all policies, regulations, guidelines, and laws, both state and federal, which govern air operations. The complexity of position is further enhanced by the control of an inventory program for sensitive and controlled items. Pilot II/Safety Technician--The Pilot II/Safety Technicians coordinate and supervise Department flight operations and personnel; establish and administer aviation standards; and provides liaison to Land Offices concerning aviation issues. These positions provide supervision for the safety and training functions and everyday support to Department air operations. The size and complexity of air operations requires a detailed safety and training program, developed, and administered by the incumbents. They must remain qualified and current in all phases of aviation operations including flying both fixed and rotary wing aircraft, all regulations, all policies, and any guidelines that govern aircraft use or employment. This is a critical function of the Department aviation program, requiring expertise in the air and on the ground. The assignment is extremely complex, involving a diverse fleet of aircraft with many different missions. Seasonal Pilot - Fixed Wing-- Conducts fire patrol flights, maintains aircraft records, and performs other department aviation needs when requested. The pilot is assigned to an aircraft on a rotational basis developed by the Air Operations Program. The chief pilot maintains direct supervisory authority over the pilot throughout the entire year to include field positioning for fire response. The pilot will be operationally assigned to perform the following duties: A. Provides pilot service to the Department while remaining proficient in all aspects of fire aviation in compliance with FAA and Department policy, to fly fixed wing aircraft. B. Remains current in all aspects of fire aviation to include aerial photo, fire patrol, insect and disease survey, and personnel transportation. C. Responsible for briefing all personnel and implementing flight and operation plans. [10] D. Responsible for conforming to the DNRC Air Operations1500 Manual. E. Flies’ routine fire patrol missions, initial attack operations in mountainous terrain, and administrative flights when scheduled. F. Responsible for maintaining flight/maintenance records in accordance with the DNRC Air Operations 1500 Manual. G. Responsible for cleaning and washing of the aircraft. Ensures scheduled and other maintenance of the aircraft is brought to the attention of the Department's Aviation Maintenance Supervisor. H. Responsible for the daily preflight inspection of the aircraft to ensure its airworthiness. Available during an established work schedule or when conditions allow on call by phone. Pilot must respond within a time frame established in accordance with the Land Office Mobilization Plan while assigned to a land office. Seasonal Pilot - Rotary Wing--performs initial attack flight operations, maintains, aircraft flight/maintenance, and meets other Department aviation needs as requested. The pilot is assigned to an aircraft on a rotational basis developed by the Air Operations Program. The chief pilot maintains direct supervisory authority over the pilot throughout the entire year to include field positioning for fire response. The pilot will be assigned to perform the following aviation duties: A. Provides pilot service to the Department while remaining proficient in all aspects of fire aviation in compliance with FAA and Department policy, to fly rotary wing aircraft. B. Remains current in all aspects of fire aviation, to include aerial photo, sling loads, vertical reference long line, water bucket operations and mountain flying. C. Responsible for briefing all personnel and implementing flight and operation plans. Will utilize personal protective equipment (PPE) in accordance with the DNRC Air Operations 1500 Manual. D. Responsible for placing/retrieving fire fighters by helicopter. E. Responsible for dropping water or retardant by helicopter. F. Performs routine missions for fire patrol, provides initial attack operations in mountainous terrain, and administrative flights when scheduled. G. Responsible for cargo operations including placing/retrieving internal loads or external loads via slingload including Vertical Reference/long line. [11] H. Responsible for delivering supplies to line crews. I. Responsible for maintaining flight records in accordance with the DNRC Air Operations 1500 Manual. J. Responsible for cleaning and washing of the helicopter. K. Ensures scheduled and other maintenance of the aircraft is brought to the attention of the Department's Aviation Maintenance Supervisor. L. Responsible for the daily preflight inspection of the aircraft to ensure its airworthiness. M. Available by the Department, during an established work schedule or when conditions allow on call by phone. Pilot must respond within a timeframe established in accordance with the fire danger, while assigned to an aircraft, at a specified land office. N. Pilots will be available for additional aviation-related duties providing all other tasks previously listed have been accomplished. Fire Program Managers or their designee’s must carefully consider any additional tasks that may adversely affect the successful accomplishment of the possible missions. If in doubt, contact the Aviation Safety Officer or Chief Pilot. Aircraft Maintenance Supervisor--The Aircraft Maintenance Supervisor is responsible for the airworthiness of Department and contract aircraft. The incumbent provides maintenance management expertise necessary to ensure aircraft availability, reliability, and control operating costs for the Department's aircraft. It is the Maintenance Supervisor’s primary responsibility to provide technical and professional expertise to achieve these goals. The incumbent manages the daily and long-term aspects of the aviation maintenance program while providing the technical and hands-on support necessary to maintain a complex fleet of airplanes and helicopters for the Department. This incumbent is also responsible for maintaining an accurate inventory of sensitive and costly aircraft parts necessary for maintaining Department aircraft. The goal is 100% availability. The goal is met through strict adherence and compliance with Federal Aviation Administration regulation, Department of Agriculture -USFS regulations and guidelines, military and manufacturer guidelines, and service bullet applicability to the Department aircraft. Aircraft Mechanic -- The Aircraft Mechanic is responsible for the airworthiness of the Department and contract aircraft. The incumbent performs inspection and maintenance tasks necessaryto ensure the Department's aircraft are operated in a safe and airworthy condition. The incumbent performs routine inspections, maintenance, repairs, and alterations in accordance with Federal Aviation Administration (FAA) regulations, the aircraft manufacturer’s instructions and Departmental requirements. The Aircraft Mechanic’s knowledge and experience level will be utilized when addressing safety of flightissues such as incident/accidents, Airworthiness Directives, and manufacturer [12] bulletins. Helicopter Manager -- The Helicopter Manager will be qualified in accordance with NWCG 310-1. Additional guidance for training can be found in the DNRC Helitack Training Guide or the NWCG Standards for Helicopter Operations (PMS 510). Helicopter Manager hiring, training, supervision, and certification is the responsibility of the Land Office to which the aircraft is assigned. Flight Qualifications Only fully qualified pilots will be assigned the responsibility of performing natural resource flight operations. Department pilots in air operations will: A. Possess a current, valid Federal Aviation Administration commercial certificate with appropriate rating for aircraft and mission. B. All pilots require a current second-class medical certificate issued by the FAA. Pilots may charge the cost of the medical examination and the travel expenses necessary to obtain such an examination to the Department. [13] Minimal Experience Level for Initial Employment--The following minimum experience for initial employment or appointment as a natural resource pilot is suggested: Air Operations Program Manager/Chief Pilot Must meet the following minimum flight experience: Total Flying Time 2,000 hours Pilot in Command 1,500 hours Rotary Wing Turbine 1,500 hours Night Flying 100 hours Instrument Flying under IFR 100 hours In Category and Class offered 250 hours Extended Cross-country 200 hours Typical Terrain-Mountainous 200 hours Last Twelve Months 100 hours Last Sixty days 10 hours Designated Department Check Airmen Safety/Training Officer/Pilots Must meet the following flight experience: Total Flying Time 2,000 hours Pilot in Command 1,500 hours Rotary Wing Turbine 1,500 hours Night Flying 100 hours Instrument Flying under IFR 100 hours In Category and Class offered 250 hours Extended Cross-country 200 hours Typical Terrain-Mountainous 200 hours Last Twelve Months 100 hours Last Sixty days 10 hours Designated Department Check Airmen [14] Seasonal Pilot-Rotary Wing Must meet the following flight experience: Total Flying Time 1,500 hours Pilot in Command 1,500 hours Rotary Wing Turbine 1,500 hours Night flying 100 hours In Category and Class offered 100 hours Extended Cross-country 200 hours Typical Terrain-Mountainous 200 hours Last twelve months 100 hours Last Sixty days 10 hours Seasonal Pilot-Fixed Wing Must meet the following flight experience: Total Flying Time 1,500 hours Pilot in Command 1500 hours Single Engine 500 hours Night flying 100 hours In Category and Class-last 30 days 5 hours Extended Cross-country 200hours Typical Terrain-Mountainous 200 hours Last twelve months 100hours Last Sixty days 10 hours Military Pilots must meet all flight hour requirements listed above for Pilot-in-Command Time. Flight hour requirements can be waived on an individual basis by the Air Operations Program Manager / Chief Pilot. Proficiency Requirements for Department Pilots--Performance of flying duties, which involves piloting single-engine airplanes and helicopters during day, under specialized or hazardous conditions, requires well-developed special skills and related judgment, which must be maintained by frequent practice. Department pilots should maintain flight proficiency based on the following minimum requirements, which may be met by actual working missions or practice flight. Helicopter Flying * - one hour each 30 days, or ten hours within sixty days of working missions. [15] Aircraft Type * - five takeoffs and landings during each 60-day period in each category class and type of aircraft. Note: (*) Items which may be waivered or changed at the discretion of the Aviation Operation Program Manager. Pilot Conduct Serious violations of Federal Aviation Administration regulations or Department directives will be reported immediately to the Air Operations Program Manager /Chief Pilot, and Safety Pilot. The report will include the individuals name, type of work being performed, and nature of violation. For serious infractions or safety violations, pilots will appear before a flight evaluation board consisting of selected members of the Aviation Working Team called by the Chief Pilot or Aviation SafetyOfficer. The board will make recommendations to the Fire Protection Bureau Chief and/or the fire advisory council. A pilot who has allegedly committed a serious violation will be temporarily relieved from agency air operations work, pending investigation and disposition of the case. Pilots may require ground and or flight training by a department check airman and will not resume flying duties prior to being approved and released to perform such duty. Department pilots must maintain a high degree of flying proficiency and set a high standard of conduct which will reflect confidence in the operation of Department aircraft and bring credit to the Department. Pilots shall not undertake any flight while suffering the aftereffects of alcohol overindulgence or medicines/drugs that may cause impairment. Pilots, while on duty, shall use discretion in appearing in places which might reflect discredit to the Department. It is the pilot's individual responsibility to ascertain that he/she gets the needed amount of rest required for the use of all his/her full capabilities. . [16] Pilot-in-Command Responsibilities The pilot is in command of the aircraft, and his decision will take precedence in all affairs having to do with the aircraft and mission as per Federal Aviation Regulations. The Pilot- in-Command is responsible for: A. Safety of aircraft occupants and cargo. B. Postponing, changing, or canceling flights when existing or impending conditions make those operations unsafe. C. Complying with orders of authorized agency officials when those orders will not violate Federal Aviation Regulations, agency directives, or endanger the aircraft, occupants, or cargo. D. Must be familiar with operating area and special hazards. E. Provide for the comfort and safety of passengers. F. Review the plan of operation with air and ground personnel. G. Thoroughly brief all passengers regarding route of flight and mission details. H. Ensure proper loading of aircraft. I. Perform other duties as described in the job description. 1523 Pilot Duty Time Pilot Flight and Duty Time Limitations--Flight time is not entirely reliable as a gauge of accumulative pilot fatigue and will vary with individuals. Sound judgment is essential in administering air operations to provide maximum safety. Helicopter and airplane pilots, except those flying military transport aircraft, scheduled aircraft, or aircraft operated under irregular air carrier certification, should be limited to the following flight hours. A. Flight time will not exceed a total of eight hours per day. B. Pilots accumulating 36 or more hours of flying in six consecutive days will be off duty the following full calendar day--42 hours maximum in any six-day period. C. Pilots must have a minimum of ten consecutive hours off duty within 24 hours after the beginning of any duty. D. Duty includes flight time, ground duty of any kind, and standby or alert status at [17] any location. E. During any fourteen consecutive days, pilots will be off duty for two full calendar days. Days off duty need not be consecutive. F. A duty day is any day a flight is made of 4 hours or more and of other duty performed, except for off-duty time. Pilots flying airport-to-airport personnel or cargo transport missions will comply with FAR Part 121. Certificated contractors will comply with FAF Part 121 flight time limits. The Chief Pilot may waive the “consecutive” part of Item C, so that pilot such missions as a real application may have two shorter off duty periods, provided they aggregate 10 hours or more. [18] 1524 Security and Location of Aircraft--The Helena Regional Airport is the home base for DNRC air operations. There is a 30,000 square foot winter maintenance/storage facility for the general maintenance and security of the DNRC aircraft and related FEPP parts. During the harsh winter months, the helicopters are stored and maintained in this facility. The Cessna 182 can be stored in a hangar in Missoula, and the C-185 can be stored in a hangar in Kalispell during the winter months. During the, 1 June – 30 Sept, aircraft are assigned to land offices for fire support. Below are the typical aircraft assignments. This is subject to change based on aircraft availability, maintenance, and the needs of the Land Office throughout the fire year. Helena Central Land Office Cessna 368M Harsh weather storage/security base - ASF Hanger MT205 388M Missoula Southwestern Land Office Cessna 6312B Harsh weather storage/security base - At SWLO MT205 387M Kalispell Northwestern Land Office Cessna 391M Harsh weather storage/security base - Kalispell City MT205 394M Billings Southern Land Office MT205 395M Harsh weather storage/security base - Billings Helena ASF Statewide Fire Suppression MT205 381M Helena ASF Jet Ranger 84M Helena ASF Jet Ranger 92M Any aircraft left unattended, outdoors, shall be secured and locked with proper wind gust and tie-down equipment installed. Engine intake covers shall be installed at the end of the duty day, in a field, overnight environment. The DNRC Chief Pilot/Safety Pilot will determine if the aircraft must be relocated to a more secure area due to the threat level and general security of the aircraft. If security personnel are unavailable, aircraft will be moved to a secure location. [19] 1530 Safety & Training Objective--The primary objective of the Department’s Aviation Safety Program is to provide a system for the identification and reduction of hazards associated with aviation operations. Aviation Safety Philosophy Strategy--Aviation safety and aircraft accident prevention in the Montana Department of Natural Resources and Conservation is based on the philosophy that all aircraft accidents can be prevented, and that accident prevention is an inherent function of management. Application of approved practices is a fundamental responsibility of managers and supervisors. Aviation Safety Philosophy is an area in which supervisory performance and accountability must be emphasized. The responsibility for aircraft accident prevention lies with every individual involved in an aviation operation. Pilot, flight crew, passengers, maintenance, and ground crew play a role and must apply sound professional judgment. All personnel must perform according to established requirements and operating procedures. The pilot is always in command of the aircraft. The pilot’s word will be final as to whether a mission can be conducted. All personnel working in and around helicopters will use the following safety procedures: Accident Prevention Plan - The Department has developed a training program that trains personnel to specific standards for accomplishing routine and specific mission tasks. In addition, the Department will identify and train for emergencies that might occur while performing mission-related tasks. The Aviation Safety/Training Officer will assist aircraft users to ensure all personnel associated with aircraft operations have received the training necessary for their safety when performing duties related to air operations. The Aviation Safety/Training Officer will maintain files on all accidents and incidents, to detect trends in specific areas of operation. Safety Hazard Reduction - The success of the Aviation Safety Program requires that hazards be identified and reported prior to that hazard causing an accident. The procedure to be followed once a hazard has been identified is to report it to the Aviation Safety/Training Officer immediately. The Aviation Safety/Training Officer will ensure that the required procedures are provided through training and/or information sharing so that the hazard will not recur. This process will prevent an accident or incident because someone was not informed. If applicable, the identified hazard will be vetted thru the SMS program. Education and Awareness - The Aviation Safety/Training Officer shall maintain close contact with other aviation organizations (federal, state, and civil) for the purpose of aviation safety information sharing. The Safety Officer will collect and maintain correspondence, safety publications, employee suggestions and input relating to aviation safety. That information will be distributed throughout the organization. The Aviation Safety/Training Officer will at minimum disseminate the above information with the employees directly under the supervision of the Air Operations Program. Aviation Safety Communique (SAFECOM) – The MT DNRC Air Operations Program has a long history of utilizing and participating in the Interagency SAFECOM system. SAFECOM reporting is a critical component of our safety program. Early identification, correction and reporting of hazards can save time, money, and most importantly, lives. [20] Categories of reports include incidents, hazards, maintenance, and airspace. The system enables users to report any condition, observation, act, maintenance problem, or circumstance with personnel or the aircraft that has the potential to cause an aviation- related mishap. Anyone can generate a SAFECOM on the AMD-34/FS-5700-14 website. All SAFECOMs will be reviewed by the Safety pilot and/or Chief Pilot for technical accuracy prior to being published. The Aviation Safety/Training Officer and Fire Bureau Safety Specialist have the final authority to publish the SAFECOM. The SAFECOM system is NOT intended for initiating punitive actions. Submitting a SAFECOM is NOT a substitute for "on-the-spot" correction(s) to a safety concern. It is a tool used to identify, document, track, and correct safety related issues. A SAFECOM does not replace the requirement for initiating an accident or incident report when appropriate. Safety Management System (SMS) - The Air Operations Safety Management System (SMS) is a system designed to manage and control the risks involved with the Air Operations program. See ANNEX L for the complete Air Operation SMS Guide. NOTE: The SMS process is not intended to apply to tasks not related to aviation operations The Air Operations has a long and enviable safety record with a strong “Safety Culture”. The safety program consists of multiple written safety programs and is driven by dedicated safety minded professionals. The SMS enhances the Air Operation Safety Program Strategy by formalizing and further promoting safety as an integral part of the operation. The core process within the SMS is Safety Risk Management (SRM). The SRM component provides a deliberate decision-making process for identifying hazards and mitigating risk. The SRM component is the organization’s way of fulfilling its commitment to consider risk in their operations and to reduce it to an acceptable level. Safety Risk Management decision-making process must be applied to the following: • Implementation of new systems. • Revision of existing systems. • Development of operational procedures. • Identification of hazards. • Identification of ineffective risk controls through the safety assurance processes. • Need to deviate from normal procedures. • Any other situation where Goals and Risks are not clearly defined. [21] Real-Time Risk Management - This level of Risk Management is always associated with Risk Management decisions made in Real-Time during the execution or tactical phase of training and operations where there is normally little or no time to conduct Deliberate Risk Management. Real-time usually entails a cognitive risk assessment that is done on-the-fly using basic Risk Management process steps to identify and mitigate hazards in a new or changing situation. As time is normally constrained or limited in these situations, Deliberate Risk Management is impractical. Note that “time limited” or “time constrained” does not mean “hasty” or “uninformed.” To aid in Real-Time Risk Management all pilots will receive initial and recurrent training in following areas: • Air Crew Coordination/Crew Resource Management (ACC/CRM) • Single Pilot Resource Management (SRM) • Aeronautical Decision Making (ADM) • Risk Assessment and Mitigation Concepts – per FAA-H-8083-25B (Pilots Handbook of Aeronautical Knowledge) and PMS 530 (NWCG Standards for Aviation Risk Management) 1531 Personnel Safety Personnel must be instructed in and follow these safety requirements: A. Always keep clear of helicopter rotors. Unless work requires being nearer, all personnel out of the safety circle (75 ft. for Type three helicopters, 90ft. for type two, and 110 feet for Type one helicopters). When approaching nearer than these distances, approach from front or the side near front. Do not approach a hovering helicopter from any side. B. Before taking off, fasten and adjust shoulder harness and safety belt. Keep safety belt fastened until instructed by pilot after landing to leave the aircraft. C. Helicopter passengers will not approach or leave the helicopter until authorized by the pilot. The passenger should leave or approach the helicopter in a direction that will permit the pilot to see him until clear of the rotors. D. No person will be carried in a helicopter carrying sling loads, or when operating with any load as a helitanker, sprayer, or duster, except under the following conditions: [22] Crew members may be allowed on board the helicopter while the Department check airmen are conducting formal training or as approved by the Chief Pilot and or Safety Pilot. E. Personnel should never be directly under the bucket. Water, retardant, or buckets must not be dropped on people. Personnel should never place themselves directly under the bucket. F. No extra lines or ropes of any kind should be used to help guide the bucket. This is extremely dangerous and could cause lines to get into the rotors. G. Unless equipped with eye-protecting goggles or glasses, or at least 100feet from the helicopter, do not watch landing, takeoffs, or hovering operations. H. Avoid loose headgear; it can easily damage rotors or become a serious safety hazard when persons instinctively try to recover it when it blows away. I. Watch out for long-handled tools, pipe, poles, or like items; windows and rotors are easily damaged. J. Flights near the ground along hot fire lines should be made just outside the fire, since rotor blast will then be from outside toward the fire. K. Helicopters flying over a hot fire line must be at sufficient altitude to prevent the rotor system from fanning the fire itself [23] Ground Safety Procedures A. All personnel engaged in helicopter operations should wear ear protection. B. Approach or leave helicopter only when authorized by pilot or responsible personnel. C. Approach the helicopter only from the front or side, and always in such a manner that allows the pilot to see you at all times. D. Always depart and approach the helicopter at a slight crouch. E. When on uneven ground, approach the helicopter from the downhill side. F. When approaching the helicopter with long-handled tools, hold tool handles parallel with the ground and keep them clear of the main rotor path. G. Loose headgear should be carried in hand, to prevent its being blown off by rotor down wash. Chinstraps will be used on hardhats. Flight Safety Procedures A. Always ensure seat belt is properly fastened. B. Do not smoke. C. Keep clear of controls. D. Hold maps and papers securely while in flight. E. Wear chin strap when in flight. If chin strap is not available, hold hard hat securely under arm or in hand. F. Keep oriented at all times. G. Keep alert for hazards, particularly power and telephone lines. Inform pilot of their presence and, when requested, assist pilot in watching tail rotor clearance during landings at field landing areas. H. Do not throw objects out of helicopter while in flight. I. Do not move about the cabin area while in flight. [24] J. Maintain radio communications at all times. K. Pilot will approve all missions. Pilot's word is final as to whether the flight can be made. 1532 Crash Landing A. Keep seat belt (and shoulder harness if available) as tight as possible. B. Passengers in forward-facing or sideward facing seats should lean forward, chest against knees, with arms clasped under legs. C. Passengers in rearward-facing seats should sit up straight with back and head braced against the seat back. D. Know where emergency equipment (first-aid kit, portable extinguishers, ELT, etc.) are located. E. Know where the exits are and how to open them. F. Move out in a rapid, orderly manner. Provide assistance to those injured. 1533 Emergency Procedures--In the event of an emergency landing due to engine or mechanical failure, the following steps should be taken by everyone on board to help make the landing as safe as possible and to minimize personal injury: Front Seat and Rear-Facing Back Seat Occupants A. If possible, the helicopter manager should send a "may-day" on forest net giving helicopter number and location. Pilot should send "may-day" on air net. B. Make sure seat belts and shoulder harness are secure. C. Sit so your back rests against the back of the seat; do not slouch. D. Remove glasses, if worn. Rear Seat, Forward and Side-Facing Occupants A. Keep Make sure seat belts and shoulder harness are secure. B. Intercom traffic from the back seat to the front seat to a minimum. C. Remove glasses, if worn. [25] All Personnel--After crash A. If aircraft has landed in an unstable condition, do not leave aircraft until rotors have stopped. B. If possible, before exiting aircraft: a. Manager should grab first aid kit. b. Designated crewmember should grab fire extinguisher. c. Designated crewmember should grab radio bag. d. Designated crewmember should grab the ELT. C. Get clear of aircraft immediately. D. Take head count and make sure everyone is out of the aircraft. E. Rescue anyone who cannot leave aircraft alone. Administer first aid. F. If you are on fire, roll on the ground to put fire out. G. If radio is available, notify anyone that can be reached. Provide information on extent of damage, injuries, and location. H. Remove any flight gear that may be soaked with fuel. I. Make sure that emergency locator transmitter has been activated. J. Non-Fire mission PPE deviation will require prior approval from Aviation Manager or Safety Pilot. 1534 Protective Clothing and Equipment Introduction--The proper use and maintenance of equipment utilized in helicopter operations by ground and aircrew personnel is essential to safety. Since most of the equipment is expensive, proper maintenance is crucial. Personal Protective Equipment (PPE)--Personal protective equipment consists of clothing and equipment that provide protection to an individual in a hazardous environment. If any flight crew member refuses to wear the required PPE, the helicopter manager should terminate the flight and report the incident to the Aviation Safety/Training Officer (Refer to Table on page 29). [26] Fire and Low-Level Flights - While on a fire status or while participating in low-level flights (continuous flight below 500 feet above the ground level), excluding takeoff and landing, all personnel shall wear personal protective equipment specified in this section, at all times, except as noted. This includes helicopter pilots, helitack crews, and members of fire crews and volunteer firefighters transported by helicopter. Helmets The U.S. Army SPH-4 or equivalent flight helmet shall be considered standard for the Department during fire and low-level flight operations. Helmets/hardhats with chinstraps will be made available to each passenger or crewmember. Helmets shall be clean and free of defects. Clean with mild soap and water only. Clothing Shirt and trousers or flight suits shall be made of polyamide material currently marketed as "NOMEX" or other approved fire-resistant clothing. The shirtsleeves and trouser legs shall have sufficient length to allow overlap of the glove cuffs and boot tops. Shirt cuffs shall be worn down and fastened. When wearing two-piece suits, the shirt shall be tucked into the trousers. Flight suits shall be kept clean. Gloves shall be made of leather or approved fire-resistant material and shall be free of holes, tears, oils, and grease. Leather boots must be of sufficient height to cover the ankles and allow the legs of the flight suit or trousers to be fastened over them. Other Personnel--Personnel not subject to low-level flights are encouraged, but not required, to wear the personal protective equipment listed on the Personal Protective Equipment List (see chart on page 29) while flying in helicopters above 500 feet AGL and landing at approved helispots. Other Flights--On those flights for other than fire-related activities it is recommended, although not mandatory, that all personnel should wear the protective equipment specified in this section. All personnel participating in low-level flights (below 500 feet) while riding in the front seat of a helicopter shall wear the SPH4/5 flight helmet. Flight over Water--All Department pilots will wear the personal flotation device provided to them by the Department any time that aircraft is beyond gliding distance from shore. (During all bucket operations reference PMS 510) All Flights--Please refer to the chart concerning requirements for personal protective equipment. Cold Weather Operations--Coats, bib pants, overalls, etc., made of “NOMEX” and worn [27] over the flight suit are recommended, but are not required, during cold weather flight activities. Outerwear garments made of natural fibers (cotton, wool, or wool/cotton blends) are acceptable substitutes. Undergarments which are not made of natural fibers are unacceptable. Footwear such as rubber boots are acceptable during cold weather operations. Survival Equipment--Survival kits are available for all natural resource missions. Survival kits will be maintained by the Aviation Safety/Training Officer and will be available for all cold weather operations. First Aid Kits - Aircraft--Each aircraft will have first aid kits installed that are sufficient for the number of personnel on board, and they will be readily accessible to the flight crew and passengers. [28] Personnel Protective Equipment Requirements 1 2 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 Flight Mission Point-to Point (One developed airport/heliport to another developed airport/heliport, parking lot, sports field or as approved by Chief Pilot or Safety Pilot) X X High-Level Reconnaissance (Land) X X X X X X Low-Level Reconnaissance (Land) X X X X Over Water Beyond Gliding Distance from Shore X Over Water - Extended X Firefighter Transport to and From Fireline X X X X Helicopter Crew (Fire or Project) ¹ X X X X Operations Where Individual Not Restrained by Seat Belt (Cargo Letdown, Cargo Free Fall, Video, FLIR) X X X Snow X X X X Rappel, Short Haul and Cargo Let Down Requirements are contained in the Applicable Guide KEY 1 - Nomex Flight Suit 7–Leather Gloves 13–Raft & Kit 2 - Nomex Shirt/Pants 8–Rubber Gloves 14–Eye Protection 3 - Non-Static Clothing 9–Leather Boots 15–Hearing Protection 4 - Aviator Flight Helmet 10–Rubber/Synthetic Boots 16–Respirator/Dust Mask 5 – Hardhat 11–High-Visibility Vest 17–Approved Restraint Harness 6 - Nomex Gloves 12–Personal Floatation Device 18–Head Set Optional Non-Fire Mission 19- PPE Optional for Passengers Non-Fire Mission 1 Due to the extra protection afforded, Nomex flight suits and Nomex gloves should be worn whenever possible by exclusive-use helicopter crew (fire or project). There are situations however, where the individual’s flight suit and/or gloves may not always be available, in which case Nomex shirt and pants and leather gloves may be substituted. [29] 1535 Aircraft Crash, Search and Rescue--In order to be ready to render assistance in the event of an emergency, each area office, unit office, base heliport and heliport must have the plan issued by Air Operations. The plan should be posed in a prominent place, and each person on duty should be fully apprised of his or her responsibilities. For fire operations it is always the responsibility of the fire dispatch center to initiate the items in the current DNRC Crash Search and Rescue Guide (See Annex C - DNRC Aircraft Crash, Search and Rescue Guide Example). A new Crash Search and Rescue Guide is updated every year prior to fire season and is distributed to the dispatch centers, Land Offices and Aviation Officers. For Non-Fire Missions it is the responsibility of the Aviation Manager/Chief Pilot or the SafetyPilot to decide who will be responsible for the initiation. This will depend on the user agency and will require prior coordination with that agency. Time-- is an extremely critical factor in responding to overdue, missing, or crashed aircraft. Personnel responsible for flight following cannot justify any delay in initiating emergency response procedures based on the possibility that a pilot or manager has forgotten to perform a check- in. Immediate positive action is necessary; the longer the delay in locating the overdue or missing aircraft, the less chance the occupants have to survive an accident. SAFECOM--The SAFECOM process will be the responsibility of the Chief of Fire Protection, who will appoint the appropriate representative to complete the reporting. The DNRC Safety Officer is responsible to compile and submit the SAFECOM through the proper steps to be published. The procedure to be followed in the event of an accident, incident, or mishap is to report it to the Aviation Safety/Training Officer, Chief Pilot, or the duty officer (use the pilot schedule to determine) by telephone immediately. Also notify the Fire Bureau Training and Safety Program Manager, and the Chief of Fire Protection. The Chief Pilot will assemble and dispatch a team of investigators from the Department. When verbal contact has been made and interviews conducted, the appropriate information on the AMD-34/FS- 5700-14 website will be completed and/or written on the FS-5700-14 SAFECOM form, Annex F. The Aviation Safety/Training Officer and/or Fire Bureau Safety Specialist will then ensure the information is placed into the system. Use e-mail, fax, or whatever method is available to ensure the correct information is presented to the Fire Bureau Safety Specialist and/or Aviation Safety/Training Officer in a timely manner. All SAFECOMs will be reviewed by the Safety pilot and or Chief Pilot for technical accuracy prior to being published. The Aviation Safety/Training Officer and Fire Bureau Safety Specialist have the final authority to publish the SAFECOM. Emergency Response Preparedness Plan [30] Local Unit Responsibility - Each local dispatch or other flight following office should have a copy of the current DNRC Aircraft Crash Search and Rescue Guide. Information in this plan should be pre-completed in the event of a mishap. (i.e., phone numbers, etc.) Purpose--The purpose of the guide is to establish standard emergency response procedures that the local line officers will follow once an aircraft meets the criteria (overdue, missing, orcrashed). Applicability--The plan will be used in situations where an aircraft is considered overdue, missing, or crashed. Contents--The guide is formatted so that the individual making the initial response to an emergency can easily reference the appropriate situation and then follow the checklist of actions to be taken for that situation. Emergency Response Procedures--A MAYDAY call indicates that the pilot of an aircraft is experiencing an in-flight emergency. The dispatcher or radio operator must listen closely since the pilot may be relaying location information essential to dispatch of rescue services. For this reason, a dispatcher must always be on duty at the radio during mission type flights. Helicopter personnel should also closely and continuously track the aircraft location so that an accurate location can be relayed in anemergency. Aviation Accident and Incident Reporting Definitions--These definitions supplement those found in the glossary. These may vary slightly among agencies but are generally applicable to all agencies. Aviation Hazard--An aviation hazard is any condition, act, or set of circumstances that compromise the safety of personnel engaged in aviation activities. These hazards may address, but are not limited to, such areas as: A. Deviations from policies, procedures, regulations andinstructions as contained in manuals, handbooks, directives and standard operating procedures, etc. B. Hazardous materials handling and or transport. C. Flight following. D. Deviation from flight plan, planned operations, type of use. E. Failure to use PPE in accordance with manual policy. F. Inadequate training or failure to meet training requirements. [31] G. Failure to utilize load calculations and or manifest correctly. H. Weather conditions. I. Ground conditions. J. Pilot procedures. K. Fuel contamination. L. Unsafe actions by pilot, aircrew, passengers, or support personnel. Maintenance Deficiency--A maintenance deficiency is a defect or failure causing mechanical difficulties encountered in aircraft operations not specifically identified as an incident or aviation hazard. Aircraft Incident--An aircraft incident is an unplanned event that results in damage which is less than serious aircraft incident criteria, or injury that does not require medical attention. A situation involving an aircraft and or personnel which has the potential of resulting in an accident is also classified as an aircraft incident. Examples are: Injury to Personnel--Injury requiring first aid. Damage to Aircraft--Any damage less than significant(and less than accident criteria) when engines/rotors are turning and there is an intent to fly. When in doubt, respond to the occurrence as if it were an accident. The accident investigators will determine whether the occurrence was an accident or an incident. Forced Landing--A landing necessitated by failure of engines, systems, or components which makes continued flight impossible, and which may or may not result in damage or injury. Precautionary Landing--A landing necessitated by apparent impending failure of engines, systems, orcomponents or incapacitation of the flight crew, which makes continued flight inadvisable. Aircraft Ground Mishap--A mishap in which there is no intent to fly; however, the engines and rotors were turning, and damage incurred requiring repair or replacement of rotors, propellers, tires, wheels, wingtips, flaps, etc., or an injury occurs requiring first aid. Ground Damage to Aircraft--A mishap not specifically addressed as an incident above, where the aircraft or component incurs damage requiring repair or replacement before flight. Power plants and or rotors may or may not be in operation. [32] Near Mid-Air Collision--When airborne aircraft encroaches within 500 foot of another airborne aircraft, or a pilot or crewmember determines that a collision hazard existed between two or more aircraft. Accident--An occurrence associated with the operation of an aircraft that takes place between the time any person boards the aircraft with the intentionof flight and the time all such persons have disembarked and in which any person suffers seriousinjury or death or in which the aircraft receives substantial damage. [33] Responsibility and Requirements for Reporting--It is the responsibility of any individual who observes or who is involved in an aviation accident to report the occurrence immediately through the chain of command to the Chief Pilot or Aviation Program Manager. It is the responsibility of any individual who is involved in an aircraft incident or hazard to report it to the DNRC Safety Officer and the Aviation Safety/Training Officer. The AMD-34/FS-5700-14 (Incident Report) will be made available to the DNRC Safety Officer and the Air Operations Program Manager/Chief Pilot as soon as possible. The DNRC Safety Officer will facilitate a process to ensure the SAFECOM compiled and submit for accuracy and ensure it is published. All maintenance deficiencies will be reported to the Aviation Maintenance Supervisor. Use of the Department crash search and rescue guide will help you to respond quickly and correctly in case of an emergency when time is critical. (See Annex F - Form FS 5700- 14 Initial Report of Incident or Accident). Responsibility for Action--The Department will respond with a team of investigators, as directed by the Air Operations Program Manager/Chief Pilot for all accidents and incidents. If a pilot has a safety of flight incident, that pilot will be grounded until a department check airman releases pilot for flight. If an aircraft experiences a safety of flight malfunction, that aircraft will be grounded until the Aviation Maintenance Supervisor or his designee releases aircraft for flight. 1536 Training Training--Each pilot must undergo both an initial and recurrent training program. See Annex B for a complete listing of training maneuvers and documentation for training folders. Initial Training - As minimum, all new pilots will receive training in the following areas: A. Departmental operations and procedures. B. Organizational breakdown of the Department. C. Review of FAA rules and regulations. D. Briefing on all applicable waivers. E. Briefing on all Department aircraft including dual time and checkout (to be noted in logbook). F. Dual demonstration of all flying under the conditions of a waiver(to be noted in logbook). G. Safety and emergency procedures. [34] H. Pilot maintenance/preflight/daily responsibility. I. Flight checks to be given by the Chief Pilot or his designated check pilot on those tasks pertinent to the mission. [35] Recurrent Training Annual Department training consisting of a review of, but not limited to: A. Aircraft Limitations. B. Emergency Procedures. C. Safety. D. Flight Physiology. E. Pilot maintenance/preflight/daily responsibility. Annual flight checks by Chief Pilot or his designated check pilot on those tasks defined in DNRC's Aircrew Training Manual (Annex B) pertinent to the mission he or she has been assigned. Pilot Certification Requirements - for operating with external loads. Any DNRC pilot engaging in external load operations must have been Qualified and Certified by a DNRC Check Airman. The DNRC pilot will then be issued a DNRC Qualification Card. An annual flight check/review will be given to each pilot consisting of the following: A. Takeoffs and landings with loads. B. Demonstration of directional control while hovering with loads. C. Acceleration from a hover. D. Flight at operational airspeeds. E. Maneuvering of the external load into release position and its release, under probable flight operating conditions, by means of the quick-release controls installed in the helicopter. Interagency Helicopter Pilot Practical Test Standards will be utilized for all flight checks. [36] Pilot Conduct Although low-level flight operations are routine and necessary for Departmental work, no unnecessary risk will be tolerated. Special-purpose privileges granted by the FAA will in no case be abused by unnecessary or irresponsible low-level flight. Such abuses will be dealt with by immediate suspension of flight duties for the pilot involved. Routine patrol flights and high-altitude scouting are generally performed at 1,000 feet or more above ground level. Low-altitude patrol flights, scouting, lead plane work, air tanker operations or similar activities are conducted to be clear of ground obstructions and personnel. Any safety of flight incidents will result in immediate grounding of the pilot until released for flight duty by a department check airman or chief pilot. [37] 1540 Aircraft Maintenance 1541 Overview The Department’s Aviation Maintenance Supervisor is responsible for the Department aircraft maintenance program. It is the Aviation Maintenance Supervisor responsibility to decide whichmaintenance regulations are applicable and to establish the standard where Federal Aviation Administration (FAA) compliance is either not applicable, inappropriate or otherwise unclear. The establishment of this manual clarifies the Department’s aircraft maintenance operation and provides for continuity and professionalism in the program. The Department operates its aircraft under two distinct categories: Public Use and FAA, Part 91. The Department is generally considered a public use operator and is therefore exempt from most FAA regulations, including maintenance regulations. Although the Department is technically exempt it has, in the interest of safety, chosen to meet or exceed the scope and intent of applicable FAA regulations regardless of which category a particular aircraft is being operated under. The Department has both FAA-certificated and DNRC-certificated aircraft. FAA- certificated means that the aircraft is issued a Federal Aviation Administration (FAA) airworthiness certificate and a DNRC-certificated aircraft means that it has an airworthiness certificate issue by the DNRC. 1542 General Guidelines Note: FAR part 91 stipulates what actions are required including flight rules, maintenance, inspections, and record keeping. FAR part 43 stipulates how those maintenance functions are to be accomplished. Except as provided in section 1557 below, DNRC aircraft will be maintained as civil aircraft with standard category U.S.airworthiness certificates. Maintenance is to be performed only by Vendors and personnel approved by the Aviation Maintenance Supervisor. All replacement and modification parts must meet the approved parts criteria in accordance with FAR part 21 subpart K. All maintenance operations including inspections, preventive and routine maintenance, major repairs and alterations, and parts purchases must be authorized, coordinated and supervised by the Aviation Maintenance Supervisor or his/her designee. All maintenance operations shall be performed in accordance with the DNRCAircraft Maintenance Quality Control Manual. [38] Persons authorized to perform maintenance, preventive maintenance; rebuilding and alterations will do so in accordance with FAR part 43.3. Maintenance record keeping will be in accordance with FAR 91.417 and 91.421. Content, form, and disposition of the records will be in accordance with the requirements of FAR part 43. Refer to the appropriate sections herein for specific policiesand requirements. 1543 Required Maintenance All DNRC aircraft shall meet the maintenance and inspection requirements as stipulated in FAR part 91 subpart C and E and the additional requirements of this manual as follows: A. Aircraft shall be inspected and repaired in accordance with FAR 91.405 and the appropriate inspection program contained herein. These inspection programs comply with the requirements of FAR91.409. B. Aircraft shall have discrepancies and inoperative equipment repaired or replaced as per FAR 91.405. C. No aircraft will be operated in an unairworthy condition in accordancewith FAR 91.7 and will have such conditions repaired before resuming normal operations. Authorization to fly the aircraft to a location where the repairs can be performed maybe granted by the Aviation Maintenance Supervisor or his/her designee. D. In accordance with FAR 91.403(c), no aircraft will be operated unless the mandatory replacement times, inspection items or related procedures are complied with. E. The applicable Airworthiness Directives required by FAR part 39 shallbe complied with. F. In addition, the specific maintenance and inspection requirements for each aircraft model, contained in the appropriate aircraft section of this manual, shall also be complied with. 1544 Responsibilities General Responsibilities The Department, as per FAR 91.403, is responsible for maintaining the aircraft in an airworthy condition, including compliance with part 39 of the FAR’s (AD notes). The Aviation Maintenance Supervisor is the Department’s designee for ensuring compliance with these rules. [39] Pilots and maintenance personnel shall notify the Aviation Maintenance Supervisor of any discrepancies, planned maintenance and inspections. No person will operate an aircraft in an un-airworthy condition (FAR 91.7). Maintenance personnel and pilots will ensure that the maintenance and inspections required by FAR 91.405, and as required herein, are compliedwith. Operation after maintenance, preventive maintenance, rebuilding or alteration shall be in accordance with FAR 91.407. Pilots and maintenance personnel will ensure the following are complied with: A. The aircraft has been returned to service and the appropriate recordentry has been made. B. A maintenance test flight must be performed after any maintenance activity which could have appreciably altered the aircraft’s flight characteristics or substantially affected its operation in flight. Aviation Maintenance Supervisor--It is the Aviation Maintenance Supervisors responsibility to manage all aircraft maintenance activities to include the following: A. Research, establish and maintain the standards contained within the maintenance section of this manual. B. Research and provide the means, training, and guidance to comply with the maintenance section of this manual. C. Establish and maintain an aircraft maintenance quality control program. D. Select, establish, and maintain an inspection program, as required by FAR 91.409, for each aircraft. Refer to the appropriate aircraft section herein. E. Ensure maintenance operations comply with the requirements herein. F. Establish, implement, and maintain the DNRC certificated aircraft program. G. Establish and approve vendors for maintenance and parts. Maintenance Personnel Responsibilities -- It is the maintenance personnel responsibility to assist the Aviation Maintenance Supervisor in accomplishing the requirements herein to include the following: A. Perform the required inspections and repairs. [40] B. Maintenance functions shall be performed in accordance with the requirements listed herein and it’s supporting documents. Pilot Responsibilities -- It is the pilot’s responsibility to assist the Aviation Maintenance Supervisor in accomplishing the requirements herein to include the following: A. Before the first flight of the day: 1. The airworthiness inspection or preflight will be performed and signed off, in accordance with the appropriate aircraft manual. 2. The flight log discrepancy list will be reviewed after any maintenance action and before the next flight. Ensure that maintenance personnel recorded a brief description of corrective action taken. A reference entry should include the date, tach time, corrective action, name, and work order. B. Keep the aircraft interior and exterior clean. C. Helicopter power checks will be conducted each 10 hours of flight time or on the first flight of the day. D. Notify maintenance personnel of needed inspections or repairs. E. Notify the Aviation Maintenance Supervisor immediately if the aircraft is deemed un-airworthy. F. Enter aircraft flight data, discrepancies, power checks etc. in the aircraft’s flight log (Annex G) discrepancy list. Entries shall be made in accordance with the instructions contained in the Daily Log. G. The pilot in command is responsible for determining whether the aircraft is in condition for safe flight. The Aviation Maintenance Supervisor or his/her designee should be contacted to assist in the determination. 1. Flight with a safety of flight discrepancy is prohibited unless authorized by the Aviation Maintenance Supervisor. The Aviation Maintenance Supervisor will be notified as soon as possible of any safety of flight discrepancies encountered during the operation of the aircraft. Repairs will be completed before conducting normal operations. Except as provided in FAR part 91.213, no pilot will operate anaircraft with inoperative instruments or equipment. 2. Placards will be installed for any inoperative instruments or equipment allowed by FAR 91.213(d)(2). [41] H. Must perform maintenance functions in accordance with the requirements contained herein. 1545 FAA-Certificated Aircraft Cessna Aircraft Cessna model 180/182/185 shall be inspected and maintained in accordance with the general requirements of this manual and the following: A. These aircraft have been issued a FAA Standard Category Airworthiness Certificate. Refer to the appropriate FAA TypeCertificate Data Sheet for certification standards. The aircraft must conform to its Type Certificate at all times or be in a properly altered state. B. Maintenance will be performed in accordance with the manufacturer’s maintenance schedule, instructions, and manuals. C. These aircraft have been placed on the manufacturer’s Progressive Care Inspection Program. Refer to the manufacturer’s manual for the schedule and requirements. D. The aircraft manufacturer’s overhaul and retirement schedule will be complied with unless superseded by a FAA part 39 Airworthiness Directive. E. The aircraft manufacturer’s mandatory bulletins will be complied with. F. Major repairs and alterations will be authorized, performed, approved, and recorded as stipulated in this manual and FAR part43. G. The manufacturer’s current flight manual will be used. H. Discrepancies and inoperative equipment will be handled in accordance with the 1553 of this manual. The minimum equipment shall be as required by FAR 91.205 for VFR flight. Bell Helicopter Bell Helicopter model 206 will be inspected and maintained in accordance with the general requirements of this manual and the following: A. These aircraft have been issued a FAA Standard Category Airworthiness Certificate. Refer to the appropriate FAA Type Certificate Data Sheet for certification standards. The aircraft must conform to its Type Certificate at all times or be in a properly altered state. B. Maintenance will be performed in accordance with the manufacturer’s maintenance schedule, instructions, and manuals. [42] C. These aircraft have been placed on the manufacturer’s inspection program contained in the maintenance manual. Refer to the manufacturer’s manual for the schedule and requirements. D. The aircraft manufacturer’s overhaul and retirement schedule will be complied with unless superseded by a FAA part 39 Airworthiness Directive. E. The aircraft manufacturer’s mandatory bulletins will be complied with. F. Major repairs and alterations will be authorized, performed, approved, and recorded as stipulated in this manual and FAR part43. G. The manufacturer’s current flight manual will be used. H. Discrepancies and inoperative equipment will be handled inaccordance with the 1553 of this manual. The minimum equipment shall be as required by FAR 91.205 VFR flight. [43] 1546 DNRC-Certificated Aircraft DNRC operates former US Army UH-1H helicopters as MT 205. These aircraft are not FAA certificated. DNRC has unofficially assumed the Type Certificate holder responsibilities. As such, DNRCis responsible for the following: A. Establish and maintain the conformity standard for the MT 205. 1. Maintains the type certificate in support of the continued airworthiness of the aircraft to include: 2. Establish maintenance and inspection standards. 3. Establishes overhaul and inspection intervals. 4. Establish airworthiness limitations. 5. Develop, issue, and maintain appropriate documentation required to identify and correct unsafe conditions. 6. Develop, issue, and maintain other technical data as required. B. Identify and develop modifications to improve the aircraft’s performance, service life and capabilities as follows: 1. Develop and approve data. 2. Develop, issue, and maintain appropriate technical data. 3. Develop and implement procedures for the acceptance and oversight of the production of parts. Bell Helicopter model UH-1H will be inspected and maintained inaccordance with the general requirements of this manual and the following: A. The aircraft conforms to the DNRC MT 205 Type Certificate and must conform to the Type certificate at all times or be in a properly altered state. B. Maintenance will be performed in accordance with the DNRC MT 205 Type Certificate requirements. C. These aircraft have been placed on the DNRC MT 205 Progressive Inspection Program. This program meets the requirements of FAR 91.409 and has been reviewed and accepted by the FAA. Refer to the manual for the schedule andrequirements . [44] D. The overhaul and airworthiness limitations contained in theDNRC MT 205 Type Certificate shall be complied with. E. All Alert Service Bulletins stipulated by the DNRC MT 205 Type Certificate shall be complied with. F. Major repairs and alterations will be authorized, performed, and approved as stipulated herein. Recording of work performed shall be in accordance with 1557 para 3. G. The flight manual issued under DNRC MT 205 Type Certificate shall be utilized. H. Discrepancies and inoperative equipment will be handled inaccordance with the 1553 of this manual. The minimum equipment shall be as required by FAR 91.205 VFR flight. Since the FAA maintenance regulations do not apply to the MT 205, DNRC will perform maintenance on the MT 205 as follows: A. Develop, implement, and maintain an FAA Part 145 style Repair Station manual covering the maintenance functions for the MT 205. B. MT 205 maintenance shall be performed in accordance with the Repair Station Manual. (Refer to Annex G -- Maintenance Forms) [45] 1550 Flight Operations The objective of this section is to describe air operations, give guidelines and policies promoting a safe, efficient, and economical means of aircraft use in connection with natural resource protection. Flight Performance--Flight performance shall be conducted according to FAA operation certificates, manuals and regulations; Montana State laws; and DNRC Policies. USFS Standards will be used when the aircraft is under USFSoperational control. Only qualified personnel, approved by theChief Pilot or his designee, the Safety/Training Officer, will operate aircraft for the purpose of DNRC activities. Fuel--Only aviation grade fuel will be used in DNRC aircraft as per manufacturer’s specifications. Fuel is purchased from vendors at normal airports as listed in the appropriate directories. DNRC maintains several medium and small fuel tenders. Fueling operations will follow the DNRC Fuel Servicing & Equipment Requirements (see Annex K). The Department may use a fuel tender with less than eight hours of fuel, if it is determined that a smaller fuel tender will accomplish the mission. Night Flying--Extended flight operations at night in single-engine aircraft are considered dangerous and are discouraged. Although such flights are not prohibited outright, pilots are urged to conduct them only for reasons of utmost importance. Instrument Flying--Single-engine instrument flying is a marginal operation and will not be a normal practice. Actual instrument flying shall be governed by Federal Aviation Regulations, part 91 and/or 135. No instrument flights will be made into hazardous flying conditions, such as moderate or severe icing, thunderstorm, etc. Flights made into high- density air traffic will require a qualified co-pilot. Landing Areas--An airport classification guide for Montana has been prepared to provide dispatchers and aircraft managers with a reference to determine the types of aircraft that are suitable to operate from specific airfields under normal conditions. This guide will be provided by the Montana Aeronautics Division. DNRC fixed-wing aircraft may land at unapproved sites (i.e., field and roads) if proper permission is obtained and the pilot is approved for such operations. Prior to using any airfield, the aircraft managers and pilots should check theclassification guide, latest state and federal publications, and NOTAM’s to determine current status of the airfields, prior to use. Check weight restrictions on all airports to be used by heavy aircraft. Weather and runwayconditions may limit or preclude the use of these airfields. [46] Out-of-state aircraft and pilots will not be scheduled into any remote ormountainous airfield unless they are familiar with the airfield and priorapproval has been made with the Chief Pilot. Flight Routes--Flight routes should be defined and plannedto ensure a safe and efficient operation. For safety of flights, coordination is required with Flight Service facilities regardingtype of operations, intensity, and duration. When possible, flights should be made on federal airways. Special-purpose flights (scouting, patrolling, spraying, etc.) should be planned toavoid controlled airspace, when possible. Patrol routes will be coordinated with all other fire protection agencies. Congested Areas--Flights over congested areas, such ascities, towns, crowded freeways or highways, ranger stationsand fire camps will be kept to a minimum. Heliports will belocated to provide approaches and climb outs which will be clear of congested areas. Communications--It will be the responsibility of eachdispatching agency and Area Land Office (i.e., aircraft users) to inform Air Operations of any changes in communication frequencies. This information will be given to the Fire Protection Bureau Safety Officer. Due to terrain and environmental factors, the PIC and or aircrew will determine the most adequate frequencies to establish and maintain positive communications. Density Altitude Effects--High elevation, high temperature, and high moisture content, all of which contributeto high density altitude conditions, lessen performance. Performance is reduced because the thinner air at high density altitudes reduces blade or wing efficiency. Emergencies--When a pilot experiences an in-flight difficulty or emergency or believes a situation exists that would create an emergency, he/she will take any action he/she deems appropriate to assure the safety of flight. The pilot will report deviations from directives that may occur because of an emergency, to his/her Chief Pilot or the Safety Pilot. Flight Following Plans—Normal flight following will be accomplished with AFF. Flight Following through Geographic Zone Dispatch Centers will be done for all fire mission flights (i.e., fire patrol, aerial survey, etc.). For administrative and point-to-point flights, an FAA flight plan may be filed or use DNRC Air Operations internal flight following procedures. When Administrative flights occur during the field position period, the PIC or the Land Office Aviation Duty Officer will notify the impacted dispatch center(s). In addition, a point-to-point flight plan may be filed with the FAA if appropriate and the flight will be tracked on DNRC internal flight following procedures. Montana DNRC Air Operations performs a variety of different missions for other state agencies throughout the year. Because of this, the most advantageous Flight Following available for non-fire missions will be determined by the Chief Pilot or designee. The Air Operations duty officer will notify the Land Office Aviation officer if such a flight occurs in their area. For administrative flights occurring outside the field position period (Approximately October 1st to May 31st) an FAA flight plan may be filed if [47] appropriate and flight following will occur with DNRC internal flight following. When Administrative flights occurring during the field position season the PIC or the land office aviation duty officer will notify the dispatch center. In addition, a point-to-point flight plan may be filed with the FAA if appropriate and the flight will be tracked with DNRC internal flight following procedures. Checklists--An adequate pre-flight checklist and a cockpitchecklist, in accordance with FAR 135 (135.83), will be provided for all aircraft and will be used by all pilots for each flight. A visual pre-flight inspection will be made by the pilotbefore flight, and any deficiency which might affect the safetyof the flight will be corrected prior to commencing that flight. Seat Belts and Shoulder Harnesses--Pilots will assure thatall occupants have fastened seat belts prior to takeoff and landings. Shoulder harnesses will be installed for each front seat occupant of helicopters. Shoulder harnesses are recommended for crew positions in all DNRC aircraft. Whereinstalled and operable, they will be used for all takeoffs and landings. Winter Operations—Aircraft use for winter operations will comply with the following special equipment and operating procedure: A. Sufficient equipment and personal clothing will be carried or worn tosustain personnel in a winter environment for at least 24 hours. B. Aircraft must be equipped with adequate fully operating cabin heaters. C. Aircraft must have windshield defrosting capabilities. D. A pilot can cancel flights in sub-zero temperatures if the personnel oraircraft are not adequately equipped for the flight or any en-route emergencies. E. Aircraft on overnight flights should be stored in a heated hangar. F. Aircraft used for winter operation will be properly winterized inaccordance with its operational and maintenance manual. Passenger Handling Manifesting--Prior to every flight, the pilot-in-command will ensure a manifest is completed, to include a listing of all crewmembers and passengers on board. A copy of this manifest will remain at the point of departure, where practical. Unit and Land Office personnel will be required to be familiar with the manifest location and educated on the MT DNRC Crash Search and Rescue Guide. [48] Briefing--Before each takeoff and landing, the pilot-in-command or his designee will brief all passengers on the use of seat belts, smokingregulations and emergency exits. The crew will familiarize all passengers with the location and access to all survival equipment. On pressurized aircraft or non-pressurized aircraft flying above 12,000 feet, passengers will be acquainted with the oxygen source and usage requirements (FARs). For over water flights, special emphasis will beplaced on ditching procedures briefing. Debriefing--All flights will be conducted in the most efficient, cost- effective manner possible. However, safety is paramount and will never be compromised. The pilot-in- command will lead a post flight debrief to determine if the aircrew thought the mission was performedefficiently and safely. A copy of the minute shall be kept in the Helicopter Manager’s daily dairy. Enplaning/Deplaning Passengers On single-engine fixed-wing aircraft (except float planes), the engine will not be started until all passengers are aboard and the doors are closed. At the completion of the flight, engine will be shut down, propeller stopped and switches off before cabin doorsare opened for passenger off-loading. Engines need not be shut down on helicopters during passenger unloading, providing the pilot briefs the passengers before they debark. Passengers must be directed to keep heads and equipment low, proceed away from the rear of the helicopter not to leave the helicopter on the “uphill” side. If the rotors are turning, the passengers will be led toward the helicopter for loading by a qualified ground crew or flight crewmember. 1551 Hazardous Material Hazardous Material Definition--A substance or material which has beendetermined by the Secretary of Transportation to be capable of posing anunreasonable risk to health, safety and property when transported in commerce, and which has been so designated. Policy--The Department will use the guidelines set forth in the text entitled USDA - Forest Service Aviation Transport of Hazardous Materials Guide, NFES 1068.This publication will be used as a guide when it is necessary tocarry hazardous materials. Training--All personnel involved with loading, unloading, packaging and handling hazardous materials must be trained. Training should consist of classification, marking, and labeling in accordance with CFR 48, Parts 171,172, 173 and 175. Use NFES 1068 for guidance on proper handling of hazardous materials. [49] 1552 Flight Limitations Wind Restrictions--The capability of successful helicopter flights in extreme wind conditions is dependent upon the weight class of the helicopter being flown, as well as the pilot’s experience with this type of flying. Helicopter operations will be shut down if the wind exceeds those limitations established in the operator’s flight manual or manufacturer’s recommendations. If no wind limitation has been prescribed by the manufacturer, helicopter operations will be terminated when wind speed exceeds the following conditions: For low-level operations (below 500 feet): Small helicopters and single engine fixed- wing 30 knots, or a maximum gust spread of 15knots; for medium/transport category helicopters 40 knots, or a maximum gust spread of 15 knots. For cross-country flights (500 feet above ground level), 50-knot winds;not applicable for twin engine aircraft. Snow Operations--Helicopter flights in falling snow maybe accomplished, provided the following criteria are met: A. VFR conditions can be maintained. B. Turbine helicopters will be equipped with snow kits as prescribed by the approval flight manual. Helicopters requiring particle separators aspart of their snow kit will be inspected for ice accumulation in accordance with the flight manual. Under conditions of wet, very large snowflakes, a visual inspection of the aircraft’s particle separatorwill be conducted after ten minutes of flight. Should a buildup of snow be noted in either the snow kit or particle separator, further flightis prohibited. The aircraft’s intake and exhaust covers will be installedduring shutdown periods when the aircraft is subjected to falling or blowing snow. C. Approaches must be made to landing without a planned hover. A maximum performance takeoff to clear an obstacle should be used to minimize blowing snow. Caution should be exercised to avoid whiteout conditions where a snow-covered surface cannot be detecteddue to the lack of the normal color contrast. This condition can be expected when the light is such that the surface is void of shadows andconsists of unbroken snow. Whiteout can also be induced by rotor wash. External Load Operations External loads are defined as cargo protruding from the helicopter, cargo carried in external cargo racks, cargo carried on a jettison ablesling, retardant bucket and fixed tank operation, and towing and stringing wire. Pilots must possess a current DNRC Pilot Qualification Card authorizing external load operations. The pilot-in-command is responsible for ensuring that: [50] A. The weight capacity of the cargo hook is not exceeded. B. The weight capacity of the cargo rack is not exceeded. C. For jettisonable loads, the maximum allowable external load gross weight is not exceeded. D. For non-jettisonable external loads, such as cargo on cargo racks, the internal gross weight limitation of the helicopter is not exceeded. Passengers will not be carried aboard helicopters when dropping retardant, foam, or water on fires. With certain types of helicopters, such as the Bell 206B and 205A, an observer may be necessary to provide information to the pilot while dipping water from ponds or streams. In these instances, when a qualified observer is assisting the pilot in water dipping, the observer will not be allowed to remain in the helicopter during the dropping procedure, or the dipping procedure, but will observe from a safe distance. Cold Weather Operations-- Planned or continuous operations into surface temperatures below -40 degrees will not be permitted, unless the aircraft is otherwise allowed by the approved flight manual. Drugs and Alcohol--The basic directives of FAR, Part 91 apply. Weight and Balance--Weight and balance information including passenger configuration, cargo distribution, center of gravity limits, maximum takeoff and landing weights, and chartsfor computing center of gravity location will be in the aircraft flight manual and/or weight and balance book for each aircraft operated by DNRC. Weight and balance will be completed, and a copy will be left at the point of departure for every flight in transport aircraft with a maximum gross takeoff weight exceeding 12,500 pounds. Personnel at Controls--Personnel on DNRC aircraftwho do not hold a DNRC Pilot Qualification Card will not beallowed to manipulate the flight controls without prior DNRC approval. Oxygen Requirement--The requirements in FAR 91 will apply. Fuel Handling - Procedures--Detailed procedures for handling aviation fuel for DNRC aircraft are outlined in the DNRC Fuel Servicing & Equipment Requirements (see Annex K). Airport and Heliport Facilities Management Airport--Each airport will be surveyed to establish their suitability for certain [51] types of aircraft. The types of aircraft to be serviced at an airport or heliport facility will be determined by the length of runways, width of taxiways, strength of paving or other surface condition (aircraft footprint), parking room, and turning clearances. Management Guidelines--The Air Operations Program will ensure that when operating airplanes out of operated airports or heliports that the following guidelines are used: A. Safety guidelines are established and enforced. B. Procedures for ground marshaling will be established if applicable. The Interagency Helicopter Training Guide may be used. C. Equipment, such as power units, batter carts, maintenance stands,and fire extinguishers will be maintained and controlled. D. Plans will be established for taxi and parking areas, the loading and unloading of personnel and cargo, and tie down areas. E. Vehicular traffic controls will be posted and enforced. F. Liaison procedures will be established for agencies using facilities. Heliport Heliport Construction and Closures: A. The "Heliport Installation Handbook" is used for the evaluation,design, construction, and closures of heliports. The Air Operations Program will determine guidelines. B. Distribution of the handbook is made to DNRC aircraft managersand users by the OAS Headquarters Office, P.O. Box 15428, Boise Idaho 83715- 9998 (see Field Reference Guide for AviationUsers). Revisions and amendments will be prepared for approvaland issuance by the Director- OAS. C. Link: https://www.iat.gov/docs/FRGAU_2013.pdf Restricting Air Space over Forest Fires--When responding to any fire always assume a Fire Traffic Area (FTA) has already been established and act appropriately per the current FTA Guidelines when approaching the fire. When forest fire suppression activities require that air space congestion be minimized, aircraft not involved in the suppression activities may be temporarily restricted from the [52] vicinity of the fire. Flight restrictions are provided by the Federal Aviation Agency(FAA) in the form of a TFR (Temporary Flight Restriction) when requested by fire personnel. The NRCC is responsible for requesting a TFR through the flight servicestation at 1- 800-WXB-RIEF (992-7433). Flight Hazard Maps--Each area will maintain a ½-inch to one mile scale map showing flight hazards as accurately aspossible, including those hazards in the approach or take- off patterns of heliports and helispots. Use standard map legend in red for potentially dangerous transmission or telephone lines. Particular emphasis should be placed on wires and cables that cross drainages or draws. TV translators, microwave stations and othertowers shall be indicated. Show special hazards with a red cross at the maplocation, connected to marginal descriptive data by red arrow. Omit naturalhazards such as tall timber, peaks, rock bluffs, etc. Do not include buildings. The map shall be