PROJECT AVIATION SAFETY PLAN
Recon/Detection Flights above 500’ AGL
Primary/Host Agency: (Identify)
_X_ USFS Unit (Willamette National Forest)
_X_ BLM Unit (Eugene District BLM)
__ Training
X Fire and Resource Management Operation
Mission Category:
Interagency Operation:
X Yes
No
X Fixed Wing Operation
_ Helicopter Operation
Anticipated Project Date(s):
Fixed Wing - Reconnaissance / Detection Flights
Project Plan Requested by:
FY 2012 Field Season
Date:
/s/: Dean Vendrasco
Title: Willamette/Eugene
FS/BLM Unit Aviation Officer
and Fire Management Officer
Project Plan Prepared and Reviewed By:
/s/: Kurt S. Kleiner
Title:
BLM State Aviation Manager
Date:
6/6/2012
Project Plan Reviewed by:
Title:
Date:
Project Plan Approved by:
Title:
Date:
Signature review required if new Safety Plan is submitted after annual programmatic review
(1)
Mission Description
Aerial detection and reconnaissance missions will be accomplished using single engine or multi engine fixed wing
aircraft by trained/qualified agency personnel. Flights will be conducted at altitudes ranging from 1,000 ft. MSL to
8,000 ft. MSL and at temperatures as high as 35 degrees C. These conditions can produce operational density altitudes
of up to 10,000 ft. that will compromise aircraft performance. The majority of the Forest and District can be
effectively patrolled by aircraft at an altitude of 1,000 to 2,000 ft. AGL. No flights below 500 ft. AGL are needed or
authorized. Flights will generally originate from Eugene Airport (EUG) at 374 ft. MSL, that is has a control tower (Class
D airspace), three runways up to 8,000 feet long, and fuel/FBO services available. Flights may occasionally land and
depart from Oak Ridge (5S0) at 1,393 ft. MSL which has a single, paved runway that is 3,600 ft. long. Except in
emergencies, no other airports or airstrips will be utilized.
While the mission is primarily focused on detection of new wildland fires this PASP could be utilized for related
resource reconnaissance missions such as fire mapping, burned area assessments, and other aerial information
gathering. The geographic scope of this Plan includes missions within the boundaries of the Willamette National
Forest, Eugene District BLM, and neighboring agency areas of jurisdiction as requested. All BLM and USFS missions are
accomplished within FAA regulatory constraints and within the guidelines of all applicable USFS, DOI, and BLM policy
manuals, guides, plans, and directives, with an emphasis on operational safety and risk management. The route of
flight is described in Section 4 below.
1
(2)
Objectives
The aerial detection/reconnaissance mission is intended to locate and size up new fires so that timely and effective
wildland fire initial attack response may be initiated. When new fires are located, the onboard personnel will provide
Dispatch with an accurate Latitude- Longitude location and a fire size-up so that an appropriate response may be
mobilized. Observers may provide directions and guidance for arriving ground resources and, in some cases, may
temporarily serve as a Type 4 or 5 Incident Commander to make tactical decisions prior to the arrival of ground
resources. As a minimum, aerial observers will be trained as Aircrew members per the IAT Guide and OPM-4 and/or
USFS (5109.17) and IQCS training standards and policies. In the Pacific Northwest, more comprehensive aerial
observer training programs are often implemented on the local Unit to augment minimal training standards for
observers. The Flight Manager on board should have received/acquired the training prescribed in the IAT Guide for a
“Fixed Wing Flight Manager-Special Use” found at www.iat.gov.
AT NO TIME should the observer be depended on to be the sole “lookout” to fulfill LCES requirements since the aircraft
may be required to leave the area with little or no advanced warning. Furthermore, recon./detection aircraft and
observers may NOT provide aerial supervision for arriving tactical aircraft UNLESS three conditions are met: One of the
observers must be current and red-carded as an Air Tactical Group Supervisor (ATGS); the vendor aircraft and pilot are
both carded and approved for the air tactical/aerial supervision mission, and the aircraft is properly equipped for aerial
supervision with an approved air tactical radio package. Aerial observers will comply with the PPE requirements that
are specified for ATGS’ in Chapter 4, Section 8 of the Interagency Aerial Supervision Guide (IASG) which calls for leather
boots or shoes and full length cotton or Nomex pants or a flight suit. Since the mission will not operate below 500 ft.
AGL except during takeoff and landing at developed airports, no additional PPE for low-level operations is needed.
(3)
Justification for Mission:
The Willamette National Forest covers over 1.67 million acres and Eugene District BLM includes 316,000 acres of public
land characterized by steep terrain covered by tall trees and thick vegetation. A significant number of lightning-caused
wildland fires have historically started in areas and locations that are difficult to access by ground resources. Timely
detection of new fires by ground resources patrolling on Forest roads is often difficult, impractical, or impossible.
Conducting detection missions by air has been long been determined to be the safest and most cost effective method.
Fixed wing aircraft provide the Forest and District with the ability to cover the majority of a large area in a matter of a
few hours that would otherwise take several days to cover by roads or other ground methods. Inaccessible areas can
be viewed from above.
2
(4)
Project Location Description (A map should be included of known work areas(s))
The local Unit may develop a standard flight route for general detection/reconnaissance, or a mission-specific flight
route map on any given day that is based on the concentration and track of recent lightning activity. Flight routes may
involve a general over-flight through sections of the Forest or District, or may involve flying a concentrated grid-search
pattern in a specific area where a smoke has been reported. In all cases, Dispatch will be briefed on the exact intended
flight route and be provided with a manifest of the aerial observer and Flight Manager on board the aircraft. An
accurate description of any deviation from a planned or intended flight route must be relayed to Dispatch before the
deviation occurs. Deviations may be necessary to avoid pockets of bad weather, to size up a fire that is observed in a
location that was not originally planned to be flown over on that day’s flight route map, or to return to an area
previously flown on that day’s mission to take a second or closer look.
(5)
For Aerial and Operation hazards (A Flight Hazard map should be included work area(s))
Flight hazard maps are posted in Dispatch and provided to the designated Flight Manager and pilot before
commencing any mission. Hazards in the local area include power lines across canyons, towers, and general aviation
traffic. The location of new or previously unknown ground-based hazards will be noted on the unit hazard map and
provided to dispatch when they are observed. Other operational hazards commonly encountered include mountain
turbulence (updrafts, downdrafts, and wind shear), reduced visibility due to precipitation, smoke, or high humidity,
and reduced aircraft performance on hot days due to high density altitude. These known hazards will be briefed to the
pilots and aircrew at the beginning of each mission. As new hazards are identified and located during mission flights,
location is provided to dispatch so hazard map is updated.
(6)
Preferred Aircraft Model for Mission Success:
Correct matching of aircraft to mission need, or capability, is essential during the initial phase of mission planning. The
selection of a properly carded aircraft and pilot, and utilizing an aircraft with the appropriate performance capability
will be the primary considerations during selection of a vendor. Availability and proximity of locally or regionally
available aircraft and the associated cost of a ferry flight and hourly mission flight rate costs will be secondary
considerations. Fixed-wing aircraft contracted and utilized for detection and reconnaissance will generally be single or
twin-engine high wing aircraft with at least 200 horsepower engines. Normally only one or two observers will be
authorized to fly. While high wing aircraft (i.e. the Cessna 182, 206, or 210 or Aero Commanders) typically provide
observers with the best, unobstructed view of terrain below, a low wing aircraft may be occasionally utilized on
occasion to conduct the mission. Turbocharged aircraft are desirable if operating at high density altitudes. Aircraft will
typically be procured via the USFS CWN light fixed wing contract, or through the DOI-AMD On-Call light fixed wing air
tactical and reconnaissance contract. All Contract aircraft and pilots will be carded and approved for fire
reconnaissance. The DOI Aircraft Rental Agreement (ARA) should not be utilized, since most fixed wing aircraft on the
ARA lack the necessary FM radio package and/or AFF transmitter needed for flight following, and are generally
available for Point to Point operations only.
(7)
Emergency Search and Rescue Protocols
Protocols are identified in the Forest/District Aviation Incident-Accident Mishap Response Plan which is posted in
Dispatch and reviewed/updated annually. Procedures for overdue, missing, and downed aircraft will be practiced by
the Dispatch staff at least annually.
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Risk Assessment Matrix
Severity
Negligible
IV
Likelihood
Frequent
A
Probable
B
Occasional
C
Remote
D
Improbable
E
Marginal
III
Critical
II
Catastrophic
I
High 4
Serious 3
Medium 2
Low 1
Severity Scale Definitions
Catastrophic
Critical
Marginal
Negligible
Results in fatalities and/or loss of the system.
Severe injury and/or major system damage.
Minor injury and/or minor system damage.
Less than minor injury and/or less than minor
system damage.
Likelihood Scale Definitions
Frequent
Probable
Occasional
Remote
Improbable
Individual
Fleet
Individual
Fleet
Individual
Fleet
Individual
Fleet
Individual
Fleet
Likely to occur often.
Continuously experienced.
Will occur several times.
Will occur often.
Likely to occur sometime.
Will occur several times.
Unlikely to occur, but possible.
Unlikely but can reasonably be
expected to occur.
So unlikely, it can be assumed it
will not occur.
Unlikely to occur, but possible.
1.) Identify System and Subsystem categories of and the potential Hazards in each subsystem.
2.) Assess the Severity and Likelihood of each hazard to arrive at an adjective hazard rating of Low,
Medium, Serious, or High. Insert hazard rating into “Pre” mitigation column.
3.) Identify mitigation strategies to reduce the likelihood and/or severity of the hazard.
4.) Review the Severity and Likelihood of each hazard. Insert new adjective hazard rating in the “Post”
mitigation column after mitigation strategies or control measures are implemented.
5.) UAO must brief their supervisor, the Line Officer, Dispatch, the Pilot, the Flight Manager and aircrew
on the Hazards and Mitigations.
6.) Completed the mission planning sheet and “Day of Operation Risk Assessment” (DORA) before flight.
6.) During post-mission debriefing, new hazards are identified and documented, risk assessment is
reviewed, evaluated, updated. Hazard map is updated in Dispatch as needed.
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System
FLIGHT
ENVIRONMENT
Sub System
Hazard Description and Mitigation Strategy
Topography

Weather
PRE
POST
Extended flight over areas not within gliding distance of flat
open areas for a safe emergency landing
High
 Interaction of wind over mountainous terrain creating
significant updrafts, downdrafts, and lee-side rotors that can
cause difficulty in control of aircraft, and inability to outclimb strong downdrafts
 Topographic influences on local weather patterns (i.e.
convective thunderstorm development, pockets of fog in
drainages), channeling/venture effect of wind over ridges
and saddles and in drainages
Do not fly below 500-1000 ft. AGL to minimize influence of
wind/topography interface. Use mountain flying techniques
including approaching ridges at a 45 degree angle when
attempting to cross, and flying over the windward sides of
ridges instead of the lee-side. Avoid flight into box canyons or
at altitudes below eye-level with ridge tops. Select and utilize
aircraft with adequate performance margin and do not load
aircraft to at or near maximum gross weight or CG limits.
(Utilize larger aircraft or take fewer observers to reduce
exposure). Pilot should maintain appropriate airspeed and
angle of attack, and always have a Plan B or a “way out” to
lower terrain or a flat area to execute an unexpected
emergency landing. When there is insufficient altitude to reach
a flat emergency landing site, pilot should climb to and conduct
the reconnaissance at a higher altitude (2,000 AGL or higher).
 Reduced visibility due to smoke during fire season or
fog/haze in morning or after rainfall
High
 Mountain turbulence, thermal activity, and afternoon
convective buildup resulting in rapid development of
mountain thunderstorms
 High temperatures resulting in high density altitude
conditions and diminished aircraft performance;
 High wind that magnifies the topographic influences
described in the Topography hazard above. Aircraft are
sometimes unable to out-climb terrain in the strong
downdrafts that are caused by high wind pouring over
ridges. Strong wind accelerates and is channeled (venturieffect) when blowing over ridges and saddles, and through
canyons.
Serious
Med.
5
Weather
(continued)
Flight Hazards
Pilot will acquire updated aviation weather reports and
forecasts. Acquire updated weather reports as needed from
FSS-“Flightwatch” on 122.0 MHz’s. If able, utilize aircraft with
GPS-XM weather subscription. Plan flights for cooler times of
the day (late morning or evening). Avoid thunderstorms by at
least 20 miles and abort missions when there is imminent
severe weather. Maintain Part 91.155 VFR weather minimums
for Class E and G airspace below 10,000 MSL with an adequate
additional safety margin (i.e. visibility greater than 5 miles).
Maintain extra margin of altitude when ridge-top winds exceed
20 knots (as determined by GPS ground-speed readout) and
abort mountain flying missions when winds exceed 30 knots or
there is a gust spread in excess of 15 kts.
 Ground-based hazards, towers, wires, etc.
 Aerial hazards; military and civilian traffic, MTRs, incident
FTA’s, airport traffic areas
 Bird strikes
Known flight hazards should be identified and discussed with
the pilot, Flight Manager, and Aircrew during pre-flight safety
briefings. Aircrew will be briefed to keep a vigilant look outside
the aircraft during the mission and report any airborne or
ground-based hazards that have the potential to be a factor.
Pilots and aircrew will use see-and-avoid tactics and FAArecommended scanning techniques. Dispatch will deconflict
MTR’s and SUA with notification to airspace schedulers and
controlling agencies prior to starting a mission.
Serious
Medium
Serious
Medium
AIRCRAFT
Performance/
Aerodynamics



Aircraft utilized with insufficient engine power for mission
Aircraft loaded outside of Weight and Balance limitations
Aircraft flown at slow speed, high angle of attack, or with
excessive load factor applied resulting in stall or stall/spin.
Aircraft will be utilized that have an adequate performance
safety margin and only one or two necessary observers should
be asked to fly any mission. Though it is not required for fixed
wing flight managers to review and sign off on a weight and
balance calculation (as a Helicopter Manager does with load
calculations), the contract does require the Vendor pilot to
check Wt. & Bal. before flight. FW Flight Managers should
verify that a Wt. & Bal. calculation has been completed. (Note:
non-pilot Aircrew members will have a difficult time
recognizing when the third bulleted hazard item above is
present and generally do not understand the appropriate
mitigation. Remind pilot in briefing to recognize/mitigate the
hazard by an appropriate method, should it be encountered.)
6
Mechanical
Avionics
Fuel
management
Equipment

Deficient components not located during agency pre-use
inspection or pilot pre-flight that lead to failure during flight
 Maintenance deficiencies not documented.
Agency verifies that annual and 100-hour inspections are
current and complete at the time aircraft is ordered and during
the Flight Manager’s pre-use inspection. Do not distract pilot
during pre-flight aircraft inspection. Pilot utilizes checklist so
that no aspect of the pre-flight is skipped or forgotten.
 Unplanned radio failure
 Loss of AFF signal transmission
Flight Manager verifies functional viability of AFF signal and
radio check with dispatch just after initial take-off. Flight
Manager or Aircrew should carry spare hand-held radio in
aircraft. Contingency plan is briefed with dispatch for lost
communication procedure. Mission is aborted and aircraft
returns to airport if AFF and radio both fail (i.e. due to
alternator or aircraft electrical system failure). Dispatch
activates overdue aircraft response plan if contact is lost.
 Bad fuel pumped into tanks, or fuel contaminated.
 Insufficient fuel quantity, fuel starvation during mission due
to lack of awareness of fuel available, consumed, and time.
Pilot should monitor fueling operations at airports without
being distracted by phone calls or personal conversations on
the ground. Fuel should be sampled from each tank after every
refueling. Pilot/Vendors must ensure fuel caps are secured
after each refueling stop and gaskets should be inspected for
cracks and wear that enable access by rainwater or other
contaminants. Fuel quantity measured by physical dipstick
with an adequate fuel quantity safety margin (i.e. one hour
minimum remaining) discussed between pilot and Flight
Manager/Aircrew; Clock deadline to be back on the ground is
established and strictly adhered to. Fuel time monitored.
 Loose items in aircraft becoming projectiles in turbulence
 Insufficient or inadequate survival equipment on board
Secure all loose items. Ensure survival equipment appropriate
for the season and the flight environment is on board per
contract requirements. Aircrew members have completed the
required IAT A-113 Crash Survival module, and should
understand the importance of having personal survival
equipment items on their person (i.e. in pockets) so that items
are immediately accessible. Although PPE is not required by
policy for fixed wing flights that remain above 500 ft. AGL,
Aircrew are encouraged to wear long pants, boots, and other
items that may provide some level of protection in a forced
landing situation.
Serious
Medium
Medium Medium
Serious
Medium
Medium
Low
7
System
Sub System
Hazard Description and Mitigation Strategy
Training

PRE
Post
Low
Low
Serious
Medium
Medium
Low
PERSONNEL
Human Factors
Communication
Flight Manager and aircrew assigned without having
complete and current IAT/agency training for crew position
 Unsupervised or inexperienced aircraft dispatcher, or a
dispatcher is assigned to track the flight that has not
completed the required D-310 or IAT training.
Unit Aviation Officer/Manager ensures the Flight Manager,
Aircrew, and Aircraft Dispatcher complete required IAT training
and are current.
 Inability to establish effective CRM with aircrew
 Excessive internal motivation to accomplish mission
 External pressure to complete mission, implied or
communicated sense of urgency by manager or supervisor
 Pilot or Aircrew accept or condone unnecessary risk-taking
Initial briefing will stress safety as first priority. Any and all
personnel involved in the flight are empowered to stop any
inappropriate or unsafe actions, or to postpone operations.
The IAT-qualified Fixed Wing Flight Manager-Special Use should
have completed A-310 CRM training. Many contract pilots have
received CRM training for their Part 135 operations.
 Unplanned loss of AFF or Radio contact
 Transmissions from other pilots on CTAF are not heard by
the pilot when departing from or arriving at non-towered
airport traffic environment.
 Unclear dialog/communication with Dispatch, with pilot or
Aircrew on board the aircraft, or with ground personnel
The use of radios for flight following is an acceptable
alternative method in the event the AFF signal is lost, but is not
a substitute for ordering and using only aircraft that are
equipped with AFF. In the event both AFF and radio
communications are lost (i.e. electrical system failure), the
mission will be aborted and the aircraft will return to Eugene or
another suitable airport from which a cell phone call to
Dispatch can be made. A backup handheld radio should be
carried on every flight in case an emergency or precautionary
landing is needed in a remote location. Communication
equipment failures will be documented on a SAFECOM. Pilot
and Aircrew on any flight must maintain sterile cockpit (no
unnecessary conversation) when operating within five miles of
an airport where extra vigilance is needed to locate and
monitor other aircraft. Instructions and critical information
relayed between dispatch and the aircraft, or with other
aircraft in the vicinity, should be read back as needed to verify
information is received successfully and accurately. The
frequencies to be used are documented before each flight in
the Mission Planning Worksheet below.
8
Coordination
Pilot

Dispatch, Fire Staff, Flight Manager and Observers not
coordinated on plan of action, logistical needs
 Flight deviates from planned route or mission profile
 Dispatch provided an incorrect flight route map or aircrew
manifest, uninformed on timing of mission departure/ETA.
Unit Aviation Manager/Officer and Fire Managers will ensure
there is communication and coordination between Flight
Manager, Aircrew, and Dispatch. Any necessary deviations
from planned flight routes will be communicated to Dispatch
and new headings, altitudes, and destinations will be relayed.
It is important for both Dispatch and the Flight Manager to
clarify any information that appears to be missing or unclear.
 Lack of proficiency and currency in mountain flying or
currency in aircraft make/model
 Operating with excessive duty hours in previous days/weeks
resulting in fatigue
 Heat-related performance degradation
 Compromised ability to effectively scan for traffic or detect
flight hazards due to sun glare, reduced visibility from rain or
smoke, and optical illusions
 Unfamiliar with local area, names of land features,
hazardous areas, local agency frequencies and flight
following procedures
Pilot inspectors will verify mountain flying experience and
logged flight time in the make and model to be flown when the
pilot is given a checkride and issued a card. The Flight Manager
is responsible for determining the previous six-day flight and
duty history of any pilot utilized during the pre-mission
briefing. Flight Mgr. will allow pilots adequate breaks for rest
and hydration and should monitor the pilot and other Aircrew
for signs of fatigue. All participants must agree to abort a
mission when appropriate. When initiated, mission will
comply with regional phase limitations. Aircrew will assist pilot
with visual scan at all times for other aircraft and hazards and
with even greater vigilance when visibility is compromised by
smoke, haze or light conditions. Aircrew will assist pilots who
are unfamiliar with local land features and place names with
situational awareness.
Low
Low
Serious
Medium
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MISSION PLANNING SHEET
(1) Mission Planning Data
Date:
Mission Type
Approved Mitigated Risk Level
LOW
MED
SER
HIGH
Project Name:
Recon / Detection above 500 AGL (RW)
Cargo Pax Unimproved landing area (RW)
External Load / Sling (RW)
Job Code
Aircraft Make, Model, and N#
Pilot Carded:
A/C Carded:
Yes
Yes
No
Serious
Serious
Serious
Pilot Name:
Pilot proficient for
Intended Mission:
No
Project Supervisor/Manager and
Participants:
Yes
No
All Current AUT (Alaska Only)
Yes
No
Wx Mission Minimums
Wx Brief
Ceiling
Visibility
Winds
Ceiling 2,000 ft. AGL, 5 mile visibility
Winds. 30 knots/ Gust 15 knots
Gusts
Airmets/Sigmets
(2) Commo Plan
FM RX:
FM RX:
FM RX:
AM Air to Air:
FM TX
FM TX
FM TX
AM Unicom:
Tones:
Tones:
Tones:
Other:
(3) Project Site Locations:
Start Location
Latitude
Longitude
Elevation
Runway length & Surface
Enroute Stops
Latitude
Longitude
Elevation
Runway length & Surface
Destination Location
Latitude
Longitude
Elevation
Runway length & Surface
10
(4) Discussion Items:
Appropriate clothing, personal
survival equipment, other special
needs identified.
Loading/unloading
Vendor Weight and Balance
calculation completed
Passenger Manifests (attached)
Maps for project use
Identified Flight Following
Methods to be used
Flight Route/water crossings
Landing conditions
Crosswinds, surface conditions
Aerial hazards (Birds, towers,
wires, other aircraft)
Airspace considerations (FTA,
MTR, other)
Plan B
Overdue/Missing aircraft response plan,
SAR procedures identified/briefed with
Dispatch
Haz Mat Considerations
Radio Use / Freq for area
(5) Day of Operations Risk Assessment (DORA)
To Be Determined
(6) Go-No-Go







Aircraft Performance Aircraft can meet mission needs
Flight Crew Performance (Personnel are trained, proficient, healthy and rested)
Wx forecasts meets or exceeds mission minimums
Communication / Flight Following In service and available
Aerial / Ground hazards not previously identified have been documented and mitigated
using a risk assessment worksheet
Daily Operational Risk Assessment is within mission risk rating (If NO, Line Officer
approval necessary to conduct mission at elevated risk level)
YES
YES
YES
YES
NO
NO
NO
NO
YES
NO
YES
NO
Line Officer Concurrence is given to perform mission if DORA RISK exceeds approved risk
level
YES
NO
Missions requiring multiple mission “types” will operate under their respective assessment ratings during their portion of the
operation. Any unforeseen risk occurrence during the operation should trigger a new risk management process.
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NA
(7) Signature
Project Manager Signature:
Pilot Signature:
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