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. 3 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. 4 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 9 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. 11 NA (7) Signature Project Manager Signature: Pilot Signature: 12