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Australian Aerial Firefighting Operators Manual
Draft 11.0 June 2011
NB Please ignore highlighting and shading in this draft version. The highlighting is part of an internal change control process.
Copyright 2011 National Aerial Firefighting Centre This publication reproduces material provided by state and territory fire and land management agencies, aircraft operators and the Civil Aviation Safety Authority of Australia, for which copyright is retained by the original copyright holder. This publication also includes original material for which copyright is held by National Aerial Firefighting Centre. All rights reserved. Except under the conditions described below and the conditions described in the Copyright Act 1968 of Australia and subsequent amendments, no part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the relevant copyright owner. Holders of, or applicants for, Australian Air Operators Certificates may freely reproduce this publication in part or in full for inclusion in internal operational documentation and training material. Every effort has been made to trace and acknowledge copyright. However, should any infringement have occurred, the publishers tender their apologies and invite copyright holders to contact them. The information contained in this publication has been carefully compiled from sources believed to be reliable, but no warranty, guarantee or representation is made by NAFC Limited as to the accuracy of the information or its sufficiency or suitability for the application to which any individual user may wish to put it, and no responsibility is accepted for events or damages resulting from its use.
NAFC Ltd (ABN 96 105 736 392) Level 5, 340 Albert Street East Melbourne Victoria 3002 Telephone: 03 9419 2388 Facsimile: 03 9419 2389 Email: info@nafc.org.au Internet: http://www.nafc.org.au

Table of Contents
Table of Contents
Preamble
List of effective pages Introduction Definitions Abbreviations
Part 1 General Firefighting Procedures

1.1 1.2 1.3 Overview of Firefighting Procedures Aerial Firefighting Safety Crew Member Training
Appendix 1.3-A Firefighting Crew Member Training & Checking Record
1.4 1.5 1.6 1.7
Personal Protective Equipment (PPE) Aircraft Refuelling Operational Planning Operational Risk Assessment
Appendix 1.7-A Firefighting Operational Risk Assessment Tool
1.8 1.9
Communications Flight Following
Jun 2011 Draft 11.0 NAFC

Table of Contents
Part 2 Specific Firefighting Procedures

2.1 Fire Bombing
Appendix 2.1-A Helicopter with Bucket on Short or Long Line Appendix 2.1-B Helicopter with Belly Tank Appendix 2.1-C Single Engine Air Tanker
2.2
Aerial Ignition
Appendix 2.2-A Aerial Incendiary Dropping Operations Appendix 2.2-B Aerial Driptorch
2.3
Fire Spotting
Appendix 2.3-A FLIR or GPS Mapping Operations Appendix 2.3-B IR Linescan Operations
2.4
Insertion of Firefighters by Helicopter

Appendix 2.4-A Hover Exit/Entry Operations
ii

Preamble Introduction
List of Effective Pages

Page i ii iii iv v vi vii 1.1 1 1.1 2 1.2 1 1.2 2 1.3 1 1.3 2 1.3-A 1 1.4 1 1.4 2 1.5 1 1.5 2 1.5 3 1.6 1 1.7 1 1.7-A 1 1.8 1 1.8 2 1.9 1 Revision Status 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Page 2.1 4 2.1 5 2.1 6 2.1 7 2.1 8 2.1-A 1 2.1-A 2 2.1-B 1 2.1-C 1 2.2 1 2.2-A 1 2.2-A 2 2.2-B 1 2.2-B 2 2.2-B 3 2.3 1 2.3 2 2.3 3 2.3-A 1 2.3-A 2 2.3-B 1 2.3-B 2 2.4 1 2.4 2 2.4 3 2.4-A 1 2.4-A 2 2.4-A 3 2.4-A 4 Revision Status 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2.1 1 2.1 2 2.1 3 Jun 2011 Draft 11.0 NAFC
0 0 0 iii

Preamble Introduction
Introduction
1. This manual has been produced to assist aircraft operators (i.e. Companies) and firefighting Agencies in maintaining the highest levels of safety and effectiveness in aerial firefighting operations. The manual must be used in conjunction with Agency contracts and procedures. Part 1 of this manual concentrates on general operational procedures which apply to all firefighting operations. Part 2 of this manual provides procedures for specific firefighting activities. Some of these activities may also be conducted for purposes other than firefighting. For example Aerial Ignition may be used for planned hazard reduction operations. This manual can be used in the following ways: The manual can be attached to the Company Operations Manual, which should refer to this manual as the Companys procedures for all firefighting (and certain non-firefighting operations, where applicable) that are included on its Air Operator Certificate (AOC). The sections and subsections of Part 2 that do not apply to a particular company may be removed. In addition, specific role equipment and local procedures should be included in the Company Operations Manual to amplify these procedures. Extracts from this manual can be included in the Company Operations Manual as required.
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6.
Development of this manual will continue after each season to improve procedures in the light of experience and where possible to further standardise across all states and territories. In particular, the crew member competencies and minimum experience requirements have not been specifically defined in this manual (with some minor exceptions) and will be developed over time. In the meantime the Company should ensure their check and training system will provide their personnel with the competencies to undertake the required tasks safely. Where there is a conflict between the Company Operations Manual and this manual, the manual with procedures of a higher safety standard will prevail.
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iv

Preamble Definitions
Definitions
Company Agency Company Operations Manual Passenger Means the holder of an Air Operator Certificate that authorises the conduct one or more of the activities listed in Part 2 of this manual. Means a State or Territory department or body with official responsibility for firefighting, or the National Aerial Firefighting Centre (NAFC). Means the manual provided by the Company in compliance with CAR 215. A person who is on board an aircraft other than a member of the operating crew (CAR 2). The Operating Crew consists of any person on board an aircraft with the consent of the operator of the aircraft who has duties in relation to the flying or safety of the aircraft (CAR 2). A person assigned by an operator for duty on an aircraft during flight time (CAR 2). A crew member who holds an appropriate pilot's licence, a current medical certificate, and is rostered by the Company to pilot the aircraft. A crew member carried in an aircraft other than Pilots, who is appropriately trained and rostered by the Company as crew of the aircraft. An appropriately trained person who is required to undertake essential duties in the immediate vicinity of aircraft operating on or near the ground e.g. loaders, refuellers, marshallers and the like. Appropriately trained persons who are required to undertake essential duties on the ground, but are not in the immediate vicinity of aircraft operating on or near the ground.
Crew Member Pilot Air Crew Ground Crew
Support Personnel

Preamble Abbreviations
Abbreviations
AAS ADF ADT AGL AFM AIIMS AIM AIP AMG AOC ASA AVGAS CACF CAO CAR CASA CASR C.G CRM CWN DGR ELT EO F-CTAF FLIR FOR FPM Jun 2011 Draft 11.0 NAFC Air Attack Supervisor Automatic Direction Finder Aerial Driptorch Above Ground Level Aircraft Flight Manual Australasian Inter-service Incident Management System Aerial Incendiary Machine Aeronautical Information Publication Australian Map Grid Air Operator Certificate Air Services Australia Aviation Gasoline Central Aircraft Coordination Facility Civil Aviation Order Civil Aviation Regulation Civil Aviation Safety Authority Civil Aviation Safety Regulation Centre of Gravity Crew Resource Management Call When Needed Dangerous Goods Regulations Emergency Locator Transmitter Engineering Order Fire Common Traffic Advisory Frequency Forward Looking Infrared Flight Operations Return Feet Per Minute vi

Preamble Abbreviations FROL GPS HF HLS HOGE HUET IAP IATA ICAO IFR IMC IMT IR KIAS LAME NAFC PPE SAR SEAT SOP SSR TRM VFR VHF VMC Flight Radio Operators Licence Global Positioning System Human Factors Helicopter Landing Site Hover Out of Ground Effect Helicopter Underwater Escape Training Incident Action Plan International Air Transport Association International Civil Aviation Organisation Instrument Flight Rules Instrument Meteorological Conditions Incident Management Team Infrared Knots Indicated Airspeed Licensed Aircraft Maintenance Engineer National Aerial Firefighting Centre Personal Protective Equipment Search And Rescue Single Engine Air Tanker Standard Operating Procedure Secondary Surveillance Radar Team Resource Management Visual Flight Rules Very High Frequency Visual Meteorological Conditions
vii

Part 1 General Firefighting Procedures Section 1.1 Overview of Firefighting Procedures
1.1
1.
1.
Overview of Firefighting Procedures

Firefighting Aircraft Management
The management of firefighting aircraft is the responsibility of state and territory fire and emergency Agencies. The Agencies are supported by the National Aerial Firefighting Centre (NAFC) which supplies additional contracted aircraft to boost the overall national fleet. Agencies have well established operational procedures and processes to contract and manage their state fleet throughout the fire season. These operational procedures will vary from Agency to Agency. Cross border arrangements are also established to ensure a smooth transition where aircraft operate across state boundaries on a single or multiple fires. Fire and emergency Agencies operate under the Australasian Inter-service Incident Management System (AIIMS) to ensure consistency, and a structured approach to emergency management. The operational management of aircraft at a fire incident is the responsibility of the Incident Controller. The Incident Controller will normally be assisted by a number of specialists including Air Attack Supervisors (tactical supervision) and Aircraft Officers (management of ground support). At larger incidents an Air Operations Manager will be engaged to provide oversight of air operations. Firefighting activities must adhere to a well considered fire control strategy determined by the Incident Controller. It is also crucial that aerial firefighting efforts are fully integrated and co-ordinated with ground firefighting efforts. Overall state-wide coordination of aircraft activities is carried out by a State or Regional Duty Officer or some form of Central Aircraft Coordination Facility (CACF). In most states the CACF is known as the State Air Desk.
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Operating Procedures and Briefings

The Agency will supply the Company with documents detailing their standard operating procedures and other pertinent information. Any Company Pilot who is required to conduct these operations must read and comply with such procedures. The information contained in this manual must always be read in conjunction with these documents. Most Agencies have pre-season training and briefings for Pilots. As procedures keep evolving, it is important that Pilots keep up to date with seasonal requirements. Chief Pilots must ensure that the content of these pre-season briefings are passed on to all operational crew members. Operations below 500 feet above ground level may only be conducted in accordance with procedures specified in the Company Operations Manual and a permit issued pursuant to CAR 157(4)(b) or an AOC issued under CASR Part 137. Where a conflict in procedures exists for example between a Company Operations Manual and an Agency standard operating procedure, or between a Company Operations Manual and a sub-contractor's Operations Manual then, in the absence of any other written advice to the contrary, the procedure that provides the highest level of safety shall be adopted. 1.1 - 1
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4.

Part 1 General Firefighting Procedures Section 1.1 Overview of Firefighting Procedures
4.
1.
Aircraft Firefighting Role Equipment

Applicable procedures for aircraft modification and the installation or removal of role equipment in the Company Operations Manual must be followed. Such procedures will include requirements relating to: modification approvals; initial installation by approved organisations; use of applicable flight manual supplements; changes to Weight and Balance information and required changes to the aircraft maintenance program; training and approval for crew or staff who install or remove role equipment as part of operations. Ref CASR 137.230; 21.187; CAR 42U.
1.1 - 2

Part 1 General Firefighting Procedures Section 1.2 Aerial Firefighting Safety
1.2
1.
1.
Aerial Firefighting Safety

Safety and Risk Management
Safety is the prime consideration in any firefighting or related activity. At all times the highest standards of safety are to be maintained. Agencies consider the protection of human life, including those on board aircraft, ground crew and support personnel, to be of the highest priority. Firefighting and related activities are often conducted in challenging flying conditions due to extreme temperatures, strong winds, dissected terrain and poor visibility due to smoke. This hazardous environment may be further compounded by a large number of firebombing and other operational aircraft, both aeroplanes and helicopters, sharing the same airspace. A high level of vigilance and situational awareness is required. Pilots may refuse or defer an assignment that they consider would pose undue risk to the aircraft or those on board. Pilots may cease conducting an operation that they consider poses undue risk. Incident Controllers and authorised Agency personnel may suspend aircraft operations if they consider that safety is or may be compromised. Pilots are required to respect any decision of authorised Agency personnel to cease operations. Agencies may at times assist Pilots operating in VMC with separation by providing guidance and suggestions on suitable procedures, or by providing information regarding other aircraft operating in the area. However at all times the Pilot is responsible for maintaining separation from other aircraft and obstacles. Agencies and aircraft operators have identified many factors that post a risk to safety in aerial firefighting operations. The following are some of the key factors: (a) Rational decision making may be affected by the emotion and apparent urgency of the situation (emergencyitis). Company personnel, whilst still maintaining a high standard of service, are expected to go about their jobs in a professional, rational and considered manner and not succumb to "emergencyitis". Agencies and the Company will never require safety of air operations to be compromised by the urgency of any situation. Wire strikes feature highly in accident statistics for low-level firefighting operations. On many occasions the presence of the wire was known to the Pilot. Particular care must be taken in firefighting operations to avoid wires and to avoid becoming so task-focussed as to compromise overall situation awareness. Situations known to pose particular risks in aerial firefighting operations include, but are not limited to the following: fatigue; sleep inertia; dehydration and heat stress; mid-air proximity or collision (including between firefighting aircraft, or between firefighting aircraft and itinerant aircraft); runway or landing area overrun or excursion on landing or takeoff (aeroplane); dynamic rollover, uneven landing surfaces (helicopter); settling with power or overpitching (helicopter); failing to climb under excessive downdraft conditions; 1.2 - 1
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(b)
(c)

Part 1 General Firefighting Procedures Section 1.2 Aerial Firefighting Safety manoeuvring whilst heavily loaded, leading to incipient stall and spin (aeroplane); operating in the height/velocity curve, loss of tail rotor effectiveness, vortexring state (helicopter); Exceeding weight and centre of gravity limitations; Bad weather including excessive winds, turbulence and pyro Cu/Cb turbulence; ground handling, collision with objects during ground handling or ground manoeuvring; ground risks particularly including risks posed by moving aircraft, propellers, rotors and downwash; dropping articles from aircraft.
Personnel are required to be aware of and appropriately manage the risks associated with the above situations. (d) Statistics show that even experienced personnel are well represented in accident statistics in aerial firefighting. Occurrences involving experienced personnel often happen in lower complexity operations or when activity levels are reduced. Active safety and risk management must be a part of aerial firefighting at all times in all operations.
7.
Company personnel who become aware of a situation which they consider poses undue risk to Agency or Company personnel, or to the public, are required to report the situation to the Company or contracting Agency, and if appropriate take immediate mitigating action. Agencies require the reporting of safety occurrences and near-misses. Reporting procedures vary from state to state. Company personnel are required to familiarise themselves with and conform to the relevant procedures.
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1.2 - 2

Part 1 General Firefighting Procedures Section 1.3 Crew Member Training
1.3
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1. 2.
Company Crew Member Training

General
The requirements for Pilot training are contained in CASA documents, Agency contracts and procedures, and the Company Operations Manual. The following paragraphs provide minimum training requirements for all crew members. (Improvements in the quality of the training requirements, such as competency standards, are being developed for future amendments to this manual.)
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Training Requirements
Company personnel involved with fire-fighting operations must have undergone training in Team Resource Management (TRM) and Human Factors (HF) with a provider and to a syllabus acceptable to the contracting Agency. If suitable TRM and HF courses are not readily available, crew members may undertake an appropriate Crew Resource Management (CRM) course instead. Company personnel who are working in a multi-crew environment in fire-fighting operations must have undergone training in Crew Resource Management (CRM) specific to multi-crew operations with a provider acceptable to the contracting Agency. All persons on board aircraft involving in-flight or hover pick-up of water must have in the previous three years successfully completed a training course in underwater escape (HUET for helicopters) with a provider and to a syllabus acceptable to the contracting Agency. Pilots involved in low level operations must have successfully complete an approved course of low flying training, or hold a low flying approval (e.g. mustering endorsement or agricultural rating). Crew members involved in fire-fighting operations must have successfully completed an Agency approved course in basic wildfire behaviour. Crew members involved in fire-fighting operations must have been trained in the skills required for the particular operations that they will be rostered for and be certified competent by the Chief Pilot, or person nominated by the Chief Pilot. Crew members involved in firefighting operations must have been trained in the specific procedures in this manual, the Company Operations Manual and Agency procedures, in the operations for which they will be rostered. Crew members involved in fire-fighting operations must have attended any relevant preseason Agency briefing, or have been briefed on their content by the Chief Pilot.
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1.3 - 1

Part 1 General Firefighting Procedures Section 1.3 Crew Member Training
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Training Records
An aerial firefighting crew member training & checking record form is provided at Appendix 1.3-A for recording training and checking completed by individuals prior to undertaking firefighting operations in Company aircraft each fire season. The record must be read in conjunction with Company induction and training records, and kept in the Company training records for each crew member. Where the Company training and checking record system provides the information contained in Appendix 1.3-A, the form need not be completed.
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Part 1 General Firefighting Procedures Appendix 1.3-A Aerial Firefighting Crew Member Training & Checking Record
Appendix 1.3-A
Aerial Firefighting Crew Member Training & Checking Record
NOTE: This firefighting crew member record is to be completed annually, and must be read in conjunction with Company induction and training records, since this record deals specifically with the training and checking required prior to undertaking firefighting operations in Company aircraft each fire season. NAME ARN (if applicable) COURSE / COMPETENCE Team Resource Management Course Human Factors Course Crew Resource Management Course Basic Wildfire Behaviour Course Underwater Escape Training (3 yrs) Low Flying Competence Sling Load Competence Long Line Competence Hot Refuelling Competence Fire Bombing Competence Incendiary Dropping Competence Aerial Drip Torch Competence Fire Spotting Competence Fire Mapping Competence Firefighter Insertion Competence Hover Exit Competence Rappelling Competence (12 months) Winching Competence Aerial Firefighting Procedures Competence Pre-Season Agency Briefing I certify that the above person has met all induction and recurrency requirements including those firefighting specific requirements shown above, and may act as a crew member in this organisations aircraft involved in firefighting activities. Chief Pilot: ....................................................................................................... Date: ............................ Crew Member: . ................................................................................................ Date: ............................ YES / NO / NA VALID TO Certificates kept in personnel file
1.3-A - 1

Part 1 General Firefighting Procedures Section 1.4 Personal Protective Equipment (PPE)
1.4
Personal Protective Equipment (PPE)

Personnel involved in fire-fighting operations covered by this manual must wear the following minimum and serviceable equipment.
1.
Pilots and Air Crew all operations

Flying suit, cover-alls or long trousers and long sleeved top of fire retardant or natural fibre material, extending to wrists and ankles Leather or fire retardant ankle length footwear Natural fibre underclothing
2.
Pilots and Air Crew sustained operations below 1000ft

Flying suit or cover-alls of fire retardant or natural fibre material, extending to wrists and ankles Fire retardant gloves Leather or fire retardant ankle length footwear Natural fibre underclothing Protective flying / communications helmet Four-point shoulder harness properly fastened at all times during flight for front seat occupants
3.
Pilots and Air Crew operations involving pick-up of water from any body of water
All items specified in 1. and 2. above, as well as Life jacket with fire retardant cover
4.
Ground Crew all operations

Protective goggles Full length protective clothing such as overalls Safety boots Hearing protection Fire retardant, anti-static, high visibility, safety vest
5.
Ground Crew refuelling

All items specified in 4. above, as well as Fire retardant or natural fibre full length protective clothing, or protective firefighting overalls Fire retardant gloves suitable for handling fuel
6.
Ground Crew sling load

1.4 - 1

Part 1 General Firefighting Procedures Section 1.4 Personal Protective Equipment (PPE)
All items specified in 4. above, as well as Safety helmet with chin strap Gloves
7.
Ground Crew aerial drip torch sling load

All items specified in 4 above, as well as Fire retardant or natural fibre full length protective clothing, or protective firefighting overalls Protective leather work gloves Eye goggles (not safety glasses) Hearing protectors (not foam ear plugs) Safety helmet with chin strap
1.4 - 2

Part 1 General Firefighting Procedures Section 1.5 Aircraft Refuelling
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Aircraft Refuelling
General
The Pilot must ensure that the refuelling procedures specified in the aircrafts Company Operations Manual are followed unless specified otherwise in this Section.
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Hot Refuelling Requirements

Hot refuelling may only be undertaken when permitted in the Company Operations Manual. Hot refuelling of turbine powered aircraft with Jet A1 may be conducted when operationally expedient, provided it can be carried out safely. Note that some state and territory Agencies may not permit hot refuelling under certain circumstances or may not permit hot refuelling from drummed fuel. Check local state/territory requirements before proceeding with any hot refuelling. Hot refuelling of Company AVGAS powered aircraft is not permitted. Hot refuelling is not permitted when carrying aerial incendiary devices. Pilots must receive training in hot refuelling in accordance with the Company Operations Manual and be authorised by the Company Chief Pilot before conducting hot refuelling. Recurrent training must be completed every 12 months. Company refuelling personnel must receive training in hot refuelling by the refueller operator in accordance with that organisations standard operating procedures, and be authorised to conduct hot refuelling. Recurrent training must be completed every 12 months. With a non-pressure refuelling system, the delivery hose system must be such that it will not allow fuel to be delivered without continuous positive action by the refueller. The Pilot is to remain at the controls of the aircraft during the refuelling operation. All other personnel must exit the aircraft. The Pilot in command of the aircraft is responsible for the entire refuelling operation. It is important to ensure that the aircraft fuel system is not contaminated with water during refuelling. Either of the following methods is permitted: (a) Up to a maximum 5 hours time in service whilst using hot refuelling, the fuel is supplied by an operator who has a fuel quality audit program and whose regular audit reports are checked by the Company and found to be satisfactory. The aircraft fuel system is checked for water contamination after each refuelling.
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(b)
1.5 - 1

3.
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Hot Refuelling Procedure

Pilot: (a) (b) (c) (d) (e) Ensure that the refuelling ground crew are aware of and will use the procedures listed here. Aeroplanes should be parked next to the refuelling equipment in such a way that the aircraft can be moved away quickly if required. Inform the refuelling ground crew of the amount of fuel required by radio, intercom or face to face contact. Make no radio or mobile telephone calls while hot refuelling is taking place. Maintain communication with the refuelling ground crew at all times by visual contact and an agreed system of hand signals. The hand signals detailed below are recommended. Where this is not physically possible, some other means of permanent communication must be established. Inform the refuelling ground crew to start pumping fuel by intercom or hand signal - Hand and arm pointing up. Inform the refuelling ground crew to stop pumping fuel by intercom or hand signal - Hand, palm down, moved from side to side. If required, signal the refuelling ground crew to carry out a fuel contamination check of the aircraft by moving a fist up and down. The ground crew will hold up the fuel sample and give a thumb up or thumb down. When the refuelling ground crew removes the refuelling equipment from the aircraft, including the earth lead, and give a thumbs up signal, check visually that all equipment and ground crew are clear and taxi clear of the refuelling area. Emergency action: If the refuelling ground crew signals with hand, palm down, moved from side to side, followed by a thumbs down signal, a serious hazard exists such as a fuel spillage. Acknowledge the signal and when all refuelling equipment, including the earth lead, is removed from the aircraft follow the ground crews instructions to move from the area.
(f) (g) (h)
(i)
(j)
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Refuelling ground crew: (a) Ensure that all refuelling ground crew are wearing the personal protective equipment listed in Section 1.3 and fire extinguishers of the appropriate type are easily identifiable and located in a readily accessible place. Ensure no person smokes or uses a naked flame within 15 metres (some Agencies require 30m) of the aircraft or refuelling equipment. Obtain confirmation of the fuel required by radio, intercom or face to face contact. Ensure that the Pilot is aware of and in agreement with your actions. Ensure hand signals to be used are agreed. Maintain visual contact with the Pilot at all times. Where this is not physically possible, some other means of permanent communication must be established. 1.5 - 2
(b) (c) (d) (e) Jun 2011 Draft 11.0 NAFC

(f)
When approaching an aeroplane, avoid moving forward of the wing where possible. If movement forward of the wing is essential, keep well clear of the prop run one hand on the wing leading edge to stay within 1 metre of the wing. When approaching a helicopter, do not move towards the rear of the helicopter to avoid the tail rotor danger area. Connect an earthed lead to a suitable earthing point on the aircraft. If required, position steps at the refuelling point. Take the refuelling hose to the aircraft to the left side first in the case of aeroplanes with more than one refuelling point. Connect the dispensing nozzle earth clip to the aircraft. When the Pilot signals - Hand and arm pointing up start refuelling. When the Pilot signals - Hand, palm down, moved from side to side or when the prearranged fuel quantity has been delivered stop refuelling, then: fit the fuel cap; stow the refuelling equipment; remove the earth lead from the aircraft; and ensure all equipment and personnel are clear of the aircraft and give the Pilot a thumbs up signal.
(g) (h) (i) (j) (k) (l) (ml)
(n)
If a fuel contamination check of the aircraft is required, the Pilot will signal by moving a fist up and down. Carry out the fuel check as briefed and signal to the Pilot by holding up the fuel sample and give a thumb up if there is no evidence of water present or thumb down if there is evidence of water present. Emergency action: If at any time the refuelling ground crew considers that a hazard exists, such as a fuel spillage, or they observe the Pilot signal with hand, palm down, moved from side to side, followed by a thumbs down signal: stop refuelling; fit the fuel cap; signal to the Pilot with a lowered arm with hand, palm down, moved from side to side, followed by a thumbs down signal; drag the refuelling equipment away from the aircraft and its taxi path, ensuring that it is visible to the Pilot; remove the earth lead; stand by one of the fire extinguishers; and signal to the Pilot to taxi away or tow the aircraft clear of the hazard if of major concern.
(o)
1.5 - 3

Part 1 General Firefighting Procedures Section 1.6 Operational Planning
1.6
1.
1.
Operational Planning
General
Under the AIIMS system, aerial suppression activities are planned taking into consideration the overall fire suppression plan. Aircraft play a supporting role to ground resources and are under the direction of the Incident Management Team (IMT). Agency aviation specialists provide advice and guidance to the IMT members as to the most appropriate aerial tactics and support.
2.
1.
Aircraft Tasking
Where an aircraft is deployed to an incident the agency Incident Controller is ultimately responsible for managing, supervising and supporting the aircraft operation to the agreed standard. An Air Operations Unit is established by the Incident Controller to manage, supervise and support the aircraft operation, and service the aircraft requirements of all agencies.
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Pre-flight Preparation
The Pilot must undertake the following tasks prior to commencing flying operations, or if already dispatched - enroute prior to commencing operations: Obtain a briefing on the objectives of the operation; Ensure flight notification and flight following requirements are implemented, including communication of a list of onboard personnel to a responsible person; Obtain an accurate list of airstrips/helipads in the area of operation; Ensure both Agency and Aeronautical radios are tested and serviceable; Confirm ground frequencies to be used and the F-CTAF; Obtain the call-signs and location of all aircraft expected in the area of operation; Obtain the location of the fire; Obtain the location of potential flight hazards such as power lines; Obtain detail of any ground personnel in the area; and Select the appropriate SSR code if one has been assigned by the Agency in consultation with Airservices Australia.
2.
When planning operations into a potentially hazardous environment the Pilot must complete an operational risk assessment. A suitable operational risk assessment procedure is included in Section 1.7 Operational Risk Assessment.
1.6 - 1

Part 1 General Firefighting Procedures Section 1.7 Operational Risk Assessment
1.7
1.
1.
Operational Risk Assessment

Operational Risk Management
Firefighting operations take place in a relatively volatile, hazard-rich environment. In order to assess and mitigate the risks associated with this environment, some form of risk management procedure is required. The aim of the operational risk management system is to provide a process that documents that which a very experienced and competent Pilot does intuitively using knowledge and experience gained over many years of operating in the environment. The Company Safety Management System can be used for operational risk management where it is adequate for that purpose; otherwise the following operational risk management system should be used.
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1. 2 3.
Operational Risk Management System

The overriding concept is that the Pilot's authority to modify, decline, cancel, divert, or terminate a task overrides any decision of other parties to accept or continue a flight. The Pilot's decision to accept a task may be overridden by Agency or Company personnel using their operational control procedures including the use of risk assessment. Before the first flight of the day, Pilots should complete a Daily Risk Assessment by assessing each relevant line in the table in Appendix 1.7-A. The Pilot should assess the likely risk caused by hazards in that topic and score the risk if above Low by placing a 1 in either the Medium or High column as appropriate. Once a task has been allocated, Pilots should complete a Task Risk Assessment by amending the Daily Risk Assessment table as required. This can be completed prior to take-off or during transit at a safe height. When on site, Pilots should complete an On-site Risk Assessment at a safe height by mentally amending the Task Risk Assessment table as required. The resulting totalled scores are only a guide and do not indicate the total risk, or the nature of the risk. The Pilot should make a judgement on how the combination of risks will affect the safety of likely tasks. As a guide, if all the risks total more than half of the total of 31 possible risk areas, then the Pilot should consult with Agency or Company supervisors and consider declining or modifying a task. Particular consideration should be taken of high risk scores, and declining or modifying a task should be considered at a lower total score level if high risk scores are present. Pilots should decline or modify a task if they are concerned by one or more high risk scores.
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1.7 - 1

Part 1 General Firefighting Procedures Appendix 1.7-A Operational Risk Assessment Tool
Appendix 1.7-A Firefighting Operational Risk Assessment Tool

Low Environment Weather Cloud Visibility Wind Temperature Operating area Smoke Turbulence Terrain Altitude Density Obstructions Ground environment Emergency landing Familiarity Aircraft Serviceability Weight CG Performance Fuel Operation Task Other aircraft Crew Members Experience Recency Fatigue Stress Crew cooperation Workload Flight & duty time Equipment Navigation Sling load Long line Overall total Date ______________ Pilot _________________________________ Jun 2011 Draft 11.0 NAFC 1.7-A - 1 RISK LEVEL Medium High Notes

Part 1 General Firefighting Procedures Section 1.8 Communications
1.8
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1. 2.
Communications
General Communications Procedures
Agency communication plans will vary from state to state. Refer to the tasking Agencys plan to confirm details. All persons using aircraft radios must have either a valid pilot license, FROL, or an exemption from CAR 83(3). All radios required for the operation must be checked as far as practicable for serviceability before flight and again in flight on the way to the operations area. Flight following procedures must be complied with (see Section 1.9). Use the assigned tactical call sign to readily identify the aircraft and its role. Fire Common Traffic Advisory Frequency (FCTAF) is the VHF aviation frequency allocated for Pilot to Pilot communication over the fire ground. The F-CTAF is used by Pilots involved in the aerial suppression operation or Pilots of non-operational aircraft such as the police and media aircraft. These communication frequencies are principally used to maintain separation. The F-CTAF is for Pilot information to be broadcast to provide a heightened situational awareness of aircraft movement and positional information over the fire ground at all times. All aircraft Pilots involved in the aerial suppression operation must maintain a listening watch on the designated F-CTAF. The F-CTAF frequency allocation procedures, licensed frequencies and default frequencies vary from state to states. Pilots must ensure they are familiar with local procedures. The F-CTAF may also be used by Agency personnel for operational communication. In particular the Air Attack Supervisors will need to provide instructions on tasking, direct the firebombing aircraft, provide feedback on the effectiveness of the drops and communicate with ground personnel Strong radio discipline is required and communications must be kept brief and to essential information relevant to the assigned task. While transiting to and from the fire ground aircraft must maintain a listening watch on the relevant local area frequency unless other procedures are explicitly agreed and notified.
3. 4. 5. 6.
7.
8.
9.
2.
1.
Fire Area Communications Procedures

Pilots must make a 5 nm broadcast (on the F-CTAF where established, otherwise on the ASA designated aeronautical frequency applicable to that location) inbound to the fire area, detailing: Aircraft tactical callsign; Position and height; and Intentions. eg: Bomber 610 5 miles south of XXX fire at 2000ft Inbound
Pilots cruising at higher speeds should consider making an additional call at 5 minutes inbound. 2. Jun 2011 Draft 8.0 NAFC Pilots should obtain the QNH being used by aircraft operating at the fire. 1.8 - 1

Part 1 General Firefighting Procedures Section 1.8 Communications
3. 4.
Where more than one aircraft is deployed at a fire, the Pilots must communicate with other aircraft to ensure safe separation. Where more than one aircraft is deployed at a fire the Pilots should confer and agree on one aircraft to monitor the ASA designated frequency applicable to the area of operations, on behalf of the other aircraft. Normally this will be the Pilot of the AAS platform, if in place. For any compliance, information or instruction the monitoring Pilot will communicate it to the appropriate aircraft Pilot. In some circumstances additional F-CTAF frequencies may be allocated where frequency congestion requires. Pilots concerned that frequency clutter is creating a situation where the F-CTAF is compromised for maintaining separation should immediately report this to the Incident Air Operations Unit (if established) or the Central Aircraft Coordinating Facility (CACF) so that an alternative frequency may be allocated and notified. During an emergency a Pilot may require all other communication to cease to reduce congestion on the radio while dealing with the emergency. During an emergency the normal communications priority prefixes Mayday and Pan Pan apply. When returning to an airbase, Pilots must make a 5 nm inbound call on the F-CTAF if established, as well as all standard calls on appropriate frequencies applicable to that location. See also Section 2.1 for specific radio procedures applicable to firebombing.
5.
6. 7. 8.
9.
1.8 - 2

Part 1 General Firefighting Procedures Section 1.9 Flight Following
1.9
1. 2.
Flight Following
Agency flight following is required for all aircraft supporting fire operations except aircraft operating under IFR. The flight following requirements in this section are common to all states and territories, however, the application may differ slightly. Pilots must familiarise themselves and conform with any specific requirements of the contracting Agency. A responsible person will be nominated by the Agency for the flight following of each aircraft. The responsibility may be transferred to another responsible person during a flight. An airborne Air Attack Supervisor (AAS) can act as the responsible person for other aircraft at a fire. The responsible person will log contact information and initiate action in accordance with the Agencys SAR Initiation Procedures if the appropriate contacts are not made within the prescribed period. The Pilot or a person designated by the Pilot must make contact with the nominated responsible person on: Departure and every 30 minutes reporting present location and task, and expected locations and tasks for the next 30 minutes; Tasking and crew and passenger changes; Area of operations changes; Intermediate point landings and departures; and Arrival at destination.
3.
4.
5.
6.
If the aircraft is not able to contact the responsible person at the required contact time, another station must be contacted and asked to pass information to the responsible person maintaining flight following.
1.9 - 1

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing
2.1
1.
1.
Fire Bombing
General
Helicopters using a bucket or a belly tank, single engine aeroplane air tankers and large air tankers may be employed to attack wildfires by dropping water and other fire suppressants directly onto a fire, or by dropping fire retardant substances ahead of the fire to slow its progress. Fire bombing operations can only be conducted if either: (a) (b) An Agency has not yet taken control of fighting the fire (i.e. an Agency is not aware of the fire but a fire bomber is on the scene); or An Agency has tasked the Company to carry out the operation (i.e. an Agency is controlling firefighting operations and aircraft can bomb only if tasked).
2.
3.
The Company must have a current AOC authorising it to conduct aerial work operations for the following purposes: (a) (b) Aerial application; or Dropping operations - water and fire retardants.
4.
Air Attack Supervisors (AAS) are responsible for the co-ordination of the tactical operation of firebombing aircraft at an incident and work in close liaison with Pilots, air crew and airbase managers. Firebombing activities must adhere to a well considered fire control strategy determined by the Incident Controller. The AAS, in consultation with the Incident Management Team will determine the air tactics to be employed and convey directions to the firefighting aircraft. Aircraft are used primarily to support ground resources in wildfire suppression. It is important that they are backed up by ground resources if the benefits are not to be lost. Helicopters conducting Fire Bombing operations must be fitted with an approved wire strike protection system where one is available for the aircraft type. Some Agencies may not permit operations without wire strike protection.
5. 6. 7.
2.
1. 2.
Pilot Experience and Currency Requirements

Pilot experience requirement will vary according to the operation and location. Refer to Section 1.3 or Agency contracts for the particular requirements. Pilots must be current and certified competent by the Chief Pilot for fire bombing operations.
3.
1.
The operational planning procedures detailed in Section 1.6 must be followed.
2.1 - 1

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing 2. Prior to commencing firebombing operations, Pilots must complete an operational risk assessment. A suitable operational risk assessment procedure is provided in Section 1.7.
4.
1.
In-flight Procedures
Pilots must be familiar with and comply with Agency procedures and Company specific procedures for fire bombing operations. Pilots should note that Agency procedures will vary from state to state. The dropping of chemical retardants in water catchments or environmentally sensitive areas should be avoided where possible. Tasking Agencies will obtain the necessary authorisation for the use of retardants in water catchments or environmentally sensitive areas when required, and will inform Pilots. Pilots must avoid overflying water supplies and environmentally sensitive areas when departing loaded with chemical retardants or suppressants. Pilots should avoid flying over fires in known areas of unexploded ordinance. Refer to Agency procedures where one exists for fires in known areas of unexploded ordinance. Fire bombing activities must adhere to a well considered fire control strategy determined by the Incident Controller and with fire-bombing activities implemented via the Air Attack Supervisors (AAS) to ensure the efficient and effective deployment of aircraft. All Agency fire bombing operations on wildfires should be supervised by an authorised AAS. The Incident Controller may authorise fire bombing to be conducted without direct supervision of an AAS in certain circumstances. Agency fire bombing operations must only be conducted under day Visual Flight Rules (VFR). The communications procedures detailed in Section 1.8 must be followed. Pilots must communicate on the nominated frequency to maintain separation as required and should establish a pattern were possible to reduce the need for radio calls. The nature of broadcasts required will depend on the number of aircraft on site, terrain and other conditions. The following radio calls are recommended as a minimum: (a) (b) (c) (d) Departing water helicopters only; Final for drop; Drop zone clear; and On dip helicopters only.
2.
3. 4. 5.
6.
7. 8. 9.
10.
Prior to the commencement of fire bombing operations, Pilots should take the following points into consideration: Wind direction (often different in valleys), strength and its relation to hills causing down-draughts and up-draughts; Visibility limitation caused by sun position and smoke; Terrain, surface and slope; Performance limitation caused by turbulence, hot conditions and dropping into rising ground; 2.1 - 2

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing Hazards such as wires, obstructions and turbulence (established fire breaks often contain high tension power lines); Fire activity, intensity, movement and spotting; Location of ground personnel in the area; Location of emergency landing areas; and Avoidance of allowing the perceived urgency of the situation to lead to a compromise of the aircraft's safety.
11.
To assist in enhancing situational awareness, Pilots should ensure that they have received directions from the AAS or obtained a briefing from an appropriate fire control officer regarding the following information where available. Pilots must, however, undertake their own hazard assessment of the area and the prevailing conditions to ensure safety. fire bombing requirements; target area; details of local terrain; general conditions; wires (particularly those strung across valleys or over ridge lines); and fire line elevation.
12.
When approaching the fire area for the first bombing operation in the area, where practical observe the drop zone high at first and check for obstructions and escape routes in case of engine failure or excessive down draughts. Prior to commencing a final run in, Pilots should determine the best direction of approach after considering the following factors: Recommendations made by the AAS; Wind direction and speed; Visibility sun and smoke; Hazards wires, obstructions, turbulence; Terrain surface, slope, effect on performance; Fire activity intensity, movement, spotting; Ground personnel location; Other aircraft; Drop point identification; and Escape routes, including if drop fails or has to be aborted.
13.
14. 15.
In determining the drop height the Pilot must make the final decision after consideration of the factors in the prevailing situation. Pilots must take the following actions to ensure the safety of persons on the fire-line in the target area: Obtain radio confirmation that the drop zone is clear of personnel; Visually check the area for signs of personnel; 2.1 - 3

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing Turn on lights and siren.
If there is any doubt, Pilots must not drop. 16. 17. Pilots should endeavour to apply the load as directed by AAS. However, it is the Pilots responsibility to ensure that the drop is conducted safely. Refer to the end of this Section and its Appendices for specific fire bombing procedures involving particular aircraft types and/or specialised role equipment.
2.1 - 4

5.
Fire Bombing Glossary

Accuracy Anchor point Drop length Drift Dummy run Early Extend Fire bombing drop zone Gap Half-on half-off High drop Hold Load width Late Parallel drop Recce Reload Restricted drop An assessment of a drop by the Air Attack Supervisor. An advantageous location, generally of mineral earth, from which a fireline can be constructed. Effective distance actually covered on the ground by a single drop. Indication that wind conditions exist of sufficient velocity to significantly affect load placement and that a correction factor must be allowed for. A simulated bombing run made on a target. Advice that the drop is to be, or was, dropped short of the designated point. An instruction to tag on and extend the line in the required direction. Area around a fire bombing target where the impact of a dropped load or turbulence from a low flying aircraft may break or dislodge material from trees. A weak or missed area in a retardant/foam line. A drop made parallel to a specific reference with half the load covering the reference and half outside. An instruction to make the drop higher than normal above the target. An instruction to hold the load and await further advice. Width actually covered on the ground by a load. Advice that the load is to be, or was triggered beyond, the designated point. An instruction to place a load beside and touching a specific reference. A pass over the target by the fire bomber or Air Attack Supervisor to assess the run. An instruction to the fire bomber to return to a designated base and reload and return to the fire. A technique whereby the fire bombing door is partially opened, restricting the flow rate of the load through the door, and thus forming a longer, narrower drop. An instruction to the fire bomber to return to base and await instructions. Indicates that ground ahead of, or beside, the target is higher than the target itself. Connecting the head end of a load to a given point. The entire load is dropped as one drop with maximum door opening. 2.1 - 5
Return and stay Rising ground Roll-up (to/onto) Salvo Jun 2011 Draft 8.0 NAFC

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing Single door Split load String drop Tail end of load Tag-on A technique whereby a fire bomber with multiple doors opens only one door at a target. A technique whereby the fire bombing door is opened, releasing part of the load, and then closed, retaining part of the load for a second drop. On multi-door tank systems, a specified number of doors opened in succession to give an extended pattern on the ground. The aft end of the load on the ground. Connecting the tail end of the load to a given point.
6.
1.
Fire Bombing Drop Patterns

The following diagrams have been included to provide visual examples for some key terms. (a) Basic descriptors for the drop pattern:
(b)
Restricted door drop pattern:
2.1 - 6

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing (c) Drop patterns for 'two door string drop' and 'restricted two door string drop'
(d)
Spilt load drop patterns:
(e) T a g a
Rolling up to vs. Tagging onto a target:
2.1 - 7

(f)
Tag on and extend drop pattern:
(g)
Half-on half-off drop pattern:
(h)
Parallel drop drop pattern:
(i)
Assessment of drops: (I) Early and late drops
G a p
(II)
Gap in drop pattern:
2.1 - 8

Part 2 Specific Firefighting Procedures Section 2.1 Fire Bombing (III) Missed and late drops:
7.
1.
Specific Fire Bombing Procedures

Specific procedures for the following operations are included in appendices to this section: Appendix 2.1-A Helicopter with Bucket on Short or Long Line Appendix 2.1-B Helicopter with Belly Tank Appendix 2.1-C Singe Engine Air Tanker
2.
For procedures for other fire bombing operations refer to the Company Operations Manual.
2.1 - 9

Part 2 Specific Firefighting Procedures Appendix 2.1-A Helicopter with Bucket on Short of Long Line
Appendix 2.1-A Helicopter with Bucket on Short or Long Line

1.
1. 2. 3.
Bucket Operations
The Company must have a current AOC authorising it to conduct Sling Load aerial work operations. Helicopter water bucket operations are conducted in accordance with Sling Load procedures in the Company Operations Manual. An external cargo mirror must be fitted and correctly aligned. Where a crew member is able to keep the bucket in direct view from a normal seating position, a mirror need not be fitted. Pilots must consult the aircraft flight manual for the maximum speed when carrying the particular bucket employed. A safe flying speed below the maximum permissible should be used, and speeds should be built up slowly to assess both aircraft handling and bucket behaviour under the prevailing conditions. Pilots must review the manufacturers bucket operators manual and limitations for the applicable bucket prior to use. The total length of the bucket and suspension cables should not exceed the distance from the cargo hook to the front tip of the tail rotor unless long line operations are utilised. If the electric belly hook release system includes an arming switch, then Pilots are to ensure that the system is armed during all external load operations. Pilots must communicate with other aircraft conducting bucket operations at the scene to ensure that safe separation is maintained during water pick-up, transit and dropping. Particular care should be taken if a mix of short and long line operations are taking place. Drop height and speed will vary depending on terrain, the type of fire fuel (open grassland, forest, scrub etc.) and fire behaviour (flame height, smoke etc.). Generally a minimum speed sufficient to dissipate the rotor wash must be flown to avoid the possibility of fanning the fire. Normal release speeds may vary between 40-60 knots, however, variations outside this range should also be expected depending on circumstances of the fire and directions from the AAS or Ground Controller (e.g. hover drop). Height may also vary, however, drop heights below 30 feet above obstacles are generally not required.
4.
5. 6. 7. 8.
9.
2.
1. 2.
Long Line Operations

Long lines must be a minimum of 50 feet in length to reduce the risk of bucket or long line entanglement with the tail rotor, tail boom or skid heels. Pilots must wear the complete harness at all times. If Pilots need to move their upper body to be able to observe the bucket, the aircraft must be fitted with a harness capable of allowing the required movement whilst maintaining adequate restraint. Pilots utilizing long lines with water buckets must be approved by the Chief Pilot for vertical reference operations.
3.
Appendix 2.1-A - 1

Part 2 Specific Firefighting Procedures Appendix 2.1-A Helicopter with Bucket on Short of Long Line 4. 5. Pilots should avoid high rates of descent and excessive forward speed when carrying an empty bucket. Pilots should avoid over concentration on flying the bucket and ensure that they give adequate attention to lookout for other aircraft and obstacles.
Appendix 2.1-A - 2

Part 2 Specific Firefighting Procedures Appendix 2.1-B Helicopter with Belly Tank
Appendix 2.1-B Helicopter with Belly Tank

1.
1.
Heli-Tanker Operations
Pilots must have been instructed by a person approved by the Company, on the use of and limitations of the fixed tank equipment fitted to their aircraft, and must familiarise themselves with the various procedures for the fitted equipment detailed in the Flight Manual Supplement. All Normal and Emergency Operating Procedures in accordance with the Flight Manual Supplement must be complied with. An external cargo mirror must be fitted and correctly aligned. Where a crew member is able to keep the snorkel in direct view from a normal seating position, a mirror need not be fitted. Care must be taken when filling the tank on the ground to ensure that internal, aircraft and skid weight limits are not exceeded. Hover filling should utilise fresh water wherever possible. Salt or brackish water should only be used in extreme circumstances. Where salt water is hover-filled, the Pilot must ensure the required maintenance procedures are subsequently carried out. If salt water is taken on board, through hover-filling or use of a suitable ski-snorkel, Agency procedures may preclude dropping of salt water at specified locations for environmental reasons. During load release, the helicopter is normally flown straight and level and any tendency for the helicopter to climb as weight is reduced should be overcome. This will help to minimise misting as the water load is discharged and will help to concentrate the volume of water reaching the fire. Drop height and speed will vary depending on terrain, the type of fire fuel (open grassland, forest, scrub etc.) and fire behaviour (flame height, smoke etc.). Generally a minimum speed sufficient to dissipate the rotor wash must be flown to avoid the possibility of fanning the fire. Normal release speeds may vary between 40-60 knots, however, variations outside this range should also be expected depending on circumstances of the fire and requests from the AAS or Incident Controller (e.g. hover drop). Height may also vary, however, drop heights below 30 feet above obstacles are generally not required.
2. 3.
4. 5.
6.
7.
8.
Appendix 2.1-B - 1

Part 2 Specific Firefighting Procedures Appendix 2.1-C Single Engine Air Tanker
Appendix 2.1-C Single Engine Air Tanker

1.
1.
Air Tanker Operations

Pilots must have been instructed by a person approved by the Company, on the use of and limitations of the fixed tank equipment fitted to their aircraft, and must familiarise themselves with the various procedures for the fitted equipment detailed in the Flight Manual Supplement. Pilots must be familiar with the emergency dump procedures associated with the
2.
aircrafts bombing systems.

3. Where terrain allows, start with a downwind leg at approximately 500 AGL then a base leg followed by final approach to drop. A constant angle of descent during the entire approach to drop is desirable for better target visibility and aircraft control. If a go around is initiated during the dropping sequence the Pilot must climb the aircraft straight ahead, terrain permitting, to approximately 500 feet AGL before rejoining the pattern and commencing another drop sequence. Advise other aircraft of intentions.
4.
Appendix 2.1-C - 1

Part 2 Specific Firefighting Procedures Section 2.2 Aerial Ignition
2.2
1.
1. 2.
Aerial Ignition
General
The dropping of incendiary material from aeroplanes and helicopters is regularly used in both fire suppression activities and for hazard reduction burning programs. The Company must have a current AOC authorising it to conduct aerial work operations for the following purposes: (a) (b) Dropping Incendiaries; or Dropping Incendiaries (bushfire control).
3. 4. 5.
A specific approval under CAR 150 must be issued by CASA prior to conducting dropping operation. Pilot experience requirements will vary according to the operation and location. Refer to Agency contracts for the particular requirements. Helicopters conducting Aerial Ignition operations must be fitted with an approved wire strike protection system where one is available for the aircraft type. Some Agencies may not permit operations without wire strike protection.
2.
1. 2.
The operational planning and communications procedures detailed in Sections 1.6 and 1.7 must be followed. Prior to commencing aerial ignition operations, Pilots must complete an operational risk assessment. A suitable operational risk assessment procedure is provided in Section 1.7. Confirm that PPE in accordance with Section 1.4 are in place.
3.
3.
1.
Specific Aerial Ignition Procedures

Specific procedures for the following aerial ignition operations are included in Appendices to this section: Appendix 2.2-A Aerial Incendiary Dropping Operations Appendix 2.2-B Aerial Driptorch
2.
For procedures for other aerial ignition operations refer to the Company Operations Manual.
2.2 - 1

Part 2 Specific Firefighting Procedures Appendix 2.2-A Aerial Incendiary Dropping Operations
Appendix 2.2-A Aerial Incendiary Dropping Operations

1.
1. 2. 3. 4.
Equipment
An aerial incendiary machine (AIM), if used, may be supplied by the requesting State Agency or the Company and must be approved for the purpose by CASA. The AIM normally comprises a device with a loading bay, dispatch mechanism and chute, separate storage facilities for the incendiary devices and a fire extinguishing system. A hand held injection device and/or launcher, if used, may be supplied by the requesting State Agency or the Company. Some state or territory laws may require firearms-related approvals of AIMSs or handheld launchers.
2.
1. 2. 3. 4.
Pilots must ensure that they are completely familiar with the operation of the AIM or injection/launching device. For Agency supplied equipment the requesting Agency will provide an appropriately trained operator and an Incendiary Operations Supervisor. The minimum crew will be a Pilot, and the fully trained equipment operator. The normal crew would include a Pilot, Incendiary Operations Supervisor and equipment operator. Pilots must be briefed by a responsible officer on the identification of the dropping area boundaries (e.g. geographical features or ground observers/controllers), radio frequencies and call signs for drop area safety officers, and on any other matters associated with the ignition of the area. Pilots must brief the personnel carried on all normal and emergency procedures. The emergency brief is to include action in the event that the equipment malfunctions with a live incendiary device jammed in any equipment or the dispatch chute. The equipment operator must conduct an emergency brief for the Incendiary Operations Supervisor and Pilot before the commencement of any flight operations. The Pilot is to directly supervise the equipment operator conducting a full functional check of the equipment before the start of each days flying. Additionally, the Pilot is to be satisfied that: (a) (b) the incendiary devices are correctly packaged and, separately stored securely on board; and the approved fire extinguishing equipment is in place.
5.
6. 7.
Appendix 2.2-A - 1

Part 2 Specific Firefighting Procedures Appendix 2.2-A Aerial Incendiary Dropping Operations
3.
1.
Aerial Incendiary Dropping Operations

The Pilot, Incendiary Operations Supervisor and the equipment operator are to maintain constant intercom contact. The Pilot is to ensure that the equipment operator does not drop an incendiary device until cleared to do so by the Pilot and/or Incendiary Operations Supervisor. Dropping is not to proceed in the event that intercom communication between the Pilot and/or Incendiary Operations Supervisor and the equipment operator is lost. Pilots must ensure that VFR flight and visual contact with the ground is maintained at all times. Pilots should avoid flying through areas of reduced visibility due to smoke and/or through areas of heat-induced turbulence. Planning dropping runs to be upwind of previous runs will assist with this. While the incendiaries are being dropped, helicopters should ideally be flown straight and level at approximately 90 KIAS and 500 feet AGL. Aeroplanes should ideally be flown straight and level at approximately 110 KIAS and 700 feet AGL. In remote areas the height can be increased to between 1500 and 3000 feet AGL. The Incendiary Operations Supervisor may ask that the speed of the aircraft, or the interval between drops be varied to the speed to adjust the ignition spacing. For smaller burns and all high intensity burns, to confirm the burn area and to confirm that there is no unauthorised people in or around the burn area, Pilots must conduct a recce flight of the burn boundary and across the burn area as required. One complete one dummy run of the line to be flown during incendiary operations to allow the officer in charge of the burn (Burn OIC) to confirm that the correct dropping area has been identified should also be completed. The external siren must be sounded during this recce flight. For low intensity burns over large areas Agencies will provide specific instructions on precautions required. The Pilot and/or Incendiary Operations Supervisor must not approve incendiary devices to be dropped without the specific approval of the Burn OIC or their delegate. The Pilot and/or Incendiary Operations Supervisor must give the order to stop dropping in sufficient time to allow for the forward trajectory of the device. The Pilot is to ensure that the aircraft remains within the burn area at all times when incendiary devices are being deployed.
2. 3.
4.
5.
6. 7. 8. 9.
Appendix 2.2-A - 2

Part 2 Specific Firefighting Procedures Appendix 2.2-B Aerial Driptorch
Appendix 2.2-B Aerial Driptorch (ADT)

1.
1.
General
The use of a helicopter ADT (or helitorch) allows for high intensity burning operations to be undertaken, or allows for burns to be lit when fuel moisture content may otherwise prevent a successful burn. These operations are normally carried out using light helicopters flying approximately 100 feet above the cleared areas. Detailed flight planning is essential for safe and effective burning operations.
2.
1.
Equipment
A number of different ADTs are commercially available, while some have been manufactured by Agencies. The most common ADT is a 200 litre aluminium container that holds approximately 130 litres of gelled petrol in the fuel storage area. A delivery pump system, fuel ignition system, fire extinguisher system, power and control system are fitted. For detailed instruction on the operation of the ADT equipment refer to the Agency ADT operating procedures and the suppliers operating information. Two cargo mirrors must be fitted, one for the Pilot and one for the ADT Operator. The mirrors must be adjusted for correct alignment prior to take-off. Basic sling load techniques apply when carrying an ADT. Refer to Sling Load procedures in the Company Operations Manual.
2. 3. 4.
3.
1. 2. 3.
Pilots must ensure that they are completely familiar with the operation of the ADT. A suitably trained ADT Operator must be carried to operate the ADT. Pilots must be briefed by a responsible officer on the identification of the dropping area boundaries (e.g. geographical features or ground observers/controllers), radio frequencies and call signs for drop area safety officers and on any other matters associated with the ignition of the area. No person other than the Pilot must be carried in a helicopter engaged in ADT operations except: (a) (b) (c) an ADT Operator ; persons under training/assessment; or persons who performs an essential function in connection with the driptorch operation.
4.
5.
Pilots of ADT operations must ensure that before flight: (a) All personnel involved in the operation are suitably briefed including all normal and emergency procedures.
Appendix 2.2-B - 1

Part 2 Specific Firefighting Procedures Appendix 2.2-B Aerial Driptorch (b) (c) (d) (e) (f) Lifting attachments and cables are checked and all D shackles are in good condition and lock wired closed. A full functional check of the normal and jettison control modes of the cargo sling are conducted. The ADT is ground tested for correct operation under the direct supervision of the Pilot prior to each days flying. PPE in accordance with Section 1.3 are in place. No shackles or rings are of sufficient diameter to capture the hooks in turbulence and prevent the normal function.
4.
1. 2. 3.
Hook-up Procedures
The Marshal and Hook-up person must wear PPE in accordance with Section 1.3. The Marshal must use standard signals. Signals must be reviewed and agreed by the Pilot, Hook-up person and Marshal prior to any operation. The Hook-up person stands facing the helicopter with lifting eye of the ADT held in one hand above head. The Marshal stands approximately 50 metres upwind of the helicopter in clear view of the Pilot. The Marshal, using hand signals, guides the Pilot to the point where the Hook-up person is directly under the aircraft hook. While the aircraft is maintained at a steady hover the Hook-up person connects lifting eye to hook and connects the two ends of the control cable together. Vigilance is required to ensure no snagging of strops or cables on the ADT. Once connected, the Hook-up person vacates to the Pilots side of the aircraft, ensuring he keeps the aircraft in view and moves a safe distance away. The Marshal must then signal the Pilot to lift the ADT. Once the ADT is off the ground, the Marshal and Pilot (using the aircraft mirror) will ensure there are no snags and the Pilot will be given a final thumbs up by the Marshal and be cleared to take off.
4.
5. 6.
5.
1. 2. 3. 4.
Driptorch Operating Procedures

The Pilot and the ADT operator are to maintain constant intercom contact. Dropping is not to proceed in the event that intercom communication is lost. The Pilot must not transit over a city, farm or populous area when carrying an ADT. Pilots must ensure that VFR flight and visual contact with the ground is maintained at all times. Pilots should avoid flying through areas of reduced visibility due to smoke and/or through areas of heat-induced turbulence. Planning dropping runs to be upwind of previous runs, if practical, will assist with this. Gel ignition must not commence without Pilot and Burn OIC or Operations Officer approval.
5.
Appendix 2.2-B - 2

Part 2 Specific Firefighting Procedures Appendix 2.2-B Aerial Driptorch 6. 7. Pilots should fly at approximately 60 kts whilst the ADT is in operation and at around 100 to 300 feet above the tree level. Pilots should avoid rates of descent in excess of 800-1000 feet per minute above 60 KIAS with an empty or very lightly loaded drum to avoid the ADT becoming unstable in pitch, exerting potentially excessive snatch loads on the lifting cables, attachment rings and aircraft cargo hook. The ignition site must be specified and clearly defined by the Agency using terrain features, ground signals, markers etc. The Pilot is to ensure that the ADT Operator does not operate the ADT until cleared to do so by the Pilot. During ADT operations the Pilot must at all times be in radio communication with a responsible officer at the site and must not approve ADT operations without the specific approval of the Burn OIC. For smaller burns and all high intensity burns, to confirm the burn area and to confirm that there is no unauthorised people in or around the burn area, Pilots must fly a recce flight of the burn boundary and across the burn area as required. One complete dummy run of the line to be flown during ADT operations to allow the ground officer in charge of the burn (Burn OIC) to confirm that the correct dropping area has been identified should also be completed. The external siren must be sounded during this recce flight. For low intensity burns over large areas Agencies will provide specific instructions on precautions required. The Pilot must ensure that ADT operations do not occur over persons, buildings or stock. The Pilot is to keep the aircraft within the burn area at all times during which the ADT is in operation. Once ignition has commenced, the Pilot and ADT Operator are to maintain a constant scan of the mirrors to ascertain the continuity of flame and potential hazards. The pilot and ADT Operator are to ensure that the equipment is selected off and that the flame is out before leaving the burn area.
8. 9. 10.
11.
12.
13. 14. 15. 16.
Appendix 2.2-B - 3

Part 2 Specific Firefighting Procedures Section 2.3 Fire Spotting
2.3
1.
1.
Fire Spotting
General
The term fire spotting covers operations such as, detection of fires, reconnaissance of fires (including mapping and the use of specialist role equipment such as FLIR), providing a platform for the observation of fires to make command decisions, and the direct control of firebombing operations by means of air attack supervision. Reconnaissance Small aeroplanes and light (Type3) helicopters are the primary aerial platform used by Agencies for the early detection of smoke and wildfires, and to obtain and communicate intelligence on fires. These aircraft are also used as a platform to monitor prescribed burning operations and to detect breakaways. These operations are generally conducted between 1,000 and 4,000 feet AGL. Mapping and intelligence gathering Aeroplanes and light helicopters are also used to undertake mapping and intelligence gathering using specialist role equipment. Specialist equipment may include hand held or aircraft mounted FLIR and cameras, and may include use of dedicated GPS mapping systems. In many instances role equipment will be linked to some form of communications device to transfer the data to personnel on the ground. These operations are generally conducted between 1,000 and 4,000 feet AGL, but low level operations may also be required. Command Agency personnel utilise light helicopters and small aeroplanes, as an aerial platform to confirm or determine and communicate fire control tactics and strategies. The use of aircraft provides the flexibility for Agency personnel to check fire behaviour in real time, fuel loads and anticipated fire behaviour, and access roads and tracks. Helicopters also provide the flexibility to land in close proximity to ground personnel to discuss fire strategies. Occasionally low level operations are required. Air Attack Supervision Air Attack Supervisors manage the firebombing operations and assist in providing advice (an aerial perspective) to the Incident Control Team on possible tactics for fire control. Light helicopters and small aeroplanes provide an effective aerial platform for AASs. These operations are generally conducted at 1,000 feet above firebombing aircraft. The Company must have a current AOC authorising it to conduct Aerial Spotting Fire aerial work operations. Pilot experience requirements will vary according to the operation and location. Refer to Agency contracts for the particular requirements.
2.
3.
4.
5.
6. 7.
2.
1.
Equipment
In addition to fixed role equipment, small portable role equipment is also permitted to be carried on fire spotting operations, such as hand held communication devices, binoculars, cameras, maps etc. but only if they do not interfere with the normal operation of the aircraft and its systems. The equipment must be securely restrained during take-off, landing and turbulent conditions. Helicopters conducting Fire Spotting operations must be fitted with an approved wire strike protection system where one is available for the aircraft type. Some Agencies may not permit operations without wire strike protection. 2.3 - 1
2.

Part 2 Specific Firefighting Procedures Section 2.3 Fire Spotting
3.
1.
Pilots should plan the duration of the flight using the fuel planning policy in the Company Operations Manual. The fuel figures used whilst operating in the vicinity of the area where the operation is being conducted will depend on the task and the expected situation. Higher fuel flow figures should be used when more manoeuvring is anticipated. The only additional persons that may be carried on-board during fire spotting operations are authorised fire service personnel required for essential duties relating to observation and the co-ordination of the firefighting effort. Note: This may include authorised Traditional Owners where applicable. All known practical emergency landing areas in remote/rugged areas of operation are to be depicted on the charts used by Pilots. These areas may be used for landing in instances of mechanical or operational problems. In addition to the information required at Section 1.6 sub-section 3, the Pilot must obtain a briefing on the following information where known: Fire situation overview; Objectives of the operation; Location and dimensions of area of operation; Weather, flame and smoke conditions; Identification and location of all parties involved on the ground; Call-signs and locations of other aircraft expected to be in the area; Communication frequencies and procedures to be used between various parties; Preferred height and speed to be flown; Preferred holding points and patterns to be flown; Responsibilities and duties of crew members; Location of potential flight hazards; Any other factor that may influence the conduct of the flight; and Contingency plans in relation to possible changes in wind direction and/or movement of fire fronts and emergencies.
2.
3.
4.
5.
The Pilot must brief the Air Observer / Air Attack Supervisor on the following information: Standard passenger brief in accordance with the Company Operations Manual; Time limitations in relation to amount of fuel carried; Flight following details; and Any other factor that may influence the conduct of the flight.
6. 7.
The operational planning and communications procedures detailed in Sections 1.6 and 1.8 must be followed. Prior to commencing Fire Spotting operations, Pilots must complete an operational risk assessment. A suitable operational risk assessment procedure is provided in Section 1.7.
4.
1.
Agency flight following procedures in Section 1.9 must be followed.
2.3 - 2

Part 2 Specific Firefighting Procedures Section 2.3 Fire Spotting 2. Except as specified in the following note, Pilots must maintain VMC with a minimum flight visibility of 5000 metres and avoid flying through smoke. NOTE Helicopter Pilots operating below 700 feet AGL at such a speed that the Pilot in command has adequate opportunity to observe any obstructions or other air traffic in sufficient time to avoid a collision, must maintain VMC with a minimum flight visibility of 800 metres and avoid flying through smoke. 3. Pilots should avoid areas where severe turbulence is likely to exist. Where operations are to be carried out in hilly terrain, consider the following: 4. 5. effect of wind; possibility of severe up and down draughts; approach to high ground; escape route; and apparent slip and skid in turns in strong wind conditions.
Where operations are authorised to be conducted below 500 feet, low flying procedures in the Company Operations Manual must be complied with. Prior to commencing an extended reconnaissance flight, Pilots must nominate the latest time at which the operation must be completed and the aircraft set on course for the return leg. Pilots must keep the observer informed and aware of the time remaining to complete the exercise. Pilots must maintain an accurate fuel log, updating and monitoring it at intervals not longer than 30 minutes.
6.
5.
1.
Specific Fire Spotting Procedures

Specific procedures for the following operations are included in Appendices to this Section. Appendix 2.3-A FLIR or GPS Mapping Operations Appendix 2.3-B IR Linescan Operations
2.
For procedures for other fire spotting operations refer to the Company Operations Manual.
2.3 - 3

Part 2 Specific Firefighting Procedures Appendix 2.3-A FLIR or GPS Mapping Operations
Appendix 2.3-A FLIR or GPS Mapping Operations

1.
1.
FLIR Systems
Firefighting applications of Forward Looking Infrared (FLIR) include: Obtaining intelligence on, and mapping, very fast moving fires this can be done in an interactive mode where the intelligence is immediately able to be used in directing attack; Obtaining intelligence at remote, inaccessible fires, particularly where smoke or haze is a problem; Monitoring the effectiveness of fire control strategies such as back-burning; Detection and location of spot-overs during control activities; and Detection and location of hot spots and potential breakaways during postcontainment activities to secure the fire.
2. 3.
Where a FLIR System is complemented by appropriate location and image processing technology, automated georefencing and mapping of fires may also be achieved. FLIR may be used to provide real-time images to ground personnel using a variety of communications links. Where a FLIR is used for automated mapping, the digital map data files are normally transmitted to ground personnel over radio or mobie phone networks. FLIR systems are normally mounted on helicopters, but they may also be fitted to an aeroplane. The installation must be covered by CAR 35 Engineering Order and AFM approvals.
4.
2.
1. 2.
GPS Mapping
GPS Mapping uses GPS fixes to automatically map the location and boundaries of fires. GPS Mapping is also now used in a wide range of other land management applications. GPS Mapping can be used in any aircraft or vehicle. , The system records the output of a Global Positioning System (GPS) satellite receiver fitted to, or carried in, the aircraft. The aircraft is flown along the fire edge and the track of the aircraft is recorded. Providing the aircraft is flown accurately, this track then represents the fire boundary. FLIR, if available, may be used as an aid to accurately flying the fire boundary. Depending on the particular system in use, as the aircraft is flown, notes and annotations (e.g. location of resources, problem spots) may be added to the track data file. Systems generally also display the progress of the aircraft on a screen, and provide grid reference information. The digital track data may be transmitted to ground personnel over radio or mobile phone networks, or provided on some form of memory stick or disk.
3.
4.
3.
1. 2. Jun 2011 Draft 8.0 NAFC
FLIR and GPS Mapping Procedures

The FLIR equipment must only be operated by authorised Agency air observers endorsed for FLIR operations. The GPS Mapping equipment must only be operated by authorised Agency air observers endorsed for GPS Mapping operations. Appendix 2.3-A - 1

Part 2 Specific Firefighting Procedures Appendix 2.3-A FLIR or GPS Mapping Operations
3. 4. 5.
Pilots are to comply with Agency flight following procedures in Section 1.9. Pilots are to comply with the Agencies SOPs. Helicopter Pilots should maintain a height above tree canopy level of at least 500 feet where practicable.
Appendix 2.3-A - 2

Part 2 Specific Firefighting Procedures Appendix 2.3-B IR Linescan Operations
Appendix 2.3-B IR Linescan Operations

1.
1.
General
The primary application of IR Linescan is to provide a synoptic overview of fires, usually using twin engine aircraft operating above 5,000 feet AGL. Because of greater speed and range, scanner aircraft have the ability to map a number of fires in one operation. IR Linescan aircraft normally carry an imaging device that "sweeps" the terrain, providing a wide field of view. The imaging device normally includes a combination of infra red, multi-spectral or hyperspectral detectors, and is integrated with a process system that automatically digitises, geo-locates and transfers the information to a communication system. IR Linescan imaging is used: to gather intelligence about the location and behaviour of fires, especially where the fire is obscured by smoke or darkness; to gather intelligence for situational awareness; and for imaging pre and post burn in planned fire scenarios.
2.
3.
4. 5.
The normal crew consists of a Pilot and a IR Linescan Systems Technician. Intelligence can be conveyed to ground units by either: direct radio or phone transmission of the data; landing at a nearby aerodrome and providing the data to fire control staff; dropping imagery, maps or disks in a pre-arranged drop zone; and/or verbal description via radio.
6.
IR Linescan, especially using IR detectors can be carried out at any time but is often carried out at night. This suits the fire control planning cycle and provides good quality imagery. The transport and storage of liquid nitrogen must comply with IATA DGR. Approved liquid nitrogen containers must be labelled accordingly as a Division 2.2 non flammable, non toxic gas/cryogenic liquid.
7.
2.
1. 2. 3. 4.
IR Linescan Operating Procedures

The IR Linescan equipment must only be operated by an accredited Linescan Operator. The IR Linescan aircraft must be operated in accordance with the relevant AFM supplement. The IR Linescan equipment must be operated in accordance with the manufacturers instructions and approved Agency procedures. IR Linescan flights are normally conducted under the IFR, but operations under the VFR may be required at times, especially where flight below IFR LSALT is required to obtain the desired imagery resolution, avoid cloud or conduct dropping operations.
Appendix 2.3-B - 1

Part 2 Specific Firefighting Procedures Appendix 2.3-B IR Linescan Operations 5. Particular care must be taken when transitioning from IFR to VFR (or flight in VMC under IFR) to maintain separation from other fire traffic, and to ensure compliance with Agency procedures regarding fire area communications and flight following. Experience has demonstrated that one of the biggest risks to IR Linescan flight is the turbulence and excessive updrafts and downdrafts associated with fires and in particular with smoke columns and associated towering Cu/Cb clouds. Smoke columns and towering Cu may also contain uplifted foreign objects. Particular caution should be exercised in the vicinity of fire generated smoke and towering cumulus. Extra vigilance is required at night, as columns cannot always be seen and are not necessarily detected by weather radar or other detection devices. IR Linescan operations often require long straight and level runs followed by sweeping gentle turns. Pilots should be conscious of the effects of somotogravic illusion under these circumstances. IR Linescan equipment often results in a high electrical load. Pilots must carefully monitor loads and systems to ensure that adequate electrical supply to aircraft equipment is maintained for safe flight, especially at night Pilots flying IR Linescan equipment at night must remain conscious of other hazards that particularly affect night operations including somotogravic illusions on take-off and landing, fatigue and airframe icing.
6.
7.
8.
9.
Appendix 2.3-B - 2

Part 2 Specific Firefighting Procedures Section 2.4 Insertion of Firefighters by Helicopter
2.4
1.
1.
Insertion of Firefighters by Helicopter

General
Helicopters provide Agencies the flexibility to move firefighters and their equipment to remote locations within or to a fire area quickly and efficiently where access by land would be too slow or physically impeded. Fire containment lines and remote heli-pads can be constructed by inserting and/or recovering firefighters in remote areas via hover exit/entry, winching or rappelling operations where appropriate. The transportation of firefighters and their equipment is normally conducted under Charter rules. In special circumstances and where the firefighters have been trained in the techniques to be used, Aerial Work rules can apply. The following table details the classification, restrictions and procedures for the various operations that may be tasked by an Agency. Operational requirements
1 Using HLS meeting CAAP 92-2 standards
2.
Classification
Remarks
Charter
Use Company Operations Manual charter procedures. Requires an AOC authorising charter. Use Company Operations Manual charter procedures. Requires an AOC authorising charter. Increased risk to be considered. Comply with CAO 95.7 2A. Use hover exit procedures in Appendix 2.4-A. Increased risk to be considered. Requires an AOC authorising Aerial Work for Rapelling Personnel. Use rappelling procedures approved by CASA and Agency. Increased risk to be considered. Requires an AOC authorising Aerial Work for Winching/Hoist. Use winching procedures approved by CASA and Agency. Increased risk to be considered. Minima: below 700 feet, clear of cloud, visibility more than 800 metres. Increased risk to be considered. Comply with CASR 92.190. Must have procedures in Company DG Manual. Increased risk to be considered. Permission from CASA required. Increased risk to be considered.
Using HLS not meeting CAAP 92-2 standards
Charter
Hover Exit/Entry
Aerial work
Repelling
Aerial work
Winching
Aerial work
Visibility below 5000 m
Charter or Aerial work Charter or Aerial work Aerial work
Carrying equipment containing dangerous goods Flying below 500 feet in transit required
2.4 - 1

Part 2 Specific Firefighting Procedures Section 2.4 Insertion of Firefighters by Helicopter
3. 4.
The Company must have a current AOC authorising it to conduct charter or aerial work operations for the appropriate purposes as required in the table above. Helicopters conducting insertion of firefighter operations must be fitted with an approved wire strike protection system where one is available for the aircraft type. Some Agencies may not permit operations without wire strike protection. Pilot experience requirement will vary according to the operation and location. Crew members involved in rappelling, winching or hover exit/entry operations must have completed a specific Company check of competence in the operation within the last 12 months. Refer to Agency contracts for the particular requirements and the Company Operations Manual.
5.
2.
1.
Tasking
The Agency Incident Controller will task an operation listed in the table above. Only if the Company Operations Manual permits such operations and all conditions are met should the task be accepted.
3.
1. 2.
The operational planning and communications procedures detailed in Sections 1.6 and 1.8 must be followed. When tasked with the transportation of firefighters that involves, or may involve, one or more of the operational requirements 2 to 8 in the above table, Pilots must complete an operational risk assessment. A suitable operational risk assessment procedure is provided in Section 1.7. A passenger list must be completed and distributed prior to each flight in accordance with the Company Operations Manual.
3.
4.
1.
Operational Decision Making

Every effort should be made to maintain the highest level of safety for as long as possible. During an aerial work flight every effort should be made to maintain charter standards, with clear decision points established before reducing standards to those authorised for the aerial work task.
5.
1.
Carriage of Dangerous Goods

CASR 92.190 precludes the requirement for a Company to comply with the ICAO Technical Instructions to carry dangerous goods in certain circumstances when carrying people engaged in emergency services work and their essential equipment, including any dangerous goods, to a place where they intend to undertake emergency services work, or of recovering them from such a place. Although a CASA permission is not required to undertake these operations, the Company is still required to provide procedures for the conduct of these types of operations in their Company Operations Manual and/or Company Dangerous Goods Manual. If a Company is required to carry workers, together with their equipment, which may contain dangerous goods, into various remote locations on routine flights not covered by 2.4 - 2
2. Jun 2011 Draft 8.0 NAFC

Part 2 Specific Firefighting Procedures Section 2.4 Insertion of Firefighters by Helicopter CASR 92.190, then under these circumstance the Company is required to have both CASA permissions, and detailed procedures for the conduct of these types of operations in their Company Operations Manual and/or Company Dangerous Goods Manual.
6.
1.
Rappelling Operations
In order to conduct rappelling operations, the Company must hold a current Air Operators Certificate (AOC) permitting rappelling operations, and have appropriate rappelling procedures in the Company Operations Manual. For rappelling procedures refer to the Company Operations Manual and Agency procedures.
2.
7.
1.
Winching Operations
In order to conduct winching operations, the Company must hold a current Air Operators Certificate (AOC) permitting winching operations, and have appropriate winching procedures in the Company Operations Manual. For winching procedures refer to the Company Operations Manual and Agency procedures.
2.
8.
1.
Hover Exit/Entrty Operations

Specific procedures for the following operations are included in an Appendix to this Section. Appendix 2.4-A Hover Exit/Entry Operations
2.4 - 3

Part 2 Specific Firefighting Procedures Appendix 2.4-A Hover Exit/Entry Operations
Appendix 2.4-A Hover Exit/Entry Operations

1.
1.
General
Hover exit/entry procedures are authorised when it is necessary for personnel to board or disembark while the helicopter is in the hover over land, where a suitable landing surface is not available, and hence a normal landing is not possible or safe. In order to conduct hover exit/entry operations, the Company must have an approval under CAO 95.7 subsection 2A. This required the Company to use policies, risk assessment and management instructions and standard operating procedures approved by CASA and included in the Company Operations Manual. Restricted Category helicopters must not be used for Agency hover exit/entry operations. Hover exit/entry may be conducted during emergency operations only i.e. firefighting or during specified operations with trained personnel, and training related to these operations. This type of operation is by necessity a team effort, but the Pilot has the final decision in the safe conduct of the operation. Only personnel who are essential to the task are permitted to be carried in the aircraft during these operations. For specific procedures relevant to a particular aircraft type refer to the Company Operations Manual.
2.
3. 4.
5. 6. 7.
2.
1.
Pilot Experience and Currency Requirements

Pilots who may be required to undertake hover exit/entry operations must be proficient in the following: (a) (b) (c) (d) (e) (f) Maintaining a steady hover over a fixed point at a given height; Maintaining partial contact with the ground without a risk of dynamic roll-over; Making control allowances for the changing CG as personnel move about the helicopter and disembark; Calculating the resultant CG changes that will occur during this operation and ensuring that they will remain within the limits laid down in the AFM; Briefing all personnel involved in the hover exit; and Have a full understanding of this Section, the relevant parts of the Company Operations Manual, and Agency SOPs.
2.
All Pilots conducting hover exit/entry operations must have received hover exit/entry operations training or refresher training during the last 12 months by the Chief Pilot, or a Pilot approved by the Chief Pilot during which they will have been required to demonstrate competency. Only Pilots approved in writing by the Chief Pilot are authorised to conduct airborne pick up and drop off. Appendix 2.4-A - 1

Part 2 Specific Firefighting Procedures Appendix 2.4-A Hover Exit/Entry Operations
3.
1. 2.
Air Crew and Requirements
Hover
Exit
Team
Experience
and
Currency
A person trained in the despatching of personnel conducting hover entry/exit operations must be carried. Firefighters undertaking hover entry/exit operations must have been trained in the procedure. Training may be conducted by either an Agency or the Company as appropriate. Agencies are required to provide the Company with a list of trained personnel that are approved for hover entry/exit operations in Company aircraft.
4.
1.
Pilots must ensure that: (a) (b) (c) an aircraft pre-flight inspection is carried out, together with a check of all safety harnesses and communication equipment to be used during the operation; a person trained in the despatching of personnel conducting hover entry/exit operations is on board to assist those embarking / disembarking; all persons involved in the hover exit, including the Pilots have been checked by the Agency in accordance with the instructions contained in the Agencys procedures where applicable; and pre-flight briefings covering responsibilities of all persons involved in the hover exit and procedures applicable for both normal and emergency operations are completed.
(d)
2.
Pilots must ensure that the personnel disembarking in the hover, the dispatcher, as well as all others involved with the procedure on the ground are fully briefed on the operation, including both normal and emergency procedures as follows: (a) (b) (c) (d) (e) (f) (g) reason for the hover exit; location and anticipated weather conditions at the drop zone; sequence and method of exit; details of equipment to be dropped (if applicable); actions to be taken in an emergency; use of emergency equipment; and radio communications, frequencies etc.
3. 4.
Pilots have the right to refuse to allow anyone they consider unsuitable to participate in the operations. Pilots must ensure that the CG of the helicopter will remain inside the prescribed limits during the planned operation, with particular attention to the lateral CG which will alter considerably as personnel are exiting or entering the helicopter. This may at times require the carriage of ballast. Before conducting an airborne pick-up or drop-off operation, the Pilot in command must complete weight and balance calculations, both longitudinal and lateral, having particular regard to the extended sections of the undercarriage. Doors or hatches through which disembarkation or boarding will be made should be capable of being slid open in flight, or be removed before flight. For specific requirements relevant to a particular aircraft type refer to the Company Operations Manual. Appendix 2.4-A - 2

Part 2 Specific Firefighting Procedures Appendix 2.4-A Hover Exit/Entry Operations 6. The Pilot in command must ensure that any loose articles or equipment, including those which may be required to be dropped or lowered, are safely secured prior to flight.
5.
1. 2. 3. 4. 5.
The flight must be conducted as normal in VMC, complying with all CAOs, CARs, and Agency procedures. Note Agency procedures may vary from state to state. The Pilot should conduct an aerial survey of the site from a safe height to determine that the site is suitable, that it is safe to descend to the surface, and to plan the approach. The Pilot should discuss the situation with those disembarking, with particular attention to awareness of tail and main rotor position and the presence of obstacles. A power margin check must be made prior to the final descent. As relatively large movements of the helicopter are possible when personnel disembark or board, adequate clearance from obstacles is to be allowed for in the drop area. Drop area dimensions must be at least twice the rotor diameter of the helicopter and no obstacles are permitted within this area, thus providing half a rotor diameter clearance. Seat belts are to be worn by all personnel up to the point when the Pilot signals that they are ready for the disembarkation to commence. Additionally, the observer/dispatcher/ team leader is to wear a safety harness if they are required to assist personnel disembarking or dropping items to them after disembarkation. The final hover should be with the helicopter into wind whenever possible and as low as safety will permit. When the Pilot has established the helicopter in the hover, and is ready, he/she must indicate on the intercom or by pre-arranged signal that disembarkation may commence. It is then the hover exit team leaders responsibility to decide if it is safe for the hover exit team to exit onto the ground. (Note: determination of a safe height will vary with circumstances and training. It is the responsibility of the team leader to consider ground condition and crew training when making the decision that it is safe to drop.) Only one person is to move at a time; others are to remain seated with their seat belts fastened, until it is their time to disembark as indicated by the team leader. Standard signals: Thumbs up to signal clear to approach and depart the rotor disc area; Nod from Pilot / tap on shoulder from team leader to signal clear to exit whilst in the hover; Nod from Pilot / flash of landing light / thumbs up from team leader to signal clear to enter; In the event of an emergency, signal the Pilot by waving one arm repeatedly above head. Care should be taken when raising an arm if under the rotor disc.
6.
7. 8.
9. 10.
11.
On receiving the Pilots signal, the first person will remove their headset and stow it, then remove their seat belt and secure it by refastening, pulling tight and securing any loose straps. All movement must be done smoothly and carefully so as not to upset the delicate balance that the helicopter is maintaining. The team leader will keep the Pilot informed in detail on the intercom of all the movement and actions by exiting personnel. Appendix 2.4-A - 3

Part 2 Specific Firefighting Procedures Appendix 2.4-A Hover Exit/Entry Operations 13. Those disembarking will then move onto the skid and exit as follows: (a) (b) If in a very low hover where it is possible to step onto the ground transfer weight slowly and gently from the helicopter to the ground. If in a hover where it is not possible to step onto the ground from a safe height, drop from the skid to the ground. It is important for personnel not to jump, which would upset the balance of the helicopter. Movements of the helicopter can be expected, therefore, this should not be attempted in a confined area.
14. 15.
Once on the ground personnel should move well clear of the helicopter, if possible always within the Pilot's view, but being careful to avoid the tail rotor region. It may take some seconds to re-establish the helicopter in a stable hover, therefore the next person should remain seated with their seat belt and headset on until the Pilot indicates that it is permitted to continue. Once cleared, the second exiting team member will then move to the exit seat and strap in. He/she will then lower the first team members equipment down. The second exiting team member will then proceed to exit and have their equipment lowered in a similar manner to the first and so on. When all the exiting personnel have left the helicopter, the Pilot or dispatcher must make sure that there are no loose items remaining in the cabin of the helicopter. One of the exiting team members will give the move up signal. The Pilot should move up approximately 5 metres and when the exiting team give a double thumbs up signal the Pilot should move from the hover.
16. 17. 18. 19.
6
1.
Emergency Procedures
Aborting Operation by Exiting Team. If the exiting team wish to abort the operation because of unsuitable terrain, unsafe conditions or an injured team member, they will indicate by crossing their arms above the head or horizontally in front of the body. If possible they will communicate on the radio to clarify the situation. Intercomm Failure. In the event of an intercomm failure, suspend operations and attempt to rectify the problem. Communicate by shouting and hand signals. Picking-up at the Hover. If the team members on the ground are threatened by fire with no available escape path, then picking up of personnel in the hover or partial hover is permitted. Procedures for picking up personnel are the reverse of the exit procedures. Aircraft Emergency. If an emergency situation occurs, the Pilot should inform the exit team leader what action is required by the exit team continue with exit, retrieve the exit team members, secure the cabin or take up crash positions.
2. 3.
4.
Appendix 2.4-A - 4

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Australian Aerial Firefighting Operators Manual

Draft 11.0 June 2011

Australian Aerial Firefighting Operators Manual

Part 1 General Firefighting Procedures

1.4 1.5 1.6 1.7

Communications Flight Following

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Part 2 Specific Firefighting Procedures

Insertion of Firefighters by Helicopter

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

List of Effective Pages

2.1 1 2.1 2 2.1 3 Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Crew Member Pilot Air Crew Ground Crew

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Australian Aerial Firefighting Operators Manual

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Overview of Firefighting Procedures

Operating Procedures and Briefings

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Aircraft Firefighting Role Equipment

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Aerial Firefighting Safety

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Company Crew Member Training

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Australian Aerial Firefighting Operators Manual

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Aerial Firefighting Crew Member Training & Checking Record

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Personal Protective Equipment (PPE)

Pilots and Air Crew all operations

Pilots and Air Crew sustained operations below 1000ft

Ground Crew all operations

Ground Crew refuelling

Ground Crew sling load

Australian Aerial Firefighting Operators Manual

Ground Crew aerial drip torch sling load

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Hot Refuelling Requirements

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

Hot Refuelling Procedure

(f) (g) (h)

(b) (c) (d) (e) Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual

(g) (h) (i) (j) (k) (l) (ml)

Jun 2011 Draft 11.0 NAFC

Australian Aerial Firefighting Operators Manual