British Columbia Wildfire Service€¦ · 1.0 Aircraft Requirements, Pilot Qualifications and...

British Columbia

Wildfire Service

Pilot Information Guide

2016

BC WILDFIRE SERVICE PAGE 2

TABLE OF CONTENTS

2016 Aviation Contacts 4

Disclaimer 7

General Introduction 7

Safety Philosophy 7

BCWS Organizational Overview 8

BCWS Overview Map 9

1.0 Aircraft Requirements, Pilot Qualifications and Hiring 10

1.1. Aviation Equipment Requirements 10

1.2 Pilot Qualifications—Fixed Wing 11

1.3 Pilot Qualifications—Rotary Wing 11

1.4 Recurrent Training 12

1.5 Hiring Preference 12

1.6 Suspension or Removal from the Prequalified Select List 12

2.0 Flight Ticket Procedures and Expenses 13

2.1 Flight Ticket Procedures 13

2.2 Flight Ticket and Invoice Information 14

2.3 Example: Flight Ticket and invoice Information 15

2.4 Flight Coding and Flight Time 16

2.5 Additional Expenses 16

3.0 Operation Safety and Briefing Procedures 17

3.1 General Safety Considerations 17

3.2 Aviation Occurrence Reporting 18

3.3 Pilot Responsibility and the Professional Passenger 19

3.4 Air Carrier and Pilot Briefing 20

3.5 Passenger Briefing 20

3.6 Helicopter Load Sheet 21

3.7 Emplaning and Deplaning a Helicopter in Flight 21

3.8 Toe-ins 22

3.9 Dual Controls and Passengers 22

3.10 Seat Belts and Shoulder Harnesses 22

3.11 VFR Over the Top (VFR OTT) 22

4.0 Radio Communication, Flight Watch, Duty Day & Standby 23

4.1 Radio Communication 23

4.2 Accident Response Procedures 24

4.3 Aviation Protocols for Wildfire Operations 25

2016 PILOT INFORMATION GUIDE PAGE 3

TABLE OF CONTENTS

4.4 Flight Watch Requirements 26

4.5 Automated Flight Following (AFF) 27

4.6 Transponders 27

4.7 Duty Day and Flight Limits 27

4.8 Standby and Response Time Requirements 28

5.0 Fueling, Landing and Operations 29

5.1 Helicopter Fueling 29

5.2 Helicopter Landing Areas 29

5.3 Command and Control of Wildfire Operations 30

5.4 Forest Fire Airspace Restrictions 31

5.5 External Load Operations 31

5.6 BCWS Policy on Drones 32

6.0 Specialty Flying 33

6.1 Overview 33

6.2 Aerial Ignitions Operations 33

6.3 Aerial Scanning Operations 35

APPENDICES

Appendix A: SHELL Analysis Hazard Identification Form 37

Appendix B: Aviation Occurrence Report Form 38

Appendix C: Personnel Manifest Form 40

Appendix D: Helicopter Load Sheet 41

Appendix E: Helicopter Safety Briefing Checklist 42

Appendix F: Helispot and Helipad Construction Guidelines 43

Appendix G: NOTAM Poster 44

Appendix H: Fire Intensity Ranking 46

Appendix I: Initial Fire Report form 47

Appendix J: Default Simplex Assignment Protocol 48

Appendix K: Radio Frequencies and Repeater Map legend 49

Appendix L: Northwest Fire Centre Radio Repeater Map 50

Appendix M: Prince George Fire Centre Radio Repeater Map 51

Appendix N: Kamloops Fire Centre Radio Repeater Map 52

Appendix O: Kamloops Fire Centre Radio Repeater Map 53

Appendix P: Cariboo Fire Centre Radio Repeater Map 54

Appendix Q: Coastal Fire Centre Radio Repeater Map 55

Appendix R: Flight Duty Day and Flight Time Overview 56


2016 AVIATION CONTACTS

Provincial Wildfire Coordination Centre

Superintendent Aviation Management

3080 Airport Drive Phone: 250 312-3008

Kamloops, BC Fax: 250 554-5468

V2B 7X2

General aviation email: [email protected]

Coastal Fire Centre

Senior Protection Officer– Aviation

Rob Fraser

665 Allsbrook Road Phone: 250 951-4243

Parksville, BC Fax: 250 954-0819

V9P 2T3 [email protected]

Kamloops Fire Centre


Gary Horsman

4000 Airport Road Phone: 250 554-5533

Kamloops, BC 250 376-6549

V2B 7X2 [email protected]

Cariboo Fire Centre


Rob Bardossy

3020 Airport Road Phone: 250 989-2611

Williams Lake, BC Fax: 250 989-2672

V2G 5M1 [email protected]

General Aviation email: [email protected]



Southeast Fire Centre


Derek Sommerville

208 Hughes Road Phone: 250 365-4010

Castlegar, BC Fax: 250 365-9927

V1N 4M5 [email protected]

Prince George Fire Centre


Cody McEwen

5th Floor 1011– 4th Ave. Phone: 250 565-4491

Prince George, BC Fax: 250 565-6531

V2L 3H9 [email protected]

Northwest Fire Centre


Sandy Maclean

3359 Victoria Drive Phone: 250 847-6613

Smithers, BC Fax: 250 847-7470

V0J 2N0 [email protected]

General aviation email: forfnop,[email protected]



Provincial Rappel Program

Supervisor— Rapattack Operations

Tom Hansen

PO Box 100 Stn. Main Phone: 250 832-9741

1810—40 Street SE Fax: 250 832-3609

Salmon Arm, BC [email protected]

V1E 4S4

Provincial Parattack Program

Supervisor— Parattack Operations

Thomas Reinbolt

10600—100th Street Phone: 250 785-6517

Fort St. John, BC Fax: 250.787.9513

V1S 4L6 [email protected]


DISCLAIMER

This Pilot Information Guide is intended as a summary of useful information for air carriers and pilots. It draws from the Ministry of Forests, Lands and Natural Resource Operations (“the ministry”) documents and processes.

GENERAL INTRODUCTION

Within the ministry, the BC Wildfire Service (BCWS) is responsible for the Aviation Safety Program and is the authority for providing standards, procedures, guidelines, and aviation training to ministry

staff. This task is overseen provincially by the Superintendent of Aviation Management and maintained regionally by Senior Aviation Officers and BCWS aviation staff.

This information guide will provide air carriers and pilots with an overview of how the province manages aviation resources. The following information is intended to supplement the briefing that all pilots must receive from aviation staff when hired for specific projects or relocating to work in new areas within the province of

British Columbia.

Safety Philosophy

It is the philosophy of the ministry that safety in all operations is

essential and shall be given first priority in the planning and conduct of such activities. The goal of the Aviation Safety Program is to reduce and eliminate all preventable occurrences associated with MFLNRO flying.


BC Wildfire Service Organization Overview

British Columbia is divided into six fire centres:

Northwest | Prince George | Cariboo

Kamloops | Coastal | Southeast

Fire centres provide administrative, wildfire management and aviation services to all staff within their geographic area of operation. Fire centres are staffed by officers, dispatchers, wildland

fire fighters and support personnel that work together to coordinate wildfire prevention, detection and suppression activities.

Each fire centre is divided into zones, with one or more fire bases in each zone. Wildland fire fighters are dispatched from their respective bases, which are strategically located to provide appropriate coverage throughout the province.

Many other ministry programs, branches, districts and offices across

the province undertake projects requiring aviation services. While

these projects may be carried out with support from a fire centre or independently, all MFLNRO flying will be conducted in accordance with the ministry’s aviation policies, procedures, and guidelines.


FIRE CENTRES IN BRITISH COLUMBIA


1.0 AIRCRAFT REQUIREMENTS, PILOT

QUALIFICATIONS AND HIRING

1.1 Aviation Equipment Requirements

All aircraft will meet the following minimum requirements unless superseded by contractual or operational requirements:

a) Narrow banded VHF-FM radio package b) A tracking device that meets the AFF specifications.

For further information go to: http://bcwildfire.ca/FightingWildfire/Aviation/AFF/ c) A handheld portable VHF-FM radio d) Transport Canada approved shoulder harnesses for all passenger

seats of light, intermediate and medium helicopters

e) A functioning mode C transponder f) Global Positioning System (GPS).

During wildfire suppression flying the following will be supplied for rotary wing aircraft:

a) A long line capability of 150 feet b) Two cargo nets

c) Two lanyards d) A water bucket having a volume capacity commensurate with

the operational performance of the helicopter


1.2 Pilot Qualifications– Fixed Wing

The mandatory minimum fixed wing pilot qualifications, experience and training for each pilot are:

a) 1000 total hours Pilot-in-Command (PIC); and b) 25 hours PIC on each aircraft type; or c) If under 1000 hours PIC under Visual Flight Rules only:

i. for Single Engine - 50 hours PIC on each aircraft type for each 100 hours under 1,000 PIC, to an absolute minimum of 400 hours PIC; or

ii. for Multi Engine - 100 hours PIC on each aircraft type for

each 100 hours under 1,000 PIC, to an absolute minimum of 600 hours PIC

d) Formal mountain flying course or equivalent experience; e) For those pilots flying turbine powered aircraft, 50 hours PIC

must be on turbine powered aircraft.

1.3 Pilot Qualifications– Rotary Wing

Mandatory minimum rotary wing pilot qualifications, experience and training for each pilot is as outlined in the Helicopter Association of Canada (HAC) Guideline – Pilot Competencies for Helicopter Wildfire Operations - Guidelines and Best Practices, Amendment #1

http://www.h-a-c.ca/

a) CIFFC General Wildfire Operations Knowledge

b) Low Visibility Flight with at least 500 hours PIC

b) Mountain Flying c) External Load – Short Line (horizontal reference), Long Line

(vertical reference), Precision Load Placement, Water Bucketing/Tanking

d) Hover Exit e) Confined Area Operations

And where job specific flight profile requires, the following additional requirements:

f) Class D External Loads g) Aerial Ignition Device (AID) and/or Drip Torching


1.4 Recurrent Training

In addition to meeting the minimum mandatory requirements, all pilots must maintain their qualifications for each aircraft type. Pilots should work with their air carrier to ensure their pilot profile is maintained with WebAir Canada and that documentation is available to support that they are current on their requirements, including:

a) All annual classroom review and flight proficiency checks

b) Mountain Training Course review

c) Pilot Decision Making Course review (Transport Canada

requirement every three years)

d) Specific proficiency checks for confined area operations, external load, and hover exit

1.5 Hiring Preference

Hiring preference determinates could include: the location, availability and the operational suitability of the aircraft comprised of any beneficial feature or ancillary equipment.

Pilot qualifications and experience may also be factored into the

hiring process. These attributes could provide a benefit adding to the safety and effectiveness of the aviation operation.

1.6 Suspension or Removal from the Select List

Air carriers, their pilots and personnel are expected to work within their legal scope and conduct themselves professionally, safely, and efficiently. Conduct or actions that do not meet these expectations could result in the suspension of a pilot or air carrier from use. Pending a review by the Superintendent of Aviation Management, this review may result in removal from the prequalified Select List of

aviation service providers.


2.0 Flight Ticket Procedures and

Expenses

2.1 Flight Ticket Procedures

Timely and accurate documentation supports the MFLNRO requirement for record keeping and allows for prompt payment to air carriers. Incorrect, incomplete or illegible information will most

likely delay processing and payment.

At the time of hire the air carrier should confirm the hiring office, Aviation Service Request (ASR) number and project number. Separate flight tickets and invoices must be made for flights for different projects. Project numbers given for MFLNRO activities should be included on the flight ticket along with a flight leg description and/or location.

For wildfire operations a flight ticket may have multiple incident or fire numbers. The flight legs must reflect these location changes along with the type of operational flight leg activity by using the appropriate use code. While invoices can cover services required for the short term, separate flight tickets will be required for each day

of the agreement and be labelled appropriately e.g., “Day 1 of 3”.

Any unused minimum guaranteed hours should be calculated and

included only on the flight ticket for the final day of the term of the ASR. If an ASR is extended beyond the original term each extension will be considered a new term with a new commitment for minimum guaranteed hours averaged over the new term.

Flight tickets need to be signed by a government employee with goods and service signing authority and the invoice is to be

submitted to the Requisitioning Ministry identified in the ASR.


2.2 Flight Ticket and Invoice Information

Flight tickets and invoices should contain the following

information:

a) Company name

b) Flight date (one flight ticket for each day of hire)

c) Flight ticket number

d) Aircraft registration and type

e) Pilot(s) name and signature

f) Hiring office and agreement number

g) Hours or miles flown

h) Flight Legs must contain from/to and up/down times

i) Fuel consumption, location and cost*

j) Landings (including number of landings and aerodrome identifier)

k) Other costs and total cost (ie. additional expenses)

l) Passenger names, crew names or call signs

m) Ministry name

n) Contract number

o) Indicate the day of the Aviation Service Request term

p) Incident or project number assigned to flight legs

q) Customer and/or ministry supplied fuel

r) Airport and number of landing fees where fees apply

s) Applicable crew expenses (e.g. meals, accommodation, or

transport)

t) Ministry Representative signature, employee number and

printed number

* Flight ticket must detail any ministry supplied fuel including the location of the supply and the volume used. When available, ministry fuel slips should be completed and attached to the day’s flight ticket.


2.3 Example: Flight Ticket and Invoice Information

Use complete fire numbers, ie

“R10165” Ensure all fields

are completed!


2.4 Flight Coding

Use the following coding for each flight leg:

T Transport (personnel, cargo, or recce) TF Transport Ferry B Bucketing or bombing

BB Birddog / Helicopter Coordinator (HLCO) M Unused minimums D Detection (fire patrol) S Specialty (aerial ignition or scanning)

2.5 Flight Time Conversion

Use the following decimal system to record flight time for each flight

leg.

2.6 Additional Expenses

It is the air carrier’s responsibility to arrange accommodations, meals and ground transport for their crew as needed. If travel is required in order to provide the requested aviation service and has been pre-approved, expenses will be reimbursed according to BCWS Travel Rates.

Any claimed travel expenses are to be documented on the flight ticket and invoiced for each day.

For aviation services in which BCWS is the direct beneficiary, travel

expenses will be payable at the following per diem rates:

• Accommodation: $115 per crew member per travel day

• Meals: $16.50 each, or $49.50 full meal day, per crew member per travel day

• Ground Transport: $65.00 per travel day (one vehicle per crew)

Where BCWS supplies any accommodation, meals or transportation,

the per diem rates noted above will be reduced as applicable.

Minute Hours Minutes Hours

3-8 0.1 33-38 0.6

9-14 0.2 39-44 0.7

15-20 0.3 45-50 0.8

21-26 0.4 51-56 0.9

27-32 0.5 57-60 1.0


3.0 Operation Safety and Briefing

Procedures

3.1 General Safety Considerations

In British Columbia, the Workers Compensation Act and Occupational Health and Safety Regulations provide all workers with the right to refuse unsafe work and the responsibility to correct and

report unsafe conditions. Therefore, it is our policy that ‘one no is a no go’. Any employee flying as a passenger on a ministry flight has the right to request the flight be terminated at any time, if in their judgment, the safety or legality of the flight is in question.

Aircraft use in support of ministry activities requires that some tasks be conducted in flight conditions not normally associated with general aviation. Conditions such as low and slow reconnaissance

flights expose the pilot and passengers onboard to a higher degree of risk. All risks must be assessed and deemed acceptable prior to conducting any phase of the flight operation. Conducting a flight with employees on board an aircraft not essential to the given operation unnecessarily exposes those individuals to this higher

degree of risk. Their added weight also erodes aircraft performance

and which may increases the risk. The end result is an unacceptable situation. Ministry employees using or chartering aircraft must recognize and ensure adherence to this very basic and very important safety requirement.

Every individual associated with ministry flying has a responsibility to promote aviation safety, accident

prevention and exercise appropriate risk management.


3.2 Aviation Occurrence Reporting

A key element of the Aviation Safety Program is the collection of information on aviation occurrences. This helps to identify and correct unsafe trends or conditions. All pilots and any individuals who are on hire to the ministry are expected to report any

occurrences that they are involved in or witness. Aviation occurrences are categorized as hazards, incidents or accidents.

Hazard: Any situation or condition that the ministry or the Transportation Safety Board of Canada may have reason to believe

could, if left unattended, induce an accident or incident.

Incident: Any aviation occurrence, other than an accident that affects or could affect the safe operation of an aircraft.

Accident: Any aviation occurrence which:

a) takes place during the time period commencing with the person boarding the aircraft for the purpose of flight; ending with the disembarking of the last passenger after the flight has been completed, whereby:

b) a person sustains a serious or fatal injury as a result of: being in the aircraft, or coming in direct contact with any part of the

aircraft including any part that may have become detached from the aircraft;

c) the aircraft sustains damage or structural failure adversely affecting its structural strength, performance or flight characteristics: which usually requires major repair, or replacement of any affected component part other than damage or failure that is limited to the engine, cowling or its

accessories, antennae, tires, brakes, fairings; or

d) the aircraft is missing or completely inaccessible.

These definitions exist primarily to help analyze information and provide relevant corrective solutions. The key to the occurrence

reporting process is that the information is reported timely and accurately (see Appendix B for forms). Once reported, aviation staff

can help to identify an appropriate category for the occurrence and ensure the information is documented.


3.3 Pilot Responsibility and the Professional Passenger

The Pilot in Command (PIC) has specific expertise and authority for the aircraft and is responsible to operate it within legal requirements and limitation. As well they are expected to comply with BCWS standard operating procedures and guidelines.

While the authority of the PIC is crucial, ministry staff will actively contribute to the safety of the aviation operation by operating in a professional manner with effective situational awareness. Ministry staff will often be acting in a capacity that is essential to the flight

mission and should have the appropriate training, experience and attitude to be effective in their role.

MFLNRO staff should not act unsafely, or place unreasonable

demands or pressure on the pilot to conduct a flight under any unsafe condition. Examples of unsafe and unacceptable situations include the following:

Pushing weather conditions Exceeding legal ground times Extending flight or duty day without authorization Using unacceptable landing areas

Improperly or over loading aircraft

Such situations would be considered an aviation occurrence and require that a report be submitted.


3.4 Pilot Briefings

Clear communication is essential in safely and efficiently completing any aviation operation. Both the air carrier and pilot must receive a complete briefing from BCWS aviation staff (or designate) at the time of hire. All flight details should be confirmed by the pilot prior

to take off. This initial briefing should include:

Provincial, regional and fire centre guidelines and expectations The nature and purpose of assigned flight or task Estimated time of departure and arrival

Location, duration and route with possible flight legs Names and weights of all passengers and cargo on the flight Any dangerous goods

Aircraft equipment requirements Communications and flight watch Overdue and downed aircraft procedures

During a crew change the incoming pilot will require a briefing to the same standard and detail. Additionally, a briefing must be given to any pilot arriving in a new work location within the province of

British Columbia e.g., a different fire centre, zone or incident.

3.5 Passenger Briefing

All individuals who will be passengers on an aircraft must receive thorough briefings from the Pilot in Command as mandated by Canadian Aviation Regulations. BCWS has a standardized briefing form that staff may use to document a helicopter safety briefing

(see Appendix E). Passenger briefings should include the following:

a) Danger zones b) Accurate manifesting and loading c) Communications plans and protocol d) Hover exit configuration e) Fueling

f) Emergency procedures g) Med-evac procedures h) Special loading or unloading considerations i) Dangerous goods


3.6 Helicopter Load Sheet *NEW FOR 2016*

Beginning in 2016, the BCWS will be implementing the use of the Helicopter Load Sheet (see Appendix D) to ensure proper load calculations are made available to the pilot prior to flight. This form will now be used throughout the province.

3.7 Emplaning and Deplaning a Helicopter in Flight (Hover Exit and Entry)

Whenever possible emplaning and deplaning of passengers will occur with the aircraft in a stable position and with full skid contact. If power is maintained the pilot must make passengers aware so they can take appropriate care during the process.

Where there is no reasonable option for a full landing, trained staff can perform hover exit or entry procedures. However, the following criteria will apply to this operation:

a) It has been determined that a delay is unacceptable and will undermine the success of a high priority task or objective

b) The personnel exiting/entering do not exceed the 200lbs dressed weight restriction, have completed the Helicopter Use

and Safety Course (S270), have received Hover Exit training (S272), and have met all annual recurrency requirements

c) No gear or equipment is onboard the aircraft during the procedure, other than a minimal survival bag for the exiting or entering personnel

d) The air carrier satisfies CARs 602.25 and 702.19 requirements and has an amended air operations manual with a detailed procedure for emplaning/deplaning in flight

e) The operation is in full compliance with the air carrier’s approved procedure

f) The pilot has been trained and assessed as competent to conduct the operation by the air carrier’s Chief Pilot for the aircraft type being used

g) The pilot and personnel conduct a full and complete briefing prior to commencing the hover exit/entry


3.8 Toe-Ins

If the Pilot in Command determines that a toe-in is the safest option for emplaning/deplaning in a specific situation they may use the toe-in technique. A toe-in is considered to be a hover exit/entry by the ministry and the same protocols and criteria apply.

The fronts of both skids must be touching the ground or surface in a safe and stable manner. A single skid toe-in is not permitted for ministry operations, because of the increased potential for a dynamic roll-over.

3.9 Dual Controls and Passengers

Aircraft transporting passengers in the co-pilot position with

operating (live) dual controls will only do so with permission and a briefing from the Pilot in Command that covers any specific safety considerations.

Hover exit/entries, toe-ins or power on landings are not permitted with a passenger in the front seat of any aircraft with live dual controls. In this instance all passengers must exit or enter from the rear seating area of the aircraft.

3.10 Seat Belts and Shoulder Harnesses

Seat belt use in aircraft is mandatory. For ministry passengers, the use of shoulder restraint systems in all seats of all helicopters is mandatory.

Seat belts and shoulder restraints should remain securely fastened during the flight and until the pilot has advised they can be removed

after the landing is completed and power has been shut down.

3.11 VFR Over-the-Top (VFR OTT)

The Canadian Aviation Regulations (CARs) make allowance for flights in weather less than under VFR conditions, in particular flight over cloud (CARs 602.116). Although the regulations and standards

allow these flights, these conditions would expose ministry passengers to unnecessary added risk. Therefore flights conducted under VFR Over-the-Top conditions are not approved for ministry flying. If conditions indicate that VFR flight is not possible, then IFR flight planning should be the alternative.

4.0 Radio Communication, Flight

Watch, Duty Day and Standby

4.1 Radio Communication

The ministry operates a radio network consisting of numerous repeaters sites, fixed and mobile base stations. This network incorporates both VHF-FM duplex and VHF-FM Simplex systems.

VHF-AM frequencies are also used during operations for specific purposes as described below (see appendices I through N).

VHF-AM Frequency will be used, in addition to general aviation communications, to provide for aircraft to aircraft communication on more complex projects, such as a large fire. The frequency will be communicated as a part of the briefing pilots will receive when assigned to these projects.

All aircraft operating in proximity to any fire operation must consider the high potential for air space conflicts, particularly when fixed wing aircraft are conducting tanker actions. For these reasons all aircraft must continuously monitor VHF-AM 126.7 when engaged in BCWS

flying (see section 4.3 for more detail).

VHF-FM Duplex Frequencies provide radio communication over large

areas and connect back to a fire centre dispatch via linked radio repeaters. Each repeater is programmed with a specific MFLNRO frequency and tone (specifically a tone controlled continuous sub-audible squelch system that eliminates any cross-interference between regions). There are various combinations of 15 duplex frequencies and 8 CTCSS tones. VHF-FM Channels are the primary system for communication between:

a) aircraft and Fire Centre Dispatch or other flight watch stations b) aircraft and ministry field operations

VHF-FM Simplex Frequencies provide for short range communications and are based on line of sight between stations. There are eight simplex channels currently in use. These channels are primarily used for:

a) Air to Ground communication b) Ground to Ground communication


4.2 Accident Response Procedures

In assessing the scene, always ensure the safety of yourself, crew and public and remember:

a) Do not relay names of persons involved over the radio b) Do not relay the air carrier name or the aircraft registration

over the radio With the exception of the two 10-codes noted below and the specified “do not” statements above, use plain language over the

radio to describe your assessment of the situation and resource requirements.

CODE 10-50: Means that you are, or will be, dealing with an

accident scene. Aircraft may or may not be involved. Until verified it is assumed that all persons involved are alive, injured and burned.

CODE 10-45: May be transmitted to confirm death or fatality.



4.3 Aviation Protocols for Wildfire Operations

BC WILDFIRE SERVICE

4.4 Flight Watch Requirements

The ministry will provide flight watch to meet Transport Canada requirements for all MFLNRO flights unless a flight plan has been filed with Nav Canada. Flight watch will be facilitated by a designated ground station or individual that is properly trained and

able to track aircraft location and movements. Overdue and downed aircraft procedures must be readily available and the designated station or individual must be able to effectively initiate a response.

The following conditions need to be met to provide the designated station or individual with the information needed for flight watch:

a) Flight itinerary outlining the purpose, duration and potential legs of the flight

b) Manifests are required for all MFLNRO flights transporting passengers and/or cargo. This information must be communicated to the designated flight watch and the pilot. The following details must be included, and up to date: i. Full name and accurate weight for each passenger ii. Description of any dangerous goods or special equipment iii. General description and weight of cargo/equipment

A completed ASR may meet the standard for a manifest on most flights. For larger crew movements a separate personnel manifest

may be included. For MFLNRO, staff manifests are required when aircraft are used to move personnel and/or cargo. Aircraft booking staff must be advised as soon as reasonable if there are any changes to cargo or passengers to ensure accuracy of the manifest.

Radio checks with the designated flight watch station will be the primary means of tracking aircraft position. The pilot should confirm the radio frequency with the designated flight watch station or individual prior to take-off. Each transmission should identify ‘who’, ‘where’ and the next intentions for the aircraft and must be communicated at the following critical points of a flight:

a) Initial take off

b) 30 minute intervals during flight c) All subsequent landings and take offs d) Any deviation from the flight itinerary e) The completion of the flight A missed check-in resulting in the overdue procedures being

initiated will be considered an incident and reported as such.


4.5 Automated Flight Following (AFF)

AFF is the secondary method of tracking aircraft which, in conjunction with regular radio checks, greatly increases the flight watch capacity and ability to effectively respond in an emergency situation.

All aircraft must be equipped with a tracking device that meet BCWS AFF specifications. Further information is available on the BCWS public web site: http://bcwildfire.ca/FightingWildfire/Aviation/AFF/

4.6 Transponders

All aircraft must be equipped with a functioning Mode “C” transponder. All fixed wing and bird dog aircraft on long term

contracts with the ministry are equipped with a Traffic and Collision Avoidance Device (TCAD) as a further safety enhancement. In order to provide these aircraft with additional airborne traffic target information the ministry requires that all aircraft equipped with a functioning altitude encoding transponder operate with the unit “on” when on hire to the MFLNRO.

4.7 Duty Day and Flight Limits

Because of the nature of flying that is often required when working for the ministry the following have been implemented for BCWS aviation operations (see Appendix O):

Pilot Flight Time: BCWS protocol is that a pilot can only fly a total of 8 hours per day. Only the SPO Aviation or designate can extend flight hours for emergencies such as medevac and air ambulance.

Pilot Duty Day: The 14 hour duty day is a Transport Canada regulation and cannot be extended under any circumstance. BCWS generally uses a 12-hour period of “operational readiness” within the 14 hour duty day to allow an hour on each end for pre-and post-

flight duties, machine inspections, etc.

During periods of prolonged activity the SPO Aviation or designate

may reduce the daily flight hours and/or the duty day lengths with the intent to manage fatigue and improve safety.

Skids Down: All Day VFR flights conducted for the ministry must be completed and landed by skids down time (½ hour before legal grounding time). This buffer allows for unforeseen circumstances to be managed should they arise. In the Southeast Fire Centre, skids down time is one hour before legal grounding time.

Be sure to receive local skids down times during a pilot briefing. Any deviation must be authorized by the Regional Air Branch Coordinator, SPO Aviation or designate. Under no circumstances will legal grounding times be exceeded.

Flight Hour Management*

*No pilot can spend more than 8 hours in flight during a 24 hour period

4.8 Standby and Response Time Requirements

Aircraft will be hired for numerous assignments throughout a fire

season and may be assigned directly to an incident or placed on

standby. At the time of hire the pilot should confirm the location and nature of the assignment and the key personnel to contact.

During their 12-hour period of operational readiness pilots are expected to meet the following response times as assigned:

a) Blue = 1 hour to lift off

b) Yellow = 30 minutes to lift off

c) Red = Immediate lift off

Aircraft Requirements

Max Flight Hrs/Pilot

Max Duty Day Hrs/Pilot

Max Aircraft Hours

Number of assigned pilots

1 PIC 8.0 14.0 8.0 1 pilot

1 PIC 8.0 14.0 16.0 2 pilots (back to

back shifts)

1 PIC 1 Co-pilot

8.0 14.0 8.0 2 pilots

1 PIC 1 Co-pilot

8.0 14.0 12.0

(split shift) 3 pilots rotating

1 PIC 1 Co-pilot

8.0 14.0 16.0

4 pilots (back to back shifts)


2016 PILOT INFORMATION GUIDE

5.0 Fueling, Landing and

Operations

5.1 Helicopter Fueling

It is the pilot’s responsibility to ensure that the correct type and amount of fuel is delivered into the aircraft. During any fueling operations, the pilot or a flight crew member must be in attendance.

All passengers must disembark before fueling commences and remain clear (minimum 20 metres) of the aircraft until fueling is complete.

Hot fueling is acceptable provided it is conducted in accordance with the company’s operations manual and the CARs. Hot fuelling must be conducted by a trained and experienced person. As above, all passengers must disembark before fueling commences and remain

clear of the aircraft until fueling is complete. Note that any aircraft time incurred while hot fueling is not billable to the ministry.

When using fuel from any ministry field cache it is important to confirm the volume available prior to departure. Pilots must advise

fire centre aviation staff of the location, volume of fuel used, volume of fuel remaining, and also clearly mark the used drum with the date

and helicopter call sign. BCWS now enforces an expiration date of one year for any drum aviation fuel that it supplies.

5.2 Helicopter Landing Areas

Aircraft may deploy personnel and equipment at unprepared landing areas or at constructed temporary landing areas (helispot, helipad). To make these deployments as safe as possible, the ministry will

make every effort to select safe landing areas. They will also strive to construct solid, well anchored helicopter landing areas based on

tried and true construction guidelines (see Appendix F).

A pilot must exercise caution when landing at all temporary landing areas. It is strictly up to a pilot to accept, reject or suggest improvements that need to be made to any landing area, constructed log landing area, ground level landing site or cleared

approach/departure area. A pilot should not feel pressured in any way to accept a landing site that they are not comfortable with or that they feel is not safe.

The ministry recognizes that each pilot has varying comfort, experience and skill when landing in confined areas and on temporary landing sites. It is understood that a pilot may reject a site that was previously accepted by another pilot.

Landing areas may also change over time due to wind, rain or other

natural or human factors. It is not possible for each temporary landing area to be inspected prior to aircraft arrival. The pilot must make a landing site assessment on every approach and landing.

5.3 Command and Control of Wildfire Operations

Authority for all aviation activities in wildland fire operations ultimately rests with the Regional Wildfire Coordination Officer

(RWCO) at a given Regional Wildfire Coordination Centre (RWCC). The RWCO is supported by a Regional Air Branch Coordinator (RABC) who is responsible to organize and provide for the safe and efficient use of aviation resources.

Confirmed wildfires will have an Incident Commander (IC) who has the delegated authority to manage the operation for the Regional Wildfire Coordination Centre (RWCC).

Depending on the complexity of an operation the following positions may be activated to manage the aviation activities for an incident:

a) Air Operations Branch Director (AOBD) will work under the direction of the IC to develop air operations strategy, tactics, and manage the aviation resources assigned to that incident.

b) Helicopter Coordinator (HLCO) will be assigned to assist the IC or AOBD in situations where multiple rotary wing aircraft

are operating on an incident. The primary functions of the HLCO are to coordinate the tactical assignments, provide for the safety of the aircraft, and maintain efficiency.

c) Air Attack Officer (AAO) is the individual responsible for fixed

wing air tanker operations and will be onboard the ‘Bird Dog’ aircraft. When air tankers are working a fire the AAO will have

joint command of the incident with the IC on the ground and authority over all aircraft operating on the fire.

In addition the RWCC can be supported in the zones by a Zone Wildfire Coordination Officer (ZWCO). The primary function of the ZWCO is to assist with the logistical coordination of activities at a local level and be the point of contact to an aircraft assigned to a

base for standby.



5.4 Airspace Control over a Forest Fire

When smoke or flame are identified in a wildland area the surrounding airspace (over a forest fire area, or over any area that is located within 5 nautical miles of a forest fire, at an altitude of less than 3,000ft AGL) automatically becomes flight restricted under

the authority of Section 601.15 of the CARs.

A Formal NOTAM is filed with Transport Canada by BCWS when a forest fire area:

a) is within 10 NM of an airport or aerodrome, or

b) is in the vicinity of an instrument approach, or c) requires a restricted area exceeding or reducing the standard

airspace limits of 5 NM and/or 3,000ft AGL.

As per Section 601.17 of CARs, all air traffic wishing to access the restricted air space of a wildfire incident may do so only with the permission of the RWCC responsible for managing that fire. Aircraft will be granted access to restricted airspace only when and if it is safe to do so.

5.5 External Load Operations

Slinging is the external movement of cargo suspended from the cargo hook of the helicopter. Pilots must have previous slinging experience before conducting any slinging operations for the MFLNRO. There will be no passengers on board the helicopter during slinging operations.

Bucketing Operations must observe the following basic rules:

a) The pilot must receive permission to bucket from the Incident Commander (IC) or through Fire Center Dispatch

b) The pilot must establish radio contact with ground crews prior to commencing bucketing and ensure that they are clear of

the intended drop zone

c) Where sustained bucketing action is anticipated a HLCO may

be implemented to direct the operation

BC WILDFIRE SERVICE

5.6 BCWS Policy on Drones

Unwelcome drones flying inside the restricted airspace of a forest fire

During the 2015 fire season, BCWS observed unwanted drones entering restricted airspace over forest fires with aviation resources

working in the area.

This new and increasingly accessible technology has driven an impetus for BCWS to develop a policy regarding drone presence in the area of a wildfire, as well as response procedures in the event of

a drone incursion.

The safety of our staff, contractors and the public are paramount during wildfire operations, and the presence of an unwanted drone

within restricted airspace will be taken very seriously.

Core elements of the Drone Policy and Response Procedure include:

If a drone is spotted within the restricted airspace, all aviation firefighting operations will be shut down immediately.

A spotter aircraft may be launched or remain airborne to apprehend the operator.

The location and description of the drone will be communicated

to all pilots as quickly and with as much accuracy as possible.

The local fire centre will contact RCMP to advise them of the situation and request assistance.

Roads leading into and out of the restricted airspace will be closed where practicable.

Once 30 minutes have elapsed with no further drone sighting, and once all local roads have been cleared of drone operators,

the airspace may be reopened to fire suppression aircraft.


6.0 Specialty Flying 6.1 Overview

A large portion of ministry aviation activities fall within the category of specialty flying, which can be defined as any flight for a purpose other than passenger transportation. These include:

Aerial Application Aerial Hoisting Aerial Ignition

Aerial Photography Birddogging External Loads

Cone/Scion Collection Detection Patrol Mapping

Bucketing VCR Recon Wildlife Capture

Helitanker Hover Exit InfraRed Scans

LIDAR Mapping Logging Medevac

Photography Paper Trail Rappel

Fish & Wildlife Tracking and Surveying

The air carrier must have the necessary amendments and approvals in their operations manual to conduct the specific activity required for the specialty flight. The PIC must also be trained and

assessed as competent to perform the operation by the air carrier’s Chief Pilot for the aircraft type being used.

Passengers are not permitted to fly in aircraft during specialty flying unless an employee or trained operator is

required on board to perform a specific function.

6.2 Aerial Ignitions Operations

Air carriers are usually responsible for supplying the aerial ignition device. For helitorch operations, BCWS will be responsible for ensuring that a trained mixing crew is available for the mixing and

slinging work, establishing a burn plan and reviewing the plan with the pilot prior to commencement of the burning operation.

During a helitorch operation the pilot is responsible to:

a. Ensure gel is not dropped outside the burn area. The pilot must not leave the burn area until sure that all burning gel has separated from the torch.

b. Ensure proper hook-up of electrical connections between

helicopter and torch.


c) Ensure communications between mixing crew and Ignition Specialist are maintained.

d) Provide safety briefings and ensure mixing crew is familiar with aircraft.

Only trained individuals necessary for the operation of an AID are

permitted on board a helicopter conducting burning operations.

During helitorch operations the mixing crew may be responsible for:

a) Understanding all aspects of mixing and loading operations

b) Being familiar with communications equipment and its use

c) Taking over responsibility of safety equipment when required

d) Having a Spill Response Plan in place

All aerial ignition operations will be supervised by an Ignition Specialist. A briefing with the Ignition Specialist, pilot and mixing crew will be held prior to burning to ensure a safe and efficient operation. The briefing should include but is not limited to:

a) The electrical system

b) Safety switches for pump and ignition

c) System test procedures

d) Flight path and mixing site

e) Stop and start commands

f) Jettison procedures

g) Overall burn plan, objectives

h) Communication between air and ground crews

i) Communication between helitorch aircraft and ignition specialist aircraft

j) Spill Response Plan


6.3 Aerial Scanning Operations

The key to a good quality scan is to know the limitations of the

scanner and plan your flight to navigate around these limitations:

a) A navigator will accompany the scanner operator. The

navigator will be very familiar with the fire or section of fire to be scanned and can assist in identifying problem areas.

b) A ground speed of approximately 10 mph at a height of 100 – 150 feet is optimal, this will of course vary with time

constraints, tree heights, etc.

c) The scanner operator and the pilot should both be positioned

on the same side of the aircraft to ensure they can work

together effectively.

d) The doors may have to be removed prior to scanning to give

the scanner operator a full range of view. Even if the aircraft is equipped with a scanning window the scanner operator

may choose to fly with the doors off.

e) Early morning flights provide optimal conditions required for

good scan results. Fueling, washing windows, securing the

cabin for doors off flight etc., can and should be done the night before. It may also be helpful to meet with the scanner

operator to review the plan for the following day.

f) Aerial scanning will be flown within the “Height Velocity

Curve”. Do not allow complacency or fatigue to contribute to

an accident or incident.


- APPENDICES -


Appendix A: SHELL Analysis Hazard Identification Form

Software (policies, manuals, maps, etc.)

Hardware (aircraft & systems, instruments, fueling, etc.)

Environment (weather, terrain, work area, etc.)

Liveware - Other (company, supervisor, customer, etc.)

Liveware - Pilot (training, experience, pressures, etc)


Appendix B: Aviation Occurrence Report—page 1


Appendix B: Aviation Occurrence Report - page 2

BC WILDFIRE SERVICE

Appendix C: Personnel Manifest Form

Appendix D: Heli Load Sheet—page 2


BC WILDFIRE SERVICE

Appendix E: Helicopter Safety Briefing Checklist


Appendix F: Helispot and Helipad Construction Guidelines

Appendix G: FIRE AIRSPACE AND NOTAMS (NOTICE TO AIRMEN)

Airspace over fires can be extremely busy. The nature of the work may involve low flying, reduced visibility, and several aircraft working in

close proximity.

Fire airspace area is intended only for aircraft involved in fire suppression. To address this situation the federal government has

imposed general restrictions to aircraft flying over fires.

Refer to sections 601.15, 601.16, 601.17, and 601.18 of the Canadian

Aviation Regulations.


Appendix H: Fire Intensity Ranking



Appendix I: Initial Fire Report

BC WILDFIRE SERVICE

Appendix J: Default Simplex Assignments

Simplex Assignment Protocol *NEW FOR 2016*

This procedure will be the default when assigning simplex radio frequencies to incidents. Once an incident number is established, all assigned and responding parties will be able to reference

the guidance provided below to ensure clear communications.

The simplex assignment approach can be overridden in circumstances where warranted at the discretion of the Incident Commander (IC). If this takes place, the IC is responsible to update all affected parties (known assigned and incoming resources, co-ordination centres, dispatch, etc.) immediately of the change.

In the case of interagency or other pre-organised communication plans, default to the assigned protocol as is appropriate and inform dispatch of the deviation. Notable examples are: Interagency (Fire Dept) : SILVER Channel / OFC-1 (primary) Cross Border: SILVER channel

Simplex assignment protocol may not apply in expanded operations if

alternate frequencies are identified in the incident communications plan.


Appendix K: Radio Frequencies and Repeater Map Legend

https://www.for.gov.bc.ca/his/radio

BC WILDFIRE SERVICE

Appendix L: Northwest Fire Centre Radio Repeater Map

Appendix M: Prince George Fire Centre Radio Repeater Map


Appendix N: Southeast Fire Centre Radio Repeater Map



Appendix O: Kamloops Fire Centre Radio Repeater Map

PAGE 53

Appendix P: Cariboo Fire Centre Radio Repeater Map



Appendix Q: Coastal Fire Centre Radio Repeater Map

PAGE 55

Appendix R: Flight Duty Day and Flight Time Overview

Day means any period of 24 consecutive hours.

Duty day period means the period of total elapsed time between reporting for an assignment involving flight time and release from that assignment. All the time between these two points is part of the duty day period.

Time spent in daily pre– and post-flight tasks, such as inspection of the aircraft, gathering weather data, flight planning, paperwork, fuelling, etc, are part of a duty day period.

Time spent in transportation to the aircraft, whether from a pilot’s residence or any away-from-base accommodation, or from the aircraft, at which he or she was relieved from duty, is not considered part of the duty day period.

BCWS operational readiness means that portion of a duty day period during which a pilot holds him or herself in a condition of readiness to undertake a flight.

Daily total flight time means the total of all flight hours performed by a pilot within a duty day period.

Flight time completed for the BCWS, all other air carrier revenue and non-revenue flights, and any private flying are all part of the total flight time within a duty day period.

Rest period means a period of time that is free of all responsibility for work or duty prior to the commencement of, or following completion of, a duty day period. Air carrier assigned duties are not part of any rest period.

Time spent in transportation to the aircraft, whether from a pilot’s residence or any away-from-base accommodation, or from the aircraft, at which he or she was relieved from daily duty, is not considered part of a rest period.

Notwithstanding any regulations in force under the Canadian Air Regulations or Commercial Air Service Standards which identifies a pilot duty day period of 14 hours, it is the BC Wildfire Service’s expectation that for any pilot of an aircraft under charter hire to the BCWS:

a) all daily pre– and post-flight tasks are to be performed outside of the 12-hour operational readiness period;

b) the pilot should not exceed 12 hours of operational readiness per day unless approved by the Senior Protection Officer (SPO) Aviation or designate;

c) the pilot should not exceed 8 hours of total flight time per day unless approved by the Senior Protection Officer (SPO) Aviation or designate; and

d) during periods of prolonged activity, a Senior Protection Officer of Aviation may reduce such hours as outlined in b) and c) above with the intent to manage fatigue and improve safety.


BC Wildfire Service

2016

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