Sacramento Metropolitan Fire
Department
Air Operations
Helicopter
SOG
01 MARCH 2012
REVISION 1 — 01 MARCH 2012
LOG OF REVISIONS
Original ....................... 0.................... 01 MAR 12
Reissue ....................... 0....................
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LOG OF PAGES
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NOTE: Revised text is indicated by a black vertical line. Insert latest revision
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TABLE OF CONTENTS
CHAPTER 1: INTRODUCTION. ..................................................................................................1
I. Objectives. ......................................................................................................................1
II. Scope. ............................................................................................................................1
III. Authority.......................................................................................................................1
IV. Organization. ................................................................................................................1
V. Review and Revision.......................................................................................................1
CHAPTER 2: PERSONNEL AND ADMINISTRATIVE .....................................................................2
I. Introduction. ...................................................................................................................2
II. Qualifications, Certification, Currency and Experience. ....................................................2
III. Daily Operations (Fire Season). ......................................................................................5
IV. Authorized Landing Areas. .............................................................................................6
V. Minimum Safe Altitudes. ................................................................................................6
VI. Noise Abatement. .........................................................................................................6
VII. Flight Violations. ..........................................................................................................7
VIII. Public Affairs (News Media Guidance)..........................................................................7
IX. Serious Incidents/Accidents. ..........................................................................................8
CHAPTER 3: SAFETY AND ACCIDENT PREVENTION. ..................................................................9
I. Introduction, Purpose and Scope. ....................................................................................9
II. Program Manager’s Safety Philosophy. ...........................................................................9
III. Responsibilities. .......................................................................................................... 10
IV. Safety Management System. ....................................................................................... 11
V. Crew Endurance Management. ..................................................................................... 22
VI. Aviation Safety Council. ............................................................................................... 23
VII. Safety Administration. ................................................................................................ 24
VIII. Emergency Response and Accident/Incident Reporting. ............................................. 25
IX. Precautions for Toxic Materials. ................................................................................... 28
X. Severe Weather and Environmental Hazards. ................................................................ 28
XI. Foreign Object Prevention. .......................................................................................... 29
CHAPTER 4: FLIGHT FOLLOWING AND COMMUNICATIONS. ................................................... 30
I. Introduction. ................................................................................................................. 30
II. Flight Following. ........................................................................................................... 30
III. Communications Requirements. .................................................................................. 32
VI. Helibase Communications. .......................................................................................... 33
CHAPTER 5: AIRCREW TRAINING PROGRAM. ........................................................................ 37
I. Crew Selection Criteria. ................................................................................................. 37
II. Evaluation Requirements. ............................................................................................. 38
III. Aircraft Minimum Crew Requirements. ........................................................................ 39
IV. Aircrew Mission Training/Qualification. ....................................................................... 39
V. Annual Flight Evaluation. .............................................................................................. 40
VI. Crew Resource Management (CRM) Training. .............................................................. 40
VII. Environmental Training. ............................................................................................. 41
VIII. Instrument Flight Training. ........................................................................................ 41
IX. Aviation Life Support Equipment (ALSE) Training. ......................................................... 41
CHAPTER 6: MAINTENANCE. ................................................................................................. 42
I. Maintenance Shop Operations. ...................................................................................... 42
II. Maintenance Safety...................................................................................................... 44
III. Packaged Oil, Lubrication (POL).................................................................................... 46
IV. Hazardous Waste Disposal. .......................................................................................... 46
V. Aircraft Towing and Parking.......................................................................................... 46
VI. Lost Tool Procedures. .................................................................................................. 47
VII. Supply........................................................................................................................ 47
VIII. Corrosion Prevention and Control (CPC). .................................................................... 48
IX. Aviation Ground Support Equipment (AGSE). ............................................................... 49
X. Remote Operations. ..................................................................................................... 49
XI. Aircraft Recover And Evacuation. ................................................................................. 50
XII. Refueling Operations. ................................................................................................. 51
ANNEX-A STANDARD TERMINOLOGY.................................................................................... 53
ANNEX-B CREW BRIEFING CHECKLIST ................................................................................... 56
ANNEX-C PASSENGER BRIEFING CHECKLIST ........................................................................... 58
ANNEX D –LOCAL ORIENTATION CHECKLIST .......................................................................... 60
ANNEX E – EMERGENCY RESPONSE CHECKLIST ...................................................................... 63
ANNEX F: HELICOPTER LOAD CALCULATIONS/PERFORMANCE PLANNING. ............................. 66
CHAPTER 1: INTRODUCTION.
I. Objectives.
The objectives of the Sac Metro Air Operations Standard Operating Guidelines are to:
 Promote safe, cost-efficient and effective aviation services in support of department and
interagency goals and objectives.
 Define and standardize department helicopter management and operational procedures.
 Through standardization, facilitate the ability of personnel from different agencies to
work cooperatively on incidents or projects as well as working effectively within
department specific goals.
 Provide a framework within which the department can provide supplemental, sitespecific guidance.
 Provide safe, efficient and cost effective support to the citizens of the Sac Metro Fire
District.
II. Scope.
This SOG provides guidance for the day-to-day operations of the Sacramento Metropolitan Fire
District Air Operations mission. It is primarily designed to assist the members of the district in
selecting and using standardized procedures for normal functions not covered by existing regulatory
guidance. This document standardizes all district operations within its area of responsibility. The
procedures contained in this guide apply to helicopter operations conducted by the department and
to integrate its use in support of other state agencies. This guide applies to all Sacramento
Metropolitan Fire District aviation personnel and any personnel involved in its scope of operations.
III. Authority.
The aviation directives and implementation of this guide are under the authority of the Sacramento
Metropolitan Fire District Chief.
IV. Organization.
The chapters of this guide are organized to assist the user in obtaining an understanding of standards
and requirements for Sac Metro Air Operations. The appendices provide the user with training
guidelines, standard operational and administrative forms, checklists, and other related topics.
Operational aspects of this guide are designed, when applicable, to meet or exceed the standards set
forth in other agency programs. This standardization of policies and procedures will make
interagency support safer and more efficient.
V. Review and Revision.
Users are encouraged to recommend changes to this document through the Air Operations program
manager. A general review of this document will be conducted at least every two years. At that time
appropriate changes will be made through the authority of the Sacramento Metropolitan Fire Chief. It
is recognized that interim revisions may be necessary prior to the bi-annual review. Proposed
revisions will be considered and, if appropriate, recommended to the Air Operations Program
Manager and Chief Pilot. Every effort will be made by the Air Operations Program Manager to ensure
that revisions of major importance or impact are issued in a timely manner to all Air Operations
personnel.
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CHAPTER 2: PERSONNEL AND ADMINISTRATIVE
I. Introduction.
This section establishes common duties, responsibilities and authority for individuals
functioning in Sac Metro Air Operations helicopter management and non-management positions.
Position descriptions cover all aspects of both incident and project operations. Minimum daily
staffing requirements for fire helicopters are also established. In addition, this chapter covers the
various administrative areas of the Sac Metro Air Operations unit.
II. Qualifications, Certification, Currency and Experience.
To meet minimum qualification standards, an individual must be trained, experienced, current
and certified. The Air Operations helicopter management and non-management positions exist,
for incident and project applications. Training, experience and currency requirements for
various positions are found in Operations, Training and Standardization sections of this
document.
Air Operations is a multi-mission program with a primary mission of Firefighting. Other missions
include Aerial Observation, Aerial Command Platform, Water Rescue, Hoist Rescue and EMS
Transport. Air Operations has the potential for a further expanded role and is not limited to the
above listed missions.
NOTE: Only authorized qualified and current aviators may act as Pilot in Command of a
department aircraft except as required for maintenance flights. Department aircraft will only be
used as authorized by current regulations, policies and procedures. All other personnel flying on
Sac Metro department aircraft will be approved and authorized by the Chief Pilot
A. Program Manager.
The Program Manager is responsible for the day-to-day operations of the District’s Air
Operations Program with respect to administration, mission planning, preparation,
execution, budget, and is the primary point of contact for supported (interagency) missions.
The Program Manager keeps the SMFD Assistant Chief of Operations informed on all ongoing
operations and ensures regulatory guidance, specific directives, and that the District’s intent
is complied with and implemented. Additional responsibilities of the Program Manager may
or will include the following:
 Call When Needed (CWN) fire helicopter manager.
 Resource Helicopter Manager for complex, special-use projects.
 Identification of special projects requirements.
 Completion and review of Aircraft Flight Request/Schedule and, if special use,
Hazard Analysis.
 Obtaining required approvals and authorizations for the flight.
 Assurance that necessary equipment is available.
 Manage resources (personnel, equipment, supplies and aircraft) assigned to the
department.
 Monitors and ensures contract compliance by the maintenance vendor and
vendor personnel.
 Ensures Hazard Analysis is incorporated into every aspect of the unit program.
B. Chief Pilot.
The Chief Pilot exercises supervisory control over all personnel and mission requirements
under the direction of the Program Manager. The Chief Pilot is the District’s designated
representative for all matters pertaining to Air Operations and flight related functional areas
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which include maintenance, safety, training and standardization. As such, it is within his/her
authority to direct written procedures to be implemented for these operations.
The Chief Pilot is responsible for establishing and maintaining the Sacramento Metropolitan
Fire District’s Aviation Program. This includes, but is not limited to; screening and selecting
qualified applicants, ensuring the soundness of mission requests, managing the flying hour
program, establishing District policies and procedures, and supervising all aspects of safety,
training and standardization, maintenance and personnel of the aviation division. In
addition, the Chief Pilot monitors and implements the No-Notice Program for crewmembers.
Additional responsibilities of the Chief Pilot may or will include the following:
 Coordinates with the Program Manager, PIC, and crewmembers on flight
planning, including but not limited to: Hazard analysis, Obtaining required
approvals and authorizations for the flight, assurance that necessary equipment
is available, identification of special project requirements, and verifies that the
aircraft and PIC are approved and authorized for the type operation to be
conducted by checking pilot qualifications and aircraft configuration.
 Leads and participates in safety sessions, critiques, briefings and debriefings.
 Maintains awareness of changes in aviation policy, regulations, and procedures.
 Reviews aircraft flight requests/schedules and, if special use, Hazard Analysis.
 Ensures the assigned department PIC is appropriately carded to meet
interagency fire support.
 Ensures that flight crews, assigned mission tasks, and training meet department
and interagency standards.
 Performs operational check flights on Air Operations aircraft.
C. Aviation Safety Officer (ASO).
The Air Operations Aviation Safety Officer acts as the principal advisor to the Program
Manager on all safety matters. In addition, the ASO oversees all aspects of crew qualification,
selection, training and briefings for ground and air operations. The ASO is responsible for
providing safety education through out the program and ensures the incorporation of safety
standards and procedures into all activity functions. Additional responsibilities of the ASO
may or will include the following;
 Ensures Hazard Analysis is incorporated into the unit program when applicable.
 Assures that necessary safety equipment is available for the mission to be
performed and meets district and interagency standards.
 Monitors the Air Operations Crew Rest Program.
 Ensures required personal protective equipment is available and utilized
correctly.
 Ensures that the Air Operations Flight Following procedures are established
and meets department and interagency requirements.
 Establishes and maintains the Air Operations Mishap and Pre-Accident plan.
 Establishes and monitors the Safety-Accident Prevention Program.
D. Instructor Pilot (IP).
The Air Operations Instructor Pilot provides technical supervision of the flight crew
qualification and selection program as specified by the Chief Pilot. In addition, trains and
evaluates aircrews and other personnel IAW District specifications. The IP assists in the
selection of flight crewmembers for designated missions/flights and performs duties as
necessary. In addition, the unit Instructor Pilot monitors and implements the Chief Pilots NoNotice program.
E. Tactical Flight Officer Instructor (TFOI).
The Tactical Flight Officer Instructor is designated by the Chief Pilot and is responsible for
the training and evaluations of Non-Rated Crewmembers (NRC) in accordance with the crew
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qualification and selection program of this guide. The TFOI works in conjunction with the
Instructor Pilot to effectively train designated Tactical Flight Officers (TFO). In addition, the
TFOI works closely with the Chief Pilot on policies, procedures and recommendations for the
department. Evaluations for TFOI’s will be conducted by the most senior TFOI within the Air
Operations unit.
F. Tactical Flight Officer (TFO).
The Tactical Flight Officer is the technical expert on wildland fire tactics and procedures and
is responsible for the safe and efficient assigned operational mission or training. In addition,
the TFO assists the PIC in the operational safety of the aircraft and its crew or passengers.
The TFO complies with the flight crew qualification and selection program, including
department training policies and procedures designated by the Chief Pilot. Additional
responsibilities of the TFO may or will include the following;
 Ensures required personal protective equipment is available and utilized
correctly for all personnel and passengers about the aircraft.
 Ensures all Emergency Medical Service (EMS) gear and medication is accounted
for and on the aircraft.
 Ensures that load calculation and manifests are completed correctly.
 Ensures that flight following and aircraft radios and communications are
functioning properly and operable.
 Assists the PIC in aerial hazard identification; ensures a high-level
reconnaissance is made prior to low-level flight.
 Responsible for manifests, loading and unloading passengers and cargo and
ensures a passenger briefing is conducted prior to any flight.
 Constructs helispots, appropriate agency manifests, loads and unloads cargo
and personnel, marshals’ helicopters, rigs external loads, etc.
 Assists in performing daily inventory checks and in ensuring operational
readiness of helicopter unit.
 Participates in safety sessions and critiques, ensures own and others’ safety and
welfare in all aspects of job.
G. Instrument Flight Examiner (IE).
The Instrument Flight Examiner conducts training and instrument flight evaluations per the
appropriate aircraft training manual, Federal Aviation Regulations (FAR’s), regulations and
IAW the Chief Pilot’s guidance. The IE, when not separately designated, will be the
responsibility of the Instructor Pilot.
H. Unit Trainer (UT).
The Unit Trainer conducts specialized training to assist in the unit aviation training program.
UT’s are prohibited from conducting emergency maneuvers or emergency procedure
training in the aircraft. Additionally, UT’s are prohibited from evaluating aircrew base and
special tasks designated by the department. UT’s must qualified per the SOG and current in
the aircraft being flown. UT’s will be designated by the Chief Pilot on an as needed basis only.
I. Pilot-In-Command (PIC).
The Pilot-in-Command is responsible for the safe operation of the aircraft and is the final
authority as to the operation of the aircraft under both FAA regulations and during any air
operations missions or training directives. The PIC complies with the flight crew
qualification and selection program of this guide, including department training policies and
procedures designated by the Chief Pilot.
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NOTE: The pilot’s decisions and judgment are final. No department or agency employee shall
explicitly or implicitly ask or require a pilot to perform any mission or flight maneuver
which compromises flight safety.
Additional duties of the PIC may or will include the following;
 Adheres to Federal Aviation Regulations (FAR’s), Department regulations, and
when applicable, interagency regulations when performing non-departmental
missions.
 Coordinates with Program Manager, Chief Pilot, dispatcher or when applicable
when performing interagency missions, the helicopter manager, and/or
helibase manager, reviews manifests and intended loads to ensure aircraft is
capable of performing the mission and is responsible for knowledge of hazards
in the area of operations.
 Ensures that all aircraft and communications equipment is in good condition
and operable; performs flight following as required by the department.
 Carries a current Interagency Pilot Qualification Card for the mission(s) to be
qualified for as dictated by the department.
 Performs preflight aircraft checklist and preflight safety briefing of passengers,
or delegates the briefing responsibility to qualified personnel.
 Performs operational check flights as directed by the Chief Pilot.
 Completes helicopter load calculations using applicable aircraft flight manual
performance chart(s) or computer based program; ensures that the payload
does not exceed the allowable maximum aircraft payload or aircraft maximum
gross weight authorized.
 Is responsible for the security of the aircraft.
 Except in an emergency, does not deviate from flight plan or briefed mission
without relaying change to appropriate dispatch office or other flight following
facility.
 Wears personal protective equipment as required by agency directive (agency
pilots) or the procurement document) (vendor pilots).
J. Maintenance Personnel.
Assigned Maintenance Personnel are responsible for ensuring that equipment is maintained
IAW appropriate District regulations and maintenance manuals, and that such equipment is
ready prior to the mission execution. Maintenance is performed through a contractual
agreement with the authorized department vendor.
III. Daily Operations (Fire Season).
Air Operations is a multi-mission program with a primary mission of Firefighting. Other missions
include Aerial Observation, Aerial Command Platform, Water Rescue, Hoist Rescue and EMS
Transport. Air Operations has the potential for a further expanded role and is not limited to the
above listed missions.
A. Daily Schedule (Crewmembers).
SMFD Air Operations duty days for crewmembers typically begin at 0900 hrs. As the season
progresses and the days get longer, Air Operations adjusts its hours of operation to begin at
1000 hours, providing maximum coverage during the hours of the day that historically have
the highest number of incidents with severe fire behavior. Duty hours are based on sunrise
and sunset. During the non-fire season, the daily schedule will be as directed by the Program
Manager to meet the needs of the department.
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B. Daily Schedule (Maintenance Personnel).
The duty day for Air Operations maintenance personnel will begin predicated on the aircraft
status and maintenance to be performed prior to flight. All work must be completed prior to
the duty time of crewmembers so that pre-flights inspections can be performed by
crewmembers.
IV. Authorized Landing Areas.
A. Approved Sites.
Landings may be accomplished at approved heliports, helipads, landing areas and airports.
Private and special restricted airfields will not be used without prior permission from the
owner/operator through the Program Manager or Chief Pilot unless an emergency situation
exits or during authorized missions. Aircraft and crews actively participating in Sac Metro
Air Operations missions are authorized to operate and land anywhere within the boundaries
of the Sacramento Metropolitan Fire District. Flights outside the SMFD area of responsibility
will be coordinated through and approved by the office of the Program Manager.
B. Unapproved Sites.
When a mission dictates landing at a site that is not listed or described within this SOG or
department policies, the suitability should be assessed during mission planning or prior to
landing. The Pilot-In-Command on any mission reserves the right to abort a landing if he/she
is not satisfied with the landing site. In all cases, a field-landing zone (LZ) should be selected
so as to avoid exposure of the aircraft and crew to unnecessary risks.
V. Minimum Safe Altitudes.
Minimum Safe Altitude for Operations will be at the Pilot-In-Commands discretion for the
mission type being flown. Altitude decision will keep in mind safety of the flight crew,
passengers, aircraft, persons and property on the ground. The following will be considered when
conducting low level operations;
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A current wire hazards map will be posted in the operations area and updated
when new hazards are identified. A topographic map (1:250,000 AMS
suggested) of the area(s) of operations will be consulted prior to low level or
Nap of the Earth (NOE) flight. Computer based maps are acceptable to meet the
above requirements.
Except during emergencies, operational considerations, or prior authorization
is agreed upon, flights will be conducted at a minimum altitude of 500’ AGL. In
addition, prior to descending, a high reconnaissance will be performed to
identify potential hazards.
The crew conducts a Zone and/or Area reconnaissance prior to descent.
The flight must be operationally necessary and briefed prior to conducting
mission.
When not conducting an operational mission (Point to Point), the crew will be
in compliance with current FAR regulations regarding minimum safe operating
altitudes.
VI. Noise Abatement.
Noise abatement procedures will be IAW this SOG and respective district area rules and policies.
Crewmembers will participate at all times in noise abatement and fly neighborly procedures. In
addition, the following will be accomplished;
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All department aircrew members will adhere to local noise abatement
procedures established by the Program Manager or guidance provided by local
regulations and policies.
All department aircrews will fly neighborly to minimize annoyance to
persons/property on the ground when missions or safety are not adversely
affected.
All department aircrews will comply with the minimum VFR altitudes specified
in the FAR’s or as dictated by Federal, State and local regulations when not on
mission critical flights.
Crewmembers will utilize special routes and established training areas when
practical.
Low level flight will be prohibited except in established training areas or during
the conduct of operational missions.
Crewmembers will avoid over-flight or close proximity flying to large groups of
people.
If a noise complaint is suspected or reported to the Sac Metro Air Operations
office, the complaint will be directed to the Chief Pilot and Program Manager
where it will be filled through the chain of command as per district policy for
investigation.
VII. Flight Violations.
Pilot deviations (Flight Violations) are serious matters and should be treated as such by both the
Sacramento Metropolitan Fire District and the FAA. In order to protect individual aviator’s rights
and to adhere to appropriate regulations, the following procedures will be accomplished;
A. Information You Should Not Provide.
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Do not provide any FAA or designated representative with your name, airmen’s
certificate or social security number. This applies to all crewmembers including TFO’s.
All inquiries requested by the FAA or representative will be directed to the Program
Manager and Chief Pilot.
Do not give out classified information such as the Chief Pilot’s name or address.
B. Information You May Provide.
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You may provide the FAA or designated representative the department name and
address.
NOTE: The purpose of these actions is not to be uncooperative with the FAA or appropriate
representative, but to protect the rights of department aviators and TFO’s. Aviators and
TFO’s are held accountable by the Program Manager.
VIII. Public Affairs (News Media Guidance).
A. General Guidance.
Sac Metro Air Operations support missions can generate considerable news media attention
and while it is important to keep the public informed, safety and security concerns dictate
restraint in publicizing the department’s role and participation in non-standard operations.
The following general public affairs guidelines apply as per department’s Public Affairs
Office;
 Check press credential and identification.
 Escort media personnel to the on-site supervisor or PIO.
 Notify the chain of command (Program Manager).
 Provide escort for media personnel and monitor activity.
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When being interviewed, don’t degrade the department, local agencies and
community based organizations that we support.
Don’t speculate about department policy or future events.
Don’t talk about sensitive information.
Do tell the truth. If you’re not sure of the information, inform the media that you
will get back to them with the appropriate information requested.
NOTE: Remember that everything you say is on the record and could possibly reflect upon
the department.
IX. Serious Incidents/Accidents.
When a serious occurs, either crisis or non-crisis, Air Operations personnel should immediately
contact the Program Manager or Chief Pilot. In addition, the following will be accomplished or
followed:
 In the event of injuries, regardless if they are department personnel or civilians,
that information will only be released through appropriate department PIO
channels.
 Department personnel will not release casualty and injury lists to the media.
The senior department personnel on scene may release the number of injuries
or casualties, but not the victim(s) condition, identity or the hospital where they
are transported.
 The senior individual on scene will not make statements or express opinions
about the accident. Personnel will not speculate on the cause or what occurred.
The senior individual on scene will also ensure that their subordinates do the
same.
 The senior individual on scene will not permit the media to interview
department personnel who were involved in an incident or accident.
 Report of Occurrences (ROO) will be submitted immediately IAW Sac Metro Fire
District policy and procedures.
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CHAPTER 3: SAFETY AND ACCIDENT PREVENTION.
I. Introduction, Purpose and Scope.
This chapter formally addresses the safety and accident prevention program within the Sac Metro
Air Operations Unit. This chapter outlines individual responsibilities and the structure and
implementation procedures for the Air Operations safety program. It is applicable to all persons
associated with or conducting operations with the Air Operations division and will be
supplemented as required by other applicable safety related regulations and policies. The safety
and accident prevention program’s primary purpose is to assure the work and flight environment
is as safe and hazard free as possible, to prevent injury or loss of life, to minimize destruction or
damage of equipment, and to protect property. This plan reflects Metro Fire’s commitment to
safety as a core organizational value and invests in a strategy that is dependent upon a strong
aviation safety culture. This plan is only as effective as the efforts and commitment applied toward
the program’s success. This safety plan is developed to work in coordination with the District
Injury and Illness Prevention Program (Policy section 388.01), as well as all Metro Air Operations
adopted policies and procedures.
This chapter discusses operational areas that must be addressed and actions that must be
performed during the flight planning and scheduling process, including but not limited to:
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Accident Prevention.
Assessment and mitigation of hazards.
Crew endurance management.
Accident reporting and investigations.
Flight and ground safety.
Accident/Incident Investigation.
Monitoring of Flight Standards and Training.
Aviation Life Support Equipment.
Aviation and Ground Safety Training.
Safety Assistance and Inspections.
II. Program Manager’s Safety Philosophy.
Nothing Sac Metro Air Operations does in support of the department’s mission demands
unnecessary risk of life or limb. Our daily goals are first; to ensure all our personnel are safe and
un-injured, and second; our equipment is safe and un-damaged at the end of each work day.
Attention to detail, risk management and training are the keys to accomplishing these goals. These
qualities are addressed individually below.
A. Attention to detail.
Focus on the small things. Doing the small things to standard ensures the overall task will be
completed to standard. This includes situational awareness. Know what’s going on around
you. What is your teammate doing? How will that affect operations? Focus on detail but
analyze how that detail fits into a bigger picture.
B. Risk Management.
Are there ways to reduce the risk and still accomplish the mission? Review each step of the
task and analyze the risk. Use common sense. Develop controls to reduce the risk. Monitor
and evaluate the controls.
C. Goals.
Sac Metro Air Operations is an all risk program. The risks related to the all-risk activities could
be some of the most dangerous flying conducted in today’s aviation community. These risks
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can be minimized through the use of education, meaningful training, consistent standards and
willingness at all levels to take a proactive lead on safety. We must always remember to
manage our risks through constant evaluation. It is the ultimate goal of this program to have
“Zero Mishaps”. To reach our goal of eliminating mishaps we have established the following
core elements;
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Reduce the risk by minimizing the exposure to hazards, conducting risk versus
benefit analysis prior to each flight.
Foster and promote an aviation safety culture that instills safe practices,
recognizes and rewards safe acts, and shares lessons learned.
Eliminate mishaps through standardization and quality assurance processes,
using motivated professional personnel.
Improve performance of all aviation personnel through education and
proficiency based training.
Enhance hazard awareness through effective communication.
D. Training.
Embrace the standards. Know the standards. Perform to the standards. Don’t forget to
include training during the work week. Train crewmembers to know their jobs. Train them on
the small tasks as well as the large tasks. The better trained a crewmember is the more easily
they adapt to new situations. A safe operation requires vigilance in all aspects from the
training to the planning to the execution.
III. Responsibilities.
A. Program Manager.
The Sac Metro Safety and Accident Prevention program is a command responsibility and will be
integrated into all functional areas. The Program Manager’s accident prevention directives must
provide adequate instructions and safeguards for the protection of personnel and equipment
without reducing mission effectiveness. It is essential that all aviation operations be planned
with the utmost consideration. Missions can be accomplished safely and efficiently, provided that
a high degree of pre-planning, risk analysis, and management is applied. The Program Manager
will ensure:
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There is a written safety philosophy and ensure positive accident prevention
efforts are documented, published, and incorporated into all areas.
Specific accident prevention and safety functions are delegated to each Air Ops
member within their area of responsibility.
Complete and clearly defined SOG’s are prepared for all aspects of unit
operations and personnel are designated as responsible for these areas.
Sound flight principles and safe practices are followed in all flight operations
regardless of mission urgency.
All personnel are aware of and comply with unit SOG’s, directives and other
applicable policies and regulations.
A positive plan is developed to insure that mission and aircraft assignments are
within the crewmember’s current capabilities.
A firm standardization and training program is established to achieve the flight
proficiency standards outlined in this SOG, directives and flight standardization
publications.
Immediate action is taken to implement the approved recommendations of
aircraft accident boards and investigating officials. Completion of such
directives will be reported to the department Chief.
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Immediate and complete action is taken to provide information requested by
the department in the form of accident and mishap reports, crash facts,
completed questionnaires and other data required to further research and
define problem areas.
B. Aviation Safety Officer (ASO).
The Sac Metro ASO will manage the safety program and conduct the day-to-day safety business.
The ASO oversees and institutes policies and procedures to ensure Air Operations has a
professional and safe operation and develops and maintains a method of safety information.
Duties and responsibilities of the unit aviation Safety Officer include, but are not limited to:
 Maintain close liaison and advise the Program Manger on all matters pertaining
to the accident prevention efforts.
 Observe flight and ground operations to detect and correct unsafe practices.
 Assist the Program Manager in preparation and management of a current preaccident plan.
 Inspect physical conditions of airfield for hazards, recommend improvements
and insure all known hazards are posted.
 Maintain files, records and reference material required to properly manage an
effective safety program.
 Conduct quarterly aircraft accident prevention/safety surveys and inspections
of the unit and schedule required safety meetings.
 Monitor unit aviation life-support equipment (ALSE) and related survival
training programs.
 Manage the Air Operations safety award program.
c. All Air Operations Personnel:
Individual air operations members are directly responsible for their own safety, both on and off
duty. Each individual has a moral responsibility to advise others about anyone who may,
knowingly or unknowingly, be committing, or about to commit an unsafe act. Each member of Air
Operations has specific duties and responsibilities that are predicated on their skills, knowledge
and experience to accomplish those tasks. Each member must and will incorporate every aspect
of accident prevention and safety awareness into their duties. Supervisors will provide the
guidance needed to ensure that personnel are not exposed to any unnecessary hazard. They will
provide the training required or the means of acquiring that training before assigning tasks to
people not qualified to perform them.
All mishaps will be reported to the Program Manager, Safety Officer or their first level supervisor
to facilitate timely investigation. Mishap debris and damaged equipment will not be moved or
tampered with until released by the Program Manager. The only exception to this is to facilitate
the saving of life, limb or preservation of evidence.
IV. Safety Management System.
With its expanding operational tempo and potential for missions far beyond its original scope of
operation, Metro Air Operations goal is to develop a program which meets not only the standards
within the department, but to align themselves to meet interagency standards. The Safety
Management System (SMS) meets those standards and although some of the information provided
cannot be utilized within the air operations program due to its current organization, the majority
of the information provided and its basic structure and goals can be incorporated. The program in
use by air operations is a combination of the system in use reference the Interagency Helicopter
Operations Guide, June 2009 and department specific programs.
11
The intent of the Safety Management System is to improve the aviation culture by increasing
hazard identification, reducing risk taking behavior, learning from mistakes and correcting
procedures before a mishap occurs rather than after the accident. The SMS process is being used to
achieve a positive reduction in the number of aircraft accidents by identifying hazards inherent to
the mission, recognizing human behaviors that result in error, and devising preventive measures
that will counter against these occurrences. Much of this analysis and mitigation applies to factors
that are applicable to management levels above the field user; however, some of the factors
identified in the system safety assessment are operational in nature and do apply to all levels of the
organization.
Common hazards associated with a helicopter mission; crew fitness, distraction, mission focus,
communication, weather, takeoff or landing weights, landing areas, other aircraft, wire and other
obstructions, are identified in the system safety analysis and controls are provided to mitigate the
hazard(s). Preflight project planning for low-level flights and other special use activities is
naturally more intensive because the aircraft and crew are placed in a less forgiving environment.
The identification of these specific hazards should provide a system of standards and alternatives
that crewmembers can use to maintain situational awareness and develop a better foundation for
decision making. Risk assessment and mitigation is a continual process that should utilize all
resources available to the helicopter crew.
In depth planning provides a means whereby you project your thoughts into the future in a multidimensional mental model that will allow you to anticipate and influence events before they occur.
This also provides you with tools that prepare you for contingencies rather than reacting to events
as they occur. In doing so, you attempt to influence the destiny of your operation through proactive
means rather than being dependent on external drivers for success.
A. Planning. Every decision that you make will be affected by the objectives that are the
basis of your mission, and your ability to anticipate and influence events before they occur.
The objective has to be clear. Simple objectives are usually better, but to be effective they
need the following;



They have to be measurable on some quantifiable scale so you can ultimately
determine whether the mission was successful.
They must be achievable. This doesn’t mean it has to be easy. If you’re going to
mobilize resources, nothing degrades their abilities, motivation, energy or
enthusiasm quicker than to give them an impossible task.
They must support the overall goals of the organization.
12
Preparation is the key to flexibility. You always need to have options. Long term success
won’t come if you continually rely on only one course of action. Up to fifty percent of
your planning process is usually required for contingency planning. Contingency
planning needs to be detailed. Break down your mission into its smallest components,
and then rank those components on the basis of their importance. Then work out all the
ways something can go wrong to that component and develop your solutions.
At times you will come up with a very difficult situation that won’t have an apparent
answer. When this occurs there is a blockage caused by the; operational tempo,
resources selected, organizational culture, personal priorities, etc. Seek out the
underlying cause for the impediment. The process of repeatedly asking the “Why?” of the
issue will lead you options you can explore more fully and get around the mental block.
Once you’ve got a back-up for every item on the must-have list, you’re ready to execute
your mission.
B.
Risk Management. Risk management enables personnel at all levels to do exactly what
the term implies: manage risks. Risk Management has been defined as the process by
which risk assessment results are integrated with political, social, economic and
engineering considerations for decisions about the need/methods for risk reduction.
System Safety risk management, however, is a holistic type of risk management. This
section is directed toward risk management as it applies to helicopter operations.
Any flight mission has a degree of risk which varies from 0% risk (no flight activity is
conducted) to 100% (aircraft and/or personnel experience a mishap).
RISK CONTINUUM
0% |-------------------------І---------------------------І ----------------------І----------------------------І 100%
(NO FLIGHT (ACCIDENT
ACTIVITY) OCCURS)
Flight operations are usually well organized and funded, making them one of the safest
means of accomplishing work, alternative methods (for example, performance of the
mission by ground) should always be considered. In every mission there are many
decision points such as:
 Planning decisions made in preparation for the mission and planned threat
mitigations.
 Management approval for the mission to take place and the controls that
management deems necessary to ensure a level of safety commensurate with
the benefit of the operation.
 Continual decision making that is necessary to evaluate and respond to
changing conditions during the execution of every flight.
 In accordance with Federal Aviation Regulations, the Pilot-in-Command always
retains final authority for the operation when safety of the aircraft and
occupants is a factor.
Risk management is an ongoing process that should be integrated into all of these
decision-making processes.
C. Risk Management Principles. These basic decision making principles must be applied
before any anticipated job, tasks, or mission is performed:

Accept no unnecessary risk. Unnecessary risk does not contribute to the safe
accomplishment of a task or mission. The most logical choices for accomplishing
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


a mission are those that meet all the mission requirements while exposing
personnel and resources to the lowest possible risk.
Make risk decisions at the appropriate level. Making risk decisions at the
appropriate level establishes clear accountability. Those accountable for the
success or failure of a mission must be included in the risk decision process.
Supervisors at all levels must ensure subordinates know how much risk they
can accept and when they must elevate the decision to a higher level.
Accept risk when benefit outweighs cost. Weighing risks against
opportunities and benefits helps to maximize unit capability. Even high-risk
endeavors may be undertaken when there is clear knowledge that the sum of
the benefits exceeds the sum of the costs.
Integrate risk management into planning and execution at all levels. To
effectively apply risk management, leaders at all levels must dedicate time and
resources to incorporate risk management principles into the planning and
execution phases of all operations. Integrating risk management into planning
as early as possible provides the decision maker with the greatest opportunity
to apply risk management principles.
D. Time Element in Risk Management. Performing risk management is limited by the
amount of time available for planning and requires flexibility and judgment by both
pilots and air operations supervisors. Risk management can be divided into three
categories according to time element.
1. Deliberate. This type is used when planning time permits. It involves systematic
risk identification, evaluation, consideration of control options and risk decision
making, implementation of controls, and supervision. Note that all of these may be
applied to time critical risk management; however, the time frame in which the rapid
examination is performed is extremely compressed by the urgency of the situation.
2. Time Critical. This type of risk management is an “on-the-run” mental or verbal
review of the situation using the risk management process without necessarily
recording the information. The process is used to consider risk while making decisions
in a time limited situation. Many of the skills used in this context are applicable to
normal mission where deliberate risk management has occurred and crews must
manage risk in a dynamic situation.
Search and rescue missions also fall in this category. Encountering unexpected winds
at a helispot is another common occurrence, where the pilot must rapidly assess the
risk and determine whether to land, attempt to land at another spot farther from the
objective, or abort the mission and return to base.
Note: “Time Critical” does not mean “hasty” or “uninformed”.
3. Strategic/In-Depth. This type should be used in instances where new technology is
being proposed, when risks appear high, and time and resources allow thorough
assessment. Risk management at this level requires more sophisticated techniques
and professional reviews.
14
E. Risk Management Process. The process by which risk is managed is ongoing
throughout the mission. It starts in the planning stage, continues to the approval and
scheduling phase, is evaluated and adapted during the execution phase and is analyzed
and collected as lessons learned in the post flight phase.
1. Identify Hazards. The first step in risk management is to identify hazards. The hazards
are the potential sources of danger that could be encountered while performing a task
or mission. Hazards include weather, time of flight, terrain, equipment, training, and
proficiency level of personnel.
There may be less obvious hazards that become apparent during planning. The
Helicopter Manager, the Pilot, other participants in the flight, and the Helibase Manager,
should all identify potential hazards before the operation. All personnel should
participate in the brainstorming and identification of potential hazards. This should
include the Helibase Manager, higher-level air operations staff, the Operations Section
Chief, the crew bosses on the fire line, and, most importantly, the Pilot(s) who may be
asked to perform the mission.
In order to provide a systematic approach to identifying threats one of the more popular
memory aids is the 4 –Ms. these are Method, Medium, Man, and Machine. There are
others of course, but they all have the same goal of sorting and triggering recognition of
threats applicable to each category.
Risk or threat detection and identification are part of our daily lives. Like many people
you probably realized that there were a number of actions that are either immediate or
can be delayed based on the situation. Situation awareness is key to identifying threats
and their effect. A very short list of hazards may look like this for our example above
using the 4-Ms;
15
2. Assess Hazards. Hazard or Risk assessment is part of the risk management process.
Risk assessment can range from simple to complex, but must be detailed. The process of
assessing hazards causes personnel to analyze the degree of risk associated with each
threat, and place these in perspective relative to the objectives of the mission and
organization.
The risk assessment for the aviation operation should be conducted by those individuals
best qualified by training and experience to evaluate a proposed flight or operation.
These personnel include the Helicopter or Project Flight Manager, the Dispatcher, the
unit Aviation Manager and Line Manager, and ultimately the Pilot, who has the authority
to decline a mission which he or she considers excessively hazardous. The risk
assessment process assures that the information needed for informed decision making
is made available. Make risk acceptance decisions by balancing risk benefits against risk
assessments, and eliminate unnecessary risk. Two different methods to evaluate risk
will be discussed later in this chapter. They differ in the way they look at the threats
developed in step 1.
Specific hazards, such as mission urgency and pilot proficiency can be addressed by the
model provided in this chapter.
3. Develop Controls/Make Decisions. Starting with the highest threat, identify the risk
control options for all of those identified in the previous steps that exceed an acceptable
level of risk. The STAAR model of risk management is:



Spread the risk over time, distance or numbers of participants to reduce the
effect of a single event.
Transfer the risk away from critical system components or to those most
reliable to decrease probability of a bad outcome.
Avoid threats by establishing barriers and other controls to eliminate
probability of a bad outcome.
16


Accept the level of threat and its probability with every aspect of the system
poised for success.
Reduce the effect or exposure through safety devices (PPE, wire cutters, etc.) or
limit the number of resources exposed.
a. Some of the control options we have for risk management include:





Engineer hazards out of the system Use/design human operated
machines that reduce, avoid, or spread the risk so that it becomes
acceptable.
Guard/Control These controls affect the environment around the
person(s) at risk. They limit exposure, which in effect spreads and
reduces risk to an acceptable level.
Distance Can spread or reduce risk by inserting a linear or time
dimension to the process.
Time is a critical dimension in risk control and is an outgrowth of the
operations tempo. We have plenty of evidence that points to the effect
of poor time management and mishaps. A direct relationship can be
made between rushing and high risk, particularly in logistics-caused
mishaps. Taking enough time to do the job right in the first time is one
of the most effective risk controls we have.
Training and Education. These risk controls will always have a viable
application. Training and education allows us to accept risk with the
understanding that personnel can learn to manage risk.
b. Brainstorm a list of ways to reduce the risk levels that you considered
unacceptable in the previous step.
c. Determine the consequences of each alternative on mission and/or team
goals. Select the best alternative or combination of alternatives. The mission
priority and time criticality will often drive which option is chosen. Stretching
an aviation resource is not conducive to long term success. A conservative
response to challenge is always preferred to meet this objective.
4. Implement Controls/ Execute and Monitor (Be Vigilant). Implement the plan and
ensure that the risk controls are known by all and are utilized. Ensure that people know and
do what is expected of them. A high level of risk that cannot be effectively controlled should
be reported to the person supervising the operation. Continually evaluate the effectiveness
of the controls and ensure that the risk remains in balance with the benefits.
5. Supervise and Evaluate. Note any changes to the operation, equipment, environment,
and/or people and how they may affect your plan. It is important to remember that risk
management is a continuous process! Adjust to changes in the situation in real time by
remaining vigilant and maintaining your situation awareness to identify unexpected as well
as planned threats. Track your progress by taking note of intermediate accomplishments
that will denote and add up to the completion of your objective. Additionally, After Action
Reviews are a good way to assure that the supervision and monitoring of the mission are
effective and that lessons learned are captured for the future.
F.
Risk Assessment Tools. As discussed previously, the second step of risk management is
assessment of the threats/hazards. There are several tools that may be used to document the
risk involved in the operation. For an in depth look at specific threats or hazards, the
17
following model compares the probability and effect that a threat or hazard may have on the
operation.
In using this model each of the threats/hazards is analyzed to determine (1) the effect
(Severity) on the mission, environment, personnel, and equipment should the hazard be
encountered and will include the combination of exposure and the severity of the threat, and
(2) the likelihood that the threat/hazard will be encountered.
1. Severity. If the threat /hazard is encountered during a flight mission or aviation
operation, the effect may be:
 Catastrophic: Results in fatalities and/or loss of the system.
 Critical: Severe injury and/or major system damage.
 Marginal: Minor injury and/or minor system damage.
 Negligible: Less than minor injury and/or less than minor system damage.
Controls include; protective devices, engineering controls, personal protective
equipment, reduction in the number of people involved, and the number of events,
cycles, evolutions.
2. Likelihood. The probability of encountering the threat/hazard during the flight mission
or operation may be:
 Frequent: May be continuously or often encountered during each mission.
 Probable: May be encountered several times during the course of many
missions.
 Occasional: May be encountered sporadically during the course of many
missions.
 Remote: May be encountered infrequently, but chances are remote.
 Improbable: May be encountered only rarely; chances are possible, but
improbable.
Controls include training, awareness, attitude changes, information flow, flexibility,
timing, location, separation, and routing.
Exercising judgment on how to eliminate or reduce hazards to lessen the overall risk is
inherent to the risk assessment process. During this step, controls will be evaluated that
may reduce and mitigate the risks to a level that is appropriate to the desired benefit.
IMPORTANT NOTE: Be aware that the initial assessment of risk(s) may indicate an unacceptable
level when compared to the expected benefit. However, once controls are determined, the risk
assessment may indicate a lowered risk that may be acceptable when compared with the benefit of
the operation
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2. Risk Levels. Refer again to Chart 3-1. This step concludes the initial risk assessment
that describes the risk associated with each of the threat/hazards individually. The
result is a quantification of the risk associated with the operation: High, Serious,
Medium, or Low. In all instances the benefit must outweigh the risk. Each assessment
must be weighed on the variables of the operation. In no case would the overall risk of
the mission be less than the highest specific risk factor (example: one high, one
serious, and two medium threats couldn’t result in anything less than high).




High: The combination of severity and likelihood indicate that threat/ hazard
has a greater than 50% chance of exceeding control measures and the result
will be critical or worse. Benefit to risk must be carefully weighed and planners
ensure that; 1) emergency response resources are positioned for immediate
use, 2) the approval is made by the highest official in the local organization, and
3) crewmembers are well rested, briefed and aware of the known threats and
their controls.
Serious: Risk is high enough that there is uncertainty as to whether the mission
can be accomplished without an accident and/or loss of life or serious injury.
Hazards may or may not be able to be mitigated.
Medium: Degree of risk is such that it is fairly certain that the mission can be
accomplished safely. Hazards exist, but can be mitigated.
Low: Little or no impact on mission accomplishment. Hazards are those
normally associated with flight (possibility of bird strike, mechanical
malfunction, etc.).
19
SMS Assessment and Mitigation Sample
Management Level for Risk Decision Matrix
20
During mission planning, risk decisions should be made at a level of command that
corresponds to the degree of risk. The Pilot and or the Program Manager always
have the authority to decline the mission.
How to Properly Refuse Risk.
Every individual has the right and obligation to report safety problems affecting his or
her safety and has the right to contribute ideas to correct the hazard. In return,
supervisors are expected to give these concerns and ideas serious consideration. When
an individual feels an assignment is unsafe, he or she also has the obligation to
identify, to the degree possible, safe alternatives for completing that assignment.
Turning down an assignment is one possible outcome of managing risk.
A “turn down” is a situation where an individual has determined he or she cannot
undertake an assignment as given and is unable to negotiate an alternative solution. The
turn down of an assignment must be based on assessment of risks and the ability of the
individual or organization to control or mitigate those risks. Individuals may turn down
an assignment when:
a. There is a violation of regulated safe aviation practices.
b. Environmental conditions make the work unsafe.
c. They lack the necessary qualifications or expertise.
Individuals will directly inform their supervisor that they are turning down the
assignment as given. The supervisor will notify the appropriate chain of command upon
being informed of a turn down. Proper handling of turn downs provide accountability
for decision and initiates communication of safety concerns within the incident
organization.
If the assignment has been turned down previously and the supervisor asks another
resource to perform the assignment, he or she is responsible to inform the new resource
that the assignment has been turned down and the reasons why. Furthermore, the
personnel need to realize that a turn down does not stop the completion of the assigned
operation. The turn down protocol is an integral element that improves the effective
management of risk, and it provides timely identification of hazards within the chain of
command, and raises risk awareness for both supervisors and subordinates and
promotes accountability.
21
V. Crew Endurance Management.
To form realistic standards for maximum allowable flight time and adequate crew rest, the Crew
Endurance Management policies of SMFD Air Operations have been established. This guideline is
not intended to restrict the operational capability of Sac Metro Air Operations, but to enhance
safety and mission effectiveness. The Air Operations mission is primarily a day mission and the
crew endurance program must be tailored for a continuous operations profile. Stress on personnel
and compensating rest periods must be considered in the planning of Air Operations missions. It is
the ultimate responsibility of the individual crew member to take full advantage of crew rest
opportunities and to keep the chain-of-command aware of his/her physical and mental condition.
The maximum amount of hours that may be spent on duty and/or flying will not exceed the
limitations published in this SOG and appropriate SMFD policies without authorization from the
appropriate chain of command.
The SMFD Air Operations Crew Endurance Management program’s goal is to not only enhance the
safety and effectiveness of the unit, but in addition to, meet the standards of interagency
requirements so that integration into their crew endurance program, when conducting interagency
missions, will meet one standard.
A. Crew Rest Periods. The crew rest period is normally a 12 hour non-duty period before the start
of flight duties. At least 10 hours of restful activities including an opportunity for at least 8 hours of
uninterrupted sleep during the 24 hours immediately prior to flying duties. In addition, the
following parameters also apply;



If an aircrew member remains after flying to perform official duties, the crew rest period
begins after termination of those duties.
Crew rest is required prior to any one of the following flight related duties; Preflight, loading,
starting, taxi, and flying the aircraft.
Any official business required of an aircrew member interrupts the crew rest period. This
includes official business conducted on the telephone. If crew rest is interrupted so that an
individual cannot get an opportunity for at least 8 hours of uninterrupted sleep, the
individual must be afforded the opportunity for at least 8 more hours of uninterrupted sleep
plus reasonable time to dress, eat, travel, etc. Any crew rest interruptions must be made only
under the most exceptional circumstances.
B. Crew Rest Period Exceptions. The following are a list of exceptions to the 12 hour crew rest
period policy.




For continuous operations when basic aircrew flying duties are greater than 12 but less than
14 hours, subsequent crew rest may be reduced proportionally to a minimum of 10 hours in
order to maintain a 24 hour work/rest schedule.
Continuous operations are defined as three or more consecutive flying duty days of at least
12 hours duration separated by minimum crew rest.
The 10 hour crew rest policy is only to be used to keep crew within their 24 hour clock
cycles, not for scheduling conveniences or additional sortie generation. The 10 hour crew
rest policy is typically used during wild land fire operations.
Any reduction from the 12 hour crew rest requires pre-coordination of transportation, meals
and quarters, so that crewmembers are provided an opportunity for at least 8 hours of
uninterrupted sleep.
C. Extension Authority.


The extension authority for crew rest period exceptions are the Sac Metro Air Operations
Program Manager.
For priority missions, the 24, 48, and 72 hour time period under the maximum duty day may
be extended up to 2 hours as long as the extension will not cause another limit to be
exceeded.
22




Flight time limits can be extended up to 1 hour.
Aircrews will be given 1 day off (24 hours) after six (6) duty days have been performed.
The crew endurance guidelines in this section can only be adjusted IAW this SOG.
When a crewmember is given a 24 hour day off for crew rest purposes, the individuals’ duty
day and flight hour requirements are reset to zero. Care must be taken not to abuse this
policy. After long periods of duty, crewmembers must be afforded more time off more
frequently or the cumulative effects of chronic fatigue will affect the performance of their
duties. However, the running 30 day totals must still not be exceeded.
D. Fire/Hoist Operations. Performing missions during actual fire suppression flights or hoist
operations are regarded as the most demanding modes of flight performed at Sac Metro Air
Operations. Due to the crew demands of fire suppression/hoist operations, the following
guidelines will be complied with;


During actually fire suppression or hoist operation deployments, the maximum duty day
hours per day will not be exceeded.
Duty days will not be split. Once a duty day initiates, it does not end until the crewmember is
released from duty for the day to begin his/her crew rest period. A rest period cannot be
granted during the middle of the shift to shorten the total duty day. Crew endurance
scheduling for air operations missions will be accomplished IAW this SOG for both day and
night missions.
1. Day Operations. Aircraft flight time will not exceed eight (8) hours per day for a
continuous 5 day period. No more than 90 hours will be logged within a 30
consecutive day period. Flights that exceed 8 hours in a single day may be
waived and briefed by the Sac Metro Air Operations Program Manager on a case
by case basis. No more than 10 hours of flight time per duty day will be
authorized.
2. Night Unaided Operations. Pilots are authorized to fly five (5) hours of unaided
night operations for a continuous 6 day period. Flights requiring more than 5 hours
within a single night may be waived and briefed by the Program Manager on a case by
case basis.
E. Non-Crewmember Policy/Ground Maintenance Support. The duty day for maintenance
personnel will not exceed 14 hours of continuous duty for a 24-hour period during any 10-day
period. Personnel scheduled to perform duty as a support vehicle driver will be given 12 hours
uninterrupted rest when transition from mechanic or crewmember status to driver status after 5
consecutive 14 hour duty days. Vehicle drivers will not exceed 4 hours continuous driving duty
without a thirty-minute rest stop. No more than 12 hours of driving duty within a 24-hour period
VI. Aviation Safety Council.
This section prescribes the procedures for the administration of the Aviation Safety Council. The
Combined Safety Council is a risk management forum that allows leaders to review current or
projected hazards, their associated risk, and make decisions on their elimination or control. Any
action items not within the ability of the Aviation Safety Council will be forwarded to the next
higher level. The Combined Safety Council will meet as often as required but not less than once per
quarter regardless of unit status or location. Minutes of these meetings will be submitted to the
Program Manager for approval. A copy of the safety council minutes will then be placed in the
reading file, posted on the safety board, and distributed to all members of Air Operations.
The combined Safety Council is the Program Manager’s primary avenue to hear and solve safety
issues within the unit. The Combined Safety Council is comprised of:
 Program Manager-President
 Chief Pilot-Chairman
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



Aviation Safety Officer-Member/Recorder
IP/CFI-Member
TFOI-Member
ALSE-Member
Guest attendance is encouraged by other members of Air Operations or the department. The
general duties of the Combined Safety Council are to: Promote accident prevention at unit levels
through the exchange of ideas, discussions and reports of flight hazards or deficiencies noted.
Resolve all problems by the actions of the Program Manager. Problems that cannot be resolved at
the level at which discovered will be passed to the next higher command for necessary action. In
addition, the Safety Council monitors and reviews the aircraft accident prevention program. The
Combined Safety Council will review the most current Aviation Accident Prevention Survey results
and discuss corrective actions. Any new hazards recognized or originating from the Combined
Safety Council will be documented by the ASO. In addition to safety related issues, the Combined
Safety Council will also set policy and procures relating to standardization issues within the
Aircrew Training Program.
VII. Safety Administration.
This section outlines the administration of the Air Operations Standardization & Safety Program
and details procedures for its management.
A. Safety Reference Library. A safety reference library will be maintained by the ASO. This
library will contain all applicable publications and will be updated quarterly. This technique
allows for the most current publications to continually be on hand. These publications (hard
copy) can be found in the Air Operations bookcase. Due to the availability of electronic
publications from such sources as the Internet and CD-ROM, it is not necessary for all
publications to be in paper format.
B. Hazard Tracking. This policy establishes the procedure for tracking all identified hazards
reported to the ASO. The ASO is the manager of the Hazard Tracking System and will maintain
the appropriate files and documentation. The records will be maintained for 5 years following
the correction of deficiencies. In addition, the following will be accomplished;





Once a hazard is recognized, it will be reported to the ASO and properly documented.
The ASO will determine appropriate corrective actions to abate the hazard and will
ensure the assignment of an action officer and targeted completion date.
A Risk Assessment Category will also be given to each hazard and will serve to prioritize
each hazard. The Hazards identified will be discussed at each Safety Council meeting to
determine necessary abatement procedures for hazards, which cannot be readily
controlled.
The ASO will be the primary person responsible for continual scrutiny of all open
hazards and will close out any hazards sufficiently controlled.
Hazard communication documentation will be maintained by the ASO and posted on the
units’ bulletin board. The ASO will maintain a filing system with all pertinent safety and
safety related files.
C. Safety Training/Meetings: Prescribes procedures and policy for the administration of the
Air Operations Safety Training Plan. This plan will ensure that all unit personnel receive
training, on a scheduled basis, in safety and standardization related topics throughout the year.
Air Operations safety training will be held once a month. The meetings/training will serve as the
instrument to implement the Air Operations Safety Training and Standardization Plan. This
training plan will be a guide only and many times specific training may be given when resources
become available. The Aviation Safety Officer (ASO) will maintain an annual schedule.
Coordinating and updating this schedule is the responsibility of the ASO. Time and place of
24
training will be established by the ASO in conjunction with the Program Manager. Time and place
will be published in the monthly safety calendar and will appear on the training schedule for the
unit. The ASO will document safety training appropriately.
 Quarterly safety/standardization stand-down days will count as the unit’s monthly safety
class.
 Meetings will include, but not limited to, upcoming training, inspection results for that
month, unit safety trends, FOD, recent hazards (with identified causes and controls) and
the Program Manager’s safety concerns for the department.
 The primary instructor for any safety training conducted in the unit will provide a lesson
plan or outline to the ASO prior to giving the class. All safety classes must be interesting
and given professionally as a quality class.
 Outlines/Lesson plans for scheduled safety training will be distributed to each member.
The ASO will ensure compliance with the make-up plan.
VIII. Emergency Response and Accident/Incident Reporting.
A. Purpose.
The emergency response and pre-accident plan is the directive of the Air Operations Program
Manager. Time is an extremely critical factor in responding to overdue, missing, or crashed aircraft.
Personnel responsible for aircraft flight following cannot justify any delay in initiating emergency
response procedures based on the possibility that a pilot or crewmember has forgotten to perform
a check-in. Immediate positive action is necessary: the longer the delay in locating the overdue or
missing aircraft, the less chance the occupants have to survive an accident. The purpose of the preaccident plan is to establish standard emergency response procedures that assigned personnel will
follow in all cases once an aircraft meets applicable criteria of “Overdue,” “Missing,” or “Crashed”.
B. Scope:
This section is applicable to all crewmembers assigned or attached to the Air Operations program
and to all other personnel who serve as crewmembers aboard Air Operations assigned aircraft.
C. General:
The Program Manager is responsible for the establishment, readiness and accomplishment of the
pre-accident plan. Air Operations personnel may expect to find its self in many different locations,
both home station and field environments performing interagency or call when needed missions. If
an established plan exists for that particular location, then that plan will be utilized. Aircraft
located at other than home station should use the Air Operations SOG Pre-Accident Emergency
Response Plan, for initial response requirements.
D. Responsibilities of Aviators/Aircrews:
Actions taken during an in-flight emergency are covered in the appropriate aircraft operator’s
manual and aircrew training manual. If the pilot feels that advice from an IP/CFI or maintenance
personnel would help in the emergency, he/she may request assistance through the nearest
operations or dispatch communications office. In the event of a precautionary/forced landing,
overdue aircraft or aircraft incident, the following procedures apply;

All crew members will execute the emergency response pre-accident plan and mishap
checklist per the Air Operations SOG. Personnel will immediately take necessary actions
to give aid and rescue the injured, reduce/minimize injuries and damage to equipment.

The second priority is to immediately initiate the notification roster established in the
unit Pre-Accident Plan, any time an accident/incident has occurred. Air Operations
maintains a checklist for initial information to be collected upon notification. Personnel
will transmit this information to the Program Manager ASAP. Flight crews will obtain a
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Report of Occurrence (ROO) worksheet and complete it while details are clear and
deliver it to the Program manager.
In the event of a precautionary/forced landing, overdue aircraft or incident, the following
procedures apply:
1. Overdue Aircraft.
If an aircraft is overdue by 30 minutes when flight following with a respective flight dispatch or
SMFD (SRFECC), they will try to contact the aircraft with a radio search on all available
frequencies (A2, A5), cell phones or pagers. If communications cannot be established, SRFECC
will contact the Shift Assistant Chief, Program Manager and the Chief Pilot and advise them of the
situation. Air Operations personnel will then implement the mishap checklist.
NOTE: When flight following with a respective dispatch, overdue aircraft policies and
procedures will be the responsibility of that agency.
NOTE: When flight following with a FSS, the PC will comply with all Federal regulations.
2. No Damage to aircraft.
A. The crewmember will contact the Program manager, ATC, or FSS by radio or telephone.
Telephone numbers for key personnel will be issued to all Air Operations personnel for
emergency use. Numbers can be located in the Air Operations Pre-Accident Plan or
aviation supplement. Under no circumstance will an aircraft, which has made a
precautionary or forced landing, be flown unless cleared by maintenance personnel and
the Chief Pilot.
NOTE: If the PC deems the environmental situation untenable, and the aircraft is
airworthy (check NOTES, CAUTIONS, and WARNINGS in the appropriate aircraft
operator’s manual), a decision may be made to move the aircraft to the closest suitable
area where the crew can get transportation or shelter. It is not intended for the crew to be
in a survival situation for a minor precautionary landing item that clearly does not affect
airworthiness.
B. Provide the Aviation Safety Officer (ASO) and maintenance section with all available
information to include and is not limited to:

Power settings.

Instrument readings.

Aircraft reactions.

Record information on the aircraft log book.

Upon return to the appropriate facility, the PC will complete an appropriate
department Accident Report. These forms must be submitted to the
Program Manager within three (3) duty days or earlier as requested.

The PC is responsible for initial crash site security and will take precautions
to insure the area is not disturbed until relieved by authorized personnel.
3. Damage to Aircraft.
When an event occurs that results in damage (actual or suspected) to an aircraft, the Pilot-inCommand shall:
 Provide for the rescue, care, and evacuation of any injured personnel.
 Take steps to prevent any additional damage or injury.
 Do not attempt to move the aircraft further than is absolutely necessary to avoid
becoming a hazard to other aircraft.
 Provide initial crash site security. Secure all equipment as necessary, and assign
crewmember(s) to guard the aircraft if they are available.
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





Contact the shift Assistant Chief, Program Manager, Chief Pilot and appropriate dispatch
and advise them of the status, location, injuries, aircraft conditions, and actions that have
been accomplished.
All crewmembers shall report to the proper medical authority (hospital or dispensary)
for examination and blood/urine samples as soon as practicable.
Crewmembers should notify the Program Manager and/or Chief Pilot and controlling
agency with the following:
a. Location and time of mishap.
b. Aircraft type and serial number.
c. Number and type of injuries, if any.
d. Presence of fire.
e. Description of accident.
f. Any damage to civilian property.
g. Name of person reporting the mishap.
If not incapacitated, the PC, PI or TFO will keep spectators away. Secure aircraft as
necessary. No one will examine the aircraft without the consent of the Air Operations
Program Manager.
Identify any/all witnesses and get statements if possible. If not, get their name, phone
number and address. Inform them that an investigator will contact them.
Give no information to the news media. Only the SMFD Public Information Officer (PIO)
will give official statements to the media.
4. Responding Aircraft.
Should a crew arrive first on the scene of an aircraft accident or down aircraft, the following will
apply:
 Inform dispatch of the details of the emergency call received and advise that you are
enroute to the scene. Ensure civilian Emergency Medical Services (EMS) Life Flight have
been notified.
 Orbit the mishap site and give dispatch the exact location of the site. Once contact has
been established with dispatch, land to render assistance.
 If other aircraft are at the scene when you arrive, ask if assistance is needed. When
landing, leave room for EMS Life Flight aircraft to land.
 After landing, dispatch crewmembers to the downed aircraft to render aid and evacuate
crewmembers if required. It may be necessary for you to orbit the site for the purpose of
guiding in medical aid to the site. Crewmembers on the ground will advise of any critical
situation.
 Crewmembers on the ground will attempt to render the site safe by extinguishing any
flames or smoke present. Render first aid as necessary. Seek assistance from local
authorities in securing the site. Discourage people from coming near the site. Attempt to
preserve location of parts and any ground scars.
5. Program Manager Duties:






Ensure the pre-accident plan is activated
Ensure a Report of Occurrence (ROO) is submitted.
Notify the Sac Metro Department Assistant Chief and brief as required.
Notify the Sac Metro PIO.
Ensure aircrew members are promptly evacuated to medical facilities for physical
examinations, evaluations and appropriate drug testing (Blood/Urine samples).
Proceed to the mishap site if possible.
At the mishap site:
 Assist in security of the site.
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







ID witnesses.
Complete preliminary investigation and classify the mishap.
Secure all ALSE and aircraft documents. (i.e.) flight log, PPC, etc.
Ensure all personnel going to the mishap site, to include the security detail, understand
precautions for protection from hazardous materials and notify HAZMAT personnel if
hazardous materials are present.
Take photographs to document mishap/crash for reports.
Ensure a pass system is established for authorized access to the crash site.
Brief Mishap site security team of their duties.
Meet the accident investigation team upon their arrival and provide an initial brief. Assist
investigation board as required.
6. Contract Maintenance Personnel Duties:








Secure Aircraft records and deliver them to the Program Manager.
Coordinate with mishap site security force.
Proceed to the mishap scene for initial assessment and classification of mishap.
Secure fuel and oil samples from mishap aircraft, if required.
Monitor requests from the mishap site for special or additional equipment.
Provide the Accident Investigation team with an estimated cost of damage if requested.
Recover all equipment involved after it is released by the accident investigation team.
Assist in the reconstruction of the mishap aircraft if required by the accident
investigation team.
IX. Precautions for Toxic Materials.
Advanced Composite Materials (ACM) such as graphite’s, Kevlar epoxies, and fiberglass is widely
used in modern equipment, which include aircraft. The properties of various ACM’s can cause
potential short term as well as long-term health hazards to personnel that have become severely
fragmented or burned during aircraft accidents. Without question, a crash site involving ACM’s is a
potentially hazardous area. Therefore, the following precautions will be taken:
 Limit crash site access to essential personnel. While the wreckage is burning, allow only
firefighters and rescue personnel equipped with a self-contained breathing apparatus
(SCBA) into the immediate area.
 Work upwind from the fire whenever possible and restrict all unprotected personnel
from assembling downwind from the wreckage.
 Prohibit eating, drinking, or smoking in or around the crash site.
 Cordon off the area and restrict entry to a single entrance and exit point.
 Keep guards and other personnel on the periphery of the accident.
 Exercise caution while handling debris.
 Shower as soon as possible after leaving the crash site.
 For accidents with no fire, leather gloves with inserts offer adequate protection from
splinter injuries. A respirator and safety eye protection with side shields will provide
adequate protection from airborne fibers.
X. Severe Weather and Environmental Hazards.
When notified of the potential for a severe wind storm in excess of forty-five (45) knots, hail
greater than ¼ in, moderate icing conditions at intended flight levels down to the surface,
thunderstorms greater than or equal to intensity level 4, or other significant weather phenomenon
which may cause damage to Air Operations aircraft, the following actions will be taken:
1.
Aircraft will be recalled from field locations.
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2.
At the discretion of the Program Manager or Chief Pilot, aircraft in flight will, if possible, be
recalled with sufficient time to arrive prior to the severe weather valid time. Aircraft will
return, if time permits, to home station by the most direct safe route. If time does not allow,
the aircraft will:



Be flown to an airport out of the path of the severe weather.
Be flown to any airport.
Land immediately at a suitable landing area.
Note: The PC will insure that the aircraft is secured with tie-down equipment.
When aircraft are located at the home station, the following will be accomplished:





If extreme weather is expected, aircraft shall be placed in hangers.
Aircraft remaining outside will be tied down and moored in accordance with
appropriate technical manual procedures. If possible, aircraft should face into the
forecasted wind before mooring and tie down. Blades shall be tied down to proper tie
downs on the aircraft, which allows for maximum protection during severe winds.
When possible, additional protective measures shall be taken to include use of all
available shelters and/or artificial barriers (revetments, berms, etc.).
Ensure that an FAA notification process is in effect for both duty and non-duty hours
when forecast severe weather is in effect.
When a local weather warning is in effect, sufficient personnel will be on duty to
monitor the weather activity. If the warning for a significant weather condition exists,
immediate action shall be taken to hangar or secure all aircraft.
XI. Foreign Object Prevention.
The objective of foreign object prevention is to find and correct potential hazards and to eliminate
foreign object damage. An effective foreign object plan can enhance mission readiness by saving
materials, manpower, and department funds. Therefore, foreign object prevention must be an
essential part of each individual’s everyday work habits.
Foreign object prevention is a supervisory responsibility. The Program Manager will ensure that an
aggressive and continuing awareness to all personnel is in effect and that all personnel are aware of
the responsibilities to prevent foreign object damage. All Sac Metro Air Operations personnel will:






Ensure that foreign object prevention is an integral part of aviation safety and safety
briefings.
Take an active role in foreign object prevention.
Ensure that safety classes will include foreign object prevention control.
Conduct frequent inspections of all areas to prevent foreign object damage.
Ensure that foreign object containers are available and periodically emptied.
Investigate all known and suspected foreign object damage.
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CHAPTER 4: FLIGHT FOLLOWING AND COMMUNICATIONS.
I. Introduction.
Flight following is the knowledge of the aircraft location and condition with a reasonable degree
of certainty such that, in the event of mishap, those on board may be rescued. Flight following
and communications are key components in promoting personnel and aircraft mission safety
and efficiency. Flight following, whether performed from a dispatch office or other facility, or at a
remote location in the field, must be given a high priority by all personnel involved in Sac Metro
Air Operations missions.
The purposes of flight following and communications procedures are to:
 Ensure the safety and welfare of flight crew and passengers.
 Provide standardized procedures that not only meet department requirements, but
those of other agencies when performing interagency or CWN missions.
 Provide information for the administrative processing of aviation-related documents.
Pilots, dispatchers, and managers must be knowledgeable of the different methods and options
of flight following and communication requirements.
II. Flight Following.
A. Identification of Flight Following Requirements.
At the time the flight is planned or during morning briefings at other agency incident
locations, flight following requirements should be clearly identified by either the dispatcher,
unit Program Manager, Chief Pilot, Helibase Manager, or other responsible party. This
individual should identify check-in procedures, including time and locations, dispatch
office(s) or other flight following facilities involved, individuals responsible for flight
following, frequencies to be used and any special circumstances requiring check-ins.
B. Methods of Flight Following.
There are several methods of flight following, those that are appropriate for point-to-point
flights and those appropriate for mission flights. Flights following methods include:
 An Instrument Flight Rules (IFR) flight plan. This method is not usually utilized for
helicopter point-to-point or mission flights.
 A Visual Flight Rules (VFR) flight plan with radio check-in to an FAA facility or
agency dispatch office at intervals specified. This method should be utilized for
helicopter point-to-point missions, especially long-distance ferry flights to and from
projects or large incidents.
 A department flight plan maintaining radio contacts at intervals specified in the
flight plan, but not to exceed agency minimums.
 Systems with automated reporting via satellite whose reporting frequency meets
department minimums.
C. Documentation of Flight Following.
The following requirements apply to department flight following only, and are not applicable
to flight following performed through the FAA system. In the event of a mishap, the speed
and effectiveness of search-and-rescue effort is dependent upon the accurate transmission
and recording of flight-following information by dispatchers.
1. Dispatch Flight Following documentation and recording will be IAW Sacramento Regional
Fire/EMS Communications Center (SRFECC) policies utilizing local forms and
procedures for missions.
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2. Call When Needed (CWN) or other interagency missions performed by Sac Metro Air
Operations will be in accordance with that agencies flight following procedures and
documentation. Reference the Interagency Helicopter Operations Guide.
D. Check-In Facilities.
1. FAA Flight Following: If on an FAA flight plan, check-ins are made with FAA facilities
upon departure, enroute and when arriving at destination.
2. Department Flight Following: Check-ins may be made with either the dispatcher or with
trained personnel or other aircraft at the mission location. When field (on-site) flight
following is approved, ground personnel performing the flight following must have
contact with dispatch to allow timely reporting of any accidents, incidents, hazards, or
problems encountered.
E. Check-ln Requirements.
Check-ins differs between point-to-point-type flight and mission-type flight.
1. Point-to-Point Flight. Check-ins shall be made at 60 minute intervals (maximum) and at
every fuel stop.
2. Mission Flight. Check-ins shall be made as follows:
 Department SRFECC unless alternative flight following intervals have been
identified in advance for areas of incomplete coverage or due to valid
mission requirements. Check-ins at intervals not to exceed fifteen (15)
minutes is the standard.
 Prior to and immediately after landing. If it is anticipated that terrain will
interfere with check-in at the landing site, call in while still at altitude,
giving a reasonable estimate of time-on-ground. Pilots and TFO’s should be
aware that the dispatcher will expect a check-in at the end of the on-ground
time identified.
 Prior to and immediately after takeoff. The takeoff check-in should be made
as soon as communications can be established.
 In addition to the above requirements, all SMFD aircraft are equipped with
AFF (Automatic Flight Following) systems that allow the aircraft to be
tracked electronically through a GPS transmitter onboard the aircraft which
relays location information directly to Fire Dispatch (SRFECC) via a
computer-based program that receives location data and displays aircraft
position on a moving map display. Location information is updated every
30 seconds.
NOTE: Law enforcement personnel on sensitive missions as part of Sac Metro Air
Operations may request an exemption to the above requirements from their unit
Program Manager. If flight following cannot be performed without compromising
mission integrity, a detailed flight plan will be submitted in a sealed envelope to the
SRFECC dispatcher. Check-ins can then be made by referring to nonspecific “points” (for
example, Point A, Point B, etc.) that are identifiable only on the flight plan itself. If no
mishap occurs, the envelope is returned unopened to law enforcement. If a mishap
occurs, the envelope is opened, and aircraft emergency locating procedures can proceed.
F. Check-In Information.
The check-in made by the Helicopter Manager or Pilot for mission flight shall consist of:
 Current location (use GPS latitude/longitude if available; otherwise legal or
geographic descriptions are acceptable).
 Current heading or direction of flight.
 Next destination or area to be surveyed.
 If landing, location, estimated time on ground, and status.
31
G. Failure to Meet Check-In Requirements.
The dispatch or other flight following facility shall immediately implement emergency
response procedures for overdue or missing aircraft.
III. Communications Requirements.
It is important that a line of communications be established and maintained throughout the
aviation and dispatch organizations. Communications at all levels should be encouraged to
resolve situations before they become a problem.
A. General.
Local units should ensure that the existing communications network is adequate to meet
both fire and project flight needs. Unit Aviation Managers or dispatchers should identify,
through submission of an agency incident/hazard report, any discrepancies in the flight
following system. These discrepancies may involve human performance problems (for
example, failure to adhere to check-in requirements) or failures or limitations in the system
(for example, inoperative equipment, inadequate coverage areas, etc.). Corrective action
shall be given a high priority.
Personnel must be furnished and aircraft must be equipped with sufficient radio capabilities
and maps to meet safety objectives.
 The Pilot is required to carry current sectional aeronautical charts of the area(s) of
operations.
 On all non-point-to-point, mission flights, it is recommended that the crew carry
topographic maps (1:250,000 AMS suggested) of the area(s) of operations or
compatible portable computer based units which has a current data base .
 Crews will have a list or reference of all frequencies required and interagency
compatible radios.
 Special use missions require communications equipment that will allow radio
check-ins to be made without removal of the approved flight helmet. Agencies
should obtain avionics equipment that provides for this requirement.
NOTE: During in-flight operations, if check-ins cannot be made due to equipment failure, the aircraft
shall return immediately to departure point or to the closest facility where a check-in can be made
via telephone or cell phone. Flights must not proceed until the problem is corrected and positive
communications are established. Dispatchers are instructed to institute “Overdue Aircraft”
procedures when check-in requirements are not met.
B. Aircraft VHF-AM/FM Radio.
All Sac Metro Air Operations aircraft will have a VHF-AM/FM radio for communication with
FAA facilities. Some VHF-AM/FM radio frequencies are available for incident or project use
on either a nationally or regionally assigned basis. Aside from the use of VHF-AM/FM
frequencies to perform flight following check-ins with FAA facilities, communication
functions of the VHF-AM/FM bandwidth include helicopter takeoff and landing coordination
and air-to-air tactics. Incident or project functions should be combined on one frequency
only if radio traffic will not be excessive.
Unless 122.9252 is utilized, these frequencies must be requested from the local dispatch
facility. The request must specify the function for which the frequency is intended (for
example, TOLC, air-to-ground, air-to-air, etc.). NOTE: VHF-AM frequency 122.925 is a
frequency designated for use by all natural resource agencies. It may be used on both
incidents and projects for air-to-air and air-to-ground communications. The hazard in
utilizing this frequency for any extended period of time is that anyone can use it; an incident
or project cannot restrict its use by others.
32
Large helibases when conducting interagency missions with numerous aircraft should have
separate frequencies assigned to takeoff and landing control and air-to-air tactics for the
entire incident or project. A checkpoint should be established at which the pilot should
change frequencies from air-to-air tactics to TOLC, and vice versa.
D. Tones.
Tones have been established to reduce interference and allow the selective use of more
frequencies. Transmitters and receivers alike may be tone-guarded. Tones can be
programmed into most recently-produced radios. They are designated in Hertz (Hz), such as
110.9 Hz, etc.
VI. Helibase Communications.
Helibase communications and operations during interagency missions will be conducted as per
the Interagency Helicopter Operators Guide (IHOG), Chapter 4.
A. Incident Communications Plan and Frequencies.
During complex helicopter operations, there is no standard communication plan that will
work in all situations for all agencies. For this reason, the following is a general discussion of
helicopter communications in terms of communication functions, communication
requirements, options, and radio discipline. These may be adapted to the specific situation
encountered.
On an incident or project, the number of helicopter communication functions is dependent
upon the complexity of the situation. One may use any number of these functions to meet the
need.
1. Helibase Air Traffic Control. This function is commonly called the “TOLC” frequency. It is
used to coordinate departing and arriving air traffic at the helibase with other aircraft, the
Takeoff and Landing Coordinator (TOLC) and Aircraft Base Radio Operator, the Helicopter
Coordinator, the Air Tactical Group Supervisor, and Helispot Managers.
2. Flight Following. This function is usually performed by the Aircraft Base Radio Operator. The
Helicopter Coordinator, as well as the Air Tactical Group Supervisor, can be of assistance with
this function, particularly when working the helicopters in remote areas of the incident or
project out of VHF-AM, line-of-sight range. Remember that a “human repeater” is an effective
method of flight following when radio repeaters are unavailable or not working. This function
may employ a Ground/Aircraft Radio Link system which translates VHF-AM aircraft
transmissions to UHF frequencies via a repeater.
3. Deck Communication and Coordination. Use of a Logistics Net frequency for ground-toground deck communications on large helibases can facilitate communications between the
Parking Tenders, Loadmasters, Deck Coordinator, Takeoff and Landing Coordinator, and the
Aircraft Base Radio Operator.
4. Air-to-Air Tactics. This frequency is used by all aircraft, the Helicopter Coordinator, and the
Air Tactical Group Supervisor to coordinate aerial activities. On large incidents or projects,
helicopters and airplanes may have separate frequencies.
5. Air-to-Ground Tactics. Several frequencies may be used to coordinate aerial activities with
ground activities. Helicopters should have frequency compatibility for this function. If the
helicopters do not, the Helicopter Coordinator or Air Tactical Group Supervisor must have
compatibility with ground units in order to pass on the information to helicopters via the air-toair frequency.
6. Command. There is usually only one Command frequency assigned, although there may be
more than one frequency for this function on large incidents assigned as “Air-to-Ground
33
Command.” This function is used to link the Incident Commander or Project Aviation Manager,
air operations staff members, and the Air Tactical Group Supervisor. Its use should be strictly
limited to “overhead communications” and should not be used for other traffic unless in an
emergency.
7. Support/Logistics. This function is used to handle status keeping, supply and support
requests, and general non-tactical, non-command information. The Aircraft Base Radio Operator
can be the central point for relaying information that falls within this broad function.
8. Air Guard. Air Guard is a national frequency with specific designated uses: emergencies,
initial contact at an incident by inbound aircraft, and long-range dispatch or rerouting. At no time
should Air Guard be an assigned frequency, nor should it be used if other frequencies become
overloaded.
B. Communication Requirements and Options.
1. Frequency Compatibility. It is essential that all aircraft and ground personnel have
compatible radios and frequencies in order to perform needed communication
functions.
2. Radio Traffic and Radio Discipline. Radio traffic must be disciplined and concise. If
problems are encountered with overloaded radio frequencies, first examine whether
radio discipline is being practiced. If not, take corrective action with pilots, aircraft
managers, and helibase personnel. If the frequencies remain overloaded, then an
additional frequency or frequencies may be needed.
Remember that at no time shall the Air Guard frequency be utilized for any function
other than its intended uses. Use the following guidelines in managing radio traffic:
 Agency requirements for sterile cockpit procedures shall be followed.
 Use clear text on all operations; do not use “CB” language.
 Keep messages brief and to the point. If the message is long, stop the
transmission periodically to allow for emergency or other short messages to be
transmitted.
 If a frequency has been designated for a specific function, do not allow radio
traffic unrelated to this function on the frequency.
 On the takeoff and landing control frequency, encourage pilots to actively
participate in aircraft coordination on inbound and outbound routes. If the
TOLC tries to coordinate all air traffic, the pilots may be lulled into relying on
the position excessively. Remember that the basic tenet of VFR flight is “see and
avoid.”
 If an individual will be off the frequency or out of the area temporarily, ensure
that all pilots who might try to communicate with that function are aware of the
out-of-service condition. Remember that the flight following function must
always be staffed when aircraft for which it is responsible are airborne.
 Establish standard procedures for where and/or when helicopters contact the
TOLC and Radio Operator. When making a radio call, identify the radio or
frequency on which the message is being transmitted. Since pilots and ground
personnel are monitoring more than one frequency, this will enable them to
identify which radio or frequency to use to respond.
 Never use frequencies without prior authorization. Switching to an apparently
unused frequency may have serious consequences for FAA air traffic control,
other adjacent incidents, etc.
3. Frequency Monitoring. Pilots and TFO’s can usually monitor only two frequencies
effectively. Experience has proven that the lesser the number of frequencies that need
monitoring, and the lesser number of people from whom the Pilot/TFO is receiving
direction, the better the crew will function. His/her understanding will increase, and
fatigue factors will be lessened.
34
4. Switching from One Frequency to Another. The necessity to manually switch
frequencies affects the helicopter crew the most. Due to the normal short turnaround
times of helicopter missions, frequency changes are a source of distraction from
monitoring air traffic and increase the already heavy workload.
5. New or Changed Frequencies. If a new frequency is necessary, or frequencies are
changed, coordination between the aviation management positions is essential in
getting new information to all ground and air personnel. Frequency additions, changes,
and deletions should be coordinated and specific time for the changeover to occur
should be established to avoid confusion.
If at all possible, avoid switching frequencies and their functions in the middle of a shift.
6. Combine Functions. On smaller incidents, communication functions can be combined. A
common method is to combine helicopter air traffic control, air-to-air traffic control, airto-air tactics, and flight following on one frequency. Command, air-to-ground tactics, and
support are often combined on another frequency. The biggest drawback to combining
functions is the resultant increase in radio traffic on each frequency, making this option
usually usable only on smaller, less complex incidents or projects.
7. Issuing Air Traffic Information and Advisories. Safety is dependent upon adequate air
traffic information and advisories being given, and that the information is received and
acknowledged. Remember that interpretation can vary; monitor traffic for compliance
and ask the Pilot or TFO to repeat if uncertain. Additionally, remember that only
certified FAA Air Traffic Controllers can issue “clearances” and “control” the airspace.
The function of TOLC’s and Radio Operators is to provide information and advisories. In
most situations, pilots need to know the following:
 Which helicopters are affected
 Identification of unit issuing the advisory
 What type of traffic (helicopter, fixed-wing, etc.)
 What traffic is doing
 Location of traffic and direction of travel
 Type, direction, and altitude of pattern; note that traffic pattern direction must
change if wind changes
 Recommendations
8. Special Operations. During special operations such as long-line or hoist operations, discrete
frequencies are often established to avoid interference from other ongoing operations. In all
cases where frequencies are needed, be sure to consult your Program Manager or local agency
communications specialist before using any frequency. Radio signals sometimes “pair up” to
produce a signal on a third frequency which might interfere with any number of other services.
C. Tactical Response Events.
The SMFD helicopter pilots and crewmembers shall coordinate their efforts in the aircraft to meet
the same goals and objectives as set forth by the incident commander. The pilot is ultimately
responsible for the safe operation of the aircraft at all times. The Flight Officer shall perform the
duties of Air Tactical Group Supervisor (ATGS) until a qualified CDF/USFS ATGS arrives on scene to
assume those duties. At that time, the SMFD TFO may be reassigned as Helicopter Coordinator
(HCCO) when necessary. The following outline lists the tasks that the helicopter flight crew shall
perform and the priority in which those tasks will normally be accomplished:
1. Receive Dispatch.
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Print CAD Information.
Locate destination on map and note compass heading from present location.
Notify ECC upon receiving dispatch - "Fire Dispatch, Copter 1 copy dispatch, will
advise when airborne enroute".
Reconfigure aircraft and/or load additional equipment as required by the mission.
35

Perform helicopter start-up procedure as per district policy.
2. Enroute.
 TFO advises SRFCC when "airborne" to begin flight following.
 TFO shall assist pilot in navigating to the incident and monitor tactical frequencies.
 TFO makes the request through SRFCC for "Helicopter Support" when the report on
conditions suggests a working fire that could require the need for additional fuel, or
when the crew chief anticipates a need for additional helicopter support personnel and
equipment. SRFCC shall provide the helicopter flight crew and the Incident Commander
with the following information as soon it becomes available; Air-to-Air Frequency, Airto-Ground Frequency, Air Tactical Frequency, and the call sign and ETA of all air
resources on scene or enroute to the incident.
 TFO shall record all pertinent information and keep track of all air resources.
 Pilot shall establish communication on the Air-to-Air frequency with other
helicopters that are enroute, or on scene.
 The TFO and pilot shall identify a location suitable for bucket or snorkel operations.
3.
On Scene. Once on scene the pilot and TFO will accomplish a high and low reconnaissance
of the area for hazards, specific fire behavior and tactical planning. The TFO will then advice
the Incident Commander of “On Scene” and report observations. The report shall include, but
is not limited to the following information:
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4.
Assigned. After assigned on scene, the pilot and TFO will recon the area for water points and
evaluate the following conditions;
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5.
Size of fire.
Fuel type and density.
Direction and rate of speed.
Structural threats.
Best access route.
Possible anchor points.
Wind direction, speed and turbulence.
Approach and departure routes.
Water depths.
Aerial hazards.
Crowd control.
When a suitable water point has been confirmed, the pilot shall begin water
dropping operations in support of the assignment given by the Incident
Commander. The TFO shall notify the Incident Commander of the water point
location and the turn- around time. The pilot shall communicate with all other
helicopters on the air-to-air frequency to establish routes, confirm targets and
maintain separation.
Released. Once release from the scene, the pilot and TFO will ensure that:
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The aircraft is refueled and released to dispatch for the next mission.
Ensure that helitenders are resupplied with jet fuel.
All helicopter support equipment is refueled, resupplied, and ready to be made
available in quarters.
All reports and required documentation is completed.
36
CHAPTER 5: AIRCREW TRAINING PROGRAM.
Metro Air Operations support missions are operational, not training missions. The department
supports various agencies that may not be familiar with department regulations, policies and
procedures. The operational environment may include low altitude flights over unfamiliar
terrain. New equipment procedures and working relationships add to the risk. Risk assessments
and appropriate countermeasures will be incorporated in the mission planning and execution
cycles. The objectives of the Aircrew Training Program are to:
 Provide realistic, standardized training for mission effectiveness.
 Promote Crew Resource Management for mission efficiency and safety.
 Provide training to meet department mission criteria and cooperative interagency
support on incidents or projects.
I. Crew Selection Criteria.
Crew selections will be made by the Chief Pilot and Program Manager with assistance provided
by the Safety Officer, Instructor Pilot and Tactical Flight Officer Instructor (TFOI). Crewmembers
will be designated on missions, specifying the duties and flight crew stations for each
crewmember. The crew selection criteria are as follows;
 Crew selections will be made considering the proficiency of the aircrew members
involved, the complexity of the mission, crew capability to perform the mission, and
aircraft capability to accomplish the mission.
 Crew selections will be designated specifying the duties and flight crew stations for each
crewmember.
 Crewmembers must meet the requirements of this SOG, the Aircrew Training Manual
(ATM), and meet the current medical standards per the FAR’s (Class II Medical for
aviator’s only). Upon successful selection, the aviator/TFO will be designated for
mission training to complete base and mission specific tasks.
 Upon demonstrating proficiency in all base and mission tasks outlined in this SOG and
ATM; the Chief Pilot will designate a crewmember mission qualified.
 After being designated mission qualified, crewmembers will be required to perform
Continuation Training within the program to meet mission currency and proficiency.
A. Chief Pilot.
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Meet the requirements of this SOG, applicable FAR’s and the SMFD.
Complete an approved FAA or military certified Instructor Pilot Course.
Possess a minimum of 5000 hours of helicopter flight time.
Be designated, in writing, by the department Assistant Chief.
B. Instructor Pilot (IP/CFI).
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Meet the requirements of this SOG and appropriate FAR’s.
Complete an approved FAA or military certified Instructor Pilot Course.
Possess a minimum of 3000 hours of helicopter flight time.
Complete an IP/CFI evaluation by the Chief Pilot.
Designated by the Chief Pilot in writing.
C. Instrument Examiner (IE/CFII).

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
Meet the requirements of this SOG and appropriate FAR’s.
Complete an approved FAA or military certified Instrument
Instructor Pilot Course.
Designated by the Chief Pilot in writing.
37
D. Tactical Flight Officer Instructor (TFOI).
 Meet the requirements of this SOG.
 Complete appropriate local training and requirements designated by the Chief Pilot
and Program Manager.
 Designated by the Chief Pilot in writing.
E. Unit Trainer (UT).

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
Meet the requirements of this SOG.
Meet the local requirements designated by the Chief Pilot.
Complete a UT evaluation conducted by the Chief Pilot or IP/CFI.
Be authorized to perform UT duties from either flight crew station.
NOTE: Unit trainers are authorized to conduct training as authorized by the Chief Pilot.
However, UT’s are not authorized to conduct evaluations.
F.
Pilot In Command (PC).

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Meet the requirements of this SOG.
Possess a minimum of 3000 hours of helicopter time.
Have completed an initial PC evaluation with the Chief Pilot or designated IP/CFI.
Be mission current and qualified.
Designated by the Chief Pilot in writing to perform designated missions.
NOTE: Aviator’s designated as IP, MP, or IE may perform PC duties in the aircraft if they
are current and qualified. Therefore, duplication of PC designation on the unit
authorization matrix is not required.
NOTE: The Chief Pilot has the authority to waive hour requirements for pilot in
command based on aviator currency and experience.
G. Tactical Flight Officer (TFO).
 Meet the requirements of this SOG.
 Complete appropriate local training and requirements designated by the Chief Pilot
and Program Manager.
 Designated by the Chief Pilot in writing.
II. Evaluation Requirements.
Flight evaluations are an integral part of the Aircrew Training Program. They provide the Chief
Pilot with a method to determine the proficiency of each crewmember, standardize training,
promote safety, and to note deficiencies within the program. Crewmembers, at a minimum, will
be evaluated;
 Upon acceptance into the program.
 During mission training and qualification.
 Annually (Annual Flight Evaluation).
 Bi-Annual Flight Review (Pilots Only).
 During USFS Interagency Carding Requirements.
 During No-Notice evaluations at the discretion of the Chief Pilot or TFOI.
 To determine proficiency when currency has lapsed.
 To determine proficiency when questioned by the Chief Pilot.
NOTE: Evaluation tasks conducted for the purpose of individual crewmember readiness and
questioned proficiency will be determined by the Chief Pilot. Evaluation methods can consist
of an oral, written, flight, or a combination of all three methods.
38
A. No-Notice Program. The intent of the no-notice program is to ensure standardization and
discover shortcomings or discrepancies in the training program. Crewmembers may receive
a no-notice evaluation at any time. A goal of the Chief Pilot is for crewmembers to receive at
least one no-notice evaluation annually. Crewmembers that refuse to take a no-notice
evaluation will be immediately placed on appropriate administrative action and suspended
from flying duties by the Program Manager. The Chief Pilot will make necessary adjustments
to the ATP based on the deficiencies noted during no-notice evaluations.
III. Aircraft Minimum Crew Requirements.
The UH-1 aircraft is equipped with systems that require formal training. Aviators will not fly in
aircraft (at a seat with access to flight controls) while on operational missions until they are
qualified in the systems that are utilized to perform the specialized missions for SMFD (Water
Tank, Bambi Bucket, Hoist, etc.). Exceptions to this policy are when pilots are conducting
training/qualification with an IP or UT. Until further information is collected concerning the
operational requirements of this aircraft, they are considered a single pilot aircraft and will be
operated under the following guidelines for operational missions except routine maintenance
flights;
 Day/Night Unaided-Requires one UH-1 mission qualified and current aviator.
 Operational Missions (Fire)-Requires one UH-1 mission qualified and current pilot
and TFO.
 Operational Missions (Hoist/SAR)-Requires one UH-1 mission qualified and current
pilot and a minimum of two qualified and current TFO’s.
IV. Aircrew Mission Training/Qualification.
The aircrew mission and qualification training program standardizes training and evaluations to
ensure air operation readiness. The Aircrew Training Program (ATP) outlined in the Metro Air
Operations Aircrew Training Manual (ATM) is mandatory for all aviators and TFO’s assigned to
operational positions. All training will be outlined within this SOG and accomplished by
referencing the accompanied ATM where task description, conditions, standards, and specific
training requirements are described.
A. Aircrew Integration. Integration into the Air Operations program begins with an FAA
and/or military certificate, medical and log book review to verify and validate that a
crewmember is qualified, current and meets the requirements of the Air Operations ATP.
Copies of certificates and medicals will be kept on record within the individual’s crew
records and training folders.
Upon verifying all crewmember information, an individual crew training folder will be
established to document training, certifications, medicals, and evaluations within the
program. Once completed, the crewmember initiates Mission Qualification Training by
taking a flight evaluation by the Chief Pilot or designated IP/TFOI to determine proficiency
based on the tasks selected and modes of flight specified by the ATM. This evaluation
determines the crewmembers course of training and hour requirements to complete his/her
qualification.
B. Mission Training. All mission training will be accomplished IAW this SOG and the Air
Operations ATM. The purpose of mission training is to establish crewmember proficiency in
all assigned base tasks and mission specific tasks assigned by Air Operations. During mission
training, the following will be accomplished utilizing the Air Operations ATM;


Local area orientation and noise abatement policies.
Review of Air Operations policies, procedures and regulations.
39




Flight proficiency in all assigned base tasks (day/night).
Flight proficiency in all assigned special mission tasks (day/night).
Knowledge of all oral subjects covered in the ATM.
Knowledge and integration of crew resource management.
C. Mission Qualification. Mission qualification is accomplished when all base and special
mission tasks assigned by Air Operations is satisfactorily completed, based on proficiency, by
the crewmember (Pilot/TFO). After mission qualification is assigned, Continuation Training
begins which is the ongoing process in which the crewmember will continue to increase
proficiency in those skill sets and tasks required for the position in which the crewmember
is assigned. All ATP tasks and iterations along with any additional requirements will be
completed throughout the training year.
D. Aircraft Currency Requirements. To be considered aircraft/mission current, the
crewmember must participate every 90 days in a one-hour flight from a crew position with
access to the flight controls or assigned crew station while operating the aircraft and/or
systems. A crewmember whose currency has lapsed must complete, at a minimum, a
proficiency flight evaluation in an aircraft with a qualified IP/CFI/TFOI and will be evaluated
by the tasks indicated by the Chief Pilot.
When pilots have expired aircraft currency, then they are restricted from carrying
passengers until currency requirements have been met. When mission currency has
expired, then as a minimum (pilot and TFO’s), must conduct a training flight in those tasks
prior to becoming mission qualified. When conducting currency flights, the following
iterations will be required for each task:



Aircraft Currency (Day/Night)-6 take-offs and landings every 90 days.
Special Mission Tasks (Hoist Operations)-3 iterations every 90 days.
Special Mission Tasks (All other assigned)-6 iterations every 180 days.
V. Annual Flight Evaluation.
All Sac Metro Air Operations crewmembers will receive an Annual Flight Evaluation by the Chief
Pilot or TFOI for non-rated crewmembers. The annual flight evaluation will consist of the
following at a minimum;
 Contact flight on all assigned base and special mission tasks.
 Operator’s manual written exam.
 Instrument evaluation (Inadvertent Instrument Meteorological Conditions) procedures,
(Pilot Only).
 Oral evaluation on subject areas described in the ATM at the discretion of the Chief Pilot
or TFOI.
 Class II FAA Flight Physical (Pilot Only).
 USFS Interagency Carding (When Due).
NOTE: The Chief Pilot and TFOI will receive their Annual Flight Evaluations from the senior
IP/CFI and TFOI assigned to the Air Operations Unit.
NOTE: In addition to the Annual Flight Evaluation for aviators, a Bi-Annual flight review will
also be conducted to satisfy the requirements of the FAR’s.
VI. Crew Resource Management (CRM) Training.
Crew resource management in all flight tasks have defined how each crewmember is expected to
perform, both as an individual, as well as how the crew should function together. All
IP/CFI/UT/TFOI’s will ensure each crewmember is aware of the elements of CRM and will
monitor the performance and application of CRM throughout each mission. All flight
40
crewmembers will be CRM trained during mission training. Once mission qualified, all aspects of
CRM will be integrated into training and missions conducted. The pilot in command shall ensure
that a proper cockpit climate is set in the pre-mission brief and allows crew input. Following
each mission, a thorough post-mission brief will be accomplished to discuss crew
accomplishments as well as deficiencies, to further benefit the Air Operations training program.
VII. Environmental Training.
During the conduct of mission training, environmental training will be emphasized to provide
crewmembers flight experience and academic knowledge in those areas which are
environmentally unique to the state of California with emphasis on desert/mountain
environments. Those areas have been determined to be:
 Hot weather (desert) operations.
 Mountain flight operations.
 Over water operations.
VIII. Instrument Flight Training.
Ongoing instrument proficiency training will stress the areas of Inadvertent Instrument
Meteorological Condition (IIMC), unusual attitude recovery, and physiological factors affecting
human performance. This POI, tasks, conditions and standards will be located in the Metro Fire
Air Operations ATM.
IX. Aviation Life Support Equipment (ALSE) Training.
All aircrews will be trained in individual and crew ALSE. While the bulk of this training occurs
during mission training, refresher training will be required annually. In addition, ALSE training
will be conducted as a component of the Annual Flight Evaluation. ALSE training will be based
upon current missions and areas of aircraft employment. At a minimum, the following will be
accomplished;
 Operator care and use of flight helmet, survival vest, protective flight clothing, survival
kits, first aid kits, and emergency locator beacons.
 Helicopter Emergency Egress Devices (HEEDS) and methods.
 Flotation devices.
 Use of survival rafts.
 Ditching procedures.
 Aircraft emergency water egress (DUNKER) training.
41
CHAPTER 6: MAINTENANCE.
The purpose of the Sac Metro Air Operations maintenance program is to provide fully
mission capable, safe aircraft to fly in support of assigned department missions, state
emergencies, and interagency missions.
I. Maintenance Shop Operations.
A. Aircraft Scheduling. It is the objective of the Sac Metro Aviation maintenance section to
maintain aircraft in a Fully Mission Capable (FMC) status. Our high maintenance standards
require close coordination with the Program Manager to meet mission requirements and assure
adequate down time to maintain the aircraft. Scheduling of all Sac Metro Air Operations missions
will be conducted by the Program Manager in coordination with the SMFD Air Ops Maintenance
Program Manager (MPM), the contract maintenance mechanic, and the Dyncorp contract
representative.
The contract maintenance mechanic (CCM) will review the schedule and assign aircraft based on
maintenance priorities, with consideration given for maintaining a managed schedule of
preventive maintenance.
The CCM will notify the Program Manager of any change in aircraft availability as soon as
possible. Upon completion of each duty day, the crew will perform a daily inspection and provide
the CCM with an aircraft status.
B. Production Control (PC) Meeting. The Program Manager or Chief Pilot will schedule and
attend all PC meetings with the Dyncorp Contract Representative to ensure that all contract
maintenance activities are planned and scheduled in order to minimize equipment down time.
Furthermore the CMM and Air Ops Maintenance Manager will attend all PC meetings to insure all
parties understand current maintenance priorities.
The primary goal of PC meetings is to identify aircraft maintenance problems as soon as possible
prior to impacting ongoing operations. Topics should include:
 Maintenance work priorities.
 Scheduled inspections and maintenance due within the following two weeks
 Significant non-maintenance events which may impact capabilities.
C. Maintenance Support Requests. The Program Manager will coordinate unscheduled
maintenance support with maintenance personnel. Requests for assistance will be forwarded in
a timely manner. Assistance is available for:
o Maintenance that is beyond Air Operations organic capability.
o Specialized maintenance.
o Maintenance assistance due to personnel constraints.
If possible, SMFD Air Ops will pre-order parts and/or pre-position parts to accompany aircraft
requiring outsource maintenance.
Technical Inspections; Maintenance personnel will provide timely clearance of Safety of Flight,
Airworthiness Directives, Service Bulletins, ASAMS, or any other aircraft grounding status
conditions. In addition, the following inspection support coordination is the responsibility of the
SMFD Maintenance Manager;
 Initial and final annual inspections.
 In-progress inspections.
 Safety inspections.
 Component inspections.
42
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
Nondestructive inspections (NDI).
Maintenance that conceals other work with parts, hardware, or covers, will be inspected
prior to installation of the covering material.
D. Preventive Maintenance Daily Inspections. PMD inspections are used by aircraft mechanics
to ensure that maintenance standards meet unit mission requirements. The following guidelines
apply to daily maintenance;




Aircraft will be serviced with fuel and oil as soon as possible after shutdown.
Daily inspections (PMD) will be performed by maintenance personnel IAW the applicable
aircraft PMD checklist and appropriate technical manuals.
If practicable, faults noted on the aircraft log will be corrected in conjunction with the
PMD.
Crewmembers will immediately notify the maintenance personnel of grounding
conditions. Work orders and parts requisitions procedures will be initiated immediately
to return the aircraft to a flyable status. All faults will be annotated on the aircraft flight
log.
E. Schedule Maintenance. Scheduled maintenance consists of known deficiencies or projected
maintenance that can be anticipated and scheduled in advance. In addition;
 Scheduled maintenance will be completed by the aircraft mechanics IAW applicable
maintenance manuals.
 Recurring special inspections should be planned and accomplished at the “due” time, and
always within the allowed window established by the appropriate aircraft maintenance
manual. Maintenance accomplished within the window but after the due time is not
considered deferred maintenance.
 Time change components which will come due within 100 hours or 90 days will be
ordered early to ensure timely delivery.
 Faults discovered during scheduled inspections which must be delayed because of parts
or maintenance limitations will be transcribed on the aircraft flight log.
 Weight and balance requirements will be accomplished by maintenance personnel IAW
current Federal Regulations and copies placed in the aircraft log book and historical
records.
 When aircraft parts are removed during maintenance, the parts shall be tagged to
identify the aircraft from which the part was removed.
F. Unscheduled Maintenance. Unscheduled maintenance is a normal condition. The goal of
SMFD Air Ops is to identify, repair, and/ or replace components in a timely manner. The
following procedures will be followed:
 Crewmembers will immediately notify maintenance personnel of any aircraft grounding
condition.
 Maintenance personnel will coordinate assistance as necessary to assure a timely
solution to the noted maintenance discrepancy if required.
 Work requests will be initiated by email to maintenance provider. Parts requisitions, and
controlled exchange procedures will be initiated immediately to return the aircraft to
FMC status.
 When parts are not available to correct a deficiency, the Program Manager will determine
if a controlled exchange will be used to return the aircraft to FMC status.
 Work requests for higher maintenance support will be initiated through the Program
manager or Chief Pilot.
 When aircraft parts are removed during maintenance, the parts shall be tagged to
identify the aircraft from which the part was removed.
43
G. Deferred Maintenance. Maintenance that cannot be accomplished due to personnel
constraints or unavailable parts may be deferred. Maintenance will only be deferred when the
fault does not affect the operation of the aircraft or the safety of the crew. Maintenance will only
be deferred when the fault does not affect the operation of the aircraft or the safety of the crew.
Discrepancies which ground the aircraft will not be deferred. Entries on the flight log will be
approved by the SMFD Maintenance Manager. Entries will indicate a reason for delay.
H. General Housekeeping Rules.
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A "clean as you go" approach to maintenance will be maintained.
Trash will not be permitted to accumulate in or around buildings, vehicles, and
administrative office space.
All spills will be cleaned up immediately.
Flammable liquids, chemicals or paints will be stored in approved containers and only in
authorized areas.
Daily cleanup should include the cleaning of all common areas, workbenches, and tables.
Regular FOD walks shall be accomplished on the ready line.
Floors and halls should be swept regularly and garbage cans, FOD containers and oily rag
cans will be emptied as needed.
Engine, hydraulic, and fuel lines when disconnected will be capped or plugged to prevent
entry of foreign objects.
I. Forms and Records. All forms and records shall be kept IAW applicable references and
procedures. All forms will be retained at Sac Metro Air Operations maintenance office. When
aircraft are deployed, maintenance personnel will fax their aircraft logs to Sac Metro Air
Operations for processing.
II. Maintenance Safety.
A. Purpose. The safety rules set forth in this SOG prescribe safe methods and practices for
insuring personnel safety and preventing property damage. Safety is a Program Manager’s
emphasis and should be stressed at every level. All personnel shall consider the prevention of
injuries as the number one priority. It is the duty and responsibility of each member of this unit
to act when an unsafe condition is observed or perceived. By acting it means stopping the unsafe
act, reporting it, or writing an Report of Occurrence. An open-door policy exists by the Program
Manager when it comes to safety. This Program Manager urges that safety is a total emphasis up
and down the chain-of-command.
B. Basic Safety Rules.
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
Be alert at all times.
Wear clothing that fits properly.
Wear protective equipment to prevent injury. This includes goggles, ear protection,
gloves, head protection, etc., when applicable to the job being performed.
Jewelry, such as rings, watches, chains, hair clips, etc., shall not be worn when working
on aircraft or equipment.
Horseplay is not allowed at any time.
Discourage and report unsafe activity.
Make suggestions to the safety program, through the Unit Aviation Safety Officer.
Do not take chances, take your time.
Smoking is permitted only in authorized smoking areas with signs identifying them as
"smoking areas."
Extra caution will be exercised anytime lifting is required.
44
C. Aircraft Maintenance Safety Rules.
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All possible adjustments and maintenance work on the aircraft should be made with the
engine stopped.
During maintenance, batteries will be disconnected on all aircraft unless required for
troubleshooting.
Maintenance personnel or pilots will not operate aircraft controls until they know that
all personnel are clear of moving parts. The word “CLEAR” shall be called out to alert
other personnel.
Walkways will be used when it is necessary to walk on aircraft surfaces.
When aircraft fuel tanks are to be drained for inspections or repair, draining of the tanks
will be accomplished before repair.
Smoking is not permitted within 50 feet of any aircraft.
D. Maintenance Area Safety Measures.
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All racks, shelves, and toolboxes provided will be used for storage of tools to insure the
elimination of hazards created by misplaced or forgotten tools.
When tools are used on ladders, platforms, or other elevated areas, special precautions
will be made to prevent them from being dropped from these areas.
Defective tools will be replaced or repaired upon discovery of any condition that could
cause harm, or damage.
Tools with sharp cutting edges will be carried as to prevent serious injury.
Only approved solvents will be used for cleaning. CAUTION: Gasoline will not be used
for cleaning.
Dripping oil will be collected in drip pans. Spilled oil will be wiped up immediately. Drip
pans will be wiped clean daily.
Aircraft fuel tanks will be filled prior to being brought into the hanger unless fuel system
maintenance is to be performed.
Smoking is not permitted within 50 feet of any parked aircraft or flammable storage
area. Signs stating NO SMOKING will be placed in conspicuous areas in the hangar and
maintenance work areas.
Aircraft engines will not be operated inside hangar under any circumstances.
No source of ignition (open flame, spark producing device, etc.) will be permitted in the
hanger.
When an aircraft is on jacks, only required personnel will be allowed within the secured
area.
E. Shop Operations. When personnel are working within the maintenance shop area in the
utilization of various equipment which may include power tools and hand tools, the following
safety considerations will be adhered to;

Cords, hoses and cables of power tools in use should be located so as not to cause a
tripping hazard.

Gloves, loose clothing, neckties and finger rings should not be worn when working with
power tools.

Wear goggles when using a power tool in all operations such as grinding and scratch
brushings, where particles may strike the eye.

Suitable respirators will be worn when dust and other respiratory hazards are created,
such as, in stone cutting.
45

Power tools will be inspected before use and kept in safe working condition. Broken and
worn parts, frayed cords, and defective tools shall not be used.

Hearing protection will be worn when operating power tools.
III. Packaged Oil, Lubrication (POL).
There will be times when Air Operations personnel will be handling POL products during
maintenance procedures. Before coming in contact with POL materials read and understand the
Material Safety Data Sheets (MSDS). Any questions concerning MSDS should be directed to the
HAZMAT section.
A. General. Small quantities of packaged POL products (i.e. engine and transmission oil,
hydraulic fluid, and assorted greases) are maintained by maintenance personnel. Air Operations
primarily orders all POL products and maintains the bulk POL. However, there will be times
when aircraft mechanics will request products through Fleet services. Maintenance personnel
will coordinate with the Program Manager for ordering and replenishing maintenance POL stock.
B. Issue. Packaged POL products will be provided to maintenance personnel for servicing of
aircraft. Only authorized personnel may request and be issued POL products.
C. Storage.



All oils, greases, and other nonvolatile packaged POL products will be stored in an
approved cabinet or cover. Ready-to-use will be stored in the flammable cabinets. Bulk
POL will be stored in appropriate containers.
Products will be segregated as necessary.
Packaged POL products will be arranged in storage containers so that the oldest
products are used first.
IV. Hazardous Waste Disposal.
The overall management of hazardous waste will be IAW Sac Metro policies, regulations and
procedures.
V. Aircraft Towing and Parking.
A. Purpose. To establish policies and procedures designed to guide aircraft mechanics in the
process of towing aircraft. Towing will be accomplished IAW this Chapter and the applicable
aircraft maintenance manual. Parking will be accomplished IAW this Chapter and the applicable
aircraft maintenance manual.
B. Towing. When conducting towing operations, the following procedures will be utilized;




Aircraft may be towed with a tractor using an appropriate tow bar.
Towing speed is limited to five miles per hour. Sudden stops and starts should be
avoided.
Caution must be taken when towing over rough or muddy ground and in congested
areas.
To protect the RBHI gyro, a minimum of 25 minutes must elapse after turning off aircraft
power prior to towing. If you must tow the aircraft before 25 minutes have elapsed, turn
on aircraft power and wait five minutes before towing. Jacking the aircraft with ground
handling wheels is considered part of towing procedure.
C. Parking. Prior to leaving the immediate vicinity of an aircraft, the aircraft will be parked in a
designated area and the following items will be completed:

Rotor blades will be tied down as required.
46


The battery will be disconnected and a drip pan placed under aircraft, if available.
Protective covers will be installed and doors locked (if applicable).
D. Hangar Parking. When aircraft are parked within the hangar, the aircraft rotor blades will
be properly secured and batteries disconnected. Protective covers will be installed when
required by maintenance.
VI. Lost Tool Procedures.
A. Purpose. The intent of the tool control program is to prevent personal injury and damage to
equipment. Maintenance supervisors and mechanics will become familiar with the tool control
procedures and enforce all aspects of the program. A lost tool is anything used to repair or
maintain aircraft that is missing after completion of the work.
B. Responsibilities.
1. Program Manager. The Program Manager has the overall responsibility for tool control.
In addition, the Maintenance Manager;



Provides constant feedback on the status of the program and any changes that need
to be incorporated.
Coordinates lost tool searches.
Has the authorization to release aircraft affected by a lost tool upon the
recommendation from maintenance personnel.
2. Mechanics. Aircraft mechanics will perform the following;



Ensure items used in the inspection and repair of aircraft are accounted for before
anyone is allowed to perform maintenance operational check or flight in that
aircraft.
Inventory all tools and equipment to include rigging pins and special tools at the
beginning and end of each maintenance action. If a tool is missing, the mechanic will
conduct a thorough inspection of the aircraft.
Ensure all toolboxes are kept locked except when in actual use.
VII. Supply.
A. Parts Requisitions/Tracking. All requests for parts will be submitted through the Program
Manager. The parts request will be initiated by the maintenance personnel to request parts with
the following information:






NSN or Part Number.
Quantity.
Part nomenclature.
ACFT Tail Number.
Date of Request.
Parts Receipts.
47
VIII. Corrosion Prevention and Control (CPC).
A. Purpose. To promote CPC awareness and integration into all levels of aviation maintenance.
This policy provides guidance concerning responsibilities and procedures for the prevention and
control of corrosion on aircraft and respective components.
The Maintenance Manager is appointed as the corrosion control monitor to oversee the
Corrosion Prevention and Control policy within Sac Metro Air Operations. In addition, the
Maintenance Manager Monitors the CPC program for compliance and effectiveness. Aircraft
Mechanics will inspect their aircraft IAW applicable aircraft manuals, and upon detection of a
fault, apply proper treatment or take corrective action as appropriate.
C. Procedures.


Aircraft will be thoroughly cleaned every 25 flight hours or 30 days IAW applicable
maintenance manual. Aircraft subjected to a more corrosive environment, i.e. within
10 miles of salt water, will be given a daily fresh water rinse when available.
Refer to the applicable aircraft technical manual for limits criteria, repair and/or
treatment of all corrosion detected, no matter how minor.
D. Responsibilities.
1. Maintenance Manager (MM). The MM is responsible to the Program Manager for both
air and ground maintenance of aircraft. In addition to duties specifically assigned by the
Program Manager, the following duties apply:
 Ensures that Maintenance Operating Procedures are prepared, reviewed, implemented,
and updated as necessary to accomplish mission requirements.
 Provides daily maintenance status, advice and maintenance expertise to the Air
Operations Program Manager and mechanics.
 Assists with the performance of operational check flights on aircraft IAW applicable
manuals.
 Develops and supervises ground and aviation maintenance training program for assigned
personnel. Coordinates with supporting agencies for maintenance support as needed.
 Responsible for accountability of all maintenance personnel.
 Serves as the Aircraft Inspector for all work performed by mechanics
2. Aircraft Mechanic. Maintenance personnel are responsible for the safe and efficient
maintenance of aircraft. In addition is responsible for the detection of deficiencies and
ensuring that maintenance, repairs, modifications, safety of flight and other aviation
maintenance functions are performed IAW established procedures. Individual maintenance
personnel are the primary implementation level for all implied and assigned safety
programs. Aircraft mechanics are responsible for:
 Conducting all maintenance IAW applicable TM's.
 Having a current TM available and open to the correct page for the work being
performed. Book marking is acceptable when more than one mechanic is using the
same manual. Printing the task is authorized as well.
 Entering information in the flight log or the maintenance logbook IAW appropriate
directives.
 Responsible for maintaining his/her assigned toolbox and conducting a toolbox
inventory upon completion of each maintenance task.
 Maintaining Ground Support Equipment (GSE) as required.
 Ensure that all completed work is inspected and that all forms and records are updated
and completed.
 Ensures all faults are written up.
48
IX. Aviation Ground Support Equipment (AGSE).
A. Purpose. The purpose of the AGSE program is to establish guidelines, identify
responsibilities and duties, and implement procedures for the maintenance and dispatch of
Aviation Ground Support Equipment (AGSE). Supervisors and operators have an equal stake in
the readiness of AGSE to perform maintenance. All personnel will work together to keep
equipment operational and ensure that required maintenance is performed and that necessary
training is conducted.
B. General. AGSE includes; Jacks, maintenance work stands, Aviation Ground Power Unit
(AGPU), engine and transmission maintenance adapters, high and low pressure compressors,
and tow bars. Only trained and authorized personnel will utilize or operate AGSE.
C. Responsibilities: All operators are responsible for;




Performing on-going, and post-operational checks and services, weekly and monthly
checks, and preventative maintenance services (PMCS).
Performing all operator level maintenance.
Notifying the Maintenance Manager of equipment that becomes NMC.
All faults identified will be corrected before use of equipment by the operator. Any
faults identified above the operator level will be coordinated through the Maintenance
Manager for repair.
X. Remote Operations.
A. Purpose. The purpose for remote operations is to provide safe and mission capable aircraft
when deployed from the home station. This section provides responsibilities, policies and
procedures.
B. General. When deployed to remote locations to provide interagency support, the following
procedures will be conducted:




Aircraft deployed to remote operations for extended periods (i.e. 2 days or more) will
have a minimum of 1 crew assigned.
Crews will establish a means of communication with supporting agency.
Crews will ensure fueling operations are available during remote operations.
Aircrews will ensure security of the aircraft and equipment.
C. Responsibilities. Aircrews and mechanics will be responsible for the following:









The PIC will ensure flight following is completed on a daily basis per the SOG.
The PIC will ensure communication link with Air Operations in the event of maintenance
issues (i.e. cell phone, pager).
The PIC will conduct the preventative Maintenance Daily Inspection in lieu of a
mechanic when the mechanic is not accompanying the aircraft.
The PIC will coordinate with Air Operations maintenance personnel in the event an
aircraft is in need of unscheduled maintenance.
Mechanics will ensure proper TM’s are on hand for assigned aircraft.
Mechanics will have proper tools and adequate parts on hand to accomplish
maintenance tasks.
Crews will carry tow wheels for assigned aircraft during remote operation.
Maintenance personnel will coordinate with local agencies about disposal of hazardous
materials. (i.e. fuel, oils).
Maintenance personnel will ensure launch and recovery of aircraft during remote
operations.
49
XI. Aircraft Recover And Evacuation.
A. Purpose. This section is to establish aircraft recovery responsibilities and procedures after
maintenance even has occurred. The primary concern is the safe and rapid recovery of personnel
and equipment.
B. General. General aircraft recovery and evacuation responsibilities are as follows:




Aircraft recovery operations will be coordinated through the Maintenance Manager or
mechanic.
The pilot assigned to recover an aircraft will have overall control of the recovery
mission.
If the repair or recovery is beyond the capabilities of Air Operations personnel, the Air
Operations Program Manager will coordinate the recovery through the office of the Fire
Chief.
Aircraft involved in a serious accident/incident will not be recovered until an accident
investigation board releases the aircraft for recovery with written disposition
instructions.
C. Responsibilities.
The Aircrew is responsible for:
 Once the aircraft is in a safe location the aircrew may attempt to correct or narrowly
define the deficiency with reasonable diligence. Aircrews are limited to basic procedural
checks and visual inspections.
 Fluid leaks: Wipe dry and check for static (non-operating) and dynamic (operating)
leaks. Measure by counting drops per minute. A drop must form and fall to be counted.
 Electrical: Confirm switch or circuit breakers positions and tighten suspect cannon
plugs.
 If the aircraft is found to be in a non-airworthy condition, the crew will secure the
aircraft and complete the following steps;
(1) Close flight plan.
(2) Contact air operations and inform them of the inability to complete the mission.
(3) Contact the Chief Pilot and advise on the specific condition/status of the aircraft.
 Pilots are not authorized to conduct or inspect repairs unless specifically instructed by
the Maintenance Manager.
The Maintenance Manager will assist in:
 Authorizing and initiating the recovery operation.
 Developing a recovery plan.
 Briefing the recovery plan to the Chain of Command.
D. Procedures.
1. Step 1. The PIC will contact the Maintenance Manager or the Chief Pilot and provide the
following information:




Location and nature of aircraft condition (include any aircraft damage).
Concise description of aircraft symptoms so the appropriate personnel, tools, parts,
and equipment can be assembled prior to recovery.
The crew’s ability to assist in repairs.
Assessment of site security and adaptability for recovery team insertion and repairs.
50
2. Step 2. The Maintenance Manager and/or the Chief Pilot assemble a recovery team, with
required tools, parts, and equipment. The exact composition of the recovery team will vary
depending on the type of maintenance work anticipated.
3. Step 3. The recovery team departs to the downed aircraft site. The site location and
environmental conditions will determine transportation method. At the downed aircraft site
the PIC will contact the Program Manager to determine which one of the following recovery
methods will be used:
 Clear the aircraft for immediate use, deferring repairs to a later date.
 Make permanent repairs and release aircraft for use.
 Make temporary repairs and release aircraft for use, deferring permanent repairs to
a later date.
 Make temporary repairs and perform a one-time evacuation mission to a more
secure and better-resourced maintenance area.
 Perform a one-time evacuation mission to a more secure and better-resourced
maintenance area.
 Evacuate aircraft via ground transportation. This will be coordinated with SMFD
Assistant Chief.
XII. Refueling Operations.
A. AIRCRAFT HOT REFUELING PROCEDURES: Servicing the aircraft requires the utmost
precaution due to the highly flammable characteristics of Jet fuel. Personnel must be familiar
with the aircraft being serviced and with the appropriate aircraft operator’s manual. In addition,
the following will be accomplished:














When hot refueling ensure there are sufficient and adequate fire extinguishers at the
aircraft fueling area.
When hot refueling is done at the facility or at a field site it will be accomplished by a
minimum of two personnel.
Use only when a closed circuit refueling system is in place.
The refueling vehicle will be kept at a distance of a least 10 feet from the rotor blades
and at least 20 feet between the exhaust pipe of the vehicle and the aircraft fill port vent.
The refueling personnel will wear their sleeves down with gloves, and eye protection at
all times.
Refueling at locations other than facilities, the PIC or TFO will oversee refueling
operations.
All aircraft will be grounded and bonded during hot refueling.
No aircraft radios will be operated except in an emergency while hot refueling.
Anti-collision lights and pulse lights will be turned OFF.
The PIC will shut down the aircraft if an unsafe condition exists.
Chocks will be utilized for refueling vehicles.
Clear paths shall be maintained at all times around aircraft being serviced to permit
rapid evacuation of fueling vehicles and personnel in case of a fire.
Wind direction will be considered so that fuels vapors will not be blown toward a
possible igniting source.
Explosion proof flashlights will be used for fueling and de-fueling operations.
NOTE: Review local facility policies for specific additional servicing requirements.
B. AIRCRAFT COLD REFUELING PROCEDURES.

Only the crewmembers and personnel refueling the aircraft will be in the immediate
area during refueling.
51













Refueling operations will be conducted with a minimum of two personnel.
Aircraft electrical switches will be OFF.
Aircraft rotor blades will be secured.
Only explosion proof flashlights will be used during fueling operations.
The refueling vehicle will be kept at a distance of a least 10 feet from the rotor blades
and at least 20 feet between the exhaust pipe of the vehicle and the aircraft fill port vent.
Wheel chocks will be used every time the fuel vehicle is parked.
No smoking within 50 feet of refueling operations.
The fuel nozzle will be grounded to the aircraft before the fill port is opened.
The aircraft fill port will be closed before grounding cables are removed.
A fire escape path and a fire fighting plan will be developed at field fueling sites.
Provisions Fire extinguishers will be placed by the truck pump and next to the aircraft
fill port.
Refueling personnel will wear protective clothing, eye protection, and gloves when
handling fuel.
All appropriate PPE will be worn with in fifty feet of the nozzle.
C. DEFUELING PROCEDURES.
De-fueling procedures will be accomplished IAW respective associated aircraft procedures.
E. TRAINING.
Only drivers and refuelers, who have completed authorized training IAW this SOG and the ATM,
and demonstrated proficiency, shall be allowed to operate fuel tanker(s) and refuel aircraft.
52
ANNEX-A STANDARD TERMINOLOGY
The following glossary is intended to provide standardized common terms/phrases used in an
aviation environment. An attempt has been made to keep the phrases clear and concise to allow easy
comprehension.
PHRASE
MEANING
ABORT
Terminate a pre-planned aircraft maneuver.
ACTIVATE
To turn "on".
AFFIRMATIVE
Yes.
BINGO
Minimum fuel state that will allow return for refuel.
BLOCKING
Announcement made by the crewmember who intends to block the tail rotor pedals.
BOGEY
An unidentified aircraft.
BREAK
Immediate action command to perform an emergency maneuver to deviate from
present ground track. Will be followed by the word "right," "left," "up," or "down."
Announcement made by the crewmember that intends to apply brake pressure.
BREAKING
CALL OUT
CEASE FIRE
CLEAR
Command by the pilot on the controls for a specified procedure to be read from the
checklist by another crewmember.
Command to stop firing but continue to track.
COME UP/DOWN
No obstacles present to impede aircraft movement along the intended ground track.
Will be preceded by the word "nose," "tail," or "aircraft," and be followed by a
direction. (i.e. "tail clear left", "tail clear right", "clear to slide left", "clear to slide
right". Also indicates that ground personnel are authorized to approach the aircraft.
Command to change the altitude up or down.
CONTACT
Establish communication with... (Followed by name of element)
CONTROLS
Refers to aircraft flight controls.
DRIFTING
EGRESS
An alert to the unintentional or undirected movement of the aircraft; will be followed
by the word "right," "left," "backward," or "forward."
Command to get out of the aircraft. Repeated three times in a row.
EXECUTE
Initiate an action.
EXPECT
Anticipate further instructions or guidance.
FIRE
Confirmation of illumination of the master caution warning light.
FIRING
Announcement that a specific weapon is to be fired
FLY HEADING
GO AHEAD
Command to fly an assigned Compass heading. (This term generally is used in lowlevel or contour flight Operations.)
Proceed with your message.
GO PLAIN
Directive to discontinue secure operations.
GO SECURE
Directive to activate secure communications.
HOLD
Command to maintain present position.
HOVER
INSIDE
Horizontal movement of aircraft perpendicular to its heading; will be followed by the
word `"left"' or "right."
Primary focus of attention is inside the - aircraft for longer than two or three seconds.
JETTISON
Command for the emergency or unexpected release of an external load or stores:
53
PHRASE
MEANING
MAINTAIN
when followed by the word "door," will indicate the requirement to perform
emergency door removal: when the Command is followed by the word "wing stores,"
will indicate the requirement to perform emergency wing store removal.
Command to continue or keep the same.
MASK/UNMASK
MICKEY
To conceal aircraft by using available terrain features and to position the aircraft above
terrain features.
A Have Quick time-synchronize signal.
MONITOR
Command to maintain constant watch or observation.
MOVE AFT
Command to hover aft, followed by distance in feet.
MOVE FORWARD
Command to hover forward, followed by distance in feet.
NEGATIVE
Incorrect or permission not granted,
NEGATIVE
CONTACT
NO JOY
Unable to establish communication with, followed by the name of the element.
NOW
Indicates that an immediate action ii requires completion
OUTSIDE
Primary focus of attention is outside the aircraft.
PUT ME UP
RELEASE
Command to place radio transmit selector switch to a designated position. Will be
followed by radio position number on the ICS (1, 2, 3, 4, 5).
Command for the planned or expected released of an external load.
REPORT
Command to notify.
ROGER
Message received and understood
SAY AGAIN
Repeat your transmission.
SLIDE
SLOW DOWN
Intentional horizontal movement of an air- craft perpendicular to its heading; will be
followed by the word "right" or "left."
Command to decrease ground speed.
SPEED UP
Command to increase ground speed.
STAND BY
Wait; duties of a higher priority are being performed and the request cannot be
complied with at this time.
Command to go no further; halt present action.
STOP
STROBE
TALLY
TARGET
TRAFFIC
TRANSFER
CONTROLS
Target, traffic, or obstacle not Positively seen or identified.
Indicates that the aircraft AN/APR-39 has detected a radar threat. Will be followed by
a clock direction.
Target, traffic, or obstacle positively seen or identified. Will be followed by a repeat of
the word "target," "traffic," or "obstacle" and the clock position.
An alert that a ground target has been spotted.
Refers to friendly aircraft that present a potential hazard to your current route of flight.
Will be followed by an approximate clock position and distance from aircraft with a
reference to altitude (high or low).
Positive three-way transfer of the flight controls between the rated crewmembers.
54
PHRASE
MEANING
TURN
Command to deviate from the present ground track. Will be followed by the
word "right" or "left", a specific heading in degrees or a bearing. (i.e. "Turn
right 30 degrees") Or instruction to follow a well-defined contour. (i.e. "Follow
the draw at 2 o'clock")
UNABLE
Indication of an inability to comply with a specific instruction or request.
SYSTEMS
HOT/COLD/OFF
System switches are in the ARMED, SAFE, or OFF position.
WILCO
I have received your message, I understand, and I will comply.
55
ANNEX-B CREW BRIEFING CHECKLIST
1. PC will insure daily flight log, operators manual and operators manual check list are brought to
aircraft.
2. Identification, publications, hand-held radio and equipment check.
3. Mission review: Weather, Route, ETE, PPC/Load Calculation Data, etc.
4. Crew Duties, Actions, and Responsibilities:
A. Transfer of Controls:



Positive-three way
Two Challenge Rule-P may make a control input to avoid hazard. Inform P*.
PC may take controls immediately by stating "Emergency I Have the Controls".
B. Emergency Actions:
1. Any simulated emergencies will be briefed by IP/CFI.
2. Mayday calls; usually made by P.
3. Throttle; Positive ID, who manipulates (i.e., power recovery, hovering auto).
4. Immediate Action Steps; P* initiates procedure, P assists as directed.
5. Egress and rendezvous:
 If no fire or fuel spill, wait until rotors have stopped.
 If fire or fuel spill, exit ASAP.
 Meet at clock position relative to aircraft and move upwind.
 Fire extinguisher and first aid kits.
6. Injured Personnel Removal:
 If no fire, leave in aircraft.
 If fire, remove to safe distance.
 Leave helmet ON if at all possible.
 Administer first aid.
7. ICS Failure:
 Brief Plan.
5. General Crew Duties:
A. Aircrew Coordination:




Excessive Professional Courtesy.
The Pinch; if uncomfortable, "Speak Up".
Most Conservative Response Rule; if challenge arises, do something to give yourself
more time.
Sterile Cockpit; within 5 nm of airfield or below 500 ft. AGL.
B. Pilot on the Controls (P*):



Responsible for flying the aircraft, terrain and obstacle avoidance.
Cross-checks instruments and systems.
Monitor and transmit on assigned radios.
C. Pilot not on the Controls (P)/TFO:




Visual Search for traffic and obstacles.
Navigation/ GPS operation
Copy ATIS, clearances, etc.
Cross-Check instruments and systems.
56



Fuel consumption check.
Monitor and transmit on assigned radios.
Perform other duties assigned by P*.
D. Target acquisition and ID:



Who makes ID, location and reports.
P* always responsible for flying the aircraft, terrain and obstacle avoidance.
Positive ID of target orbiting.
6. PC Analysis of Aircraft and Systems:
 Logbook and preflight deficiencies.
 PPC/Load Calculations.
 Mission modification based on aircraft status.
7. Inadvertent IMC Procedures:
 P* maintain aircraft control, transition to instruments.
 P/TFO assist P* as directed.
 Contact ATC with request
 FLIP available and accessible.
8. Passengers:
 Seating/seatbelts/security of equipment.
 Hearing protection.
 Movement in and around aircraft.
 Review/Explain hand and arm signals.
 Normal entry and exit of aircraft procedures.
 Internal communications procedures.
 Emergency procedures/Crash Positions/Exits/Rendezvous points.
 Personal protective gear/Clothing requirements.
 No smoking during flight or near the aircraft.
9. Refueling Procedures:
 Brief procedures to crewmembers.
10. Crew Comments, Discussion, and Acknowledgement of Briefing.
11. Conduct Aircraft Walk-Around.
REFERENCES:
SMFD SOG/ATM
IHOG, dated June 2009
57
ANNEX-C PASSENGER BRIEFING CHECKLIST
1. Personal Protection Gear:
a. Nomex clothing: (sleeves down, collars up)
b. Helmets or hard hats secured
c. Leather boots and gloves on recommended
d. Ear protection
e. NO smoking in or near aircraft.
2. Normal Procedures:
a. Entry and exit of aircraft:
 Portable radio turned off.
 Approach/Departing aircraft (crouch and do not run).
 Stay clear of the tail rotor.
 Approach and exit aircraft down slope.
 Take all actions from the directions of the pilot or TFO.
 Review hand and arm signals used.
b. Seating in aircraft:
 No movement in aircraft once seated and secured.
 Brief proper use of seat belts or other restraining devices.
 Keep helmet or hard hats on at all times.
 Brief communication devices (ICS/Radios, etc.).
c. Departing aircraft:
 Do not release seat belts or restraining devices until directed by a crewmember.
 Leave doors closed.
 Always carry hand held tools and equipment when exiting the aircraft parallel to
the ground. Never carry long tools and equipment on your shoulder.
 Secure any loose items in the aircraft.
 All tools and equipment will by loaded/unloaded by crewmembers.
3. Emergency Actions:
a. Location and use of:
 Fire extinguishers and first aid kits.
 Survival kits.
 Crash Positions (Demonstrate).
 ELT and portable radios.
 Fuel shut-off switches and locations.
 Emergency exits.
 Follow directions from aircraft crewmembers.
b. Egress procedures:
 Do not depart aircraft unless rotor blades have stopped turning.
 If there is a fire, depart the aircraft ASAP.
 Passengers will me at the assigned clock position of the aircraft as briefed by the
crewmember.
 Utilize fire extinguishers and first aid kits as required.
4. Injured Personnel:
 If no fire present, leave injured personnel in aircraft.
 If there is a fire, remove injured personnel immediately.
 Leave injured personnel protective headgear ON if possible.
 Administer first aid.
5. Passenger questions and acknowledgement of briefing.
58
REFERENCES:
SMFD SOG/ATM
IHOG, dated June 2009
National Interagency Fire Center, dated January 2010
59
ANNEX D –LOCAL ORIENTATION CHECKLIST
Crewmember Name
Unit
Date
I. Ensure verification of the Individual Aircrew Training Folder (IATF) Records Review
Note: Operations personnel, IP/CFI/UT’s are authorized to review the records. Discrepancies found will be
documented on in the remarks section below.
Crewmember Orientation Checklist
A. AIRCREW RECORDS:
Records Review
Local Area Academics
B. AIRFIELD OPERATIONS AND PROCEDURES: (Ground Academics)
1. Obtaining NOTAM information
2. Obtaining maps, charts, & FLIPS
3. Filing local flight plans/flight
following
4. Ensuring operations security of the
airfield
5. Verify serviceable ALSE
6. Obtaining weather information
6. Authorizing flights outside the local
flying area
a. Review of VFR and special VFR
requirements for the airfield and local Area
b. Review of IIMC recovery procedures
c. Review of airspace in the local area:
1. NAVAID’s
2. Boundaries
60
3. Flight corridors
4. Noise abatement procedures
5. Prominent terrain features
6. Hazards to flight
7. Tactical training areas
8. Airfields, helipads, and frequently
used LZ’s
C. SUPPORT AIRFIELD LAYOUT AND FACILITIES:
1. Refuel facilities
2. Aircraft parking areas
3. Obstacle or hazards to flight
4. Organizational and support
maintenance areas
D. LOCAL AREA ORIENTATION FLIGHT:
1. NAVAIDs
2. Airspace Limits
3. Flight Corridors (as applicable)
4. Reporting points (as applicable)
5.Prominent terrain features
6. Noise abatement areas
7. Maintenance test flight areas
8. Inadvertent IMC procedures
9. Restricted areas and no-fly areas
10. Tactical training areas
11. Airfields, helipads, and frequently
used LZ’s
12. Obstacles or hazards to flight
13. Performance planning.
61
14. Environmental Training
REMARKS:
Aviator Signature: ________________________________________________
Date: _________________________________
Trainers Signature: _______________________________________________
Date: _________________________________
62
ANNEX E – EMERGENCY RESPONSE CHECKLIST
Purpose: This checklist is to identify required actions to be accomplished immediately in the event
of an aircraft accident or incident with the intent of rescuing survivors in an efficient manner.
Points of Contact:
On Duty Assistant Chief:
Air Operations Program Manager:
Air Operations Chief Pilot:
(o) 916-xxx-xxxx (c) 916-xxx-xxxx (p) 916-xxx-xxxx
(o) 916-xxx-xxxx (c) 916-xxx-xxxx (p) 916-xxx-xxxx
(o) 916-xxx-xxxx (c) 916-xxx-xxxx (p) 916-xxx-xxxx
Accident Information:










Date:
Time:
Aircraft Owner: Sacramento Metropolitan Fire
Type of Aircraft:
Aircraft Registration/Tail Number:
Color of Aircraft:
Point of Departure:
Intended Point of Landing:
Location of Aircraft (Latitude/Longitude reference to known point):
Flight following dispatch center:
Accident Scene Information:
 Witnesses Identified and Statements Requested
 Accident Site Secured
 Photographs Taken
 ELT Deactivated
 Load Calculations Secured (PPC)
 Flight logs secured
 Fuel Leaks Stopped (Hazardous Materials Response Team Activated)
 Known hazards
 Chaplaincy Notified
 Law Enforcement/NTSB notified
 Sac Metro Fire Department Public Information Officer notified
 Airport Management/Helitack Supervisor notified
 Witness statements
 Next of Kin Notification
NOTE: Next of Kin notification is to be coordinated by the Metro Assistant Chief or their
designee.





Total number of personnel on board aircraft
Number of fatalities
Number of injuries
Number of civilian fatalities
Number of civilian injuries
Aircrew Information:
 Pilot in command
 Pilot
 TFO’s
 Passengers
63
Activity During Mishap:
 Initial Attack
 Training/Evaluation Flight
 SAR/Hoist Operations
 Ferry Flight
 AOR from Incident
 Maintenance Flight
 Admin Flight
 Other Incident Assist
Weather Conditions:
 VFR
 MVFR
 IFR
 Unknown
Response Actions (initiate SAR efforts as appropriate):
 Call flight or ground crews on appropriate radio frequencies or cell phones
 Call agency being supported.
 Perform a telephonic ramp check.
 Ask the supported agency to perform physical, eyes on ramp check.
 Check with FSS to see if a new flight plan has been filed.
Emergency Service Providers:
24 Hour Emergency Response Service ................................................................................................ 911
In Sacramento County - Fire Department / Ambulance / Air Ambulance ........................... 916-228-3025
CDF Amador / El Dorado (Camino) ....................................................................................................... 1-530-644-2345
CDF Nevada / Yuba / Placer (Grass Valley) ....................................................................................... 1-530-889-0111
Sacramento County Sheriff ........................................................................................................................ 916-874-5128
Sacramento City Police ............................................................................................................................... 916-264-5151
California Highway Patrol ......................................................................................................................... 916-861-1298
Cal Expo Police ................................................................................................................................................ 916-263-3050
El Dorado County Sheriff ............................................................................................................................ 1-530-626-4911
Folsom City PD ................................................................................................................................................ 916-355-7230
Sacramento County Parks.......................................................................................................................... 916-875-6672
State Parks ........................................................................................................................................................ 916-358-1310
Calstar Life Flight ........................................................................................................................................... 916-xxx-xxxx
REACH Life Flight916-xxx-xxxx
Hospital - Trauma Centers
UC Davis Medical Center (Burn) ............................................................................................................. 916-734-3790
Mercy San Juan ............................................................................................................................................... 916-537-5121
Sutter Roseville .............................................................................................................................................. 916-781-1800
Airports
Rancho Murrieta (AFSS) ............................................................................................................................. 1-800-752-7860
Mather Tower ................................................................................................................................................. 916-361-1154
Executive Tower ............................................................................................................................................ 916-428-8020
Sac International ............................................................................................................................................ 916-929-5000
McClellan ........................................................................................................................................................... 916-643-5611
Administrative Contacts
FAA Flight Service Station ......................................................................................................................... 1-800-992-7433
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National Transportation Safety Board ................................................................................................. 1-202-314-6290
Agency Management:
Special Operations Chief: BC Chris Holbrook.................................................................................... (c) 916-xxx-xxx
Program Manager: CPT Mike Lozano ................................................................................................... (c) 916-xxx-xxxx
Chief Pilot: C.W. Smith ................................................................................................................................. (c) 916-xxx-xxxx
REFERENCES:
IHOG, dated June 2009
SMFD Policies and Procedures
Air Operations SOG
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ANNEX F: HELICOPTER LOAD CALCULATIONS/PERFORMANCE
PLANNING.
I. Introduction.
This section on helicopter performance planning, load calculations and manifests is to
standardize the process to meet the department Air Operations Program Managers intent and
goals and to also meet the requirements for interagency operations. In addition, this chapter will
assist pilots and crew members in properly calculating helicopter performance planning to
enhance mission safety and capabilities.
Helicopter load calculations shall be completed for all Sac Metro Air Operations flights and
assigned interagency missions to ensure that the helicopter will perform within the limitations
established by the helicopter manufacturer, without exceeding the gross weight for the
environmental conditions where the helicopter is to be operated. Sac Metro Air Operations pilots
and crewmembers are authorize to use the computer based form or compute data manually from
the performance planning charts in the aircraft operator’s manual. In addition, pilots and
crewmembers must become familiar with and utilize the load calculation forms and manifests in
the IHOG, Appendix A for interagency missions. This form, along with instructions for completion
will be included in this section. The pilot and crewmembers also need to become familiar with a
number of terms in this section. These terms include:
- Pressure altitude
- Density altitude
- Weight and balance
- Center of gravity
- Hover-In-Ground Effect
- Hover-Out-Of-Ground
Effect
- Maximum certificated gross weight
- Hover ceiling
- Maximum computed gross weight
- Weight reduction
- Gross weight limitations
- Equipped weight
- Operating weight
- Allowable payload
- Useful load
- Cruise speed
- Fuel consumption
- Fuel capacity
Important points to remember include:
 Environmental conditions aside from those of temperature and altitude may affect
allowable payload; some performance charts are designed for no-wind conditions.
 Performance charts are predicated on the helicopter engine(s) meeting the engine
manufacturers specific torque values as determined by periodic power assurance
checks.
 Errors, high or low, may result when plotting the maximum computed gross weight
on the helicopter performance chart (use of copier-enlarged copies of charts is
recommended to reduce error).
 Structural limitations (takeoff and landing limitations) such as maximum skid
weight, as opposed to performance limitations, may cause confusion; ensure that
personnel are trained in the difference between these two limitations.
II. Responsibility for Completion of Load Calculations.
A. Pilot.


It is the pilot’s responsibility to complete the load calculation form correctly, using
proper performance charts.
The Pilot is responsible for computing the allowable payload.
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
In addition, the pilot shall check, or be informed of any subsequent passenger/cargo
manifested weights completed under the initial load calculation to ensure allowable
payloads are not exceeded.
IMPORTANT NOTE: If performing interagency missions, a government representative
SHOULD participate in the completion of load calculations if they are involved in the flight.
However, the pilot is ultimately responsible for content accuracy.
B. Government Representative.
During interagency missions, a government representative (for example, the Helicopter
Manager, Project Flight Manager, etc.) is responsible for providing an accurate
passenger/cargo manifest weight that does not exceed the allowable payload based on real
time, on site conditions. The government representative is responsible for checking the load
calculation to ensure accuracy and completeness or may be reflected on the
Passenger/Cargo Manifest Book
C. Mutual Responsibility.
After completion of the form, the pilot and government representative shall sign the form
during interagency missions if required.
III. Determining Load Capability Using Appropriate HIGE and/or HOGE Aircraft Performance
Charts.
A. General Requirement.
All Sac Metro Air Operations helicopter flights require a load calculation/performance
determination prior to takeoff. If the electronic format is used, the form must be printed out
and retained for use on that flight. When utilizing interagency forms for load
calculation/performance planning, that form will be signed by the pilot and helicopter
manager if required and retained.
B. Specific Requirements.
1. Frequency of Completion. A new load calculation may be completed for each flight or
flight leg to determine performance. However, one calculation is valid between points of
similar elevation, temperature, and fuel load, provided the load for each flight leg is
manifested.
2. Requirement for a New Calculation. A new load calculation is required when there is a
change of:
 +/- 5 degrees Celsius. in temperature, or
 +/- 1,000 feet change of altitude, or
 When the Helicopter Operating Weight changes (such as changes to the
helicopter equipped weight, changes in flight crew weight or a change in fuel
load). (A decrease in fuel load at the same temperature and elevation will, of
course, increase allowable payload; a new calculation may be completed to
reflect increased capability or may be reflected on the Passenger/Cargo
Manifest Book.)
3. Determining Pressure Altitude. Pressure altitude can be determined by:

Aircraft altimeter Kolsman Window; adjust to 29.92 inches of Hg (mercury)
and then read pressure altitude directly off the altimeter; or,
 For locations where the helicopter or an altimeter setting is not available,
altitude can be estimated by using a map, bench mark, signs, etc.
IMPORTANT NOTE: If elevation from a map is used to estimate pressure altitude,
actual pressure altitude should be obtained as soon as possible.
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4. Determining Temperature. Temperature can be determined by:





On-site thermometer
Weather stations
Fixed-base operators (FBO’s) or Flight Service Stations (FSS’s)
Aircraft Outside Air Temperature (OAT) Gauge
Using the standard lapse rate of 2° C. (or 3½° F.) per 1,000 feet from a known
temperature and elevation
CAUTION: The OAT gauge may show a higher than actual temperature due to direct
sunlight and radiant heat on a helicopter that has been sitting.
CAUTION: When an atmospheric inversion exists, temperatures may actually increase at
higher elevations.
5. Determining Helicopter Equipped Weight. The helicopter equipped weight is obtained
from the pilot by checking the aircraft weight and balance forms.
6. Determining Flight Crew Weight. This is the weight of pilot(s)/TFO’s, plus personal gear
and flight gear.
7. Determining Fuel Weight. The actual weight of a gallon of aircraft fuel may vary slightly.
For computation purposes, the following weights should be used.
 AvGas = 6.0 pounds/gallon
 Jet Fuel = 7.0 pounds/gallon
8. Utilizing Fuel Burn-off. Utilizing the weight of fuel burned off en route to the landing or
hover site is an acceptable method of calculating a helicopter’s ability to hover or land at
the destination. If the helicopter is within limits at the takeoff site, the weight of fuel
consumed during the flight can be “added” to the allowable payload by determining the
weight of fuel aboard the aircraft when it arrives at the landing/hovering site.
CAUTION: Pilots and managers must ensure that the estimate of fuel burned off is
accurate prior to arrival at the destination.
9. Operating Weight. This is the sum of the helicopter’s equipped weight, flight crew
weight, and fuel weight.
10. Maximum Computed Gross Weight. In order to safely operate a helicopter at varying
altitudes and temperatures, the helicopter’s performance capability must be
determined. This is done by referring to the performance charts provided with most
helicopter flight manuals or operators manual. The Maximum Computed Gross Weight is
obtained from the appropriate performance charts (HIGE, HOGE).
Some items to remember regarding maximum computed gross weight include;
Helicopter flight manuals or operator’s manuals often contain many different
performance charts. These charts provide Hover Ceiling In-Ground Effect (HIGE) and
Hover Ceiling Out Of Ground Effect (HOGE) information. Care should be taken to ensure
pilot utilization of the proper chart(s). Charts differ for:
 The specific equipment configuration of the helicopter, such as skid height,
particle separators on/off, with/without cargo hook or floats, and other
equipment configurations; and,
 Conditions such as anti-ice on/off, critical wind azimuth, etc., and,
 Environmental temperature ranges
 Current aircraft configuration and temperature range must match with the
correct performance chart.
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
Operators with computer programs approved by the FAA in the company’s
operating specifications may be used in lieu of flight manual performance
charts.
IMPORTANT NOTE: Performance enhancement charts (also known as ”wind charts”)
that attempt to take advantage of prevailing winds are not authorized by Sac Metro Air
Operations.
SAFETY ALERT: DURING SOME HOT TEMPERATURE AND HIGH ALTITUDE
CONDITIONS, SOME HELICOPTER FLIGHT MANUAL PERFORMANCE CHARTS MAY
NOT PROVIDE ADEQUATE PERFORMANCE INFORMATION. For the vast majority of
Sac Metro Air Operations, the manufacturer’s performance charts provide the needed
information. However, in some unusual circumstances such as hot and high conditions,
this may not be the case. IT IS IMPORTANT TO UNDERSTAND THAT AN ALTITUDE
LINE MAY NOT BE EXTENDED (THAT IS, EXTRAPOLATED OUT) TO INTERSECT A
TEMPERATURE LINE IN ORDER TO COMPLETE THE CALCULATION. Such a practice
would allow the helicopter to be operated in an area for which the manufacturer has not
provided performance information. IF PERFORMANCE CAPABILITY CANNOT BE
DETERMINED UTILIZING MANUFACTURER DATA, THEN THE MISSION MUST NOT
BE FLOWN.
SAFETY ALERT: The HOGE allowable weight calculation should be utilized on a routine
basis for internal loads when the destination is unknown, or is known to be or has been
designated as a HOGE site. Ground effect will dissipate over rough, sloped, or vegetated
ground. Since there is nothing precise about ground effect, power requirements (load
capability estimates) should always be conservative.
Remember, if the helicopter is inadvertently loaded for HIGE and the landing site
requires an HOGE capability, the aircraft may settle and possibly crash if the pilot
attempts the landing.
CAUTION: Pilots must ensure that helicopter can take off from the departure point as
well as land at the destination. This is most critical in areas which experience extremely
high summer temperatures.
11. Weight Reduction. The Government (Interagency) Weight Reduction is required for all
“non-jettisonable” loads. The Weight Reduction is optional (mutual agreement between
Pilot and Helicopter Manager) when carrying jettisonable loads (HOGE-J) where the
pilot has total jettisonable control. The appropriate Weight Reduction value, for make
and model, can be found in the current interagency helicopter procurement document.
NOTE: All internal loads will be downloaded in accordance with the weight reduction
chart. For external, jettisonable loads, the government representative may suggest the
omission of the fixed-weight reduction. However, the final decision shall be made by the
Pilot if he or she decides it would be prudent to do so.
If the weight reduction is omitted for external, jettisonable loads, a load calculation
reflecting this shall be completed.
12. Gross Weight Limitations. Enter applicable gross weight limit from Limitations Section
of the basic Flight Manual or the appropriate operator’s manual. This may be Maximum
Gross Weight Limit for Take-off and Landing, a Weight/Altitude/Temperature (WAT)
limitation or a Maximum Gross Weight Limit for External Load (jettisonable).
Limitations may vary for HIGE, HOGE and HOGE-J.
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IMPORTANT NOTE: Do not use a limitation (for example, maximum skid weight) when
determining the Computed Gross Weight.
13. Alternatives When Conditions at Destination Landing Site Are Unknown or Found
To Be Different. Although HOGE should be used to calculate allowable weight the first
time flying into an unknown landing site, in certain instances, particularly on initial
attack where fuel and allow able load are pre-calculated each day, environmental
conditions at the landing site may be more severe than were estimated on the load
calculation.
Examples include a higher altitude or temperature than was anticipated, or a HOGE
instead of a HIGE landing site temperature actually increases instead of decreases at
higher elevations. This often results in an over gross weight condition for the intended
landing site. Wind speed and direction may also have a detrimental effect on aircraft
controllability.
Takeoffs and landings, as well as external load operations, must never be attempted
when the aircraft is not operating within its performance capabilities.
If an over gross condition is anticipated prior to takeoff at the departure base or at an
intermediate stop, personnel and/or cargo must be offloaded to bring the aircraft to
within its performance capabilities.
There are occasions (for example, fire initial attack dispatches) when a possible over
gross condition cannot be determined due to unknown winds and/or site conditions.
After it is determined that conditions are such that performance limitations are
exceeded, then a more suitable landing site, usually at a lower elevation, must be
selected. A portion of the personnel and/or cargo are offloaded at the lower site, with
the remaining load then taken to the original destination.
If a HOGE site is encountered at destination, and if the aircraft would be in an over gross
condition if a landing were attempted at the HOGE site, then either the alternative
outlined in the paragraphs above must be chosen, or a HIGE landing site must be found.
The HOGE allowable weight calculation should be utilized on a routine basis for internal
loads when the destination is known to be, or has been designated, as a HOGE landing
site, or when experience has proven that landing sites in certain areas are usually HOGE
sites.
14. Managing Helicopter Bucket Payloads. Helicopter bucket operations require attention
to ensure that allowable payloads are not exceeded. Allowable bucket payloads must be
calculated for current fuel loads and local environmental conditions. Actual bucket
payloads can only be accurately determined if the bucket is filled to adjusted capacity or
an on-board load meter is used.
NOTE: Sac Metro Air Operations utilize the aircraft torque gauge restrictions for
determining external load capacities.
IV. Manifests.
A listing of all passengers and cargo being transported is required. This listing of passengers and
cargo may be accomplished on the load calculation form, on the Interagency Helicopter
Passenger/Cargo Manifest, or; hand-crews may provide a pre-completed crew manifest utilizing
their own format; this practice is acceptable as long as the information on the form is accurate
and verified.
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The listing of passengers must include:

Full name of each passenger;

Clothed weight of each passenger and personal gear;

Weight of additional cargo;
 Destination.
A copy of the passenger list must remain at the departure base; if there are no personnel to
receive manifests at the departure base and no verbal relay exists, a copy of the manifest must be
left in a visible, easily accessible place.
NOTE: Utilize the IHOG manual for an example and instructions for completion of the standard
manifest when conducting interagency missions.
71