Reference Manual 60
Aviation Management
2019
Links updated January 2022
Reference Manual 60
Aviation Management
Branch of Aviation Management
Boise, Idaho
National
Park Service
U.S. Department of the Interior
Washington, DC
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ACRONYMS 9
DEFINITIONS 11
CHAPTER 1 – AV
IATION MANAGEMENT OVERVIEW 12
1.1 Background and Purpose 12
1.2 NPS Management Policies 12
1.3 NPS Aviation Strategic Plan 13
1.4 Environmental Concerns 14
1.5 Organizational Responsibilities 14
1.6 Evaluation and Monitoring 20
1.7 Management of Aviation Mishaps 21
CHAPTER 2 – AVIATION DIRECTIVES 22
2.1 General 22
2.2 Office of Management and Budget Circulars 22
2.3 Federal Aviation Regulations 22
2.4 Departmental Manual 22
2.5 DOI Operational Procedures Memoranda 22
2.6 DOI Handbooks/Interagency Guides/NPS Operational Plans 22
2.7 DOI, Interagency and NPS Alerts & Bulletins 23
2.8 Enhancements, Policy Waivers and Exceptions 23
CHAPTER 3 – RECORDS AND REPORTS 25
3.1 Aircraft Use Reports 25
3.2 Use of Non-Federal Public Aircraft 25
3.3 Aviation Training Records 25
3.4 DO-11D: Records and Electronic Information Management 26
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CHAPTER 4 – FLEET AIRCRAFT ACQUISITION, MARKING, 27
DISPOSITION AND FUNDING
27
4.1
Acquisition
27
4.2 Marking 27
4.3 Disposition 27
4.4
Funding
27
CHAPTER 5 – MANNED AIRCRAFT EQUIPMENT 29
5.1 General 29
5.2 Additions/Alterations 29
5.3 Wire Strike Protection Systems 29
5.4 Emergency Locator Transmitter 29
5.5 Satellite Based Tracking Systems 30
CHAPTER 6 – PERSONAL PROTECTIVE EQUIPMENT/AVIATION LIFE SUPPORT
EQUIPMENT 31
6.1 Personal Protective Equipment 31
6.2 Personal Protective Equipment Waiver Authority 31
6.2 First Aid and Survival Kits 31
6.4 Personal Flotation Device (PFDs) 31
6.5 Personal Locator Beacon 31
6.6 Flight Helmets 32
CHAPTER 7 – MANNED AIRCRAFT MAINTENANCE AND INSPECTION
33
7.1 Maintenance 33
7.2 Inspection Programs 33
7.3 Returning an Aircraft to Service 33
CHAPTER 8 – AIRCRAFT SECURITY 34
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8.1 General 34
8.2 Fuel 34
8.3 Facility Security 34
8.4 Aircraft Security 34
CHAPTER 9 – PILOT FLIGHT AUTHORITY, MANNED AIRCRAFT OPERATIONS 35
9.1 General 35
9.2 NPS Flight Authority Authorization 35
9.3 NPS GS-2181 Pilots 36
9.4 NPS Dual Function Pilots 36
9.5 Incidental Pilots 37
9.6 Auxiliary Pilots 37
9.7 Pilot Training 37
9.8 Developmental Pilot Program 38
9.9 Medical Certificates 39
9.10 Request for NPS Fleet Pilot Approval and Flight Evaluations 39
9.11 NPS Instructor Pilot 39
9.12 NPS Pilot Review Board (PRB) 40
9.13 Pilot Suspension/Revocation 40
CHAPTER 10 – FLIGHT OPERATIONS 41
10.1 General 41
10.2 DOI-Approved Aircraft and Pilots 42
10.3 Noise Impact Mitigation 42
10.4 Aviation Management Plan 42
10.5 Project Aviation Safety Plan 42
10.6 Flight Plan and Flight Following 43
10.7 Passenger Manifest 43
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10.8 Aircraft Preflight/Post Flight 43
10.9 Checklists 44
10.10 Interagency Aircraft Data Card 44
10.11 Interagency Pilot Qualification Card 44
10.12 Passenger Briefing 44
10.13 Crew Duty Time Limitation 44
10.14 Instrument Flight Rules 44
10.15 Night Flying 44
10.16 Transport of Hazardous Materials by Aircraft 44
10.17 Aviation Fuel Handling 44
10.18 Transport of Cargo/Equipment 45
10.19 Load Calculations/Weight and Balance 45
10.20 Environmental Considerations 45
10.21 Aviation Mishap Response Plan 45
10.22 Lap Belt/Shoulder Harness 45
10.23 Special Use Flight Operations 46
10.24 Law Enforcement Operations 47
10.25 Flights Outside the US, Trust Territories, and Possessions 48
10.26 Emergency Situations 48
10.27 Employee Prerogative 48
CHAPTER 11 – UNMANNED AIRCRAFT SYSTEMS 49
11.1 General 49
11.2 Aviation Directives 50
11.3 Records and Reports 51
11.4 Fleet Programs 51
11.5 Remote Pilot In Command (RPIC) and Visual Observers (VO) 52
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11.6 Flight Operations 53
11.7 Contract, Rental and Charter Aircraft 54
11.8 Cooperator Aircraft 54
11.9 Aviation Training 54
11.10 Aircraft Mishap Procedures 54
CHAPTER 12 – USE OF GOVERNMENT AIRCRAFT 55
12.1 Administrative Travel Justification and Documentation 55
12.2 OMB Circular A-126 55
12.3 Requests for Solicitor Approval 55
12.4 Space Available Travel 56
CHAPTER 13 – CONTRACT, RENTAL AND CHARTER AIRCRAFT 57
13.1 General 57
13.2 Procurement 57
13.3 FBMS, Interagency and Cross Servicing Agreements 57
13.4 Procurement of Flight Services from DOI Bureaus and the USFS 58
13.5 Procurement of Flight Services from Non-federal Public Agencies 58
13.6 Contract Services 58
13.7 Emergency Aircraft Procurement 58
CHAPTER 14 – COOPERATOR AIRCRAFT 60
14.1 General 60
14.2 Use of Military Aircraft 60
14.3 Affiliate/Volunteer Aircraft 61
14.4 Cooperative Agreements 61
14.5 Letters of Authorization or Memoranda of Understanding/Agreements 61
CHAPTER 1
5
– AVIATION TRAINING 62
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15.1 Aviation Training Equivalencies 62
15.2 Required Aviation Training 62
15.2 Specialty Training 63
15.4 NPS Pilot Training 64
CHAPTER 16 – AVIATION AWARDS PROGRAM 65
16.1 NPS Aviation Awards Program 65
16.2 DOI Aviation Awards Program 66
CHAPTER 17 – AIRCRAFT MISHAP PROCEDURES 67
17.1 Aircraft Mishaps 67
17.2 Mishap Notification Procedures 67
17.3 Aviation Mishap Response Plan 68
17.4 Aircraft Mishap Investigations 68
17.5 Aircraft Mishap Review Board 68
17.6 Aircraft Mishap Documentation 69
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Appendix 1 – Interagency Aviation Mishap Response Guide and Checklist
Appendix 2 – Park Aviation Management Plan
Appendix 3 – Project Aviation Safety Plan
Appendix 4 – Flight Request Form
Appendix 5 – Enhancement Application
Appendix 6 –NPS Pilot Review Board
Appendix 7 – NPS Approval Template and Guidance for the Use of Unmanned
Aircraft Systems (UAS)
Appendix 8 – A
nnual Aviation Program Report and Assurance Statement
Appendix 9 – Web Links
Link to appendices on NPS Aviation website
Release Date: February 2020
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ACRONYMS
AAPRAS- Annual Aviation Program Report and Assurance Statement
ABCS – Aviation Business Case Study
ABS - Aviation Business System
ACETA - Aerial Capture, Eradication and Tagging of Animals
AGL - Above Ground Level
AIM - Aeronautical Information Manual
ALSE - Aviation Life Support Equipment
AMC - Aviation Management Council
AMIS - Aviation Mishap Information System
AMP - Aviation Management Plan
AMRB - Aircraft Mishap Review Board
AMS - Aviation Management System
ARA - Aircraft Rental Agreement
CFI - Certified Flight Instructor
CFR - Code of Federal Regulations
CWN - Call WhenNeeded
DFAM - Division of Fire and Aviation Management
DM - Departmental Manual
DOI - Department of the Interior
EAB - Executive Aviation Board
EAC - Executive Aviation Committee
EAS - Executive Aviation Subcommittee
ELT - Electronic Locator Transmitter
EMS - Emergency Medical Services
FAA - Federal Aviation Administration
FAR - Federal Aviation Regulations
IAT - Interagency Aviation Training
IFR - Instrument Flight Rules
IHOG - Interagency Helicopter Operations Guide
IWP - Incident With Potential
LESH - Law Enforcement Short-Haul
NAAG - National Aviation Advisory Group
NAM – National Aviation Manage
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NAO - National Aviation Office
NASM - National Aviation Safety Manager
NFPA - National Fire Protection Association
NIAC - National Interagency Aviation Council
NPS - National Park Service
NTSB - National Transportation Safety Board
NW CG - National Wildfire Coordinating Group
OAS - Office of Aviation Services
OMB - Office of Management and Budget
OPM - Operational Procedures Memorandum
PAM - Park Aviation Manager
PFD - Personal Flotation Device
PIC - Pilot-in-Command
PPE - Personal Protective Equipment
PRB - Pilot Review Board
RAM - Regional Aviation Manager
SAR - Search and Rescue
SOL - Office of the Solicitor
STEP - Single Skid, Toe-In, Hover Exit/Entry Procedure
UAS - Unmanned Aircraft Systems
USFS - United States Forest Service
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DEFINITIONS
Aircraft. Aircraft means a machine or device that is used or intended to be used to carry persons or objects in
flight through the air, including, but not limited to airplanes, helicopters, gliders and unmanned aircraft systems
(UAS).
Aviation Park. Parks that use aviation resources.
• Level 1 – Any park or combined aviation program that meets the definition of a complex aviation
program.
• Level 2 – Any park that has 1 or 2 elements of a complex aviation program.
• Level 3 – Any park that uses aviation on an occasional basis beneath a regional aviation
management plan, as determined by the regional aviation manager.
Best Practices. Procedures designed and implemented to ensure operational and organizational success. These
practices typically include additional safety and service margins, and are often adopted as industry standard.
They tend to be cost beneficial. These practices are dynamic because they are perpetually evolving with changes
in customer expectations, as well as advances in the general knowledge base.
Complex Aviation Program. Aviation programs with three or more of the following components shall be considered
complex:
• Exclusive use aircraft.
• Assigned fleet (manned or unmanned aircraft).
• High risk missions (Examples include: ACETA, Short-haul, Rappel, STEP, Special Use activity e.g
on-going low level missions, unprepared landing sites, operations in high altitude environments).
• Cooperator aircraft.
• The National Aviation Manager (NAM) may identify additional components that define a complex
aviationprogram.
Fleet Aircraft. Aircraft, including unmanned aircraft, bailed by DOI, registered to DOI or leased by DOI with the
intent to purchase are fleet aircraft. The Office of Aviation Services (OAS) acquires DOI fleet aircraft for the
National Park Service (NPS).
Operational Control. This means the exercise of authority over initiating, conducting or terminating a flight. OPM-
35, “Identification of End Product/Service and Flight Service Procurement” provides additional guidance, however
only the National Transportation Safety Board has the final authority to determine who had operational control of
an aviation operation.
Quiet Technology. For the NPS, this refers to aircraft that are quieter on a per flight basis to technological
improvements that result in a “quieter” aircraft as opposed to the definition used by Federal Aviation
Administration (FAA) which calculates quiet technology based on the overall noise level of the aircraft divided by
the number of passenger seats.
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Chapter 1 – AVIATION MANAGEMENT OVERVIEW
1.1
Background and Purpose
1.2
NPS Management Policies
1.3
NPS Aviation Strategic Plan
1.4
Environmental Concerns
1.5
Organizational Responsibilities
1.6
Evaluation and Monitoring
1.7
Management of Aviation Mishaps
1.1
Background and Purpose
National Park Service Reference Manual-60 (RM-60, 2016 ) is superseded and replaced by this Reference
Manual-60, Aviation Management 2019 which is intended to provide guidance to NPS personnel engaged in
aviation management activities. This manual incorporates the policies contained in the latest version of the NPS
Management Policies, and the instructions, requirements, and operational policies contained in Director's Order
(DO)-60. The NPS Management Policies -, DO-60, and this manual are all supplemental to, and must be
consistent with, policies, procedures, and instructions issued by the Federal Aviation Administration (FAA) and
the Department of the Interior (DOI) where appropriate. FAA and DOI policies, procedures, and instructions are
cited or attached as appendices to this manual. FAA regulations may be accessed at the
Federal Aviation
Administration website. DOI aviation policies are posted at the DOI - Office of Aviation Services Library page as
well as the Electronic Library of the Interior Policies page.
This manual is issued under authority of DO-60, which requires the associate director, Visitor and Resource
Protection, to: (1) Compile the most relevant information on aviation management; (2) issue other instructions as
may be necessary to implement the Director’s Order; and (3) make the information and instructions available to
NPS parks and programs in the form of this manual.
Because the NPS is responsible for flight crew members, aircrew members, and passengers on board aircraft
under its operational control, this manual is applicable to all NPS parks and programs, NPS employees, NPS
volunteers, persons supervised by NPS employees, and support service contractors (all hereinafter referred to as
NPS employees) where the NPS has provided funding, management and operational support. Persons employed
by, and whose work is directed solely by, cooperators or contractors are exempt from provisions of this handbook
except when their duties include the use of flight services under the operational control of the NPS. In that event,
such persons will be subject to the policies and procedures contained herein.
U.S. Park Police helicopter operations will be conducted in accordance with the DOI approved U.S. Park Police
Aviation Guideline Manual. U.S. Park Police (USPP) helicopter operations are exempt from compliance with this
manual when operating in accordance with the USPP manual.
DEVIATIONS FROM POLICY: NPS personnel are authorized to deviate from this policy manual for emergencies
when there is a clear and imminent threat to life and property, per 350 DM 1.3B. All deviations must be reported
as expeditiously as possible to the regional and national aviation offices via phone or email. Deviations from
policy require a DOI SAFECOM to be filed based on the nature of the incident. For further guidance see chapter
12.
1.2
NPS Management Policies
NPS Management Policies, Section 8.4 Overflights and Aviation Uses, reads, in part:
“A variety of aircraft, including military, commercial, general aviation, and aircraft used for National Park Service
administrative purposes, fly in the airspace over national parks. While there are many legitimate aviation uses,
overflights can adversely affect park resources and values and interfere with visitor enjoyment. The Service will
take all necessary steps to avoid or to mitigate adverse effects from aircraft overflights.
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Because the nation’s airspace is managed by the Federal Aviation Administration (FAA), the Service will work
constructively and cooperatively with the Federal Aviation Administration and other agencies to ensure that
authorized aviation activities affecting units of the national park system occur in a safe manner and do not cause
unacceptable impacts on park resources and values and visitor experiences. The Service will build and maintain a
cooperative and problem-solving relationship with national defense agencies to address the congressionally
mandated mission of each agency and prevent or mitigate unacceptable impacts of military training or operational
flights on park resources, values and the visitor experience. Cooperation is essential because the other agencies
involved have statutory authorities and responsibilities that must be recognized by the Service.”
“8.4.1 Alaska and Remote Areas
Aviation can provide an important, and in some cases the preferred, means of access to remote areas in certain
parks, especially in Alaska. In such cases, access by aircraft may make an important contribution to the protection
and enjoyment of those areas. Dependence on aviation will be fully considered and addressed in the planning
process for those parks. Alaska parks have specific regulations concerning fixed-wing aircraft, published at 36
C.F.R. § 13, and 43 C.F.R. § 36.11(f).”
“8.4.4 Administrative Use
Aviation is a necessary and acceptable management tool in some parks when used in a manner consistent with
the NPS mission. Aviation activities will comply with all applicable policies and regulations issued by the
Department of the Interior, the FAA, and the NPS.”
“8.4.6 Commercial Air Tour Management
The National Parks Air Tour Management Act of 2000, and implementing FAA regulations, provide for a joint
FAA/NPS planning process that will lead to the management of commercial air tours over national parks by the
FAA (with the exception of parks in Alaska and Rocky Mountain National Park, which are specifically excluded
from the process…).”
“8.4.8 Airport and Landing Sites
The National Park Service will also work with entities having jurisdiction over landing sites and airports adjacent to
parks for the purpose of preventing, reducing, or otherwise mitigating the effects of aircraft operations. Whether
landing sites or airports are situated within or adjacent to parks, the objective will be to minimize noise and other
impacts, and confine them to the smallest and most appropriate portion of the park as possible, consistent with
safe aircraft operations.”
1.3
NPS Aviation Strategic Plan
To ensure safe and efficient aviation operations across the NPS, the Aviation Branch has created the following
philosophy based on the FAA “Notice to Airmen” acronym “NOTAM” for aviation users to become familiar with
the guiding philosophy of the national program. This NOTAM can be found within the 5 year NPS Aviation
Strategic Plan.
1. Never stop striving to achieve the highest standards of aviation safety and professionalism for NPS
employees and cooperators engaged in aviation activities.
2. Offer accurate and consistent leadership, establish policies that foster a positive culture assuring aviation
safety and provide direction for the aviation program to increase the effectiveness of operations service-
wide.
3. Training will promote aviation safety while being relevant and readily available to meet policy
requirements and field operation needs.
4. Assurance of aviation policy implementation and accountability are essential to the success of the aviation
program.
5. Manage aviation risks effectively so that they are minimized to the greatest extent possible.
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1.4
Environmental Concerns
Noise and visual impacts resulting from aircraft operations are a concern. Development of park aviation plans and
specific mission planning must consider impacts on wildlife, the natural and cultural soundscapes and visual
values of wilderness, historic and cultural scenes, American Indian sacred sites and traditional practices, as well
as specific local restrictions or exceptions provided for by law and policy.
These include but are not limited to the: National Park Service Organic Act (PL Ch 408, 16 USC 1), Endangered
Species Act (PL 93-205, 16 USC 1531), National Historic Preservation Act (PL 89-665, 16 USC 470), American
Indian Religious Freedom Act (P.L 95-341, 42 USC 1996), Indian Sacred Sites Executive Order (No. 13007),
Wilderness Act
(PL 88-577 16 USC 1131 et seq.), Alaska National Interest Lands Conservation Act (ANILCA) (PL 96-487, 16
USC 3101 et seq.), and all aspects of NPS Management Policies. Director’s Orders of special note include #12
(Environmental Impact Analysis), #18 (Wildland Fire Management), #28 (Cultural Resources Management), #41
(Wilderness Stewardship), #47 (Soundscape Preservation and Noise Management), and #71B (Indian Sacred
Sites).
Sec. 1110. (a) of ANILCA (PL 96-487) provides: “Notwithstanding any other provision of this Act or other law, the
secretary shall permit, on conservation system units, national recreation areas, and national conservation areas,
and those public lands designated as wilderness study, the use of snow machines…, motorboats, airplanes, and
non- motorized surface transportation methods for traditional activities…and for travel to and from villages and
home sites.” (Note: This is applicable only in the State of Alaska.)
1.5
Organizational Responsibilities
Major responsibilities for each of the following include, but are not limited to:
1.5.1
Department of the Interior
The Office of Aviation Services (OAS) works beneath the Department of the Interior (DOI) deputy assistant
secretary of Public Safety, Resource Protection, and Emergency Services. (OAS was formerly known as the
Aviation Management Directorate (AMD). References to AMD for printed material and form numbers will continue
in field use until reissued by OAS.) OAS is responsible for department-wide functions related to aircraft services
and facilities and exists to support DOI bureau aviation needs.
The Executive Aviation Committee (EAC) incorporates a senior line manager at the associate director level
from each DOI bureau for the purpose of formulating department-wide aviation policies and procedures in
conjunction with OAS.
The Executive Aviation Subcommittee (EAS) comprises bureau national aviation managers and aviation safety
managers who as aviation subject matter experts (SMEs) recommend changes in aviation policy to the EAC. The
EAC reports to the Executive Aviation Board (EAB) which is comprised of all bureau deputy directors and the DOI
deputy assistant secretary for Public Safety, Resources Protection, and Emergency Services.
1.5.2
National Park Service
The Associate Director, Visitor and Resource Protection (AD-VRP), NPS is responsible for implementation of
the NPS aviation operation and safety program, issuance of Reference Manual 60, and serves as a member of
the EAC.
The National Aviation Advisory Group (NAAG) is composed of the regional aviation managers and
representatives from NPS leadership and the National Aviation Office (NAO).
1.
Provides input to the AD-VRP, regarding aviation policy at the departmental and bureau level.
2.
Advises the national staff on responses to agency and departmental aviation issues.
3.
Develops and facilitates implementation of annual programs of work in support
of the NPS Aviation Strategic Plan.
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4.
Provides an avenue to achieve standardization for aviation operations and management related issues.
5.
Establishes priority for NPS subject matter experts to participate on interbureau/interagency groups and
committees.
6.
Recommends level of financial support for participants and projects to the AD-VRP.
The Chief, Division Fire and Aviation Management (DFAM) is responsible for overseeing the NPS Fire and
Aviation Program, in which the aviation branch is organizationally located within the Washington Office of the
NPS.
The Branch Chief, Aviation (National Aviation Manager, NAM) serves as the principal aviation advisor for
NPS.
1.
Functions as the branch representative to the DFAM.
2.
The NAM or designee is the primary point of contact within the NPS, OAS, and with other bureaus for
notification of significant aviation-related events and policy-related matters.
3.
Serves as NPS representative to the DOI Executive Aviation Subcommittee which reports to the
Executive Aviation Committee
4.
Serves as NPS representative to the National Interagency Aviation Council (NIAC) which reports to
National Wildfire Coordinating Group (NWCG).
5.
Provides national direction to the aviation safety program.
6.
Coordinates requests for new aviation program approvals, e.g. single skid, toe in, and hover exit/
entry procedures (STEP), short-haul, rappel, waiver requests, and exceptions to policy. Coordinates
and recommends approval requests with the AD-VRP.
7.
Disseminates aviation-related policy and technical information.
8.
Coordinates with OAS for NPS aviation program evaluations.
9.
Assigns representatives to accident review boards; actively works with other program managers to
ensure
operational aviation issues are addressed in program and policy decisions.
10.
Coordinates fleet aircraft acquisition, replacement, and disposal to support agency programs.
11.
Responsible for budget submissions, tracking, and branch expenditures.
12.
Assigns a liaison to accident investigation teams.
13.
The NAM is responsible for Regional Aviation Program Reviews.
14.
Convenes NPS Pilot Review Board (PRB).
15.
Issues and compiles the results of the Annual Aviation Program Report and Assurance Statement
(AAPRAS) for s
ubmission to the AD-VRP.
16.
Issues Letters of Authorizations and rescinds, as necessary. These letters are NPS pilot Flight
Authority and Instructor Pilot Authority. Requests issuance, suspension or revocation of DOI pilot
qualification cards from OAS regional director
The National Aviation Safety Manager (NASM) serves as the principal aviation safety advisor for the NPS.
1.
Primary responsibility is to implement the NPS aviation safetyprogram.
2.
Coordinates with DOI-OAS for NPS aviation program evaluations.
3.
Performs as the principal NPS representative for accident investigations and review boards.
4.
Manages the overall aviation safety effort of the NPS and serves as principal advisor on all technical
and administrative aviation safety matters.
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5.
Analyzes accident and incident trends, monitors the Aviation Mishap Information System (AMIS),
SAFECOM reports, and incidental serious safety concerns.
6.
Recommends and develops servicewide aviation safety policies covering all phases of the highly
complex and diversified mix of bureau aviation activities such as law enforcement; search and rescue
(including hoist, short-haul, heli-rappel); aerial capture, eradication and tagging of animals (ACETA); fire
management activities; and natural resource support.
The National Helicopter Operations Specialist (HOS) serves as principal helicopter technical safety advisor for
NPS.
1.
Serves as NPS representative to aviation committees tasked under NIAC and EAS.
2.
Serves as NPS representative on DOI specific projects to include law enforcement short-haul (LESH),
hoist, ACETA, search and rescue (SAR) short-haul, rappel, and aviation riskmanagement.
3.
Conducts site visits for existing and new programs, providing technical expertise in the preparation of
program approval requests (STEP, short-haul, rappel) waivers, and exceptions to policy.
4.
Coordinates and recommends approval requests to the NAM for aviation operations requiring agency
level approval.
5.
Disseminates aviation related policy, safety, and technical information.
6.
Coordinates with OAS for NPS aviation program evaluations and safety.
7.
Performs as NPS representative for accident investigations and review boards.
8.
Actively works with other program managers and regional aviation managers (RAMs) to ensure
operational aviation issues are addressed in program and policy decision.
9.
Responsible for helicopter budget tracking and preparing submissions, assisting regions with requests.
10.
NPS representative on DOI-specific aviation projects to include LESH, ACETA, SAR, and short-haul.
The National Fleet Pilot, Aircraft, and Unmanned Aircraft Systems (UAS) Specialist serves as a principal fleet
aircraft and pilot training advisor for NPS.
1.
Serves as NPS representative to aviation committees tasked under NIAC and the EAS.
2.
Serves as NPS representative on DOI-specific aviation projects to include pilot training, fleet aircraft,
and unmanned aircraft system (UAS) management.
3.
Conducts site visits and provides coordination between the national office and all NPS units concerning
safety, operations, investigation, direction, training, and compliance for the conduct of aircraft operations
and program activities.
4.
Provides national coordination for the NPS Developmental Pilot Program contained in DOI Operational
Procedures Memorandum (OPM)-22.
5.
Analyzes NPS aircraft and pilot needs.
6.
Serves as the point of contact for the Aviation Business Case Study (ABCS) process for NPS manned
and unmanned fleet aircraft.
7.
Coordinates and recommends approval requests, to the NAM, for aviation operations requiring agency
level approvals.
8.
Disseminates aviation related policy, safety and technical information; performs as an NPS
representative for accident investigations and review boards.
9.
Actively works with other program managers and RAMs to ensure operational aviation issues are
addressed in program and policy decisions.
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10.
Serves as primary NPS contact with DOI-OAS Technical Services for fleet and pilot specific projects.
Regional Directors (RDs) are responsible for ensuring that a safe and efficient aviation program exists in their
region.
1.
Ensure risk assessments are performed for all aviation activities.
2.
Support and disseminate aviation policies and information.
3.
Ensure that aviation training is in compliance with requirements and that proper equipment is used.
4.
Ensure availability of aviation expertise to field managers who are responsible for aircraft operations.
5.
Assign a liaison to aviation accident investigation teams.
6.
Promote and support the Aviation Mishap Information System (AMIS).
7.
Participate in or assign a senior line officer from the region to participate in an Aircraft Mishap Review
Board, (AMRB) for incidents occurring within their region.
8.
Responsible for developing a comprehensive park aviation program review process.
9.
Approves waivers to a limited number of DOI aviation policy such as ALSE.
Regional Aviation Managers (RAMs) provide technical expertise and aviation safety oversight of the parks in
their geographic area. Each region has a designated RAM. Regions may partner to share a RAM.
1.
Observe regional aviation activities and provide liaison with the NAM, NASM, HOS, fleet pilot, aircraft &
UAS specialist, and other agencies as appropriate.
2.
Serve as NPS representative to aviation committees such as NAAG.
3.
Provide assistance to aviation users for the implementation of departmental policy, DO-60 and this
reference manual.
4.
Review proposed changes in policy and procedure.
5.
Coordinate or instruct aviation training courses as requested.
6.
Review requests for new flight services such as on-call contacts, aircraft rental agreements, exclusive
use contracts, or call-when-needed (CWN) contracts.
7.
Review, as requested, park aviation management plans.
8.
May be delegated to perform as NPS representative for accident investigations and review boards.
9.
Serve as regional point of contact for UAS development, planning, and process.
10.
Review and correct if necessary NPS SAFECOM submissions prior to release.
11.
Where applicable, manage quality assurance, quality compliance (QAQC) process for fleet aircraft
maintenance.
12.
Assist parks in drafting and staffing letters of agreement, program enhancements, waivers to DOI policy
and memorandums of agreement/understanding.
13.
May act as the NPS representative on interagency committees and to OAS.
14.
Ensure timely completion of the AAPRAS by Level 1, 2 and as appropriate, 3 parks. Compiles for
submission to the NAM.
15.
When requested, assist parks in preparing and reviewing project aviation safety plans (PASP).
16.
Conducts aviation base and operational reviews at parks.
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Superintendents/park managers will ensure that decision-making and risk assessment are used in determining
the appropriateness of using aviation resources. Superintendents are responsible for all NPS flight operations
conducted in their park units and shall ensure aviation activities are conducted in compliance with applicable
policies/directives and the park aviation management plan (AMP).
1.
Designate, in writing, the park aviation manager (PAM) - a required position at Level 1 aviation parks.
2.
Ensure employee and public safety is considered foremost for all aviation activities, with full
consideration given to resource and visitor impacts.
3.
Direct development and approval of the park’s AMP in consultation with the RAM.
4.
Ensure adequate funding exists to support the level of aviation activityat the park.
5.
Confirm aviation activities are conducted in compliance with applicable policy/directives.
6.
Ensure completion the AAPRAS.
7.
Ensure options such as the incorporation of quiet technology aircraft and the establishment of flight
corridors and other protocols governing administrative use of aircraft are evaluated and used when
appropriate.
8.
Promote and use the Aviation Mishap Information System.
9.
Ensures that appropriate aviation training is completed.
10.
Verify that aviation safety hazards are mitigated and flight following is accomplished.
11.
Verify that aviation life support equipment requirements are followed.
12.
Ensure records related to the aviation program are maintained.
13.
Confirm significant operational problems are reported to the RAM.
14.
Ensure aviation resources are procured, managed, and operated within the scope of the contract.
The Park Aviation Manager (PAM)* is responsible for providing operational oversight to all flight operations
conducted in the park unit. Level 1 aviation parks (See Definitions, page xi) with complex aviation programs are
required to have a non-collateral duty PAM. Level 2 aviation parks shall assign a PAM who may have collateral
duties.
* (Some parks or regions may use different terminology than PAM to indicate an aviation manager who oversees
more than one unit e.g. hub manager, unit aviation officer, interagency aviation officer. NPS Units with adjacent
DOI or USFS managed lands may benefit by creating a shared unit aviation manager who can provide safety
assurance, safety promotion, risk management and policy guidance. For more information, visit the DOI and US
Forest Service (USFS) Service First webpage.)
The PAM position will be designated in writing by the park superintendent. In the absence of the PAM, an acting
PAM must be designated in writing.
1.
Responsible for writing and implementing the park aviation management plan. See Appendix 2, Park
Aviation Management Plan for an example of topics that may be included in the plan.
2.
Reviews PASPs , coordinates the planning and completion of project plans and risk assessments, see
Appendix 3, Project Aviation Safety Plan
for an example of topics that may be included in the plan)
3.
Ensures that aircraft and pilots for both manned and unmanned missions are appropriately approved for
the mission.
4.
Requests technical assistance for aviation problems.
5.
Validates that all aviation users meet the training requirements of the Interagency Aviation Training
Guide and OPM-04, “Aviation User Training Program.”
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6.
Where applicable, validates fleet aircraft operations per OPM-22, “Manned Aircraft, Pilot-Training
Program,” and OPM-11, “DOI Use of Unmanned Aircraft Systems (UAS).”
7.
Ensures that a qualified fixed-wing or helicopter manager is designated for all flights.
8.
Ensures that a qualified flight manager is assigned for charter, contract, or rental flights.
9.
Requests waivers, exemptions, or exceptions to policies, standards, procedures, or other instructions
(request must be submitted to the appropriate authority through the RAM).
10.
Ensures that project aviation managers, individuals who plan, organize, and manage the aviation
operations of a project utilizing aircraft, are qualified per OPM-04.
11.
Apprises the superintendent and the RAM of aviation concerns and problems.
12.
Serves as the park’s primary representative with the RAM on the QAQC team where a QAQC
program is employed.
13. When directed by the superintendent, ensures completion of the AAPRAS.
The pilot-in-command (PIC) is responsible for conducting aviation operations in accordance with applicable
policy and directives or a contract, maintaining proficiency and currency appropriate to the missions performed,
overall safety of the aircraft and personnel, has sole authority for operations of the aircraft, ensures airworthiness
and operates aircraft for maximum safety and efficiency, provides aircraft briefing, reports unsafe operations,
conditions, and situations using the AMIS system, when required complies with ALSE, and completes payment
documents.
Project aviation managers, in rare cases, NPS uses this position (per OPM-04) to plan and manage aviation
projects. However, in most instances, a project manager plans and manages projects that use aircraft and works
with a qualified aviation manager to develop project plans, risk assessments, and assures a fixed-wing or
helicopter manager is assigned to the project.
Helicopter flight manager position per OPM-04, Aviation User Training, is not recognized by the NPS.
An all-hazard/resource helicopter manager shall be assigned to all non-fire NPS helicopter flights. The
manager is responsible for coordinating, scheduling, and supervising all-hazard and resource helicopter
operations. The manager supervises operations involving transport of groups of personnel or cargo from/to
unimproved landing sites, external load operations, or other complex special use project operations. Managers
are not required to be on board all flights. All-hazard/resource helicopter managers must meet the requirements of
the training and currency listed in Chapter 15. An approved PIC may load and unload passengers and cargo
when rotors are not turning.
Fixed-wing flight manager must be assigned to all NPS fixed-wing flights. Fixed-wing managers are responsible
for ensuring flight following is completed, scheduling flights, passenger briefing and manifests are completed.
Managers are not required to be on all flig
hts. An approved PIC may fill this role (see the Interagency Aviation
Training (IAT) Guide to determine what level of training is required).
Aircrew member is a person working in and around aircraft and essential to ensure the safety and successful
outcome of the mission. (see the IAT Guide for training requirements and additional duties).
NOTE: Additional training is required for working in, around and under a helicopter with turning rotors.
All-hazards/resource helicopter crew member assists the helicopter manager in the performance and completion
of helicopter missions. This person may be on board the aircraft in lieu of a manager if unqualified personnel will
need to be loaded/unloaded with rotors turning. All-hazards/resource helicopter crew members must meet the
requirements of the training and currency listed in Chapter 15.
Dispatch personnel are responsible for dispatching and flight following aircraft in accordance with DOI and NPS
policies. Some of their duties include ordering, scheduling, flight following, and processing payments.
Flight followers are responsible for monitoring aircraft flight activities in accordance with DOI and NPS policies.
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They may work in a dispatch center or at a remote location where they have the ability to monitor a flight by radio
or a satellite tracking system and the means to initiate an aircraft mishap emergency response should the need
arise. Flight followers must meet the requirements of the training listed in OPM-04.
All NPS employees are responsible for knowing and following applicable policy and directives, maintaining
currency by attending required aviation training in accordance with DOI and NPS policies, using appropriate
personal protective and life support equipment, reporting potential and actual problems, and ensuring their own
safety as well as that of others.
1.6
Evaluation and Monitoring
Periodic internal reviews of NPS aviation operating procedures and readiness are necessary in order to enhance
safety, identify program strengths and weaknesses, help identify fiscal and personnel needs, and ensure the
efficient use of aircraft under NPS operational control. These reviews are supplemental to those conducted
periodically by the department.
1.6.1
Annual Aviation Program Report and Assurance Statement (AAPRAS)
Annually, Level 1 and Level 2 parks, and at the discretion of the RAM, Level 3 parks will complete the AAPRAS.
The RAMs will compile these reports for submission to the NAM at the beginning of each calendar year. The
NAM will provide a summarization to the AD-VRP (see Appendix 8, Annual Aviation Program Report and
Assurance Statement).
1.6.2
Regional Aviation Program Review
Each region’s overall aviation program will be reviewed at least once every five years by the NAM. The periodic
DOI program reviews, conducted by the OAS per 352 DM 2, Aviation Program Evaluation, may serve in lieu of a
separate NPS-initiated review.
1.6.3
Park Aviation Program Review
Regional directors are responsible for the development of a comprehensive park aviation program review process
for each park with an aviation program. These reviews shall occur at a minimum of five-year intervals. This review
will be accomplished in accordance with the AAPRAS or the OAS review per 352 DM 2.
1.
NPS programmatic areas such as Inventory and Monitoring, WASO Branch of Emergency Services,
Exotic Plant Management, etc. that are not directly associated with a park and conducting aviation
operations, require periodic operational reviews.
2.
The NPS programmatic reviews conducted by the NAM shall occur at a minimum of five-year intervals.
1.6.4
Local Facility Inspection
Superintendents will ensure that readiness inspections are conducted annually for all permanent rotary and fixed-
wing bases. This requirement will include permanent helipads in those parks with rotary wing operations but
lacking helibases. The preparedness evaluation process, found in the NWCG Standards for Helicopter
Operations, PMS 510, Appendix E, will be the basic tool for evaluating rotary wing facilities. Readiness
evaluations will be in writing and a copy will be forwarded to the RAM.
NOTE:
• Occasionally concerns regarding some aspect of the aviation program are discovered requiring
immediate investigation and possible action by RAMs or the NAM.
• When these infrequent situations occur, written documentation will be provided to the park
superintendent who must then respond in writing to the reviewers within 30 days of the receipt of the
documentation.
• If warranted, the response will include corrective actions, a timeframe, and responsible party.
• Any finding identified as a serious safety concern will be responded to in writing by the park
superintendent within 30 days to the RAM. The response will include corrective actions, effective
date, and individual responsible for the correction.
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1.7
Management of Aviation Mishaps
The National Transportation Safety Board (NTSB) is responsible for the factual investigation of aircraft accidents.
DOI- OAS has responsibility for determining causal and contributing factors which preceded NPS aviation
mishaps, incidents or accidents; The NPS is responsible for determining the active and latent organizational
conditions which contributed to the mishap, incident or accident and developing findings/recommendations.
Parks/units will respond to any findings in a timely manner. For more specific procedures, see Chapter 17.
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Chapter 2 – AVIATION DIRECTIVES
2.1
General
2.2
Office of Management and Budget Circulars
2.3
Federal Aviation Regulations
2.4
Departmental Manual
2.5
DOI Operational Procedures Memoranda
2.6
DOI Handbooks/Interagency Guides/NPS Operational Plans
2.7
DOI, Interagency and NPS Alerts & Bulletins
2.8
Enhancement, Policy Waivers and Exceptions
2.1 General
The following documents must be made available to all park managers using aviation resources.
2.2 Office of Management and Budget Circulars
Office of Management and Budget (OMB) Circulars No. A-11, A-123, and A-126 prescribe procedures for
acquisition of fleet aircraft, internal program controls, and the management and use of federal government
aircraft. Department of the Interior (DOI) policy is found in OPM-08, “Planning, Budgeting and Acquisition of
Aircraft Assets.”
2.3 Federal Aviation Regulations
These regulations are the basic guide for piloting and aircraft operations within DOI. Federal Aviation
Regulations (Title 14, Chapter 1 of the Code of Federal Regulations) may be obtained from the Government
Publishing Office, commercial bookstores selling pilot and aviation materials, or may be viewed online at the
Federal Aviation Administration (FAA).
2.4 Departmental Manual
Departmental Manual (DM) Parts 350-353 are the aviation policies for all DOI agencies. OAS publications
and forms and the OMB circulars may be obtained from OAS or viewed at the same website.
2.5 DOI Operational Procedures Memoranda
Operational Procedures Memoranda (OPMs) are temporary or interim aviation policy directives. They also may
be viewed at the DOI OAS Library
.
2.6 DOI Handbooks/Interagency Guides/NPS Operational Plans
The current version of the following handbooks and guides constitute NPS aviation policy, unless otherwise
noted. They may also be viewed online at the OAS Document Library.
2.6.1
DOI and Interagency Handbooks
Interagency Aviation Life Support Equipment Handbook (ALSE)
Aviation Fuel Handling Handbook
Interagency Helicopter Rappel Guide (IHRG)
Law Enforcement Short Haul (LESH) Policy
Military Use Handbook
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2.6.2
Guides (aka, NWCG “Standards”)
NWCG Standards for Aerial Ignition, PMS 501
NWCG Standards for Aerial Supervision, PMS 505
NWCG Standards for Airtanker Base Operations, PMS 508
NWCG Standards for Helicopter Operations, PMS 510
NWCG Standards for Aviation Transport of Hazardous Materials, PMS 513
NWCG Standards for Fire Unmanned Aircraft Systems Operations PMS 515
NWCG Standards for Airspace Coordination, PMS 520
NWCG Standards for Wildland Fire Position Qualifications, PMS 310-1
Interagency Standards for Fire and Fire Aviation Operations (Redbook)
2.6.3
NPS Operational Plans
NPS National Aviation Strategic Plan - while not policy, this is the guiding philosophy of NPS Aviation
NPS National Short-haul Operations Plan
NPS National ACETA Operations Plan
2.7 DOI, Interagency and NPS Alerts & Bulletins
1.
Information bulletins contain material of a general nature and do not have a defined expiration date.
These can be found at the OAS & Interagency Aviation “Information Bulletins”
web page.
2.
Safety alerts are time-sensitive documents that are published as needed. These can be found at the
DOI & Interagency Aviation “Safety Alerts” web page
.
3.
These bulletins contain material with wide application and are issued as needed. These can be found at
the DOI & Interagency Aviation “Accident Prevention Bulletins” web page.
4.
Technical data and recommendations regarding aircraft are published in tech bulletins when warranted.
These can be found at the OAS & Interagency Aviation “Tech Bulletins” web page.
5.
NPS Alert & Bulletins are intermittently issued and will be provided by RAMs and posted to InsideNPS.
2.8 Enhancements, Policy Waivers and Exceptions
1.
An “enhancement” refers to a deliberate risk assessment decision making process used anytime an
NPS unit initiates a new aviation program such as acquiring fleet aircraft or UAS, or when new aviation
missions are initiated (e.g. ACETA, short-haul, etc.). Initial enhancement applications are approved by
the associate director, Visitor and Resource Protection. Once an enhancement is approved, it is
deemed valid in perpetuity unless there is substantial change to the program. Existing enhancements
should be “reaffirmed” if there are significant changes in personnel or program operations. These
“reaffirmations” will be approved by the appropriate NPS regional director.
The “Enhancement Application Form” can be found in Appendix 5, Enhancement Application
.
2.
Waiver requests from NPS aviation policies found in this reference manual must use the enhancement
application. Waivers are valid for a specific period of time and must be renewed.
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3.
Regional directors are delegated the authority to grant waivers from departmental personal protective
equipment (PPE) using the process outlined in the ALSE Handbook.
4.
Exceptions and waivers for personal protective equipment requirements are found in the ALSE
Handbook.
5. Exception(s) to the DOI Departmental policy are found in 350 DM 1.10.
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Chapter 3 – RECORDS AND REPORTS
3.1
Aircraft Use Reports
3.2
Use of Non-Federal Public Aircraft
3.3
Aviation Training Records
3.4
DO 11D: Records and Electronic Information Management
3.1 Aircraft Use Reports
3.1.1
DOI Aircraft Use Reports
1.
For each flight of a government-owned manned or unmanned fleet aircraft an electronic Aircraft
Utilization Report (AUR), must be completed and submitted per OPM-02, “Fleet Aircraft Use Reporting.”
2.
For each flight of a government-owned manned aircraft an OAS-2, “Aircraft Status Log,” which indicates
flight history and maintenance status, must be completed and retained in the aircraft. If a two-pilot crew
is used or if two pilots onboard each occupy a seat with controls, the PIC for the mission shall be
determined and documented in the form aboard the aircraft, OAS-2, “Aircraft Status Log,” before takeoff.
In-flight changes of authority may be accomplished verbally.
3.
For each flight of a government-owned unmanned fleet aircraft an OAS-2U, UAS Flight Use Reporting
Form must also be completed for recording purposes.
4.
For each flight of a contract, rental, or charter aircraft, an OAS-23E must be completed, signed and
provided to the pilot for billing and recording purposes (see Chapter 13).
3.1.2
U.S. Forest Service Aviation Business System
(ABS)
Flight time, daily availability, and other authorized charges or deductions shall be recorded on a Flight Use Report
in ABS for all U.S. Forest Service (USFS) contracted aircraft. The data shall be entered and reviewed by the
government and the contractor’s representative (see IATB 2018-02).
NPS employees who serve as flight or
aircraft managers with responsibility for inputting flight use data into ABS will need to register with the USFS for
access to ABS.
3.2 Use of Non-Federal Public Aircraft
NPS reimbursement for the use of a state/local government owned and operated public aircraft as a first
responder resource must be documented to show that consideration was given to commercial operators and that
no commercial operator was available to respond to the incident in the same manner, timeframe, and comparably
equipped, as the non-federal public aircraft. Documentation must be maintained with the incident records (see
Chapter 13.5).
Note: This section refers to the operation of an aircraft by a government agency that does not meet civil standards
or that does not have a commercial operating certificate (if one is required). Operations conducted by a
government agency using civil certificated aircraft that do not require an operating certificate may be utilized when
approved as a cooperator aircraft by OAS.
3.3 Aviation Training Records
Aviation training records for NPS employees must be maintained by the respective units in order to ensure
training currency. Parks may use the Interagency Aviation Training (IAT) records database to meet this
requirement or may use their own method provided that such method is readily accessible to at least two
supervisory employees.
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All-Hazards/Resource Helicopter Manager and All-Hazards/Resource Helicopter Crewmember task books (and
previous versions of non-fire task books and task sheets) will be maintained as determined by the RAM in
accordance with 15.2.5.
In addition, NPS fleet pilot training records must be maintained in accordance with 351 DM 3 and OPM-11 DOI
Use of Unmanned Aircraft Systems.
3.4 DO-11D: Records and Electronic Information Management
Recordkeeping associated with aviation activities will be in accordance with the requirements of Director's Order
11D: Records and Electronic Information Management.
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Chapter 4 – FLEET AIRCRAFT ACQUISITION, MARKING,
DISPOSITION and FUNDING
4.1
Acquisition
4.2
Marking
4.3
Disposition
4.4
Funding
4.1 Acquisition
The addition of an aircraft to a national park or National Park Service program, to include UAS through purchase,
transfer, lease or loan must be requested through the RAM, NAO and AD-VRP (or delegated person). The relative
merits of purchase versus contracting must be evaluated according to the requirements set forth in OMB Circular
A-11, Part 7, and ABCS Process.
1.
The application in Appendix 5, Enhancement Application will be used to justify the addition of an aircraft
to a park or program.
2.
The justification must include mission purpose, the amount and kind of usage, pilot arrangements,
acquisition and operating costs, equipment enhancement, funding and financial reserves for aircraft
replacement purposes. Proposals must also include information on opportunities for sharing use with
other NPS offices or DOI Bureaus.
3.
Reassignment of manned fleet aircraft is conducted between the releasing unit and the receiving unit.
Coordination with the OAS Tech Service fleet accountant and maintenance personnel is necessary.
4.
Reassignment of UAS is conducted between the releasing unit and receiving unit. Coordination with the
UAS division at OAS may be necessary.
4.2 Marking
All departmental aircraft must be marked in accordance with Federal Aviation Regulations (FAR) Part 45,
Subparts A-C and Part 7.
4.3 Disposition
OAS is responsible for disposing of aircraft in accordance with federal property management regulations. Parks
disposing aircraft, to include UASs, must coordinate with the national and/or regional aviation staff for possible
reassignment to another park or transfer of the aircraft and its’ working capital accounts.
Parks transferring or selling a fleet aircraft must annotate on the OAS 75 Aircraft Disposal Request and work with
the OAS fleet managers to assure all NPS markings e.g. Arrowhead, NPS Patrol, NPS Ranger etc. are removed
before release of the aircraft.
4.4 Funding
4.4.1
Establishing a Fleet Working Capital Fund (WCF) Account
Prior to the acquisition of a fleet aircraft, either manned or unmanned, a WCF account must be established with
OAS Fleet Accountant in Boise. A Fleet Information Document (FID)
available in the OAS forms library is
completed between the park or program budget officer and fleet accountant transferring the NPS funds into the no
year WCF. Once in the WCF the funds cannot be used for any purpose other than purchase of aircraft and its
associated equipment nor can the funds be transferred back to the originator. The funds may be transferred
internally by OAS to another WCF account.
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4.4.2
Request to not fund an Aircraft Replacement Reserve Account
The decision to not fund a current fleet aircraft’s replacement reserve account is a decision with long-term
consequences potentially well beyond current management’s tenure. Parks that are considering not funding
replacement reserve accounts must:
1. Submit a written request through the RAM and NAM stating the reason for not funding the replacement
reserve account. Include a statement that the aircraft will not be replaced at the end of its useful life.
Request will include:
a.
Current aircraft usage and additional aircraft at park, if any.
b.
The reasoning behind the request.
c.
The reduction in monthly rate by not funding the replacement reserve account and the projected
cost savings over the remainder of the aircraft’s life cycle.
d.
The projected date the aircraft will be released.
2. Upon receipt of the information and concurrence by the regional director via the RAM and NAM the
package will be forwarded to the AD-VRP for final approval and a memorandum issued to the director,
OAS.
3. The park or program must update their Fleet Information Document (FID), annotated with the
information that the replacement reserve account is not being funded and the date the aircraft will be
released. All future FID, until the aircraft is released, will contain this information.
4.4.3
Time-Between-Overhaul Reserve for Fleet
Aircraft
Time-Between-Overhaul (TBO) Reserves are funds set aside for engine-propeller overhaul.
1. These reserves are calculated for each individual aircraft based on estimated future cost of overhauling
the time-based components.
2. The amount of TBO reserves set aside currently in a given aircraft's account is 75 percent of the
recommended overhaul hours for the engine.
3. Funding overage or deficit is rolled into the calculation of the next engine cycle through the TBO reserve
amount set aside.
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Chapter 5 – MANNED AIRCRAFT EQUIPMENT
5.1
General
5.2
Additions/Alterations
5.3
Wire Strike Protection Systems
5.4
Emergency Locator Transmitter
5.5
Satellite Based Tracking Systems
5.1 General
Aircraft used in support of aviation activities within the Department of the Interior (DOI) must be equipped in
accordance with 351 DM 2.
5.2 Additions/Alterations
No equipment or device may be permanently added to any aircraft without the concurrence of the RAM. Final
approval requires completion of OAS-74 Aircraft Modification Request and authorization from chief, OAS,
Technical Services Division. Parks should be aware that approved additions may become a permanent part of the
aircraft. Parks are advised not to consider any aircraft or equipment additions as part of the park’s property
inventory regardless of how purchased or funded.
All aircraft with external devices, such as tracking antennas must be operated in accordance with the limitations
of FAA approval: Form FAA-8110-2, “Supplemental Type Certificate,” for the aircraft make and model, or Form
FAA-337, “Major Repair and Alteration.” Additional requirements for tracking antennas are found in 351 DM 2.2 H.
5.3 Wire Strike Protection Systems
All DOI helicopters will have wire strike protection systems (WSPS) installed. These systems have proven to be
an effective mishap prevention tool for low-level helicopter operations operating in the wire environment.
Where applicable, all contracts for NPS helicopters will adequately address this requirement. In certain
operations, WSPS may not be feasible for make and model of aircraft. In those cases, exceptions to this policy
may be warranted with concurrence by the NPS RAM, NAM and approval by DOI-OAS.
5.4 Emergency Locator Transmitter
An emergency locator transmitter (ELT) meeting Aviation Life Support Equipment Handbook requirements must
be installed in all manned aircraft owned or operated by the NPS. This installation must be in the cabin or
conspicuously placarded indicating its location(s). NPS fleet aircraft and DOI approved personal aircraft used for
passenger transport shall be equipped with 406 MHz ELTs.
ELT serial numbers are registered with the National Oceanic Atmospheric Administration (NOAA). Upon
activation, the serial number as well as location data is transmitted by satellite and routed through NOAA. NOAA
calls the DOI-OAS aircraft fleet manager who in turn calls the appropriate emergency contact information
provided by the NPS unit which operates the aircraft. The emergency contact information must be confirmed
annually by NPS personnel and updated as needed.
5.4.1
Primary Contact Information
The 24-hour emergency contact number should be the dispatch center or office with flight following responsibility.
A PAM, Park aviation officer, or RAM cell phone, or satellite communication device (inReach) may also be used
as an alternative if that person has direct knowledge of the daily operation and the location of the aircraft.
Alternative primary contacts may be listed but must be accessible on a 24-hour basis. Office telephones not
staffed on a 24-hour basis and that do not automatically roll over to a cell phone should not be used. The pilot
flying the aircraft will not be listed as a primary contact number.
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5.4.2
Alternate Contact Information
The 24-hour emergency contact should include the DOI aircraft accident reporting number, 1-888-4MISHAP (1-
888- 464-7427). Alternate telephone numbers may also include park offices and the aircraft primary pilot, but only
if multiple primary contacts are listed.
NOTE: Inadvertent activation of ELTs is the source of many false reports. The pilot can often quickly resolve a
false report. Therefore, listing the pilot and aircraft satellite telephone, as an alternate 24-hour emergency contact,
is a viable strategy.
5.5 Satellite Based Tracking Systems
Aircraft procured or operated by the NPS require a satellite based tracking system. This system must be
monitored by a dispatch office or flight following by qualified personnel during all flight operations. If satellite-
based tracking becomes inoperable, an aircraft will normally remain available for service, using radio and/or voice
(satellite or cell phone) systems for flight following.
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Chapter 6 – PERSONAL PROTECTIVE EQUIPMENT/AVIATION
LIFE SUPPORT EQUIPMENT
6.1
Personal Protective Equipment
6.2
Personal Protective Equipment Waiver Authority
6.3
First Aid and Survival Kits
6.4
Personal Flotation Device
6.5
Personal Locator Beacon
6.6
Flight Helmets
6.1 Personal Protective Equipment
Flight crew members, aircrew members, and passengers are required to wear personal protective equipment on
all special use flights as per the Aviation Life Support Equipment Handbook.
6.2 Personal Protective Equipment Waiver Authority
Waivers from PPE requirements are delegated from the NPS Director to NPS regional directors:
1.
These waivers are limited to instances where protection for the individual is deemed more critical for
personal safety than provided by standard PPE.
2.
A waiver must have an expiration date and cannot exceed three years.
3.
Flight helmet requirements cannot be waived except as noted in the ALSE handbook.
6.2 First Aid and Survival Kits
All manned aircraft flying missions other than point-to-point under the operational control of the NPS must carry
first aid kits and survival kits meeting specifications found in the ALSE Handbook. Aircraft flying in Alaska or
Canada must carry additional survival equipment in accordance with the requirements of the government of the
territory being over flown.
6.4 Personal Flotation Device (PFDs)
6.4.1
Single Engine Aircraft
For operations beyond power-off gliding distance to shore, PFDs will be worn for all flights. Seat Fare operations
authorized under OPM-15, Acquisition of Seat Fares, must follow the certified commercial carrier’s requirements.
6.4.2
Multi-engine Aircraft
PFDs must be immediately available to each seated occupant. NOTE: When performing takeoffs or landings to
water, occupants of all aircraft must wear PFDs.
This policy includes seat fare operations except as noted below:
PFDs need not be worn but must be immediately available to each seated occupant in multiengine-land aircraft
which meet performance capability required for FAA Part 121 Air Carrier and Part 135 Air Taxi and Commercial
Operators.
6.5 Personal Locator Beacon
Personal Locator Beacons (PLB), Satellite Messengers and to some degree depending on location, cell phones
provide an additional means of locating persons and aircraft. However, their possession and use does not waive the
requirements for installed Emergency Locator Transmitters and Satellite-Based Tracking Systems or flight plans
and flight following procedures in DOI and NPS aviation policy.
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6.6 Flight Helmets
The ALSE Guide identifies approved helmets. The DOI/USFS Aviation Helmet Standard identifies inspection
process for flight helmets. Flight helmets may be repaired/refurbished by interagency agreements with agencies
that have certified technicians or factory personnel.
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Chapter 7 – MANNED AIRCRAFT MAINTENANCE AND
INSPECTION
7.1
Maintenance
7.2
Inspection Programs
7.3
Returning an Aircraft to Service
7.1 Maintenance
Department of the Interior (DOI) owned or operated aircraft, and privately owned aircraft (not to include travel
under the Federal Travel Regulations (FTR)) conducting government business, must be maintained in
accordance with the maintenance programs outlined in 351 DM 2.
7.2 Inspection Programs
DOI owned or operated aircraft and privately owned aircraft conducting government business (not to include
travel under the Federal Travel Regulations (FTR) must be inspected in accordance with the inspection programs
outlined in 351 DM 2.
7.3 Returning an Aircraft to Service
Fleet aircraft shall not be operated until it has been approved for return to service in accordance with 14 C.F.R.
§43. A functional flight test must be performed by a pilot certificated in accordance with 14 C.F.R. § 61 following:
aircraft overhauls, major repairs or replacement of engine, power train, rotor system, retractable landing gear
system, flight controls, or adjustment of the flight control system. Flight test results shall be recorded in the aircraft
maintenance record. No passenger shall be carried during a flight test. Questions regarding rental and/or contract
aircraft should be directed to the COR.
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Chapter 8 – AIRCRAFT SECURITY
8.1
General
8.2
Fuel
8.3
Facility Security
8.4
Aircraft Security
8.1 General
The PIC is responsible for the security and tie down of the aircraft. It is recommended that DOI aircraft be
hangared whenever practical.
8.2 Fuel
The pilot must verify security, type, and quantity of fuel. Reference Chapter 10 Sec. 10.17 Aviation Fuel Handling.
8.3 Facility Security
Each National Park Service location used for aircraft landing and takeoff at which DOI-owned or -controlled
aircraft are permanently based shall have a current written security evaluation in accordance with 352 DM 5, and
the Field Reference Guide for Aviation Security for Airport or other Aviation Facilities (AAF). The AAF is
available at the Office of Aviation Services’ website, under Aviation Handbooks, Guides & Booklets.
Parks may choose to conduct a park-wide evaluation that is inclusive of all landing areas if there is no significant
difference in risk at each site. Park aviation plans shall address AAF security evaluations and establish a
schedule for review. NOTE: If your AAF evaluation score is higher than 6, consult with the NAM for guidance
before taking further action.
8.4 Aircraft Security
(See 352 DM 5 for Military/Cooperator Aircraft exemption)
Aircraft must be dual-locked whenever they are not under the direct control of an NPS employee. At any time DOI
owned or controlled aircraft are not directly attended by department-authorized flight or ground personnel, the
aircraft will be physically secured and disabled via the dual-lock method. Examples of acceptable dual-lock
devices and their conditions of use are listed in 352 DM 5, Appendix 2.
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Chapter 9 – PILOT FLIGHT AUTHORITY, MANNED AIRCRAFT
OPERATIONS
9.1
General
9.2
NPS Flight Authority Authorization
9.3
NPS GS-2181 Pilots
9.4
NPS Dual Function Pilots
9.5
Incidental Pilots
9.6
Auxiliary Pilots
9.7
Pilot Training
9.8
Developmental Pilot Program
9.9
Medical Certificates
9.10
Request for NPS Fleet Pilot Approval and Flight Evaluations
9.11
NPS Instructor Pilot
9.12
NPS Pilot Review Board
9.13
Pilot Suspension/Revocation
9.1 General
When training or hiring NPS pilots, managers must carefully consider the risks, the position qualifications, ongoing
training requirements, and fiscal issues associated with fleet aircraft and pilot operations. Managers will consult
with NPS regional and national aviation managers as well as human resource specialists when hiring pilots.
Managers must use the NPS Hiring Officials Pilot Requirements Checklists
to determine the skills needed for the
operations performed by the unit hiring the pilot. These checklists are found on SharePoint or by contacting the
national aviation office.
Prior to a final offer of employment by human resources for an NPS pilot position, the hiring official must ensure:
1.
Complete the requirements per 351 DM 3 for an FAA Accident/Incident and Enforcement Action History.
2.
Examine the applicant’s log book/military training records for qualifying flight and PIC time.
3.
Ensure a pre-employment flight evaluation has been administered and the results documented.
4.
Ensure that applicants with military pilot experience complete an FAA Military Competency Knowledge
Test and present an appropriate FAA pilot certificate.
NOTE: Since an applicant is not an authorized DOI pilot and hence not authorized to manipulate the controls of
DOI aircraft, authorization must be acquired from the appropriate OAS regional director prior to an applicant being
administered a pre-employment flight evaluation. Contact the NPS fleet and pilot specialist for assistance.
9.2 NPS Flight Authority Authorization
The NAM will issue a NPS Flight Authority Letter for all NPS pilots recognizing the individual as authorized to fly
for the NPS. Once issued the letter remains in effect for the duration of the pilot’s NPS career. NPS flight authority
can be suspended or revoked following an accident, incident with potential or actions which result in convening an
NPS Pilot Review Board per Appendix 6.
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9.2.1
Technical Oversight of NPS Pilots
The technical oversight of NPS pilots rests with the RAM. In the event the RAM lacks the expertise, the oversight
is delegated to a NAO technical specialist (e.g., the appropriate National Aviation Management Specialist). At
parks with PAMs, this oversight can be provided by the PAM with RAM concurrence.
The oversight is exercised to ensure a safe and professional aviation program and service. The oversight applies
only to the employee’s aviation duties. Technical oversight consists of, but is not limited to:
1.
Initial hiring.
2.
Design and development of aviation training.
3.
Advisement of flight operations, e.g. mission planning.
4.
DOI fleet aircraft management skills to include:
a.
Aircraft use reports.
b.
Aircraft maintenance.
c.
Fuel management.
5.
Input to the pilot’s annual performance appraisal should be provided.
9.3 NPS GS-2181 Pilots
GS-2181 pilots meet the following criteria:
1.
Piloting aircraft is the primary duty and comprises more than 50 percent of the employee’s duties.
2.
Position descriptions are classified in the 2181 (pilot) series.
Primary pilots must meet all DOI criteria for flight authorization, currency, and flight check requirements listed in
351DM 3 that applies to the operations they will perform.
The following minimum amount of flight hours must be accomplished prior to hiring:
1.
1,500 hours total flight time.
2.
1200 hours PIC in category.
3.
Additional minimum requirements apply, see Pilot Hiring Checklist.
9.4 NPS Dual Function Pilots
Dual function Pilots must meet the following criteria:
1.
Piloting duties are stated in employee’s position description.
2.
Piloting aircraft is not the primary duty and comprises less than 50 percent of the employee’s duties.
3.
Positions are typically classified into the appropriate LE and biological sciences job series.
4.
The following minimum amount of flight hours must be accomplished prior to hiring. Minimum pilot time
requirements to be considered for hiring are:
a)
500 hours PIC in Category.
b)
Additional minimum requirements apply, see Pilot Hiring Checklist.
9.4.1
Dual Function Pilots With Less Than 1,000 Hours
PIC
Dual function pilots with less than 1,000 hours PIC are required to have written approval from the RAM and NAM
prior to flight evaluation for Off Airport (Airplane) or Low Level Operations.
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9.4.2
Stage Check Requirement for Dual Function
Pilots
To ensure the ongoing development and proficiency for NPS pilots, any pilot with 500-1,200 hours PIC will at a
minimum of every six calendar months, receive a stage check.
At a minimum, this stage check will consist of one hour of flight training and one hour of ground training in
appropriate areas of operation and tasks applicable to the pilot’s operating environment. An authorized DOI
Instructor Pilot must provide the instruction in a DOI aircraft unless a non-DOI FAA certificated flight instructor
(CFI) is approved by the OAS Regional Director for manipulation of controls of a DOI aircraft.
Discretion is delegated to the person administering the stage check to determine the area of operation and tasks.
The stage check requirement can be met by one of the following conditions:
1.
Pass an FAA pilot proficiency check for a pilot certificate, rating, or operating privilege.
2.
Complete a FAR 61.56 Flight Review administered by OAS, bureau instructor pilot, inspector pilot or
FAA CFI authorized by OAS and the NAM to perform the task*.
3.
Complete a DOI flight evaluation per 351 DM 3.
4.
Attend a DOI- or bureau-sponsored clinic that includes both ground and flight training. Clinic must include
a minimum of one hour of flight training and one hour of ground training and be documented via OAS-50,
“Flight Instruction Form”, or logbook entry.
* If a non-DOI/USFS certified flight instructor is used to fulfill the requirements for a stage check, a letter of
authorization from the appropriate OAS regional director for the CFI to manipulate the controls of a DOI aircraft
per 351 DM 1.2 B. (2) must be requested and approved.
9.5 Incidental Pilots
The NPS does not recognize incidental pilot duties as described in 351 DM 3. NPS employees conducting pilot
operations, other than under the Federal Travel Regulations, will have those duties included in their position
descriptions.
9.6 Auxiliary Pilots
Auxiliary pilots are volunteers or contractors, not government employees. They may serve as a pilot of DOI
aircraft per OPM-34, Auxiliary Pilots-Manned Aircraft. Flight evaluations per 351 DM 3 apply.
9.7 Pilot Training
New hires and developmental pilot training requires approval by the NAM. Initial and ongoing training
requirements for NPS GS-2181 and Dual Function pilots can be found in 351 DM 3 and OPM-22. Requirements
for Auxiliary Pilots are in OPM-34.
New hire pilots who fail to meet FAA Practical Test Standard and DOI interagency Practical Test Standards
duri
ng initial or recurring flight evaluations are not authorized to manipulate the controls of DOI aircraft without a
CFI onboard or act as PIC for flight operations. Failure to meet flight experience and training requirements may
result in withdrawal of NPS flight authorization.
Parks, in collaboration with the RAM and NAO, are encouraged to provide additional training to cultivate pilot
skills and professional development. Examples of training include Airline Transport Pilot or CFI ratings.
DOI and NPS pilots with CFI ratings who can become DOI Instructor Pilots (IP) are extremely important to the
bureaus. DOI operational and special use mission skills are not normally found in civil FAA pilots or CFIs. An NPS
IP provides the bureau the ability to meet pilot training requirements internally, reduce training costs by avoiding
reliance on outside vendors, bureaus or OAS, and IP provided instruction fulfills continuing education
requirements for both the bureau instructor and pilot.
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9.8 Developmental Pilot Program
Until an employee has been formally accepted into a DOI-developmental pilot training program, approved by the
NAM, it is prohibited for a park to fund any portion of flight training, to include salary. This policy does not prohibit
an employee from pursuing flight training on their personal time.
Requests for employees to enter a DOI/NPS Pilot training program designed to develop them as a dual function
pilot in lieu of 351 DM 3 will follow the procedures outlined in OPM-22. This request will be initiated in writing
through the program manager/superintendent to the RAM for approval from the NAO in order to construct a
training plan and ensure that adequate funding is available for the trainee pilots’ development.
The following information must be included in the request:
1.
Pilot’s name.
2. Copy of FAA pilot certificate.
3.
Copy of FAA medical certificate.
4.
Brief resume of pilot experience and background, OAS 64D.
5.
Type of aircraft the pilot is to be qualified to fly.
6.
Missions that will be flown (OPM-22).
7.
Name of the PAM or supervisors, their currency per OPM-04 and the level of supervisory oversight they
will provide to the flight operation.
8.
Indication of whether the employee is in a developmental position and if pilot training is included in the
person’s employee development plan.
9.
Letter of commitment, is encouraged to help ensure the NPS that the sizable commitment of funds and
time invested in a pilot’s development will be returned by continued service.
9.8.1
Developmental Pilot Program Requirements
NPS employees will meet the following minimum requirements before being considered for the trainee pilot
program. The park initiates a request through the RAM to the NAM for entry into the trainee pilot program. In
addition, an approval to manipulate the controls is required from the OAS RD prior to a flight evaluation; the pilot
must:
1.
Hold an FAA commercial pilot certificate in category with instrument rating.
2.
Possess a current FAA Medical Certificate Second Class.
3.
Have logged at least 100 hours PIC in category.
4.
Pass an FAA or military pilot record check.
5.
Received a flight evaluation conducted by a DOI Instructor Pilot (IP) for basic skills and aptitudes in
accordance with 351 DM 3.
6.
Had their logbooks/military records reviewed for qualifying time by RAM or NAM.
9.8.2
Developmental Pilot Curriculum
The NPS national fleet aircraft, pilot and UAS specialist and/or RAM develops the training curriculum for the pilot
candidate with funding and time line concurrence.
Upon concurrence, the NPS will request the pilot candidate be authorized to manipulate the controls of a DOI
aircraft via the OAS RD. A copy of this authorization will be forwarded to the NAO, pilot’s supervisor, and
instructor pilot.
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9.9 Medical Certificates
Pilots will maintain a minimum Class II FAA medical certificate; pilots who fail to maintain an FAA Class II medical
certificate or higher are not authorized to manipulate the controls of DOI aircraft or act as PIC for flight operations.
9.10 Request for NPS Fleet Pilot Approval and Flight Evaluations
Request for flight evaluation for pilot approval must be routed through the RAM to OAS to maximize aviation
safety compliance specialists’ time and availability.
9.11 NPS Instructor Pilot
NPS instructor pilots (IP), when providing instruction in DOI aircraft, must be authorized by the NAM by a letter of
authorization, which will be included in the pilot’s DOI pilot file. NPS instructor pilots are:
1.
Responsible and authorized to provide flight and ground instruction.
2.
Act as PIC of the aircraft anytime a trainee is onboard the aircraft.
3.
Authorized to provide written endorsements (e.g., in the pilot’s logbook and/or on OAS Forms 50/51)
and certifications in the FAA Integrated Airman Certification and Rating Application system for new
ratings.
9.11.1
Instructor Pilot Qualifications
DOI flight-instruction duty should be documented in the employee’s job description as a secondary or tertiary
responsibility relative to the primary flying duty. NPS instructor pilots must:
1. Hold and maintain a current FAA Certified Flight Instructor pilot certificate with appropriate ratings.
2. Be current and carded as PIC in the aircraft when providing training to include initial qualification,
special use or configuration training.
3. Be recommended in writing by their RAM and approved by the NAM. Nomination and approval
documentation must be forwarded to OAS headquarters for inclusion in the pilot’s permanent records.
4. Successfully complete an initial one-time OAS flight evaluation while flying in the instructor position. If the
evaluation is conducted in an aircraft with side-by-side cockpit seating, the instructor pilot must also pass
an OAS flight evaluation from the rear seat to instruct in tandem aircraft.
9.11.2
Instructor Pilot Privileges and Limitations
The instructor pilot is authorized to:
1. Provide initial flight and ground training to DOI pilots who are not currently carded in the aircraft.
2.
Provide recurrent flight training to DOI pilots.
3. Train fleet pilots to perform special use missions for which the instructor pilot is currently authorized.
Instructor pilots must not provide training on any special use mission for which the instructor is not
current and qualified.
4. Provide written endorsements and/or recommendations for fleet pilots to receive initial OAS aircraft
flight evaluations.
5. Provide recommendations to the DOI pilot and the pilot’s supervisor when additional training or a
different approach is advised.
6. Instruct OAS-approved pinch-hitter courses in accordance with 351 DM.
7. Perform flight reviews of DOI pilots to satisfy the requirements of 14 C.F.R. § 61.56.
8. Endorse applicants for new pilot certifications in the FAA’s Integrated Airman Certification and Rating
Application.
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9.11.3
Renewal or Reinstatement of Instructor Pilot
Privileges
1. Instructor pilot authorization is valid for two years.
2. Renewal or reinstatement of instructor status must be initiated in writing by the PAM or Supervisor and
the RAM with concurrence of the NAM.
9.11.4
Suspension or Revocation of Instructor Pilot
Privileges
Should it become necessary to suspend or revoke an NPS IP designation, the NAM will inform the IP in writing
with a notification to the OAS Regional Director in which the pilot was carded. Suspension or revocation of NPS
IP authority automatically prohibits the IP from providing instruction in a DOI aircraft to any DOI pilot or
developmental pilot.
Suspending or revoking NPS IP authority does not affect the IP’s FAA CFI certification, however FAA CFI status
does not allow the IP to instruct without the NAM’s NPS IP authorization while on duty.
9.12 NPS Pilot Review Board (PRB)
The NPS PRB is an administrative, fact-finding proceeding conducted to ensure all information relevant to a pilot’s
qualifications are reviewed and evaluated in a knowledgeable, fair, and impartial manner. The NPS PRB, found in
Appendix 6,
is an internal NPS process to determine an NPS pilot’s or developmental pilot’s fitness for duty
based on the identification of a serious safety concern, an accident, or an incident with potential or employment
or performance- based concern that indicates they are unfit to perform duties as an NPS pilot.
Note: The NPS PRB does not include circumstances that are under an OAS convened DOI Pilot Review Board
found in 351 DM3.
The PRB is not meant to replace any supervisory performance or conduct review effort.
Under some circumstances, such as a recommendation from an Aviation Mishap Review Board (AMRB), OAS
may be requested to convene a DOI Pilot Review Board or opt to do so on their own as outlined in DOI OPM-24,
Pilot Review Board.
9.13 Pilot Suspension/Revocation
DOI Pilot Qualification Card will be suspended by OAS after an aircraft accident, mishap or incident with potential,
(IWP. Failure of the pilot to conform to prescribed DOI standards may result in suspension/revocation of the DOI
Pilot Qualification Card. If applicable, at this time the NAO will also suspend or revoke the NPS pilot’s Flight
Authority Letter.
The process for the NAM to request suspension or revocation of a DOI Pilot Qualification Card is contained in 351
DM3.6 G (1. Under some circumstances, such as a recommendation from an Aviation Mishap Review Board
(AMRB), OAS may be requested to convene a DOI PRB or opt to do so on their own as outlined in OPM-24, Pilot
Review Board. Revocation, suspension, and re-issuing process for DOI pilot authorization is outlined in the DOI
Flight Crewmember policy 351 DM 3
.
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Chapter 10 – FLIGHT OPERATIONS
10.1
General
10.2
DOI-Approved Aircraft and Pilots
10.3
Noise Impact Mitigation
10.4
Aviation Management Plan
10.5
Project Aviation Safety Plan
10.6
Flight Plan and Flight Following
10.7
Passenger Manifest
10.8
Aircraft Preflight/Post Flight
10.9
Checklists
10.10
Interagency Aircraft Data Card
10.11
Interagency Pilot Qualification Card
10.12
Passenger Briefing
10.13
Crew Duty Time Limitation
10.14
Instrument Flight Rules
10.15
Night Flying
10.16
Transport of Hazardous Materials by Aircraft
10.17
Aviation Fuel Handling
10.18
Transport of Cargo/Equipment
10.19
Load Calculations/Weight and Balance
10.20
Environmental Considerations
10.21
Aviation Mishap Response Plan
10.22
Lap Belt/Shoulder Harness
10.23
Special Use Flight Operations
10.24
Law Enforcement Operations
10.25
Flights Outside the U.S., Trust Territories, and Possessions
10.26
Emergency Situations
10.27
Employee Prerogative
10.1 General
All missions under operational control of NPS will comply with applicable Federal Aviation Regulations (FARs),
DOI aviation policy, DOI handbooks, and interagency guides as listed in Chapter 2. Prior to conducting NPS
aviation operations, to the maximum extent possible, operational control must be clearly identified.
NPS personnel issuing permits: e.g. Special Use, Scientific Research and Collection or Commercial Use
Authorization must not add aviation language e.g. routes, altitudes, aircraft types, operational procedures that
may potentially/inadvertently put the NPS in operational control of the flight. If a permitting request involves an
aviation component, the RAM must be involved in the process.
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Anyone has the right to refuse a mission. Park employees have the authority to stop work for any NPS mission.
Standing down flight operations for any reason is not considered a suspension/revocation of a pilot’s DOI Pilot
Qualification Card.
10.2 DOI-Approved Aircraft and Pilots
NPS employees must only use aircraft and pilots approved or otherwise authorized by the OAS or the United
States Forest Service (USFS) for all flight services. Use of USFS carded aircraft for non-wildland fire missions
must be approved in advance by OAS.
10.3 Noise Impact Mitigation
With safety of flight the first priority, certain pilot techniques and planning can reduce noise impacts over parks.
Flight operations over and adjacent to noise sensitive areas must be avoided whenever possible. Examples of
such areas include campgrounds, heavily used trails or recreation/visitor areas (amphitheaters, visitor centers,
permitted hunting and fishing areas), sensitive wildlife habitat, culturally sensitive areas (including ceremonial
areas), and areas managed as wilderness. Frequency of flight operations must be minimized to the extent
possible.
Power settings, ascents, and descents (during departure, climb and arrivals), turns, en route, and maneuvering
will consider noise impacts (noise mitigation techniques for helicopter operations are available through FAA
course ALC-500: Fly Neighborly). Studies, such as the Aviation Business Case Study, for replacement of existing
fleet aircraft should consider the potential to reduce noise impacts through quiet technology enhancements to the
aircraft when feasible.
10.4 Aviation Management Plan
Parks that either meet the definition of a complex aviation program (Level 1) or have elements of a complex
aviation program (Level 2) are required to have aviation management plans (AMPs). Level 3 parks must consult
with their RAM to determine whether an AMP is required.
1. AMPs must be approved by the superintendent and reviewed annually. If no changes are necessary
after the annual review, an AMP must be initialed and dated.
2. Regional and/or park plans may be tiered off this reference manual; if there are no specific additions,
the regional AMP or this reference manual may function as a standalonedocument.
3. Appendix 2, Park Aviation Management Plan
, contains the minimum elements required in an AMP.
10.5 Project Aviation Safety Plan
Project Aviation Safety Plans (PASPs) are used to conduct mission planning for aviation projects and will be
developed for all special use missions. It’s not anticipated that PASPs will be completed for emergency situations
(e.g. SAR, fire, LE), however a documented risk assessment must be performed before such a flight takes place
OR a documented process (as approved by the RAM) to capture the unique and special circumstances will be
incorporated into the park AMP (OPM 6).
1. For those parks or units that perform similar special use aviation missions on a recurring or routine
basis, the required PASP may be incorporated into an AMP.
2. Project managers and/or management-level project approvers are responsible for ensuring PASPs are
completed.
3. Risk assessments are required to be included in all PASPs. The risk assessment/hazard analysis shall
be included in every preflight/pre-mission briefing. At a minimum, preflight briefings will be documented
in the daily diary/flight log. For SARs and other emergencies where time precludes preparation of a
written PASP, a hasty risk assessment which leads to a go/no go decision and can be produced after
the fact is acceptable.
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4. One of the following risk assessment methods (found on InsideNPS) may be used or an alternative
method, approved by the PAM and the RAM:
a) GAR risk assessment model.
b) NPS flight plan and preflight operation risk management checklist.
c) NPS pre-flight operational risk analysis worksheet.
d) FW S aviation risk assessment matrix.
e) BLM/USFS Risk Assessment Management Workbook.
(see Appendix 3, Project Aviation Safety Plan
, for an example of the minimum elements required in a PASP).
10.6 Flight Plan and Flight Following
Flight plans must be prepared and flight following must be conducted for all NPS aviation activities as outlined in
351 DM 1.4
10.6.1
Flight Plan
An example of a flight plan can be found in Appendix 4, Flight Request Form.
10.6.2
Flight Following
All NPS exclusive-use and fleet aircraft require a satellite-based tracking system.
Pilot must initiate contact with the dispatcher or flight follower to ensure satellite tracking is positive.
Tracking must be monitored and aircraft location documented, at a minimum of every 60 minutes, by dispatch or
flight following qualified personnel during all flight operations.
NOTE: If satellite-based tracking becomes temporarily inoperable, an aircraft will normally remain available for
service, e.g., using radio and/or satellite phone, text device or cell phone systems for flight following. Each
occurrence will be evaluated individually and will be mutually agreed to by the pilot and aircraft
manager/dispatcher/flight follower. If continuous communication cannot be established the aircraft must return to
base.
If a pilot is in continuous communication with a ground crew or in visual range of a ground crew, in visual range of
another aircraft (known as “local” or “on-site” flight following), operating in the immediate vicinity of an airport, and
the entity has a responsible person dedicated to the flight following duties who has access to the mishap
response plan or can communicate with someone that does or is conducting Instrument Flight Rules (IFR)
operations on a Federal Aviation Administration (FAA) IFR flight plan, monitoring is not required by dispatch
personnel.
These requirements apply to all NPS aviation operations including the Lower 48, Alaska, Hawaii and territories
with the exception of FAR 121, seat fares, end product contracts or UAS.
10.7 Passenger Manifest
The PIC must ensure that a manifest of all crewmembers and passengers has been completed. A copy of this
manifest must remain at the point of initial departure. Manifest changes will be left at subsequent points of
departure when practical. In those instances, where multiple short flights will be made in a specific geographic
area which involves frequent changes of passengers, a single manifest of all passengers involved may be left with
an appropriate person to preclude unreasonable administrative burden.
10.8 Aircraft Preflight/Post Flight
Pilots must conduct a visual inspection of the aircraft prior to and after completion of each flight.DM 351 1.1E.
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10.9 Checklists
Pilots are required to use applicable written/electronic cockpit checklists for all phases of flight, per 351 DM 1.1 E.
10.10 Interagency Aircraft Data Card
An Interagency (DOI/USFS) Aircraft Data Card must be maintained in the aircraft and physically inspected prior to
each mission. Approval of cooperator aircraft may be by letter of authorization or previously established
Memorandum of Understanding.(MOU) MOU’s affecting DOI aviation are found at the DOI OAS website
(see
Chapter 14.5).
10.11 Interagency Pilot Qualification Card
The Interagency or DOI Pilot Qualification Card must be carried by fleet, contractor and cooperator pilots and
physically inspected by flight managers prior to each mission. The card may be physical or digital. If the card is
unavailable, the pilot’s authorization to fly the mission must be verified prior to flight. Approval of cooperator flight
crewmembers may be by letter of authorization or previously established Memorandum of Understanding
(MOU). MOUs affecting DOI aviation are found at the DOI OAS website
(see Chapter 14.5).
10.12 Passenger Briefing
The PIC must ensure that each passenger receives a briefing prior to each mission per FAR 135.117 and
351 DM 1.5 B. It is the responsibility of the NPS employee to ensure he/she receives a passenger briefing.
10.13 Crew Duty Time Limitation
All activities must be conducted in accordance with 351 DM 3.6, and/or the procurement document that
crew are working under. Deviations from this policy will be documented using the SAFECOM system.
10.14 Instrument Flight Rules
Flights are permitted in accordance with FAR 61.57, FAR 91.167 through FAR 91.193, applicable areas
of the FAR- Aeronautical Information Manual (AIM) and 351 DM 1.
10.15 Night Flying
Night flights are permitted in accordance with FAR 61.57, 351 DM 1, and the procurement document.
10.16 Transport of Hazardous Materials by Aircraft
Transport is allowed only in accordance with the special permit and the NWCG Standards for Aviation Transport
of Hazardous Materials. All other types of transport of hazardous materials must be carried in accordance with 49
CFR 170-174 A current copy of that special permit and other documents as stated in the special permit must be
in the aircraft and at the place of loading when utilizing the special permit.
NOTE:
• All involved employees, pilot and ground crew, must have completed A-110, Aviation Transport of
Hazardous Materials prior to handling or transporting hazardous materials by aircraft.
• Except for law enforcement officers with a duty belt holster specific to a chemical agent, e.g. pepper
spray, mace, etc., chemical agents may not be carried internally in an aircraft unless secured in a
sealed non-porous container (e.g. ammunition can).
10.17 Aviation Fuel Handling
Superintendents are responsible for ensuring that park units that have aviation fuel storage or facilities shall
manage the program in accordance with the DOI Aviation Fuel Handling Handbook, N
ational Fire Protection
Association (NFPA) 407, Standard for Aircraft Fuel Servicing, OPM-20, Drum Fuel Management, and when
applicable, the NWCG Standards for Helicopter Operations.
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At a minimum, NPS facilities that maintain an aviation fueling facility, either fixed or mobile, or have drummed fuel,
must be inspected by the OAS, quality assurance specialist (fuel) or trained individual every two years.
This biennial inspection does not relieve the supporting facility of required daily, monthly checks or of addressing
problems identified during these checks. The audit will include a review of quality control procedures related to
fuel receipts. Those inspections will be documented and sent to the RAM.
Additional information is available from FAA Advisory Circulars (AC) 20-125 “Water in Aviation Fuels” and AC
150/5230-4A “Aircraft Fuel Storage, Handling and Dispensing on Airports,” Air Transportation Association
specification 103 “Standard for Jet Fuel Quality Control at Airports, Revision 2006.1,” and American Society for
Testing and Materials MNL 5 “Aviation Fuel Quality Control Procedures.”
10.18 Transport of Cargo/Equipment
Only cargo and/or equipment necessary for mission accomplishment are permitted onboard aircraft under
operational control of NPS and must be transported in accordance with FARs and DOI policies. (For
helicopters, refer to the NWCG Standards for Helicopter Operations,
Chapter 11, Cargo Transport).
Fixed-wing external load operations will be conducted in accordance with FAA authorization and OPM-29,
Special Use Activities for Manned Aircraft.
10.19 Load Calculations/Weight and Balance
Load calculations/weight and balance will be accomplished prior to each NPS flight by the PIC. These
calculations will consider weight of cargo and passengers, center of gravity, etc., relative to environmental
conditions and performance capabilities of the aircraft, 351 DM 1.9H. For helicopters, refer to the NWCG
Standards for Helicopter Operations, Chapter 7, Helicopter Load Calculations and Manifests).
10.20 Environmental Considerations
Weather is the primary environmental factor affecting aviation operations. The minimum weather standard for
fleet and vendor fixed-wing VFR flights is a 500-foot ceiling and two statute miles of ground visibility. Flight
visibility will be used in areas without weather reporting capability. Employees are required to terminate flight
operations if the weather is below the applicable minimum by returning to the starting point or landing at the
nearest safe spot. Flight operations are prohibited until the weather improves above the minimums. The pilot
may set a more restrictive weather minimum if necessary for the safe conduct of the flight
.
Flights may be restricted due to environmental conditions such as cold weather below -40 degree Fahrenheit,
high winds and volcanic dust. Refer to 351 DM 1.3
for specifics, additional helicopter guidance can be found in
the NWCG Standards for Helicopter Operations.
10.21 Aviation Mishap Response Plan
Each park unit or other NPS office using flight services must maintain a current and complete aviation mishap
response plan in a readily accessible location. Appendix 1, Interagency Aviation Mishap Response Guide and
Checklist,
provides direction. This plan must be readily available to the person flight following the aircraft.
10.21.1 Aerial Hazard Maps
Current aerial hazard maps are to be reviewed prior to flight. Any new hazards found in the area flown must be
added to the hazard map.
10.22 Lap Belt/Shoulder Harness
Lap belts, shoulder, or approved secondary restraint system must be worn during all flights. Configuration
of lap belt/shoulder harness and/or secondary restraint system must meet standards set in 351 DM 1
supplement, the Interagency Aviation Life Support Equipment Handbook.
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10.23 Special Use Flight Operations
“Special use” is defined in 350 DM 1 and OPM 29, Special Use Activities for Manned Aircraft as those operations
in which special pilot qualifications and techniques, special aircraft equipment, and personal protective equipment
are required to enhance the safe transportation of personnel and property. OAS authorization for both pilot and
aircraft is required for special use operations.
Special use flight operations require, at a minimum:
1. Project aviation safety plans (see 10.5 of this chapter).
2. A written risk assessment, required on the day of the mission OR the risk assessment/hazard analysis
from the PASP shall be included in every preflight/pre-mission briefing.
3. If a PPE waiver is needed, all necessary enhancement applications must be signed and waivers and/or
exceptions approved.
10.23.1
Aerial Capture, Eradication and Tagging of Animals (ACETA)
Safe, effective, and efficient ACETA operations blend together aviation management, weapon/firearms use,
and biological considerations. For non-aviation procedures, training, and certifications refer to Reference
Manual-77, Natural Resource Protection. The planned aerial (fixed-wing and helicopter) capturing, eradication,
tagging, and gathering of animals must be coordinated with the RAM and be conducted in accordance with the
NPS ACETA Operational Plan and this reference manual.
10.23.2
Low-Level Search and Rescue and Emergency Medical Services (EMS)
The National Park Service Management Policies 2006, state that “The saving of human life will take precedence
over all other management actions as the Park Service strives to protect human life and provide for injury-free
visits” (Section 8.2.5.1, Visitor Safety and Emergency Response). The NPS ability to respond to incidents is
essential to the safety of all who enter NPS areas, and is implemented in this policy.
Providing aviation resources for SAR and EMS missions must follow applicable FARs, Departmental and NPS
aviation policy, and be addressed in the park AMP. Deviation from these policies must include management
involvement and superintendent approval or higher, in addition to submission of a SAFECOM.
10.23.3
Human External Cargo (Short-haul and Rappel)
Short-haul and rappel programs may be established for wildland fire, SAR, and law enforcement operations. Hoist
operations are limited to the US Park Police at this time.. These operations must be conducted in accordance
with departmental guidance and the Interagency Helicopter Rappel Guide, NPS Short-haul Operations Plan,
and
Law Enforcement Short-haul Policy.
10.23.4
Single Skid, Toe In, and Hover Exit/Entry Procedures (STEP)
These landings, as defined below, are also prohibited except when a park has an approved program.
1.
Toe-In: Landings that are used to drop off or pick up passengers or cargo by resting the helicopter on
the toes of the skids.
2.
Single-Skid: Landings that are used to drop off or pick up passengers or cargo while holding the
helicopter with one full skid on the ground and the other suspended in the air.
3.
Hover Entry/Exit Procedures: Landings that are used to drop off or pick up passengers and cargo, other
than rappel/short-haul, while holding the helicopter in a hover.
10.23.5
Off Airport Operations-Wheels (Airplane)
Fixed-wing aircraft conducting off airport operations shall comply with OPM-29, Special Use Activities for Manned
Aircraft. Some landing areas utilized in parks require approval by the RAM and listing in the DOI Airport Directory.
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10.23.6
Aircraft Operations Below 500’ Above Ground Level
(AGL)
Low level flight, when authorized, may be conducted in accordance with FAR 91.119, FAR Part 135 Subpart D,
Part 135, Part 137, FAA Exemption 3017B or further grant of exemption if applicable. While low level flight
operations are authorized under the above auspices, consideration of minimum safe altitudes for other than low
level operations must always be considered.
10.23.7
Wildland Fire
Fire management activities that use aviation resources will be conducted in accordance with
applicable guides, handbooks, and RM-18, Wildland Fire Management.
10.23.8
All-Hazard
NPS aviation resources and personnel may be asked to respond to all-hazard incidents. Response to all hazard
incident flight operations may fall under special use flight activities for NPS response, e.g. search and rescue, law
enforcement, marijuana eradication, earthquakes, hurricanes, tornadoes, oil spills, floods, or declared national or
state disasters. See RM-55, Incident Management Program.
10.24 Law Enforcement Operations
All NPS law enforcement personnel must adhere to all departmental and NPS aviation policy except for
approved undercover operations as specified in 351 DM 1.6. NPS law officers are required by RM-9, Law
Enforcement, to wear certain defensive equipment while engaged in law enforcement duties. The minimum
defensive equipment to be worn includes authorized firearm and holster, spare ammunition, handcuffs, and
authorized intermediate defensive equipment. On-duty law enforcement employees in active status and who
are involved in law enforcement duties cannot be directed to remove defensive equipment.
The NWCG Standards for Helicopter Operations provides guidance in Chapter 16 regarding the transport of
weapons. Pilot authority is clearly stated in the FARs and DOI policy and contracts, and is pertinent to the safe
operation of the aircraft. Weapon safety of armed officers is addressed in commercial airline operations (TSA
49 C.F.R. § 1544.219) and is not to be considered a pilot prerogative in NPS aircraft operations.
10.24.1
Transport of Weapons
When law enforcement personnel carry firearms in an aircraft, the following safety precautions shall be taken:
1.
Brief pilots on weapons type(s) and safety policy.
2.
Long guns (shotguns, rifles, etc.) shall not have a round in the chamber except in emergency
circumstances, as determined by the law enforcement officer in charge in consultation with the pilot, and
shall follow all agency guidelines and requirements. The safety shall be on and under the control of the
law enforcement officer.
a.
Whether or not the long gun is physically carried by the officer, stowed in a case or placed in a
cargo compartment will be dictated by the situation.
b.
The decision to stow or carry is left to the law enforcement office as dictated by the tactical
situation.
c.
It is recommended that the long gun be stowed if at all possible to prevent injury from the gun
becoming a projectile should the aircraft encounter turbulence or become involved in a mishap.
3.
Handguns may be loaded and shall be holstered.
4.
Fully automatic weapons shall have an empty chamber and the bolt locked in safe position.
5.
Keep all weapons pointed in a safe direction as determined by the pilot or aircraft manager during the
preflight briefing.
a.
This guidance is included primarily to prevent damage to the aircraft, such as a rotor strike.
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b.
Muzzle control remains the primary concern of the law enforcement officer.
6.
Personal defense sprays are allowed aboard DOI aircraft in accordance with the NWCG Standards for
Aviation Transport of Hazardous Materials.
7.
When other authorized personnel (e.g., designated shooters, ACETA gunners) carry weapons onboard
aircraft, the above applies.
10.25 Flights Outside the US, Trust Territories, and Possessions
Such flights will comply with the flight regulations of the country in which the operation occurs. Applicable DOI and
NPS aviation policy should be used for employee guidance for PPE when participating in flights of this nature.
DOI DM 350-353 and RM-60, do not apply to international DOI and NPS operations, except for fleet operations.
NPS employees should attempt to follow NPS aviation policies to the extent practical.
Fleet aircraft flights also will comply with applicable DOI aviation policy, handbooks, and this reference manual.
Additional personal liability insurance may be required for agency pilots flying outside the United States.
10.26 Emergency Situations
Pilots and NPS employees will take action necessary in life threatening and urgent situations to ensure the safety
of personnel and aircraft. Any resulting deviation from applicable FARs, DOI aviation policy, and this reference
manual must be reported via SAFECOM and communicated to the RAM as soon as practical.
10.27 Employee Prerogative
Without fear of reprisal, NPS personnel should not fly under any condition they consider to be unsafe. It is the
employee’s responsibility to immediately report any condition, observation, act, maintenance problem, or
circumstance involving personnel or the aircraft, that has the potential to cause an aviation-related mishap via
SAFECOM.
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Chapter 11 – UNMANNED AIRCRAFT SYSTEMS
11.1
General
11.2
Aviation Directives
11.3
Records and Reports
11.4
Fleet Programs
11.5
Remote Pilot in Command and Visual Observer Selection Process
11.6
Flight Operations
11.7
Contract, Rental, and Charter Aircraft
11.8
Cooperator Aircraft
11.9
Aviation Training
11.10
Aircraft Mishap Procedures
11.
1 General
Unmanned Aircraft Systems (UAS) are defined as aircraft regardless of size or weight (14 C.F.R.§ 1.1 Aircraft
means a device that is intended to be used for flight in the air). UAS, commonly referred to as drones, is the term
used by the FAA, however the International Civil Aviation Organization has adopted the term “Remotely Piloted
Aerial Vehicles” which may be used in the future.
All UAS operations are considered aircraft operations and are subject to the FAR’s and DOI DM policies set forth
in this reference manual. While their methods of control and airspace utilization procedures are different than
manned aircraft, the overall responsibility for aviation activities within DOI rests with the OAS. Procurement and
oversight of aircraft, including UAS, is a function and responsibility of OAS.
11.1.1
Limitations
1.
Personally owned UAS/Remote Control model aircraft may not be used by NPS employees in the
conduct of government business.
2.
Possession of an FAA Part 107 Remote Pilot rating for Small Unmanned Aircraft Systems (sUAS) by
itself does not authorize NPS personnel to conduct sUAS operations for the NPS.
3.
Organizations or individuals whose interests support NPS activities, may offer to fly unmanned aviation
missions (i.e. aerial surveys, fire reconnaissance, infrared missions, etc.) at no cost to the NPS. NPS
cannot accept these services unless they meet FAA, and/or DOI policy and are authorized by OAS via a
cooperator approval or MOU.
11.1.2
NPS Management Policies
Policy Memorandum 14-05 Unmanned Aircraft – Interim Policy was issued by the NPS director in June 2014.
This memo outlined process and procedures for:
1. Specific closure language to be added to park compendiums about visitor use of UAS.
2.
Continuation of previously authorized recreational model aircraft activities under special use permits or
compendium provisions.
3.
Administrative use of UAS for the NPS.
4.
Administrative use of UAS and activities conducted under scientific research and collection permits.
(Follow the procedures outlined in Appendix 7, NPS Approval Template and Guidance for the Use of
Unmanned Aircraft Systems (UAS)).
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5.
Activities conducted under Special Use Permit (SUP) or Commercial Use Authorizations (CUA) follow
the procedures outlined in Exhibit B of the interim policy.
11.1.3
Exceptions to Policy
Emergency UAS operations are situations or occurrences of a serious nature, developing suddenly, unexpectedly
and demanding immediate action to prevent loss of life. If a non-DOI approved UAS and operator is available to
an operation, the superintendent may authorize its use. These situations shall be reported to the RAM/NAO in the
most expeditious manner possible and a SAFECOM filed.
The NPS Approval Template and Guidance for the Use of Unmanned Aircraft Systems has an exception for
emergencies when there is an imminent threat to health and safety of persons, property, or natural, cultural, or
historic resources. The approving official, superintendent or program manager may utilize UAS without the
approval process established via the Approval Template. Without compromising operational deployment, the
approving official must notify the RAM in the most expeditious manner possible.
1.
Urgent situations are unforeseen combination of circumstances that calls for immediate action, but is
not life threatening. Similar to the previous paragraphs, the use UAS may be determined the most
efficient and effective means of gathering information that is perishable, subject to change, or needed to
be gathered in an expeditious manner (e.g., LE evidence collection). In this instance, verbal
authorization to the official in charge may be granted from the superintendent in lieu of the approval
template. Post incident documentation summary must be provided to the RAM.
2.
Approval authority for wildland fire and fleet UAS operations, authorized at a park with an enhancement,
reside with the park superintendent.
3.
Entities with authority and responsibility to provide emergency and routine services in a national park unit
may utilize a UAS in the course of conducting those activities. NPS personnel should contact the RAM
for guidance if they encounter a situation where an exception may apply.
11.1.4
Minimizing Effects to Natural and Cultural Resources and Visitor Experience
With safety of flight the first priority, certain operator techniques and planning can reduce the noise impacts over
parks. Flight operations over and adjacent to noise sensitive areas should be avoided wherever possible.
Examples of such areas include campgrounds, heavily used trails or recreation/visitor areas (amphitheaters,
visitor centers, permitted hunting and fishing areas), sensitive wildlife habitat, culturally sensitive areas
(including ceremonial areas), and areas managed as wilderness. Frequency of flight operations must be
minimized to the extent possible. Power settings, routes, altitudes, ascents, and descents will consider noise
impacts. Best practices for avoiding impacts to natural, cultural, and historic resources when using UAS are
available on the NPS Natural Sounds website.
11.2 Aviation Directives
Presidential Memorandum, February 15, 2015, Promoting Economic Competitiveness While Safeguarding
Privacy, Civil Rights, and Civil Liberties in Domestic Use of Unmanned Aircraft Systems
1. Data not essential to the mission of the NPS should be destroyed within 180 days.
2. UAS will only be used to collect data consistent with the authorized mission of the NPS. Any data-
sharing agreements or policies, data-use policies, and record-management policies applicable to UAS
shall conform to applicable laws, regulations, and policies.
3. UAS-collected information can only be shared outside of the NPS if it helps to meet the authorized
mission of the NPS.
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4. It is prohibited to use UAS to collect, use, retain, or disseminate data in any manner that would violate
the First Amendment or in any manner that would discriminate against persons based upon their
ethnicity, race, gender, national origin, religion, sexual orientation, or gender identity.
OMB Circulars: The acquisition and long-term programmatic budgeting for UAS can be found in Chapter 2.2 of
this reference manual.
Federal Aviation Regulations (FARs): FARs related to UAS operations are contained in 14 C.F.R. Part 107 and
can be found on the FAA’s Unmanned Aircraft Systems website
.
Departmental Policy: Applicable DOI policy can be found in OPM-11, “DOI Use of Unmanned Aircraft Systems
(UAS).”
NPS Requirement: The initiation of an NPS fleet UAS program requires advanced approval per the enhancement
application as described in Chapter 2.8. The application is found in Appendix 5, Enhancement Application
.
* Program evaluations, per Chapter 1.6 of this reference manual, will include review of park unit’s compliance with
UAS policies and regulations.
11.3 Records and Reports
All NPS fleet and commercial UAS operations use must be reported in accordance with Chapter 3 of this
reference manual. UAS Fleet aircraft use will be reported on an OAS-2U Flight Use Reporting Form. RAMs will
compile a report annually based on fiscal year for fleet, commercial, and cooperator UAS missions to be
maintained for five years.
11.4 Fleet Programs
Before purchasing a UAS, a park or program must submit an enhancement to start a new program (see Appendix
5). The procedure for initiating a new UAS program can be found on InsideNPS, Aviation Management, Start up
Process. Once the enhancement is approved, the following must occur:
1. Acquisition
a.
DOI approved UAS airframes must be purchased through OAS/Acquisitions Directorate.
b.
A working capital fund (WCF) account must be established at OAS with funds for the aircraft
purchase transferred via a OAS 93U, UAS Fleet Information Document from the park/program to
OAS.
c.
An OAS-13U, DOI sUAS Acquisition Request Form must be submitted.
d.
For program flexibility, parks may purchase approved sensors, tablets, and UAS parts directly from
vendors. Alternately, OAS can purchase UAS accessories for parks from WCF accounts.
2. Airframe
a.
Registration: UAS must be marked in accordance with FAA/DOI requirements.
b.
Maintenance: Will be in accordance with the approved manufacturer and DOI procedures. NPS
UAS remote pilots must contact OAS UAS fleet manager to arrange for in-house or contract repair
of damaged or inoperable UAS.
c.
Inspection programs: UAS will be inspected in accordance with OPM-11.
d.
Any modifications of the UAS airframe or sensor packages must be in accordance with the list of
approved modifications posted on the OAS website.
e.
Returning the UAS to service post-accident may require coordination with OAS UAS Fleet
Manager.
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f.
Disposition/Transfer: OAS is responsible for disposing of UAS. Parks must coordinate with the
national and/or regional aviation staff for possible reassignment to another park or transfer of the
aircraft reserve funds.
11.5 Remote Pilot In Command (RPIC) and Visual Observers (VO)
In making the decision to train or fill a position that has UAS pilot duties, managers will consult with the RAM and
NAM. All personnel in pilot-training programs will operate under an approved enhancement.
11.5.1
NPS Flight Authority Authorization
The NAM will issue a NPS Flight Authority Letter for all NPS pilots recognizing the individual as authorized to fly
for the NPS. Once issued the letter remains in effect for the duration of the pilot’s NPS career. NPS flight authority
can be suspended or revoked following an accident, incident with potential or actions which result in convening an
NPS Pilot Review Board per Appendix 6.
11.5.2
Suspension/Revocation
The process to suspend or revoke privileges for UAS pilots applies per chapter 9 and Appendix 6, NPS
Pilot Review Board.
11.5.3
Technical Oversight of Fleet UAS Pilots
The technical oversight of Fleet UAS pilots rests with the RAM (per chapter 9 for further direction).
11.5.4
Remote Pilot in Command
The UAS Remote Pilot in Command (RPIC) has final authority and responsibility for the operation and safety of
the flight. To perform duties as a remote pilot the person must:
1.
Hold an FAA RPIC Part 107 certification,
2.
Completed the A-450, Small Unmanned Aircraft System (sUAS) Basic Remote Pilot Course or approved
UAS ground and flight training program,
3.
Pass a DOI flight evaluation and have been issued a DOI UAS RPIC authorization OAS-30U, Pilot
Qualification card for the particular UAS to be flown. Qualification and authorization to fly one UAS does
not constitute authorization to fly any make and model of UAS.
4.
Some UAS missions may require more than one pilot, in which case a RPIC will be designated prior to
the mission.
5.
Failure to meet flight experience and training requirements will result in withdrawal of DOI and NPS
UAS RPIC authorization.
11.5.5
Visual Observer (VO)
A UAS VO is not normally required for Part 107 operations. UAS operations under a FAA/DOI MOU or FAA
Certificate of Authorization (COA) may require a VO for UAS operations. Operations specific training may be
required when a VO is utilized.
11.5.6
Medical Certificates
Consult OPM-11 for any requirements.
11.5.7
Flight Evaluations
A UAS RPIC must pass an initial qualification evaluation administered by DOI-OAS or a designated bureau
inspector pilot. The evaluation will include an oral evaluation of subjects covered in the A-450 course and a flight
evaluation. Recurrent flight evaluations are as required per OPM-11.
Training and flight evaluations at a non-DOI course or vendor provided training does not automatically grant DOI
UAS flight authority unless by prior arrangement and approval of OAS UAS Program Manager and NAM.
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11.5.8
Instructor Pilot Qualifications
DOI flight-instruction duty should be documented in the employee’s job description as a secondary or tertiary
responsibility relative to the primary flying duty. NPS instructor pilots must:
1.
Hold and maintain a current FAA Part 107 Remote Pilot in Command (RPIC) certificate.
2.
Be current and carded as PIC for the UAS when providing training.
3.
Be recommended in writing by their RAM and approved by the NAM. An NPS Lead Instructor Pilot
Authorization Letter must be forwarded to OAS headquarters for inclusion in the pilot’s records
.
11.5.9
Instructor Pilot Privileges and Limitations
The instructor pilot is authorized to:
1.
Provide initial flight and ground training to DOI pilots who are not currently carded in the UAS.
2.
Provide recurrent training to DOI pilots.
3.
Train pilots to perform advanced UAS missions and UAS transition training for which the instructor pilot
is currently authorized.
4.
Provide endorsements and/or recommendations for fleet pilots to receive initial OAS aircraft flight
evaluations.
11.5.10
Renewal or Reinstatement of Instructor Pilot Privileges
1.
Lead Instructor pilot authorization is valid for two years.
2.
Renewal or reinstatement of lead instructor status must be initiated in writing by the PAM or Supervisor
to the RAM for concurrence of the NAM.
11.5.11
Suspension or Revocation of Instructor Pilot Privileges
Should it become necessary to suspend or revoke an NPS IP designation, the NAM will inform the IP in writing
with a notification to the OAS UAS Division Chief. Suspension or revocation of NPS IP authority automatically
prohibits the IP from providing instruction on any DOI UAS. Suspending or revoking NPS IP authority does not
affect the IP’s FAA RPIC.
11.6 Flight Operations
All aircraft under operational control of the NPS will comply with applicable FARs, DOI aviation policy, DOI
handbooks, and interagency guides as listed in Chapter 2.
1. Aviation management plan. Each park unit or program area that uses UAS will determine, with
concurrence of the RAM, the level of operation, i.e., Level 1-3 (see the definition of Aviation Parks in this
reference manual). The level of operation will determine whether a park AMP is required per Chapter
10.4 and Appendix 2, Park Aviation Management Plan.
2. UAS project aviation safety plans. Mission planning will be completed for all project flights except for
those included in the AMP. (per Chapter 10.5 and Appendix 3, Project Aviation Safety Plan
). The UAS
PASP shall contain applicable portion(s) of the “Interagency Mishap Response Plan” or other local
standard operating procedures that apply in the event of an UAS mishap or emergency unless
incorporated into the AMP (see
Appendix 1, Interagency Aviation Mishap Response Guide and
Checklist).
3.
Risk assessment
. Aviation mission planning for all flights will include a risk assessment (see Chapter
10.5 for examples of acceptable risk assessment methods).
4. Additional operations. In addition to the A-450 qualification, operations such as wildland fire, extended
or beyond line of sight (EVLOS/BLOS), or night operations may require additional training and
procedures.
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5. UAS preflight/post flight checks. These will be conducted in accordance with the manufacturer’s
operator’s operating manuals, handbooks and checklists.
6. Required documents. The following documents must be present during DOI Fleet Operations and
available for inspection:
a.
FAA Part 107 Remote Pilot
b.
DOI UAS Remote Pilot Qualifications Cards OAS-30U
c.
Aircraft FAA registrations
d.
DOI Aircraft Card
7. Crew duty time limitation. All activities must be conducted in accordance with OPM-11, applicable
guide or procurement document.
11.7 Contract, Rental and Charter Aircraft
See Chapter 13
11.8 Cooperator Aircraft
Entities with authority and responsibility to provide emergency and routine services in a national park unit may
utilize a UAS in the course of conducting those activities. However, when NPS requests service from these
entities, they must be approved by OAS as cooperators and NPS take-off, landing and operating on NPS lands/
water approvals apply. NPS personnel should contact the RAM for guidance.
See Chapter 14 for additional information on cooperator aircraft.
11.9 Aviation Training
Line managers, supervisors, and park aviation managers are required to meet the training requirements of
Chapter 15 of this reference manual.
11.10 Aircraft Mishap Procedures
See Chapter 17 and OPM-11.
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Chapter 12 – USE OF GOVERNMENT AIRCRAFT
12.1
Administrative Travel Justification and Documentation
12.2
OMB Circular A-126
12.3
Requests for Solicitor Approval
12.4
Space Available Travel
12.1 Administrative Travel Justification and Documentation
The primary intent of this process is that taxpayers should pay no more than necessary to transport government
officials. This chapter discusses official travel on government aircraft and when the DOI Office of the Solicitor
(SOL) approval is required for Senior Executive Service (SES), senior federal officials, or non- federal travelers.
1.
SES officials include all civilian officials appointed by the president or civilian employees of the
Executive Office.
2.
Senior federal officials include all SES employees, congressional members or their staff, etc.
3.
Other travelers include members of Congress and their staff, state and cooperating agency officials,
contractors or their representatives to include those employed by such agencies, and private citizens.
12.2 OMB Circular A-126
This circular, Improving the Management and Use of Government Aircraft, breaks official travel into three
categories:
1.
Mission travel is transporting people whose presence aboard an aircraft is required to perform, or is
associated with the performance of a governmental function such as firefighting, search and rescue, law
enforcement, aeronautical research, or biological or geological resource management. This OMB
definition is a departure from what NPS would consider a “mission.”
2.
Required use travel is rare; an employee is a "required use" traveler if the president or the head of the
agency has determined that the person's travel qualifies as such.
3.
Other travel for the conduct of agency business – The SOL considers almost all departmental travel at
SES level and above, non-mission official travel. Even when air travel is the only practical means of
transportation to remote or roadless areas, SOL approval is required unless the flight is mission travel.
NOTE: If an SES or senior federal official boards an aircraft at point A and returns to point A without any stops,
with
the exception of fuel or bathroom stops, SOL approval is not required (see Information Bulletin 09-01,
Revision 1, “Guidelines for Requesting Approval from the Office of the Solicitor for SES Travel on Government
Aircraft.")
12.3 Requests for Solicitor Approval
OPM-7, Improving the Management and Use of Government Aircraft, will be used for documenting cost
comparisons for administrative travel on government aircraft.
1.
All travel on government aircraft must have advanced authorization.
2.
There are two documents that may be required:
a.
Form DI 1020, Travel Authorization.
b.
OPM-7, Appendix 6: OAS-110, Travel Cost Analysis.
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The chart below lists the documents and signatures required for approval for the various individuals who may fly
on NPS-owned or -operated aircraft.
Who Signs
Travel Authorization
OAS-110
Next Level Supervisor
File*
SOL*
NPS and other federal
√
Senior executive
-
√ √
Senior federal
-
√ √
GS-level employees
√
-
-
Non-federal individuals
-
√ √
* File – Maintain a copy on file for at least 3 years
* Copy to be provided to the RAM
12.4 Space Available Travel
Space-available travel is using aircraft capacity that would otherwise be unused on an already scheduled flight. It
is generally limited to federal personnel and their families in remote locations who do not have reasonable access
to regularly scheduled commercial airline service.
1.
Space-available travel using NPS-operated aircraft is not allowed on special use flights.
2.
The use of space-available travel, for other than the transportation of federal personnel and their
families in remote locations, requires trip-by-trip approval by the Secretary of the Interior and requires
reimbursement at the full coach rate fare (see OMB A-126).
3.
Such requests must be processed through the RAM to the SOL at least ten days prior to planned travel.
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Chapter 13 – CONTRACT, RENTAL and CHARTER AIRCRAFT
13.1
General
13.2
Procurement
13.3
FBMS, Interagency and Cross Servicing Agreements
13.4
Procurement of Flight Services from DOI Bureaus and the USFS
13.5
Procurement of Flight Services from Non-Federal Public Agencies
13.6
Contract Services
13.7
Emergency Aircraft Procurement
13.1 General
Aircraft operators providing contract, individual charter, or hourly rental service to DOI bureaus must be approved
by OAS. Pilots must meet DOI experience requirements and adhere to flight time and duty limitations.
13.2 Procurement
All aircraft services required by any NPS unit must be acquired through the DOI aircraft procurement process as
outlined below with the following exceptions:
13.2.1
Seat Fare
Seat fares refer to a ticket purchased with a scheduled air carrier; this includes Part 135 operators (On Demand
Operators) who are approved through the NAM by the AD-VRP and OAS. See OPM-15, Seat Fares
for
additional information.
13.2.2
End Product/Service Contracts
These contracts are used to obtain services and products such as aerial photographs, per head animal capture or
seeding/fertilization. Aircraft, including unmanned aircraft, may be used to obtain the product or services; however,
there are limits on specifying controls or specific types of aircraft in the solicitation.
13.2.1.1 These types of contracts do not need to be obtained through OAS because they are not for flight
services.
13.2.1.2 The NAO has developed specific guidelines regarding items such as "operational control" for the use of
these types of contracts. Use the InsideNPS, Aviation Management “Unmanned Aircraft” page, “End
Product/Best Value Determination Tool” to determine how to obtain the service or product.
13.2.1.3 Refer to DOI OPM-35, Identification of End Product/Service and Flight Service Procurement,
for further
guidance.
13.3 FBMS, Interagency and Cross Servicing Agreements
Upfront funding is a requirement of the DOI Financial & Business Management System (FBMS). All DOI Interior
Business Center-Acquisitions Division (AQD) contracted aviation services procured by the NPS will be funded
through an interagency agreement (IAA) with AQD.
In lieu of an IAA, parks may also use “cross servicing agreements”. AQD has the ability to cross-service NPS
exclusive- use and on-call aviation for non-emergency, project flights only. The cross-servicing process must be
done with close assistance from AQD to ensure a purchase request (PR) is done correctly. The main benefit to
using cross-servicing is that the PR actually commits and obligates the NPS funds to the project before the flight
occurs and the actual charges post to the NPS line of accounting. Cross servicing reduces the workload for NPS
contracting and budget/finance personnel. Funds are obligated immediately, vendors are paid more quickly, and
real-time tracking is available for expenditures for NPS and AQD staff.
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13.3.1
Aviation Services Acquired in Support of Non-Fire Activities
Each region or individual park must have a funded IAA in place in order to obtain non-fire and non-emergency
flights. Aviation users must work with their RAM to ensure that non-fire aviation services are ordered in
accordance with departmental policy.
13.3.2
Aircraft Services Acquired in the Support of Fire Management Activities
A national IAA is funded upfront by DFAM for NPS fire management activities for exclusive-use aircraft as well as
call when needed aircraft (suppression, severity, fuels, emergency stabilization, burned area rehabilitation, and
preparedness).
13.3.3
Aircraft Services Acquired in the Support of Search and Rescue
A national IAA is established for NPS search and rescue (SAR). A standing task order through AQD has been
issued to vendors in support of all SARs. Contact a RAM for payment procedures. Do not delay a SAR response
in the event of life threatening circumstances. Payment for use of aviation resources can be addressed after the
rescue and/or medevac.
13.4 Procurement of Flight Services from DOI Bureaus and the USFS
Prior to use of fleet aircraft assigned to other DOI bureaus or the USFS, park units are responsible for determining
if an IAA or cross service agreement can be used for the aircraft, pilot services, per diem, etc., with the provider of
the service.
13.5 Procurement of Flight Services from Non-federal Public Agencies
NPS procurement of and reimbursement for flight services from non-federal public agencies is generally not
authorized unless:
1.
That agency is providing the service as a commercial operator, or
2.
The operation is conducted with civil aircraft when no operating certificate is required, or
3.
The services are necessary to respond to an emergency where there is an imminent threat to life or
property and no service by a commercial operator is reasonably available to meet the threat.
The decision not to use a commercial operator must be documented in writing and made part of the permanent
incident record. Park units that anticipate using resources belonging to other government agencies must establish
the appropriate approval and agreement documents or cooperator aircraft approval with that unit through their
RAM and OAS.
13.6 Contract Services
If the cost of a non-DOI owned aircraft will exceed $25,000, the aircraft service must be acquired via contract
rather than Aircraft Rental Agreement and submitted on Form AQD-13, Request for Contract Services. The
request must be approved by a RAM and an official who has authority to certify that funds are available, then
submitted to AQD.
13.7 Emergency Aircraft Procurement
The justification for the procurement of emergency aircraft services must meet either of the following criteria found
in 350 DM1:
1.
Life threatening – A situation or occurrence of a serious nature, developing suddenly and unexpectedly,
and demanding immediate action to prevent loss of life.
2.
Operational – An unforeseen combination of circumstances that calls for immediate action, but is not life
threatening.
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13.7.1
Ordering Emergency Aircraft Services
The National Park Service Management Policies 2006 state that “The saving of human life will take precedence
over all other management actions as the Park Service strives to protect human life and provide for injury-free
visits” (Section 8.2.5.1, Visitor Safety and Emergency Response). The NPS ability to respond to incidents is
essential to the safety of all who enter NPS areas, and is implemented in this policy.
Pilot and aircraft will be approved for the intended mission. If, due to the nature of the emergency, the pilot and/or
aircraft are not approved for the intended mission, a SAFECOM will be submitted immediately after the mission.
All such procurements will have a written risk assessment completed (per Chapter 10.5).
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Chapter 14 – COOPERATOR AIRCRAFT
14.1
General
14.2
Use of Military Aircraft
14.3
Affiliate/Volunteer Aircraft
14.4
Cooperative Agreements
14.5
Letters of Authorization or Memoranda of Understanding/Agreement
14.1 General
A cooperator can be:
1.
Any branch of the military,
2.
Other government agency, or
3.
Affiliate, an entity such as a university.
Aircraft and pilots, both manned and unmanned, must meet DOI standards for general or special use flights. NPS
employees may not use such aircraft and pilots without prior OAS approval via an OAS-4, Cooperator Approval
Request or a letter with the information listed below. Such requests require the approval of the Regional and
National Aviation Manager. Any costs incurred by OAS in approving cooperator aircraft, including an onsite
inspection and pilot check ride for special use flights, may be charged to the requesting unit.
Parks that would like approval to fly with cooperators must follow the process in 351 DM 4, Cooperator
Operations. At a minimum, the following items be provided to the RAM who will forward the request through the
NAM to OAS:
1.
Name of cooperator agency and point of contact.
2.
Requested aircraft and pilots: aircraft make and model, pilot(s) name, and supportequipment.
3.
Intended use: (e.g. reconnaissance resource, low level (below 500 ft. AGL), etc).
4.
Reimbursement: If reimbursement is agreed to by both parties, it will be up to the benefiting
agency/bureau to establish the reimbursable agreement or payment vehicle with the servicing party.
5.
The requesting park point-of-contact.
6.
Period of need: one time, repetitive, multi-year, etc.
14.2 Use of Military Aircraft
In addition to the responsibilities identified above, the park identifying a projected need for the use of military
aircraft shall:
1.
Coordinate with the appropriate OAS regional director to assist in a search for commercial resource
availability.
2. Identify and locate military aircraft capable of meeting mission needs.
3.
Initiate a written request for non-emergency use to the appropriate OAS RD.
a.
Requests shall include statements that clearly demonstrate that the requirement is in the national
interest and indicates action taken toward obtaining commercial resources.
b.
Military support specifically authorized by statute negates the requirement for a statement
concerning national interest. The requesting agency must furnish a reference to the appropriate
statute.
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14.3 Affiliate/Volunteer Aircraft
Parks may be able to utilize privately-owned aircraft donated by citizens for projects and missions required to
support park operations. Before accepting any such offers, consult with the appropriate RAM who will
ensure compliance with this plan and 351 DM 4.2
.
14.4 Cooperative Agreements
Cooperative Agreements are the mechanism NPS uses to facilitate research by cooperators, such as the work by
universities that is done in parks. Agreements that involve the use of flight services must contain language stating
that aircraft under the operational control of NPS are subject to this reference manual and DOI policies. While a
cooperative agreement between NPS and the cooperator for the funding and research may be in place, a
separate DOI aviation specific cooperator approval is also required.
14.4.1 Safety Plan/Brief
Aircraft operations conducted in a park by a cooperator require a safety plan or briefing, produced by the
cooperator. The safety plan/briefing will be reviewed and acknowledged by the park, then approved by the
cooperator. A NPS PASP is not required, although the format may be used by the cooperator.
14.5 Letters of Authorization or Memoranda of Understanding/Agreements
Letters of authorization (LOA) may be issued for cooperator aircraft and pilots. In situations involving numerous
aircraft and pilots (military facilities, state Fish and Game agencies, etc.), a DOI established MOU by OAS may
negate the need for an LOA listing individual aircraft and pilots. Contact RAMs for specific DOI and NPS
requirements prior to use.
14.5.1
LOAs for Cooperators
LOAs are used for short-term approval of a cooperator (12-18 months).
1.
LOAs are required for use of cooperators when there is not an MOU in place for the unit or the existing
MOU does not cover the mission requested.
2.
Some MOUs require, at least annually, that the cooperator provide a list of aircraft and pilots that
support the MOU, which will be used by OAS to issue an LOA.
3.
All LOAs must be carried onboard the aircraft or in possession of the PIC in lieu of an interagency
aircraft or pilot qualifications card.
14.5.2
MOUs/MOAs for Cooperators
MOUs/MOAs are used as long-term agreements to document approved uses of cooperator aircraft and pilot(s)
minimums, payment and ordering protocols, the terms of the MOUs/MOAs, and how they can be
renewed/cancelled.
1.
Responsibility falls to the park to ensure that all MOU/MOA terms are met and that missions occur
according to the MOUs/MOAs.
2.
The local/regional aviation management plans and park aviation safety plans must address
MOUs/MOAs.
3.
Unless specified, an MOU/MOA does not have an LOA associated with it unless the terms in 13.5.1 are
met.
14.5.3
NPS MOUs (Aviation)
The NPS may have additional MOUs with outside agencies such as the National Transportation Safety Board that
allow exceptions to NPS policies. These can be found on InsideNPS.
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Chapter 15 – AVIATION TRAINING
15.1
Aviation Training Equivalencies
15.2
Required Aviation Training
15.3
Specialty Training
15.4
NPS Pilot Training
15.1 Aviation Training Equivalencies
The NAM in conjunction with the OAS Training Division, is authorized to determine Interagency Aviation Training
(IAT) equivalent training that has been acquired from sources other than IAT. This authorization may be
delegated (see DOI OPM-04, Aviation User Training Program
).
15.2 Required Aviation Training
Superintendents are responsible for ensuring that all employees involved in the use or control of aviation
resources receive the required level of aviation training. Qualifications and currency requirements can be found
in the handbooks and guides listed in Chapter 2 and DOI OPM-04, Aviation User Training Program
. Only those
positions listed and defined in Chapter 1.5.2 that vary in training requirements from OPM-4 or the Interagency
Aviation Training Guide are detailed below with their NPS-specific requirements.
15.2.1
Line Managers
and Supervisors
Regional directors and their deputies, superintendents and their deputies, and those acting in these line manager
positions are required to complete M-2, Line Managers Briefing, or M-3, Aviation Management Training for
Supervisors, every three years.
M3, Aviation Management Training for Supervisors, initial and recurrent training may be completed outside a
classroom setting.
15.2.2
Park Aviation Managers
Level 1 aviation complexity parks have a stand alone park aviation managers who are required to complete all
“Aviation Manager” training as outlined in OPM-04.
Level 2 aviation complexity parks are required to have collateral duty park aviation managers. The PAM is
required to complete the following interagency aviation training courses:
A-100 Basic Aviation Safety
A-107 Aviation Policy & Regulations
A-110 Aviation Transportation of HAZMAT
A-112 Mission Planning & Flight Request Process A-115 Automated Flight Following
A-116 General Awareness Security Training A-200 Mishap Review
A-203 Basic Airspace
A-204 Aircraft Capabilities & Limitations A-205 Risk Management-I
Other courses may be required by the RAM. The park is required to consult with the RAM prior to commencing
any non-emergency aviation activities.
Level 3 aviation complexity parks operate under a regional aviation management plan, and no additional aviation
management training is required beyond that specified for line managers and supervisors as outlined in 14.2.1.
Parks are required to consult with the RAM prior to commencing any non-emergency aviation activities.
15.2.3
Aircrew Members
Initial A-100 training must be taken in an instructor-led course unless otherwise approved by the RAM.
Recurrent training (every three years) for A-100, A-110 (if applicable), and A-200 may be taken online.
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15.2.4
Flight Followers
Those functioning as flight followers must have an orientation by the park dispatcher/park aviation manager/chief
ranger, with emphasis on how to initiate a response to aircraft mishaps, overdue and missing aircraft. NPS does
not recognize the position Aviation Dispatcher as defined in the IAT Guide and OPM-04. The park will identify in
the park aviation plan the difference between a flight follower and an Aircraft Dispatcher (this training can be
found in NWCG 310-1
).
15.2.5
All Hazard/Resource Helicopter Manager and Crewmember Task Books
Task books can be found on the Aviation Management page of InsideNPS or by requesting a copy from the RAM.
These task books are appropriate for non-fire helicopter positions. Fire positions should use the appropriate
NWCG task book.
Users unfamiliar with these procedures should contact their RAM prior to initiating a task book for these positions.
Once completed and approved, the task book(s) should be retained in the employee’s permanent training
records, and the RAM should be provided an email notification of completion. The RAM will determine how
records will be maintained in each region. Employees currently qualified in these positions are not required to
complete the task book.
All-Hazards/Resource Helicopter Manager/Crewmember Training, Qualifications, and Experience
Requirements
POSITION
PREREQUISITES
TRAINING REQUIREMENTS
1
CURRENCY
Helicopter
Manager
1
Fully qualified as an all-
hazard/resource helicopter
crew member.
S-271
S-372
2
Successful training
assignments under the
supervision of a qualified
helicopter manager and
completion of the All-Hazard/
Resource Helicopter Manager
Position Task Book.
1) Experience in the position, on
a project or incident every 3
years, and attendance at
RT-372 every 3 years.
OR
2) Meet the “A” course
requirements listed in the
Interagency Aviation Training
Guide.
Helicopter
Crewmember
None
S-271
2
Successful training
assignments under the
supervision of a qualified
helicopter manager/
crewmember and completion
of the All-Hazard/ Resource
Helicopter Crewmember
Position Task Book.
1) Experience in the position on
a project or incident every 3
years, and completion of A-209
Helicopter Operations and A-200
Mishap Review every 3 years.
OR
2) Experience in the position on
a project or incident every 3
years, and completion of both
A-200 Mishap Review and a
RAM- approved course equiv-
alent for A-209 every 3 years.
1 Starting in 2016, personnel who become resource helicopter managers must have proof (e.g., a course certificate) that
they have completed Interagency Helicopter Crewmember (S-271), an All-Hazards/Resource Helicopter
Crewmember task book and have met the requirements of this position as outlined above. Individuals that were
qualified Resource Helicopter Managers prior to 2016 are not required to complete a task book.
2 For resource missions, the S-271 and/or S-372 courses should be tailored to the type of operation being conducted by
the instructors. However, the course must be maintained to meet the NWCG course standards and length requirement.
15.2 Specialty Training
The following NPS aviation requirements are in addition to any training requirements specified by departmental or
interagency requirements.
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15.3.1
Short-haul, ACETA, Rappel, and STEP
Training provided by sources other than qualified NPS personnel for short-haul, ACETA, rappel and STEP must
be requested through RAMs and approved by the NAO.
15.3.2
Water Ditching and Survival Training
NPS pilots and personnel acting as crew members onboard aircraft on over-water flights beyond gliding distance
to shore or take-off/landings to water will complete A-312, Water Ditching and Survival training. However, this
requirement may be met by an NAO approved equivalent, such as military or commercial instruction.
Refresher training is required every three years, either by completing A-312 or by an in-class “dry” simulation.
15.3.3
Flight Followers
Those functioning as flight followers must have an orientation by the park dispatcher/park aviation manager/chief
ranger, with emphasis on how to initiate a response to aircraft mishaps, overdue and missing aircraft. NPS does not
recognize the position Aviation Dispatcher as defined in the IAT Guide and OPM-04. The park will identify in the
park aviation plan the difference between a flight follower and an Aircraft Dispatcher (this training can be found in
NW CG 310-1).
A15.3.4 ll-Hazard/Resource Helicopter Manager and Crewmember Task Books
Task books can be found on the Aviation Management page of InsideNPS or by requesting a copy from the RAM.
These task books are appropriate for non-fire helicopter positions. Fire positions should use the appropriate
NWCG task book.
Users unfamiliar with these procedures should contact their RAM prior to initiating a task book for these positions.
Once completed and approved, the task book(s) should be retained in the employee’s permanent training
records, and the RAM should be provided an email notification of completion. The RAM will determine how
records will be maintained in each region. Employees currently qualified in these positions are not required to
complete the task book.
15.3.5
Helicopter Longline Remote Hook Training
NPS fire personnel involved in external load work must:
- be qualified as a Helicopter Longline Remote Hook Specialist (HELR), meeting the training requirements
per NWCG PMS#310-1
or
- be qualified as a helicopter crew member (HECM).
NPS non-fire personnel involved in external load work must:
- be qualified as an aircrew member and complete A-219 training triennially
or
- be qualified as an all-hazard/resource helicopter crew member (HEAC).
15.4 NPS Pilot Training
See Chapter 9 of this reference manual for manned aircraft training and Chapter 11 of this reference manual for
unmanned aircraft systems training.
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Chapter 16 – AVIATION AWARDS PROGRAM
16.1
NPS Aviation Awards Program
16.2
DOI Aviation Awards Program
16.1 NPS Aviation Awards Program
The NPS Aviation Awards Program recognizes four areas of excellence in aviation. These awards shall be
awarded from the NPS Aviation Branch Office.
16.1.1
Wright Brothers Aviation Safety Award
Standard: Recognizes an individual or organization who proactively promotes an open-minded attitude in the
prevention of aviation mishaps and accidents, works diligently to correct and improve aviation safety deficiencies,
and communicates the actions and results to others.
Criteria: Open to any individual or organization in the aviation community who shows exemplary qualities in the
area of aviation safety.
Procedures: Nominations will include a narrative of purpose of recognition. Nominations from the field or RAM will
include individual(s) name, park, and contact information. Complete nomination package will be submitted to the
Aviation Branch Chief for consideration.
Frequency: Unlimited number to be given throughout the year.
16.1.2
Tom Clausing (prior GRCA employee) Aviation All Risk (Hazard) Programs Award
Standard: Recognizes an individual, crew or program who through professional interactions with coworkers,
cooperators, and patients while rendering all risk services promotes innovation, professionalism, and
advancements in policy, procedures, techniques, and equipment to further aviation all-hazard programs.
Criteria: Open to any individual or organization in the aviation community who while performing their duties as an
aviation crewmember, rescuer, care provider, or for the organization as a whole shows exemplary qualities in the
area of all risk services.
Procedures: Nominations will include a narrative of purpose of recognition. Nominations from the field or RAM will
include individual(s) name, park, and contact information. Complete nomination package will be submitted to the
Aviation Branch Chief for consideration.
Frequency: To be awarded to one individual, crew or program, once a year.
16.1.3
Excellence in Mentorship Aviation Award
Standard: Recognizes an individual or organization who, through training and mentorship of aviation personnel
goes above and beyond normal expectations to assist others in developing their personal or professional aviation
growth.
Criteria: Open to any individual or organization in the aviation community who exhibits these qualities.
Procedures: Nominations will include a narrative of purpose of recognition. Nominations from the field or RAM will
include individual(s) name, park, and contact information. Complete nomination package will be submitted to the
Aviation Branch Chief for consideration.
Frequency: Unlimited number to be given throughout the year.
16.1.4
NPS Aviator of the Year (Rotor and Fixed Wing)
Standard: Recognizes an individual who has performed mission(s) of significant consequence or valor or has
actively promoted the advancement or recognition of an NPS aviation program, mission or service.
Criteria: Open t
o all government personnel both within and outside of the NPS, civilians, and contractors.
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Procedures: Nominations will include a narrative of purpose of recognition. Nominations from the field or RAM will
include individual(s) name, park, and contact information. Complete nomination package will be submitted to the
Aviation Branch Chief for consideration.
Frequency: To be awarded to one individual, once a year. The NAM will make a call for nominations annually.
16.2 DOI Aviation Awards Program
NPS will use the DOI Safety Award qualification standards and procedures to recognize aviation safety
practices, per 352 DM 4, Aviation Safety Awards Program. D
OI aviation safety award has its own standard,
criteria and type of award respectively identified in policy.
16.2.1
Award for In Flight Action
The award is established to recognize onboard flight crewmembers, aircrew members, and passengers who,
through outstanding airmanship, courage, or other action, materially contribute to the successful recovery from an
emergency, or who minimize or prevent aircraft damage or injury to personnel during a DOI aviation-related
occurrence. The award may also be presented to non-DOI personnel.
16.2.2
Award for Safe Flying
Recognizes pilots who have distinguished themselves by flying accident-free for specific periods of time.
16.2.3
Award for Significant Contribution to Aviation Safety
Recognizes an individual, group, or organization for significant contribution to aviation safety or aircraft accident
prevention within DOI. This award is restricted to DOI employees.
16.2.4
Secretary’s Award for Outstanding Contributions to Aviation Safety
Recognizes any individual or group, including other agencies and non-government individuals, for outstanding
contribution in aviation safety or aircraft accident prevention.
16.2.5
Airwards
This award is established to provide timely recognition to any individual who has demonstrated positive
behavior or actions promoting Interior aviation safety such as correcting a hazardous situation, submitting a
good idea, or just making a difference. These are highlighted on DOI Airward News
.
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Chapter 17 – AIRCRAFT MISHAP PROCEDURES
17.1
Aircraft Mishaps
17.2
Mishap Notification Procedures
17.3
Aviation Mishap Response Plan
17.4
Aircraft Mishap Investigations
17.5
Aircraft Mishap Review Board
17.6
Aircraft Mishap Documentation
17.1 Aircraft Mishaps
All aircraft mishaps range from most severe (accidents) to least severe (incidents), but all instances will
be reported via SAFECOM.
17.1.1
Accidents
Accidents involve death or serious injury to an individual or substantial damage to the aircraft. All aviation
accidents will be reported immediately to the NAM, NPS regional director (RD), and the OAS in accordance with
352 DM 3, Aircraft Mishap Notification, Investigation and Reporting and NPS policy. Accident classification and
investigation is the responsibility of the NTSB.
17.1.2
Incidents with Potential (IWP)
IWPs are those in which the circumstances indicate significant potential for substantial damage or serious injury.
Final classification and investigation will be determined by the OAS chief, Aviation Safety, Program Evaluations
and Training.
17.1.3
Aircraft Incidents
Aircraft incidents are occurrences that may affect the safety of operations.
17.1.4
Accident/Incident NPS Review Process
The NPS RD will determine within 14 days whether an internal NPS review of an aviation mishap is necessary
per Director's Order-50B
.
17.2 Mishap Notification Procedures
Nothing in the following notification procedures should be interpreted to delay emergency response of
immediately needed and locally available resources in the event of a life-threatening emergency or when
notification could delay resolution of an ongoing problem.
17.2.1
Initial Notification
In the event of an aircraft accident or an incident with potential, the aircraft operator, flight manager, pilot, or
person with flight following responsibilities must immediately, and by the most expeditious method, notify the
NAM, NPS RAM, and the OAS Safety Office (24/7) at 1-888-4MISHAP (1-888-464-7427), who has the
departmental responsibility to coordinate with the nearest office of the NTSB.
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17.2.2
NPS Internal Aviation Notification and Routing Procedures
1.
For aviation mishaps or other aviation related events with the potential to cause widespread interest
both inside and outside the NPS, the NAM will contact the chief, Division of Fire and Aviation
Management. The chief will in turn notify the associate director, Visitor and Resource Protection, who
will notify the director, NPS. In the event the RAM has not been notified, the NAM will contact the RAM
who serves as primary focal point of contact. The RAM will determine and ensure that the appropriate
personnel are notified.
2.
Concurrently the NAM will contact the appropriate person in DOI/OAS. For accidents and incidents with
potential this will usually be the OAS chief, Aviation Safety, Program Evaluations and Training or an
appointed designee.
17.3 Aviation Mishap Response Plan
Each unit that dispatches or controls aviation assets will develop an “Aviation Mishap Response Plan” that will detail
the actions that need to be accomplished in the event of an aviation mishap. A brief outline of the required actions is
listed below, and additional information can be found in the sample Interagency Aviation Mishap Response Guide
and
Checklist (see Appendix 1, Interagency Aviation Mishap Response Guide and Checklist).
1. Take necessary action to rescue survivors.
2. Secure the site and surrounding area to protect the wreckage from further damage and avoid injury to
persons nearby.
3. Designate an incident commander to be in charge of the mishap site; get names, addresses, etc., of
witnesses; and relay all media inquiries to the investigating team or NPS/NTSB public information official.
4. Secure all NPS records pertaining to the operation, flight, maintenance, flight and aircrew members, etc.
5. Document the available information on the aircraft accident checklist in the Interagency Aviation Mishap
Response Guide and Checklist, and provide the information to OAS and the RAM.
17.4 Aircraft Mishap Investigations
All DOI accidents are the domain of the NTSB whether they participate in the field investigation or not. NTSB may
designate the OAS as a party to the investigation. In this case, the OAS is working for the NTSB and is bound by
rules 49 C.F.R.§§ 830-831.
NPS will offer a qualified individual to assist with the investigating agency and may
also independently review the mishap internally. The NPS RD, in conjunction with the NAM, will assign the
appropriate individuals.
17.5 Aircraft Mishap Review Board
A DOI Aircraft Mishap Review Board (AMRB) is responsible for developing mishap prevention recommendation
for all Interior accidents and selected incidents with potential. Specific responsibilities, functions, and procedures
to be followed are in accordance with DOI directives.
17.5.1
NPS Attendance, Report Routing and Follow-up Actions
Per DOI 350 DM 1, Appendix 4 the NAM is responsible for assigning a representative to the AMRB. This
will usually be an aviation subject matter expert from an area outside the region where the event occurred.
1.
NPS policy requires that whenever an AMRB that involves a NPS employee is convened by the director
of OAS, in response to an aircraft mishap, a senior line officer from the region involved in the event will
participate in the AMRB as a non-voting member. The NAM will coordinate with OAS for inclusion of this
additional NPS participant on the AMRB.
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2.
Upon receipt of the AMRB report and final recommendations from the director of OAS, the NAM will
route the report to senior NPS management through the chief, Division of Fire and Aviation who will in
turn route to the AD-VRP and director. The NAM will forward the report to the RAM in the affected
region for distribution to the RD and the superintendent of the involved park.
3.
Within 30 days of the issuance of an AMRB report, at the discretion of the RD of the region involved, a
Board of Review (BOR) may be convened that will include the regional senior line officer present at the
AMRB, RAM, park superintendent and NPS flight, air or ground crew involved in the mishap. The BOR
will task the responsible parties with responding to and/or implementing the AMRB recommendations in
addition to any the BOR may develop.
17.6 Aircraft Mishap Documentation
17.6.1
Pilot/Operator Aircraft Accident Report
Upon request of an OAS safety investigator, the aircraft operator will complete NTSB Form-6120.1/2, “Pilot/
Operator Aircraft Accident Report.” In the case of DOI-owned/bureau-operated aircraft, a copy of the report must
be sent to the OAS safety manager within ten days following an aircraft accident or when requested by NTSB
following any of the occurrences listed in 16.1 above.
17.6.2
Aviation Mishap Information System
The aircraft operator, flight manager, or any other person noting an aviation hazard, maintenance deficiency,
airspace conflict, or incident should complete a SAFECOM report.
POSITION
AUTHORITY
RESPONSIBILITIES
CRITICAL NOTES
Individual
Submission
Fills out the SAFECOM form,
completing all required fields
including initial determination
of operational control.
Completes the original text
in both the narrative and
corrective action fields.
Fill out completely and
accurately. Report only the
facts. Narratives should be
brief and concise.
POSITION
AUTHORITY
RESPONSIBILITIES
CRITICAL NOTES
Park Aviation Manager
Submission
If only a hardcopy has been
completed, will send that copy
to OAS.
Fill out completely and
accurately. Report only the
facts. Narratives should be
brief and concise.
E-Mail Notification
Receives e-mail notification of
all initial, modified and
completed SAFECOMs ident-
ifying their NPS field office as
having operational control.
Provide feedback to person
submitting (unless
anonymous).
Corrective Actions
Takes corrective action at the
local level and describes
these actions in the public text
area of the corrective action
field. Includes job title (do not
enter personal information).
Must treat all corrective
action descriptions as if they
were public.
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POSITION
AUTHORITY
RESPONSIBILITIES
CRITICAL NOTES
Regional Aviation Manager
E-Mail Notification
Receives e-mail notification of
all initial, corrective action,
modified, and completed
SAFECOMs identifying NPS
operational control within their
state.
Coordinate with PAM.
Corrective Actions
Reviews all information. May
take and document additional
corrective actions.
Coordinate with PAM.
Modify Actions
Authority to sanitize
references in the “Narrative”
block to parties involved,
including aircraft N numbers,
company names, and names
of individuals except for the
submitter’s name.
Coordinate with PAM. Verify and
amend all info for accuracy.
Operational Control
Makes initial determination of
the agency, region, and park
unit that have operational
control.
Determines who will receive e-
mail notification.
Category
Selects the appropriate cate-
gory to classify the SAFECOM.
Multiple categories possible.
Make Public
Copies original text into the
public text area for both the
narrative and corrective
action fields. Makes the
SAFECOM “public” (if overly
sensitive, consult with NAO
before making public).
Ensures all public text is
sanitized in narrative and
corrective action fields prior
to making public.
Make Public
Has the authority to sanitize
information and make the
SAFECOM “public” (if not
already done at the state
level). Coordinates with OAS.
Ensures all public text is
sanitized in narrative and
corrective action fields prior
to making public.
POSITION
AUTHORITY
RESPONSIBILITIES
CRITICAL NOTES
National Aviation Manager
or National Aviation Safety
Manager
E-Mail Notification
Receives e-mail notification
of all initial, corrective action,
modified, and completed SAFE-
COMs nationwide that identify
NPS operational control.
Coordinate with RAM.
Corrective Actions
Takes additional corrective
actions, if necessary, and
documents actions on the
SAFECOM.
Coordinate with RAM.
Modify Actions
Authority to change all
SAFECOM information (except
for the RAM’s comments and
the original narrative).
Coordinate with RAM.
Make Public
Has authority to sanitize
information and make the
SAFECOM “public” (if not
already done at the regional
level). Coordinates with OAS.
Ensures all public text is
sanitized in narrative and
corrective action fields prior to
making public.
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POSITION
AUTHORITY
RESPONSIBILITIES
CRITICAL NOTES
Completion
Delegates authority to the
RAMs to make the SAFECOM
“complete.”
Ensures all public text is
sanitized in narrative and
corrective action fields prior
to making public.
Distribution
Distributes all “public” NPS
SAFECOMs to NPS RAMs
and other agencies.
Coordinates with OAS.
Designates Users
Authority to identify all NPS
users and their appropriate
permission levels. Must
notify OAS of additional
users/ changes/updates.
Coordinates with OAS.
Out of Agency
Authorized to review other
agency “public”
SAFECOMs. Read Only!
Coordinates with OAS.
