KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
KLAMATH FALLS AIRTANKER BASE
OPERATIONS PLAN
2012
Prepared by
Airtanker Base Manager Date
Reviewed By:
Unit Aviation officer Date
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
TABLE OF CONTENTS Page No.
CHAPTER I - INTRODUCTION
A. Objectives 6 B. Mission 6 C. Authority and Policy 6 D. Revisions and Approvals 6 E. General Information 6 1. WO / RO Organization 6 2. Airtanker Base Locations 7 3. Unit Aviation Organization 7 4. Air Tactical Organization 7 5. Local Airfield Management 7 F. Local Information and Directories 7 1. Directory and Emergency Contacts 7 2. Site Map 3. Fuels and Fire Behavior Common to Area 7-8 4. Prominent Landmarks in Area 8 5. Pilot and Visitor Orientation 8
Chapter I Appendices Appendix 1-1 Directory and Emergency contacts 10-12 Appendix 1-2 Site Map 14
CHAPTER II – PERSONNEL, ORGANIZATION AND TRAINIING
A. Agency Responsibilities 16 B. Air Tanker Base Personnel 16 1. Organization Chart 16 2. Organization Expansion 16 3. Duties and Responsibilities 16 4. Other Fixed-Wing Operations 16 C. Training 17 1. General 17 2. Local Training 17 a) General Operations 17 b) Emergency Procedures 17 c) Hazard Communication 17 d) Hearing Conservation / Protection 17 e) Security 17 f) Fire Extinguishers 17 g) First Aid 17 h) Briefings 17 i) Aviation Transport of Hazardous Materials 17 j) Forklift 18 3. Position Training 18 a) Retardant Crewmembers 18 b) Retardant Mixmaster 18 c) Parking Tenders 18 d) Ramp Managers 18 e) Aircraft timekeepers 18 f) Fixed Wing Base Managers 18 4. Training Accomplishment 18
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a) Base Workshops 18 b) On The Job Training 18 5. Training Documentation 18 6. Evaluation 19 7. Responsibility 19
Chapter II Appendices Appendix 2-1 Call When Needed Staffing List 20 Appendix 2-2 Training Courses Outlines 21 Appendix 2-3 Operations Orientation Training 22
CHAPTER III – ADMINISTRATIVE PROCEDURES
A. General Administrative Procedures 23 1. Airtanker / Retardant Program 23 2. Airtanker Contract 23 3. Retardant Contract 23 B. Airtanker / Retardant Program 23 1. Tactical Fixed-Wing Information Sheet 23 2. Individual Aircraft Flight Log 23 3. Aviation Business System 23 4. Fire Business Management / Incident Activity and Cost Summary 23 5. Landing Fee Contract 24 6. Retardant Rate Adjustment for ODF 24 7. Retardant Obligations to ODF 24 C. National Airtanker Contract 24 1. Pre-work Meetings 24 2. Safety Briefings 25 3. Airtanker Payment Procedures 25 a) Flight Use Reports (FS-6500-122) 25 b) Contract Payment Summary 25 c) Airtanker Contract Daily Diaries 25 D. Retardant Contract 25 1. Responsibility 25 2. Contract Administration 25 a) Daily Retardant Use and Inventory 26 b) Retardant / Contract Obligations 26 c) Contract Payments 26 3. Quality Assurance 26 a) Sampling 26 b) Sample Routing 26 c) Sample Labels 26 d) Documentation 26 e) Sample Reports 26
Chapter III Appendices Appendix 3-1 Daily Administrative Checklist 27-29 Appendix 3-2 Routing Instructions 30 Appendix 3-3 Forms 31-39
CHAPTER IV - BASE FACILITIES
A. Airport and Local Facilities 40 1. Airport Security 40 2. Airport Safety 40 3. Locally 40
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4. Access Map 40 B. Base Facilities 40 1. Airtanker Base Information Sheet 40 C. Aircrew Facilities 40 1. Standby Facilities 40 2. Rest Facilities 40 3. Transportation and Refreshment 40 D. Aircraft Facilities 40 1. Chocks 41 2. Tie Downs 41 3. Night Lighting 41 4. Towing 41 5. Cleaning 41 E. Transportation 41 F. Communications 41 G. Reference Library 41 H. Parts and Equipment Storage 41 I. Equipment and Tools 41 1. Forklift 41 2. Air Compressor 41 3. Generator 41 4. Tools 41 5. Lawn Equipment 42 J. Electrical System 42 K. Retardant Facilities 42 1. Water Supply 42 2. Water Storage 42 3. Retardant Storage 42 4. Retardant Mixing 42 5. Metering 42 6. Loading 42 7. Recirculation 42 8. Wash-down 42 9. Airtanker Offload 42 10. Offload Storage 42 L. Base Safety Facilities 42 1. First Aid 42 2. Eyewash and Shower 43 3. Fire Extinguishers 43 4. Personal Protective Equipment (PPE) 43 M. Facility Inspections 43 1. Self Inspections 43 2. Regional Inspections 43 3. Oregon OSHA 43 N. Inspection Documentation 43
Chapter IV Appendices Appendix 4-1 Storm Water, Waste Water and Spill Plan 44-48 Appendix 4-2 Valve Diagram 49-50 Appendix 4-3 Irrigation System 51 Appendix 4-4 Radio Check-out List 52
CHAPTER V – OPERATIONS
A. Regulations 53 B. Procedures 53
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C. Airtanker Operations 53 1. Landing Loaded 53 2. Aborting Loads 53 a) Local Abort Site (Jettison Area) 53 3. Retardant Dropping in Sensitive Areas 53 4. Mission Currency 53 5. Lead planes and Aerial Supervision 53 6. Flight and Duty Limitations 54 7. Pilot Standby / Availability 54 8. Off Duty Scheduling and Means of Contact 54 9. Dispatch Reaction Times 54 10. Dispatch limitations / Start Up and Cut off 54 11. Maintenance Scheduling 54 D. Dispatch Operations 54 1. Local Dispatch Organization 54 2. Zones of Influence 54 3. Flight Planning 54 4. Dispatch Request 54 5. Pre-flight Briefing 55 6. Temporary Flight Restrictions 55 7. Airspace Coordination 55 8. Flight Hazard / TFR Map 55 9. Timekeeping 55 10. Dispatch Rotation 55 11. Flight Following 55 12. Communications Plan 55 E. Ramp Operations 56 1. Parking Plan 56 a) Overflow Parking 56 b) Day Off Parking 56 c) Light Aircraft Parking 56 d) Helicopter Parking 56 e) Large Transport Parking 56 f) Vehicles 56 2. Pre-Arrival Planning 56 3. Positioning 57 4. Safe Engine Operation 57 5. Departing Aircraft 57 6. Fueling 57 a) Local Vendor 57 b) Procedures 57 c) Equipment Inspections 57 F. Retardant Operations 57 1. Water Supply 57 2. Water Storage 58 3. Fire Retardant in Use 58 4. Retardant Storage 58 5. Retardant Receiving 58 6. Retardant Mixing 58 a) Quality Assurance 58 7. Airtanker Loading 58 a) Mixmaster 59 b) Airtanker Loader 59 c) Hot-loading 59 d) Pressure Relief 60 e) Cavitations 60
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f) Closed Loading Valve 60 g) Back-Up Pump 60 h) Maintenance Responsibility 60 8. Retardant Offloading 60 9. Wash-down and Spill Procedures 60 a) Environmental Considerations 60 b) Waste Management System 61 c) Retardant Spills 61
Chapter V Appendices Appendix 5-1 Communication Plan 62-65 Appendix 5-2 Single Engine Airtanker Operations 66-70 Appendix 5-3 Grumman S2T Airtanker Operations 71-73 Appendix 5-4 BAe-146 AIRTANKER OPERATIONS 74-76 Appendix 5-5 Airline Transport Aircraft Operations 77-79 Appendix 5-6 Helicopter Operations 80-81 Appendix 5-7Modular Airborne Fire Fighting Systems (MAFFS) Operations 82 Appendix 5-8 Retardant Jettison Area 83
CHAPTER VI – SAFETY AND SECURITY
A. Base Safety Evaluations and Reviews 84 1. Annual Reviews 84 2. Regional Reviews 84 3. Oregon OSHA 84 B. Review Documentation 84 C. Ramp Safety 84 D. Personal Protective Equipment 84 E. Airspace and Aerial Hazards 84 1. Aerial Hazard Map 84 2. Airport Hazards 84 3. Turbulence, Wind and Time of Day Restrictions on Flight Activity 84 4. Temporary Flight Restrictions (TFR) 84 F. Landing With Full or Partial Load 85 1. Local Procedures 85 2. Runway and Ramp Wheel-Loading Capability 85 G. Emergency Response Equipment 85 1. Fire Extinguishers 85 2. First Aid Kits 85 3. Eyewash 85 H. Emergency Response 85 I. Crash, Search and Rescue (Mishap Plan) 85 J. Hazard, Incident and Accident Reporting 85 1. Local Procedures 85 2. Routing 86 K. Security 86
Chapter VI Appendices Appendix 6-1 Ramp Safety Plan 87-97 Appendix 6-2 Safety Briefing Guide 98-101 Appendix 6-3 Emergency Response Plan 102-105 Appendix 6-4 Hazard Communication Plan 106-108 Appendix 6-5 Job Hazard Analysis 109-116 Appendix 6-6 Airbase Security Plan 117-122 Appendix 6-7 Bomb Threat Procedures and Checklist 123-124 Appendix 6-8 Fremont / Winema Emergency Spill Plan 125-143
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
CHAPTER I – INTRODUCTION
The Klamath Falls Airtanker Base Operations Plan is supplemental to the National Interagency Airtanker Base Operations Guide NFES# 2271, http://www.fs.fed.us/fire/aviation/av_library/iabog/iabog.pdf
This plan provides local operational procedures specific to the Klamath Falls Airtanker Base. This document will not duplicate previously published information except in cases needing clarification. When quoted, the information will be in italics. Every attempt has been made to provide accurate references.
A. Objectives The objectives of this supplement are to:
• Define the mission and objectives of the Klamath Falls Airtanker Base,
• Define and standardize operating procedures at the Klamath Falls Airtanker Base,
• Through standardization, facilitate the activation of trained personnel during periods of high fire activity,
• Provide a common approach in the Government's relationship with airtanker contractor and airtanker base personnel,
• Provide checklists, orientation outlines, and special instructions for both contractor employees (pilots, mechanics) and government workers at the airtanker base.
B. Mission The mission of the Klamath Falls Airtanker Base is to provide a safe, effective and efficient environment for the coordination and support of aerial firefighting resources engaged in the protection of the public and natural resources from wildfire.
C. Authority and Policy The Klamath Falls Airtanker Base operates under the authority of Forest Service Fire and Aviation Management through the policies of the Forest Service Manual Directive System, the Fire and Aviation Management Manual 5700, http://fsweb.wo.fs.fed.us/directives/fsm/5700/ and the Flight Operations Handbook FSH 5709.16, http://fsweb.wo.fs.fed.us/directives/fsh/5709.16/.
Operational procedures are based on the guidance of the Interagency Airtanker Base Operations Guide NFES #2271, http://www.fs.fed.us/fire/aviation/av_library/iabog/iabog.pdf a publication of the Interagency Airtanker Base Operations Committee, a subcommittee of the National Interagency Aviation Committee.
D. Revisions / Approvals This guide is revised annually by the Airtanker Base Manager prior to the beginning of fire season. It is then reviewed and approved annually by the Unit Aviation Officer.
E. General Information
1. Washington Office / Regional Office Organization Washington Office Fire and Aviation Management oversee the Forest Service airtanker program through the Pacific Northwest Region Fire and Aviation Director. The Regional Aviation Officer, Regional Airtanker Program Manager and the Regional Airtanker Base Specialist address specific regional airtanker base issues.
2. Airtanker Base Locations
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
The Pacific Northwest Region has six heavy airtanker bases. The bases, host forest, telephone numbers and managers are as follows:
Medford ATB Rogue River-Siskiyou 541-779-0397 Lonnie Allison Klamath Falls ATB Fremont-Winema NF 541-883-6853 Don Cavin Redmond ATB Deschutes NF 541-504-7220 Eric Graff LaGrande ATB Wallowa-Whitman NF 541-962-8665 Russ Hurst Moses Lake ATB Okanogan-Wenatchee 509-762-6184 Rob Meade Troutdale ATB Mt. Hood NF 503-666-3828 Vacant
3. Unit Aviation Organization The Fremont / Winema (FWF) Fire Management Staff through the Unit Aviation Officer and the Airtanker Base Manager oversee the Klamath Falls Airtanker Base.
4. Air Tactical Organization The Klamath Falls Airtanker Base has no large airtankers assigned on site. Lead planes are located in Redmond Oregon and Redding California, both approximately 30-40 minutes from local incidents. An Air Attack platform with ATGS is located at Klamath Falls. Depending on the severity of fire season an Air Attack platform is temporarily based at Lakeview Or.
5. Local Airfield Management The Klamath Falls International Airport is operated by the city of Klamath Falls. A portion of the airport is occupied by the 173rd Fighter Group, Oregon Air National Guard and is managed by the State Military Department and the Department of Air Force. Contact information is located on page10.
F. Local Information and Directories A base directory including emergency contacts, a site map, local hotels and services and area fuels and fire behavior information is located in the personnel orientation guide appendix 1-1.
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
APPENDIX 1-1
AIRBASE DIRECTORY
EMERGENCIES DIAL 9-911
Airport Security 541-885-6663
EMERGENCY CONTACTS:
Title Name Phone Cell Home Base Manager Don Cavin 541-883-6853 541-891-1170 541-664-1434 Asst. Base Manager Autumn Clark 541-883-6854 541-891-9409 Unit Aviation Officer Dave Machado 541-947-6187 541-219-0106 Dispatch Center Manager Tammy Wodarczak 541-883-6850 State Dispatch Randy Baley 541-883-5693 541-891-7861 Coordinator Zone FMO John Giller 541-947-6212- Unit Fire Staff Mike Haddock 541-883-6863 541-394-8123 FS Law Enforcement-West Joan Rizkallah 541-883-6793 541-891-7875 FS Law Enforcement-East Mark Suba 541-947-6222 541-891-3850 Airport Security 541-885-6663 Airport Operations Bill Hancock 541-883-5372 541-891-2620 Airport Fire 541-885-6382 R-6 Aviation Facilities Eric Shilling 541-504-7253 541-280-7351 FAX 541-504-7258 Security Manager
AIRTANKER BASE PHONES
Line 1 Line 2 Fax VHF Frequency 541-883-6853 541-883-6854 541-273-1457 123.975
AIRTANKER BASE AGENCY PERSONNEL
Title Name Phone Cell Home Base Manager Don Cavin 541-883-6853 541-891-1170 541-664-1434 Asst. Base Manager Autumn Clark 541-883-6854 541-891-9409 Airbase Technician Michael Gaither 541-883-6853 530-356-1553 Air Tactical Group Supervisor Jim Hansen 541-883-6857 541-420-3476 & Asst. Unit Aviation Officer
AIRTANKER BASE RETARDANT CONTRACT PERSONNEL
Title Name Phone Cell Home Foreman Jimmy Johnson 541-892-7652 Asst. Foreman William Pizano 541-331-4114 Warehouse Office 541-850-9017
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
KLAMATH FALLS INTERAGENCY DISPATCH
Line 1 Fax Primary Frequency 541-883-6850 541-883-6830 169.925 tone 103.5
KLAMATH FALLS INTERAGENCY DISPATCH PERSONNEL
Title Name Phone Cell Home Dispatch Center Manager Tammy Wodarczak 541-883-6850 State Coordinator Randy Baley 541-883-5693 541-891-7861 FS Lead Dispatcher Vaccent 541-883-6851 541-891-6517 541-891-0541 FS Dispatcher Vaccent 541-883-6852 State Dispatcher Jake Barnett 541-883-5694
KLAMATH FALLS AIRPORT ADMINISTRATION
Title Name Office Phone Cell Fax Home Airport Manager John Longley 541-883-5372 Operations Manager Bill Hancock 541-883-5372 541-891-2620 541-883-5376 541-885-9637 Operations Richard Voss 541-891-3867 Ron Lynch 541-891-0567 Administration Linda Tepper 541-883-5372
KLAMATH FALLS AIRPORT TOWER
Title Name Phone Tower Frequency Ground Control ATIS Tower 541-882-4641 133.975 121.90 126.5 ATC Dave Cunningham 541-331-8813 Manager
KLAMATH FALLS AIRPORT FIRE DEPARTMENT
Fire Department Phone 541-885-6382
AIRPORT FUEL SERVICES
Ocean Air 541-882-4681 Darren Trausch 541-891-6130
AIRCRAFT REPAIR SERVICES
Ken Gooch 541-882-5856
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KINGSLEY AIR NATIONAL GUARD
Command Post 541-885-6886 Exchange (BX) 541-885-6371
RETARDANT CONTRACTOR
ICL Performance Products LP Ontario, CA. 909-983-0772 Phos-Chek 1-800-682-3626 909-984-4770
AIRTANKER CONTRACTORS
Vendor Phone Fax Cell Neptune Aviation 406-542-0606 406-721-1309 801-710-4257 Suzie Kendall 406-721-8886 ext. 12 406-542-3222 Mark Timmons 406-542-0606 ext. 110
Aero Union Chico 530-230-1900 530-230-1537 Mike Grimm 530-230-1663 530-230-1643
Minden Aviation 775-267-1167
TBM Butler Aircraft 541-548-8166
PNW REGION AIRTANKER BASES
Base ATBM AATBM Base Phone Base Fax John Day Vacant 541-575-3384 541-575-3382 La Grande Russ Hurst Craig Droke 541-962-8665 541-962-8640 Medford Lonnie Allison Vacant 541-779-0397 541-779-3098 ODF Harry Kelley 541-621-4118 541-779-3098 Moses Lake Rob Meade Sherry Buss 509-762-6184 509-762-6186 Redmond Eric Graff Cynthia Lusk 541-504-7220 541-504-7223 ODF Pat Ryan 541-504-7220 541-504-7223 Troutdale Bruce Haynes Vacant 503-666-3828 503-666-3829 Pendleton Doug Simler 541-969-7994 541-9628673 Klamath Falls Don Cavin Autumn Clark 541-883-6853 541-2731457
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KLAMATH FALLS AIRTANKER BASE OPERATIONS PLAN 2012
APPENDIX 1-2.
KLAMATH FALLS AIRTANKER BASE SITE MAP
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CHAPTER II – PERSONNEL, ORGANIZATION, TRAINING AND RESPONSIBILITIES
A. Agency Responsibilities The USDA Forest Service, the Fremont/Winema National Forest (FWF) and the Westside Fire Staff Officer supervise the Klamath Falls Airtanker Base (KFATB). The Airtanker Base Manager supervises an assistant manager and one temporary Airbase Technician.
B. Airtanker Base Personnel The KFATB has an agency Manager and an Assistant Manager and employs one temporary Airbase Technician providing seven day a week coverage during the fire season. A vendor/contractor operating under a full service retardant contract provides personnel for retardant mixing and loading. When fire activity dictates, “Call When Needed, (CWN), staff is ordered. A list of CWN personnel, their qualifications and contact numbers is located in appendix 2-1.
1. Organization Chart See the Organization Chart, page 4 of the Interagency Airtanker Base Operations Guide for positions typical at the airtanker base during fire activity. One person may fill more than one position if necessary. . 2. Organization Expansion As the complexity of the airtanker operation expands, additional positions may be required. The following are general guidelines to assist the base manager in planning for expanding operations.
a. 1 Airtanker in Rotation • 1 ATBM / Timekeeper / Radio Operator • 1 RAMP / Parking Tender • 1 Airtanker Loader (Vendor Provided) • 1 Mixmaster (Vendor Provided)
b. 2-3 Airtankers in Rotation • 1 ATBM • 1 RAMP • 1 Parking Tender • 2 Airtanker Loaders (Vendor Provided) • 1 Mixmaster (Vendor Provided) • 1 Timekeeper / Radio operator
c. 4 Airtankers in Rotation • 1 ATBM • 1 RAMP • 1-2 Parking Tenders • 2 –3 Airtanker Loaders (Vendor Provided) • 1 Mixmaster (Vendor Provided) • 1 Aircraft Timekeeper / Radio Operator • 1 Driver / Runner
3. Duties and Responsibilities. In general the duties and responsibilities of personnel at the Klamath Falls ATB, are as described in Chapter II, B.,pg. 5, Airtanker Base Personnel: Duties and Responsibilities, Interagency Airtanker Base Operations Guide NFES #2271
4. Other Fixed Wing Operations At any time, additional fixed wing operations such as crew, overhead and equipment transport can complement the airtanker operation. Photo aircraft, smokejumper, and recon aircraft may be active at the base as well. Depending on the complexity of the situation, an additional Fixed Wing Base or Ramp Manager will be requested to oversee the additional activities.
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C. Training The Klamath Falls Airtanker Base utilizes trained and qualified personnel for key positions. The following training may be mandatory or recommended depending on the position performed:
1. General It is the responsibility of the home unit supervision of each agency employee to ensure that all employees have attended training sessions required by the agencies health and safety programs and personnel regulations. This required training may include but is not limited to; Hazardous Materials Background (Right to Know), Defensive Driving, Blood borne Pathogens, Civil Rights, First Aid, and Computer Security.
2. Local Training (All Personnel) All base personnel receive training in the following as required. Training is scheduled as needed to accomodate CWN staff.
a. General Operations Familiarization with general base operations and an overview of the base operations plan.
b. Emergency Procedures Base personnel are briefed on emergency procedures. All personnel will become familiar with the KFIFC emergency response plan including locations of first aid kits, fire extinguishers, evacuation routes, emergency contacts and bomb threat protocol.
c. Hazard Communication Plan All base personnel will become familiar with the Hazard Communication Plan. This training includes instruction in the presence of hazardous materials in the workplace, the availability of Material Safety Data Sheets, the Confined Space Plan, and the Job Hazard Analysis, which covers all positions. See the KFATB Hazard Communication Plan on103.
d. Hearing Conservation / Protection The Fremont / Winema National Forest Safety and Health Coordinator include ramp personnel in the forest Hearing Conservation Program. Ramp personnel will always use proper hearing protection while working on the ramp. Training is provided in the proper use of hearing protection devices. Approved hearing protection devices are supplied by the ATB. See the Job Hazard Analysis, 106.
e. Security All personnel will receive a briefing on the KFATB security procedures. See the KFATB Security Plan, page 114.
f. Fire Extinguisher Use All base personnel have annual recurrent basic training in the use of the fire extinguishers provided at KFATB.
g. First Aid Base personnel are encouraged to maintain annual currency in basic first aid and CPR. At least one employee at the base should be current in basic CPR.
h. Briefings Safety briefings will be conducted with base personnel and aircrews when significant issues arise or there is a change in operations procedures or new information occurs. The procedures for briefings are outlined in the Safety and Security portion of this plan, page96. The base manager or assistant will address issues of concern at the briefings.
f. Aviation Transport of Hazardous Materials Only those personnel who have had current instruction in Aviation Transport of Hazardous Materials will be involved in the loading or unloading of hazardous materials. Ideally, base personnel do not handle hazardous materials. The retardant product is not a hazardous material.
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g. Forklift Only trained, certified and authorized personnel shall operate the forklift. Forklift training may be provided as the need is identified.
3. Position Training
a. Retardant Crewmembers (RTCM) Airtanker Loading and Hot Loading A contractor provides retardant crewmembers. Retardant Crewmembers will receive training in loading all types of airtankers. Retardant crewmembers involved in hot loading airtankers must have specific training in local airtanker hot loading procedures. The training must be documented in the employee files located at KFATB.
b. Retardant Mixmaster (MXMS) Retardant Mixing and Quality Control Retardant Mixmaster’s are provided by the contractor. Retardant Mixmaster’s will be trained in procedures for mixing and maintaining quality control of the retardant product. Retardant Mixmaster’s involved in hot loading airtankers must have specific training in local airtanker hot loading procedures. The training must be documented in the employee files located in the warehouse office.
c. Parking Tenders (FWPT) Aircraft Parking and Support Agency and non-agency personnel in the position of Parking Tender will meet the training and qualifications standards in FSH 5109.17. Trainees will receive the mandatory IAT, computer-based training in addition to base specific instruction. Training documentation will be filed in the operations area.
d. Ramp Managers (RAMP) Ramp Supervision Agency and non-agency personnel in the position of Ramp Manager will meet the training and qualifications standards in FSH 5109.17. Trainees will receive the mandatory IAT, computer-based training in addition to base specific instruction. Training documentation will be filed in the operations area.
e. Aircraft Timekeepers (ATIM) Agency and non-agency personnel in the position of Aircraft Timekeeper will meet the training and qualifications standards in FSH 5109.17. Trainees will receive the mandatory IAT, computer-based training in addition to base specific instruction. Training documentation will be filed in the operations area.
f. Fixed Wing Base Manager (FWBM) Agency and non-agency personnel in the position of Fixed Wing Base Manager will meet the training and qualifications standards in FSH 5109.17. Trainees, agency and non-agency will receive the mandatory training, including computer-based training, in addition to base specific instruction.
4. Training Opportunities
a. Base Workshops Much of the local training occurs at KFATB workshops for Call-When-Needed and contractor employees. Workshops are conducted annually. An outline of the local orientation presented at KFATB is in appendix 2-2, page 22.
b. On-the-Job Training (OJT) Most local training is conducted on-the-job. Trainees get one-on-one instruction when they arrive at the base prior to conducting operations on their own. Trained personnel monitor trainees throughout the operation.
5. Training Documentation Training documentation for all agency and non-agency personnel is maintained on file at KFATB. Additional documentation may be available from the individual’s Wildland Firefighting Qualifications and Individual Development Training databases at their home unit.
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Training documentation for all retardant contract crewmembers will be on file in the retardant contract supervisor’s office in the warehouse.
6. Evaluation Base personnel, whether qualified or trainees, will receive evaluations of their position performance. These evaluations will be included in their personnel file at the base and will be forwarded to the Unit Training Officer for inclusion in the employee’s incident qualifications files.
7. Responsibility The base manager will be responsible for seeing that all trainees receive required training and that adequate on-the-job training (OJT) is conducted before the individual is released to perform duties without direct supervision.
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APPENDIX 2-1
Call When Needed Staffing Contact Numbers and Qualifications Updated 05/2011
Name Contact Numbers Quals Remarks Vicki Baker Work 541-947-6190 SEAT ATIM Cell 541-219-1497 RAMP Lakeview BLM Home 541-353-2552 FWPT SEAT Manager E-mail [email protected] Dennis Childers Work 541-783-4001 FWPT Cell 541-891-0486 Chiloquin District Home 541-884-0001 E-mail [email protected] Richard Ford Work 541-883-6887 FWPT Cell 541-891-1158 Winema NF Office Home 541-882-2696 E-mail [email protected] Karl Greulich Work 541-883-6757 ATIM (T) Cell 541-892-3633 Winema NF Office Home 541-884-2662 E-mail [email protected] Don Hoffheins Work 541-885-4105 RTCM-THSP Cell 541-892-8207/8208 RAMP Klamath Falls BLM Home 541-850-8721 FWPT E-mail [email protected] ATIM (T) Chris Jones Work Driver Cell FWPT (T) Casual Hire Home 541-884-8461 E-mail [email protected] Glenda Jones Work ATIM (T) Cell 541-891-4216 Casual Hire Home 541-884-8461 E-mail [email protected] Nancy Kersh Work 541-885-3501 ATIM After 1630 and Cell weekends only. Klamath District Home 541-273-2921 E-mail [email protected] Brian McCarty Work 541-885-4151/ 541-883-6919 MXMS Cell 541-891-7687 RTCM-THSP Klamath Falls BLM Home 541-884-4976 FWPT E-mail [email protected] RAMP Rob McEnroe Work 541-885-4116 RTCM-THSP Cell 541-591-1715 FWPT Klamath Falls BLM Home 541-883-2402 E-mail [email protected] Leonard Smith Work FWPT Cell 541-591-1855 RAMP (T) Casual Hire Home 541-884-5727 E-mail [email protected] Gary Sprague Work Comes from Silver Cell 541-480-8187 Lake. Casual Hire Home E-mail [email protected]
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APPENDIX 2-2
TRAINING COURSE OUTLINES
Course: General Operations, Safety and Security Training
1. Orientations and Operations Plan Review • Organization 2. Retardant • • Positions and Duties Contract and Purchasing • • Facilities Quality Assurance • • Safety Equipment Use and reporting • Dispatch Procedures 3. Airtanker Contract • • General Procedures FS 6500-122’s/Aviation Business System 2. Safety Training (ABS) • Cumulative Summaries • Briefings • Daily Diaries • Emergency Procedures • Reporting • Hazard Communication • Job Hazard Analysis 3. Security Training • Airbase Security
Course: Retardant Crewmember (RTCM)
1. General Airtanker Loading Procedures 2. Grumman S2 Procedures and Hot loading 3. SEAT Procedures and Hot loading 4. MAFFS Operations
Course: Retardant Mixmaster (MXMS)
1. Chemicals 2. Mixing 3. Quality Control 4. Metering 5. Wash down 6. Truck Offload 7. Spill Containment and Clean up
Course: Ramp Management (RAMP)
1. Management and Planning 2. Communications 3. Fueling 4. Light and Tactical Aircraft 5. Helicopters 6. Fixed Wing Base and Transport Aircraft Operations
Course: Aircraft Timekeeper (ATIM)
1. Aircraft Timekeeping • Aircraft Logs • Cost Reporting • Landing Fees
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Appendix 2-3
OPERATIONS ORIENTATION TRAINING
Initial next to each subject as it is reviewed
ORGANIZATION AND Ramp Operations Incident Reporting TRAINING Positions and Duties Ramp Management Safety Briefings Training Requirements Fueling Fuel Spills Training Documentation Retardant Chemicals Hazard Communication ADMINISTRATION Mixing Confined Space General Procedures Quality Control Job Hazard Analysis Safety Briefings Metering Base Security FACILITIES Loading Aircrew Wash-down Aircraft Delivery Trucks Equipment and Tools Ramp Safety Retardant Single Engine Airtankers Base Safety Facilities S2’s First Aid Transports Fire Extinguishers MAFFS Eyewash and Shower Helicopters Eye Protection PPE, Radios, Batteries SAFETY AND SECURITY Hearing Protection Spill Management Airspace OPERATIONS Emergency Procedures Airtanker Operations Medical Dispatch Procedures Fire Timekeeping Evacuation Communications Mishap Plan
Student Print Name Signature Date
Instructor Print Name Signature Date
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CHAPTER III - ADMINISTRATIVE PROCEDURES
A. General Administrative Procedures The administrative procedures, forms and reports used at the Klamath Falls Airtanker Base are based on those described in the Interagency Airtanker Base Operations Guide, page 85. Administrative procedures tend to fall in to one of three categories:
1. Airtanker / Retardant Program Procedures in this category apply generally to the fixed wing airtanker / retardant base and shared resource program. They include planning, funding, procurements, landing fee and other local agreements, incident cost reporting, retardant use reporting and other documentation.
2. Airtanker Contract. Airtankers on federal and state contracts operate from the KFATB. Information and documentation related to these airtankers should to be forwarded to the Contracting Officers Representative (COR) assigned to that airtanker contract item daily if the airtanker is working out of KFATB. Currently the base manager is the COR on one national airtanker contract item.
3. Retardant Contract This category contains the administrative procedures related to the retardant contract. They include the value analysis process if applicable, administration of the retardant contract, quality assurance and the maintenance and reporting of retardant costs.
B. Airtanker / Retardant Program
1. Tactical Fixed Wing Information Sheet This form is designed to provide information on contract aircraft to airbase personnel. It should be filled out by the COR of each aircraft. When the aircraft arrives at the ATB, the pilot will give a copy to base personnel. As an alternative, the COR can fax this form ahead, to the base the aircraft is traveling to. See page 89 of the Interagency Airtanker Base Operations Guide.
2. Individual Aircraft Flight Log The Individual Airtanker Flight Log is used to keep track of all daily airtanker and tactical support aircraft operations. The information on this form is critical, as it is the source form for all other administrative forms.
The log form is prepared daily for each airtanker or tactical aircraft operating from the base. Complete all information by hand for each flight including fire information and billing, flight times, costs, and retardant. At Klamath Falls, the log information for each aircraft is entered into a File Maker Pro software database, which uses the Crystal Reports program to generate the final log sheet.
Flight information for airtankers and Call When Needed aircraft is phoned or faxed daily to the appropriate COR. The log sheets are maintained throughout the season in a notebook in the operations area. This information is also used to put together an incident cost summary.
3. Aviation Business System (ABS) The Aviation Business System program is the required method of recording Forest Service aircraft contract payments. A hardcopy of the log sheet must be maintained in real time to prevent the loss of information in the event of a computer failure.
Fire Business Management /Incident Activity and Cost Summary The daily report corresponds to the daily use and cost summary listed in the Interagency Airtanker Base Operations Guide, page 100. The form provides a daily accounting of all incident costs, cumulative activity for airtankers, retardant use and other aircraft activity at the base.
The information needed to complete this summary comes from the Aircraft Logs. The File Maker Pro software creates the report using the log database and Crystal Reports software.
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This report should be faxed daily to the Air Operations Branch of each incident or to the controlling dispatch center aviation desk for each incident. 4. Landing Fees Airtankers operating from Klamath Falls that are over 12500 lbs gross weight are subject to a landing fee. The Landing Fee Agreement is with the Klamath Falls International Airport. The report is generated on the File Maker Pro program. Aircraft weights are listed in the bottom right corner of the report.
The Base Manager is responsible for keeping the landing fee form up to date. Landings are recorded on the log sheet by number per incident per Airtanker. A cumulative summary of charges to each fire code is completed near the bottom of the form.
A landing fee costs are compiled every two weeks. An original cost form is submitted to the airport office for signature and a copy is left with the airport management. The airport management will produce a billing invoice that will be mailed to the airtanker base. The invoice can then be paid using a government-purchasing card.
5. Retardant Season Average Rate Adjustment for Oregon Department of Forestry At Klamath Falls, a contractor under the National Full Service Retardant Contract provides retardant mixing and delivery services. The retardant contractor is paid by the gallon for retardant delivered. The rate per gallon changes under a tiered rate structure. The first 100,000 gallons is more expensive than the second or third 100,000 gallons.
Fires generally begin to occur in the lower elevation lands protected by the Oregon Department of Forestry (ODF) before they begin to occur on other agency lands. Retardant charges to ODF tend to be higher when they have fires occurring early in the season. To help alleviate the cost burden, the PNW region has chosen to charge the State a flat rate that represents an average price per gallon delivered from the various bases over the course of the season.
The form “Retardant Season Average Rate Adjustment” is used to determine a season average rate and show a cost comparison for retardant delivered to all agencies. The form is filled out at the end of the ODF Airtanker Contract period and forwarded to the Incident Business Management staff on the unit and in the regional office.
6. Retardant Charges Obligated to the Oregon Department of Forestry In addition to reporting the season average use rate, this form lists the incidents and retardant charges that were made to ODF fires during the course of the season. This information is provided to the unit and Regional Incident Business managers so that adjustments can be made. *Note: With the exception of retardant delivered by SEAT’s, all retardant charges to the State of Oregon Department of Forestry are charged to the same fire code which is provided by the Regional Office at the beginning of the fire season.
C. National Airtanker Contract The USDA-Forest Service Contracting Office located at the National Interagency Fire Center in Boise, ID., issues the National Airtanker Contract. Federally contracted airtankers operate under this contract.
Currently, the KFATB manager is the COR on one national contract item.
The COR is the person who generally interacts daily with the contractor representative, typically the pilot or co-pilot. The COR, with help from the contractor representative, gather the information and documentation to support the payments for services provided by the contractor. See Chapter III, C. Contract Administration, Interagency Airtanker Base Operations Guide, page 26.
1. Pre-work Meetings Contract pre-work meetings are conducted prior to the start of the airtanker contract. Meetings include the Contractors Representative, the Contracting Officer (CO), the Contracting Officers Representative (COR) and Project Inspectors (PI). Pre-work meeting notes and subjects are documented and filed in the contract file binder located in the operations area. Meetings can be in person or conference call.
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Information for the complete (pre-work conference) pilot briefing is found in the airtanker contract binder located in the operations area.
2. Safety Briefings Safety briefing information is posted daily in the conference room. Formal briefings are conducted when circumstances warrant them. The specific format for the presentation and documentation of briefings is found in appendix 6-1, page 96.
3. Airtanker Payment Procedures The proper completion of flight payment documents is critical to the correct and timely payment of contractors. Aircraft status and flight information must be passed back to the COR in a timely manner, to insure proper credit for service rendered by the contractor. This can be done in two ways:
• The contractors designated representative, usually the pilot and/or co-pilot, or the contract COR can call the operations base and request the information by phone or
• The management of the operations base can send by facsimile (FAX), the information to the aircrafts COR, on the form (Individual Airtanker Flight Record) or a similar form.
From this information the COR can complete the following forms:
a) Flight Use Reports (FS 6500-122) Flight Use Reports are completed daily, or as practical in the Aviation Business System (ABS) program. Flight times and other charges are verified with the contractors’ representative. Mission/project information is verified with the hosting unit.
b) Contract Payments Payment summaries are generated through the reporting feature of ABS when needed. Payment packages are printed and filed in the airtanker contract file located in the operations area.
c) Airtanker Contract Diaries An Aircraft Contract Daily Diary is completed daily for the airtanker documenting the previous day’s activities. Copies of these diaries are routed every two weeks to the Contracting Officer and Administrative COR.
D. Retardant Contract. Fire retardant mixing and loading operations are conducted by a contractor under the National Full Service Rretardant Contract. The Contractor/Vendor is responsible for maintaining an adequate supply of fire retardant chemicals on site, keeping the chemicals ready for use, demand-mix the retardant into the aircraft, maintain quality control, and maintain records of retardant delivered.
Administration procedures for the full service contract fall under the direction of the National Long Term Fire Retardant Contract. A copy is located in the operations area.
1. Responsibility The Airtanker Base Manager and Assistant are the designated Project Inspectors on the National Long Term Fire Retardant Contract. The retardant crew supervisor is generally also the contractor representative as well as the retardant crew lead.
2. Contract Administration
a) Daily Retardant Use and Inventory Each retardant and water delivery mission is documented on the Retardant Use Record. This record is kept at the Mixmaster station and includes the pounds and gallons of retardant flown off and to which incident. Retardant sampling information is also included. The document is located in the Interagency Airtanker Base Operations Guide, page 98. The log is a source
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document for completing retardant use and incident billing documents as well as other program record keeping and reporting.
Retardant / Contract Obligations Retardant use and contract charges are documented on the Retardant / Contract Obligation Form. See exhibit 3-5, page 36. This form is prepared from the aircraft flight logs and retardant use logs. The Retardant / Contract Obligation Form are submitted bi-weekly to the Albuquerque Incident Finance Center for billing the benefiting agency. A copy is maintained in the retardant contract file located in the operations area.
b) Contract Payments Contract payments are made in accordance with the National Long Term Retardant Contract payment process. Retardant use is recorded on a Retardant Use/Payment Summary and submitted bi weekly to the Albuquerque Incident Finance Center for payment. A copy of the Retardant Use/Payment Summary is maintained in the retardant contract file located in the operations area.
3. Quality Assurance FSH 5162.2 and the National Retardant Contract require participation in the Lot Acceptance and Quality Assurance Program. The Contractor/Vendor and the Airtanker Base Manager have the responsibility to ensure the quality of the product flown from the base. The procedures for the program are listed in the Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals Guide NFES 1245, page 6.
a) Sampling Tank samples are drawn at the beginning of the operating season, after adequate re-circulation and at the end of the operating season. There are sampling valves on the front and back of each tank. Aircraft samples are drawn from the sample valve on the discharge side of the loading pump.
b) Sample Routing Samples are sealed, labeled, packaged and sent to the Missoula Technology and Development Center. The Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals Guide NFES 1245 outlines proper labeling on page 8, the ship to address on page 43 and data collection forms on page 44.
c) Sample Labels Sample information labels can be printed or pre-printed, adhesive labels are available from the Missoula Wildfire Chemicals Lab. Contact Shirley Zylstra at (406) 329-4859 or [email protected] for pre-printed adhesive labels. See exhibit 3-7.
d) Documentation Aircraft retardant sample results are documented in the Mixmaster’s Retardant Use Record and the use records are filed in the retardant contract file located in the operations area.
e) Sample Reports Retardant Sample Result Reports generated by the Missoula Technology and Development Center outlining the results of retardant sample tests are sent to the respective use bases. These results can be found in the retardant file located in the operations area.
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Appendix 3-1
DAILY ADMINISTRATIVE PROCEDURES
DAILY STATUS AND BRIEFING
Status Board Update the airtanker status board located in the hallway next to the HVAC room, include o Airtanker rotation, o Current sunset time, o Total retardant use to date.
Organization Chart Update the organization chart including CWN and contractor personnel who have been verified as available.
Safety Briefing Preparation Gather the necessary information to conduct a safety briefing. Including but not limited to. o Situation Reports o Weather o Local Temporary Flight Restrictions o Notices to Airmen o Incident Action Plans o Safety Topic o Pull Recent Safecoms o National Threat Advisory Level o AFF information on morning airtanker locations
Safety Briefing During periods of activity, conduct a formal safety briefing and complete the documentation on the Airbase Safety Briefing form located in the conference room.
DAILY RETARDANT CONTRACT ADMINISTRATION
Retardant Use Form (Mixmaster’s Log) Obtain a copy of the retardant use form from the Mixmaster, o Double check the figures listed, o Look for discrepancies in the LAQA figures, o Add fire names and budget codes as necessary, o Update the totals for retardant use by agency for the day and cumulative for the season, o Obtain information on standby hours from the retardant crew, o File in the retardant contract file located in the operations area.
Retardant and Contract Obligations Using the day’s retardant use form and contractor daily report to: o Update the summary with retardant use and retardant crew extended hours, water loads etc, broken out by budget code, o Consolidate dollar totals for each budget code, o Update the use by agency portion on the summary.
Retardant Contract Daily Diary Prepare a daily dairy for the previous days activities involving the retardant contract.
Retardant Contract Payment Summary The Retardant Contract Payment Summary is prepared every two weeks by the retardant contractor representative. See payment preparation and routing below. Retardant Samples Ensure that any retardant samples from the previous day are sealed, labeled and mailed to the 29
Wildfire Chemical Lab. File sample result information that is received in the retardant file located in the operations area. Send Retardant Sample To: Wildland Fire Chemical Systems MTDC 5785 Hwy. 10 W Missoula, Montana 59808 Attn: Lot Acceptance
DAILY AIRTANKER CONTRACT ADMINISTRATION
Fire name Database Update For each fire dispatch, update the Filemaker Pro “firename.db” database with the incident information.
Airtanker / Aircraft Flight Record Complete an airtanker / aircraft flight record for each airtanker and tactical aircraft operating from the base daily. Enter the information to the Filemaker Pro “tanker.db” file. Create flight leg tickets for airtankers on federal contracts in ABS as time allows. Entering these records as the missions occur will save time later when producing reports.
Airtanker Contract FS 6500-122’s Refer to the airtanker logs received from the previous day. Complete the FS 122’s invoices in the ABS system for the airtanker that is administered by the Klamath Falls airtanker base.
Airtanker Payment Summaries Payment summaries are not created until the invoices are packaged, bi-weekly, at that time the packaged payments should be printed and filed in the airtanker contract binder located in the operations area.
Airtanker Contract Diaries Refer to the airtanker logs received the previous day. Complete an aircraft contract daily diary for the assigned airtanker contract item for the previous day’s activities. File in the aircraft contract file located in the operations area.
DAILY LANDING FEE CONTRACT ADMINISTRATION
Landing Fee Record Update the Landing Fee Record Summary. Submit to the airport operations office biweekly.
Landing Fee Billing The Landing Fee Billing Invoice will be generated by the airport operations office biweekly. Pay the invoice in a timely manner with a government purchase card.
PERSONNEL ADMINISRATION
Employee Timesheets Ensure agency employee and casual hire timesheets are accurate, complete and filed in the employee files.
Employee Evaluations When appropriate, document employee performance with an evaluation. File in the employee file and send a copy to the training officer, Carmen Thomas at the Klamath–Lake BLM office, using an agency routing envelope.
END OF DAY
Retardant Use Form (Mixmaster’s Record)
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Copy the Retardant Use Record from the Mixmaster station. Ensure the Mixmaster log matches the amounts indicated on the Airtanker Flight Records. File in the retardant contract file for tomorrow’s paperwork. Attach Micro-Motion receipts to the appropriate aircraft log by tail number.
Airtanker / Aircraft Flight Record After ensuring that an airtanker / aircraft flight record for each airtanker and tactical aircraft operating from the base has been completed, enter the information into the ABS system and fax or email the daily records to the assigned COR. Provide a copy to the manager of each SEAT. Obtain the flight information and status of the aircraft administered by the Klamath Falls base. File the records in the flight record file located in the operations area.
Daily Incident Cost Report Use the Filemaker Pro program to complete an incident cost summary for each incident supported by the KFATB. After completion fax or email a copy to Incident Air Operations or the hosting dispatch center. If directed, fax aircraft information to the Albuquerque Service Center.
Safecoms Complete any Safecoms if necessary for events of the day. Discuss the incident(s) with the parties involved; document the discussions in the Safecom and on the Aircraft Daily Diary.
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Appendix 3-2
ROUTING INSTRUCTIONS
Send Retardant Contract Payment Package Originals to:
USDA Forest Service Albuquerque Service Center Incident Business Branch 101 B. Sun Ave. N.E. Albuquerque, NM 87109 866-372-7249
Send Airtanker Payment Bundles and Diary Copies to:
NIFC Contracting Attn Elna Black USDA Forest Service 3833 S. Development Ave. Boise, ID 83705 208-387-5632
Pre-printed labels available in the operations area.
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Appendix 3-3
FORMS
Exhibit 1: Aircraft / Airtanker Daily Operations Log
Exhibit 2: Airbase Daily Incident Cost Summary
Exhibit 3: Airbase Landing Fee Record
Exhibit 4: Retardant Daily Use Record
Exhibit 5: Retardant Inventory/Use Worksheet
Exhibit 6: Cumulative Retardant Use/Payment Summary
Exhibit 7; Retardant Sample Label
Exhibit 8; ODF Retardant Averaging Worksheet
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Exhibit 1
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Exhibit 2
35
36
Exhibit 3
37
38
Exhibit 4
39
40
Exhibit 5
41
42
Exhibit 6
43
44
Exhibit 7
LAQA Sample
Base Information Airtanker Base: ATB Manager: ATB Fax: ATB E-mail: Base Sample Identification: Name and phone of person taking sample:
Delivery Information Retardant Name: Wet Concentrate Dry Concentrate Mixed Delivery Date: Delivery Time: Shipper Number: Weight of Delivery: (pounds or bags) Transferred to ATB tank number:
Sample Information Delivery Begin season End season Number of gallons mixed: Refractometer Reading: Viscosity: Marsh funnel time: Temperature:
Comments: (P code, storage tank number, problem, etc.)
Send to: Wildland Fire Chemicals Systems MTDC 5775 Hwy 10 W. Missoula Montana 59808 406-329-4859
Via ground, shipping labels available in the operations area.
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Exhibit 8
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CHAPTER IV – FACILITIES
A. Airport and Local Facilities. The Klamath Falls International Airport and the community of Klamath Falls provide excellent services needed to support a large airtanker base. The main runway, (14/32), is 10,301 ft. An additional runway, (7/25) is available at 5,260 ft. Commercial airline services are available as well as taxis, shuttles, and rental cars. A restaurant is located at the terminal. A fixed base operator provides aircraft services including fuel and light maintenance. There is also an A & P on the facility, see page 11.
1. Airport Security The Airport Security program is very comprehensive requiring security training and programmable key access for base personnel.
2. Airport Safety A fully equipped Aircraft Rescue and Fire Fighting department is located on the Airport to respond to fires, spills, and medical emergencies. Phone numbers and contacts are located in the base directory on page 10 and in the Airtanker Base Emergency Response Plan, page 121.
3. Locally Within three miles of the Airport are several hotels, numerous restaurants, service stations, laundry, and major shopping. More information is in the Pilot/Visitor Guide (pending).
4. Access Map A map showing the local area and access to the base is located in chapter one, page 14.
B. Base Facilities General The Klamath Falls Airtanker Base provides complete facilities for extended airtanker operations support. These include accommodations for all current types of fixed wing airtankers, large transport aircraft, and light aircraft, light and heavy helicopters. Retardant operations facilities include storage, mixing, loading, quality control, and waste management. The base also has a variety of equipment for light maintenance.
1. Airtanker Base Information Sheet The Airtanker Base Information Sheet outlines some of the facilities at the Klamath Falls Airtanker Base and is updated annually for the Interagency Airtanker Base Directory. The directory lists information for all bases nationally. Directory is located in the operations area.
C. Aircrew Facilities
1. Standby Facilities Standby facilities for aircrews are available at the base. They include an aircrew lounge complete with telephone, television and a kitchen area with stove, microwave, refrigerator, sink, coffeemaker, icemaker and cooking utensils.
2. Rest Facilities In addition, there are complete restroom facilities with showers and lockers; a laundry facility is available as well. Quiet Rooms are available with single beds for undisturbed rest.
3. Transportation and Refreshment For meals and refreshments, the base follows the contract requirements found in the National Airtanker Contract section G.1.10 (3). The Base Manager is authorized, during times of high activity to provide meals, ice and drink refreshments at the government’s expense in order to sustain those operational periods.
Bottled water is available in the refrigerators in the pilot lounge and on the west wall of the warehouse building. A water fountain is located in the KFATB operations building.
D. Aircraft Facilities KFATB maintains complete facilities for airtanker operations accommodating dispatch, communications,
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timekeeping, briefings, and parking. 1. Chocks Chocks are available for most aircraft types. They are located next to each parking site.
2. Tie downs Tie down locations are installed at each light aircraft parking area. Tie down ropes are kept in the laundry room locker.
3. Night Lighting Several high intensity lights routinely light the ramp areas at night. The ramp lights are on a timer located in the HVAC room and can be manually turned for all night security. Routinelly the ramp lights come on at dusk and shut off at 2200. Portable lighting is available upon request and is located in the warehouse. Additional lights may be obtained by calling the Air National Guard and requesting the use of their power plants with lights. Contact information is on page 12.
4. Towing An aircraft tug for heavy aircraft is available. Consult with the base manager for information on its use. A light aircraft tow bar is available in the warehouse.
5. Cleaning A limited number of aircraft cleaning supplies are available in the warehouse. There is water and electricity available in all 4-pit areas.
E. Transportation A Forest Service vehicle is available for transportation and deliveries. Drivers must be agency approved.
F. Communications Telephones are located in the operations building. Computer access for agency personnel is available in the operations office. Communications between the operations and the ramp is by radio. The base has a VHF base set and VHF handheld radios with headsets for use on the ramp. The base frequency is 123.975, for ramp, timekeeping, and aircraft communications while on the ramp. The ramp also has an outside public address system.
G. Reference Library The reference library at KFATB is as listed in Chapter IV, IV.7. Reference Library, Interagency Airtanker Base Operations Guide, in addition to the latest update of the previously referenced guide. An electronic version of all reference materials is also available via the computers in the operations area. Check the “favorites” menu for titles and links.
H. Parts and Equipment Storage KFATB has a warehouse for the storage of parts and equipment. The personnel assigned to KFATB are responsible for the majority of the maintenance. In the event, the maintenance requirement is beyond the capability of the base crew, a specialist will be located and their services contracted for the job.
I. Equipment and Tools Located in the warehouse are tools and equipment for facility maintenance.
1. Forklift A 3000 lb. capacity forklift is available for moving and handling loads. Refer to the Training and Safety portions of this guide for information regarding its use on page 41.
2. Air Compressor An electric air compressor is located in the warehouse.
3. Generator A Homelite gas powered 120v generator is located in the warehouse.
4. Tools
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Several tools are located in the warehouse.
5. Lawn Equipment A lawnmower, weed eater, rakes, shovels, wheelbarrow, and other types of lawn tools are available in the warehouse.
J. Electrical System. The electrical service on the ramp is a 400 amp system. This service provides electricity to the pumps (2), the live reels, the GFCI's located on the ramp (4) and to the pump remotes (4). In the event of an electrical failure, a gas-powered pump is available to load aircraft and a generator is available to provide power. Operations may be considerably slower.
K. Retardant Facilities
1. Water Supply The primary water source for retardants is city water supplied and monitored by a mechanical float controlled valve at the top of the water tank.
2. Water Storage Water is stored in a 20,000-gallon steel tank located behind the retardant tanks.
3. Retardant Storage Retardant is stored in four 10,000 gallon steel tanks. Liquid concentrate, delivered in tanker trucks, is offloaded using a 4" Gorman Rupp positive displacement pump driven by a Wisconsin VH4D air-cooled gasoline engine.
4. Retardant Mixing Liquid concentrates are mixed with water as they flow through a “blender” on the way to the aircraft.
5. Metering The retardant mixture is metered by one of two 4" Micro Motion F300 mass flow meters. The meters use an RFT 3700 remote flow transmitter to send flow rate and density information to a monitoring/rate totalizer readout. Load information is transmitted to one of two printers in the operations office.
6. Loading A six inch loading line supplies each of the three loading pits. Remote switches operate the loading pumps. Retardant is supplied to the aircraft by either of two 40 hp electrical pumps. The back-up pump is a 4” Gorman-Rupp with a Wisconsin VH4-D gasoline motor.
7. Recirculation The gasoline powered retardant offload pump is also used to re-circulate the retardant in the tanks to prevent separation of the product.
8. Wash down A two-inch water line supplies the wash down system to the pits. Each hose reel on the ramp has 100 feet of 1" hose.
9. Airtanker Offload An additional 4” Gorman-Rupp pump with a Wisconsin VH4D gasoline engine is kept on hand for airtanker offloading. A Homelite 385 positive displacement pump is also kept as a backup for truck and airtanker offloading
10. Offload Storage Airtanker off load storage consists of a 5000 gallon metal tank located behind the main retardant storage tanks.
L. Base Safety Facilities
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1. First Aid Fully stocked first aid kits are located in the operations building between the restrooms and in the warehouse office. For serious injuries, the airport Fire / Rescue is available to respond. Blood borne pathogen protection is available in the on-site kits. A portable defibrillator is located in the dispatch building.
2. Eyewash and Shower Eyewash and shower stations are located at the northwest and southeast corners of the retardant plant area. Showers are also located in the operations building restrooms.
3. Fire Extinguishers Fire Extinguishers are located at each loading pit, at each aircraft parking area, in the warehouse, operations building, retardant plant and pilot lounge.
4. Personal Protective Equipment Eye and hearing protection, sunscreen, coveralls, and gloves are available for all employees. Safety items are located in the laundry room locker or in the warehouse safety cabinet.
M. Facility Inspections Several types of Inspections are conducted annually.
1. Self Inspections are conducted locally by the Base Manager to determine the bases’ readiness for the upcoming season as well as to determine equipment and maintenance needs. The Forest Safety Coordinator also conducts annual reviews in conjunction with Forest Engineering to assure compliance with OSHA, FS Health and Safety codes and Forest Service facilities standards.
2. Regional Representatives conduct biennial inspections of the base coordinated usually with the beginning of the operational season to assure compliance with national standardization.
3. Oregon OSHA on occasion conducts inspections to determine the bases’ needs to comply with OSHA standards. The Base manager reviews the results of these inspections and develops a plan for addressing noted discrepancies and initiates actions to meet compliance.
N. Inspection Documentation The results of all base inspections are kept on file in the Base Managers office. In the same file are the documented action plans and progress files associated with ongoing projects resulting from the inspections.
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APPENDIX 4-1
STORM WATER, WASTE WATER AND SPILL MANAGEMENT PLAN
A. FACILITY DESCRIPTION
Facility: Klamath Falls Airtanker Base USDA Forest Service - Fremont / Winema National Forest
Address: 6300 Summers Lane Klamath Falls, Oregon 97603
The Klamath Falls Airtanker Base provides fire retardant reloading and other logistical support to wildfire fighting aircraft. The base is located on the northeast quadrant of the Klamath Falls International Airport in Klamath Falls Oregon.
KLAMATH FALLS AIRTANKER BASE SITE MAP Exhibit 4-1
Fire retardant aircraft are parked on one of four concrete parking pads that are one hundred feet square and set fifty feet apart. The pads have drains at each corner that direct all storm water, waste water and spills toward a water management system.
Aircraft are loaded with fire retardant on these pads as well as fueled, serviced and washed.
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Fire retardant is stored in four 10,000-gallon tanks located on a concrete containment pad east of the parking pads. Mixed retardant is pumped through metal pipes located in concrete containment channels that run to each parking pad. Drainage for the containment pad and channels directs all spills and runoff to the water and spill management system.
Fire retardant is delivered to the site in tanker trailers containing up to 5200 gallons. The trucks park directly behind the retardant storage tanks. There is no containment where the trucks park. The retardant is transferred from the trailers to the main storage tanks through a pipe and valve system within the containment area.
Water is stored in one 20,000-gallon tank behind the retardant tanks. There is no containment for the water tank.
Vehicles and equipment are washed within the concrete containment pad next to the storage tanks.
The water and spill management system is a series of valves located underground in the drain system. The valves allow runoff to be contained at the spill point, directed to a containment/capture tank, directed to the storm drain or to a sand oil separator.
The facility is primarily used for retardant operations during fire season, generally between May and November. During the operation season, all waters run through the sand/oil separator before entering the local sewer system. During non-operations months, waters run directly to the local sewer system. See pages 49-50 for appropriate valve positioning.
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KLAMATH FALLS AIRTANKER BASE RETARDANT PLANT AND UNDERGROUND MANAGEMENT SYSTEM
B. WATER AND SPILL MANAGEMENT
The drainage system at KFATB is designed to direct all rain or storm water, waste water and spills of all liquids to appropriate points of disposal.
In general, storm water generated by rain or snow is directed to the storm drains. See drain site map, page 47.
Waste water generated by typical operations such as washing small quantities of fire retardants off the ramp or aircraft or by using detergents to clean aircraft of dirt, grease and oil is directed through a sand-oil separator before entering the sewer system.
Significant spills of retardants, fuels, oil and/or other materials are contained and then reused or professionally disposed of.
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1. Storm Water
The storm water drains indicated as (C) on the site map take water from rain or snow directly into the storm drain system. These drains are unaffected and normally uncontaminated by operations.
Storm water entering the containment drains from the loading pads (A), storage tank pad (B), and pipe channels (D) go to the water and spill management system.
From approximately November 1 to April 31 or when operations are not anticipated, all runoff from these drains is allowed to flow directly to the storm drain system.
From approximately May 1 to October 31 or during periods of operations, the runoff from these drains is directed through a sand-oil separator system prior to entering the sewer system.
2. Operations Waste Water
From approximately November 1 to April 31 or when no operations are expected, all runoff from the operational area drains (A), (B) and (D) is allowed to flow through the water management system directly to the storm drains.
From approximately May 1 through October 31 or during periods of activity all runoff from the operational area drains (A), (B) and (D) is directed through a sand-oil separator system prior to entering the sewer system.
3. Spill Containment
During normal operations small spills of fire retardant, fuel, oil and detergents may occur. When these spills occur within the normal operations areas they are washed down with water into the water
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management system, which directs them through the sand-oil separator prior to their entry into the sewer system.
Large unexpected spills of these materials enter the water and spill management system and are captured in a recovery tank for future disposal.
Large retardant spills occurring in the retardant storage area are captured and held within the storage tank containment area and are recovered.
C. WATER AND SPILL MANAGEMENT SYSTEM OPERATION
All water, fire retardant, wash down water or fluids that enter the drains in the operations areas at (B), (C), or (D) enter the water and spill management system.
After entering the system, the fluids encounter a number of valves. Referencing the diagram on page 49, valve A when closed prevents fluids from entering the spill recovery tank. When valve A is open, fluids are allowed to enter the tank.
Valve B in the closed position prevents fluids from entering the sand-oil separator tank. When valve B is, open fluids will enter the sand/oil separator.
Valve C in the closed position prevents fluids from directly entering the storm drain system. When valve C is open, it allows fluids to travel directly into the storm water system without treatment.
Valve D when closed prevents spills in the retardant tank pad from leaving the containment area. When valve D is open, it allows fluids from the retardant tank pad area to enter the water management system.
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Exhibit 4-2 Water and Spill Management System Diagram
1. Valve Positions for Each Event
Refer to diagram
Off-season, end of day and during significant rain event:
• Valve A Closed • Valve B Closed • Valve C Open • Valve D Open
Wash down of small spills of retardant or non-hazardous fluids in the retardant tank area or wash down of vehicles in the retardant tank area:
• Valve A Closed • Valve B Open • Valve C Closed • Valve D Open Wash down of small spills of retardant or fluid in the aircraft parking pads or wash down of aircraft on the aircraft parking pads: 56
• Valve A Closed • Valve B Open • Valve C Closed • Valve D Open
Containment of a large retardant spill in the retardant tank area:
• Valve A Closed • Valve B Closed • Valve C Closed • Valve D Closed
Containment of a large retardant spill on an aircraft parking pad:
• Valve A Open • Valve B Closed • Valve C Closed • Valve D Closed
Containment of a large fuel spill on the aircraft parking pad:
• Valve A Open • Valve B Closed • Valve C Closed • Valve D Closed
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APPENDIX 4-3
IRRIGATION SYSTEM OPERATION
(DRAFT)
The irrigation system is controlled electronically. The control system is located in the HVAC/Computer room. Contact base management regarding the programming or maintenance of this system.
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APPENDIX 4-3
RADIO CHECK OUT LIST
CHECKED OUT BY RADIO HEADSET TYPE USER / DATE
# 4862 IC-A3 Flight Line Contract Crew
# 4596 IC-A3 Flight Line Contract Crew
# 6680 IC-A3 Flight Line Contract Crew
# 9218 IC-A3 Flight Line Contract Crew
# 4545 IC-A3 Flight Line Contract Crew
# 6033 IC-A3 Flight Line RAMP
# 4598 IC-A3 Flight Line RAMP
# 6609 IC-A3 Flight Line CAVIN
# 4544 IC-A3 Flight Line CLARK # 4598 IC-A3 Flight Line Gaither
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Chapter V - OPERATIONS
Operations at the Klamath Falls Airtanker Base rely on good communications, daily briefings, on-the-job training, and a demonstrated concern for safety. These key factors help in the safety and efficiency of the overall base operation.
A. Regulations Operations on the Klamath Falls base are conducted in accordance with Forest Service Directives. Additional regulation by the City of Klamath Falls and the FAA govern some operations on the base. The city oversees local maintenance operations. The FAA and the airport regulate flight operations and security, since the airport has a commercial air carrier, and an active Air National Guard F-15 unit.
B. Procedures Procedures at KFATB are conducted in compliance with applicable policies found in Forest Service Handbooks and Manuals, the Interagency Airtanker Base Operations Guide, the Contract Administration Manual, the Health and Safety Code, the National Airtanker Contact, the Retardant Lot Acceptance and Quality Assurance Guide, the Air Tanker Base Planning Guide, Aviation Fuel Quality Program, Area Mobilization Plans, pre-dispatch planning, the Incident/Accident Action Plan, the Interagency Airspace Coordination Guide, and others. Hard- copies and electronic versions are available in the operations area.
C. Airtanker Operations Airtanker operations fall under the direction of the Forest Service 5700 manual, specifically FSH 5709.11, Flight Operations Handbook. Refer to chapter 40 for direction regarding performance, take off criteria, retardant dropping, and congested area operations and crew proficiency/mission currency.
1. Landing Loaded Generally, loaded landings are not conducted however, at the discretion of the pilot and within the limitations of each type of airtanker; landing loaded may be an acceptable procedure. Refer to the National Airtanker Contract, B.5.B.5, and page 4.
2. Aborting Loads In the event of an emergency, the retardant load will be jettisoned at the pilot’s discretion. When it is necessary to abort all or part of a retardant load to enhance the performance characteristics of the aircraft when no emergency exists, a specific abort site has been established.
a. Local Abort Site (Jettison Area) The local jettison area is located northeast of the KFATB near Calimus Butte lookout within the boundaries of the old Lone Pine fire on the Fremont / Winema National Forest. Specific information about the site is located in appendix 5-7, page 80.
3. Retardant Dropping in Sensitive Areas or near Waterways Sensitive areas, within the Klamath Falls base initial attack zone that might be affected, are Klamath Fish Hatchery, local watersheds, local streams, structures, lakes, and noise-sensitive areas (Eagle Nesting).
The 300 foot buffer zone guideline applies to dropping retardant near waterways. Refer to interagency policy regarding dropping retardants near water sources located in Interagency Standards for Fire and Fire Aviation Operations Guide chapter 17 -11 and Forest Service policy located in FSH 5709.16,35.23.
4. Mission Currency / Practice Drops Mission currency flights are conducted as required by Forest Service policy. Water drops are generally conducted on the Lone Pine fire abort site. Reference FSH 5709.16, 15.2.
5. Lead planes and Aerial Supervision When available, a lead plane shall accompany the airtanker. As an option, an Air Tactical Group Supervisor or Aerial Supervision Module may be ordered to meet mission supervision requirements. Reference Forest Service Manual 5716.32, page 39.
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6. Flight and Duty Limitations Flight and duty limitations will be adhered to according to the National Airtanker Contract requirements and/or as directed in Forest Service policy. Reference FSH 5709.16, 11.27.
7. Pilot Standby/Availability Hours Normal standby for the aircraft assigned to the Klamath Falls Airtanker Base will be 0900-1800 hours daily. Hours will be adjusted, to start earlier or later, depending on fire danger, activity and the airtanker crews flight and duty limitations. Reference National Airtanker Contract, section C.16.A, B, Flight and Duty Limitations, page 15.
8. Contact Requirements for Off-Duty and Authorized Breaks The contractor will notify the KFATB personnel of local address and telephone number. Reference National Airtanker Contract, page 22.
9. Dispatch Reaction Time Requirements Will be in accordance with the National Airtanker Contract, F 3, B.2a, page 22.
10. Dispatch Limitations, Start Up and Cut Off “Normally, airtankers shall be dispatched to arrive over a fire not earlier than 30 minutes after official sunrise and not later than 30 minutes before official sunset.”
“Airtankers may be dispatched to arrive over a fire as early as 30 minutes prior to official sunrise and as late as 30 minutes after official sunset provided:
1. “A qualified Air Tactical Group Supervisor or Airtanker Coordinator (lead plane) is on the scene; and”
2. “Has determined that visibility and other safety factors are suitable for dropping retardant; and”
3. “Notifies the appropriate dispatcher of this determination.”
Refer to the National Airtanker Contract section C.8, H (4), page 9, and FSH 5709.16, 35.32
11. Maintenance Scheduling Maintenance will be scheduled and accomplished according to the provisions in the National Airtanker Contract section C, C.5, page 7, Aircraft Maintenance and section F 3, B.3, page 22, Authorized Breaks.
D. Dispatch Operations General dispatch procedures are as discussed in Chapter IV-C, Dispatch Procedures, and page 49 of the Interagency Airtanker Base Operations Guide. Additional information is available in the Klamath Falls Interagency Fire Center Aviation Standard Operating Procedures Guide. Information specific to KFIFC:
1. Local Dispatch Organization The local dispatch office is an Interagency effort involving the USDA-Forest Service (Winema NF) and Oregon Department of Forestry (ODF). Through cooperative agreements, the dispatch center provides dispatch support for: BLM (Klamath Resource Area), NPS (Crater Lake National Park), and the USF&WS (Klamath Wildlife Area).
2. Zones of Influence The initial attack area for the Klamath Falls ATB encompasses approximately 4 million acres on 7 national forests in Regions 5 and 6, BLM, US Fish & Wildlife Service, Crater Lake National Park, Lava Beds National Monument, Oregon Department of Forestry, and California Department of Forestry.
3. Flight Planning Flight planning, arrangements for transport aircraft etc; is conducted by dispatch.
4. Dispatch Request Dispatch operations are located in the building northeast of the airtanker base. Procedures may differ
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slightly from remotely located facilities. Aircraft orders are received by the Klamath Falls Interagency Dispatch Center directly from the ordering unit through a neighboring forest agreement or from the Northwest Interagency Coordination Center.
KFIFC dispatch will alert the airtanker base by public address of the incoming airtanker order. KFATB personnel will alert the aircrews and retardant crews who, with confirmation from base management and a nod from the pilot, may begin loading the aircraft.
Information from the Aircraft Resource Order is transferred to the Tactical Fixed-Wing form. The form (ATB-3) is filled out in accordance with information found in Chapter III, C.5., and Exhibit B 4 of the Interagency Airtanker Base Operations Guide. Information contained within the boxes with the heavy black borders must be furnished. The information should be placed on the form prior to the aircraft departure. The Airtanker Base Manager will obtain the order from dispatch.
Diversions or changes in the dispatch request will normally be relayed to the airtanker by radio on the base frequency 123.975 or by dispatch. Depending on cockpit activity, the information may be relayed to the ATGS or leadplane.
5. Pre Flight Briefing The aircrews will obtain a copy of the mission request from KFATB personnel and they will have an opportunity to receive a briefing on the incident information and consult maps for location and hazards. Special concerns or considerations of the mission will be discussed at this time.
6. Temporary Flight Restrictions Local temporary flight restricted areas are established by KFIFC Dispatch through the Northwest Coordination Center. The policies regarding the establishment of TFR’s are located in the National Interagency and Northwest Mobilization Guides in chapter 20–24.11. Additional information regarding temporary flight restrictions is available in the Interagency Airspace Coordination Guide at www.fs.fed.us/ r6/fire/aviation/airspace.
7. Airspace Coordination KFIFC Dispatch will deconflict military training routes and activity when necessary. Local military training routes are depicted on the Flight Hazard / TFR maps located in the conference room. Refer to the KFIFC Standard Operating Guide for Aviation Dispatching.
8. Flight Hazard / TFR Map Flight hazards and local TFR maps are posted in the KFATB conference room. This information should be discussed during mission briefings. Additional information regarding flight hazards is provided in Chapter VI Safety and Security, E, page 81.
9. Timekeeping A timekeeping clock is located in the operations area. Pilots will announce their rolling times as minutes after the hour on 123.975. A timekeeper will verify the rolling time and record it on the Aircraft/ Airtanker Daily Operations Log. Pilots will verify flight times at the end of the day with the flight logs. It is preferable to have the times confirmed with the timekeeper in case discussion is necessary over discrepancies. Refer to the National Airtanker Contract section C.16.B (1) page 15.
10. Dispatch Rotation Dispatch rotation at KFATB follows Forest Service policy referenced in FSH 5709.16, 35.31, page 23 and the Interagency Airtanker Base Operations Guide chapter 4, section C, 6, page 51.
11. Flight Following Local flight following is established through KFIFC and is conducted on National Flight Following or a locally assigned frequency. KFIFC also uses automated flight following system. The sending unit has the responsibility to forward the flight information on the airtanker to the receiving unit. The flight crew is responsible for check-in upon arrival at their destination.
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12. Communications Plan See appendix 5-1 for the Klamath Falls Airtanker Base Communication Plan, page 62. E. Ramp Operations Safety is the foremost consideration in conducting operations on the aircraft ramp. Maintaining positive communications is the key to smooth, efficient and safe operations.
The Airtanker Base Manager is responsible for aircraft activity on the ramp. A Ramp Manager will be assigned to maintain coordination of the operation. Parking tenders will be assigned to assist the ramp manager. One person may be assigned multiple roles.
1. Parking Plan KFATB will adhere to the parking procedures outlined in the Interagency Airtanker Base Operations Guide, Chapter IV B (4) Parking, page 46 and the Klamath Falls Airtanker Base Ramp Safety Plan, page 84.
The airtanker base ramp has adequate parking for three type one airtankers, one at each loading pit. An additional day off or maintence pad is available. It may be necessary to push back the aircraft into this pad. There is parking for 3 light aircraft with tie-downs for 2 or light aircraft may park in any unoccupied loading pit.
a. Overflow Parking During times of high fire activity and when numerous aircraft are assigned to KFATB, (more than 4) additional parking will be arranged for through the FBO, Ocean Air, the Oregon Air National Guard, the Klamath Falls Airport Manager, or the FAA Tower. Day-off and maintenance parking is usually on the General Aviation ramp controlled by Ocean Air (East-side/Back-row). Contact the FBO for approval.
b. Day Off Parking During periods of low activity or low fire danger airtankers may remain in the pit on days off. During periods of activity or high fire danger airtankers will be parked in the maintenance and day off parking pad or across the field on the Ocean Air ramp.
c. Light Aircraft Parking A light aircraft parking area is located west of the dispatch office along the fence line. There are three spaces with tie-downs for 2.
d. Helicopter Parking Helicopters can be parked at KFATB. Unoccupied pits can be available for short-term parking. The day-off/maintenance pad is acceptable for heavy helicopter parking. There is plenty of room for associated support equipment in the grass area surrounding the pad. Fixed wing activity will take priority e. Large Transport Parking Transport aircraft operations for mobilizing or demobilizing crews may be conducted at KFATB in pit #3 if it does not conflict with other activity. Transport aircraft can be accommodated at Klamath Airport overflow ramp, north of the FedEx hanger. A Fixed Wing Base Manager will be assigned to coordinate activities if KFATB is active.
f. Vehicles Only Official Use vehicles will be permitted access to the ramp and will only be allowed to maneuver around parked aircraft if observed by a ground guide. The Ramp Manager will maintain control and supervision of all vehicles on the ramp.
2. Pre-arrival planning Planning and communication prior to airtanker arrival is the best way to ensure smooth operations. The ramp manager should attempt contact with the arriving airtanker on 123.975 prior to aircraft entering the ramp area. Determine immediate mission needs i.e. fuel, load and return, stand-by. Double check with dispatch in case mission request has changed. Apprise all ground crew members of what is to be expected.
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Try to determine where the airtanker will park before it is committed to the ramp. Recruit additional help such as wing walkers or parking tenders prior to the airtankers arrival. Make sure they understand their roles. Keep equipment and personnel away from the parking area to be used.
3. Positioning Always try to maintain radio contact with the pilot. Make sure the pilot understands what you would like them to do. Maintain visual contact with the pilot as the aircraft approaches. Use hand signals to supplement your radio communications. Plan for as few turns in the intended path as possible. Pilots are guided to parking by placing their nose wheels on the solid yellow line in each pit. Deviations to this procedure could mean a collision for large sircraft. Smaller airtankers may line-up half way between the yellow line and pad edge.
Keep in mind access and egress of fuel trucks and other service equipment to the airtankers/aircraft. Consider the C-130’s need to unload the stresses on their main gear and allow room to taxi forward 10 feet in a straight line.
Observe wing tip and tail swing clearances. This is especially true with P3’s. If the airtanker is a turbine be sure to park it facing into the wind, check with the pilot on their preferences. Consider prop wash hazards. If the airtanker is to be hot-loaded consider the direction of exhaust. Wheel chocks are available at the flight crews request. Be observant of the efects helicopter rotor-wash and airtanker engine exhaust may have on near-by aircraft and /or equipment.
4. Safe Engine Operation The pilots will be allowed, at their option, with coordination with ramp management, to start the engines, run them up, and insure they are operating safely and efficiently.
5. Departing Aircraft All airtankers leaving the ramp area will be released and cleared by ramp personnel. Check with dispatch that no changes to the airtankers mission are pending.
Conduct a visual check of the aircraft prior to and during engine start up. Look for open doors, fuel leaks, gear pins, and tools or equipment that may be left on or around the aircraft. Check that the chocks are removed. Ensure that no persons are in the area before giving clearance to start engines.
6. Fueling Fueling will be in accordance with the Interagency Airtanker Base Operations Guide and NFPA 407 publication Aircraft Fuel Servicing. Fueling and retardant loading will not occur simultaneously. No Exceptions. Keep in mind that fueling may sometimes need to take place at the FBO prior to positioning at the ATB.
a. Local Fixed Base Operator The local Fixed Base Operator (FBO) is Ocean Air. They are the sole source for aviation fuel at the Klamath Falls Airport. Ocean Air provides 100LL and oil for reciprocating engines, as well as Jet-A. They have no large aircraft or avionics maintenance capabilities.
b. Procedures Fuel can be obtained in two ways: the flight crew may call directly to Ocean Air on Unicom, 122.95, or call the ATB on 123.975, who will relay the request to Ocean Air. At times when activity is light at the ATB, aircraft may be fueled in the loading pit. When activity is heavy, aircraft may need to taxi directly to the FBO for fuel before repositioning to the ATB to be loaded with retardant.
c. Equipment Inspection Base personnel should observe fuel trucks and fueling equipment. If there is a concern, the
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base personnel will contact the Region 6 Technical Services Program Manager to discuss concerns and/or resolve issues.
F. Retardant Operations Retardant operations are governed by the standard operating requirements and procedures found in the Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals publication NFES#1245, Interagency Retardant Base Planning Guide-Fixed and Rotor Wing, NFES#1259 this supplement, and manufacturers product data.
1. Water Supply The water source for the retardant operation is a city water source. A four inch main line provides water to the water tank.
2. Water Storage The water storage tank is the large tank east of the retardant plant. It has storage capacity of 20,000 gallons. The water tank is filled via an underground line, which runs through the backflow preventer and pressure regulation valves to the tank. A mechanical float switch at the top of the tank controls the fill level. A six inch manifold on the front of the tank provides water to the blending system. A sight gauge on the front of the tank provides a visual reference of the water level.
3. Fire Retardant in Use The retardant product used at KFATB is Phos-Chek LC95A. See the Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals publication, page 15 for product information. Material Safety Data Sheets for the product are located in the operationsa area and in the warehouse office.
4. Retardant Storage Four 10,000 gallon steel tanks provide storage for liquid retardants. The tanks have valves at the front and joined by a four-inch manifold. The manifold provides retardant to the blenders. The tanks also have valves at the rear and are joined there by a manifold, which serves as the recirculation system. Access covers are located at the top front of the tanks and a catwalk is provided for inspection and monitoring of the retardant inventory.
5. Retardant Receiving Truckloads of liquid retardant concentrate are received at the drive through gate. Always open the gate all the way and then deactivate the gate before allowing the truck to pull through. The circuit panel is located in the warehouse. The trucks pull through the access road depending on the location of their offload valves. The trucks are offloaded utilizing the 4” Gorman-Rupp pump and Wisconson gasoline engine. Use a bucket to catch residual when removing the off-load hose. Wash down any spills. Copies of manifests and waybills go the the ATBM.
6. Retardant Mixing Liquid concentrate retardants are on-demand blended as they are pumped onto the aircraft. When the loading pump is started, retardant concentrate travels through the suction manifold travels through a check valve and into a proportioning blender. At the same time water from the travels through the suction manifold through a check valve to the proportioning blender. The retardant and water are blended as they combine in the blender and travel through the loading pump. From there the mixed retardant travels through a pressure manifold, through the metering device and on to the aircraft.
The Mixmaster selects the retardant tank to draw from. Valves on the selected tank and the water tank must be open. The Mixmaster should check to see that all valves are in the correct positions to facilitate loading with the pump desired prior to aircraft activity. Follow the retardant and water lines through the system to ensure all valves are in the proper positions,check that the meter display has been cleared, give the aircraft loader the all clear to start the pump, conduct quality assurance tests, document load information and push the “print” button.
a. Quality Assurance At KFATB, the procedures for testing and sampling retardant will be as described in the
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Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals, Determining Fire Retardant Salt Content with a Hand-held Refractometer, page 34. Samples are drawn during aircraft loading from the discharge side of the pump
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7. Airtanker Loading
a. Mixmaster
Airtankers are loaded using a mass-flow metering device. Loading operations are conducted in compliance with FSH 5709.16, 35.24, page 24, and the Interagency Airtanker Base Operations Guide, chapter 4, B, 6, page 46.
The Mixmaster’s station is located in front of the retardant tanks. The metal box houses the readouts for the Micro Motion mass flow meters and densitometer. The lid of the box folds down into a desktop. The Mixmaster’s control switch for the main loading pump hangs on a reel by the electric panel and unwinds to the station. On either side of the Mixmaster are the water and retardant blenders. On the discharge side of the main pumps are the sample valves for the Mixmaster to use to take refractometer readings on each load of retardant.
On receipt of an airtanker order, the Mixmaster does a quick visual check of all valve positions and ensures that they are set properly. The Mixmaster ensures that the meter readout display has been cleared and prepares the retardant log sheet. Once assured that the mixing plant is ready, the Mixmaster signals the airtanker loader either by hand signal or by radio that loading may begin.
As the airtanker is, being loaded the Mixmaster checks the mix by taking refractometer readings and by monitoring the density readout on the meter display. Adjustments to the mix ratio are made at the blender. Retardant tanks shall be capable of being filled….at a minimum fill rate of 400 gpm to a maximum fill rate of 500 gpm. National Airtanker Contract, Sec. J, Exhibit 1, M (1), page 35.
If the level of retardant product in the selected tank falls too low, the mix may become too lean. At this point, another retardant tank should be selected. If another tank is not available the water may be restricted by adjusting the valve on the blender.
All refractometer readings and densitometer readings will be recorded immediately according to airtanker tail number. Accuracy and legibility are important.
b. Airtanker Loader The Loading Crew, Ramp Manager, and Parking Tender(s) are the only personnel permitted on the ramp during aircraft operations.
The loading and ramp personnel will wear personal protective equipment as indicated in the Job Hazard Analysis for their position.
The aircraft loaders will coordinate with the Ramp manager, Mixmaster and pilot prior to loading. The Ramp manager will indicate to the loader, which aircraft is next to load.
The Loader will not connect the loading hose to the aircraft until that specific airtanker is to be loaded. No Exceptions.
The Loader will verify with the aircraft crew that the airtanker is ready to load. The Loader will await the signal from the Mixmaster to load the airtanker.
Depending on the type of aircraft, the loader will terminate loading operations when the retardant reaches the appropriate loading hole, when the appropriate load light activates, or when an aircrew member signals to stop. The Mixmaster will terminate loading operations if the contract load, as indicated by the metering device, is reached first.
The loader will disconnect the loading hose, replace any caps, plugs, or vent covers and move away from the aircraft to the rear taking the loading hose away as well.
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Once the aircraft has left the ramp and only if the ramp manager indicates that it safe to proceed, the loader will wash down any spills on the pad.
c. Hot-loading Hot-loading will be conducted in accordance with the Klamath Falls Airtanker Base Hot-loading Plan. Hot-loading will only be conducted by trained personnel. Reference FSH 5709.16, 35.25, page 22.
d. Pressure Relief There is currently no pressure relief system within the retardant loading system. It is imperative that the electric pumps are not turned on before loading valves are open and shut off before loading valves are closed.
e. Cavitation Forgetting to open a valve either to the water system or the retardant system will result in pump cavitation. This will be obvious as the pump will make an odd growling noise. The meter display will show a very restricted flow rate. Stop the pump immediately and recheck the valves.
f. Closed Loading Valve If the loader forgets to open the loading valve the pump will have an obvious difference in pitch and most obviously the meter will show no flow rate. Stop the operation and open the loading valve. Without a pressure relief system, this may be difficult due to back pressure on the valve. Broken hoses or valves may occur.
g. Back Up Pump In the event of power outage or main pump failure, the back up pump may be used. The back up pump is a 4” Gorman-Rupp with a Wisconsin gasoline engine, and must be manually operated at the pump. Close the valves leading to the electric pumps and open those leading to the backup pump. The electric pump(s), if damaged may be removed for replacment or repair at this point. Coordination must be maintained between the Mixmaster and loader while manually operating the back up pump.
h. Maintenance Responsibility Retardant contract personnel have the responsibility of maintaining the pumps and ensuring they are used for the right application. In the event of a major component failure, the pump is taken to a local pump shop for repair. In the event of an electrical problem, a local vendor is contacted for the service.
8. Retardant Offloading: The KFATB has the ability to off-load retardant from airtankers. Off-loading is best accomplished in pit #1 however aircraft can be off-loaded in all pits.
Off-loading is accomplished by taking the off-load pump out to the aircraft with a short suction hose. At pit #1 the loading hose is detached at the “header valve” and placed on the off load valve. Retardant is then pulled from the plane and sent the off-load tank. At pits #2 and #3 retardant can be sent back though the main loading lines to the off-load tank where the main manifold connects with the off-load line near the back up pump. Keep in mind, retardant still in the loading system will also be pumped into the off-load holding tank.
The amount of time that an airtanker sits loaded is a negotiated between the pilot and the ATBM. Generally an airtanker will be off-loaded prior to a day off or at any time that a pilot request it be off- loaded.
9. Wash down and Spill Procedures KFATB has a wash down system that parallels the retardant loading lines. The system is pressured
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by the city water system. Each loading pad has two (2) drains. All wash down material flows down the drains and makes its way into the sand-oil separator. To capture spills, close all valves immediately and open only those valves that are needed to proceed with the capture.
a. Environmental Considerations Since the Forest Service is the primary operator of the KFATB, the employees are responsible for ensuring compliance with local, state, and federal regulations pertaining to hazardous material spillage containment and disposal.
b. Waste Treatment System Wash down water, small amounts of retardant, oil, and fuel and rain water make their way from the ramp to containment drains. From there it flows into an underground system and to the sand/oil separator during the operational season.
Washed down liquids can be directed one of three ways: large spills can be directed into a holding tank for future disposal, runoff from the ramp can be directed through a sand/oil separator into the local sewer system or the runoff flows directly into the storm drains.
c. Retardant Spills Small retardant spills are routinely washed down into the ramp runoff waste treatment system. For large retardant spills, including aircraft and holding tank failures, immediately close all valves and open only those to the storage tank. See valve diagram on page 49.
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APPENDIX 5-1
COMMUNICATION PLAN
1. Local Communications
a. Dispatch Incoming aircraft should initially contact KFIFC Dispatch. The call sign is “Klamath Falls Dispatch”. The National Flight Following frequency of 168.650 with a tone of 110.9 should be used for initial contact. The Air Guard frequency of 168.625 will be used for inflight mission correction, information, and emergencies only.
b. Flight Following Flight following is conducted with KFIFC Dispatch utilizing the National Flight Following frequency or a locally assigned frequency coupled with Automated Flight Following (AFF) when applicable and available. The use of AFF will be discussed prior to the mission assignment. KFIFC frequencies: Primary - Rx 167.1750, Tx 167.1750 Tone 131.8 Secondary – assigned as necessary.
c. Airtanker Base Prior to entering the ramp area, aircraft should contact “Klamath Falls Airtanker Base” on the ramp frequency 123.975. Pilots are encouraged to communicate their intentions such as, “load and return” or the need for fuel prior to landing to ensure a timely response.
Aircrews are encouraged to monitor the ramp frequency for parking instructions prior to entering the ramp. Communications between operations and the ramp is by radio. The base frequency of 123.975 is used for ramp operations, timekeeping, and aircraft communications.
The base has a public address system.
d. Airport The Klamath Falls International Airport is tower controlled. Contact “Klamath Falls” or “Kingsley Tower” on 133.975. Hours of operation are 0700-2200 hours daily. The ATIS frequency is 126.5. The assigned Flight Service Station is “McMinnville Radio” on 122.6. Seattle Center is 127.6. The Klamath Falls VOR is located on the field. Unicom for Ocean Air fuel and services is 122.95.
e. Sterile Cockpit Airtanker operations will observe sterile cockpit procedures when arriving and departing the airport. Unless the flight crew initiates the communications, base personnel will not attempt to contact the crew while on the take-off roll or during the approach or within 5 miles of the airport. Reference FSH 5709.16, 36.63, page 30.
f. Tactical The local air tactics frequencies are Air to Air 132.4500 AM (primary), Air to Ground 167.6250N (no tone) and 151.3100W TX, TN 156.7. See the Aviation Frequency Zone Map for Region Six in Exhibit E, page 64-65. By agreement, aviation communications in the wilderness areas on the border of zones 2 and 4 will use the tactical frequencies of zone 4.
When Lead planes are assigned to an incident, the pilot will contact the requesting unit dispatch center upon arrival at the airport and incident and upon departing the airport and incident. If an Air Tactical Group Supervisor (ATGS) is stationed over the fire, communications from the dispatch center will be directed to that person, who will in turn relay the information to the Lead plane pilot. If there is no ATGS over the incident the Lead plane pilot will be the direct air tactical link with dispatch
e. Large Fire Communications If KFATB is the main base utilized on an extended attack incident, an Incident Action Plan (IAP) will be required daily for the morning briefings of all tactical aircraft flight crews. Updated communications 70
information and frequencies will be posted on the ICS 205 form, Incident Radio Communications Plan that is located within the IAP.
h. Area Frequency Guides Area dispatch and tactical frequencies are published in the Pacific Northwest Region Frequency Guide. Additional frequencies for Northern California are published in the California Northern Region Radio Call Plan. These publications are available in the operations area.
Application Frequency Tone Guard Remarks KIFC Dispatch / Flight Following 167.1750 KIFC Dispatch / Local Flight 170.525 Rx 131.8 Following (Swan Repeater) 171.550 Tx Air Guard 168.625 Restricted Use Airtanker Base 123.975 Klamath Falls Tower 133.975 ATIS 126.50 FSS 122.60 Seattle Center 127.60 Unicom 122.95 FS Air Tactical FM Air to Ground 169.1500 FS Air Tactical AM Air to Air 132.450 ODF Primary 151.205 131.80 ODF Air to Ground 151.3100
2011 Oregon Air-to-Air and Air-to-Ground Frequencies
OR-01 OR-02 OR-03 OR-04 OR-05 OR-06 OR-07 A/A1 132.1250 124.0750 132.3750 132.4500 132.4750 133.2250 125.0750 A/A2 132.8750 132.3250 133.3250 133.1250 133.5250 134.1750 125.6750 A/A3 133.3750 133.4250 133.8250 133.6750 134.6250 134.8750 133.6250 A/G G-168.2875 A-168.3125 B-167.3000 H-167.4750 D-167.3750 C-167-6250 F-167.5500 A/G M-170.0000 J-169.3625 I-166.6750 L-151.3100 M-170.0000 O-169.1500 J-169.3625 Tone 156.7 A/G P-169.2875
2011 Washington Air-to-Air and Air-to-Ground Frequencies
WA-01 WA-02 WA-03 A/A1 132.1250 132.4250 132.5500 A/A2 133.1750 132.9750 133.0750 A/A3 134.6250 133.5500 135.5250 A/G H-167.4750 A-168.3125 E-167.4500 A/G N-169.2000 O-169.1500 K-167.0750 A/G
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COMMUNICATION PLAN
Exhibit E: PACIFIC NORTHWEST AVIATON FREQUENCIES
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APPENDIX 5-2
SINGLE ENGINE AIRTANKER OPERATIONS
A. Introduction SEAT operations from large airtanker bases are permitted if the base has an approved Single Engine Airtanker Operations Plan in place. SEAT operations from the KFATB are generally temporary in nature. Large airtanker bases reload SEAT’s primarily when the SEAT vendor is in the process of relocating the portable base unit or when the airtanker base is in close proximity to a fire where support is relatively brief. SEAT operations in conjunction with large airtanker operations should be kept to a minimum.
The following provides guidelines to the safe operation of approved SEAT’s from KFATB.
B. Authority Policy applicable to SEAT operations can be found in the Forest Service Manual, Bureau of Land Management Departmental Manual, Fire Operations Handbook and Interagency Airtanker Base Operations Guide. The primary direction for SEAT operations is found in the Interagency Single Engine Airtanker Operations Guide. Local unit direction is located in the South Central Oregon Fire Management Partnership Single Engine Airtanker Operation Plan. All publications available in the operations area.
The Klamath Falls SEAT Operations Plan is supplemental to the above direction and provides specific direction for the KFATB, local information and procedures.
C. Approvals The SEAT operations portion of the KFATB operations plan must be approved by the Unit Aviation Officer prior to SEAT operations taking place.
D. Risk Assessment Consult the Job Hazard Analysis located in this plan in appendix 6-4, page 103, for airtanker operations, airtanker hot loading and for hazards associated with SEAT operations.
E. Base Personnel Qualifications
Personnel considered qualified in SEAT operations at the base will have had:
1. Prior training in local SEAT operations conducted by personnel holding current SEAT loading qualifications.
2. Will be qualified to hot load. Base personnel must have specific training in hot loading procedures.
3. Participated in a review of SEAT operations on the aircrafts initial arrival at KFATB.
4. Practical experience loading a SEAT under the supervision of a person qualified in SEAT loading operations at KFATB.
All classroom and on-the-job training will be documented for each employee in the personnel training files located in the warehouse office.
F. Coordination Prior to operating from the KFATB, a qualified SEAT manager should coordinate with the ATBM to annually review and revise this plan. (Ref. ISOG Chapter 2, a, b)
The SEAT manager (SEMG) of the operating airtanker will be in constant contact with the base manager to provide verification that SEAT policies and contract provisions are adhered to. While the SEMG’s responsibilities are not delegated to the ATBM, the airtanker base with coordination and concurrence of the SEMG, may provide many of the logistics needs of the SEAT prior to the SEMG’s arrival.
These needs may include and are not limited to:
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• Conducting briefings • Regulating aircraft movement • Providing base communications • Monitoring loading • Ensuring retardant quality control • Monitoring fueling • Aircraft Timekeeping • Providing retardant and water • Providing rest and shaded areas • Providing ground transportation, food and lodging
Base personnel will provide the SEMG with contact frequencies and procedures for the SEAT and support vehicle to follow when they initially arrive at KFATB.
G. Required Personnel Personnel required to load SEAT’s at Klamath Falls are:
1. Loading (Hot or Cold) in the Pits
a. Pilot The pilot must monitor loading and load level.
b. Agency Parking Tender The agency parking tender must monitor the entire operation area.
c. Loader The loader must operate the hose, valves and monitor load level.
d. Pump Operator* The pump operator must remain at pump station. *(Note: If the pump throttle kick down solenoid is tested and working properly the pump operator may be the Mixmaster).
e. Mixmaster The Mixmaster is necessary to monitor quality control and metering.
H. Dispatch Dispatch procedures for single engine airtankers are as outlined in chapter 5 of this plan, page 66.
I. Communications Communication procedures are outlined in chapter 5 of this base operations plan for all airtankers, page 62.
J. Receiving Aircraft and Briefing
1. Upon arrival The pilot should make initial contact with KFATB approximately 10 minutes out on VHF 123.975 to report mission and describe intentions and needs.
Prior to taxiing in to the ramp area, the pilot will contact the ramp manager or parking tender on 123.975 to be directed to the appropriate loading pit or parking area. 3. Initial Arrival Each Operational Period
a. Base Crew Briefing Upon the SEAT’s initial arrival at KFATB, the pilot will shut down and conduct a one-on-one briefing with the base personnel who will be involved in SEAT operations. b. Vendor Briefing If not conducted prior to the beginning of the fire season, the SEAT contractor personnel (pilot
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and loader) will receive a briefing from airtanker base personnel on subjects including but not limited to:
1. Ramp parking and traffic flow, 2. Retardant and fuel loading procedures
3. Communications and dispatch procedures
4. Base safety, emergency and crash-rescue procedures.
K. Ramp Operations
1. Operation from Primary Loading Pits Operating SEAT’s in the loading pits is acceptable. Adequate separation is maintained due to the side- by-side parking arrangement. It is preferable to hot load SEAT’s in pit #1 in order to ensure positive visual contact with all personnel.
2. Operation from Pit #4 Pit #4 is primarily a maintenance and day off pad for large airtankers. Pit #4 may be used as a location to reload SEAT’s directly or when the SEAT contractor has provided a portable mixing unit. The unit may be serviced with mixed or concentrate retardant.
Pit #4 has a water supply, a power supply and full wash down containment. This location provides complete separation of type I and type 4 airtanker operations. Locating the portable mixing plant at the back corner of the concrete pad provides ample room for SEAT operations.
L. Loading SEAT’s are loaded using the gasoline back-up pump. Increasing or decreasing the throttle can regulate the output of the pump. The pump engine is equipped with a flow switch operated throttle kick down feature. The loader should be able to close the loading valve against the flow and the pump will automatically go to idle.
If the flow switch is not operating correctly, a pump operator will remain at the pump and remain in positive communication with the loader and the Mixmaster. If the desired load is reached prior to indication by the mass flow meter, the pilot will signal to the loader to shut down loading. The loader will signal to the pump operator to idle down the pump and then the loader will shut the valve at the aircraft.
M. Metering and Quality Control The Mixmaster will monitor quality control of the retardant during loading. At least one refractometer reading will be taken for each load. The sampling valve location is on the discharge side of the pump. The Mixmaster will monitor the weight of the load and signal to the loader to shut down the loading operation when the appropriate load is reached if the loader has not already done so.
As required in the ISOG, the Mixmaster must provide copies of the loading documentation to the SEMG.
N. Hot loading Single Engine Airtankers will only be hot loaded if all of the following criteria are met: 1. The base SEAT Hot Loading Plan is current and signed by the Unit Aviation Officer.
2. The pilot must be present and in the cockpit to monitor loading.
3. A ramp manager or parking tender must be present to monitor the operations. A Mixmaster must be present to monitor the retardant quality control and metering.
4. The loader, pump operator (when required), Mixmaster, and parking tender must have had previous base-specific training in SEAT hot loading operations.
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5. The loader, pump operator, Mixmaster, parking tender and pilot must have conducted the initial briefing as outlined above.
6. All personnel involved in hot loading must maintain positive radio and or hand signal communication. 1. Receiving the aircraft for hot loading
a. After being directed to the appropriate loading pit the pilot will place the propeller in ground idle “flat pitch”.
b. The ramp manager / parking tender remains in front of and to the side of the aircraft being loaded and in full view of the pilot and loader.
c. The ramp manager / parking tender will insure that the area is safe.
d. The ramp manager will signal by radio and/or hand to the loader to approach the aircraft.
e. If un-necessary or unexpected personnel or equipment is observed approaching the aircraft the ramp manager / parking tender will signal the pilot to shut down the engine.
2. Loading
a. All personnel involved in the hot loading process will remain in positive radio communication throughout the operation.
b. Loaders will approach the aircraft from the rear of the wing.
c. Loaders will start loading operations when the pilot indicates that all is ready.
d. The pilot and loader will monitor the tank loading visually while the Mixmaster monitors the metering and quality control of the load. The pilot or loader will signal for shutdown when load capacity has been reached.
3. Communication Loss
a. If radio communications are lost by any person involved in the hot loading operation that person will secure eye contact with the ramp manager / parking tender and tap their headset followed by a thumbs down signal. The ramp manager or person with an operating radio will inform the others of the individual’s radio loss. b. Hand signals may be used to continue and finish loading provided that the pilots’ radio is still functional. c. If a situation occurs requiring engine shutdown the Ramp Manager / Parking Tender will notify the pilot by radio or by hand signal.
4. Releasing the Aircraft
a. The loader will disconnect the loading hose and move away to a safety area.
b. The parking tender / ramp manager will signal the pilot by radio and/or hand signal when the loader is clear and the aircraft is free to exit the pit. O. Vendor Operations
1. Separate Location for Support Equipment Pit #4 can be designated as the SEAT operations area. The SEAT vendor may locate the SEAT support equipment at the east edge of pit #4. In this situation, agency personnel can supply mixed retardant directly to the vendors support unit following the same quality control and metering procedures applicable to loading the SEAT in the pits. The vendors’ personnel may then operate their own equipment to load the SEAT. The airport management does not allow contractors to fuel themselves. The local FBO
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should be contacted.
In this scenario, the agency ramp manager will retain full control of the ramp and pit areas.
2. Loading Concentrate for the Vendor Retardant concentrate may be loaded directly into SEAT support equipment by using the recirculation pump and a loading hose off the end of the recirculation manifold.
P. Fueling Fueling may occur in any pit or in pit #4 if it is available. Loading and fueling will not be done simultaneously. No Exceptions.
1. Hot Refueling Hot refueling or fueling with the engine running is approved only when operating from pit #4 and only if the aircraft and support unit are properly equipped. Keep in mind, the airport management does not allow fueling unless provided by the local FBO.
Q. Required PPE Consult the base Job hazard Analysis for personal protective equipment required for SEAT operations, page 106.
R. Emergency Procedures Follow the emergency procedures outlined in the Klamath Falls Airtanker Base Emergency Response Plan, page 99.
S. Security Security procedures are as outlined in the Klamath Falls Airtanker Base Security Plan, page 114.
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APPENDIX 5-3
GRUMMAN S2T AIRTANKER OPERATIONS
I. Introduction Grumman S2T “Trackers” are twin-engine aircraft currently in use as airtankers by Canada and the United States by CAL FIRE.
The S2T is the S2A modified with two turbo-prop engines and carries 1200 gallons of fire retardant.
With the S2T, it is often an advantage to leave the turbine engines running while loading to prevent frequent starting and hot starting of the engines.
The loading of an airtanker with retardant or water while one or more engines remain running is referred to as “hot loading”.
A. Reference Refer to the Interagency Airtanker Base Operations Guide NFES# 2271 for direction regarding S2T operations. Additional guidance is available in the Cal Fire 8300 aviation manual. The KFATB plan supplements this direction with specific local information and procedures.
B. Personnel Hot-loading the S2T requires the Pilot, a Ramp Manager or Parking Tender who maintains control of the operation, a Retardant Loader, and a Retardant Mixmaster. All positions will maintain contact by radio communication, eye contact and hand signals.
C. Training All personnel involved in airtanker hot loading receive training in procedures specific to the aircraft and base operations. Documentation of the hot-loading training received by all base personnel will be maintained at the airtanker base in the base personnel training files.
D. Job Hazard Analysis The base JHA addresses hazards of S2T operations. Page 110.
II. General Procedures
A. Receiving the Aircraft The pilot will establish contact with the Ramp Manager by radio prior to entry in to the ramp area.
The Ramp Manager, through radio communication and hand signals directs the aircraft to the appropriate loading pad.
(Note: On the aircraft’s and/ or pilots first landing at KFATB of the operational season, the airtanker will be shut down and the pilot will conduct a briefing with base personnel on loading procedures. Regardless of crew experience, this will be done every year.
Upon reaching the loading pad, the aircraft will be positioned so the engines are away from the loading area. Pilots will reduce the engine rpm to idle or to flat pitch and set the parking brake.
When the pilot has the aircraft secured he/she will inform the Ramp Manager by radio and hand signal, (thumps up), that all is clear and loading may begin.
After visually checking the area the Ramp Manager will signal the loader to commence loading. The Ramp Manager will maintain a position allowing visual contact with the aircraft engines, the pilot, loader and Mixmaster. B. Loading The pilot will remain in radio contact with the Ramp Manager. When the Ramp Manager signals the OK to the loader, the loader will approach the airtanker from the rear.
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Loaders will start the loading operation. In no case will the Loader move forward of the rear fill port of the airtanker.
1. Loading the Turboprop S-2T Tanker The normal load for the S2T is 1200 gallons or 10,800 pounds. However, the pilot will always inform the loading crew of the load desired.
a. The Loader removes the cap from the aircraft loading port, sets the cap on the ground and connects the loading hose.
b. Establish radio contact with the pilot. The pilot will tell you the amount of retardant they want.
c. Do not start loading until the flapper valve open indicator light is illuminated. If the light is not on, let the pilot know.
d. Open the loading hose valve, fully open. With the Mixmaster’s concurrence, start the pump.
e. Watch the tank indicator lights on the side of the tail. The lights illuminate from the bottom to the top. There will be 10 green lights followed by one yellow light and one red light. Each light indicates 100 gallons.
f. If at any time the flapper open light is no longer illuminated stop loading immediately. If the valve is closed the retardant will not fill the front of the tank and the aircraft will fall on its tail.
g. A warning horn sounds at 1000 gallons. When the warning horn sounds, reduce the flow rate of the retardant. If reducing the flow rate is not possible shut down the pump at this point and allow the retardant to continue to flow into the tank. If the proper weight is reached on the mass flow meter prior to the warning horn or red light, the Mixmaster will stop the pump and notify the loader that loading is done.
h. When the red light comes on, or the Mixmaster informs the loader that the loading is complete, stop the pump and shut the loading valve smoothly.
i. The Loader will disconnect the loading hose and replace the loading port cap.
j. Return the loading hose to the original position and move to the safety area. Give the Parking Tender the “All Clear” signal.
Note: The Tanker will “settle” as you load the retardant. Do not stand with your shoulder under the tail. Be aware of the possibility of the pilot moving the rudder.
Note: Aircraft mechanics may want to approach the aircraft during hot loading procedures. This will be allowed with concurrence and monitoring by the Ramp Manager.
C. Releasing the Aircraft Loaders will disconnect the loading hose, replace the loading port cap and move back to a safe area. The Ramp Manager will notify the pilot by radio and hand signal, thumps up, when the loaders are clear and the aircraft is free to exit the loading pit. D. Communication Loss In the event of a loss of radio communication the Ramp Manager will secure eye contact with the pilot and tap both earphones on his/her headset and signal with a thumbs down informing the pilot of the loss of radio communication. If the aircraft radio is still operational the loading procedure may continue using hand signals alone to communicate. If the aircraft radio is not functional the operation must be discontinued and the radio repaired.
E. Emergency Shutdown
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If at any time a situation arises, requiring the shutdown of engines the parking tender will notify the pilot by radio and by hand signal by using the universal sign of drawing an index finger across the throat. F. Emergency Procedures Follow the emergency procedures for ramp operations outlined in this plan, page 84.
G. Safety Refer to the job hazard analysis, hot-loading airtankers, for hazard considerations, protective gear and procedures, page 110.
III. Klamath Falls Airtanker Base Specific Procedures
The Pilot should contact the Klamath Falls airtanker base on the ramp frequency 123.975 prior to entry into the ramp area.
The Ramp manager will direct the airtanker to one of the loading pads and have the aircraft pull forward far enough for the loader to approach safely from the rear. It should not be necessary for the aircraft to be “kicked” sideways. Most pilots will do this anyway.
Loading the S2T will be done with the primary loading pumps. The Mixmaster must carefully monitor the pounds of retardant delivered to the airtanker. The Mixmaster should shut down the pump 200 pounds short of the desired weight. The delay between pump shut down and the loading valve being completely closed should finish off the load.
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APPENDIX 5-4
BAe-146 AIRTANKER OPERATIONS
I. Introduction The Klamath falls Airtanker Base is authorized to support the BAe-146 pure jet airtanker. The following procedures are based on the direction referenced in I/A below.
The S2T is the S2A modified with two turbo-prop engines and carries 1200 gallons of fire retardant.
With the S2T, it is often an advantage to leave the turbine engines running while loading to prevent frequent starting and hot starting of the engines.
The loading of an airtanker with retardant or water while one or more engines remain running is referred to as “hot loading”.
A. Reference The following procedures are based on the USFS BAE-146 Operating Plan published September 2011 and the Neptune Aviation training PowerPoint BAe-146 Airtanker Base Operations “What you need to know” published in September of 2011.
B. Personnel At present, the BAe-146 is not authorized to hot-load. Personnel requirements are a Mixmaster, a Retardant Crewmember, a parking tender.
C. Training All personnel involved BAe-146 operations will receive training in procedures specific to the aircraft and to local base operations. Documentation of the training received by all base personnel will be maintained at the airtanker base in the base personnel training files.
D. Job Hazard Analysis The base JHA addresses hazards of BAe-146 operations refer to page.
II. General Procedures
A. Receiving the Aircraft The pilot will establish contact with the Ramp Manager by radio prior to entry in to the ramp area.
The Ramp Manager, through radio communication and hand signals directs the aircraft to the appropriate loading pad.
(Note: On the aircraft’s and/ or pilots first landing at KFATB of the operational season, the airtanker will be shut down and the pilot will conduct a briefing with base personnel on loading procedures. Regardless of crew experience, this will be done every year.
Upon reaching the loading pad, the aircraft will be positioned so the engines are away from the loading area. Pilots will reduce the engine rpm to idle or to flat pitch and set the parking brake.
When the pilot has the aircraft secured he/she will inform the Ramp Manager by radio and hand signal, (thumps up), that all is clear and loading may begin.
After visually checking the area the Ramp Manager will signal the loader to commence loading. The Ramp Manager will maintain a position allowing visual contact with the aircraft engines, the pilot, loader 82
and Mixmaster. B. Loading The pilot will remain in radio contact with the Ramp Manager. When the Ramp Manager signals the OK to the loader, the loader will approach the airtanker from the rear.
Loaders will start the loading operation. In no case will the Loader move forward of the rear fill port of the airtanker.
1. Loading the Turboprop S-2T Tanker The normal load for the S2T is 1200 gallons or 10,800 pounds. However the pilot will always inform the loading crew of the load desired.
a. The Loader removes the cap from the aircraft loading port, sets the cap on the ground and connects the loading hose.
b. Establish radio contact with the pilot. The pilot will tell you the amount of retardant they want.
c. Do not start loading until the flapper valve open indicator light is illuminated. If the light is not on, let the pilot know.
d. Open the loading hose valve, fully open. With the Mixmaster’s concurrence, start the pump.
e. Watch the tank indicator lights on the side of the tail. The lights illuminate from the bottom to the top. There will be 10 green lights followed by one yellow light and one red light. Each light indicates 100 gallons.
f. If at any time the flapper open light is no longer illuminated stop loading immediately. If the valve is closed the retardant will not fill the front of the tank and the aircraft will fall on its tail.
g. A warning horn sounds at 1000 gallons. When the warning horn sounds, reduce the flow rate of the retardant. If reducing the flow rate is not possible shut down the pump at this point and allow the retardant to continue to flow into the tank. If the proper weight is reached on the mass flow meter prior to the warning horn or red light, the Mixmaster will stop the pump and notify the loader that loading is done.
h. When the red light comes on, or the Mixmaster informs the loader that the loading is complete, stop the pump and shut the loading valve smoothly.
i. The Loader will disconnect the loading hose and replace the loading port cap.
j. Return the loading hose to the original position and move to the safety area. Give the Parking Tender the “All Clear” signal.
Note: The Tanker will “settle” as you load the retardant. Do not stand with your shoulder under the tail. Be aware of the possibility of the pilot moving the rudder.
Note: Aircraft mechanics may want to approach the aircraft during hot loading procedures. This will be allowed with concurrence and monitoring by the Ramp Manager.
C. Releasing the Aircraft Loaders will disconnect the loading hose, replace the loading port cap and move back to a safe area. The Ramp Manager will notify the pilot by radio and hand signal, thumps up, when the loaders are clear and the aircraft is free to exit the loading pit. D. Communication Loss In the event of a loss of radio communication the Ramp Manager will secure eye contact with the pilot and tap both earphones on his/her headset and signal with a thumbs down informing the pilot of the loss of radio communication. If the aircraft radio is still operational the loading procedure may continue using hand signals
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alone to communicate. If the aircraft radio is not functional the operation must be discontinued and the radio repaired.
E. Emergency Shutdown If at any time a situation arises, requiring the shutdown of engines the parking tender will notify the pilot by radio and by hand signal by using the universal sign of drawing an index finger across the throat. F. Emergency Procedures Follow the emergency procedures for ramp operations outlined in this plan, page 84.
G. Safety Refer to the job hazard analysis, hot-loading airtankers, for hazard considerations, protective gear and procedures, page 110.
III. Klamath Falls Airtanker Base Specific Procedures
The Pilot should contact the Klamath Falls airtanker base on the ramp frequency 123.975 prior to entry into the ramp area.
The Ramp manager will direct the airtanker to one of the loading pads and have the aircraft pull forward far enough for the loader to approach safely from the rear. It should not be necessary for the aircraft to be “kicked” sideways. Most pilots will do this anyway.
Loading the S2T will be done with the primary loading pumps. The Mixmaster must carefully monitor the pounds of retardant delivered to the airtanker. The Mixmaster should shut down the pump 200 pounds short of the desired weight. The delay between pump shut down and the loading valve being completely closed should finish off the load.
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APPENDIX 5-5
AIRLINE TRANSPORT AIRCRAFT OPERATIONS
Occasionally, KFATB assists in the mobilization of crews, overhead and equipment. Crews are often transported on contracted or chartered large commercial airliners. KFATB can accommodate the mobilization of crews either at the base itself or at the fixed base operation (FBO) ramp located north of the FedEx hanger. Arrangements will be made with the airport management to use the over-flow ramp if necessary.
When crews are staged and mobilized through the Klamath Falls Interagency Fire Center (KFIFC), dispatch will receive the initial flight request form the Northwest Coordination Center, dispatch will contact the Airtanker Base Manager with a copy of the request and a decision will be made whether the operation will be conducted at KFATB or at the overflow ramp.
A. Crew Transport Operations at the Airtanker Base Much of the time, crew transport operations can be accomplished at the airtanker base. The pad at loading pit # 3 is the preferred parking location for large transport aircraft.
1. Preparations
a. Staffing The Airtanker Base Manager will do one of the following: coordinate operations, designate a Fixed Wing Base Manager or request/order a Fixed Wing Base Manager depending on local activity. Local assistance should be requested for manifesting of crews. Contact dispatch for the issuance of resource orders and “O” numbers for CWN staff.
b. Equipment and Supplies Scales are located in the warehouse for weighing personnel and equipment. Rolls of tape are located in the warehouse for securing loose cargo. Clipboards and office supplies are available in the operations area.
2. Receiving Crews
a. Vehicle parking Parking for buses and/or crew vehicles is in the grass area north of and across the road from the KFIFC parking lot. Additional crew vehicle parking is available along the outside of the north fence line.
Keys for the crew and overhead vehicles may be temporarily secured, by arrangement with either dispatch or the airtanker base.
b. Manifesting Crew manifests will be obtained through dispatch. If the crew manifests already contain individual weights for persons, gear and cargo it may not be necessary to re-weigh the crew. Crew arriving without manifests complete with weights, must be completed.
It is preferable to manifest, weigh and stage crews and gear in the parking lot outside of the KFATB operations area. However if activity is not expected and the light aircraft parking area is clear, crew gear may be staged in the light aircraft parking area. *Keep in mind however that crews must wait outside the fence and access to their gear will be limited after it is staged in the operations/light aircraft parking area.
c. Weighing Determine the crewmember weight and the gear weight separately and list them on the manifest. If the crewmembers gear exceeds the allowed maximum of 45 pounds for soft pack plus 20 pounds for web gear, some contents may need to be removed. Some gear may exceed the limit
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by a few pounds and some gear will be under weight by a few pounds. The total allowable weight for the crew is 5100 pounds. Coordinate with the Crew boss if there are any questions.
d. Chainsaws and Tools Only Type 1 crews should be allowed to carry chainsaws or tools aboard the aircraft. The decision to accept chainsaws or tools aboard the aircraft is always at the discretion of the pilot in command. It is likely that non-NIFC contract jets will not allow saws and possibly not tools. Non- NIFC contract jets usually will not have a loadmaster aboard.
If chainsaws are accepted, the operators may be required to purge them. If tools are accepted they must be prepared in a manner that covers sharp edges and bundled in a manner to prevent them from becoming loose in the cargo area.
e. Hazardous Materials Generally hazardous materials are not allowed on the transport aircraft. This includes but is not limited to ignition devices, fuel, wet cell batteries, explosives, compressed gas, flammable liquids and ammunition. The transport of hazardous chemicals aboard the NIFC contract jet will be solely at the discretion and under the supervision of the loadmaster and/or pilot in command. KFIFC personnel will not make this decision.
When the NIFC contracted 737 arrives from Boise it may have a Loadmaster. The Loadmaster will need manifests for each crew, overhead team and load of equipment.
If there is an expected wait time for the aircraft, gear may be secured in the light aircraft parking area. Due to airport security, crews and overhead teams must remain outside the fence until the aircraft arrives.
Do not share the security gate code with the crews or overhead teams. Post someone at the gate to monitor personnel coming and going. Prop building doors open if necessary. There are wedges available at all doors. Provide trashcans.
B. Crew Transport Operations at the FBO ramp
1. Preparations Contact the Airport Operations Manager, Bill Hancock at 541-891-2620 or the Assistant Operations Manager, Richard Voss at 541-891-3867 for the status of the overflow ramp and to request use of the ramp. Mr. Hancock or Mr. Voss may have special instructions regarding ramp activities for the day. They will also make notifications to the other ramp users regarding our operation and impact.
a. Staffing The Airtanker Base Manager will do one of the following: coordinate operations, designate a Fixed Wing Base Manager or request/order a Fixed Wing Base Manager depending on local activity. Local assistance should be requested for manifesting of crews. Contact dispatch for the issuance of resource orders and “O” numbers for CWN staff.
b. Equipment and Supplies Scales are located in the warehouse for weighing personnel and equipment. Rolls of tape are located in the warehouse for securing loose cargo. Clipboards and office supplies are available in the operations area. 2. Receiving Crews
a. Vehicle parking Access to the FBO ramp area is off Rand Way. Parking is very limited at the FBO and it is not recommended that vehicles remain over night. Once personnel and equipment are dropped off at the gate, the drivers should shuttle the vehicles to the KFIFC parking areas. Parking for buses or crew vehicles is in the grass area north of and across the road from the KFIFC parking lot. Additional crew vehicle parking is available along the outside of the north fence line.
Keys for the crew and overhead vehicles may be temporarily secured, by arrangement with 86
either dispatch or the airtanker base. b. Manifesting Crew manifests are obtained through dispatch. If the crew manifests already contain individual weights for persons, gear and cargo it may not be necessary to re-weigh the crew. Crew manifests without weights must be completed.
It is preferable to manifest, weigh and stage crews and gear in the parking lot outside of the FBO ramp area. *Keep in mind however that crews must wait outside the fence and access to their gear will be limited after it is staged in the operations area.
If there is an expected wait time for the aircraft, gear may be secured in the FBO ramp area. Due to airport security, crews and overhead teams must remain outside the fence until the aircraft arrives.
For the safety of agency personnel and due to commercial, military and private activity in the ramp areas, personnel are not be permitted to wander inside the gated area. Airbase staff will monitor the gate.
When the aircraft is available for loading, personnel should follow the directions of the loadmaster or designated individual.
If KFATB is a stop along a longer flight, offer to collect the trash from the aircraft staff.
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APPENDIX 5-6
HELICOPTER OPERATIONS
Occasionally, KFATB is asked to accommodate helicopter operations. These operations tend to be short term events such as dropping off or picking up passengers, fueling, briefing or short term staging and overnight parking for security. Long-term helicopter operations are also accommodated.
All helicopter operations will conform to the Interagency Helicopter Operations Guide (IHOG). A copy of the guide is located in the operations area.
Dispatch will contact the Airtanker Base Manager regarding the in-coming helicopter so arrangements can be made to accommodate the aircraft, equipment and personnel appropriately.
Per the Klamath Falls Airport Helicopter Operations Agreement, established for heavy helicopter operations involving external loads:
1.Heavy helicopters will not fly over congested areas. 2.Heavy helicopters will not fly over or near military aircraft. 3.The Pilot will contact the Kingsley Tower on victor 118.2 to declare the route they will use for arrival and/ or departure. 4.Use the West Route if arriving or departing to the NW, W and SW. See attached map. 5.Use the East Route if arriving or departing to the NE, E and SE. See attached map.
The preferred parking area for helicopter operations is pit #4, south of the retardant plant. This area is close to the drive-thru gate and the surrounding area can accommodate support equipment. There is water and electricity at the pit if needed.
KFATB staff can assist in coordination of personnel, equipment, briefings and assignments until the Helicopter Manager arrives.
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All support equipment operators and personnel will abide by airport security regulations and stop both inside and outside the drive-thru gate to allow it to close completely before proceeding. The southern edge of pit #4 is the boundary of the KFATB operating area. Personnel are not to go beyond pit #4, the southern ramp area or the western ramp area.
Fueling in pit #4 is permitted.
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APPENDIX 5-7
MODULAR AIRBORNE FIRE FIGHTING SYSTEMS MAFFS OPERATIONS
(DRAFT)
At this time, all Modular Airborne Fire Fighting Systems (MAFFS) operations will be in accordance with the MAFFS Operating Plan. A copy of the plan is located in the operations area.
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APPENDIX 5-8
RETARDANT JETTISON AREA
A. The local jettison area is located northeast of the Klamath Falls base near Calimus Butte lookout within the boundaries of the old Lone Pine fire area on the Fremont / Winema National Forest.
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CHAPTER VI – SAFETY AND SECURITY
SAFETY
A. Base Safety Evaluations and Reviews KFATB facility inspections are addressed in the Safety and Security chapter of this plan, page 81. In addition to facility inspections, reviews of the KFATB Safety Operations Plan are conducted annually.
1. Annual reviews and revisions of the KFATB Operations Plans are conducted locally by the Airtanker Base Manager to determine the bases’ readiness for the upcoming season. The Regional Airtanker Base Specialist, The Regional Airtanker Base Coordinator and the Forest Safety and Health Coordinator conduct bi-annual base reviews. The Forest Safety and Health Coordinator also conducts occasional reviews of the bases safety plans for consistency with local unit policies.
2. The Regional Aviation Safety Manager in conjunction with the Unit Aviation Officer conduct reviews of the base operations plan.
3. Oregon OSHA, on occasion, conducts inspections to determine the bases’ needs to comply with OSHA standards. The ATBM reviews the results of the inspection, develops a plan for addressing discrepancies noted and initiates actions to meet compliance.
B. Review Documentation Results of all KFATB reviews are located in the ATBM office. In the same file are the documented action plans and progress files associated with ongoing projects resulting from the reviews.
C. Ramp Safety The KFATB Ramp Safety Plan is located in Appendix 6-1, page 84.
D. Personal Protective Equipment Refer to the KFATB Job Hazard Analysis for information regarding required and recommended PPE, Appendix 6- 2, and page 106.
E. Airspace and Aerial Hazards
1. Aerial Hazard Map Aerial Hazard Maps are provided by the Regional Aviation Management. The ATBM and the Unit Aviation Officer have the responsibility to acquire and review the map annually, reviewing changes and new aerial hazards. The map is posted in the conference room.
2. Airport Hazards The ATBM assembles local hazard information for dissemination to flight crews. This information is obtained primarily from the online Notifications toAirmen (NOTAMs)website and the Airport Operations Director. As hazards change or are eliminated, the ATBM will brief all flight crews accordingly.
3. Turbulence, Wind and Time of Day Limitations on Flight Activity Information on turbulence may be obtained from pilot reports of such activity such as going to, over, or returning from a fire. Information is relayed to other flight crews. Additional information may be obtained from the control tower and the National Weather Service.
Flight restrictions related to high wind events will be obtained from the flight crews and relayed to dispatch.
Time of day flight activity limitations will be obtained from either the ATGS or the Leadplane Pilot.
4. Temporary Flight Restrictions Temporary Flight Restrictions (TFR’s) are ordered through dispatch. Local TFR’s, within the Initial Attack area of the base are posted in the conference room. This information should be noted on the Flight Resource Order and briefed to flight crews. 92
F. Landing With Full or Partial Load. Landing operations involving full or partial loads shall be in accordance with the National Airtanker Contract, Section C, C.7.2. (3)I, Takeoff and Landing
1. Local Procedures Federally contracted airtankers do not land loaded. State contracted airtankers will comply with their contract requirements. Exceptions for emergency procedures are solely at the discretion of the Pilot in Command.
2. Runway and Ramp Wheel-Loading Capability Wheel loading capacities at the Klamath Falls Airport are: 110,000 pounds for single wheel, 145,000 pounds for dual wheel, and 230,000 pounds for dual-tandem wheels.
G. Emergency Response Equipment Safety equipment available at the base includes the following:
1. Fire Extinguishers Fire extinguishers on the base are inspected on a yearly schedule. The base has 3-50 pound BC extinguishers, one at each loading pit. The base also has a minimum of 6-20 pound (ABC) extinguishers located strategically throughout the ramp, buildings, and warehouse.
2. First Aid Kits First aid kits are located in the operation building main hallway by the drinking fountain and in the warehouse office. The kits are maintained by a vendor and include blood borne pathogen protective components.
The first aid kits are inspected annually and missing or outdated supplies replaced. The inspection is documented on the inspection log and initialed by the person conducting the inspection.
3. Eye-Wash Eye-wash and shower stations are located at the front northwest corner and back southeast corner of the retardant plant.
H. Emergency Response In the event of an emergency, base personnel are expected to initiate the appropriate emergency response following the KFATB Emergency Response Plan locate in appendix 6-3, page 99.
I. Crash, Search and Rescue (Mishap Response Plan) In the event of an off-site or on-airport mishap or with the occurrence of an overdue aircraft, the South Central Oregon Crash, Search, and Rescue Plan will be initiated by dispatch. Copies of the plan are located in the operations area.
Dispatch, with the assistance of the KFATB will follow the plans procedures for making appropriate contacts.
For a mishap occurring on the base it is the responsibility of base personnel to initiate the appropriate emergency response and then to notify the dispatch who will continue to follow up the response and initiate the mishap plan. Reference FSM 5723.2.
J. Hazard, Incident, and Accident Reporting Hazard, Incident, and Accident Reporting shall be in accordance with the Interagency Airtanker Base Operations Guide, page 62. Complete and submit a Safecom.
1. Local Procedures It is the responsibility of any individual who observes or who is involved in an aviation incident or accident to report the occurrence as soon as possible to their supervisor or the Unit Aviation Officer. The retardant crew will notify the ATBM. Circumstances of the Hazard, Incident, or Maintenance Deficiency should be discussed with the pilot, if possible. The agency with operational control of the aircraft, at the time of the incident, has the responsibility to report the incident on the SAFECOM system. 93
2. Routing After submission of the completed Safecom, contact the appropriate management staff so they will know it is in the system for review. Print a hardcopy for the KFATB records.
SECURITY Reference appendix 6-5 for the airbase security plan.
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APPENDIX 6-1
RAMP SAFETY PLAN
A. Introduction
Safety is the first priority of all Forest Service operations and a by-product of all procedures. The Forest Service holds in high regard the safety, welfare, and health of its employees. It is the policy of the Forest Service that every employee is entitled to work under the safest possible conditions. In recognition of this, every reasonable effort will be made in the interest of accident prevention, fire protection, and health preservation. An awareness and recognition of safety must be an integral part of everything we do. In this way, each of us will contribute to make our work place more safe, effective, and efficient.
It is the responsibility of every Forest Service employee to ensure that they are performing their duties in accordance with Health and Safety Code (HSC) guidelines, FSM, FSH, and other guidelines.
Employees who are directly involved in the movement and loading of airtankers are acutely aware of time and may develop a tendency toward undue haste while loading the aircraft and marshalling it in and out of the loading pits.
Rapid, efficient work can be done in a safe manner, provided each member of the team does his/her job and uses the proper procedures and equipment. Short cuts are never to be used when safety may be compromised. A pre-planned method of working on at KFATB will prevent confusion, mishandling, and unnecessary rushing, all of which could lead to accidents and injuries.
B. Responsibilities
The ultimate responsibility for safety rests with the Chief of the Forest Service. Policies have been established and priorities set. Safety programs have been developed and management is charged to follow the procedures.
All managers and supervisors directly in charge of the activity of others are responsible for the safety and welfare of all personnel under their direct supervision, and are responsible for reporting hazards, accidents, and incidents in a timely manner to protect the rights of the employees and the Forest Service.
Supervisors should:
1. Enforce all safety regulations,
2. Ensure all employees are properly trained in all required operational and safety related procedures,
3. Provide all required safety instructions to employees prior to the commencement of duties,
4. Review the operation and take prompt action to eliminate unsafe work practices,
5. Inspect the workplace to ensure hazardous conditions are promptly recognized and eliminated,
6. Ensure all equipment operational checks are completed, and equipment maintenance is performed regularly,
7. Ensure equipment is operated in the prescribed manner and only by trained, qualified, and licensed operators,
8. Enforce the highest standards of general housekeeping and cleanliness to minimize risks to health and safety, 9. Take appropriate measures to reduce the risks of fire and ensure emergency procedures and evacuation plans are developed,
10. Promote an awareness of the need for safety among all employees, 95
11. Ensure the initial reporting of all accidents/incidents is completed in a timely and appropriate manner.
Employees shall:
1. Follow all safe working practices,
2. Use tools that are in good repair,
3. Wear clothing and footwear suitable for the job,
4. Use all safeguards and safety devices furnished for your protection and ensure that these are adequate,
5. Wear approved protective devices when required, including but not limited to; eye protection whenever there is the hazard of foreign bodies entering the eye, approved hearing protection when exposed to hazardous levels of noise, wear protective clothing when exposed to chemicals or other injurious exposures,
6. Refrain from wearing any loose, dangling neckwear, bracelets, rings, or the like around mechanical equipment,
7. Confine hair whenever working around hazardous equipment,
8. Ensure proper housekeeping procedures are maintained to prevent tripping, falling, or slipping accidents,
9. Refrain from any activity that could endanger the safety of any worker. These include horseplay, scuffling, unnecessary running or jumping, practical jokes and speeding in vehicles,
10. Ensure all elevated stands, ladders or scaffolds are secure and safe prior to using,
11. Operate only that equipment or machinery, in which they have had adequate instruction including knowledge of all operating details,
12. Ensure that a clear field of vision is maintained and there is adequate space to maneuver whenever operating any equipment, to include the use of a ground guide when necessary,
13. Obey all traffic signs, signals, and regulations at all times and places when operating equipment or driving vehicles,
14. Shut off all vehicle engines when vehicle is parked and unattended,
15. At no time, under any circumstances, use self contained battery powered electronic devices (e.g. cassette and CD players) in any area of the aircraft or ground equipment movement.
C. Ramp Safety Procedures
Ramp areas require constant vigilance to maintain a safe working environment. There are several basic rules that provide the foundation of safety on the ramp area:
GENERAL
(1) All employees assigned to work on or around ramp areas must be trained in safety procedures regarding the operation of the ramp area. New and inexperienced employees must be provided with proper training and supervision.
(2) Smoking is not permitted on the ramp at any time. Smoking is not allowed in the building and only in designated areas. All employees should be vigilant for anyone smoking or preparing to smoke in NON SMOKING areas, particularly near aircraft.
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(3) Use only approved flashlights near fueling as ordinary flashlights could ignite fumes. (4) Employees working on ramp areas must wear approved hearing and eye protection and keep clear of running engines.
(5) It must be remembered that ramp operations, while often not involving direct contact with the public, are usually visible to the public. Accordingly, employees should operate with the understanding that their actions are being viewed by people and that their actions often form the opinion the public may have about the U.S. Government, the U.S. Forest Service, and its employees.
(6) Security is the responsibility of every employee. Personnel assigned to ramp areas must be vigilant to any potential security problem on the ramp.
PERSONNEL SAFETY
All employees are to be aware of and practice safety techniques that apply to their particular job assignment. Attire must be appropriate with the job and consistent with the ramp safety plan.
(1) The wearing of jewelry such as rings and ID bracelets should be curtailed during operations on the ramp. Such articles of apparel are prone to catch on hooks, nails, buckles, locks, or straps, and can severely damage fingers and hands, even to sever them completely.
(2) Footwear must be appropriate for the job. Employees whose job function includes the loading of aircraft and the subsequent spill of retardant should wear shoes that provide non-skid protection.
(3) Employees working on ramp areas in close proximity to the operation of aircraft engines must wear approved hearing and eye protection devices.
(4) If jet engines arrive on the ramp, during passenger transport operations, all personnel must be aware of special safety considerations. Employees must stay clear of intakes when jet engines are running. When engines are running, employees must stay a safe distance away from the jet blast.
(5) Smoking is never permitted, at any time, on the ramp, nor in any areas designated as non-smoking. Smoking is allowed in approved designated smoking areas.
(6) In the event of any injury, however small, the employee must seek first aid. All injuries should be reported to the supervisor immediately.
(7) Ramp personnel must no wear shoes/heels with metal plates since a spark may result if the metal is scuffed on the ramp. There is also a danger of slipping and falling.
PREVENTING RAMP HAZARDS
All employees must be vigilant during ramp operations in order to keep it hazard-free. Several functional positions in aviation operations are potentially hazardous to personnel working around aircraft, and the aircraft itself presents many. General hazards that are present around all aircraft types include:
(1) Running engines and turning props,
(2) Noise from engines that are running, especially turbines, and noise from other aircraft i.e., military operations,
(3) Blowing debris from props and jet blasts,
(4) Protruding control surfaces, antennas, pitot tubes, static wicks, open access hatches and other projections,
(5) Exhaust from Auxiliary Power Units (APU) have high temperatures and velocity. Inlets have sufficient
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suction to draw in loose objects,
(6) Spilled fluids: retardant, oil, fuel, hydraulic fluid, methanol, etc, (7) Tripping over auxiliary power cables, bonding wires, fuel hoses, safety wire, water lines, retardant lines, wash-down hoses, other ramp obstacles, etc,
(8) Flap droop and other devices often extend several feet below the main surface of the wing. The areas of these devices should be avoided,
(9) Stack fires or fires from brakes,
(10) Injuries from placing and removing wheel chocks,
(11) Maintenance being done on aircraft engines and personnel working on ramp. Contractors need to notify the ATBM when starting engines for maintenance purposes, especially with employees doing maintenance work on ramp,
(12) Monitor taxi speed of aircraft. Slow down if necessary,
(13) Fixed hazards in the vicinity of loading pits, watch wing tip clearance,
(14) Fuel leaking from aircraft or fuel truck.
PROPELLER HAZARDS
Strict discipline is absolutely required of employees working around propeller driven aircraft. All employees must be vigilant to avoid danger during the arrival, start-up and departure phases of ground operations. Employees should adopt work procedures that include the following:
(1) NEVER walk through or into the propeller (arc) danger area even when the propellers are stopped. The procedure should be to walk around the wing tip, every time.
(2) Never attempt to stop or move a propeller by hand. A hot engine may rotate even with the ignition systems off.
(3) Have a Marshaller in a position in front of the aircraft during arrival and departure, when the engines are to be started or until they come to a full stop.
TURBINE AND JET ENGINE HAZARDS
Particular attention should be given to lose articles in shirt pockets or loose items lying on the ramp. Items such as hats, gloves, paper, rags and tools should be secured in such a manner so that they cannot be drawn into the propeller or engine intake. Never approach an engine intake unless the engine is shut down.
(1) Air velocities, at engine intakes, are sufficient to draw-in loose articles.
(2) Loose items ingested into turbine/jet exhausts will cause damage to the engine. Such ingestion could also result in catastrophic engine failure that could cause injury to persons on the ground and in the aircraft.
(3) Turbine-powered aircraft exhausts are hazardous because of their high velocity, excessive temperatures, and toxic fumes.
(4) The noise emitted by a turbine engine can be such as to represent a potential source of permanent hearing impairment. Accordingly, employees working near turbine/jet engines must wear approved hearing protection.
AIRCRAFT SAFETY PROCEDURES
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(1) Aircraft will not be taxied on to or off of the ramp unless properly trained personnel are in place to direct the aircraft.
(2) Engines will not be started unless a Marshaller is in place to signal the Pilot in Command that it is clear to do so. (3) At all times, personnel and loose equipment must be kept well clear of engine-intakes and prop arc areas.
(4) Servicing vehicles must be chocked when parked near aircraft as well as having the parking brakes set.
(5) Personnel assigned to signal aircraft on to or off of the ramp are responsible to assure the area is clear and safe for the movement of the aircraft.
(6) Ground equipment should be positioned at least five feet from the aircraft.
(7) When positioning equipment near aircraft, such as fuel trucks, forklifts, cranes, and any vehicle where visibility for the driver is limited, a ground guide will be used.
(8) Any incident of damage to an aircraft, however minor, by ground equipment or personnel, must be reported immediately to: a) the Pilot-in-Command (PIC), b) Contracting Officers Representative, c) Forest Aviation Officer, d) Regional Aircraft Maintenance Inspector, and e) Regional Aviation Safety Officer.
In the event of aircraft damage, the PIC will have the primary responsibility to determine, in concert with the Regional Aviation Maintenance Inspector, the extent of the damage and the effect that damage will have on aircraft operation.
(9) Retardant and oil spills must be cleaned up immediately to prevent aircraft tires from entering the spill and the possibility of the aircraft sliding on the slick surface and causing damage to the aircraft or injury to personnel on the ramp.
(10) Never back a vehicle in the direction of an aircraft. Always park service vehicles so they do not have to back toward the aircraft when the job is completed.
RAMP EQUIPMENT SAFETY GUIDELINES/OPERATIONS
The safe operation of ground equipment is essential to the safety of the airtanker operation. Under no circumstances is any type of equipment to be operated when there is doubt regarding its safe operational condition, the working conditions, or the mission to be accomplished.
(1) Equipment and vehicles must be operated in a safe manner and used for official business.
(2) When operating equipment, employees are to be aware of other employees, equipment, and aircraft in the vicinity.
(3) Employees and contractors are to operate only equipment with which they are familiar.
(4) Ground equipment is to be parked in its proper place, with brakes engaged, when not in use.
(5) Ground equipment is to be chocked, and brakes set whenever in use near aircraft.
(6) Ramp equipment traffic is to be operated only where it is clear and safe.
(7) People working on the ramp have the right-of-way over ground equipment on the ramp.
(8) Fueling of motorized equipment is to be accomplished only from authorized sources and only when the engine is shut off.
(9) Ground equipment is to be operated only when it is in good repair.
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(10) Horseplay of any kind is not permitted when operating equipment or working on the ramp.
(11) Where vision is restricted and in critical areas, operators should move only on signals from trained, qualified ground guides.
(12) No vehicle or equipment may proceed onto taxiways or runways without express permission from Ground Control/Tower. Radio-equipped vehicles must escort vehicles without radios.
(13) Maximum speed while operating vehicles on the ramp will be 10MPH. When approaching aircraft, speed must be considerably reduced.
(14) Never back any equipment or vehicles in the direction of aircraft.
FOREIGN OBJECT DAMAGE (FOD) PREVENTION
Small items of debris naturally collect on an airport ramp. Such items as nuts, bolts, safety wire, leaves, tumbleweeds, and other debris is deposited daily on the surface of the ramp as a natural result of operations and weather. It is important to remember that such items represent a safety hazard to both aircraft and persons using the ramp. It is the responsibility of all employees who work on the ramp to be constantly aware of any foreign objects on the ramp that may cause damage to aircraft engines and props. It is a basic requirement that the ramp be kept tidy at all times. In addition, the following precautions must be followed:
(1) Avoid carrying loose objects on ramp vehicles and servicing equipment. If any object falls off a vehicle and is over-looked, it becomes a potential hazard.
(2) Do not operate ramp equipment on other than paved areas, if it can be avoided. If it is necessary to operate a unit in an unpaved area, check tires for stones, etc, this may be carried back onto the ramp area.
(3) Prior to airtanker operations, personnel should look over ramp quickly to ascertain the presence of any foreign objects that may be a hazard.
(4) Garbage from aircraft and vehicles should be placed in the garbage cans or dumpster located on the ramp.
(5) In addition to the normal departure checks and before the aircraft engines are started, visually check the areas around the landing gears and engines to make sure they are clear.
(6) Pick up any debris immediately to prevent damage to aircraft engines, props, and possibly injury to personnel from flying debris.
(7) Receptacles, preferably brightly-painted large cans should be prominently located on the ramp area.
ELECTRICAL STORM HAZARD
When an electrical storm is near the airport, precautions must be taken to reduce hazards should lightning strike. The size, intensity, speed, and direction of the electrical storm should be noted. Sound travels about 1/5th of a mile per second. An approximation of the number of miles to the storm can be made by counting the seconds between the flash of lightning and the sound of the thunder and dividing this number by 5.
(1) If the storm passes within a 3-5 mile radius of the airport, fueling operations will be discontinued and equipment moved away from the aircraft.
(2) A visual alert must be maintained.
(3) When the storm has passed outside of the 3-5 mile radius of the airport, fueling of the aircraft can resume.
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4. Ramp Procedures
A. MARSHALLING
A major factor to ensuring the safe and efficient movement of aircraft on the ramp is the well-coordinated interface between the flight crew and the ground crew. This coordination is only possible if the aircrew and ground crew understand what the other expects. This is complicated by the fact that the flight crew must deal with ground crews at different tanker bases. Therefore, it is vital that all communication be standardized. We have done this with standard fixed-wing hand and arm signals. Some bases also have radio communications and whether the communication between the flight crew and the ground crew consists of visual signals or verbal dialogue, it is essential that each party is precise and clear when a request is made or direction is given. Plain text should be used on the radio.
(1) A Marshaller is essentially the eyes and ears of the flight crew while the aircraft is taxiing in to or out of a loading pit. The Captain relies on the Marshaller to guide him/her past hazards and on or off of the ramp in a safe, smooth, efficient manner. (2) All Marshallers must know and use the approved visual signals when moving aircraft.
(3) When marshalling, visiting/transient airtankers, remember they may not understand your local procedures, so you may have to explain it to the flight crew while they are taxiing or after they shut down in the pits.
(4) Approved hearing and eye protection must be worn by ground personnel when near aircraft with engines or APU running or in areas with high noise level.
(5) Ramp personnel must be aware of the dangers/hazard areas around engines that are running with props turning.
MARSHALLING SIGNALS
(1) The approved Hand and Arm Signals are as described in the Interagency Airtanker Base Operations Guide, NFES #2271, page 77, which explains how to execute the proper movements.
B. RAMP SAFETY OPERATING REQUIREMENTS
(1) Ground support equipment must not approach the aircraft until the aircraft's engines have been shut down.
(2) The aircraft Marshaller must remain on the ramp until the aircraft departs and is clear of the ramp area.
(3) The ATBM must be sure that all personnel working on the ramp are properly trained and familiar with the equipment and procedures on the ramp.
(4) The ATBM must insure that activities are conducted at all times with safety in mind.
C. PRE-ARRIVAL CHECKS
Aircraft arrivals and departures require a certain amount of pre-planning. Before the airtankers arrive, certain steps must be taken to ensure safe and efficient handling:
(1) The ramp crew should know their assignments. Each must know what will be expected of them during the operation. Who will be assigned: Marshaller, Mixmaster, Deck Coordinator/Ramp, Loader, etc.
(2) The Marshaller must, prior to the arrival of the aircraft, determine on which ramp the aircraft is to be parked.
(3) The coordination of airtankers and personnel transport aircraft must be done to ensure separation as well as safe/efficient movement.
(4) The area over which the aircraft will taxi must be checked to make sure it is clear of personnel and
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equipment. (5) If the ramp is congested, an additional person must be assigned the mission as Ground Guide/Wing Walker, to aid in the safe movement of aircraft.
(6) If equipment is used near the aircraft after it shuts down, keep the equipment clear until the aircraft is secured. Do not move fuel trucks into position until the flight crew signals it is o.k. to do so.
D. POSITIONING THE AIRCRAFT
(1) As the aircraft arrives, the Marshaller must be in a position to remain in eye contact with the flight crew. (2) The Marshaller must be so clothed or designated so that the flight crew has no doubt as to who is directing their movement. The Marshaller must raise hands and arms or contact the aircraft by radio to indicate to flight crew the direction to move aircraft for subsequent parking.
(3) Although it is seldom of consequence with airtankers, wind direction and velocity must be considered in handling aircraft, especially with the increased utilization of turbine engine aircraft. If the wind speed is 17 mph or greater, the Marshaller should try to park the aircraft into the wind. The Marshaller must contact the flight crew and ask their wishes.
(4) Marshallers must remember that it takes less power for an aircraft to taxi straight ahead than to make a turn. Planning should include marshalling paths that involve as few turns as possible.
(5) When parking the aircraft, the Marshaller must take into consideration positions designated for adjacent parking/parked aircraft.
(6) When parking the aircraft, the Marshaller must take into consideration the space/access needed for service/fueling trucks.
(7) Principal hazards to be guarded against in movement of aircraft on ramps include collision and prop wash. When taxiing, close watch of wing tip, tail, and nose positions must be maintained to warn against impending collision with other aircraft, fixed hazards, or service equipment.
(8) Prop-wash hazards are to be guarded against when taxiing as well as collision hazards. Prop wash can slam doors shut, cause unsecured equipment to roll or blow over, knock people down, cause turbo-prop propellers to rotate, and to blow large quantities of dirt or other debris about the ramp. All of this can result in injured people and damaged aircraft and equipment.
(9) After the aircraft has come to a complete stop and the engines have been shut down, if the flight crew so designates, the wheel chocks should be placed in front of and behind at least one main gear. During short aircraft turn-rounds, wheel chocks may be placed fore and aft of the nose wheel.
(a) Chocking is a procedure used to prevent movement and subsequent damage to aircraft when on the ground. To be effective, chocking procedures should be agreed upon and standard. The ground crew and the flight crew should discuss the procedures and define how chocking should be done. In most instances, the flight crew will place the chocks, but in some instances, the flight crew may request placement of chocks by the ground crew.
(b) The right sized chock block should be used. There are several sets of chack blocks in the warehouse.
(c) Variables that may dictate the need for chocks might be:1) gusty or high winds, 2) sloping ramps, 3) shifting CG during loading, 4) or the type of aircraft.
(d) Before brakes are released during ramp operations, chocks should be placed in front of and behind each main gear.
(e) If the aircraft is in one position overnight, the chocks at the main wheels should be lashed together.
E. LOADING
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(1) It is important that only qualified employees with a mature attitude work on the ramp with the airtanker operation.
(2) A preplanned method of working on each specific aircraft will prevent confusion, mishandling, and possible overloading of the aircraft. KFATB has a printed list of all contract aircraft and their contract loads, that loaders can refer to prior to loading a specific aircraft.
(3) The loading crew and Marshaller are the only personnel permitted on the ramp during aircraft loading operations. Contractor personnel will be allowed on ramp for inspection, maintenance, or talking to flight crew.
(4) Aircraft fueling crews will be permitted on the ramp only prior to or after loading operations. Loading and fueling will not be done simultaneously. No exceptions.
(5) Retardant loaders will wear eye and hearing protection and high visibility vests or coveralls. Shoes with non-skid type soles must be worn on the ramp. Running/tennis type shoes are approved.
(6) Under normal conditions, loading of airtankers with engines running will not be permitted. The exception to this rule will be if the airtanker is a C-130, P-3 or S-2. The procedure calls for an engine, on the opposite side of the aircraft from the loading port, to remain running. In order to execute this procedure, the loading crew must be trained. If not, the procedure will be for the flight crew to shut the aircraft down before the loading commences. During this procedure, either the Ramp Manager or a flight crew member must be out in front of the aircraft as a safety person to observe the running engine and any possible intruders into the hazard area.
(7) Once the loading is complete, the Loader will remove the hose, secure the loading port if required, replace the overflow plug, and move the loading hose clear of the aircraft.
F. DEPARTURE PROCEDURES
(1) When the Loader is clear of the aircraft, the Marshaller can signal the flight crew that the starting procedures can commence.
(2) A visual check should be completed by the Marshaller prior to the flight crew starting procedure. A visual check of the exterior of the aircraft should be made by the Marshaller to ensure the aircraft is ready for departure. The following items should be checked: a) fuel spillage/dripping, b) fuel caps and panels, c) ramp area/prop blast area, d) personnel and equipment, e) service panels/doors, f) loose equipment/ attachments, or anything that might appear wrong or put-of-place with the aircraft. It is safer to ask than to ignore.
(3) Are the chock blocks removed?
(4) During engine starting at the ramp, alertness is required to ensure the safety of employees and equipment.
(5) The start sequence must be observed by a qualified person at all times. It is the duty of this person to ensure all personnel are clear of danger areas and that all equipment is removed from the vicinity of the aircraft. The Marshaller must maintain close surveillance of the aircraft and vicinity to ensure that no one enters the danger areas after the start sequence has commenced.
(6) The Marshaller must also observe the arrival of other aircraft and the deplaning of that flight crew. Prop blast could be a hazard to the deplaning crew.
(7) Personnel charged with the responsibility of engine starting must have full knowledge of the procedures and have communications with the flight crew.
(8) As protection against fire, extinguishing equipment must be present during the aircraft start. The type of extinguisher must be appropriate with the type of fire anticipated. Managers must ensure that the
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extinguishers are maintained and in good working order, and that all personnel are familiar with their operation and use. Ramp crews should talk with flight crews about fires and fire extinguishers, when to use them and when not to.
(9) Once the aircraft engines are started and the Marshaller is given the heads up that the flight crew is ready to pull out of the pit, the Marshaller will signal the pilot to pull out, making sure that the airtanker is clear of all obstacles.
(10) All personnel working on the ramp have the responsibility of doing visual safety checks on the aircraft as well as on the ramp operations and to either notify the Deck Coordinator or the flight crew of any safety items observed. (11) All ramp personnel , while on the ramp are working in the active taxiways. It is very important to remember to look to the sides and backward for other moving aircraft prior to giving another aircraft the thumbs-up to leave the loading pit. Light aircraft are easy to miss as they enter and exit the light aircraft parking area.
5. FUELING PRECAUTIONS
This portion on fueling is added for information so that ramp personnel know why we require what we do when fueling aircraft and what things to look for during fueling operations.
(A) STATIC ELECTRICITY
The discharge of static sparks is a constant threat to safe fueling. This is why proper bonding and grounding is essential. When two dissimilar materials make physical contact and are then separated, a charge of static electricity is nearly always produced. Static electricity is generated when pumping any fuel through the system. The amount generated increases with the rate of flow, and a high rate of flow is necessary for the transfer of fuel in a relatively short period of time.
Static electricity can be generated by pumping fuel through a service hose, by allowing fuel to fall freely through the air from a filler spout into a tank, or by draining fuel from a tank or line into a container. A charge may accumulate on an aircraft during flight or while on the ground.
Rain, snow, ice crystals, or dust blowing across the aircraft can create a heavy charge of static electricity. A passing cloud may also create a charge. The servicing vehicle, like any rubber-tired vehicle, may also become charged. Static can be collected from an electrically charged atmosphere.
Static flows, like water, to a point of lower potential. If the individual metallic structures of an aircraft are bonded, or connected via a bonding wire, the electrical flow will continue until the aircraft and fuel truck equal. Static electricity flows along the easiest path, just as lightning follows the highly conductive copper lightning rod and cable into the ground. If no easy path is available, a charge builds up. When this charge becomes great enough, an electric spark is created. Often, this spark is capable of igniting flammable vapors.
(B) SMOKING
Any persons engaged in fueling operations or working around the aircraft should not carry matches, cigarette lighters, and other smoking materials. The "NO SMOKING" rule is rigidly enforced. Fuel vapors may settle on the ground and travel long distances, thereby creating a hazard away from the fuel source.
(C) SPARKS
Electrical circuits may arc when connections are made or during faulty operation. The following precautions are recommended to prevent electric sparks:
Aircraft Ground Power Units should be located as far away from fueling points as is practical, and neither connected nor disconnected during fueling.
Aircraft electric switches, which are not necessary to the fueling operation, should not be operated during
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fueling, except in an emergency.
Aircraft radios should be turned off.
(D) RAMP VEHICLES
Vehicles that are not properly maintained present a fire hazard during fueling operations. Such things as fuel leaks, electrical system shorts, arcs across terminals, sparks from the exhaust, or backfires can ignite flammable vapors, and must be corrected when first noticed. Vehicles with any of these conditions must be removed from the ramp until the problem is corrected.
No vehicles other than those performing aircraft servicing should be allowed within 50 feet of the aircraft during fueling.
(E) BONDING Aircraft must always be bonded. The bonding wire must be attached to the aircraft bonding point prior to fueling and not removed until the fueling vehicle has completed fueling operations.
The FBO/fuel contractor is responsible for bonding the aircraft during fueling, Forest Service/ ramp personnel must ensure that it is being done.
Bonding the fueling truck to the aircraft ensures that both the aircraft and the fueling vehicle are at the same electrical potential.
(F) CAUTION: DO NOT ATTACH ALLIGATOR TYPE CLIPS TO THE AIRCRAFT STRUCTURE, SKIN, DOORS, ETC., AS THIS WILL DAMAGE THESE AREAS.
(G) FUELING
Smoking will not be permitted while fueling is in progress.
If a maintenance person is working on or inside the aircraft, exit doors should remain open.
Ladders or stairways should be in place or open.
At least one member of the flight crew shall be at the aircraft during the fueling.
If unexpected vapors are detected, stop the fueling and determine the source. Fueling can be resumed only after the hazardous condition has been corrected. Should any condition constituting a possible hazard occur during the fueling procedure, fueling should be stopped and resumed only after the hazard/condition has been corrected.
Normally fueling will be done during an actual fire operation or immediately after the termination of the mission. If the fueling is to be delayed, the flight crew should notify the ATBM.
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APPENDIX 6-2
SAFETY BRIEFINGS
A. Daily Aviation Safety Briefing
Aviation safety briefings are conducted daily with aircrews and base personnel. At a minimum, when no activity is anticipated and when no changes or specific concerns are raised, these briefings will be an exchange of information that will consist of the following information:
1. Current National Situation Reports http://www.nifc.gov/nicc/index.htm
2. Local Weather http://www.wrh.noaa.gov/mfr/fire/index.php
3. Local Temporary Flight Restrictions http://airspace.nifc.gov/mapping/nifc/index.cfm
4. Local Notices to Airmen https://www.notams.jcs.mil/
5. Incident Action Plans Applicable
6. Pertinent Safecoms and Concerns https://www.safecom.gov/
This information remains posted on the conference room bulletin board and is then filed in the safety binders also located in the conference room.
B. Formal Aviation Safety Briefings
When local fire danger or activity is present, when the base is active in support of incidents, or at any time a change in procedures or any safety concern is raised, a more formal briefing will be conducted and documented.
These briefings will consist of the information above as well as the specific topics, events or concerns applicable to the day.
a) Documentation Briefings are documented and filed in the briefing binder located in the conference room. This binder is available for all to view at their leisure.
Briefing issues should be documented in the remarks area of the airtanker log or the ABS FS 122 and routed with flight information to the assigned COR of aircraft operating out of KFATB at that time.
b) Presentation. A briefing board is located in the conference room. On a day-to-day basis regardless of fire activity the ATBM will ensure that national, regional and local situation reports, incident action plans, Safecoms, alerts, temporary flight restrictions, weather forecasts and any other pertinent information is posted.
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The aviation safety briefing format located below will be followed. the information will inlude the fire organization, operations, radio frequencies, contacts, shift plans and procedures.
AVIATION SAFETY BRIEFING FORMAT
Date:
Base Personnel Assignments Base Manager A/C Timekeeper Ramp Manager Mix Master
Special Instructions
Local Communications Base Ramp Airport Unicom Local Dispatch Frequencies
Local Procedures Parking / Fueling / Loading
Dispatch Procedures / Rotation / Flight Following
Crew Comfort Facilities
Logistics Support
Aircraft Performance
Safety / Emergencies / PPE
Security
Page 1 of 3
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AVIATION SAFETY BRIEFING FORMAT (continued)
Date:
Incident Information Incident Action Plan Review
Incident 1 2 3 4 Location Bearing Notes
Frequencies A/A A/A A/A A/A A/G A/G A/G A/G Flight Follow
Weather:
Airspace / Hazards / Sensitive Areas
Aircraft Performance / Allowable Takeoff Charts / Weight and Balance
Other Aircraft Assignments
Previous Days Concerns / Discussion Topics
Safety Topic
Page 2 of 3
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AVIATION SAFETY BRIEFING FORMAT (continued)
Date:
Attendance Name Title
1.
2
3
4
5
6
7
8
9
10
11
12
Page 3 of 3
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APPENDIX 6-3
EMERGENCY RESPONSE PLAN
The Klamath Falls Airtanker Base is a part of the Fremont / Winema National Forests Supervisors Office and as such falls within the direction of the Forests Safety and Health Program.
The following Emergency Response Plan is intended to supplement the unit plan with specific information and procedures relative to the Klamath Falls Interagency Fire Center.
A. Fire Emergencies
1. Facilities Fire If an employee, discovering a fire is properly trained and capable and determines that there is a reasonable expectation of success without endangering themselves, they should attempt immediate action to prevent the spread of the fire.
Fire extinguishers are located prominently in every building. Do not attempt to extinguish a fire if untrained in the use of fire extinguishers or if any doubt exists about the ability to successfully extinguish the fire without placing yourself at risk. Personal safety and the safety of others is the first priority.
Evacuate the building following the procedures for Building Evacuation. Help to ensure that all employees have exited the building by the nearest exit and have assembled in the appropriate assembly area. Do not re-enter the building.
Call 911 or instruct another employee to call 911 from the nearest phone away from the risk area. If calling from the KFATB operations area, dial 9-9-1-1.
Go to the assembly area. Do not leave except to provide direction for arriving emergency vehicles and then return as soon as possible. Notify others of your plans.
2. Aircraft, Vehicle or Fuel Spill Fire The only situations warranting employee involvement in aircraft or vehicle firefighting is when a reasonable expectation exists that the fire can be extinguished successfully, within the capabilities of the extinguishing equipment available, the employee’s knowledge of its use and if the employee is not at risk.
Employees should use fire-extinguishing equipment to assist in the emergency egress of aircraft crewmembers, but only in situations where an immediate threat to life is perceived and then only if the employee is not at risk.
Fire extinguishers are located at each loading pit and at each aircraft parking area. They exist to be used by employees solely under the circumstances outlined above. Under no circumstances should an employee, untrained in the basic use of fire extinguishers attempt to extinguish a fire.
All personnel and crewmembers at potential risk or in the area of a fire should be alerted in the most expeditious manner. This can be by radio announcement to aircraft crewmembers, ramp personnel and dispatch. This can also be verbal or by hand signals.
If you have a radio, notify dispatch to Call 911 and initiate an emergency response. If unable to contact dispatch instruct another employee to relay to dispatch or call 911 themselves.
If necessary and appropriate, attempt to extinguish the fire using the nearest appropriate extinguisher. Whether attempts to extinguish the fire are successful or not, if emergency response has not been initiated, do so immediately. Move away to a safe distance from the vehicle or aircraft and direct arriving emergency vehicles to the site.
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B. Medical Emergencies
1. Minor injuries or illness that do not require emergency medical response, may be handled on site on a case-by-case basis. Adequately stocked first aid kits are available on site for minor injuries. Personnel experiencing minor illness or fatigue may need to be relieved for the day.
2. For all Medical Emergencies, call 911 immediately. The Airport Fire and Rescue service will undoubtedly be the first to arrive. They have the ability to respond within three minutes.
Seek out medically trained personnel if necessary. A Blood borne pathogen kit is located with each first aid kit if needed.
C. Building Evacuation
Buildings located at KFIFC are equipped with fire alarm-bell systems however they alert only local personnel. None of the buildings have an automatic sprinkler system. Evacuation notification should be made verbally.
On a day-to-day basis, KFATB has a relatively small staff so it becomes the responsibility of the first employee who becomes aware of a fire, to both attempt, if appropriate, action to prevent the fire from spreading and/or initiate notification and evacuation of all employees through the following:
a.) Instruct all persons to evacuate the affected building through the nearest exit as posted in the building evacuation diagrams. Proceed to the assembly point on the light aircraft ramp area. Physically challenged employees should be able to access any exit at KFATB, provide assistance as necessary.
Using the office exits, persons should assemble on the light aircraft ramp. Exit the warehouse to the ramp area as well.
Call or instruct another employee if available, to call 911 from the nearest phone outside the affected building and initiate an emergency fire response.
Make a check of each room if possible to ensure that all persons have evacuated the building. (Don’t forget to check the radio and utility rooms.) Close all doors behind you as you leave.
Join the other employees at the assembly point on the light aircraft ramp. Do a head count for all employees. Do not re-enter any buildings.
Remain in the assembly area. Emergency response vehicles from the airport may be the first to arrive; they most likely will arrive from the ramp side of the facility. If emergency vehicles arrive from the street side it may be necessary to send someone to open the gate and direct them to the incident. Return to the building only after the Fire Marshal or firefighter in charge gives clearance.
An evacuation plan diagram is posted in the hallways of both office buildings.
D. Aircraft Crash, Search and Rescue
In the event of an off-site or on-airport mishap or with the occurrence of an overdue aircraft the South Central Oregon Crash, Search, and Rescue Plan will be will be initiated by dispatch.
Dispatch, with the assistance of the KFATB will follow the plans procedures for making appropriate contacts for the type of mishap.
For a mishap occurring on the base it is the responsibility of base personnel to initiate the appropriate emergency response and then to notify dispatch who will continue to follow up the response and initiate the mishap plan.
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E. Fuel Spills
For fuel spills, follow the direction of the Interagency Air Tanker Base Operations Guide, page 68, located in the operations area.
In addition, where small spills are to be washed down, be sure that the sand-oil separator system is activated. Where a Fire Watch may be needed, 20 lb dry chemical and CO2 fire extinguishers are available on the ramp.
In general, small spills may be washed down to the sand-oil separator system. Large spills require contacting the airport fire department and arranging valves for the capture of spill. If the situation is not an emergency see the direct phone number listed in the plan, page 10. For emergencies dial 9-9-1-1.
F. Other Hazardous Spills
Consult the Fremont / Winema National Forest Hazardous Spill Plan for instructions on dealing with hazardous spills. The plan is on file in the Base Managers office.
G. Bomb Threat
If you receive a bomb threat signal a coworker to call 911 from another telephone and advise them of a bomb threat being received and on which telephone line the threat is being received. Do not use the radio or a cell phone to call 911 as either one might activate a bomb. Have a coworker begin to evacuate the facilities using the evacuation procedures.
1. Keep the caller on the line as long as possible.
2. Ask the caller all the questions listed below and record the precise answers. It is most important to get the location and type of bomb and the time of detonation if possible.
3. Inform the caller that the building is occupied and the detonation of a bomb would likely result in the death or serious injury to many innocent people.
4. Pay attention to peculiar background noises such as motors running, background music and any other noises that may provide clues as to the location of the caller.
5. Listen closely to the voice (male or female). Voice quality (calm or excited), accents and speech impediments.
6. When the caller hangs up, keep the phone off the hook.
7. Call airport operations immediately by dialing 883-5372 and notify them of the threat. The airport Fire Department is available 24 hours a day by calling 911.
8. If you are not blown up by now, complete the entire Bomb Threat checklist located by the telephone and give a copy to the responding officers for inclusion in their police report.
At this point the person receiving the call should join the rest of the employees at the assembly area in the main parking lot or on the ramp
Return to the building only after responding emergency service personnel have deemed it is safe to do so.
H. Suspicious Package
If you find a package, which you suspect could be an explosive device:
1. Notify all persons near the area of the package and warn them to evacuate to a safe distance. Evacuate the building using the fire evacuation procedures.
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2. DO NOT TOUCH OR MOVE THE PACKAGE
3. Call 911 using an available telephone. Do not use a radio or cell phone to call 911 as either one could detonate a bomb. Notify dispatch of the suspicious package.
Signs to look for in “identifying suspicious” packages or letters.
• Strange odor, • Protruding wires, • Oil stains on wrapping, • Rigid, lopsided, bulky, or unusually heavy, • Restrictive Markings, • Mailed from a foreign country, • Excessive postage or no postage (hand delivered), • No return address or unusual return address, • Package or letter left in unusual location, • Badly typed or handwritten address label, • Misspelled words, • Addressed to a title only, • Wrong title with name.
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APPENDIX 6-4
HAZARD COMMUNICATION PLAN
A. Introduction The Klamath Falls Airtanker Base complies with the direction outlined in the Fremont / Winema National Forest Hazard Communication / Waste Minimization Plan. The plan is located in the operations area and is available in hard copy to all base employees. The KFATB Operations Guide is intended to supplement the Forest plan with specific information related to the KFATB.
B. Hazardous Materials Identification The ATBM will ensure compliance with Hazardous Material Identification Standards outlined in the Forest Hazardous Materials Plan. Hazardous materials will be properly labeled. Hazardous materials on the KFATB will be kept to a minimum. All flammable hazardous materials will be kept in an appropriate fireproof locker located in the warehouse.
1. MSDS Material Safety Data Sheets for all hazardous materials on the base are kept on file in the Right to Know information station located in the warehouse office.
2. Hazardous Materials Inventory A complete inventory of hazardous materials present on the KFATB is located in the front of the MSDS book located in the Right to Know station in the warehouse office. This inventory is reported to the Fremont Winema National Forest Safety Coordinator for consolidation with the Forest inventory per the Forest Hazard Communication / Waste Minimization Plan.
C. Hazard Analysis As required by FSH 6709.11, a Job Hazard Analysis (JHA) covering all positions and projects on the air tanker base has been established as Appendix 6-5, page 103 of this plan. The ATBM will ensure that all employees have received and reviewed the JHA prior to beginning work on any project.
D. Employee Information and Training The ATBM will ensure that all employees involved in air tanker operations will receive training on the presence of hazardous materials specific to their work area, the location of and availability of Material Safety Data Sheets. The JHA will be discussed with all KFATB employees and will include mitigating procedures on how to reduce exposure through good work practices. All employees will review the KFATB Emergency Response Plan, which will provide safety procedures to follow if exposed to chemicals. An outline of employee training requirements is located in the KFATB Operations Guide under Personnel Training, page 22.
C. Contractors The ATBM will ensure that all contract personnel are informed of the presence of hazardous materials in their work area, precautions to lessen the possibility of exposure and the location of the MSDS in the Right to Know station located in the warehouse office.
D. Safety Meetings Safety briefings with employees and contractors are conducted daily during periods of activity and periodically as changes to the project occur or new information or procedures arise. These briefings are documented in the safety briefing binder located in the conference room and in the contractor’s daily diary.
HEARING CONSERVATION
A. Introduction The Klamath Falls Air tanker Base participates in the Fremont / Winema National Forests Hearing Conservation Plan. The Assistant Manager is identified as a participant in the plan.
1. Noise Reduction All employees working on the aircraft ramp or in the retardant plant area during periods of activity must wear hearing protection.
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2. Audiograms Employees identified in the Forests Hearing Conservation Plan will receive annual audiograms.
3. Training All employees in ramp or retardant plant positions receive annual training in the following:
• The effects of noise on hearing, • The purpose of hearing protectors, • The advantages and disadvantages of protectors and their abilities, • Instruction on selection, fitting, use and care of devices.
4. Record Keeping Copies of annual audiometric tests of identified employees will be placed in the employees’ Personnel Folders and maintained for the duration of the employees’ employment.
CONFINED SPACE
A. Introduction The following plan provides employees and contractors with information on requirements, practices and procedures to protect them from the hazards of entry into confined spaces located at the Klamath Falls Airtanker Base.
All employee and project contractors are required, by the Occupational Health and Safety Administration (OSHA) to abide by the guidelines of 29 CFR 1910.146. It is the responsibility of Managers, CORs’, and work supervisors to insure that personnel follow the procedures outlined for the KFATB.
B. Identified Confined Spaces
1. Located in the Retardant Mixing Plant Area. Retardant Tank #1 Capacity 10,000 gallons Retardant Tank #2 Capacity 10,000 gallons Retardant Tank #3 Capacity 10,000 gallons Retardant Tank #4 Capacity 10,000 gallons Water Storage Tank Capacity 20,000 gallons Offload Tank (Plastic) Capacity 7,000 gallons Offload Tank (Metal) Capacity 5,000 gallons
*Note: Retardant tanks 1 through 4 and the metal off-load tank have access plates bolted to both ends. When these plates are removed the tanks are no longer considered non-entry confined spaces.
2. Located at the Wash down Sand-Oil Separator System Sand-Oil Separator Tank (Buried) Capacity 5000 gallons Spill recovery Tank (Buried) Capacity 5000 gallons
All identified confined spaces at the base are non-entry. These locations are clearly marked with signs indicating “Confined Space No Entry”.
C. Confined Space Policy Employees and contractors working at the KFATB will, under no circumstances, enter the above-identified confined spaces. Entry covers will remain locked and will only be opened for visually monitoring the contents of the tanks. Any service work requiring entry into the identified confined spaces will be done so by a licensed, equipped and authorized contracted service.
D. Retardant Tank Entry The exception to this policy will be that when the access panels on both ends of a retardant tank and/or the metal off-load tank are completely removed, workers may enter the tank to perform maintenance on the tanks and
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recirculation system E. Rescue and Emergency Procedure In the event of an accidental entry into a confined space resulting in injury such as a fall, DO NOT enter the confined space to attempt rescue. Call 9-1-1 immediately and initiate emergency response. Indicate the need for confined space extraction equipment. The fire department maintains extraction equipment for confined space emergencies. Direct the responding emergency services to the site. Provide an MSDS for the material in the tanks to rescue crews.
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APPENDIX 6-5
JOB HAZARD ANALYSIS
Prepared by: Don Cavin Date: 06/03/2009
Reviewed by: Date:
Approved by: Date:
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JOB HAZARD ANALYSIS FIXED WING / AIRTANKER BASE KLAMATH FALLS AIRTANKER BASE
U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2010
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
RAMP MANAGER/ GENERAL Trained and authorized personnel only. PARKING TENDER
Aircraft Directing COLLISIONS ESTABLISH POSITIVE COMMUNICATIONS THROUGH RADIO Parking and Clearing OR HAND SIGNALS. • With Aircraft Aircraft, Vehicles, Pedestrian • With Vehicles USE A WINGWALKER IN TIGHT PLACES. Movement • With Ground Equipment • With Personnel KEEP UNAUTHORIZED VEHICLES OFF THE RAMP.
MAINTAIN CONTROL AND SUPERVISION OF VEHICLES AUTHORIZED ON THE RAMP.
USE A SPOTTER WHEN BACKING VEHICLES NEAR AIRCRAFT.
CHOCK VEHICLES PARKED NEAR AIRCRAFT.
LOWER FORKLIFT FORKS WHEN BACKING OR DRIVING.
ONLY TRAINED AND AUTHORIZED PERSONS USE FORKLIFT AROUND AIRCRAFT.
KEEP UNAUTHORIZED PERSONS OFF RAMP.
ALL AUTHORIZED PERSONS ON RAMP UNDER SUPERVISION OR ESCORT.
WEAR HIGH VISIBILITY VEST
KEEP A SAFE DISTANCE FROM MOVING AIRCRAFT.
PROPELLOR STRIKES STAY CLEAR OF PROPS AT ALL TIMES WHETHER TURNING OR NOT. With Personnel DO NOT APPROACH ANY AIRCRAFT UNTIL PROPELLORS HAVE STOPPED MOVING.
WALK AROUND WING NOT UNDER IT IF AT ALL POSSIBLE.
RAMP PERSONNEL SHOULD NEVER MOVE A PROPELLOR.
RAMP MANAGER / BLOWING DEBRIS / KEEP RAMP CLEAN. PARKING TENDER (Cont.) JET BLAST EYE PROTECTION AVAILBALE
EYE WASH STATION AVAILABLE.
LIGHT AIRCRAFT TIED DOWN OR PARKED AWAY FROM OPERATING AREAS.
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
RAMP MNAGER / PARKING PROJECTIONS ON AIRCRAFT WALK AROUND WINGS NOT UNDER THEM IF POSSIBLE. TENDER (CON’T) SURFACES. • Pitot tubes, KEEP A SAFE DISTANCE FROM THE AIRCRAFT WHILE • Flaps WORKING NEAR IT. • Antennas, etc. WARN LOADING HELPERS ABOUT AIRCRAFT HAZARDS
DRIPPING FLUIDS STAY OUT FROM UNDER WINGS AND ENGINES • Fuel WHENEVER POSSIBLE. • Oil WATCH FOR FLUID LEAKS, REPORT LEAKS TO THE PI • Hydraulic fluids
FALLS DON'T RUN ON THE RAMP.
FULL COVERAGE RUBBER SOLED SHOES REQUIRED (TENNIS SHOES)
KEEP RETARDANT AND OIL SPILLS CLEANED UP.
TURBINE NOISE HEARING PROTECTION REQUIRED AROUND TURBINE
OPERATIONS. THIS INCLUDES VISITORS AND
PASSENGERS.
SUN EXPOSURE WEAR A HAT IF NEEDED.
SUNSCREEN IS AVAILABLE USE IF NEEDED.
KEEP WELL HYDRATED AND KEEP WATER AVAILABLE.
AIRCRAFT DEFICIENCES BEFORE CLEARING AIRCRAFT LOOK FOR OPEN HATCHES, LEAKS, OPEN ACCESS PLATES, REMOVE BEFORE FLIGHT BANNERS AND EQUIPMENT COVERS OR PLUGS.
FUEL IGNITIONS /FIRE NO SMOKING ON RAMP.
KNOWLEDGE OF FIRE EXTINGUISHER USE REQUIRED.
EMERGENCY RESPONSE PLAN UPDATED AND REVIEWED WITH ALL EMPLOYEES.
RAMP MANAGER / ALL HAZARDS ASSOCIATED ALL ACTIONS TO ABATE HAZARDS WITH RAMP PARKING TENDER WITH RAMP MANAGEMENT MANAGEMENT AND PARKING. AND PARKING. TRANSPORT AIRCRAFT
PROPELLERS STAY OUT OF PROPELLER AREAS.
ROUTE PASSENGERS AROUND THE WINGS.
NO LOADING OF PASSENGER OR CARGO WITH PROPS TURNING.
NOISE HEARING PROTECTION REQUIRED WHEN NEAR TURBINE OPERATIONS OR RUNNING APU’S
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
RAMP MANAGER / PARKING COLLISIONS KEEP ALL VEHICLES AND PERSONS AWAY FROM TENDER AIRCRAFT UNTIL IT HAS STOPPED TAXIING.
TRANSPORT AIRCRAFT POSITIVE COMMUNICATIONS THROUGH HAND SIGNALS (CON’T) OR RADIO CONTACT.
USE A WINGWALKER WHEN CONDITIONS ARE TIGHT.
PROJECTIONS ON AIRCRAFT WALK AROUND WINGS NOT UNDER THEM IF POSSIBLE. SURFACES..PITOT TUBES FLAPS ..ETC. WARN LOADING HELPERS ABOUT AIRCRAFT HAZARDS
ALL PERSONS ON RAMP UNDER THE DIRECTION OF RAMP MANAGER.
AIRSTAIRS AND DOORS KEEP ALL PERSONNEL WAY FROM DOORWAYS UNTIL THE Opening into personnel STAIRS HAVE FULLY DEPLOYED.
LOW HEADROOM IN CARGO WARN LOADING HELP OF LOW HEADROOM AND CRAMPED AREAS QUARTERS.
LOOSE EQUIPMENT IN ENSURE THAT BOOTS, SHOES, CANTEENS, HARDHATS, AIRCRAFT. ETC ARE INISIDE BAGS AND NOT LOOSE.
FALLS NO RUNNING ON THE RAMP
ROUTE PERSONS AROUND THE AIRTANKER LOADING HOSES
NIGHT OPERATIONS, POOR WEAR REFLECTIVE VEST AND USE LIGHTED WANDS TO VISIBILITY DIRECT AIRCRAFT IN THE EVENING.
TURN ALL RAMP LIGHTS ON IN THE EVENING
PASSENGER LOADING NOISE HEARING PROTECTION FOR ALL PERSONS NEAR OPERATING APU.
DO NOT ALLOW PASSENGERS ON RAMP PRIOR TO ENGINE SHUTDOWN.
AIRCRAFT HAZARD AREAS ALL PASSENGERS AUTHORIZED ON RAMP MUST BE NOT CONFINED TO: UNDER SUPERVISION OR ESCORT. PROPELLERS, GTC'S, JET BLAST AREAS, NO WALKING UNDER WINGS. PROJECTIONS...ETC.
CARGO LOADING SHIFTING LOADS PROPERLY SECURE LOADS USE NETS AND STRAPS.
NO LOOSE EQUIPMENT ON PACKS
SLIVERS AND SMASHED GLOVES AVAILABLE IF NEEDED FINGERS
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
CARGO LOADING (CON’T) BACK INJURY USE PROPER LIFTING TECHNIQUES
BACK SUPPORT BELTS ARE AVAILABLE
VEHICLE COLLISIONS USE A SPOTTER WHEN BACKING.
CHOCK VEHICLES PARKED NEAR AIRCRAFT.
DAMAGE TO AIRCRAFT CONFINE CARGO LOADING ACTIVITIES TO CARGO AREA. EXTERNAL PARTS DON'T WALK OR DRIVE UNDER WINGS UNECESSARILY.
HAZARDOUS MATERIALS ALL TRANSPORT OF HAZARDOUS MATERIALS WILL CONDUCTED AS OUTLINED BY NFES 1068 AVIATION TRANSPORT OF HAZARDOUS MATERIALS GUIDE.
HAZARDOUS MATERIALS WILL ONLY BE LOADED BY PERSONS TRAINED IN AIRCRAFT HAZMAT PROCEDURES.
AIRTANKER L.OADING GENERAL AUTHORIZED AND TRAINED PERSONNEL ONLY.
BACK INJURIES USE PROPER LIFTING TECHNIQUES.
BACK SUPPORT BRACE AVAILABLE
HOSE BREAKS UNDER INSPECT HOSES PERIODICALLY PRESSURE DO NOT PUMP WITH VALVES SHUT.
DO NOT HAMMER VALVES SHUT AGAINST FLOW.
WEAR SAFETY GLASSES
FALLS IN RETARDANT OR WEAR FULL COVERAGE RUBBER SOLED SHOES. OIL. KEEP RETARDANT AND OIL SPILLS CLEANED UP.
DO NOT RUN ON RAMP.
RETARDANT ON PERSONS CLOSE VALVES SECURELY BFORE DISCONNECTING.
EYE WASH AVAILABLE AND SHOWERS AVAILABLE.
WEAR COVERALLS WHEN LOADING RETARDANT.
OIL ON PERSONS DO NOT WALK UNDER THE ENGINES.
DO NOT WALK UNDER WINGS.
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
AIRTANKER LOADING (HOT) SAME AS ABOVE PLUS... ONLY TRAINED AND AUTHORIZED PERSONS.
RUNNING ENGINE STAY AWAY FROM RUNNING ENGINE. PROPELLER KEEP PEOPLE AND VEHICLES AWAY FROM SIDE WITH RUNNING ENGINE.
APU EXHAUST BURNS STAY AWAY FROM APU'S AND HAZARD AREAS.
HEARING DAMAGE HEARING PROTECTION REQUIRED NEAR OPERATIONS
BLOWING DEBRIS KEEP RAMP CLEAN.
EYE PROTECTION AVAILABLE IF NEEDED.
RETARDANT MIXING GENERAL TRAINED AND AUTHORIZED PERSONNEL ONLY
FALLS TAKE CARE WALKING AMONG PIPES AND HOSES.
DO NOT RUN OR JUMP OVER HOSES.
USE CATWALKS WHEN ON TOP OF THE TANKS.
KEEP THE MIXING AREA CLEAN OF SPILLED RETARDANT.
OVERLOADING PAY ATTENTION TO MIX, AND VOLUME PUMPED
DOWNLOAD THE AIRCRAFT ALWAYS IF OVERLOADED.
CHECK WARNING HORN OPERATION PERIODICALLY.
HOSE BREAKAGE UNDER CHECK ALL VALVE POSITIONS OPEN BEFORE PUMPING. PRESSURE INSPECT EQUIPMENT PERIODICALLY
RETARDANT ON PERSONS TAKE CARE WHEN TAKING SAMPLES.
EYEWASH AND SHOWERS AVAILABLE
WEAR COVERALLS IF NEEDED.
AIRCRAFT FUELING GENERAL MONITOR COMMERCIAL FUELING OPERATIONS ENSURE ADHERENCE TO NFPA 407 STANDARDS.
MAINTAIN RADIO CONTACT WITH DISPATCH.
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 1. ABATEMENT ACTION
AIRCRAFT FUELING (CON’T) FUEL IGNITIONS NO SMOKING ON RAMP. CELL PHONE USE AWAY FROM FUELING OPS.
KNOWLEDGE OF FIRE EXTINGUISHERS REQUIRED.
ENSURE PROPER BONDING.
POSITIVE CONTACT WITH DISPATCH TO INITIATE EMERGENCY RESPONSE.
NO RETARDANT OR PASSENGER LOADING WHILE FUELING
AIRCRAFT FUELING (CON’T) FUEL SPILLS CHECK OPERATOR EQUIPMENT FOR LEAKS
STAND-BY FIRE EXTINGUISHERS IN PLACE
EMERGENCY AND RECOVERY PROCEDURES I PLACE
EYEWASH AND SHOWERS IN PLACE
KEEP CONTACT WITH DISPATCH TO ENGAGE EMERGENCY RESPONSE IF NEEDED
HELICOPTER OPERATIONS GENERAL TRAINED AND AUTHORIZED PERSONS ONLY.
NOISE HEARING PROTECTION REQUIRED
DUST AND DEBRIS EYE PPROTECTION RECOMMENDED.
KEEP RAMPS CLEAN
ROTOR STIKES USE PROPER HANDSIGNALS
MAINTAIN POSITIVE COMMUNICATION WITH HELICOPTER
SECURE LOOSE ITEMS ON HELIPORT.
KEEP HEAD DOWN WHEN APPROACHING HELICOPTER
DO NOT APPROACH HELICOPER FROM HIGHER TERRAIN.
STAY COMPLETELY AWAY FROM REAR OF HELICOPTER.
FORKLIFT OPERATIONS GENERAL TRAINED AND AUTHORIZED PERSONNEL ONLY
FALLING LOAD BE SURE LOAD IS SECURE BEFORE MOVING FORKLIFT CARRY LOAD LOW
TIPPING OVER CARRY LOAD LOW
DRIVE ON FLAT SMOOTH SURFACE ONLY.
COLD FUEL BURNS WEAR GLOVES WHILE FUELING
FUEL FIRE NO SMOKING AROUND FORKLIFT AT ANY TIME.
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U.S. Department of Agriculture 1. WORK PROJECT / ACTIVITY 2.LOCATION 3. UNIT Forest Service FIXED WING / AIRTANKER KLAMATH FALLS FREMONT / WINEMA OPERATIONS AIRTANKER BASE NATIONAL FOREST
JOB HAZARD ANALYSIS (JHA) 4. NAME OF ANALYST 5. JOB TITLE 6. DATE REVIEWED References - FSH 6709.11 DON CAVIN ATBM 6/10/2011
7. TASKS / PROCEDURES 8. HAZARDS 9. ABATEMENT ACTIONS
TOOL USE GENERAL TRAINED AND AUTHORIZED PERSONS ONLY.
NOISE WEAR HEARING PROTECTION WHEN USING GRINDER , POWER SAWS OR SANDERS.
DUST WORK IN VENTILATED AREA
USE A DUST MASK WHEN NEEDED.
FLYING DEBRIS WEAR EYE PROTECTION AROUND GRINDER, SAWS, DRILLS,ETC.
SHARP BLADES WEAR GLOVES WHEN USING SHARPENED TOOLS.
KEEP HANDS CLEAR OF SPINNING BLADES ON ANY TOOL.
ELECTRIC SHOCK CHECK CONDITION OF EQUIPMENT BEORE USING.
DO NOT USE POWER EQUIPENT IN WET ENVIRONMENT.
LAWNMOWING / SPILLED FUEL USE A FUNNEL OR POUR SPOUT WEEDEATER USE
FUEL IGNITIONS ALLOW ENGINE TO COOL BEFORE FUELING.
NO SMOKING
NOISE WEAR HEARING PROTECTION
DUST AND DEBRIS WEAR EYE PROTECTION
WEAR COVERALLS
WEAR DUST MASK IF NEEDED.
VEHICLE OPERATIONS GENERAL ONLY AUTHORIZED PERSONNEL WILL OPERATE FOREST SERVICE VEHICLES
MUST POSSESS VALID U.S. GOVERNMENT MOTOR VEHICLE OPERATORS CARD.
MOVING ACCIDENTS ADHERE TO FSH 7109.18 AND CHAPTER 2-1 OF THE HEALTH AND SAFETY CODE HANDBOOK.
FATIGUE STAY WITHIN REGIONAL GUIDELINES FOR REST VS HOURS OF OPERATION.
VEHICLE ROLL AND USE PARKING BRAKE AND CHOCK BLOCKS WHEN COLLISIONS PARKING ON AN INCLINE
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APPENDIX 6-6
AIRBASE SECURITY PLAN A. Policy The City of Klamath Falls Airport Authority oversees general security procedures at the airport through the Airport Security Plan. The airport operates under Federal, State and local rules, procedures and ordinances, including FAA security guidelines and Homeland Security Administration guidelines.
The Klamath Falls Airtanker Base follows Forest Service Manual policy regarding Aviation Facility Security. For security procedures at KFATB refer to the Klamath Falls Interagency Fire Center Facility Security Plan, page 106.
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Klamath Falls Interagency Fire Center Aviation Facility Security Plan
The Klamath Falls Interagency Fire Center (KFIFC) consists of the Klamath Falls Airtanker Base and the Klamath Falls Zone Interagency Dispatch Center. The KFIFC facilities are located within the Operations Area of the City of Klamath Falls airport.
A. Policy The security plan for KFIFC incorporates and ensures compliance with direction from the Klamath Falls Airport Security Plan, Forest Service Aviation Facility Security Policy located in Forest Service Handbook 5709.17 chapter 50, and the Fremont / Winema National Forest Facility Threat Advisory Guidelines.
B. Responsibilities
a. Region Six Aviation Facilities Security Project Manager (AFSPM): The Region Six AFSPM is the focal point to track and document the Regions compliance with Forest Service Aviation Security policy.
b. Site Security Manager: The ATBM is the Aviation Site Security Manager (SSM). The Dispatch Center Manager is the designated alternate. The Site Security Manager is responsible for the maintenance and revision of the security plan, for ensuring that all base personnel are trained in the content and procedures within the plan, for ensuring the maintenance of the facilities physical security measures and for ensuring that in- coming aircraft are met by base personnel.
c. Unit Aviation Officer: The Unit Aviation Officer will insure that Forest Service policies and procedures for aviation security are in place. The UAO will ensure that facility risk assessments and plans are current and in effect and will act as a primary contact point for coordination with the Site Security Manager, SORO or Regional Aviation Group and Law Enforcement Representatives.
d. Employees: Employees are responsible for being familiar with and following the procedures outlined in the security plan. Employees should be aware of potential security compromises and report suspicious activity to the SSM/SSO and/or their supervisors.
C. Contacts: All emergency and non-emergency contact information is located in the Emergency Procedures Contact, page 10.
D. Security Standard Level A risk assessment as required by FSH 5709.16 chapter 50 and is conducted by the SSM, the UAO. Local unit law enforcement has determined the KFIFC facility to be a security standard level II aviation facility. The risk assessment is attached to this plan as appendix 6-6, page 114.
E. Restricted Areas: With the exception of the main visitor parking lot, access to all areas of the KFIFC compound, buildings and aircraft ramps is restricted to authorized persons only.
F. Locally based Aircraft: All aircraft on site are transient in nature. Helicopters are intermittently based at KFATB throughout the fire season. An Air Attack platform is based at KFATB for approximately 100 days during the fire season. Airtankers and other aircraft remain at the base for short periods of time during periods of local fire activity. Aircraft security is the responsibility of the flight crew.
G. Parking Visitor and limited access employee parking is located in the main parking lot outside the perimeter fence. Employees with full access keys may park inside the compound near the warehouse. Agency vehicles that
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remain overnight should be parked inside the fence by the warehouse. H. KFATB Security
a. Fencing The airport operations area and KFIFC compound is located within an eight foot chain link fence with additional three strand barbed wire along the top. The fences are signed by the airport restricting access to “Authorized Personnel Only”.
b. Hazardous Materials There are few hazardous materials kept at the KFATB. They consist mostly of flammable fuels and oils and are in flammable storage cabinets located in the warehouse.
c. Retardant Plant Security: All retardant tank valves and access plates are secured with padlocks. The valves and access plates are kept locked until needed. Keys for the tank locks are in the possession of the ATBM and the retardant crew supervisor.
d. Access Gates There are two designated access points to the KFATB operations area and KFIFC compound. One is through a self-closing walk through gate located at the east end of the main visitor parking area and the other is an electric drive through gate located east of the warehouse. The walk through gate is secured with a coded keypad lock and an electronic key issued to employees by the airport actuates the drive through gate.
e. Access Lighting The compound access points and the doors to the buildings are kept lighted as needed.
f. Monitoring Closed circuit cameras monitor both access gates. Monitors for the cameras are located in the dispatch and airtanker base operations buildings.
I. Employee and Visitor Access Procedures
a. Full Employee Access Full access to the base is restricted to personnel identified as KFIFC employees or critical contract employees by the Site Security Manager. These employees are entered into the Airport Security System and issued control keys to the drive through gate and keypad codes for the walk through gate and buildings. Employees with full access to the base must comply with the Safety and Security Guidelines of the Airport Security Plan as well as the KFATB Security Plan.
b. Limited Access The Site Security Manager or alternate may grant limited access to the facility to personnel who are employed temporarily or intermittently at KFIFC. Limited access consists of the walk through keypad code and keypad code for the building in which they are working.
c. Visitor Access A KFIFC employee having full or limited access must grant access to visitors to the KFIFC facility. Positive visual identification must be made prior to granting access. The employee granting access is responsible for the visitor at all times. J. Keypad Codes Codes on the access gate and building keypads are changed periodically at the discretion of and with concurrence of the Site Security Manager and KFIFC staff. Full-access employees and janitorial services will be notified of the changes when they occur.
K. Aircraft Theft or Hijacking In the event of an aircraft theft or hijacking, alert emergency services by calling 9-911 and relay as much information to the police as possible. Notify the Site Security Manager.
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L. KFIFC Homeland Security Advisory System Response Plan As required by Forest Service policy the following are security procedures to be followed as the Homeland Security Advisory System increases: a. Low Condition (Green) The following protocols and procedures will be in place under threat condition green and under all other threat levels.
• The Site Manager(s) will ensure that assessed security standards are in place and maintained.
• The Site Manager(s) will continue to periodically conduct assessments of the facilities and ensure employees are following protocols in the Regional and Aviation Facility Response plans.
• Employees will be notified of the current threat condition through postings to bulletin boards in the buildings.
• All visitors, public or employee, will be escorted or otherwise under the supervision and responsibility of a KFIFC employee.
• Employees will be vigilant to any unusual items, activities or behaviors and report these to law enforcement or the supervisor.
• Ensure that all doors, windows, gates and access points are locked and secure after hours.
• An emergency contact list will be maintained in each building.
• The current Vulnerability Assessment and Critical Asset Assessment of the facility will be located in the KFATB operations area.
• Information will be forwarded to personnel relative to intelligence received.
b. Guarded Condition (Blue) In addition to the procedures outlined for a Low threat level, the following protocols will be conducted:
• Regular checks of communication equipment will be conducted to ensure their operation.
c. Elevated Condition (Yellow) In addition to the procedures outlined for Low and Guarded threat levels the following protocols will be conducted:
• The Site Manager will access additional security needs based on specific threats or targets.
• The Site Manager will evaluate any pertinent intelligence received with law enforcement if necessary and disseminate any intelligence and security information to representatives.
• All packages and bags may be subject to inspection.
d. High Condition (Orange) In addition to the procedures outlined for a Low, Guarded and Elevated threat level the following protocols will be conducted:
• Security procedures will be reviewed with employees.
• The Site Manager will determine if Homeland Security or Law Enforcement representatives are needed to assess additional base security requirements of the high threat condition.
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• The Site Manager will evaluate whether the base should be closed and if alternate bases should be readied for use.
• An evaluation of the status of agency and contract aircraft will be conducted to confirm crew assignments and responsibilities. • A contingency plan will be prepared to relocate aircraft if necessary.
• KFIFC security codes may be updated at the transition to the high threat condition.
• The KFIFC drive through gate may be deactivated and locked if the Site Manager deems it necessary.
• Contact will be made with Air Traffic Control and the Airport Operations Director to determine if firefighting efforts will be affected.
• All public visitors will be escorted.
• No after hour use of meeting rooms by the public will be allowed.
• Additional patrols of the facilities by Law Enforcement may be requested.
e. Severe Condition (Red) In addition to the procedures outlined for a Low, Guarded, Elevated and High threat levels the following protocols will be conducted:
• Specific direction received from the State / Regional Office through the local line officer will be implemented.
• Employee presence will be reduced to essential personnel only.
• Access to the base will be restricted to assigned personnel only.
• Emergency response personnel may be assigned.
• The Site Managers will consider closing the KFIFC facility if determined necessary according to threat and ability to maintain security.
• Law Enforcement may be obtained for security if necessary to continue operations.
• KFIFC security codes may be updated at the transition to severe.
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Klamath Falls Interagency Fire Center Aviation Facility Security Plan
Attachments
Facility Security, Risk Assessments and Threat Rating
Bomb Threat Call Procedures and Checklist
The Klamath Falls Interagency Fire Center has been determined to be of
“Low Vulnerability”
A copy of the formal assessment and explanations is available in the operations areas.
The document is for “Official Use Only” and is not to be disclosed under the Freedom of Information Act.
Assessment was reviewed and updated May 2011.
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Appendix 6-7
Bomb Threat Call Procedures
RESPONDING TO BOMB THREATS
Procedures in the event of a bomb threat:
Recording a Telephone Bomb Threat:
If you receive a telephone call bomb threat: 1. Behave in a calm and courteous manner. 2. Do not attempt to transfer the call or place the caller on hold. 3. Keep the caller on the line as long as possible. 4. Record every word spoken by the person. Record time of call, sex of caller, speech pattern, and background sounds, etc. 5. Notify the ATBM.
NOTE: A Bomb Threat Checklist provides information to record upon receipt of a bomb threat. A copy should be under or near each telephone.
Bomb Threat Letter
If a written threat is received:
1. After initial opening, do not handle the letter or envelope. Every possible effort must be made to retain evidence such as fingerprints, handwriting or typewriting, paper and postal marks. 2. Notify the ATBM
When a Bomb or Suspicious Package is Discovered
If a suspicious looking package is received or found anywhere in the building:
DO NOT HANDLE. If a package, briefcase, paper bag or other suspicious parcel is noticed, DO NOT TOUCH IT OR OTHERWISE DISTURB IT! Immediately contact the ATBM with the information and clear the area of all personnel, allowing no one to re-enter until the “all clear” signal has been given.
Evacuation
In the event of a bomb threat, the ATBM will determine if a building evacuation is required. The same evacuation procedures for a fire in the building will also apply to a bomb threat situation.
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Appendix 6-8
Fremont-Winema National Forests USDA Forest Service
Emergency Spill Response Plan (Covers Agency and Non-Agency Spill Incidents)
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Recommended by: /s/ Cyrille A. Young 12/18/09 Cyrille Young, Forest Safety Officer Date
Recommended by: /s/ Richard H. Kehr, Jr. 12/16/09 Richard H. Kehr, Jr., REALM Staff Officer Date
Approved by: /s/ J. Rick Newton 1/4/10 Karen Shimamoto, Forest Supervisor Date
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Hazardous Spill Contacts
Report all known or suspected hazardous material spills or discoveries on public lands administered by the Fremont-Winema National Forests to the hazardous Materials Spill On-Scene Coordinator and District Ranger for the Ranger District where the spill has occurred.
Hazardous Material Emergency Notification List (Notification is normally through LIFC or KFIFC)
1. Lakeview Interagency Fire Center (LIFC)………………………..1-541-947-6315
2. Kingsley Interagency Fire Center (KIFC)……………..………….1-541-883-6850
3. On Scene Coordinator – Waiyen “Yogi” Yee……………...……..1-541-891-6977
4. Notify the County in which the spill has occurred 9-1-1
5. Oregon Emergency Response System (OERS) 1-800-452-0311
6. Department of Environmental Quality 1-800-452-0311
7. National Response Center 1-800-424-8802
8. Chemtrec (Chemical Transportation Emergency Center) 1-800-424-9300
9. Oregon Poison Control Center 1-800-222-1222
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Forest Contacts
Name Office Phone Cell
Forest On Scene Coordinator for Hazardous Spills
Waiyen “Yogi” Yee (541) 883-6813 (541) 891-6977
Supervisor’s Office Contacts
Vacant – Safety Officer (541) 947-6170 (541) 219-0754
Rich Kehr – REALM Staff (541) 883-6722 (541) 891-0143
Tom Cottingham – Interagency Hazmat (541) 885-4141 (541) 974-4958 Officer
Kimberly Anderson – Acting Deputy (541) 947-6205 (541) 892-0487 Forest Supervisor
Fred Way – Forest Supervisor (541) 947-6201 (541) 219-0752
Lakeview/Bly Ranger Districts Contact
Al Hahn (541) 947-6328, 353- (541) 219-0476 2427
Silver Lake/Paisley Ranger Districts Contact
Barbara Machado (541) 576-7501, 943- (541) 219-1863 4401
Chemult Ranger District Contact
Acting Ranger (541) 365-7020 (541) 891-3903
Chiloquin Ranger District Contact
Mike Lawrence (541) 783-4020 (541) 788-3428
Klamath Ranger District Contact
Margaret Bailey (541) 885-3406 (541) 274-0226
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PURPOSE
The Fremont-Winema National Forests Emergency Response Plan (Plan) documents the protocol in the event of an incident which may involve a spill, release, or potential spill of a hazardous material, hazardous waste or an oil product (hazmat) that would impact human health, safety, property and the environment.
Forest Service lands and facilities have the potential of being a hazmat incident site from either mismanagement of products, accidental spills or hazmat being introduced into the lands and facilities from non-Forest Service actions. Non-Forest Service incidents may be highway accidents or train derailment on transportation rights-of-way crossing Forest Service land, or the illegal dumping of hazardous waste on Forest Service land. Training and equipping of employees before these incidents or potential releases occur is paramount.
Employee training and hazardous material awareness are vital to the safety of the employees, the public and the environment. Reference: Forest Service Manual 2160; Forest Service Handbook 6709.11, Section 61.11 of the Health and Safety Code Handbook. Appendix D describes required training in more detail.
This Plan will assist with the notification requirements of Forest Service Handbook 6709.12, Safety and Health Program Handbook, Chapter 30, ACCIDENT INVESTIGATION AND REPORTING, Section 32.1, Notification Criteria and Process, Exhibit 4; and Section 32.2, Content of Notification, Item 16.
The Fremont-Winema National Forest intends that this Hazardous Material Spill Contingency Plan be in compliance with appropriate Federal laws. The design of this plan is compatible with all Co-operating Local, State, and Federal agency plans.
Plan Objectives:
The objectives of this plan are:
1. To prevent the contamination of waters and soils within the Fremont- Winema National Forest 2. To reduce human health hazards posed by a hazardous material incident occurring within the jurisdiction of the Fremont-Winema National Forest. 3. To provide a plan for the reporting of Hazmat incidents within the Fremont-Winema National Forest. 4. To provide for safe corrective actions and the containment and cleanup of all accidental or other discharges of hazardous materials that are either on, or threatening, Fremont-Winema National Forest Lands. 5. To set up lines of authority and coordination in the handling of Hazmat spill/discovery incidents. 6. To insure that the most technically qualified personnel are available to aid the On Scene Coordinator in the management of Hazmat spills. 7. To provide accurate and timely information concerning Hazmat incidents
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to the news media, interested public, and Forest Service management. Key Elements
- Hazmat incidents are not like routine calls. Contact Forest Dispatcher, Kingsley (KIFC) or Lakeview (LIFC) Interagency Fire Centers for additional resources.
- Consider all unknown substances as life threatening and manage the incident as such until the materials are identified.
- If the substances are unknown and cannot be identified from a safe distance, secure the area and prevent others from entering.
-If you can detect an odor, you are too close...back off immediately. Other indicators of a hazmat incident include collapsed victims, people running from a hazardous area, flames or smoke, rising sound from a venting safety device, hissing sound, unusual smells, dead wildlife and insects, and dead vegetation.
- Do not attempt to rescue victims if there is a chance that hazardous substances are involved. You can only compound the problem and become part of the incident.
-Do not introduce any ignition sources, such as vehicles (catalytic converters), road flares, open flame or spark, and others.
-The Forest Service role is one of minimizing exposure to our employees, the public and the environment when possible, NOT clean-up. The lead for transportation incidents, such as highway accidents or train derailments, is handled by the agency with jurisdiction, Oregon Department of Transportation or the railroad. Clean-up will be done by professionally trained contractors. When a Forest Service employee discovers an unknown substance, regardless of location, that person will treat the substance as if it were hazardous until identified. This identification must be made by a qualified HAZMAT identification team or person (Local, State, Federal or private). The exception to this is small spills of oil, gas, diesel and known hazardous materials using appropriate personal protective equipment.
-Forest employees may mitigate minor spills as long as they do not exceed the limits of the spill kits immediately available in work vehicles or at District offices. Any employee that may be in place to take action at a spill site must be trained in the proper use of said kits and have attended a minimum of eight hours HazMat awareness training. Forest employees may use absorbent pads and/or booms to contain minor fuel or oil spills that exceed the limits of kits on hand until a qualified contractor is on site to control and mitigate any spill that may occurred.
-By Federal and State law, the party responsible for any spill of a Hazardous Material is responsible for reporting the spill and all clean up and mitigation measures.
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PREVENTION
Prevention of contamination by or spills of, hazardous materials shall receive the same priority as Fire Prevention and Pre-Suppression planning. Most contamination and spills can be prevented through proper planning and awareness.
Projects:
When planning projects, requirements for storage, handling, and use of hazardous substances must be recognized. If Hazardous Substances are to be used on the project, the Project Manager should make sure that the Plan Agreement contains the following information:
1. Responsibility of Contractor to comply with applicable Federal and State Hazardous Material requirements. 2. Establishment of a spill cleanup cache appropriate for the Project, if use and/or handling and storage of Hazardous Materials pose a greater than normal risk to the Project and Forest Service Lands. 3. Assurance that health and safety of all involved in Project will be maintained. All project agreements should include a Spill Contingency plan. In addition, Project Managers shall keep the Zone Spill Coordinator advised of any planned or active projects that involve the storage, handling or use of Hazardous Materials.
The reduction of hazards in the use, handling or storage of Hazardous Materials can be accomplished by redesign of project, or taking additional mitigation measures. Consultation with the Zone Spill Coordinator or Regional HAZMAT Coordinator is recommended when reviewing mitigation measures or alternatives. If a project requires a contractor use and maintain heavy equipment, the project plan should specify sites for equipment fueling, fuel storage, or transportation routes. If other types of Hazardous Materials are to be used (pesticides, herbicides, toxic materials) then specific requirements should be detailed in the Plan. The planning stage provides the most cost and time effective way of preventing Hazardous Material incidents.
When projects are carried out, the project supervisor must see that actions are according to plan. This guarantees that safeguards against contaminant spills can work. The project supervisor should know when potential hazardous materials are scheduled for transport and use. If the plan calls for a specific contractor-fueling site, the project supervisor should be aware of the contractors operating hours. The project supervisor can then make on-site inspections necessary to affirm that project plans are being followed. The project supervisor must also be aware of current conditions that may affect plans.
PROTOCOLS
1. First-on-scene personnel
If a forest contractor causes the spill, by law, the contractor is responsible for notifying the proper Forest Service and other authorities and arranging for clean up and mitigation
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measures. If a Forest employee or equipment causes the spill, the Zone spill coordinator will be contacted immediately.
If a Forest Employee discovers a hazardous material site, such as a clandestine drug lab or dumpsite, they will immediately back away to a safe distance and follow the precautions listed below.
a. If the released or abandoned substances are unknown, or thought to be hazardous, DO NOT APPROACH.
b. Report ALL spills, releases, discharges, or discoveries of abandoned hazardous substances, or oil products and fuels, regardless of amount or location, to the appropriate Forest Dispatcher. If the incident is an accident or emergency event call 911. If Dispatch is not available report incident to Forest On Scene Coordinator or the REALM Staff Officer.
c. Secure the area and seal off access at least one-half mile away. Stay upwind and keep other people upwind. Stay on the scene until relieved by qualified personnel.
d. If you are not sure of the hazards of the substance released, do not attempt containment or identification. Do not contact the substance in any way. You are not required, expected or authorized to do work you are not trained to do. Stay away until it has been positively identified. Safety is the #1 priority.
e. Generally, the first Forest employee at the scene of a spill/discovery will serve as the INCIDENT COMMANDER (IC) until replaced by the On Scene Coordinator. Use the form in Appendix F to document incident.
2. Forest Dispatcher – KIFC or LIFC
a. Receives report of spill from first-on-scene personnel. Initiates an incident report, assigns incident number and records pertinent information such as location, resources threatened, identification of materials involved, times, safe routes for approaching the scene, etc.
b. Notifies the Forest On Scene Coordinator and/or Statewide On-Scene Coordinator (OSC), with the information given by the first-on-scene personnel. Notifies Regional Environmental Engineer if Forest On Scene Coordinator and/or Statewide On-Scene Coordinator are unavailable.
c. Notifies the District Ranger of the incident.
d. Keep accurate records regarding times, personnel, and equipment on initial incident report, and provides the information to follow-up investigators.
e. Coordinates with the Forest OSC. The Forest Dispatcher will dispatch the needed resources, i.e. fire suppression equipment, law enforcement, and equipment and resources as requested.
3. Forest On Scene Coordinator and/or Statewide On Scene Coordinator (OSC)
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Many incidents involve transportation of hazardous materials, such as truck accidents or a train derailment. In these cases the agency with jurisdiction will take on the role of On Scene Coordinator. If the accident occurs on a right-of-way crossing National Forest lands, the forest will coordinate with the assigned OSC for the incident to insure resources are protected or restored. Typically the forest trained OSC will assume the coordination role with the incident OSC.
Incidents for which the forest is often responsible include illegal dump sites, which have hazardous or suspicious substances. The forest OSC will be the lead for responding and arranging cleanup services.
a. Implements the Forest's alert and notification plan by notifying appropriate staff, personnel and agencies.
b. Provides initial coordination of the incident. On incidents that pose immediate threat to public health an incident commander shall be designated. Typically this is the District Fire Management Officer (FMO) or other qualified individual. The Forest or Statewide OSC represents the Hazardous Materials branch under Operations.
c. Makes a determination as to the magnitude of the incident for notification purposes. If the incident is beyond the resources of the FS, the roles and responsibilities will be turned over to EPA and/or the State with FS oversight of natural resources.(See FSM 2160)
d. Notifies the Forest Public Information Specialist of the incident. Coordinates all contacts with the news media through the information specialist.
e. Coordinates the acquisition and supply of human and equipment resources for the incident. Notifies the Forest Service spill control contractor for spills resulting from Forest Service related activities, where needed.
f. Coordinates with the District First Responder personnel, if available, to determine the need for specialists and needed notifications.
g. Works with the District First Responder during all containment and cleanup operations.
h. Responsible for coordinating and documenting cost recovery.
i. Conduct and document After Action Reviews.
4. District First Responder
Often this responsibility is assigned to field going personnel, typically an engine boss or someone else in the fire organization.
a. Coordinates with the Forest OSC.
b. Proceeds to the incident to act as the Incident Commander until officially relieved, then acts as the District Representative.
c. Uses all resources available to identify the released substances, without incurring
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undue risk for personal safety and health. e.g., shipping papers, using binoculars to identify placards, labels, reactions, etc.
d. Conducts a situation size-up for the incident and completes the initial Hazardous Materials Incident Report, Appendix B. Relays the Report information to the Forest Dispatcher.
e. Communicates directly with the Forest OSC for assistance, supplies and information.
f. Requests an on-scene Public Information Specialist if necessary.
g. Maintains on-scene records giving times and events (see Appendix F).
h. Coordinates with local law enforcement authorities to warn downstream and downwind users of health hazards and evacuation if necessary.
i. Completes and transmits the final Report of Release to the Forest-On-Scene Coordinator at the completion of the incident.
5. Public Information Specialist
The Forest-On-Scene Coordinator will notify the public information specialist after the initial response contacts have been made. Together they will prepare a news release detailing such information as: the type of release, how it occurred, USFS response action, staffing and equipment at the scene, expected containment and control time, and health hazards to the public. This last section is very delicate in terms of public apprehension; therefore, the facts about the released substance and its possible health problems must be thoroughly checked with the EPA and public health officials.
The working organization and operations are the same as those for other emergency responses, mainly ICS. Communications are primarily the forest radio network and the commercial telephone system.
MONITORING
The-On-Scene Coordinator shall monitor a spill cleanup operation until hazardous material is removed and resource mitigation work is complete.
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Attachment A
ALERT AND NOTIFICATION STEPS
F ir st P er D so o n n n o e
N t l- o a O t p n- i p S f r ce Fy o n F o a e o r c N er h ot es . ify st F S th Ot o OS e e r Cn c F e Sa u o s nc r re t de e st OF n/ S s Di oe C i sp Cr a t at eot n e ch I hos d f er f r e/t d r i OSo i o n Srt n m c Cat a e i aht t n d e no wS t e dr F ti r n /( da y t o Oo et . i r Sr Oe m e C wSt s ) 145p hCi t a a end O n c Soe d t S Ot / s C aSi o N a Cf tr n ni F et d oe S wh st l / ei Fi a o dS of n r t eri t a d Oe h t s Ss e e o NCt w r S Sac i i t out d s a pi ne t oe t Ot e nr h aS av e w Cc li r i t, Rs e d a oes e n s Rsr O d u wep S D l goi i t C nti s o m ohs t f a ei nr y Cn a ai c 2e n cl n4 o o Et ht p n Rn oe e t a uvr a n r 1ri c g a sr- t e t o8 r i C n0 a o H m0 n n E - ed M 4 t n/ T 2 h ot 4 a R ar - t E Ll 8 t C a E8 a w h n0 t E e g2 1 n F ,i f o - ni o r 8 ef r e 0 R ec 0 e s er - p t m o S 4 e r e 2 n t r 4 t a - p v b 9 e i l r c 3 e s e 0 Q o h 0 u n a f a n o n s e r t r l i e a t s d y p d i . o R t n e i s q o i u b n e i a s l l t i i a n t n E y f n f o r v o i m r r a , o t t n h i m e o e F n n o i t a r f l e t P s h e r t o i O t n S e c C c a i t n d i d e o / n n A o t g r i e t n v n h c o e y l S O v t S a e C t s i e a f w t d e i r e d a m e n s e O d p S n o C e r i c n t e i a s t t s i i a r a o y t n . e i n C s a c a l i n l d e S m e t e n a r t t g . e E e n m e c r y g r e e n s c p y o R n e s s p e b o n y s o e n , e D o u f t t y h P e h o R e n e g f i o o r n a a s l s R i e s s t a p n o c n e s e C o n t r a c t o r s . E x c e p t i o n : P o t e n t i a l l y R e s p o n s i b l e P a r t y i s p r e s e n t a s i n a t a n k e r t r u c k a c c i d e n t . I n c a s e o f i n c i d e n t w i t h i n S t a t e r i g h t - o f - w a y , c o n t a c t D P S D u t y O f f i c e r .
F Appendix B o r Hazardous Materials Incident Report e s
Date t Time Agency Incident Number O District Incident Commander S ReportedC to: District SO
Reportedc by: Name Organization
o
LOCATIONm County p Road # Name Legal T R S ¼ l e from Geographic Landmark Miles N S E W (circle one) (bridge, road junctions, landform) t Streame Name Land Status (Federal, private, etc.)
s
OREGONi Emergency Response System Required: Yes No n Reported to OERS 1-800-452-0311 Date Time c iReport received by
dAssigned Report Number
e
NATIONALn RESPONSE CENTER Required: Yes No t Reported to NRC 1-800-424-8802 Date Time r eReport received by
pAssigned Report Number
o
MATERIALr DISCHARGED Identity or name (if known) t Nature of Incident a Quantity discharged n dDischarge occurred or first observed Date Time
r
RESOURCESe AFFECTED (or potentially affected) c Public Health o Environment Air r d Water
i Soil n Other resources involved g o 146 f
c o s t s f o r r e i m b u r s e m e n t .
HAZARDOUS MATERIALS INCIDENT REPORT (CONTINUED)
Number and type of injured or fatalities
Have evacuations occurred?
DISCHARGER
Name of Discharger
Telephone Number
Address
Other Identification
Cause
Intent and capability regarding containment and cleanup
STATUS OF CONTAINMENT AND CLEANUP
Responsible Agency
On Scene Coordinator
Resources (equipment, supplies, personnel) on scene
Resources ordered
Estimated dollar amount of property damage
Type of assistance you require (air monitoring, emergency response, medical)
Comments
(please attach any additional comments)
SIGNATURE DATE TITLE
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Appendix C Hazardous Material Spill Incident Daily Costs
Note: This is a guide for recording daily costs. Documentation of these costs should be attached. A description of the work performed each day should also be attached.
Unit Date
Incident Name Management Code
Name of Person Reporting
Position
PERSONNEL TOTAL for this date: $______
Hourly Cost Name Title Grade Hours to Government Amount
EQUIPMENT TOTAL for this date: $______
Item Description Unit Rate Basis # Units Rate/Unit Amount
PURCHASES TOTAL for this date: $______
Item Description Requisition Number Amount
TRAVEL TOTAL for this date: $______
AD-616 or SF-1164 submitted for payment? Name If yes, list amount of voucher
CONTRACTORS TOTAL for this date: $______
Were contractor services authorized for this date? If yes, list contractors
Name Address Contract Number
OTHER AGENCY INVOLVEMENT TOTAL for this date: $______
Were other agencies (Federal, State and/or County) working on the site this date?
Name Agreement Number
Appendix D
Employee Training
The Forest Safety Officer will track employee training and certifications.
• Line Officers annually provide hazardous material awareness training for employees. This training shall provide general awareness for employees of what to watch for in the field or office and what to do when encountering unknown or hazardous substances. This training is usually four hours. There are video sessions available to include with broader training programs, such as the June Safety Week.
• First Responder Operations Level - First responders at the operations level are individuals who respond to releases or potential releases of hazardous substances as part of the initial response to the site for the purpose of protecting nearby persons, property, or the environment from the effects of the release. They are trained to respond in a defensive fashion without actually trying to stop the release. Their function is to contain the release from a safe distance, keep it from spreading, and prevent exposures. First responders at the operational level shall have received at least eight hours of training or have had sufficient experience to objectively demonstrate competency as defined in 29CFR1910.120 (q)(6)(ii) First Responders at the Operations Level shall be certified by the forest. Often this responsibility is assigned to field going personnel such as an engine captain or someone else in the fire organization.
• On-Scene Coordinators are required to have “HAZWOPER” training and display the competencies outlined in 29CFR1910.120(q)(6) and be certified. On-Scene Coordinators on the Fremont-Winema will be responsible for obtaining qualified spill cleanup services, primarily contractors. On-Scene Coordinators will not be physically involved with clean up actions.
• Recertification and Continuing Education Requirements for On Scene Coordinators and First Responders at the Operations Level: 29 CFR 1910.120 (q) (8) (i) states that employees “shall receive refresher training of sufficient content and duration to maintain their competencies or shall demonstrate competency in those areas at least yearly.” Section (ii) states that the “employer shall keep a record of the methodology used to demonstrate competency. ”The Fremont-Winema National Forests requirements for recertification are as follows:
• Awareness Training: Refresher training offered annually to employees. This training is also available on line.
• First Responder at the Operations Level: Appropriate refresher training annually or demonstrate competency through incident management. This training is available on line.
• On Scene Coordinator: Eight (8) hour annual refresher training annually or demonstrate competency through incident management. This training is available on line.
• Training Record Keeping: The Forest Safety Program Support Assistant (currently Deanna Murphy) shall keep the Forest record of training qualifications and certification for those who are qualified as On-Scene Coordinators and First Responders Operations Level, and for Hazardous Materials Awareness Training.
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APPENDIX E SPILL CLASSIFICATIONS
The following classifications are for the purpose of reporting and response consistency. They are based in part on Federal classifications for Hazardous Material spills.
Classification of spills will require professional judgment on the part of the Incident Commander. Classifications are to be based on the most current knowledge available and expected changes to the incident based upon past experience. These classifications are not meant to be permanent but will change to reflect changes in available knowledge.
The minor, medium, and major classes are intended to reflect quantity of material only. These classifications are used in conjunction with significant/non-significant qualitative classifications to denote actual or potential public or environmental impact. All spills incidents will be reported to the Oregon Emergency Response System (OERS).
CLASSIFICATIONS: MINOR: Oil: <1,000 gallons on inland waters. <10,000 gallons on coastal waters. Hazardous Materials: MEDIUM: Oil: 1,000 to 10,000 gallons inland. 10,000 to 100,000 gallons coastal. Hazardous Materials: >Federal reportable quantities and not in sound containers MAJOR: Oil: >10,000 gallons inland. >100,000 gallons coastal. Hazardous Materials: >10X Federal reportable quantities and not in sound containers. QUALITATIVE: Significant: Any spill in which there is potential for widespread public concern (including media attention) for health, safety, or the environment. All medium and major spills will be classified as "significant". 150 APPENDIX F HAZARDOUS MATERIALS INCIDENT – VEHICLE CARD (Remember: A hazardous material is any material that can, under certain conditions, create an unreasonable risk to health, safety or property.) Is it an emergency? │ Yes │ No ┌─────────────────▼──────────────────────────────────┐ │Public Health Public Health Not │ │ Threatened Threatened │ │ │ │ ▼ │ Is there resource contamination? │ (Major leak or spill to water, soil, │ or air?) │ │ │ Yes │ No │ ┌──────────────────────────────────────▼────────────────┐ │ │ │ │ │ │ │ │ │ ▼ ▼ ▼ EMERGENCY OR RESOURCE NON-EMERGENCY CONTAMINATION 1. Record Pertinent Information 1. Complete the Hazardous Waste Specified on the Hazardous Incident Worksheet Materials Incident Worksheet Prior to Calling the Following: 2. Call HazMat Coordinator Waiyen “Yogi” Yee – 541-883-6813 (work) 2. First Radio Dispatch, then call 541-891-6977 (cell) Oregon Emergency Response System 541-882-9981 (home) at 1800452-0311 and describe the Alternate: incident. Cyrille Young - 541-947-6170 (work) 541-219-0754 (cell) 3. Call Local Law Enforcement Agency - 911 4. Keep yourself and the Public a safe distance from the site. 5. Call HazMat Coordinator listed under the Non-Emergency column as soon as possible. 151 FIRST RESPONDER - HAZARDOUS MATERIALS INCIDENT WORKSHEET Worksheet completed by: Location of Incident (Examples – Road No., Twn. Rng. Sec., GPS Coord., etc.): Date and time incident was observed: Description of incident (Describe in detail everything you see at the incident site and adjacent to the site and submit any photos if possible. Examples of what to try and report include type of material and extent of spill, relationship of spill to roads and watercourses, and weather conditions and wind direction.): Number and degree of injured or exposed persons: Location and phone number where you can be reached in case additional information is required: 152 AIRTANKER BASE REFERENCE LIBRARY Klamath Falls Airtanker Base has a reference library that includes the following publications: Aviation Fuel Handling Guide #407 Hardcopy available in the operations area. Aviation Life Support Equipment Handbook http://amd.nbc.gov/safety/library/alsehb.pdf Aviation Management, FSM 5700 http://www.fs.fed.us/fire/aviation/av_library/index.html#b Aviation Operations Procedures, DOI Manual http://amd.nbc.gov/library/index.htm 350-354 Aviation Training http://www.iat.gov/ Contract Administration Manual, FSH 6309.11 http://www.fs.fed.us/cgi-bin/Directives/get_dirs/fsh?6309.11! Dispatch Maps Available in the dispatch office. Flight Operations Handbook, FSH 5709.16 http://fsweb.wo.fs.fed.us/directives/fsh/5709.16/ Fremont-Winema Forest Aviation Operations Hardcopy available in the operations area. Plan Health and Safety Code (HSC) (FSH 6709.11) http://fsweb.wo.fs.fed.us/directives/fsh/6709.11/ Interagency Aerial Supervision Guide http://www.fs.fed.us/fire/aviation/av_library/iasg.pdf Interagency Airspace Coordination Guide http://www.fs.fed.us/r6/fire/aviation/airspace/web/guide/index.htm Interagency Airtanker Base Operations Guide http://www.fs.fed.us/fire.aviation/av_lirary/iabog/iabog.pdf Hardcopy available in the operations area. Interagency Aviation Mishap Response Guide http://amd.nbc.gov/safety/library/iamrp.html and Checklist Hardcopy available in the operations area. Interagency Aviation Technical Assistance http://www.nwcg.gov/pms/pubs/pms504.pdf Directory Interagency Aviation Transport of Hazardous http://amd.nbc.gov/safety/library/hazmathb0105.pdf Materials Interagency Helicopter Operations Guide http://www.nifc.gov/PUBLICATIONS/ihog/2009_IHOG.pdf Interagency Retardant Base Planning Guide – http://www.fs.fed.us/fire/contracting/retardant/retardant.htm Fixed and Rotor Wing Interagency Single Engine Airtanker Operations http://www.nwcg.gov/pms/pubs/pms506.pdf Guide Interagency Standards for Fire and Aviation http://www.fs.fed.us/fire/publications/index.html Operations (Redbook) Klamath Falls Airtanker Base Operations Plan http://www.scofmp.org/kfifc/airtank/OpsPlan.pdf Hardcopy available in the operations area Lot Acceptance, Quality Assurance, and Field http://fsweb.mtdc.wo.fs.fed.us/php/library_card.php? Quality Control for Fire Retardant Chemicals p_num=NFES%201245 Hardcopy available in the operations area Military Use Handbook http://www.nifc.gov/nicc/predictive/intelligence/ military/Military_Use_Handbook_2006_2.pdf National Airtanker Contract, Current http://www.fs.fed.us/fire/contracting/airtankers/ airtankers.htm Hardcopy available in the operations area. National Aviation Safety and Management Plan http://www.fs.fed.us/fire/aviation/av_library/ 2011%20National%20Aviation%20Safety%20and%20Management%2 0Plan.pdf National Mobilization Guide http://www.nifc.gov/nicc/mobguide/index.html Hardcopy available in the operations area. National Retardant Contract, Current http://www.fs.fed.us/fire/contracting/retardant/retardant.htm Oregon Department of Forestry Aviation http://www.fs.fed.us/r6/fire/pnwcg/aviation/2008/08MasterAPM- Procedures Manual Edition.pdf Pacific Northwest Aviation Frequency Guide Hardcopy available in the operations area. Pacific Northwest Aviation Plan https://fs.usda.gov/Internet/FSE_DOCUMENTS/stelprdb5291995.pdf Safecom http://www.safecom.gov South Central Oregon Fire Management http://www.scofmp.org/channelplan.pdf Partnership Radio Frequency Guide 153 154