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SARTECH II > DOI OAM A100 Basic Aviation Safety > Flashcards

DOI OAM A100 Basic Aviation Safety Flashcards

1
Q

FAR

A

Federal Aviation Regulations

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2
Q

USDA-FS

A

USDA Forest Service

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3
Q

PASP

A

Project Aviation Safety Plan

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4
Q

DOI

A

Department of Interior

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5
Q

CFR

A

Code of Federal Regulations

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6
Q

What are CFR?

A

Set of permanent rules that lays out how the Executive Branch interprets in the statutes enacted by Congress. In general, Congress gives permission to agencies to interpret the laws that the agencies are entrusted to enforce.

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7
Q

MASP

A

Mission Aviation Safety Plan

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8
Q

Title 14 CFR

A

Aeronautics and Space
- Regulates everything in airspace

Regulated by the Federal Aviation Administration (FAA)

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9
Q

Title 49 CFR

A

Transportation
- HAZMAT
- Incident Reporting

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10
Q

FAA

A

Federal Aviation Administration

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11
Q

What are FARs?

A

Federal Aviation Regulations prescribed by the FAA for governing all aviation activities in the United States.

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12
Q

14 CFR, Part 91

A

General Operating and Flight Rules

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13
Q

14 CFR, Part 91: General Operating and Flight Rules

A

This Part has regulations defined by the U.S. Federal Aviation Administration (FAA) for operations of small non-commercial aircraft within the United States.

These regulations set conditions in which the aircraft may
operate, such as weather. DOI and USDA-FS adhere to
Part 91 for most aircraft operations. All pilots on contract,
and under operational control of the DOI/USDA-FS, operate
under 14 CFR, Part 91.

[Example: per Part 91.119, minimum safe altitudes are
provided.]

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14
Q

14 CFR, Part 135

A

Commuter and On-Demand Operations

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15
Q

14 CFR, Part 135: Commuter and On-Demand
Operations

A

Operators of business aircraft who wish to conduct operations for compensation, or hire, are generally certificated under Part 135 of the FARs. As a certificate- holding entity, the operator must comply with a number of FAA requirements regarding areas such as flight operations, maintenance, and training. DOI and USDA-FS follow the maintenance standards of Part 135. All pilots on contract, and under operational control of the DOI/USDA-FS that carry passengers, operate under Part 91 and Part 135. Under Part 135, there is a higher maintenance standard (i.e. 100-hour inspection—as opposed to Part 91 operation, that has an annual maintenance requirement).

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16
Q

14 CFR, Part 107

A

Remote Pilot Certificate with Small UAS Rating

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17
Q

UAS

A

Unmanned Aircraft Systems

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18
Q

14 CFR, Part 107: Remote Pilot Certificate with Small
UAS Rating

A

Current FAA policy is provided in 14 CFR, Part 91, and Part
107, for Unmanned Aircraft Systems (UAS). Both DOI and
USDA-FS Remote UAS pilots are required to follow these
operational rules.

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19
Q

DOI DMs

A

DOI Department Manuals

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20
Q

DOI OPMs

A

DOI Operational Procedures Memorandum

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21
Q

What are OPMs?

A

OPMs are defined to provide temporary, or interim,
Departmental policy directives issued to permit timely
dissemination of instructional and/or procedural materials to
update, modify, or supplement policy in the DM, such as
use of Unmanned Aircraft Systems (UAS)—350 DM 2.2(A).

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22
Q

What are DMs?

A

DMs chapters provide a general overview of the aviation
program requirements. DM Parts 350 through 353 (Part 354
is reserved) provide management responsibilities, policies,
and procedures for utilizing and operating aircraft within the
DOI. Approval of DMs occur at the Assistant Secretary’s
level.

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23
Q

FSM

A

Forest Service Manual

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24
Q

FSH

A

Forest Service Handbook

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25
Q

What are DOI Department Handbooks?

A

provide detailed procedures and requirements—for policy established in the Departmental Manuals (350 DM 2 §2.2 B).

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26
Q

IAT

A

Interagency Aviation Training

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27
Q

NWCG

A

National Wildfire Coordinating Group

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28
Q

National Agency/Bureau—Aviation Plan

A

Each bureau differs in the way that they provide aviation guidance to their agency—some opt to place the bureau policy in their agency manuals, while others create a National Aviation Plan.

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29
Q

DOI OPM-06—Aviation Management Plans

A

OPM-06 contains the minimum elements for Bureau National
Aviation Management Plans

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30
Q

What is a PASP/MASP ?

A

A Project/Mission Aviation Safety Plan (PASP/MASP) is a written
description of the procedures and methods by which an
organization will conduct safe and efficient aviation operations.
All signed PASPs/MASPs become policy for their specific mission.

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31
Q

Does every mission need an individual PASP/MASP?

A

Yes and No.

For those bureaus that perform similar special use aviation
missions on a recurring or routine basis, the required PASP/MASP
can be rolled into a station/unit aviation plan that is reviewed at
least annually. In this instance, in place of a PASP/MASP, the
bureau must have a documented process to capture the unique
and special circumstances (Examples: dispatch log, passenger
manifest). Project supervisors and management-level project
approvers are responsible for ensuring PASPs/MASPs are
completed. The Project Supervisor should work closely with
aviation managers in preparing these plans. The level at which a
PASP/MASP is approved is based on the risk level as determined
by the written risk assessment/bureau approved SMS (Safety
Management System) within the PASP/MASP.
Project Aviation Safety Plans will include, at minimum, the 14
elements listed in OPM-6, Appendix 2.

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32
Q

How many elements must a PASP/MASP address?

A

The PASP/MASP must address all 14 elements

For example:
“USDA-FS—FSM-5711.1—Mission Aviation Safety Plans
Prior to commencing non-emergency projects/missions involving the use of aircraft, Regional Directors, Area Director, Forest Supervisors, and Station Directors shall develop and document a Mission Aviation Safety Plan (MASP) that includes the 14 Elements of a Mission Aviation Safety Plan.”

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33
Q

What are the Mission Types?

A

Mission Types:
1. Unmanned Systems Aircraft (UAS) missions
2. Point-to-Point missions
3. Special Use missions

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34
Q

What are Point-to-Point missions?

A

Point-to-Point missions are flights that originate at one FAA- designated airport, seaplane base, or permanent helibase (identified in the FAA Airport/Facilities Directory, or FAA Sectional Aeronautical Charts), with the flight route direct to another FAA-designated airport, seaplane base, or permanent helibase.

  • The flight is conducted for the transportation of persons or
    cargo for administrative purposes, only.
  • A Point-to-Point flight is conducted at elevations higher than
    500 feet above ground level (AGL), except for takeoff and
    landing. These types of flights are typically referred to as
    “Administrative Use” flights, which require the aircraft and
    pilot be approved for Point-to-Point flight.
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35
Q

AGL

A

Above Ground Level (AGL)

For example, all Point-to-Point missions must maintain a >500 ft AGL during the flight except during takeoff and landing.

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36
Q

What are “Administrative Use” flights?

A

These are Point-to-Point mission flights that are between two FAA airports or bases and operated by pilots approved for Point-to-Point flights.

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37
Q

What are Special Use missions?

A

Generally, the FAA does not have pilot qualification standards,
regulate, or have oversight for Special Use missions/flights.
Examples of some Special Use missions:
* Low level flight (within 500’ of the surface)
* Mountain flying (helicopter)
* Resource reconnaissance
* Fire reconnaissance
* Short-Haul (helicopter)
* Rappel (helicopter)
* Single-skid, Toe-in, and Hover Exit/Entry Procedures
(STEP) Operations (helicopter)
* External load-short line ~50’ (helicopter)
* External load-longline >50’ (helicopter)
* Offshore platform landings (helicopter)
* Vessel landings
* Wheel operations on unprepared landing areas (airplane)
* Aerial capture, eradication, tagging and animals (ACETA)
* Aerial Ignition (PSD, Helitorch, UAS)
* Aerial Supervision (Lead plane, ATGS)

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38
Q

What do Special Use Mission flights not include?

A

Do not include the Point-to-Point transport of passengers and cargo

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39
Q

IALSE

A

Interagency Life Support Equipment

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40
Q

ATGS

A

Air Tactical Group Supervisor

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41
Q

What is required PPE for Special Use missions ?

A

PPE can include:
* Flight helmet
* Fire resistant clothing
* FRC gloves
* Leather or approved boots

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42
Q
  1. Project/Mission Name and Objectives
A

a brief description of
the planned mission objectives is stated.
* Are the mission objectives attainable?

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43
Q
  1. Justification
A

The PASP/MASP will cover Justification for the flight/mission by
indicating why the project will require the use of an aircraft in
Special Use flight conditions/environments—and list the most
practical alternative for completion of the project.
* Are you using the right tool(s) for the job?
(via ground, type of aircraft—helicopter or fixed-wing, or
both—make, model)
* Is there a better way to complete this project?

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44
Q
  1. Project/Mission Dates
A

The beginning and end Project Dates are to be defined in the
PASP/MASP, but they may be approximate if the exact dates of
the flight are not yet known at the time the PASP/MASP is created.

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45
Q
  1. Location
A

A descriptive Location must be defined in the PASP/MASP —and
a location and hazard map are also required that clearly shows the
area where the flights will occur, for the pilot and crew, for location
familiarization. See #10 Aerial Hazard Analysis element below for
a map.
This section may provide latitude/longitude, driving directions,
staging areas, airport, helibase, helispot, and fueling locations, etc.

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46
Q
  1. Projected Cost of Aviation Resources
A

The Projected Cost of Aviation Resources must be defined in
the PASP/MASP, by entering information such as:
* Cost code(s)
* Projected flight hours cost
* Projected miscellaneous expenses (e.g. overnight charges,
service truck mileage, etc.)
* Total cost of the aviation portion of the project

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47
Q
  1. Aircraft
A

If known, identify the following Aircraft information:
* Vendor or Aircraft Registration Number
* Aircraft Type
* Aircraft Registration (Data) Card Expiration Date
* Mission Types for which the aircraft is approved

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48
Q

Fleet aircraft

A

Owned/leased by the Bureau/Agency. These
aircraft are more economical to operate than the vendor aircraft

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49
Q

ARA

A

Aircraft Rental Agreements

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50
Q

OC/CWN

A

On-Call/Call-When-Needed

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51
Q
  1. Pilot(s)
A

he Pilot(s) should be identified/named in the
PASP/MASP, along with the following information on the Pilot(s):
* Types of aircraft in which the Pilot is qualified
* Types of missions for which the Pilot is qualified
* Pilot Card expiration date

52
Q
  1. Participants/Supervision
A

The USDA-FS (element # 1) and DOI (element # 8) have different
wording, for this combined element of the PASP/MASP, for the
purpose of the A-100 course.
The PASP/MASP must include a list of the following participants
and their associated, pertinent information:
* Identify the qualified Project Aviation Manager
(Supervision—USDA-FS)
* All individuals/participants involved in the flight
* Individuals’ project responsibilities
* IAT positions/qualifications, per IAT Position Requirements
Matrix—see IAT Guide and OPM-04.
[Helicopter Manager–Resource, Helicopter Flight Manager
(DOI), Passenger, Fixed-Wing Flight Manager, etc.]
* Dates of last aviation training

53
Q

Aircrew Member

A

“Personnel (not pilot/passenger)
required to either be on board the aircraft/or attend to the
loading and unloading of passengers and cargo at all
landing and takeoffs and ensure that passengers have
received a safety briefing prior to all missions. In addition,
they perform an active mission function during a flight to
ensure the successful outcome of the mission.”
(Reference: OPM-04, IAT Guide)

54
Q

Passenger

A

Any person aboard an aircraft who does not
perform the function of a flight crew member or an aircrew
member. (References: DOI 350 DM1 and NWCG Glossary)

55
Q
  1. Communication Plan—Flight Following and
    Emergency Search and Rescue
A

Mishap Response Plan
Even with proper planning, aviation mishaps can still occur. It is a
requirement that agencies/bureaus develop a written Mishap
Response Plan, that serves several purposes and should include
the following information:
* It must be specific to the flight/location
* It should expedite Search and Rescue (SAR) activities, in
the event of a mishap
* It should serve as a planning tool
* It must be validated annually
Confirm that a copy of the Mishap Response Plan is in place
before your flight and filed with the following entities:
* Dispatch
* Flight Follower
* Your Base of Operations

56
Q

Mishap Response Plan

A

Mishap
Response Plan, that serves several purposes and should include
the following information:
* It must be specific to the flight/location
* It should expedite Search and Rescue (SAR) activities, in
the event of a mishap
* It should serve as a planning tool
* It must be validated annually
Confirm that a copy of the Mishap Response Plan is in place
before your flight and filed with the following entities:
* Dispatch
* Flight Follower
* Your Base of Operations

57
Q
  1. Aerial Hazard Analysis
A

Prior to flight, an Aerial Hazard Analysis must be completed with
an attached Aerial Hazard Map.
Prior to any project flight(s), the following shall be accomplished:
* Provide a briefing and a copy of the aerial hazards map to
the pilot
* Flights made in confined areas (e.g. deep, narrow canyons)
require that a prior ground and/or aerial survey of hazards
has been conducted
* Planning concerning any Temporary Flight Restrictions
(TFRs) and coordination with the Federal Aviation
Administration (FAA)—and if appropriate, military authorities

58
Q
  1. Protective Clothing and Equipment
A

Prior to flight, identify the Personal Protective Equipment (PPE)
—protective equipment and clothing—required for each, operation.
Survival equipment (e.g., extra water, flotation devices, sleeping
bags, etc.), beyond the normal PPE requirements, may also be
required.

59
Q
  1. Weight and Balance/Load Calculations
A

The Pilot(s) is responsible for completing accurate Weight
and Balance and Load Calculations for the planned flight.
* The helicopter or fixed-wing Manager shall ensure that
Manifests and Weight and Balance load calculations are
completed daily and notated properly, as appropriate, per
the contract and the Federal Aviation Regulations
operations specifications.
* Trained aviation personnel shall ensure that aircraft
scheduled are capable of performing the mission(s) safely
and within the capability of the type of aircraft selected.
Prior to placing cargo on the aircraft, it should be weighed and
labeled. Cargo compartments are limited to the weights specified
by the compartment placards.1

60
Q
  1. Risk/Hazard Assessment/
    Safety Management System (SMS)
A

The USDA-FS and DOI have different wording for this element of
the PASP/MASP —however, the wording has been combined for
the
A-100 course.
Risk/Hazard Assessments can be effectively performed utilizing
tools listed in the NWCG Standards for Helicopter Operations
(NSHO) and/or agency/bureau-approved Safety Management
Systems (SMS).
Risk Assessment Tools and Methods
Complete a Risk/Hazard Assessment that identifies hazards
associated with the operation and the mitigations and controls put
in place to reduce or eliminate them. The tools and process for
completing this assessment are found in:
IAT Library—Handbooks, Guides, Standards & Booklets
(https://www.iat.gov/library.asp)
 NWCG Standards for Helicopter Operations (NSHO)
 Incident Response Pocket Guide—PMS461/NFES 001077
 Interagency Standards for Fire and Fire Aviation
Operations—NFES 2724 (Red Book)

61
Q

SMS

A

Safety Management System

62
Q

Risk Management Principles

A

Risk Management Principles include:
1. Accept no unnecessary risk
2. Make risk decisions at the right level
3. Accept risks when benefits outweigh the costs
4. Integrate risk management throughout the mission, from start to finish

63
Q

Principle 1. Accept no unnecessary risk

A

The most logical choices for accomplishing a mission are those
that meet all the mission requirements while exposing personnel
and resources to the lowest possible risk.
Examples of unnecessary risk include:
 Conducting a mission for which you are not qualified
 Flying lower than necessary to complete the mission
 Visual Flight transitioning into Instrument conditions, with
neither the skill, qualifications, or equipment required for
safe flight
 Flying in marginal weather conditions
 Deviation from the Flight Plan with no communication or
Flight Following capability
 Flying with inadequate, or no PPE, or survival gear for the
mission

64
Q

Principle 2. Make risk decisions at the appropriate level

A

Anyone can make a risk decision. However, the appropriate
decision-maker is the person who can allocate the resources to
reduce or eliminate the risk and implement controls. The
decision-maker must be authorized to accept levels of risk
typical of the planned operation (i.e., loss of operational
effectiveness, normal wear-and-tear on materiel). They should
elevate decisions to the next level in the chain of management
upon determining that those controls available to them will not
reduce residual risk to an acceptable level.

65
Q

Principle 3. Accept risk when benefits outweigh the costs

A

All identified benefits should be compared against all identified
costs. Even high-risk endeavors may be undertaken when there
is clear knowledge that the sum of the benefits exceeds the sum
of the costs. Balancing costs and benefits are a subjective
process, and ultimately the balance may have to be arbitrarily
determined by the appropriate decision-maker.
Examples of weighing risks versus benefits for a flight:
 Unscheduled off-airport landing to have lunch
 Departing in marginal conditions
Example of an aircraft accident that occurr

66
Q

Principle 4. Integrate risk management throughout the mission, from
start-to-finish

A

The Risk management process is a continuous loop, not a one-
time event. Risks are more easily assessed and manage in the
planning stages of an operation. The later changes are made in
the process of planning and executing an operation,

66
Q

Five process steps of Operational Risk Management?

A

IAMIS
1. Identify the Hazards
2. Assess the Risks
3. Develop Controls and Make Decisions
4. Implement the Controls Defined
5. Supervise and Evaluate the Controls in Place

67
Q

IAMIS

A

Identify, Assess, Make Decisions, Implement Controls, Supervise the Controls

IAMIS
1. Identify the Hazards
2. Assess the Risks
3. Develop Controls and Make Decisions
4. Implement the Controls Defined
5. Supervise and Evaluate the Controls in Place

68
Q
  1. Signatures
A

The USDA-FS and DOI identify the signature element separately,
based on policy.
Completed PASPs/MASPs require Signatures approval by a Line
Manager, Regional Aviation Officer—or an alternative, appropriate
level of Signature approval, based on the risk assessment, or
other bureau requirements.

69
Q

OAS-103

A

Five Steps to a Safe Flight (orange card)

70
Q

OAS-161

A

12 Standard Aviation Questions that Shout
“Watch Out!” (blue card)

71
Q

Five Steps to a Safe Flight (orange card)

A

Five Steps to a Safe Flight (orange card):
1. Pilot / Aircraft Data Card – approved and current
2. Flight Plan / Flight Following Initiated
3. PPE in Use When Required
4. Pilot Briefed on Mission and Flight Hazards
5. Crew and Passenger Briefing

72
Q

OAS

A

Office of Aviation Safety

73
Q
  1. Pilot / Aircraft Data Card – approved and current
A

It is your obligation to see the Pilot Qualification Card and
Aircraft Data Card (and mechanic and fuel truck card, if
applicable) prior to the mission and confirm the information
meets the mission requirements and is in alignment with the
Project/Mission Aviation Safety Plan (PASP/MASP).
 Pilot Qualification Card (Approved & Current)—the
following items are to be identified by an aircrew member:
* Pilot Name and ask for photo I.D.
* Authorized Aircraft or UAS the Pilot is qualified to fly
* Company Name
* Approved/Authorized Missions
* Expiration Date

 Aircraft Data Card—(Approved & Current)—the following
items are to be identified by an aircrew member:
* Operator Name
* Expiration Date
* Registration Number (tail number)
* Make, Model, and Series
* Authorized Uses

Fuel Service Vehicle Data Card—(Approved &
Current)—will only be issued where the vendor is required
to provide a fueling vehicle. The following items are to be
identified by an aircrew member, on a fuel service vehicle
data card:
* Company Name
* License Number
* Expiration Date

74
Q

Step 2—Flight Plan/Flight Following Initiated

A

Confirm someone knows your location and your flight route
—and that person is committed to Flight Following your route
during the mission/flight planned.
 Flight Plan
In the United States, pilots should operate within the U. S.
federal aviation authority, by filing a Flight Plan with the
Federal Aviation Administration (FAA). All Flight Plans shall
be filed prior to takeoff, when possible.
The Agency/Bureau-approved Flight Plan may be used to
accommodate specialized bureau missions. The bureau-
approved Flight Plan can also be provided to the Flight
Follower, or Dispatch Center, prior to departure with the
aircraft planned route or flight path. As a minimum—route
of flight, estimated time of arrival (ETA), how an aircraft will
be tracked during flight, and response procedures should
the aircraft experience a mishap or fail to check-in—must
be specified.

75
Q

Why is Flight Following important?

A

A written Flight Plan, with no Flight Following, dramatically
increases the response time for Search and Rescue (SAR) efforts. It may require more than 5 hours for individuals to check and confirm there is a missing aircraft. Deviation from a Flight Plan only complicates the potential of locating a downed aircraft. By the time SAR efforts locate the aircraft and arrive on scene, an average time of 37 hours has passed.

76
Q

How does Flight Following work?

A

Aircraft flight activities are monitored, in accordance with DOI/bureau and USDA-FS policies, by utilizing the Flight Following tracking method. This may be accomplished from a Dispatch Center, or at a remote location, to monitor a flight and initiate an aircraft mishap emergency response, if needed.

The Agency/Bureau requires position reporting to not exceed 1-hour intervals, under normal circumstances. Local minimums may be more restrictive, requiring position reporting every 15 minutes (e.g. Fire missions, etc.)

As a minimum, an approved Flight Following program must specify actions to be taken (i.e. notify the FAA) in the event of an overdue or missing aircraft. Position reports resulting from the use of an approved Flight Following program must be documented by the receiving office and provide enough information to enable easy location of an overdue or missing aircraft.

77
Q

AFF

A

Automated Flight Following (AFF)

78
Q

ELT

A

Emergency Locator Transmission

79
Q

How does AFF work?

A

An agency-owned aircraft, and most contracted aircraft, are
equipped with satellite-based aircraft tracking hardware
compatible with the government’s Automated Flight
Following (AFF) equipment. As an online, government
application, AFF automatically tracks the location and
velocity of specially-equipped aircraft and mobile assets
and provides this information in near-real-time to
Dispatchers, Aviation Managers, and other authorized
users. The AFF system complements the Emergency
Locator Transmission (ELT) system in that it may provide
the only indication of a mishap if the ELT fails to function on
impact.

80
Q

LKP

A

Last Known Position

81
Q

Average time from LKP to rescue?

A

Average is 31 hours, so this could be several hours up to 4 days

82
Q

IFR

A

Instrument Flight Rules

83
Q

VFR

A

Visual Flight Rules

84
Q

AFRCC

A

Air Force Rescue Coordination Center

Manages all Federal SAR for in-land operations at Scott Air Force Base, Illinois.

85
Q

What happens when a plane is missing or late?

A

There are many organizations and volunteers associated with Search and Rescue (SAR), but the Federal Government assumes overall responsibility. The National SAR plan designates the U.S. Coast Guard as responsible for maritime SAR and the U.S. Air Force for inland SAR.

All SAR activities in the contiguous 48 states are coordinated through the full-time Air Force Rescue Coordination Center (AFRCC) at Scott Air Force Base, Illinois. When a call on a missing or overdue aircraft is received by the Center, the National SAR Plan is activated.

86
Q

Why is a functioning ELT critical to rescue?

A

It is very important to ensure that your aircraft’s electronic locator transmitter (ELT) is in good operating condition. The average time required to find a downed aircraft with a functioning ELT is 6.8 hours. Compare that time to 40.7 hours without an operating ELT and the benefits of properly maintaining emergency equipment become obvious.

87
Q

When does probability of death from serious injury increase?

A

It increases dramatically after 24 hours – therefore ensuring that SAR can locate and rescue in the first 24 hours is critical

88
Q

FOB

A

Fuel on Board

Expressed as Hours : Minutes

89
Q

ETE

A

Estimated Time Enroute

90
Q

ETA

A

Estimated Time of Arrival

91
Q

Importance of flight helmets?

A

According to the FAA, for general aviation flights, a flight
helmet and seatbelt could save 60 percent of the lives
involved in an aircraft accident.

92
Q

Self inflating or water-inflating PFDs?

A

PFDs equipped with an automatic (water-activated) inflation
mechanism are prohibited.

93
Q

What are requirements for ELTs?

A

ELTs must be properly installed in all DOI/USDA-FS airplanes
owned or operated on DOI/USDA-FS contracts. All DOI-owned or operated helicopters must, as a minimum, be equipped with 121.5 MHz ELT, which can be activated by a switch in the cockpit, in compliance with TSO-91a. Aircraft performing “extended overwater” missions are additionally required to have a survival-type ELT (ELT/S) attached to their life raft, meeting the requirements of 14 CFR 135.167 and 135.168. The ELT installation must be in accordance with the manufacturer’s
instructions and applicable TSOs.

94
Q

How ELTs work?

A

The ELT signal (406 MHz) travels via satellite (COSPAS-
SARSAT) to a ground receiving station (Local User Terminal (LUT), and it is passed on to the US Mission Control Center (USMCC) and is then sent to the land or sea Rescue Coordination Center (RCC). Search and Rescue efforts are then initiated. The ELT signal can be audibly monitored on the International Air Distress frequency 121.5MHz, commonly referred to as “Guard”.

95
Q

COSPAS-SARSAT

A

The International Cospas-Sarsat Programme is a satellite-aided search and rescue (SAR) initiative. It is organized as a treaty-based, nonprofit, intergovernmental, humanitarian cooperative of 45 nations and agencies (see infobox). It is dedicated to detecting and locating emergency locator radio beacons activated by persons, aircraft or vessels in distress, and forwarding this alert information to authorities that can take action for rescue. Member countries support the distribution of distress alerts using a constellation of around 65 satellites orbiting the Earth which carry transponders and signal processors capable of locating an emergency beacon anywhere on Earth transmitting on the Cospas-Sarsat frequency of 406 MHz.

Wikipedia

96
Q

What does COSPAS-SARSAT mean?

A

The term Cospas-Sarsat derives from COSPAS (КОСПАС), an acronym from the transliterated Russian “Космическая Система Поиска Аварийных Судов” (Latin script: “Cosmicheskaya Sistema Poiska Avariynyh Sudov”), meaning “Space System for the Search of Vessels in Distress”, and SARSAT, an acronym for “Search And Rescue Satellite-Aided Tracking”.

97
Q

Position device for air?

A

Emergency Locator Transmitter (ELT)

98
Q

Position device for sea?

A

Emergency Position-Indicating Radio Beacon (EPIRB)

99
Q

Position device for land?

A

Personal Locator Beacon (PLB)

100
Q

LUT

A

Local User Terminal (LUT)

101
Q

USMCC

A

US Mission Control Center

102
Q

MCC

A

Mission Control Center

103
Q

RCC

A

Rescue Coordination Center

104
Q

How does a personal locator beacon work?

A

From Wikipedia based on informatics:
1. Distress radio-beacons to be activated in a life-threatening emergency
2. SAR signal repeaters (SARR) and SAR signal processors (SARP) aboard satellites
3. Satellite downlink receiving and signal processing ground stations called LUTs (local user terminals)
4. Mission control centres (MCCs) that distribute to rescue coordination centres distress alert data (particularly beacon location data) generated by the LUTs
5. Rescue coordination centres (RCCs) that facilitate coordination of the SAR agency and personnel response to a distress situation.

105
Q

LEO satellites

A

Low Earth Orbit satellites

Satellites in medium Earth orbit (MEO) and low Earth orbit (LEO) are often deployed in satellite constellations, because the coverage area provided by a single satellite only covers a small area that moves as the satellite travels at the high angular velocity needed to maintain its orbit. Many MEO or LEO satellites are needed to maintain continuous coverage over an area. This contrasts with geostationary satellites, where a single satellite, at a much higher altitude and moving at the same angular velocity as the rotation of the Earth’s surface, provides permanent coverage over a large area.

Examples of satellite constellations include the Global Positioning System (GPS), Galileo and GLONASS constellations for navigation and geodesy in MEO, the Iridium and Globalstar satellite telephony services and Orbcomm messaging service in LEO, the Disaster Monitoring Constellation and RapidEye for remote sensing in Sun-synchronous LEO, Russian Molniya and Tundra communications constellations in highly elliptic orbit, and satellite broadband constellations, under construction from Starlink and OneWeb in LEO, and operational from O3b in MEO.

106
Q

GEO satellites

A

A geosynchronous satellite is a satellite in geosynchronous orbit, with an orbital period the same as the Earth’s rotation period. Such a satellite returns to the same position in the sky after each sidereal day, and over the course of a day traces out a path in the sky that is typically some form of analemma. A special case of geosynchronous satellite is the geostationary satellite, which has a geostationary orbit – a circular geosynchronous orbit directly above the Earth’s equator. Another type of geosynchronous orbit used by satellites is the Tundra elliptical orbit.

Geostationary satellites have the unique property of remaining permanently fixed in exactly the same position in the sky as viewed from any fixed location on Earth, meaning that ground-based antennas do not need to track them but can remain fixed in one direction. Such satellites are often used for communication purposes; a geosynchronous network is a communication network based on communication with or through geosynchronous satellites.

A geostationary orbit, also referred to as a geosynchronous equatorial orbit[a] (GEO), is a circular geosynchronous orbit 35,786 km (22,236 mi) in altitude above Earth’s equator, 42,164 km (26,199 mi) in radius from Earth’s center, and following the direction of Earth’s rotation.

An object in such an orbit has an orbital period equal to Earth’s rotational period, one sidereal day, and so to ground observers it appears motionless, in a fixed position in the sky. The concept of a geostationary orbit was popularised by the science fiction writer Arthur C. Clarke in the 1940s as a way to revolutionise telecommunications, and the first satellite to be placed in this kind of orbit was launched in 1963.

Communications satellites are often placed in a geostationary orbit so that Earth-based satellite antennas do not have to rotate to track them but can be pointed permanently at the position in the sky where the satellites are located. Weather satellites are also placed in this orbit for real-time monitoring and data collection, and navigation satellites to provide a known calibration point and enhance GPS accuracy.

107
Q

SARSAT

A

Search and Rescue Satellite Aided Tracking

108
Q

IERCC

A

International Emergency Response Coordination Center

Uses IRIDIUM satellite networks and is owned by GARMIN

Requires a monthly fee for the SAR capabilities to be active

109
Q

Step 5.—Fuel & Electrical Shut-off

A

Knowing how to shut-off the Electrical (Battery) and the Fuel
switches in the proper order may prevent a post-crash fire.

110
Q

“Turn Down”

A

A “turn down” is a situation where an individual has determined they cannot undertake an assignment as given and is unable to negotiate an alternative solution. The turn down of an assignment must be based on assessment of risks and the ability of the individual or organization to control or mitigate those risks.

Individuals may turn down a mission when:
* There is a violation of regulations aviation policy, or safe
aviation practices
* Aircraft capabilities: performance and/or limitations
* Defective, or inappropriate equipment is being used
* Pilot and/or Aircrew lack the necessary, training,
qualifications, or experience
* Airspace congestion, or inadequate management
* Environmental conditions make the work unsafe
* Communication issue

111
Q

OAS-161—Twelve Standard Aviation Questions That
Shout “Watch Out!” (blue card)

A
112
Q

CRM

A

Crew Resource Management

113
Q

Airworthy

A

The term “airworthy” means that the aircraft and its component parts meet the aircraft’s type design, or is in an approved altered configuration, and is in a condition for safe operation.

114
Q

Pre-flight assessment

A

The visual aircraft pre-flight assessment is an important step in
discovering and mitigating potential aircraft flight hazards. During the pre-flight assessment, the Pilot should be provided
uninterrupted time to complete the inspection. The purpose of the pre-flight assessment is to ensure that the aircraft meets regulatory airworthiness standards and is in a safe mechanical condition prior to flight.

Includes: Paperwork and Pre-Flight Physical Inspection

115
Q

Duty Hours

A

DOI and USDA-FS have strict rules on Pilot Duty and Flight Hours. As an aircrew member, you are responsible for ensuring that the pilot does not exceed duty limitations hours.

116
Q

Flight Operation

A

Vendor flight operations are defined as 30 minutes before the
official sunrise, through the day, until 30 minutes after the official sunset. Vendor flight operations are defined in DOI/USDA-FS contracts.
Fleet flight operations are prohibited during civil twilight unless
authorized. “Civil twilight is the period after sunset, or before sunrise, ending or beginning when the sun is about 6 degrees below the horizon and during which on clear days there is enough light for ordinary outdoor occupations.”
(as published in the Air Almanac, converted to local time)

117
Q

What is CRM?

A

“Crew Resource Management (CRM): is the effective use of all
available resources: human, hardware, and information…to safelyaccomplish the mission of flight.”

118
Q

Why was CRM developed?

A

History: Crew Resource Management was developed due to
several deadly accidents in the 1970s, including the collision of two 747s that took the lives of 583 people. NASA organized a
conference to study the cause of aviation accidents. Following the 1979 conference, United Airlines was the first major air carrier to implement Crew Resource Management (CRM) training.
The purpose of CRM is to reduce the number of mishaps through better crew coordination by focusing on: situational awareness, communication skills and assertiveness, teamwork and leadership, task allocation, adaptability, and decision-making based mission analysis—within a framework of Standard Operating Procedures (SOPs).

119
Q

Indicators of Effective Crew Resource Management (CRM)

A
  • Everyone is involved in flight planning
  • SOPs/Policy are followed
  • Open communication
  • Thorough briefings
  • Everyone knows their roles/responsibilities
  • Tunnel vision is recognized
  • Focused on mission
  • Hazardous attitudes are recognized and mitigated
  • Continuous risk management
    Effective CRM is also being “ahead of the curve”—thinking about
    the next move while doing what needs to be accomplished now.
120
Q

Personal Survival Kit

A

Assume you will only get out of the aircraft with what you are
carrying on your body. Ensure your Personal Survival Kit is
adequate to survive in the environment you will be flying over. At a
minimum, each person should carry, on their person, the following,
to maximize their chances of survival:
* Fire starter (can be two boxes of matches in waterproof
containers, “metal match”, etc.)
* Laser rescue light, or key chain LED light
* Tactical flashlight with strobe feature
* Signal mirror
* Whistle
* Knife, or tool containing a knife blade
* Water purification tablets
* Sealing clear plastic bags
* Personal Locator Beacon (PLB)
* 360/720/760 channel VHF-AM radio transceiver, or satellite
telephone
* Cell phone

121
Q

Consider unlatching the the exit door in a ditch?

A

As always, check with your Pilot for procedures, however,
most light aircraft call for unlatching the door in the event of
an emergency landing, or ditching.
Two principle reasons:
* Unlatching the door aids in egress from the aircraft—
which can be difficult with a jammed door.
* Unlatching the door allows better energy absorption
of the front part of the fuselage, by permitting the
aircraft to crumple better.

122
Q

Behaviors for After the Aircraft Accident ?

A
  • Positive Mental Attitude—odds of survival increase when
    survivors choose not to lose hope. Survivors need to
    engage their brains in the survival process. Fear is a normal
    reaction to the unknown. Fear has a direct bearing on the
    way we behave—and if not overcome—it can manifest itself
    as our greatest obstacle to survival.
  • Positive communication among the survivors—helps
    maintain a positive attitude.
  • You may have to become the leader—by lending moral
    support to injured, or discouraged, fellow survivors.
  • Attending to essential needs—such as building shelter
    and a fire, helps keep your mind on positive goals.
123
Q

AAR

A

After Action Review

Subjects discussed or mentioned during an AAR may include the
following:
* Technical performance
* Techniques used
* Planning
* Communication of directions, events, changes
* Perception of events
* Communication
* Environmental problems
* Stress impacts
* Fatigue impacts
* Questions and answers
* Adapting
* Equipment performance
* Lessons learned
* Procedures adherence
* Environmental attributes or changes
* Coordination
* Attitude impacts
* Safety concerns
* Roles and Responsibilities
* Environmental indicators
* Organizational issues or cultural problems

124
Q

AMIS

A

Aviation Mishap Information System

Requirements for aviation mishap reporting for the
Department of the Interior agencies and for the USDA’s
Forest Service. The system uses the SAFECOM Form to
report any condition, observation, act, maintenance
problem, or circumstance with personnel, or the aircraft, that
has the potential to cause an aviation-related mishap.

125
Q

SAFECOM

A

Aviation Safety Communiqué

This is an online database at www.safecom.gov

SARTECH II (5 decks)

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