Single Engine Airtanker (SEAT)
Aircraft | Contracts | Facilities | Maintenance | Operations | Personnel Contractors | Personnel Government
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SYSTEM: SEAT, Operations
| Sub-System | Hazards | Pre-Mitigation | Mitigation | Post-Mitigation | ||||
|---|---|---|---|---|---|---|---|---|
|
Probability |
Severity |
Risk Level |
Probability |
Severity |
Risk Level |
|||
| Missions | Inefficient use of SEATs may result in unnecessary risk exposure to SEAT pilot and ground personnel. (risk vs. gain) |
Almost Certain |
Critical |
Extremely High |
SEAT pilot, fire managers, dispatchers, line personnel, and aerial supervisors need proper education/training on use of SEATs. Use AAR as mitigation tool to prevent re-occurrence. Conduct pre- and post-mission briefings. Review How to Refuse Risk protocols. |
Possible |
Moderate |
Medium |
| Flying low level at operational weights and airspeeds in areas with hazards |
Almost Certain |
Catastrophic |
Extremely High |
Perform high-level reconnaissance prior to descending to work in the low-level environment. Utilize aerial supervision/leadplanes when available. Utilize proper aircraft energy management techniques. Receive thorough in-briefing on area hazards. |
Unlikely |
Catastrophic |
High |
|
| Inexperienced personnel-government and contractors |
Almost Certain |
Critical |
Extremely High |
Agency and contractors need to evaluate required training to determine if personnel are staying current with program needs. Provide training at beginning of season and exercises/simulations throughout season. During operations ensure there are adequately trained and experienced personnel to mentor trainees. |
Unlikely |
Critical |
Medium |
|
| A sense of urgency may be placed on contractor personnel at various points in the mission |
Possible |
Critical |
High |
Address the safety vs. urgency issue as a special-emphasis item during in-briefing with contractor and agency employees. Reinforce this throughout the entire operational period. Utilize Go/No-Go checklists. Recognize pilot is final decision maker for whether flight occurs. |
Unlikely |
Critical |
Medium |
|
| Drop height minimums |
Almost Certain |
Catastrophic |
Extremely High |
Maintain 60-ft. obstacle clearance as the minimum descent altitude for all fire operations except during takeoff and landing. |
Unlikely |
Critical |
Medium |
|
| Poor fuel management |
Unlikely |
Catastrophic |
High |
Monitor fuel quantities. Monitor fuel flow vs time. Follow fuel transfer procedures. Allow enough time for pre-flight and flight planning. Know refueling locations. Query other pilots on fuel status and availability for planned route. |
Unlikely |
Critical |
Medium |
|
| Single pilot cockpit workload |
Possible |
Catastrophic |
High |
Maintain sterile cockpit policy, minimize in-flight diversions and frequency changes. Utilize aerial supervision to decrease pilot workload. |
Unlikely |
Critical |
Medium |
|
| Wake turbulence |
Possible |
Critical |
High |
Exercise caution when in congested airspace or trailing other aircraft. Allow enough space between larger airtankers in front of SEATs during operations, especially during drops. |
Unlikely |
Critical |
Medium |
|
| Lack of standardized dispatch form |
Likely |
Critical |
Extremely High |
Ensure that SEMGs verify all dispatch information. Refer to the SABO for required minimum dispatch information. Implement utilization of national standard aircraft dispatch form. |
Unlikely |
Critical |
Medium |
|
| Ramp/taxi operations and communications |
Almost Certain |
Critical |
High |
Establish local ramp/taxi protocols in cooperation with local airport operations prior to utilization. Ensure adequate ingress and egress to the ramp. Ensure thorough in-briefing and monitor assigned ramp frequency. Utilize FWPT/RAMP when loading multiple aircraft. |
Unlikely |
Critical |
Medium |
|
| Environment | Conflicting airspace environment |
Possible |
Critical |
High |
Local agency must provide orientation and situational awareness overview to SEAT pilots on Special Use Airspace, MTRs, TFRs etc. Utilize updated electronic equipment if possible [e.g., Traffic Collision Avoidance System (TCAS), Automatic Dependent Surveillance-Broadcast in (ADS-B in)]. Assure that dispatch and aviation program personnel are trained in procedures for SUA and on local Airspace Boundary Plan. Use aerial supervision when available. Practice see and avoid. |
Unlikely |
Critical |
Medium |
| Hazardous and extreme weather conditions |
Almost Certain |
Critical |
Extremely High |
Confirm updated weather information resources are available. Utilize updated electronic equipment if possible. Confirm that red-flag warnings are communicated. Ensure updates on changing weather conditions are shared between pilots, airbase mangers, dispatchers, etc. Delay flight or cancel if necessary. Go/No-Go is PIC decision. Ensure base operating plan identifies trigger points for extreme weather conditions. |
Unlikely |
Critical |
Medium |
|
| Hazards and extreme terrain |
Almost Certain |
Critical |
Extremely High |
Get an adequate mission briefing and use performance planning to prevent CFIT events. Perform high level reconnaissance prior to descending to the low-level environment. Use aerial supervision when available. Utilize electronic map technology if possible. |
Unlikely |
Critical |
Medium |
|
| Congested areas and urban interface |
Almost Certain |
Critical |
Extremely High |
Comply with congested area policies and ensure that aerial supervision is in place or has been requested. |
Possible |
Critical |
High |
|
| Retardant Loading | Pilot fatigue during hot loading operations (less time out of cockpit) |
Almost Certain |
Critical |
Extremely High |
Ensure pilot has adequate hydration and food to sustain operations. Pilot should get out of aircraft during fueling operations (no hot fueling), at fuel cycle in between hot loading operations. Open window when loading for fresh air. |
Possible |
Critical |
High |
| Overfilling and mixing errors |
Possible |
Critical |
High |
Utilize a mass flow meter when loading if possible. Vendor and agency personnel will review and follow mixing and loading procedures, including use of hand signals, listed in base operating plan. Pilot and base manager will be notified immediately if aircraft is overfilled. |
Unlikely |
Moderate |
Medium |
|
| Communications | Lack of available frequencies |
Almost Certain |
Critical |
Extremely High |
Manage available frequencies as best as possible. Request additional frequencies as needed and release frequencies in a timely manner when no longer needed. Do not change frequencies in the middle of a shift without allowing adequate time for SEAT pilots to re-program radios. Train all users in radio discipline. Utilize AFF when possible. |
Possible |
Critical |
High |
| Inadequate clarification of chain of command (who is in charge) |
Possible |
Critical |
High |
Validate tactical (A/G and A/A) contacts identified on the aircraft dispatch form. Ensure the pilot has a copy and validate frequencies during pre-mission planning. |
Unlikely |
Critical |
Medium |
|
| Performance Planning | Lack of planning - incorrect calculation of allowable retardant load; weight and balance |
Possible |
Critical |
High |
Pilots need to ensure that proper weight and balance and performance planning is completed and shared with base personnel. Utilize appropriate aircraft performance charts for the area of operations. Base personnel should be aware of trigger points for downloading retardant, water, etc. PIC will inform ground personnel on need for downloads. |
Unlikely |
Critical |
Medium |
| Lack of information on incident conditions |
Possible |
Critical |
High |
Brief utilizing the IAP for the daily objectives/assignments, frequencies, assigned aircraft, predicted fire behavior and weather. Utilize national standard aircraft dispatch form. Obtain as much information as possible from dispatch, other aerial and ground resources. Obtain information from pilot after initial load on necessary mitigation. Use aerial supervision when available. PIC has final authority on Go/No-Go. Monitor AFF. |
Unlikely |
Critical |
Medium |
|
Download the Word version (docx) of this information and the Risk Assessment Matrix (pdf) to use with the Risk Assessment Worksheet (docx).
