Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Bureau Aviation Regulations
(U) Policy Directive and Policy Guide

 

(U) Federal Bureau of Investigation
(U) Critical Incident Response Group
(U) Interim Guidance
(U) January 1, 2015





Bureau Aviation Regulations Policy Directive and Policy Guide

(U) General Information

(U) Questions or comments pertaining to this policy implementation guide can be
directed to:

(U) Federal Bureau of Investigation Headquarters, Critical Incident Response Group
(CIRG)

(U) Division point of contact: CIRG/Surveillance and Aviation Section (SAS), Aviation
Support Unit (ASU)

(U) Supersession Information

(U) This document is interim guidance to the Directive and Policy Guide 071 
Aviation Policy Directive and Policy Guide.

(U) This document and its contents are the property of the FBI. If the document or its
contents are provided to an outside agency, it and its contents are not to be distributed
outside of that agency without the written permission of the unit listed in the contact
section of this policy implementation guide.

(U) This policy implementation guide is solely for the purpose of internal FBI guidance.
It is not intended to, does not, and may not be relied upon to create any rights, substantive
or procedural, enforceable by law by any party in any matter, civil or criminal, nor does it

place any limitation on otherwise lawful investigative and litigative prerogatives of the

Department of Justice (DOJ) and the FBI.

(U) LAW ENFORCEMENT SENSITIVE: The information marked in this
document is the property of the Federal Bureau of Investigation and is for internal use
within the FBI only. Distribution outside the FBI without CIRG, SAS, and Aviation
Support Unit authorization is prohibited. Precautions must be taken to ensure this
information is stored and/or destroyed in a manner that precludes unauthorized access.
Information bearing the LES caveat may not be used in legal proceedings without first
receiving authorization from the originating agency. Recipients are prohibited from
subsequently posting the information marked LES on a Web site on an unclassified
network.

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Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

(U) Table of Contents
1. (U) Introduction .. 1
2. (U) Roles and Responsibilities .. 2
2.1. (U) Director .. 2
1.1.1. Director?s Detail .. 2
2.2. (U) Critical Incident Response Group .. 2
2.3. Surveillance and Aviation Section (SAS) .. 2
2.4. (U) FBI Emergency Medical Support (EMS) Medical Director .. 3
2.5. (U) Special Agent in Charge (SAC) .. 3
2.6. (U) Assistant Special Agent in Charge (ASAC) .. 3
2.7. (U) Supervisory Special Agents (SSA) .. 3
2.8. (U) Aviation Coordinator (AvCo) .. 3
2.8.1. (U) Aviation Security Coordinator (ASec) .. 3
2.8.2. (U) Aviation Safety Coordinator (ASaf) .. 3
2.8.3. (U) Aviation Maintenance Coordinator (AMC) .. 3
2.9. (U) Special Agent (SA) .. 4
2.10. (U) Personnel .. 4
2.11. (U) Investigative Specialist/Aerial (ISA) .. 4
2.12. (U) FBI Pilot .. 4
2.13. (U) Pilot in Command (PIC) .. 4
2.14. (U) Copilot .. 5
2.15. (U) Observer .. 5
2.16. (U) Optical Sensor Operator (OSO) .. 5
2.17. (U) Tactical Air Operator (TAO) .. 5
2.18. (U) Aviation Maintenance Technician (AMT) AKA Aircraft Mechanic .. 5
(U) Policies .. 6
(U) Procedures and Processes .. 7
4.1. (U) Use of Aviation Resources in FBI Operations .. 7
4.1.1. (U) Use of Aviation Resources for Official Travel .. 7
4.1.2. (U) Use of Aviation Resources to Assist Other Federal, State, Local, and
Tribal Agencies .. 7
4.2. (U) Requesting Aviation Assistance .. 8
4.3. (U) Aircraft Operations .. 9
4.3.1. (U) Aircraft Platforms .. 9
4.3.2. (U) SAS Aircraft Replacement .. 9
4.3.3. I .. 10 b7E
4.3.4. (U) Aircraft Procedures .. 11
4.4. (U) Crew Members .. 16
4.4.1. (U) Crew Member Flight Time and Limits .. 16






Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

4.4.2. (U) Crew Member Duty Day .. 17
4.4.3. (U) Crew Member Rest Period .. 18
4.4.4. (U) Crew Member Limitations Summarized .. 18
4.4.5. (U) Removal of Crew Member from Flight Status .. 19
4.5. (U) Pilots .. 21
4.5.1. (U) Pilot Qualifications and Currency .. 21
4.5.2. (U) FAA Medical Certificate .. 22
4.5.3. (U) Copilot Qualifications and Currency .. 23
4.5.4. (U) Pilot-in?Command Qualifications and Currency .. 23
4.5.5. (U) Pilot-in?Command and Copilot Lapses in Currency .. 23
4.5.6. (U) Pilot in Command and Copilot Operational Procedures .. 25
4.5.7. (U) Single Reciprocating?Engine Airplanes .. 26
4.5.8. (U) Single Turbine Engine Airplanes (ASEL?Turbine) .. 27
4.5.9. (U) Helicopters .. 28
4.5.10. (U) Multi-Engine Airplane .. 29
4.6. (U) FBI Flight Instructors .. 30
4.6.1. (U) Instructor Pilot (IP) .. 30
4.6.2. (U) Check Airman (CA) .. 31
4.6.4. (U) Flight (NBI) .. 31
4.7. (U) Pilot Upgrade Training .. 32
4.7.1. (U) Copilot Training .. 32
4.7.2. (U) Single Reciprocating-Engine Airplane Copilot Upgrading to Single
Turbine?Engine Airplane .. 33
4.7.3. (U) Single Reciprocating Engine Airplane Pilot in Command Upgrading to
Multi engine Airplane and Helicopters .. 33
4.7.4. (U) RightSeat (LeftSeat Helicopter) Pilot?in?Command .. 34
4.7.5. (U) Pilot in Command Upgrade Training to Flight Instructor .. 34
4.8. (U) Aviation Security Requirements .. 35
4.8.1. (U) Aviation Security Coordinator .. 35
4.8.2. .. 35
4.8.3. .. 36
4.8.4. .. 37
1.1. (U) Aviation Safety Program .. 38
4.8.5. (U) The Director of Aviation Safety (DAS) .. 38
1.1.1. (U) Field Office Safety Audits .. 38
4.8.6. (U) The Components of the Aviation Safety Program .. 39
4.8.7. (U) Safe?ight .. 39
4.8.8. (U) Aviation Safety Coordinator (ASaf) .. 39
1.1.1. (U) Standardization Pilot (SP) .. 41
4.8.9. (U) Aircraft Accident Investigators (AAI) .. 41
4.8.10. (U) Accident/Incident Trend Monitoring .. 41
4.8.11. (U) Aviation Risk Management .. 42
4.9. (U) Aircraft Accidents .. 44
4.9.1. (U) Definitions .. 44
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4.9.2. (U) Reporting Aircraft Accidents or Incidents .. 45
4.9.3. (U) Reporting Other Aircraft Safety Events .. 46
4.9.4. (U) Post-Accident Procedures .. 47
4.9.5. (U) Initial Response to an Aviation Accident .. 47
4.9.6. (U) Secondary Response to an Aviation Accident .. 49
4.9.7. (U) Post Accident Guidelines .. 50
4.9.8. (U) Pilot Disposition after an Accident .. 51
4.9.9. (U) Aircraft Accident Review Board (AARB) .. 51
4.9.10. (U) Aviation Accident During the Transport of Dangerous Goods .. 51
1.1. (U) Aviation Maintenance .. 52
4.9.11. (U) Aviation Support Unit Standardized Records .. 52
4.9.12. (U) Aviation Maintenance Coordinator (AMC) .. 53
4.9.13. (U) Aircraft Mechanic Qualifications .. 54
4.9.14. (U) Aircraft Mechanic Recency of Experience .. 54
4.9.15. (U) Aircraft Maintenance Tracking System .. 54
4.9.16. (U) Maintenance Inspection Program .. 55
4.9.17. (U) Aircraft Inspections .. 55
4.9.18. (U) Maintenance Scheduling and Recordkeeping .. 55
4.9.19. (U) Instructions for Continuing Airworthiness (ICA) .. 56
4.9.20. (U) Inoperative Instruments and Equipment .. 56
4.9.21. (U) Preventive Maintenance .. 56
4.9.22. (U) Aircraft Maintenance Test/Functional Check Flights .. 57
4.9.23. (U) Daily Maintenance .. 57
4.9.24. (U) Maintenance Expenses .. 57
4.9.25. (U) New and Overhauled Reciprocating Engines Procedures .. 58
4.9.26. (U) Oil Analysis .. 59
4.9.27. (U) Oil Grades .. 59
4.9.28. (U) Repair Parts .. 59
4.9.29. (U) Work Order and Discrepancy Numbering .. 59
4.9.30. (U) Tool Control .. 60
4.10. I .. 61
4.10.1. (U) ..61
4.10.2. (U) .. 61
4.10.3. (U) .. 61
1.1.1. ..62
4.10.4. (U) .. 63
4.10.5. (U) .. 63
4.10.6. (U) .. 64
4.12. (U) Use of Government Aircraft for Travel .. 65
4.12.1. (U) Policy of Use of Government Aircraft for Travel .. 65
4.13. (U) Definitions .. 65
1.1. (U) Minimum Approval Requirements for all Travel on FBI Aircraft .. 66
4.14. (U) Mission Required Travel .. 67
4.14.1. (U) Approval of Mission Required Travel .. 68




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Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

4.14.2. (U) Required Use Travel .. 68
4.14.3. (U) Space Available Travel .. 69
1.1.1. (U) Reimbursement Procedures for Executive Travelers .. 70
4. 15. I .. 71
4.15.1. ..71
4.15.2. 
71
4.15.3. I
.. 71
4.15.4. .. 72
1.1. .. 73
5. (U) Recordkeeping Requirements .. 74
5.1. (U) Reports Overview .. 74
5.2. (U) Individual Flights .. 74
5.2.1. (U) Flight Strips .. 74
5.2.2. (U) Aircraft Discrepancy Logbook .. 74
5.2.3. (U) Aviation Safety Tracking and Reporting (ASTAR) Reports .. 74
5.3. (U) Weekly Recordkeeping Requirements .. 75
5.3.1. (U) Flight Requests .. 75
5.3.2. (U) Flight Schedules .. 75
5.4. (U) Recordkeeping Requirements .. 76
5.4.1. (U) Training records .. 76
5.4.2. .. 77
5.5. (U) Quarterly Recordkeeping Requirements .. 77
5.5.1. (U) Safety Meeting Report .. 77
5.6. (U) Other Reports .. 78
5.7. (U) File Classification List .. 78
(U) List of Appendices
Appendix A: (U) Legal Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 
Appendix B: (U) Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 
Appendix C: (U) Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Bureau Aviation Regulations Policy Directive and Policy Guide

1. (U) Introduction

 

Federal Aviation Administration (FAA) prescribes rules governing the
operation of all aircraft in United States (US) airspace through the Federal Aviation
Regulations, contained in Title 14 of the US. Code of Federal Regulations (CFR). The
primary goal of the Federal Bureau of Investigation (FBI) Aviation Program is to provide
safe and effective aviation and surveillance support for all aspects of FBI investigative,
intelligence gathering, and law enforcement (LE) operations. Achieving this objective
depends on compliance with the operational guidelines contained in this guide.

(U) This policy guide (PG) should be used in conjunction with the following FAA
publications: the Aeronautical Information Manual, contained in Title 14 of the CFR, and
the FAA?approved aircraft ?ight manual of each aircraft in use by the FBI.

(U) Each field office (field office) develops its own local standard operating procedures
(SOP) to provide guidance and information to pilots assigned to that field office. These
local SOPs must not contain any procedure or information that con?icts with this PG,
other applicable FBI policy, or the FAA manuals referenced above. In addition, local
SOPs may not contain standards that are less restrictive than those set forth in this guide.
Local SOPs are approved by the Critical Incident Response Group?s (CIRG) program
managers of aviation safety and security and training and standardization.

(U) Purpose - This guide sets forth the basic structure and fundamental rules governing
the general operation of all FBI aircraft. This guide also describes the minimum
qualifications, experience, and limitations placed on pilots for operating various types of
aircraft.

(U) Intended Audience - This guide is for use primarily by FBI aviation personnel and
FBI management. FBI pilots, FBI maintenance technicians, schedulers, investigative
specialists/aerial (ISA), mobile surveillance teams (MST), and Surveillance and Aviation
Section (SAS) supervisors are issued copies of this PG. The Aviation Support Unit
(ASU) is responsible for maintaining a distribution list of the above recipients and
distributes this guide to all personnel on the distribution list as new editions of the guide
are published. Proposed amendments regarding safety issues to the guide are compiled,
reviewed, and approved or disapproved by the Aviation Safety Council (ASC) on
an annual basis (or on an as?needed basis if the situation requires prompt action). The PG
permits the unit chief (UC) of ASU to issue binding interim guidance regarding FBI
flight operations, to ensure conformance to FAA regulations and other flight,
maintenance, or safety requirements.

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Bureau Aviation Regulations Policy Directive and Policy Guide

2. (U) Roles and Responsibilities

 

(U) This section addresses the specific roles and responsibilities of the individuals and/or
entities involved in the implementation of these policies and procedures units,
assistant directors, section chiefs, special agents, coordinators, or professional staff
personnel).

2.1. (U) Director

(U) The Director administers the Aviation Program through CIRG, FBI Headquarters
(FBIHQ).

2.1.1. Director?s Detail

(U) The Director? Detail must ensure reimbursement procedures for the Director? 5 use of
FBI aircraft for required?use travelers on personal or political trips and space?available
travelers, other than for the conduct of agency business are followed.

2.2. (U) Critical Incident Response Group
(U) CIRG administers the operations and support of all FBI aviation through SAS.
2.3. Surveillance and Aviation Section (SAS)

(U) SAS is the primary authority for all FBI aviation activities. SAS should be contacted

for any clarification or information pertaining to aircraft, crew members, pilot training,

missions, or procedures] I(in coordination with b7E
Operational Technology Division and aviation contract matters.

 

 

0 SAS integrates aviation and ground surveillance tactics, methods,
procedures, and technology to enable gathering of evidence and intelligence. It
also enhances mobility, crisis response, and command/control capability as a
force multiplier for the FBI. SAS is responsible for:

0 Collecting intelligence and evidence for use in protecting and defending
the United States against terrorist, foreign intelligence, and criminal threats While
upholding and enforcing the laws of the United States.

0 Providing aviation and surveillance support to case agents according to
the Director? 3 priorities.

0 Training, standardizing, and allocating aviation and MST, armed, and
unarmed personnel to provide a national continuous response capability.

(U) SAS also designates the aviation coordinator at each field office having an FBI
aircraft operation after reviewing the recommendation and background from the special
agent in charge (SAC).

The FBI does not designate a chief pilot for its operations. A UC serves
in a comparable role and is responsible for the day-to-day operations of the aviation
operational units, and reports directly to the assistant section chief (ASC) of the Aviation

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Bureau Aviation Regulations Policy Directive and Policy Guide

and Surveillance Branch. The UC delegates responsibilities as necessary to conduct the
operations of FBI Headquarters (FBIHQ) and field aviation operations.

2.4. (U) FBI Emergency Medical Support (EMS) Medical Director

(U) The FBI EMS medical director or designee is responsible for ensuring that a medical
operator credentialed in the FBI Emergency Medical Support Program is as signed to an
FBI aircraft when used for medical purposes.

2.5. (U) Special Agent in Charge (SAC)

(U) In each field office having an FBI aircraft operation, the SAC is responsible for
ensuring the safety of FBI personnel performing aviation activities and for approving
personnel to fulfill the roles and responsibilities identified in this guide. The SAC also
recommends to SAS an FBI pilot to be designated as aviation coordinator (AvCo).

2.6. (U) Assistant Special Agent in Charge (ASAC)

In each field office, an ASAC is responsible for all surveillance assets within a
field office, including aviation. This ASAC is responsible for ensuring that all
surveillance requests are considered when prioritizing the use of aviation resources.

2.7. (U) Supervisory Special Agents (SSA)

Among SSAs, only field MSTs or mobile surveillance teams armed (MST-A)
supervisors and appropriately qualified and designated CIRG personnel may be
designated as a pilot in command (PIC). Other supervisors and executives who meet the
appropriate copilot qualifications may act as a copilot and maintain authorized copilot
proficiency, but they are not eligible for, nor authorized for, upgrade training.

2.8. (U) Aviation Coordinator (AvCo)

(U) The AvCo is an FBI pilot who coordinates the aviation activities in the field office,
maintains appropriate records, and prepares reports required by SAS and FBI
management. The AvCo is recommended by the SAC, and then designated by SAS after
reviewing the recommendation and the pilot?s background. The recommended
AvCo must be a current PIC unless approved otherwise by SAS.

2.8.1. (U) Aviation Security Coordinator (ASec)

(U) The ASec is a pilot who reviews and monitors the operational, aircraft, and airport
security of the field office flight program.

2.8.2. (U) Aviation Safety Coordinator (ASaf)

(U) The ASaf is a pilot who reviews, monitors, and applies the FBI Aviation Safety
Program to the field office ?ight program.

2.8.3. (U) Aviation Maintenance Coordinator (AMC)

(U) The AMC is a pilot who reviews, monitors, and applies the FBI Aviation
Maintenance Program to the field office ?ight program.

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Bureau Aviation Regulations Policy Directive and Policy Guide

2.9. (U) Special Agent (SAPIC, copilot,I Ioperator, or b7E
observer in FBI aircraft operations.

2.10. (U) Personnel

(U) When specifically authorized by SAS, non?FBI personnel may act as copilot :  1375?-
operator, or observer, subject to meeting any requirement specified for FBI personnel

when acting in those capacities. These personnel may include local, state, and other

federal LE employees.

2.11. (U) Investigative Specialist/Aerial (ISA)

An ISA is a professional staff FBI employee whose rimarv job description is
to conduct aerial surveillance. An ISA may act as PIC, copilo operator, or 1373?-
observer in FBI aviation operations.

2.12. (U) FBI Pilot

(U) An FBI pilot possesses a FAA Pilot Certificate, a Second Class Medical Certificate
(or higher), a current FBI ?ight evaluation, and has completed all training requirements.

 

 

 

 

 

 

(U) Regardless of their squad assignments, FBI pilots support all cases within their field
offices, and occasionally support investigations in other field offices. Depending on the
needs of the office and the tempo of ?ight activities, these personnel can be granted
effective case load relief, with SAC concurrence.

2.13. (U) Pilot in Command (PIC)

(U) An FBI PIC meets all the requirements of an FBI pilot and, in addition, possesses a
FAA Commercial Pilot Certificate (or higher) with an appropriate instrument rating.

(U) The PIC of an aircraft is the deciding authority on every ?ight. The judgment
prevails on such matters as weather, equipment airworthiness, unusual flight conditions
turbulence), passengers, topographic factors, fuel, fatigue, and FAA regulatory
matters that are related to the mission or termination of the ?ight. The judgments
must be informed based on information the PIC receives from the copilot or others, and
must stress the importance of the use of crew resource management when making
determinations. The PIC is responsible for the safe operation of the aircraft.

(U) The PIC of an FBI ?ight is responsible for ensuring that the aircraft is in proper
mechanical condition, is operated in a safe manner, and is ?own according to regulations
applicable to that ?ight. The PIC must ensure that a thorough post??ight walk?around
inspection of the aircraft has been completed at each intermediate stop and at the final
destination; that any discrepancies are noted; and that appropriate action is taken.

(U) When an aircraft is operated with an appropriately rated and authorized FBI ?ight
instructor onboard, the instructor is considered the PIC unless otherwise directed by
higher authority.

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Bureau Aviation Regulations Policy Directive and Policy Guide

(U) When an aircraft is operated by two qualified pilots, the pilot occupying the left seat
is considered the PIC unless otherwise directed by their management. In helicopter
operations, the pilot occupying the right seat is the PIC unless otherwise directed by their
management. In all circumstances prior to the ?ight, the two pilots must agree on which
pilot will serve as pilot in command.

2.14. (U) Copilot

(U) An FBI copilot must possess at least a private pilot certificate and be current in the
aircraft category and class (and type, if type is required for international operations).

(U) Two pilots are normally used for all flights. The second pilot is designated as copilot.

(U) The copilot helps ensure the safety of each ?ight by clearly voicing any concerns he
or she has directly to the PIC regarding the condition of the aircraft, weather, ?ight path,
or any other concerns that may impact the safe operation of the plane.

2.15. (U) Observer

An SAS?approved observer may be used temporarily to assist the FBI PIC in
conducting surveillance operations outside of class airspace (airspace surrounding
major metropolitan areas, New York City). An observer may not perform the ?ying
pilot duties nor sit at the ?ying pilot?s station. No aeronautical ratings are required for an
observer, but each observer must be approved by SAS. The appropriate aircraft FBI test
standards manual describes the duties and limitations of observers. The use of an
observer is intended to be limited until an additional FBI pilot can be assigned to the field
office.

2.16. (U) Optical Sensor Operator (OSO)

An 080 is a crew member who runs the optical sensor system aboard a
surveillance aircraft and is an FBI employee. No aeronautical ratings are required.

2.17. (U) Tactical Air Operator (TAO)

(U) A TAO is an FBI employee crew member qualified for ground handling and air
operations in helicopters. The TAO, in addition to the PIC, is responsible for the safety of
all passengers aboard utility helicopters.

2.18. (U) Aviation Maintenance Technician (AMT) AKA Aircraft Mechanic

(U) Aircraft mechanics are AMTs, airframe and power plant technicians or
avionics technicians. They are certified by the FAA and employed by the FBI as aviation
technicians. The certi?cates and ratings are maintained by SAS. Except as
provided in Title 14 no person shall maintain, rebuild, alter, or perform
preventive maintenance on an FBI aircraft, aircraft engine, propeller, appliance, or
component part.

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Bureau Aviation Regulations Policy Directive and Policy Guide

3. (U) Policies

 

(U) FBI employees, detailees, contractors, task force officers, and others who are
responsible for performing aviation activities in furtherance of the mission of the FBI
must comply With the policies and procedures contained in the Bureau Aviation
Regulations Policy Guide (PG), which is consistent with the laws, rules, and regulations
governing FBI investigations, operations, programs, and activities.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4. (U) Procedures and Processes

 

4.1. (U) Use of Aviation Resources in FBI Operations

The request for approval to use aviation resources in an assessment or a
predicated matter must be serialized in Sentinel and approved by the ASAC for each case
number where aviation assets are used. The request must specify the reason and the
objective(s) of the request. See the Domestic Investigations and Operations Guide (DIOG)
section titled, ?Aviation Resources and Approval Requirements.?

4.1.1. (U) Use of Aviation Resources for Official Travel

(U) Use of aviation resources for official travel is based on the availability of aircraft and
pilots for the specific date, and requirements of the OMB Circular A-126, see Section 5.

4.1.2. (U) Use of Aviation Resources to Assist Other Federal, State, Local, and
Tribal Agencies

(U) The use of aviation resources to assist other federal, state, local, and tribal agencies
may be authorized in the investigation of:

(U) Federal crimes.

(U) Threats to national security.

(U) The collection of positive foreign intelligence.
(U) Other purposes authorized under the DIOG, ?Assistance To Other Agencies.?

Collection of positive foreign intelligence requires prior approval by the
Intelligence Division, Field Intelligence Management Unit.

Requests for aviation resources from the United States Intelligence
Community (USIC) or other federal agencies must be submitted in writing and approved
by an ASAC. In exigent circumstances, the request may be made orally. Oral requests
must be followed by a written request as soon as practicable, but no later than five
business days after the oral approval.

All aviation assistance to USIC or other federal agencies must also be
documented in an in accordance with the DIOG, ?Assistance to Other Agencies.?

Any investigative assistance to other federal agencies involving a sensitive
investigative matter (SIM) requires prior CDC or OGC review and SAC or SC approval
and notification, as specified in the DIOG.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.2. (U) Requesting Aviation Assistance

(U) In accordance with DIOG, Aviation Resources, a field office, FBIHQ unit, or other
federal, state, or local entity can request guidance on receiving investigative assistance
from the Aviation Program via contact with the AvCo as signed to the geographical area
where the aviation mission requirement originates.

(U) When an AvCo receives a request for an aircraft (usually via a phone call or Sentinel
request), the AvCo considers:

0 (U) The type of travel requested operational or transportation).
0 (U) The availability of aircraft and pilots for the specific date.
0 (U) The OMB Circular criteria, which includes:
0 (U) Cost effectiveness of using the aircraft.
0 (U) Approval of the ?ight one grade higher than the PIC of the ?ight.

(U) If all criteria are met, the ?ight is entered into the ?ight scheduling system. The ?ight
schedule and all field office ?ight operations require approval of the field office?s SAC or
his or her designated representative or higher). Any use of aviation resources
during an assessment or predicated investigation requires ASAC approval for each case
file.

(U) The operations officer must complete a ?ight request form for all operational ?ights
and obtain the following approvals (Continental United States operations are
defined as a ?ight that begins and ends within the 48 contiguous states or begins and ends
within the same state or territorial boundaries of Alaska, Hawaii, or Puerto Rico, Outside
Continental United States ?ights are outside US. territory):

0 (U) CONUS ?ights:
0 (U) Aviation operations.
0 (U) Aviation SSA or FBIHQ UC.
(U) For multi?engine aircraft ?ights: SAS ASC.
(U) Attorney General (AG), Director, or SES ?ights:
(U) AG Travel: IAW White House memorandum.

I (U) Directors' travel: IAW White House memorandum and OGC
approval letter.

(U) SES travel: requires approval by the deputy attorney general
(DAG) as follows:

0 (U) OGC is provided the specifics of the travel.
0 (U) Any justification is forwarded to the DAG.

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Bureau Aviation Regulations Policy Directive and Policy Guide

0 (U) OCONUS ?ights require all the above plus CIRG assistant director (AD)
approval.

4.3. (U) Aircraft Operations

(U) No person shall act in a careless or reckless manner so as to endanger the life or
property of themselves or another during an aviation activity.

(U) Unless specifically approved by SAS, all FBI aircraft are operated in strict
accordance with the procedures and ?ight profiles taught by the aircraft?specific training
facility designated by the SAS. FBI pilots must operate FBI aircraft according to the
established standards of the FAA.

(U) All personnel performing ?ight duties are volunteers. However, participation in the
Aviation Program is based upon the needs of the FBI and the disposition of SAS.

4.3.1. (U) Aircraft Platforms

(U) FBI aircraft platforms are:

 

 
   

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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(U) Airplane Single Engine (U) One single platform
Reciprocating
(U) Airplane Single Engine (U) One single platform
Turbine
(U) Airplane Multi Engine (U) Separate platform(s) for
each aircraft with a model?
specific training course
(U) Helicopter (U) Separate platform(s) for
each aircraft with a model?
specific training course
(U) Table 1: Aircraft Platforms
(U) >"Part?time PICs are only authorized for one platform. FBI pilots are authorized to be
PICs for no more than two platforms, but may be copilots for as many platforms as
operationally required.
4.3.2. (U) SAS Aircraft Replacement
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(U) Excentl I

only SAS has the authority to retire FBI aircraft. The decision to retire
an aircraft is based on the following considerations in priority order: (1) safety, (2)
operational needs, and (3) efficiency.

 

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4.3.4. (U) Aircraft Procedures
4.3.4.1. (U) Mandatory Flight Following

(U) Flight?following procedures are used for all missions. These may consist of
instrument flight plans, visual ?ight plans, or individual organizational ?ight?following
procedures. If a ferry ?ight involves more than one day, the ferry pilot must report status
and location to the field office aviation coordinator or designated point of contact (POC)
at the end of each day. Prior to the departure of any FBI ?ight, the PIC must ensure that a
passenger and crew manifest is provided to the designated point of contact. This
information can be reliably retrieved at any given time, particularly in the event of an
emergency. Name and office of assignment is sufficient for FBI employees. For all non?
FBI persons, names are required.

4.3.4.2. Aircraft Locations

Although assigned to a particular field office, FBI aircraft also supports the
surrounding field offices and any other location deemed appropriate by SAS. FBI aircraft
may not be relocated from an assigned field office or airfield without specific written
authorization from SAS. In situations when several field offices require the aircraft at the
same time, and resolution of the priority cannot be accomplished by the SACs involved,
SAS and FBIHQ must set the priority.

(U) FBI aircraft must be properly secured and locked when not in use.
4.3.4.3. (U) Simulated Emergencies In-?ight with Passengers On Board

(U) Practicing normal ?ight procedures g. instrument approach procedures) in visual
?ight conditions is recommended. Pilots may not simulate emergency situations in ?ight
with passengers on board.

4.3.4.4. (U) Use of Cockpit Voice and Data Recorders

(U) Cockpit voice and data recorders are used for all missions if installed. In the event of
an accident, they must be turned over to the National Transportation Safety Board
(NTSB).

4.3.4.5. (U) Weather Minimums

(U) FAA weather minimums must be followed for all operations except when operating
into, or out of, a military facility where the military minimums and procedures are
observed.

4.3.4.6. (U) Airplane Landings on Surfaces other than Paved Runways

(U) No FBI airplanes may be operated or train on any soft airfield private, published,
or unpublished) unless an emergency or exigency exists.

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4.3.4.7. (U) Transportation of Hazardous Materials

(U) The special agent bomb technician (SABT) or hazardous devices specialist-bombs
must itemize in a manifest all hazardous materials and explosives and deliver it to the
PIC prior to departure of the ?ight. A copy of this manifest must be kept with the ?ight
request form and be easily accessible to the crew and any fire and rescue first responders
to an incident or emergency.

4.3.4.7.1. (U) Explosives Transport

(U) All ?ights supporting the movement of explosives or explosive?related items
regulated by the Department of Transportation (DOT) in 49 CFR 100?185, Pipeline and
Hazardous Materials Safety Administration, must be accompanied by an FBI-approved
certified SABT or hazardous devices specialist?bombs. Hazardous devices 
improvised explosive devises must be rendered safe with explosive components
separated and packaged properly before loading onto the aircraft.

4.3.4.7.2. (U) All Other Hazardous Materials Transport

(U) All ?ights supporting the movement of hazardous materials (HAZMAT) must be
accompanied by an FBI?approved certified HAZMAT officer (HMO) or an FBI approved
certified HAZMAT specialist (HMS). The HMO must ensure that HAZMAT are labeled
and packaged properly prior to loading onto the aircraft.

(U) Special Flight Operations Unit crew members must receive an initial 
training followed by recurrent training at a minimum of every two years.

4.3.4.7.3. (U) Aviation Accident with HAZMAT on Board

(U) Following an aviation accident that involved the transport of dangerous materials, the
PIC must secure the accident or incident scene and direct the accompanying HMO, HMS,
SABT, or hazardous devices specialist-bombs to expeditiously report the potential
HAZMAT hazard to the responding crash/fire/rescue unit and to notify the state agency
responsible for the control of dangerous materials in that jurisdiction.

4.3.4.8. (U) Refueling with Passengers On Board

(U) Refueling with wide-cut gasoline type fuel Jet B, P4, or equivalent) or a
mixture of these types of fuel is not permitted when passengers are boarding, on board, or
disembarking.

(U) Single-engine aircraft and other aircraft, if approved in their aircraft ?ight manual
may be refueled when passengers are boarding, on board, or disembarking. Prior to
refueling with passengers boarding, on board, or disembarking, the refueling truck must
be grounded to the ground and grounded to the aircraft. The aircraft must be grounded to
the ground.

(U) When passengers are on board the aircraft during fueling, the qualified ground crew
member(s), the cabin crew, and the ?ight crew must:

0 (U) Be prepared to initiate passenger evacuation, if necessary.

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0 (U) Notify all ?ight crew and cabin crew of the beginning and ending of
fueling.

0 (U) Ensure that all exits are clear of obstruction in case an emergency
evacuation is required.

(U) If fuel vapor is detected inside the aircraft, or if any other hazard occurs, refueling or
defueling must be stopped immediately. The flight crew, cabin crew, or ground crew
member(s) must oversee passenger boarding or disembarking while refueling, and ensure
passengers board quickly and do not stay near the outside of the aircraft. Smoking is
strictly prohibited during all such movements.

(U) Refueling risks include auto?ignition or external source ignition:

0 (U) Auto?ignition can occur if the fuel temperature reaches 220 degrees
Celsius (428 degrees Fahrenheit) and the fuel spills over hot parts of an engine
or over hot brakes.

0 (U) An external source can ignite fuel if the fuel temperature reaches 40
degrees Celsius (104 degrees Fahrenheit) or lower if fuel is sprayed over the
ignition source. Therefore, the higher the refueling pressure, the higher the
risk.

4.3.4.9. (U) Hot-Seat Operations

(U) Hot?seat operations refer to the loading and unloading of passengers and cargo on an
aircraft while the engines are running. Unless the mission is briefed to crew members,
passengers, and ground crew members, and is operationally necessary, all aircraft engines
are shut down when an aircraft is loading or unloading passengers or cargo. Only crew
members who are trained and whose job description includes working in and around
aircraft with running engines may conduct hot?seat operations that are briefed and of
operational necessity. These crew members may include pilots, designated crew members,
TAO, maintenance personnel, protective detail personnel, and photographers.

4.3.4.10. (U) Special Weapons and Tactics (SWAT) Operations

(U) All aviation operations involving the use of SWAT teams must comply with the
Special Weapons and Tactics Policy Guide (0444PG).

4.3.4.11. (U) Task Force Operations

(U) FBI task force operations may provide aviation resources that are not governed by
FBI regulations. In cases that are not governed by FBI regulations, the field office's SAC
is responsible for ensuring the safety of FBI personnel performing duties aboard the
aircraft.

(U) The SAC or designee ensures that the PIC operating an aircraft of another agency
transporting FBI personnel, or in which FBI personnel serve as crew members, meet the
requirements of this section for non?FBI crew members. There are existing waivers 

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memoranda of understanding for FBI use of another agency?s aviation resources.

If a field office desires a new waiver or MOU, the field office must contact SAS.

4.3.4.11.1. (U) Crew Members
4.3.4.11.1.1. (U) Pilot-in-Command

(U) A non?FBI PIC must possess an FAA commercial pilot certificate and instrument
rating, or military equivalent, in category and class (and type, if type is required) of
aircraft ?own and meet FAA currency requirements.

(U) A non?FBI PIC must possess a minimum of : total time, of which:

are within the preceding six months in make and model of aircraft used, and an FAA
second class medical certificate.

4.3.4.11.1.2. (U) Non- FBI Copilot

(U) When specifically authorized by SAS, non-FBI personnel may act as copilot or
observer if they meet the requirements specified for FBI personnel acting in that capacity.
personnel include local, state, tribal, or other federal LE employees.

(U) If the mission involves a ?ight within class airspace, the non-FBI representative
acting as copilot must meet the FBI qualifications to act as copilot in category and class
(and type, if type is required) of aircraft used. The representative must be provided with
sufficient aircraft familiarization from an FBI pilot or a non?FBI certified ?ight instructor
(CFI) to safely function as copilot.

4.3.4.11.1.3. (U) Flight (NBI)

(U) All non-FBI flight instructors, designated pilot examiners, and FAA inspectors (NBI)
who give instruction or checkrides in FBI aircraft must be approved by SAS. Each NBI
must be briefed by and take a familiarization ?ight with an FBI ?ight instructor.

(U) A ground guide is used at any time when, in the judgment of the PIC, without such a
guide, helicopter operations cannot be safely conducted. If it is necessary for the pilot to
leave the aircraft to conduct the ground reconnaissance, the helicopter must be shut down
and the rotor blades must be fully stopped prior to the pilots leaving his or her crew
station.

4.3.4.12. (U) Safety Equipment

(U) The PIC, copilot, and any mission required crew member on board an FBI-operated
helicopter must wear a helmet when the main rotor is turning. In either airplanes or
helicopters, the use of additional safety and survival equipment and protective clothing is
mandatory when required by 14 CFR Part 91 or when specified in approved FBI aircraft
operational manuals.

4.3.4.13. (U) Flight in Class A Airspace

(U) All FBI pilots who ?y at and above in unpressurized aircraft must have
successfully completed a high altitude chamber school.

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4.3.4.14. (U) Flights in the Vicinity of Laser Activity

When FBI aircraft fly in the vicinity of laser activity, the crew member
occupying the PIC seat must wear a laser protection device. If the aircraft is optical
sensor equipped, the aircraft can stay in the vicinity to assist LE entities in capturing the
laser assailant. The aircraft must not be used as a ?bait? aircraft and must not make
repeated passes over the laser activity area at lower than standard surveillance altitudes
for the purpose of attracting laser activity to the aircraft. Any laser activity targeting an
FBI aircraft must be reported to SAS using the aviation safety tracking and reporting
form (ASTAR) and to the air traffic controller.

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4.4. (U) Crew Members

Two FBI-approved pilots should be used on all ?ights, one of whom is a
designated PIC. If necessary, and if the aircraft is approved for single?pilot operation, a
non?pilot crew member may be used with the concurrence of the PIC. Surveillance
operations must be conducted with a minimum of one pilot and a second crew member
acting as an observer or optical sensor operator. SAS recommends that the second crew
member is an FBI pilot.

4.4.1. (U) Crew Member Flight Time and Limits

(U) Flight time is defined as the time between an aircraft moving under its own power
and coming to rest after landing. Flight time is recorded in FBI's database, Bureau
Aircraft Operations (BAO).

(U) FBI crew members must not fly more thanl:lhours CONUS or more than : hours
OCONUS during one or two pilot operations between rest periods.

(U) FBI crew members must not fly more than Dhours CONUS or more tharl: hours
OCONUS during three pilot operations between rest periods.

(U) FBI crew members must not exceed the following:
0 (UD?ight hours in any seven consecutive days
0 (U)Dlight hours in any 30 consecutive days
0 hours in any 90 consecutive days
0 (UE?ight hours in any 12-month period

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4.4.1.1. Surveillance Flight Time

(U/l LES) Surveillance ?ight time is defined as the total flight time for a ?ight during
which a surveillance mission is performed.

For purposes of FBI reporting, some ?ights may be recorded as ?surveillance
?ights? even though no surveillance mission is performed during that ?ight. These ?ights
are in direct support of surveillance and include:

0 Transit ?ights to bring a ?ight crew to another airport where the
surveillance mission commences.

Ferry ?ights for the delivery of, or to take delivery of, surveillance
aircraft.

Even though these ?ights are recorded as surveillance ?ights for BAO
reporting purposes, if no surveillance mission is performed during the ?ight, the ?ight
time is not subject to the limits of surveillance ?ight time.

FBI ?ight crews should providei: hours of on-station ?ight time for b?7E
surveillance ?ights.

Flight crew members may not log more hours of surveillance b7E
?ight time in any duty day. This limit may be increased to up hours with
the concurrence of the ?ight crew, supervisor, and immediate notification to SAS. All

?ight waivers must be documented by a request for waiver e?mail from the crew or
supervisor to ASU, SAS.

0 Surveillance ?ight time must not exceedI:Flight hours without b7E
continued concurrence of the ?ight crew, supervisor, and advanced permission
from SAS.

4.4.2. (U) Crew Member Duty Day

(U) A crew member duty day is defined as the time the crew member arrives at his or her
duty station hangar or office) until the time the crew member departs from the duty
station.

(U) OCONUS crew member duty day is defined as the time the aircrew arrives at the
aircraft for the purpose of conducting the mission and ends when the aircrew parks the
aircraft in the Chocks at the termination of the last ?ight of the day.

4.4.2.1. (U) Maximum Duty Day

(U) The duty day for any individual ?ight crew member must not exceed 14 hours during
one or two pilot operations. The duty day for any individual ?ight crew member must not
exceed 16 hours during three pilot operations. Any field office or FBIHQ unit can make
stricter limits in their local SOPs.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.4.3. (U) Crew Member Rest Period

(U) The rest period for an individual ?ight crew member is defined as the time between
the end of one duty day and the beginning of the next duty day. The minimum rest period

for any individual flight crew member on a CONUS flight is

he minimum rest

 

 

period for any individual flight crew member on an OCONUS flight is
operations are defined as ?ights that begin and end within the 48 contiguous states or
begin and end within the same state or territorial boundaries of Alaska, Hawaii, or Puerto

Rico.

4.4.4.

(U) Crew Member Limitations Summarized

ICONUS

 

 

 

 

(U) Flight Time Limit (U) Duty Day Limit

(U) Crew

Rest Period

 

(U) (U

 

 

(U

 

 

 

 

(U) Flight Time Limit (U) Duty Day Limit

(U) Crew

Rest Period

 

 

(U) (U)

 

 

(U

 

 

 

 

(U) Flight Time Limit (U) Duty Day Limit

 

(U) Crew

Rest Period

 

 

(U) (U)

 

 

(U)

 

 

 

 

(U) Flight Time Limit (U) Duty Day Limit

(U) Crew Rest Period

 

 

 

 

(U) (U

 

(U

 

 

 

 

 

 

 

 

(U) Isolated operational instances and/or exigent circumstances may necessitate
exceeding any of these limitations, if there is a concurrence and a verbal approval of
the affected flight crew, the supervisor in charge of the operation, and SAS, followed
on the next business day by a written record email) of SAS approval.

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4.4.5. (U) Removal of Crew Member from Flight Status

Local field office management or above) or SAS may remove a flight
crew member based on ?ight performance concerns, pursuant to the procedures in this
section.

field office SAC may remove a flight crew member from flight status
based upon the investigative needs of the field office. Removal is not necessarily based
on unsatisfactory performance. The field office SAC or designee must notify SAS of the
decision to remove a ?ight crew member(s) from ?ight duties.

If removal is based on the following criteria, the affected ?ight crew member
must be contacted by his or her supervisor or SAS and advised of the circumstances
leading to the removal action. When practical, field office and SAS management should
discuss the cause for removal based on performance reasons before the decision is made
to remove the ?ight crew member. If a field office believes immediate action is necessary,
SAC or his or her designee must contact SAS as soon as possible following removal
action.

Removal from ?ight status can result from either a single event or multiple
events indicating that the aviator has demonstrated any of the behaviors below. Either a
local field office or SAS can evaluate a crew member for the following behavior:

0 (U) Faulty judgment in ?ight situations
0 (U) Lack of general or specific ?ight skills

0 (U) Traits of character, emotional tendencies, or lack of mental aptitude or
motivation that make it questionable to continue the member in as signed
?ying duties.

0 (U) Deliberate or reckless action that violates a procedure in this PG
4.4.5.1. (U) Role of the Local Field Office

Each field office must manage its own personnel matters. Supervisor
counseling, or in-house training aimed at correcting ?ight performance issues, must be
documented in appropriate local personnel files. In every case, local management or the
ASaf must notify SAS of ?ight performance issues and the corrective or retraining
actions taken by the local field office. Only the Aviation Safety Council (ASC) may
restore ?ight privileges once field office management removes a crew member for ?ight
performance issues. Each field office must report a safety of ?ight or crew performance
issue to SAS. If field office management does not believe they have the expertise to
address ?ight performance issues, they must contact SAS to assist the field office, as
necessary.

4.4.5.2. (U) Role of the Aviation Safety Council

The ASC evaluates deficiencies in ?ight performance. The ASC consists of
the section chief (SC), ASC, UCs, and the program managers of aviation training, safety,

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and maintenance within SAS. Also, the ASC includes a member of CIRG's Tactical
Helicopter Unit and a field office representative of the Aviation Program. If a crew
member is removed from ?ight status for ?ight performance deficiencies, the ASC
discusses whether any mitigating factors exist and the rehabilitation value of the affected
crew member. For example, the appropriate training may remediate or correct faulty
judgment in ?ight situations and lack of general or specific ?ight skills. Counseling may
remediate traits of character, emotional tendencies, and the lack of mental aptitude or
motivation that make it questionable to continue the member in as signed ?ying duties. If
the affected ?ight crew member does not have a pattern of similar or repeated events, the
ASC may decide to restore the crew member with or without remedial training.

If the ASC determines more information is needed to objectively evaluate the
cause for removal, the ASC asks for an investigation to be conducted. In most cases SAS
assigns the investigation to an authorized SAS aircraft accident investigator. The ASC
uses the results of the investigation to determine the future ?ight status of the individual
under review or if a Flight Performance Board (FPB) is recommended.

The ASC has the authority to impose temporary ?ight restrictions and
temporary removal from the FBI Aviation Program. The authority of permanent removal
from the FBI Aviation Program rests solely with the FPB.

4.4.5.3. (U) Role of the Flight Performance Board

The deputy assistant director (DAD) of CIRG or his or her designee may
convene a Flight Performance Board if the ASC determines that SAS has exhausted
every option to correct any ?ight performance deficiencies shown by an individual
subject to a removal action. The convening authority may consult with SAS program
manager of aviation safety prior to conducting the FPB to discuss latent organizational
factors that may have contributed to the event resulting in the removal action.

Flight Performance Board membership is determined by the CIRG DAD and
is limited to CIRG Senior Executive Service (SES)?level employees. If the ASC has
assigned an aviation accident investigator to evaluate the circumstances surrounding a
removal action, the selected aviation accident investigator should brief the FPB of his or
her findings. FPBs should not be formed for events that have been dismissed by the ASC,
or for a crew member removed from ?ight duties by his or her SAC to meet local
investigative needs of the field office.

The designated board member must provide written results of an FPB
regarding ?ight status to the SC, SAS and the field office SAC of the affected individual.
The FPB recommendations may include reinstatement as a crew member following
specific training or a time interval. If the FPB determines that rehabilitation is unlikely,
FPB may recommend any period of suspension up to, and including permanent removal
from, the Aviation Program. If the FPB determines that removal is warranted but
does not specify a removal period, then the affected crew member may submit a formal
written request to SAS for consideration to be reinstated 12 months after being notified of
the removal action.

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Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Pilots

(U) Pilots are responsible for following all procedures in this PG and their field office?s

SOPs.
4.5.1.

(U) Pilot Qualifications and Currency

(U) Each FBI pilot must have:

(U) The recommendation of the local FBI AvCo and approval of the pilot's SAC
(or FBIHQ UC) and SAS.

(U) A FAA pilot certificate with the appropriate category, class, and ratings:
instrument or type (if ratings are required).

(U) Satisfactorily completed a knowledge and practical skills evaluation within
the past 12 calendar months for the specific platform (arranged and approved by
SAS), conducted by an appropriately rated and authorized FBI flight instructor.

(U) Complied with the applicable currency section of this PG (including recent
flight experience and, for PICs, ?ight training requirements) and met the currency
requirements of 14 CFR Part 61.

(U) Maintained a logbook to be made available upon request to any FBI
supervisor, standardization pilot (SP), check airman (CA), or instructor pilot (IP).
The logbook is maintained according to 14 CFR 61.51.

(U) Participate in regularly scheduled quarterly aviation safety meetings no fewer
than three times per year.

(U) Pilot qualifications and currency are documented in the FBI's BAO database.

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4.5.2. (U) FAA Medical Certificate

(U) Each FBI pilot must have received a current second class FAA medical certificate
(first class SFOU) within the last 12 calendar months.

(U) FBI pilots assigned to the Special Flight Operations Unit (SFOU) must obtain a first
class FAA medical certificate (due to rules of international ?ight).

(U) If an FBI pilot cannot obtain a required FAA medical certificate or determines that he
or she has any medical condition which would negate a FAA medical certificate, the pilot
must inform SAS immediately.

(U) A person who holds a current medical certificate issued under 14 CFR Part 67,
Medical Standards and Certification, from the FAA, shall not act as PIC, or in any other
capacity as a required pilot ?ight crewmember, while that person: (1) knows or has
reason to know of any medical condition that would make the person unable to meet the
requirements for the medical certificate necessary for the pilot operation; or (2) is taking
medication or receiving other treatment for a medical condition that results in the person
being unable to meet the requirements for the medical certificate necessary for the pilot
operation (14 CFR 61.53). Colds and other minor illnesses need not be made a matter
of record.

(U) An FBI pilot must immediately notify his/her supervisor if taking a medication,
whether a controlled sub stance or an over-the-counter medication, that could impair
his/her fitness?for?duty. The FBI pilot shall be held responsible for understanding the side
effects of any medications he/she consumes and shall inform his/her supervisor of the
potential effects of the medication on his/her fitness?for?duty.

(U) When in doubt, an FBI pilot shall consult an FAA aviation medical examiner (AME)
for a final decision.

(U) FBI crewmembers who are not exercising pilot privileges do not need to obtain an
FAA medical certificate.

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4.5.3. (U) Copilot Qualifications and Currency

(U) A copilot complies with all the FBI pilot qualifications and currency in each of the
FBI platforms designated.

(U) Copilots must follow the applicable section of 14 CFR 61.57 or 14 CFR 61.55

(recent ?ight experience requirements), and must have ?own a minimum of El ?ight hm
hours per platform, within the last three calendar months or taken a ?ight evaluation.

Failure to do so, causes a copilot to be rated as an observer until three hours of ?ight

experience or ?ight evaluation is achieved.

4.5.4. (U) Pilot-in-Command Qualifications and Currency

(U) A PIC must comply with all the FBI pilot qualifications and currency in each of the
FBI platforms designated and must have an FCC restricted radiotelephone operator
permit.

(U) PICs must follow the applicable section of FAA 14 CFR 61.57 (or .58), (recent
?ight experience requirements), and must have:

0 (U) Flown a minimum hours in platform, or approved simulator of the 57E
platform or received a recurrent ?ight evaluation within the last three calendar
months.

0 (U) Flown a minimum of : hours during the previous 12 calendar months. b7E

0 (U) Flight minimums for pilots who attain their initial or reinstatement PIC status
begin at the successful completion of the ?ight evaluation.

4.5.5. (U) Pilot-in-Command and Copilot Lapses in Currency

(U) If currency lapses, the AvCo must notify SAS. The affected pilot must regain
currency standards prior to acting as an FBI pilot-in-command.

Prior to acting as an FBI PIC or copilot, a pilot must meet all applicable FBI
and FAA currency requirements.

(U) An otherwise qualified, noncurrent pilot may continue to perform all ?ight operations,
including surveillance in Class airspace and currency training, if his or her currency
lapses. However, the pilot must have a current and qualified FBI PIC onboard acting as
the FAA PIC. For night takeoff and landing currency, an otherwise qualified pilot can

also gain currency through solo ?ight (See FAA Advisory Circular No. 20?132, Public
Aircraft and FAA Advisory Circular No. 00?1.1, Government Aircraft Operations).

(U) If the PIC does not meet currency standards within the last three calendar months, the
AvCo must advise SAS, and a waiver must be granted or a proficiency knowledge and
practical skills evaluation must be scheduled by SAS with an appropriate FBI ?ight
instructor.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.5.5.1. (U) FBI Pilot Checkride and Training Currency

(U) All single reciprocating-engine pilots must have successfully taken an FBI
proficiency knowledge and platform specific practical skills evaluation within the past 12
months. After first providing written notification to SAS, pilots may extend their
currency up to two months beyond the anniversary of the last ?ight evaluation.

(U) All single reciprocating engine PICS must have successfully completed an FBI-
approved platform specific training course within the past 18 months. After first
providing written notification to SAS, pilots may extend their currency up to two months
beyond the anniversary of the last platform specific training course.

(U) land SFOU pilots (see 14 CFR 61.57 or 14 CFR 61.55)
and all multiengine and helicopter PICs must take their annual recurrent
checkride and annual aircraft specific training course. For both instances, these must
occur:

 

 

 

 

 

0 (U) One calendar month before to one calendar month after the calendar month
anniversary of the last ?ight evaluation.

0 (U) One calendar month before to one calendar month beyond the calendar month
anniversary of the last platform?specific training course.

(U) All : multiengine and helicopter copilots must have taken an FBI proficiency
knowledge and platform specific practical skills evaluation one calendar month before to
one calendar month after the calendar month anniversary of the last flight evaluation.

(U) Example: A pilot takes a checkride for an aircraft requiring two pilots in a certain
month, for example March. The pilot?s next checkride can be one year later, any time
within February through April 30th. The base month remains March (See 14 CFR 
61.58).

(U) PICS must complete a minimum of : hours of ?ight training within the last three
calendar months, preferably as two hours per month, in an airplane in which he or she is
qualified as a PIC. At least one of the six hours must be in each platform in which the
pilot is qualified as a PIC.

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Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Pilot in Command and Copilot Operational Procedures

(U) An FBI-qualified and current PIC must occupy the left seat (or right seat in a
helicopter) during ?ight operations.

(U) An FBI?qualified and current copilot, at the discretion of the PIC:

(U) Can occupy the left seat of an airplane (right seat in helicopters):

(U) If, except for single-reciprocating engine airplanes, the copilot
satisfactorily has completed a platform-specific, FBI-approved course for
that aircraft Within the last 12 calendar months.

0 (U) The right seat (left seat of a helicopter) is occupied by a qualified and
current right-seat (left seat of a helicopter) PIC or an appropriately rated
and authorized FBI ?ight instructor.

An FBI qualified and current pilot:

(U) May act as a pilot of any ?ight listed under Section 4 of this PG.

(U) Must use the auto-pilot While in instrumental meteorological conditions (IMC)
as a single pilot.

(U) May perform all normal aircraft operations, including surveillance,
photograph/reconnaissance and logistical missions, takeoff, landing, visual ?ight
rules (VFR) maneuvers, and practice instrument ?ight rules (IFR) procedures.

(U) May practice simulated instrument failures using an instrument mask in visual
meteorological conditions.

(U) An FBI qualified and current pilot must not:

(U) Practice emergency procedures, or any of the maneuvers listed in the
emergency procedures section of the aircraft?s pilots operating handbook (except
simulated instrument failures using an instrument mask in visual meteorological
conditions), unless the PIC is an appropriately rated and authorized FBI ?ight
instructor.

(U) Practice emergency procedures practice if there are passengers non?crew
members) aboard the aircraft.

(U) Provide instruction unless the PIC is an appropriately rated and authorized
FBI ?ight instructor.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.5.7. (U) Single Reciprocating-Engine Airplanes 
4.5.7.1. (U) Copilot of Single Reciprocating-Engine Airplanes

(U) An FBI qualified and current pilot who is designated as a copilot of a single
reciprocating engine airplane must have at least an FAA private pilot certificate with 
appropriate category and class.

4.5.7.2. (U) Pilot in Command of Single Reciprocating-Engine Airplanes

An FBI qualified and current pilot who is designated as a PIC of a single
reciprocating engine airplane must have:

0 (U) An FAA commercial pilot certificate and instrument rating (with appropriate
category and class).

0 Flown at leastl:lhours total pilot time, of whichl:lhours were in an

 

airplane; hours cross?country ?ight time; of FBI surveillance ?ight 1373,
of actual or simulated instrument flight of night-
flight time.

0 (U) Completed an FBI-approved platform-specific training course for single-
reciprocating engine airplane within the preceding 18 months.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.5.8. (U) Single Turbine Engine Airplanes (ASEL-Turbine)

The ?ight crew must consist of at least an FBI-approved PIC, FBI-approved
copilot, and an optical sensor operator for all surveillance ?ights in a single?turbine
engine airplane with an optical sensor system (088).

(U) A pilot qualified as a PIC in both single reciprocating-engine airplanes and single
turbine-engine airplanes must only complete the recurrent knowledge and practical skills
evaluation on a biennial basis in each platform. During even number years the single
reciprocating?engine airplane evaluation is documented and during odd number years the
single turbine?engine airplane evaluation is documented.

4.5.8.1. (U) Copilot of Single Turbine-Engine Airplanes

(U) An FBI qualified and current pilot who is designated as a copilot of a single turbine
engine airplane must maintain currency as a single reciprocating engine airplane pilot.

4.5.8.2. (U) Copilot Engine Restrictions in an ASEL-Turbine

(U) A single reciprocating?engine airplane FBI pilot, who is not designated as a single
turbine engine airplane pilot, can act as a copilot for any ?ight listed under ?Mission
Required Travel? of this PG. Unless there is an appropriately rated and authorized FBI
?ight instructor designated as the pilot in command, the pilot must not:

0 (U) Manipulate the engine controls or the ?ight controls during takeoff and
landing.

0 (U) Practice any emergency procedures.
0 (U) Occupy the left seat of a single?turbine engine airplane.

0 (U) Be used as a copilot when an additional crew member is used during optical
sensor system missions.

4.5.8.3. (U) Pilot in Command of Single Turbine-Engine Airplanes

(U) An FBI?qualified and current pilot who is designated as a PIC of a single?turbine
engine airplane must:

0 (U) Maintain currency as a single?reciprocating engine airplane PIC (except
FBIHQ pilots).

0 (U) Have ?own at least: hours total pilot time, of which : hours were in an 1373
airplane, an hours in platform.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.5.9. (U) Helicopters

(U) Helicopter pilots may not perform any emergency procedures, including any of the
maneuvers listed in the emergency procedures of the aircraft's operating handbook,
unless an appropriately rated ?ight instructor pilot is acting as the aircraft PIC. With the
exception of engine failures at a hover, helicopter pilots may only perform full?
touchdown auto rotations with SAS permission.

(U) A PIC may occupy the left seat of a helicopter if the PIC is an appropriately rated
?ight instructor pilot, or if an appropriately rated and current helicopter copilot occupies
the right seat. The PIC must also have successfully completed a comprehensive left seat
knowledge and practical skills evaluation by an authorized ?ight instructor pilot.

(U) Only helicopter instructor or maintenance pilots can reduce throttle in ?ight.
4.5.9.1. (U) Helicopter Copilot

(U) An FBI qualified and current pilot who is designated as a copilot of a helicopter must
maintain currency as a single reciprocating?engine airplane pilot (except FBIHQ pilots).
Except when undergoing SAS?approved helicopter transition training, a nonrated pilot
cannot occupy the right seat of a helicopter, even when there is an appropriately rated and
authorized FBI ?ight instructor designated as the PIC in the left seat. FBI ?ight instructor
designated as the PIC in the left seat.

4.5.9.2. (U) Helicopter Pilot-in-Command

(U) An FBI qualified and current pilot who is designated as a PIC in a helicopter must
have:

0 (U) Maintained currency as a single reciprocating-engine airplane PIC (except

FBIHQ pilots).
0 (U) Flown at least hours total pilot time, of whichl:lhours were in a b7E
helicopter, and ours were in a turbine engine helicopter.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.5.10. (U) Multi-Engine Airplane

(U) All multiengine operations must have two appropriately rated multiengine pilots, one
of whom is a current and qualified PIC in the aircraft, unless specific approval is obtained
from SAS on a case?by?case basis.

 

(U) The  Aircraft will be operated in accordance with the HE
Operating Specification Section contained within the CFR Title 14 Part 125 Certificate
and supersedes of this PG in the specific corresponding areas.

4.5.10.1. (U) Copilot in Multi-Engine Airplanes

(U) An FBI qualified and current pilot who is designated as a copilot in a multi?engine
airplane must have maintained currency as a ASEL pilot (except FBIHQ pilots).

4.5.10.2. (U) Pilot in Command in Multi-Engine Airplanes

(U) An FBI ualified and current pilot who is designated as a PIC in a multi?engine
airplane has: b7E

 

0 (U) Maintained currency as a single reciprocating engine airplane PIC (except
FBIHQ pilots).

0 (U) Flown at least:

(U) Total Time ME
(U) MultiEngine (U) hours

 

 

 

 

 

 

 

 

 

 

 

 

 

(U) 

 

 

(U) An FBI?qualified and current pilot who is designated as a PIC in a multi?engine
airplane greater than 12,500 I Imust have: b7E

 

0 (U) A current airline transport pilot certificate and an appropriate type rating.

- (U) Flown at least:


(U) Total Time (UEIhours (U)I:liours (U) hours
(U) Multiengine (UEIhours (U hours (Uj: hours

(U) In Platform (UDours (U) hours (U hours

 

 

 

 

 

 

 

b7E

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

0 (U) Completed an initial and one recurrent ?ight simulator training in that specific
platform.

0 (U) Maintained FAA 14 CFR 61.58 currency.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.6. (U) FBI Flight Instructors

(U) A right seat qualified PIC (left seat PIC in a helicopter) must have satisfactorily
completed a practical skills evaluation for the specific platform aircraft that was
conducted by an appropriately rated and authorized FBI ?ight instructor.

(U) An appropriately rated and authorized FBI flight instructor must comply with all the
necessary right seat PIC (left seat helicopter PIC) requirements and must have:

0 (U) An FAA current certified flight instructor certificate (CFI) with appropriate
category, class and ratings 

0 (U) Satisfactorily completed an instructor knowledge and practical skills
evaluation, conducted by an appropriately rated and authorized FBI ?ight
instructor (arranged and approved by SAS), for the specific platform aircraft.

(U) An FBI ?ight instructor may be designated an instructor pilot (IP) and instruct within
the limits of the CFI certificate while pursuing the next level instructor rating.

(U) Flight instructors must ensure that all ?ights are ?own according to the SOPs as
established through SAS. Any nonstandard procedure is addressed by the instructor and
adjudicated to the level that the instructor deems appropriate.

(U) Designation as an FBI ?ight instructor does not automatically continue when the
pilot is transferred to another field office.

(U) On all FBI ?ights when an appropriately rated and authorized FBI ?ight instructor is
a designated crew member, the FBI ?ight instructor must:

0 (U) Occupy an operable ?ight crew member station of his or her choice, unless
occupying a passenger station more readily allows for the evaluation of crew
resource management and procedures.

0 (U) Act as PIC for the total duration of the ?ight and assume all responsibilities
associated with PIC status.

0 (U) When two ?ight instructors are aboard an aircraft and both are qualified and

current, decide prior to pre?ight preparation who acts as the PIC for the duration
of the ?ight.

4.6.1. (U) Instructor Pilot (IP)

(U) The IP must provide upgrade training, initial and recurrent knowledge, and practical
skills evaluations to copilots, and training to PICs according to the standards set by SAS.

(U) An IP must comply with all the FBI ?ight instructor qualifications and currency in
each of the FBI platforms designated, and must have:

0 (U) Provided and logged a minimum of 24 hours of FBI ?ight instruction per year.

0 (U) Provided a minimum of four pilot evaluations per year.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.6.2. (U) Check Airman (CA)

(U) The CA must provide initial and recurrent knowledge and practical skills evaluations
to IPs, PICs, and copilots in accordance with the standards set by SAS. A CA must also
provide initial and recurrent knowledge and practical skills evaluations to other CAs.

(U) A new CA candidate must comply with all the IP qualifications and currency in each
of the FBI platforms, in subsection 4.3.1, that the CA is designated and must have:

0 (U) Endorsed at least four candidates for practical pilot evaluations who have
each successfully obtained the rating for which they were recommended. The four
must include one recommendation each from three of the four following ratings:
(1) FAA Commercial Certificate, (2) FAA Instrument Rating, (3) FBI PIC, and (4)
FBI copilot. This requirement does not apply to a helicopter CA candidate.

0 (U) Furnished to SAS the names of at least four FBI pilots who received ?ight
instruction or pilot evaluations from the CA candidate. These pilots (and possibly
other FBI pilots who are familiar with the candidate as a ?ight instructor), are
asked by SAS to complete a written evaluation of the candidate as a ?ight
instructor. These evaluations are available to the candidate, and are considered by
the SAS in determining the candidate's suitability as a CA.

4.6.3. (U) Flight (NBI)

(U) All non?FBI ?ight instructors, designated pilot examiners, and FAA inspectors (NBI)
who give instructions or checkrides in FBI aircraft must be approved by SAS and must
receive a briefing and familiarization ?ight from an FBI ?ight instructor. A record of
each approved NBI is kept in SAS.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.7. (U) Pilot Upgrade Training

(U) All pilots? initial and upgrade training and evaluations must have prior approval from
SAS. Before taking upgrade training, a candidate must have completed the appropriate
FAA written exam and passed an FAA medical examination.

4.7.1. (U) Copilot Training

(U) Prospective copilots may receive up to ten hours of ?ight training in VFR maneuvers
while operating the aircraft from the right seat. This training must be given by an FBI
?ight instructor or an SAS?approved local commercial vendor.

4.7.1.1. (U) Copilot Instrument Upgrade

(U) FBI?approved single reciprocating?engine airplane copilots who havel:l?lours of b7E
flight experience and regularly fly in support of the FBI's Aviation Program may be

considered for an instrument rating. Before the FBI provides instrument training, the

applicant must meet the FAA PIC ?ight experience requirements for the rating as defined

in 14 CFR 61.65 and must complete the appropriate FAA written test.

4.7.1.2. (U) Copilot Solo Privileges

(U) Copilots may be considered for solo ?ight privileges only to meet commercial pilot
certificate requirements and when they:

0 (U) Hold an instrument rating.
0 (U) Fly regularly in support of the FBI's Aviation Program.

0 (U) Successfully complete a check ?ight with a solo ?ight endorsement
administered by a check airman within the preceding 12 months.

(U) After initial solo endorsement, each of the copilot?s solo ?ights must:

0 (U) Have the approval of the AvCo who must be a FBI PIC.

0 (U) Have weather of at least 5,000?foot ceilings and five miles visibility, and
forecast to remain at or above these minimums for the duration of the ?ight.

0 (U) Be conducted in daylight, except to meet specific commercial certificate night
solo requirements that may not have been met during private pilot training.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.7.2. (U) Single Reciprocating-Engine Airplane Copilot Upgrading to Single
Turbine-Engine Airplane

(U) A single reciprocating?engine airplane pilot who has an instrument
rating may be considered for single?turbine engine airplane (ASEL?Turbine) upgrade
training. If selected, the prospective ASEL?Turbine copilot receives training. If
successful, an initial ASEL?Turbine copilot knowledge and practical skills evaluation is
administered by a FBI ?ight instructor and the copilot is designated ASEL-Turbine
qualified right seat copilot.

(U) An ASEL?Turbine copilot is eligible to attend aircraft?specific initial training
provided by a vendor who is selected by SAS. After successful completion of this
training and a knowledge and practical skills evaluation arranged and approved by SAS,
the pilot may be designated an ASEL-Turbine qualified left-seat copilot.

4.7.3. (U) Single Reciprocating Engine Airplane Pilot in Command Upgrading
to Multi engine Airplane and Helicopters

(U) This subsection does not apply to pilots who are selected to be part of the 
THU or SAS pilots.

(U) A single reciprocating-engine airplane pilot with an instrument rating who has
completed the appropriate FAA written exam, if applicable, (including the airline
transport pilot written exam if the upgrade is in an airplane greater than 12,500
lbs.) may be considered for a multiengine airplane or helicopter upgrade training as
appropriate. If selected, the copilot receives training and must successfully achieve a
multiengine airplane certificate or helicopter rating. Following this, the pilot and the
copilot must take an initial multiengine airplane or helicopter copilot knowledge and
practical skills evaluation, administered by an FBI flight instructor. Upon successful
completion, the pilot is designated a multiengine airplane right seat or a helicopter left?
seat copilot by SAS.

(U) A multiengine airplane or helicopter copilot is eligible to attend platform-specific
initial training provided by a vendor selected by SAS. Upon successful completion of this
training, a multi engine airplane qualified left seat or a helicopter right seat knowledge
and flight evaluation can be arranged and approved by SAS. Upon successful completion,
the pilot is designated a multi engine airplane qualified left seat or a helicopter right?seat
copilot by SAS.

4.7.3.1. (U) Copilot Commercial Upgrade

(U) FBI copilots who havel:lhours of ?ight experience, an instrument rating, and b7E
regularly fly in support of the FBI's Aviation Program may be considered for commercial

upgrade training when they have met the PIC flight experience requirements for the

rating defined in Titlel4 Code of Federal Regulations (CFR) Section ?6l.129 and

have completed the appropriate FAA written test.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.7.4. (U) RightSeat (LeftSeat - Helicopter) Pilot-in-Command

(U) A PIC may only occupy the right seat (or left seat in a helicopter) of a platform if that
pilot is an appropriately rated instructor, or that pilot has successfully completed a
comprehensive right seat (or left seat in a helicopter) knowledge and practical skills
evaluation administered by an authorized instructor within the previous 12 months.
Additionally, an appropriately rated and current platform copilot must occupy the left
seat (or right seat).

4.7.5. (U) Pilot in Command Upgrade Training to Flight Instructor

A right seat PIC who has at least : pilot flight hours in categoryl: flight hm
hours of FBI surveillance and has completed the appropriate FAA written tests, may be
considered for FBI instructor pilot upgrade training.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.8. (U) Aviation Security Requirements
4.8.1. (U) Aviation Security Coordinator

(U) An ASec must be designated in each field office that has an assigned aircraft. This
individual must be selected by the field office SAC with the concurrence of the director
of aviation safety (DAS). The ASec?s duties may encompass duties of other coordinators,
such as the ASaf.

(U) The ASec or designee should maintain liaison with the fixed base operator (FBO),
manager, and lead technician or foreman at service facilities to stay abreast of changes in
personnel and other relevant information.

(U) The ASec should be aware of the current sentiments toward LE by the local
population and adjust the level of operational security and vigilance accordingly. The
ASec should include this information in briefings given to visiting pilots who are on
temporary duty (TDY) assignment to the host field office.

When operationally necessary and/or when it is in the FBI's best interest,
personnel planning to disclose sensitive information, such as the FBI's identity, first must
obtain approval from the field office's ASec and supervisor, concurrence from SAS, and
have the appropriate FBI nondisclosure form signed by the recipient of the information.
A copy of the form must be maintained in the field offices safety file and the original
forwarded to the director of aviation safety (DAS) at SAS.

4.8.2. 
(U) FBI pilots must:
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Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.9. (U) Aviation Safety Program

(U) Any employee is authorized to bring any concern of the safety of aviation to the next
level in their chain?of?command or directly to the program manager of Aviation Safety at
SAS.

(U) SAS reserves the right to remove from the FBI aviation program any pilot who
commits an unsafe act or demonstrates a lack of sound judgment during the commission
of his or her aviation duties or other behavior, which could influence their fitness to
safely operating an aircraft.

4.9.1. (U) The Director of Aviation Safety (DAS)

(U) SAS program manager of aviation safety and security, commonly referred to as the
director of aviation safety (DAS), reports directly to the Aviation Support Unit Chief.
When a safety?of??ight issue cannot be resolved to the satisfaction of the DAS, the DAS
may consult directly with the SC, SAS. The DAS must be a graduate of a recognized
aviation safety program or have had formal, comprehensive training in aviation safety
program management, operational risk management, human factors, hazardous materials,
crew resource management, and aircraft accident investigations within twelve months of
assuming this role.

4.9.2. (U) Field Office Safety Audits

(U) The DAS, SAS, or a designee should visit each field office to conduct operational
safety audits that include a review of pilot training records, the status of aircraft
maintenance and safety equipment, and a review of local operating procedures. These
visits shall include meeting with the AvCo, ASafs, and supervisors to
discuss and promote the FBI's Aviation Safety Program.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.9.3. (U) The Components of the Aviation Safety Program
4.9.3.1. (U) No Fault Hazard Reporting System

(U) Pilots must report hazardous events, mistakes, accidents, and incidents in the No
Fault Hazard Reporting System using the ?Aviation Safety Tracking And Reporting?
(ASTAR) form available on intranet site. If there is no gross negligence, gross
disregard for operational rules, procedures and regulations, or reckless operations, (as
initially determined by the Aviation Safety Council), no punitive or administrative
actions will be taken against an individual who reports an aviation safety oversight or
mistake. Otherwise, the event may be subject to review by the Flight Performance Board.
(U) Once the determination has been made that an ASTAR will be submitted, the
program manager of aviation safety and their program manager for field flight operations
must be immediately notified by UNCLASSIFIED email and a brief description of the
event provided. The submitter must ?bu?mail? or fax the ASTAR to program
manager of aviation safety within five business days. Unless otherwise instructed, the
submitter maintains their ?ight status and the aircraft involved, if any, will remain
operational after required maintenance is completed.

4.9.4. (U) Safeflight

(U) Safe?ight is the FBI's official periodic aviation safety publication. It is used to
disseminate hazard reports and other pertinent aviation-related information to pilots and
managers. Recognition awards are presented to those who have contributed to the
Aviation Safety Program by submitting articles selected for publication in Safe?ight.

4.9.4.1. (U) Aviation Safety Council (ASC)

(U) The ASC is a panel of aviation experts who convene quarterly to review, discuss, and
take appropriate action regarding accidents, incidents, training, and procedures that
in?uence safety of ?ight. Members of this panel are listed in Safe?ight. The chair of this
committee is the SC of SAS.

4.9.4.2. (U) Air Safety Directive Program

(U) SAS periodically issues air safety directives for critical aviation safety items. This

program is similar to the FAA Airworthiness Directive Program that was established for

the maintenance of all US. certificated aircraft. The FBI air safety directives also include,

in addition to maintenance items, any issues and items that relate to the safe operations of

FBI aircraft. Each ASaf must respond to the director of aviation safety by either an

electronic communication (EC) or an email confirming receipt and compliance with air

safety directives issued to the field offices. Each field office's ?ight operation must

establish and maintain subfile for air safety directives and a written hm
record of the field office's response to each directive.

4.9.5. (U) Aviation Safety Coordinator (ASaf)

(U) Each field office that has an assigned aircraft must have an ASaf. The ASaf is
selected by the field office?s SAC with the concurrence of SAS. Additionally, an ASaf is

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Bureau Aviation Regulations Policy Directive and Policy Guide

designated in SAS, Special Flight Operations Unit and the Tactical Section, Tactical
Helicopter Unit. The ASaf must be a PIC and have completed training within 12 months
of his or her assignment as ASaf in risk management, aviation safety, accident
investigations, the transportation of hazardous materials, and human factors in aircraft
mishaps. The ASaf serves as the field office?s repository and dissemination point for
aviation safety information. The ASaf position must not be assigned to a pilot serving as
an aviation coordinator or aviation maintenance coordinator.

(U) The ASaf must ensure that the field office?s pilots and sensor operators participate in
at least three of the quarterly scheduled aviation safety meetings within the past 12
months to continue to act as an FBI pilot or crew. The ASaf may contact SAS program
manager of aviation safety for a list of suitable make?up options for pilots or sensor
operators who do not attend at least three of the quarterly scheduled aviation safety
meetings. Aviation safety meetings are held to identify and resolve local safety of flight
issues and to provide supplemental aviation safety training. The ASaf documents the
meetings agenda, minutes, and a list of attendees in an EC to SAS that specifically
identifies any safety?of??ight issue raised by participants and whether or not the matter
was resolved.

(U) The ASafs maintain regular contact with the SAS program manager of aviation safety
to discuss safety of ?ight?related issues that are not resolvable at the local level.

(U) Pilots assigned to field offices that do not have full?time Aviation Programs must
attend their field office?s quarterly safety meetings and quarterly safety meetings held by
neighboring field offices at least twice per year. Pilots must document attendance of each
meeting and any safety or ?ight issues discussed in an EC to SAS.

(U) If funding is available, each regional ?ight operation should consider holding an
annual regional safety meeting in a suitable location within the boundaries of the region.
When feasible, each FBI pilot should attend one regional safety meeting per year. The
regional ASaf should consult with the DAS to develop an agenda and determine suitable
topics for the annual regional safety meeting. Each of these meetings must be approved
by the DAS. For this purpose, SAS encourages attendees to ?y FBI aircraft to meeting
sites when possible. These ?ights are approved using the normal procedures as described
in this PG and in local standard operating procedures.

(U) Attendees at annual regional safety meetings must:
0 (U) Review any unique safety of ?ight issues that face a particular region.

0 (U) Provide SAS management the opportunity to brief regional personnel on
program initiatives and projects.

0 (U) Provide the opportunity to inspect aircraft.
0 (U) Develop best practices.

0 (U) Allow pilots to share ideas that can be used in local ?ight operations to
enhance field office intelligence- gathering activities.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.9.6. (U) Standardization Pilot (SP)

(U) The SP provides standardization and quality control for the FBI's pilots. FBI SPs
must be uniformly consistent in the performance standards they apply.

4.9.6.1. (U) Standardization Pilot Selection

(U) The SP is selected by SAS. The SP is a current and qualified FBI pilot, has received
training in LOSA procedures and evaluation, and meets as directed by SAS to receive
training relevant to the SP position as well as review and update the FBI Standardization
Manual. Since the SP is expected to instruct other FBI pilots, the SP is enrolled in the
Training Division (TD) Adjunct Faculty Program (AFP) and has completed any required
instructor development courses for the AFP as outlined by TD policy.

4.9.7. (U) Aircraft Accident Investigators (AAI)

(U) FBI-designated AAIs are selected from FBI pilots experienced in aviation safety and
accident investigation. AAIs must be appropriately equipped and must take formal initial
and recurrent training from an industry? recognized institute of aviation safety. As
directed by SAS, AAIs are responsible for conducting comprehensive investigations into
FBI aircraft accidents, incidents and other events as directed by SAS. Their findings and
analysis of the factors and contributing cause(s) involved in an aircraft accident or
incident are used to determine if any training modifications, operational policy changes,
or other administrative actions are warranted.

4.9.8. (U) Accident/Incident Trend Monitoring

(U) Periodically, the DAS assesses the preceding year's incidents, accidents, report
statistics, findings, and trends. The Aviation Safety Council reviews the assessment to
determine if changes in procedures, regulations, training, maintenance, or equipment are
necessary.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.9.9. (U) Aviation Risk Management

(U) ?Risk management? is defined as the process of identifying and controlling hazards
to personnel, assets, and mission readiness. Hazards are defined as any real or potential
condition that can cause injury, death, damage to or loss of equipment or property, or
mission degradation. As specific hazards are identified, they are evaluated for severity, or
the worst credible outcome of that hazard occurring, and the probability that the outcome
will be realized. Controls are defined as actions taken to eliminate hazards or reduce their
risk.

(U) The purpose of risk management (RM) is to identify the risks associated with
completing a specific mission, so that management and aircrews can make informed
command decisions. The intent of RM is not to curtail operations but to identify potential
risks that may exist for a particular mission, so that hazardous conditions can be
addressed prior to flight. Pilots and managers should be aware that hazards can never be
completely eliminated, and occasionally, missions are approved at elevated risk levels to
meet the priorities of the FBI. The FBI Aviation Program?s Risk Management Program is
consistent with the industry?s best practices and meets applicable federal guidelines 
FMR The Aviation Program uses an RM model accepted by the
Federal Aviation Administration Transportation Safety Institute. This model consists of
the following five steps:

1. (U) Identify Hazards.
2. (U) Assess Hazards.
3. (U) Develop Controls and Make Decisions.
4. (U) Implement Controls.
5. (U) Supervise and Evaluate.
4.9.9.1. (U) Field Office Risk Management Requirements

(U) Each ?ight operation is responsible for completing the five?step risk management
process and determining the level of risk for each flight to be completed. Aircrews and
local management should compare mission risks with the likelihood of successfully
completing mission objectives. If the level of risk is higher than minimal, or the mission
objectives do not seem to be worth the risk level, then controls are implemented. The PIC
must notify management of the current risk level. The level of management notification
depends on the level of risk that is determined. The PIC should brief the level of
management that has the resources and authority to modify mission requirements to
reduce the associated risks or allow the mission to meet critical needs. Use of the risk
assessment worksheet (RAW) meets the minimum requirement to complete the five?step
risk management process.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.9.9.2. (U) Risk Assessment Worksheet (RAW)

(U) All field offices ?ight operations must use the RAW on every flight. The use
of this worksheet ensures that prior to departure, ?ight crews evaluate their mission with
a list of potential hazards, conditions and/or factors that might affect ?ight safety 
adverse weather, crew experience, terrain and environmental factors, crew rest, and
waivers granted). Each category has a quantitative value assigned based on the severity of
the hazard. The sum value of each category is then added to provide an overall
quantitative risk associated with the mission.

(U) Field ?ight operations may develop within their local SOPs a risk management (RM)
policy that uses the five?step RM process and meets the RM objectives as described in
the section above. Each RM SOP is approved by the DAS. The SFOU and the THU each
have a RM policy in their standard operating procedures, which are approved by SAS.

(U) After completing the risk assessment worksheet, the PIC may use the quantitative
value to determine the level of risk minimal, low, moderate, or high) for the specific
mission. Missions defined as ?minimal? risk may be completed with PIC concurrence. If
the level of risk is low, moderate, or high, then local management is contacted as shown
on the worksheet. PICS should use locally accepted procedures when contacting field
office management. After the appropriate level of management is briefed on a low,
moderate, or high?risk mission, unless it is cancelled by management, the ?ight may be
completed with PIC concurrence. When possible, PICs, ASafs, AvCos, and local
management should evaluate each low, moderate, and high level mission to determine if
it can be reasonability completed at a lower level of risk by adjusting mission
requirements and/or developing controls. Any controls used to lower the initial risk level
is documented on the risk management worksheet and approved by the ASaf, or designee.
The level of management notification required should be based on the risk level after
controls are developed and approved.

4.9.9.3. (U) SAS Risk Management Support

(U) The fundamental objective of completing the risk management worksheet is to have
crew members consider their mission in advance, identify the hazards, and take the
appropriate steps to mitigate unnecessary risks. SAS recognizes the PIC is ultimately
responsible for the safe operation of the aircraft. To maintain the integrity of PIC
authority, management supports any decision the PIC makes within the scope of this
guide, applicable federal aviation regulations (FARs), and ?ight safety. The 
judgments should be based on information the PIC receives from the co?pilot or others
sensor operator, ATC, ground team member, etc.), and through appropriate use of
crew resource management when making determinations.

(U) The Aviation Safety Council?s final disposition for crew members involved in a
mishap, incident, or accident is independent of the mission risk level, as measured by the
use of the risk assessment worksheet.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.10. (U) Aircraft Accidents
4.10.1. (U) Definitions

(U) After an accident or incident, a PIC may be required to take a special post?incident
check ?ight coordinated by SAS.

(U) Aircraft accidents or incidents are defined in 49 CFR 830.2.

(U) An ?aircraft accident? is defined as an occurrence associated with the operation of an
aircraft: (1) that takes place between the time any person boards the aircraft with the
intention of ?ight and the time all such persons have disembarked, and in which any
person suffers death or serious injury, or (2) that the aircraft receives substantial damage.

(U) An ?incident? is defined as an occurrence other than an accident that is associated
with the operation of an aircraft and affects, or could affect, the safety of operations.

(U) ?Substantial damage? is defined as damage or failure that adversely affects the
structural strength, performance, or ?ight characteristics of the aircraft, and that would
normally require major repair or replacement of the affected component. Engine failure,
damage limited to an engine, bent fairings or cowling, dented skin, small punctured holes
in the skin or fabric, ground damage to rotor or propeller blades, damage to landing gear,
wheels, tires, ?aps, engine accessories, brakes, or wingtips are not considered substantial
damage.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.10.2. (U) Reporting Aircraft Accidents or Incidents

(U) For all aircraft accidents or incidents, SAS must make all mandatory reports to the
National Transportation Safety Board (NTSB). FFOU, SFOU and the THU must
immediately notify SAS of any aircraft mishaps. SAS must evaluate the event and make
the determination if it is reportable to the NTSB. The following events must be reported
immediately to SAS to comply with additional reporting requirements of the NTSB:

0 (U) Flight control system malfunction or failure.

0 (U) Inability of any required ?ight crew member to perform normal ?ight duties
as a result of injury or illness.

0 (U) Failure of any internal turbine engine component.
0 (U) In??ight fire.
0 (U) Aircraft collision in ?ight.

0 (U) Damage to property, other than the aircraft, estimated to exceed $25 ,000 for
repair (including materials and labor) or fair market value in the event of total loss,
whichever is less.

0 (U) For large multi?engine aircraft (more than 12,500 pounds maximum
certificated takeoff weight):

0 (U) In??ight failure of electrical systems that requires the sustained use of
emergency power by a backup source such as a battery, auxiliary power
unit, or air-driven generator to retain ?ight control or essential instruments.

0 (U) In??ight failure of hydraulic systems that results in sustained reliance
on the sole remaining hydraulic or mechanical system for movement of
?ight control surfaces.

0 (U) Sustained loss of the power or thrust produced by two or more engines.

0 (U) An evacuation of an aircraft in which an emergency egress system is
used.

0 (U) Release of all or a portion of a propeller blade from an aircraft, excluding
release caused solely by ground contact.

0 (U) A complete loss of information, excluding ?ickering, from more than 50
percent of an aircraft cockpit display.

0 (U) Airborne Collision and Avoidance System (ACAS) resolution advisory under
an IFR ?ight plan or in Class A airspace.

0 (U) Damage to helicopter tail or main rotor blades, including ground damage that
requires major repair or replacement of the blades.

0 (U) Aircraft is overdue and is believed to have been involved in an accident.

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4.10.3.



Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Reporting Other Aircraft Safety Events

(U) Aviation personnel must report all safety of ?ight events to SAS as soon as possible
but no later than five business days from the time of the event. Personnel may verbally
report but must follow up with a written ASTAR. The need for any subsequent formal
investigation must be determined by SAS based on the totality of the circumstances.
Remedial action should be taken according to instructions in this PG or the No Fault
Hazard Reporting System.

(U) Aircraft incidents include:

(U) Any break, bend, or dent of a metal part of the aircraft while on the ground,
being taxied, towed pushed or mechanically maneuvered with a tug or tow
bar) or while landing, taking off, or any phase of ?ying

(U) Landing gear malfunction.

(U) Tire malfunction.

(U) Bird strike.

(U) Flight instrument malfunction.

(U) Navigation instrument malfunction.

(U) Electrical system malfunction.

(U) Fuel exhaustion.

(U) Engine malfunction.

(U) Hot starts requiring inspections per operating manual.
(U) Compressor stalls resulting in damage.

(U) Smoke in the cockpit.

(U) Engine fire.

(U) Inadvertent instrumental meteorological conditions.

(U) Overtorque (as defined by the aircraft manufacturer) requiring inspection or
maintenance write-up.

(U) Exercising emergency authority to deviate from any 14 CFR or FBI standard
operating procedures.

(U) Any aircraft limitation exceedances requiring maintenance write?up.
(U) Any runway or taxiway incursion.

(U) Near miss.

(U) Turbulence: wake or clean air turbulence.

(U) Special use airspace infraction.

(U) Deviation from air traffic control (ATC) assignment.

(U) Descent below minimums on an instrument approach procedure in instrument
meteorological conditions.

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Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Any event that a pilot feels would benefit the FBI's Aviation Safety Program should
also be reported.

4.10.4. (U) Post-Accident Procedures

(U) In all accidents involving FBI owned or FBI leased aircraft, SAS must conduct a joint
or concurrent investigation with the NTSB. The director of safety (DAS) ,or SAS, if the
DAS is unavailable, selects an SAS approved to conduct the accident or incident
investigation. The AAI is designated as the lead investigator and is responsible for the
technical investigation. One or more investigators may be sent to the accident scene by
the most expeditious means to ensure the investigation and handling of physical evidence
is conducted according to standards acceptable to the NTSB and the International Civil
Aviation Organization (ICAO). The must complete the investigation quickly and
efficiently and update SAS with investigative results on a daily basis or as determined by
SAS. The complete investigative report must be sent to SAS control file provided to the
AAI.

4.10.5. (U) Initial Response to an Aviation Accident

(U) The Aircraft Accident Response Checklist is available on the SAS/Aviation Support
Unit Intranet site. The items on this checklist are a summary of the detailed bullet points
shown below. The aviation accident investigator (AAI) must:

0 (U) Determine the extent of injuries and disposition of any aircrew or civilian
casualties.
0 (U) Contact appropriate rescue and emergency medical resources.

0 (U) Contact appropriate local civil and/or military authorities for assistance, as
required.

0 (U) Instruct all personnel responding to the crash scene not to touch, move, or
disturb any wreckage until agreed upon by fire department and medical personnel.

0 (U) Advise all personnel of crash scene hazards fuel or ammunition
explosion, biohazards, poisonous byproducts of combustion, hydraulic and brake
?uids, exploding tires and sharp metal edges).

0 (U) Attempt to photograph any wreckage before it is moved, if necessary, giving
special attention to propellers, power plants, control surfaces, and cockpit
conditions.

(U) For accidents when obvious injuries are not present, the AAI must consider a medical
examination for all involved persons. As directed by SAS, the AAI must obtain blood
and/or urine specimens for drug and/or alcohol analysis. The AAI must also:

0 (U) Determine the type of terrain, accessibility, and weather conditions at the
crash scene.

0 (U) Locate and obtain names, addresses, and telephone numbers of as many
witnesses as possible so they may be contacted later and interviewed in detail.

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Bureau Aviation Regulations Policy Directive and Policy Guide

0 (U) Estimate the extent of property damage, but not make any assessments or
conclusions of cause or liability, regardless of how obvious they may appear.

0 (U) Arrange for assistance from a field office's Evidence Response Team (ERT)
to provide photographic coverage and evidence collection.

0 (U) Notify the field office aviation coordinator or, in his or her absence, another
qualified PIC to secure the aircrew logbooks, aircraft log books, aircraft
maintenance records, and other pertinent documents.

0 (U) Consider dispatching the division's press relations coordinator to the crash
scene to handle media inquiries.

(U) In the event of fatal injuries, the AAI must assign agents to accompany the remains,
observe subsequent autopsies, and coordinate autopsies with the local coroner or military
pathologist. The AAI must also:

0 (U) Provide SAS with a brief summary by the most expeditious means
commensurate with the seriousness of the accident including:

0













(U) Identities of employees involved.

(U) Extent of injuries to all individuals involved.
(U) Extent of aircraft and property damage.

(U) Location and accessibility of accident scene.
(U) Time of the accident.

(U) Type and identity of aircraft involved.

(U) Point of contact for agents in control at the accident scene.

(U) Interviews of crew members must not be conducted at this time. After taking time to
regain their composure, crew members are interviewed in detail by a representative of
SAS and/or NTSB. Interviews should be conducted away from the accident scene. The
tone of interviews should not be adversarial, but rather informative regarding the events
leading to the accident.

(U) All FBI personnel involved must be made aware that counseling for stress-related
is available through the Employee Assistance Program.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.10.6. (U) Secondary Response to an Aviation Accident

(U) The items on the secondary response to an Aviation Accident Check List are a
summary of the following requirements:

(U) The AAI must:

0 (U) Determine involvement of personnel from other divisions and notify the
appropriate SACs.

0 (U) Notify the head(s) of other agencies if the ?ight was a joint venture.

0 (U) Notify the United States Attorney expeditiously through the field office?s
chief division counsel (CDC) if death, injury, or civilian property damage has
occurred.

(U) If a crew member has been killed or injured, the must designate the
members of the notification team (preferably agents known to the victim's family) and
proceed as expeditiously as possible to notify the victim's family, in accordance with the
Casualty Response Policy Guide (0300PG).

The media representative is responsible for liaison with local law enforcement
media representatives handling media at the scene. Names of crew members involved,
nature of the flight, equipment on board the aircraft, and surveillance methods must not
be released to the media.

(U) The AAI must review witness statements and re?interview witnesses as necessary.

(U) SAS aviation personnel or designee must interview all witnesses located immediately
after the accident and obtain a statement. He or she must also ensure the statement
includes the witness? location relative to the crash scene and their visual and aural
observations regarding events leading to the crash. Aviation personnel must also attempt
to determine what each witness actually observed.

(U) SAS must arrange through the FAA to preserve air ATC communications with the
involved aircraft, ATC radar plots of the involved aircraft, ?ight plan information of
involved aircraft, and weather information concerning the ?ight from point of departure
to the crash site.

(U) SAS must notify the nearest NTSB office in the event of death, injury, or
involvement of civilian personnel.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.10.7. (U) Post Accident Guidelines

(U) SAS aviation personnel must remove involved crew members from the accident
scene as soon as possible and not assign duties to these crew members related to
investigation of the accident. They must also interview involved crew members in detail
after allowing them to take time to regain composure. Involved crew members may
review their statements before they are included in any report or review by FBIHQ, any
United States Attorney, local district attorney, or grand jury. After removal from the
accident scene, the crew members are encouraged to contact their families.

(U) If a crew member is injured, the SAC or ASAC of the field office to which the
injured crew member is assigned must initiate contact with the crew member and the
crew member?s family. In the event of a crew member?s death, the SAC or ASAC must
immediately initiate personal contact with the crew member?s family. If the injured or
deceased crew member was assigned to FBIHQ, the appropriate SC or ASC must initiate
personal contact with the crew member?s family. An official from FBIHQ must telephone
the injured crew member to express interest in the welfare of the crew member and his or
her family.

(U) A total of five days administrative leave (as approved by an SAC or SC) is available
to any crew member directly involved in the accident. The Employee Assistance
Program should contact involved crew members shortly after the accident so that they
and their families can share their reactions to the accident. Six months after the accident,
EAP should contact the SAC or SC to determine whether or not any further counseling
for any involved crew member is warranted.

(U) SAS assists the PIC with preparation of written reports required by NTSB Part 830.
SAS ensures that any hazardous materials issues in the post?accident process of salvaging
or securing FB I-owned aircraft wreckage are handled by appropriately trained personnel.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.10.8. (U) Pilot Disposition after an Accident

(U) Following an aircraft accident or serious incident, as determined by the DAS, the PIC
and copilot must be removed from ?ight status pending an evaluation by SAS. A decision
to return the PIC or copilot to ?ight status may require either or both to successfully
complete a knowledge and practical skills evaluation conducted by an appropriately rated
and qualified check airman. All aircraft accidents and incidents must be reviewed by the
Aviation Safety Council. Subsequently, all accidents and serious incidents, as determined
by the Aviation Safety Council, must be referred to the AARB. Following the AARB's
review of the facts and circumstances surrounding the accident or incident, the AARB
may impose administrative sanctions as they deem appropriate, consistent with the No
Fault Hazard Reporting System.

4.10.9. (U) Aircraft Accident Review Board (AARB)

(U) The Aircraft Accident Review Board (AARB) is composed, at a minimum, of the
Shooting Incident Review Group (SIRGher designee. The DAS
may invite an aircraft accident investigator (AAI) and/or an FBI flight instructor as a
subject matter expert (SME). The AARB must review the details of the accident or
incident and the probable cause(s) cited in the FB I's and/or National Transportation
Security Board?s (NTSB) ?ndings. The AARB must determine administrative findings
and recommendations aimed at preventing future incidents and accidents. The board must
determine suitability of the pilot to continue as PIC or copilot and refer any
recommended administrative actions to the appropriate division of FBIHQ. The board
may summon the individual(s) involved or other individuals for an interview if deemed
appropriate. Any individuals who wish to be interviewed by the board in connection with
an FBI incident or accident should submit written requests either through SAS or directly
to the chair of the AARB.

(U) After the AARB concludes its administrative review and findings following an
accident or incident, the FB I's Aviation Safety Council must review the matter again to
implement any appropriate changes in training, procedures, or policies that have been
recommended or directed by the AARB. This information must be disseminated to all
pilots, crew members, and managers, as appropriate and necessary.

4.10.10. (U) Aviation Accident During the Transport of Dangerous Goods

(U) In the event of an aviation accident that involved the transport of dangerous goods,
the PIC must secure the accident or incident scene and direct the accompanying
HAZMAT Materials Officer (HMO), HAZMAT Materials Specialist (HMS), special
agent bomb technician (SABT), or hazardous devices specialist (HDS) to expeditiously
report the potential hazard of dangerous goods to the responding crash/fire/rescue unit
and to the state agency responsible for the control of dangerous goods in that jurisdiction.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11. (U) Aviation Maintenance
(U) Mission accomplishment must not take precedence over ?ight safety.

(U) Aircraft must not be operated if it has any known condition compromising safe or
legal flight operation. Aircraft must not be dispatched for ?ight unless noted
discrepancies are corrected or verified as airworthy by authorized maintenance personnel.
Aviation personnel must document all discrepancies noted on aircraft are report
them to the AvCo, aviation maintenance coordinator (AMC), or maintenance personnel.
Aviation personnel should consult with the AMC, maintenance personnel or SAS before
?ights when any confusion exists as to whether a condition is adequate to render an
aircraft unairworthy. When no maintenance guidance is immediately available, the
aircraft is treated as unairworthy and grounded.

4.11.1. (U) Aviation Support Unit Standardized Records

(U) The director of maintenance of the Aviation Support Unit (ASU) maintains
standardized records for all maintenance personnel. These records include documentation
of:

0 (U) FAA certifications.

0 (U) Initial and biennial recurrent training received from a professional aircraft
maintenance training school for any person authorized to sign a maintenance
release appropriate to the aircraft group, type, or system for which a release is to
be signed.

0 (U) Training on FAA and FBI policies.

0 (U) Training on maintenance procedures, servicing, and elementary work tasks
appropriate to the duties of the assigned position.

0 (U) Training in marshaling procedures.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.1.1. (U) Maintenance Initial and Recurrent Training

(U) The director of maintenance ensures that all FBI aviation maintenance employees
receive initial and recurrent training on the FAA and FBI maintenance policies and on the
maintenance procedures, servicing, and elementary work tasks appropriate to their duties.
In addition:

0 (U) Any SAS personnel who is authorized to sign a maintenance release must
receive initial training and recurrent training at least every two years, appropriate
to the aircraft group, type, or system for which a release is signed.

0 (U) Any SAS personnel who is authorized to marshal aircraft must receive
training in marshalling procedures.

(U) The training program is conducted to ensure that aviation personnel acquire the
competence to perform their assigned duties.

(U) Pilots must receive training in aircraft servicing procedures for the aircraft type they
are authorized to ?y from a qualified aircraft maintenance person or person designated by
the AMC to provide such training. This training must include refueling, adding oil, de-
icing, preflight inspection, and aircraft ground handling. Aviation personnel must
perform each elementary work task under the direct supervision of a qualified
maintenance person until they are authorized to perform the task unsupervised. Pilots
must receive initial training before authorization is granted to perform any servicing or
elementary work. Thereafter, pilots must receive training on an annual basis.

(U) The following trainings must be completed by persons authorized to perform
servicing or elementary work:

0 (U) FBI procedures.
0 (U) FAA and FBI policies.
0 (U) Procedures for each aircraft type.

(U) The director of maintenance must maintain a list of persons authorized to perform
elementary work and servicing. The director of maintenance must record details of each
employee?s authorized tasks and training on the individual's training record (using case
filel and retain for at least four years.

4.11.2. (U) Aviation Maintenance Coordinator (AMC)

(U) Each field office that operates aircraft must designate a pilot as an AMC. Large field
offices should consider designating an alternate or assistant AMC. Although the PIC
makes the ultimate decision regarding an aircraft?s airworthiness, the AMC must ensure
that aircraft are maintained in airworthy condition, including monitoring, scheduling, and
confirming that proper maintenance is performed. The AMC must establish and maintain
liaison with maintenance providers and must act as the point of contact with SAS
regarding aviation maintenance issues. Each field office AvCo must provide to SAS, in



5 3




Bureau Aviation Regulations Policy Directive and Policy Guide

writing, the name(s) of the designated AMC. The AMC and the safety officer may not be
the same person.

4.11.3. (U) Aircraft Mechanic Qualifications

(U) Except as provided in 14 CFR 43.3, no person may maintain, rebuild, alter, or
perform preventive maintenance on a FBI aircraft, aircraft engine, propeller, appliance, or
component part.

4.11.4. (U) Aircraft Mechanic Recency of Experience

(U) In order to be eligible to sign a maintenance release, aircraft maintenance personnel
must have had, within the preceding 24 months, at least six months experience in the
inspection, servicing, or maintenance of aircraft systems in accordance with the
privileges granted by the license held in relation to that maintenance release. All FBI
employee mechanics mu st undergo recurrent training at least once every 24 calendar
months.

4.11.5. (U) Aircraft Maintenance Tracking System

(U) The field aviation maintenance coordinators schedule maintenance usin a
commercial off-the- shelf aircraft maintenance computer program calle The
aviation maintenance coordinator AMC) is the local administrator 0 nd ensures
that each pilot and vendor hasl access to appro ariate aircraft. Parts and tools
inventories are also maintained in AMCs use ladministrative access to
initially align user profiles to enable division pilots and aircraft mechanics to view only
their aircraft, and then realign user profiles when aircraft move between divisions. An

AMC can reset asswords and unlock accounts, as needed, and organize aircraft into
?eets withm?

4.11.5.1. (U) Logging on to: ME

(U) Field AMCs may not providel: logon to anyone who has not been issued a

professional flight management crew number, as doing so would create a security breach

in the system. Similarly, AMCs may not create new administrative users. Fixed base

operator (FBO) and repair station logons are issued directly by : for specific 1373
aircraft. These logons should be requested through the  : analyst.

 

b7E

 

(U) All logons issued by field maintenance coordinators conform to the following
standard. The logon should be  IThe numbers preceding the dash are
the individual's crew number, as generated by the director of maintenance at FBIHQ.
randomly generates the numbers following the dash. Before issuing a new logon, b7E
the coordinator must search to ensure a logon for that crew number has not been
previously assigned. ASU must delete logons not conforming to this standard. Users must
populate the ?full name? field with either a first name orl I

The e?mail address must be  hddress, not  I
Igd

dress. ASU assigns FBI and contract mechanic logons.

 

 

 

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.5.2. (U) Other Aircraft Maintenance Tracking Systems

 

 

 

 

 

(U) Althou the majority of FBI aircraft?s maintenance is tracked through the

FB II Iaircraft is tracked usingl b7E
provides functionalityl I An

aircraft maintenance computer pro graml Iis used for the 3

 

 

 

 

 

 

 

I Iis a

 

 

4.11.6. (U) Maintenance Inspection Program

(U) FBI airplanes are maintained in accordance with an FAA-approved inspection

program which is in accordance with 14 CFR 91.409(d) and FAA Order 89001 Fleet

approvals for   airplanes are on file with the b7E

Washington Flight Standards District Office (FSDO). The FBI Aviation Inspection

Program is mandatory. All single?engine aircraft must receive standard 50, 50+ hour, and

annual inspections. For each aircraft, proof of enrollment can be found in

I The 
Iis never less restrictive than the manufacturer?s inspection program.

 

 

 

 

 

 

(U) FBI personnel must not contact outside venders without SAS permission.

(U) All new aircraft that have a warranty-related agreement are serviced by the

appropriate facility until the warranty has ended g. aircraft with a two 1373
year warranty are serviced byI IPropellers are

three years).

4.11.7. (U) Aircraft Inspections

 

(U) Each FBI single reciprocating engine airplane receives a 50, 50+ or annual
maintenance inspection as speci?ed by the director of maintenance. An annual
inspection process is defined by 14 CFR 43 Appendix D. These regulations explain the
inspection process.

4.11.8. (U) Maintenance Scheduling and Recordkeeping

used as the primary system for maintenance scheduling and as a backup
system for maintenance recordkeeping generates inspection requirements for
each aircraft. Pilots and mechanics must log on toI Ito check aircraft status. When WE
work is performed, signed logbook entries or task cards are faxed toI I
analyst must update compliance in theI Isvstem. Crew members must update ?ight
time once per flying dayI I generate maintenance
due lists that automatically check for new FAA-published airworthiness directives and
manufacturer published service bulletins. The aviation maintenance program manager
and quality assurance specialists must review these requirements. Maintenance
coordinators must schedule maintenance based on the aircraft maintenance computer
programs due list and discrepancies.

 

 

 

 

 

 

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.9. (U) Instructions for Continuing Airworthiness (ICA)

 

(U) Thel [System does not address specially installed items or any

field?installed items such as supplemental type certificated installations or field?approved
installations. Because not every airc ?aft has :he same modifications, each aircraft has a 3073
tailored set of ICAs. The FBI, using has researched the ICAs pertainin to these

items and has added them to maintenance requirements for each 

and schedules these ICAs. The ICAs may be grouped with inspection phases or may be

scheduled independently of phase inspections ensures that the ICA intervals

specified by the part manufacturer are not exceeded.

 

 

 

 

 

4.11.10. (U) Inoperative Instruments and Equipment

(U) All turbine powered FBI airplanes must have FAA?approved minimum equipment
lists (MELs) on file with the Washington FSDO as specified in 14 CFR 91.213. FBI
turbine airplanes must follow the procedures for using MELs that are contained in FAA
Advisory Circular 91?67 dated 6/28/1991. A binder containing the FAA waiver or letter
of authorization, the master MEL, AC 91?67, and a record of inoperative equipment must
be kept onboard the aircraft. Discrepancies must be immediately logged in aircraft?s
maintenance computer program. Repair categories described in the MELs as A, B, C, or
D, that provide time limits to effect repairs for certain commercial operators, are not
binding on the FBI.

4.11.11. (U) Preventive Maintenance

(U) ?Preventive maintenance? is defined as simple or minor preservation operations and
the replacement of small standard parts not involving complex assembly operations. FBI
pilots who are not FAA certificated aircraft mechanics may perform the following
preventive maintenance tasks under the supervision of an FAA-certified aircraft
mechanic:

0 (U) Replenishing hydraulic fluid in the hydraulic reservoir.
0 (U) Replacing bulbs on position and landing lights.

0 (U) Replacement or adjustment of nonstructural standard fasteners incidental to
operations.

0 (U) Removing and replacing self?contained front instrument panel?mounted
navigation and communication devices in accordance with 14 CFR 42.
Appendix D(c)(3 1), provided the appropriate aircraft maintenance computer
program is notified of the component change.

0 (U) Updating navigational databases in accordance with 14 CFR 42 Appendix
D(c) (32).

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.12. (U) Aircraft Maintenance Test/Functional Check Flights

(U) After an aircraft has undergone any type of maintenance, and prior to its return to
service, the PIC must determine that all work was done satisfactorily, and the PIC may
have to conduct an acceptance ?ight. The acceptance ?ight is generally limited in scope,
but must address all related work performed on the aircraft. Pilots must not leave a
maintenance facility until they are satisfied with all the work performed on the aircraft
and they are prepared to return it to service as is. All problems associated with a
maintenance facility must be reported to SAS.

4.11.13. (U) Daily Maintenance

(U) Each pilot must check maintenance status prior to each flight and determine whether
that aircraft is in condition for safe flight. Operations or maintenance personnel must
clearly place a placard on every unairworthy aircraft, to prevent inadvertent use of that
particular aircraft.

4.11.14. (U) Maintenance Expenses

(U) The duties of the aviation maintenance coordinator (AMC) include the reconciliation
and recording of maintenance expenses. The AMC is responsible for filing and recording
receipts for all maintenance expenses. The AMC must scan and email these
maintenance receipts to the field office program manager for their region.

(U) Every field office has an FBI?issued credit card assigned to individual aircraft in
order to simplify the purchases of fuel, lubricants, parts and maintenance services.
Aviation personnel must obtain preapproval from SAS to authorize this credit card for the
purchase of equipment or supplies. Finance Division (FD) and SAS have established a
limit for routine maintenance expenditures incurred by the field office and charged to the
credit card. The maximum authorized credit card maintenance expenditures are:

0 (U) All piston powered maintenance event. b7E
0 (U) All turbine powered aircraft: : per maintenance event.

(U) If any single maintenance event exceeds the amounts listed above, aviation personnel
must obtain a purchase order (PG) for payment and consult with SAS for direction on
how to handle the order. SAS coordinates with the Finance Division for approval. All
invoices must be forwarded to SAS. The purchase order process may take up to 45 days.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.15. (U) New and Overhauled Reciprocating Engines Procedures

(U) During the first flight after the installation of a new engine or cylinders, a pilot must
?y the aircraft in VFR at a cruise altitude of less than 8,000 feet density altitude and
execute the following procedures:

0 (U) Start the engine and perform a normal pre?ight run?up in accordance with the
engine operator?s manual.

0 (U) Take off at recommended takeoff power, while monitoring RPM, fuel flow,
oil pressure, oil temperature and cylinder head temperatures.

0 (U) As soon as possible, reduce to climb power specified in operator?s manual.

0 (U) Assume a shallow climb angle to a suitable cruise altitude. Adjust mixture
per POH.

0 (U) After establishing cruise altitude, reduce power to approximately 75% and
begin level ?ight for one hour.

0 (U) In the second hour, alternate power settings between 65 and 75% power per
operator? manual.

0 (U) In the third hour, increase engine power to the maximum recommended by
the POH for 30 minutes.

(U) Descend at low cruise power while closely monitoring the engine instruments.

0 (U) Avoid long descents at low manifold pressure.
0 (U) Do not reduce altitude too rapidly as a quick decrease in engine temperature
may result.

(U) After landing and shutdown:

0 (U) Check for leaks at fuel and oil fittings and at engine and accessory parting
surfaces.

0 (U) Compute fuel and oil consumption and compare to the limits given in
operator? manual.

0 (U) If consumption exceeds figures shown in manual, contact maintenance.

(U) For the next 47 1/2 hours:
0 (U) Flights must be under day VFR conditions.
0 (U) Cruise must be 65 to 75% power.
0 (U) Cruise altitude of less than 8,000 feet density altitude (5000 feet is
recommended).

(U) Oil consumption must always be monitored.

0 (U) Acceptable oil consumption rates are 3% quart/hour for a 182T and one
quart/hour for a 206H and T206H.

0 (U) Non turbocharged engines must use mineral oil for the first 50 hours of
operation in normally aspirated engines and ashless dispersant oil must be used
thereafter.

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Bureau Aviation Regulations Policy Directive and Policy Guide

0 (U) Turbocharged engines must use ashless dispersant oil from the beginning of
their operation.

4.11.16. (U) Oil Analysis

(U) Oil analysis must be used for all turbine engines. As needed, the AMC employs oil
analysis as a diagnostic tool on reciprocating engines. The AMC uploads oil analysis
results to the appropriate aircraft maintenance computer program.

4.11.17. (U) Oil Grades

(U) Pilots must use oil conforming to engine and airframe manufacturer specifications.
Pilots must use Philips 20 which contains an antivalve wear additive in Lycoming
reciprocating engines after the procedures for new reciprocating engines are satisfied.

4.11.18. (U) Repair Parts

The Aviation Support Unit (ASU) must maintain an inventor of repair parts in
All FBI pilots and mechanics must have access toljand may order parts 3573

online through the system. However, repair parts should be ordered through ASU rather
than procured locally. The ASU overtly purchases partsl land
thus obtains parts at a favorable price and without tax.

 

 

 

 

(U) Cannibalization is defined as the removal of a specific assembly, subassembly, or
component from one aircraft for installation on another aircraft to meet mission
requirements. Absent exigent circumstances, and with SAS approval, all cannibalization
actions are prohibited in field offices.

(U)I:Itracks every major component installed on FBI aircraft or in ASU parts b7E
storage. For this reason, any component change is reported to

4.11.19. (U) Work Order and Discrepancy Numbering

(U) This provision pertains to the maintenance work order and discrepancy numbering
scheme that is employed for all aircraft tracked inl I These numbers are system
generated and should not be manually entered. Work orders in are created to track
the tasking of FBI aircraft mechanics, contract mechanics, fixed base operators, and
repair stations. The scheduled dates for work orders keep managers and pilots informed
of aircraft that are unavailable due to scheduled maintenance. Discrepancy numbers are
used to track pilot and aircraft mechanic re orted problems with aircraft. Use of both the b7E
work order and discrepancy system in mandatory. Users should not confuse the
work order number with any work order number generated by a fixed base
operator or repair station. Whenever possible these outside numbers should be placed in
Vendor receipts and work orders, even
when not inI Ishould be faxed tol IDiscrepancies are also numbered in

The discrepancy numbering scheme is independent of the work order numbering

 

 

 

 

 

 

 

 

 

 

 

scheme.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.11.20. (U) Tool Control

(U) The director of maintenance or designee must maintain an inventory of FBI owned

tools and any necessary calibration information tracked by the quality assurance
specialist?s calibration log.

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Bureau Aviation Regulations Policy Directive and Policy Guide

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Bureau Aviation Regulations Policy Directive and Policy Guide

(U) Use of Government Aircraft for Travel

(U) Policy of Use of Government Aircraft for Travel

(U) Under Office of Management and Budget (OMB) Circular government
aircraft may only be used for:

4.14.

(U) Official purposes (defined below). Circular strictly limits use of
government aircraft for travel to avoid potential abuse and appearances of
impropriety and waste. All Travel on FBI aircraft must be approved in accordance
with the requirements of Circular A-126 and implementing Federal and 
Travel Regulations. This included the requirement that all travel on FBI aircraft
by senior federal officials, their families, or non?federal travelers that is not
"mission required" (as described below) be reviewed and pre?approved by the
Deputy Attorney General. This chapter established the FBI's policies and
procedures to ensure compliance with these required.

(U) Definitions

(U) The following terms, defined in more details in OMB Circular are used in this
chapter:

(U) "Government aircraft? includes any aircraft that is owned, leased, chartered,
or rented by the FBI.

(U) "Senior federal officials" in the FBI include the Director, deputy director
(DD), members of the SES, and other officials or employees, including detailees,
paid at a rate equal to or greater than the minimum rate of basic pay for the SES.
(U) "Official travel" consists of:

(U) "Mission required? travel (see paragraph below).
(U) "Required use" travel (see paragraph below).
(U) "Other official? travel (see paragraph below).
(U) ?Space?available? travel.

(U) Government aircraft must only be used for official travel or on a space available basis.

(U) Official travel is defined as all official travel that is not mission required travel or
required use travel. This includes travel to give speeches, to attend conferences or
meetings, to make routine site visits, and similar purposes.

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4.15. (U) Minimum Approval Requirements for all Travel on FBI Aircraft

(U) SAS must conduct a safety audit of any aircraft, ?ight operation, or aviation vendor
prior to utilization by the FBI. The scope of the audit will be determined by SAS. SAS
Aviation Safety Council must review the audit results/report and either approve or
disapprove the vendor for use by the FBI. The audit must be based on a standardized
audit checklist that evaluates the vendor to FAA Aviation Circular 120?92 (Aviation
Safety Management Systems ASMS) and the industry ?best practices? recognized by
SAS. SAS must be provided with adequate lead-time to conduct the safety audit prior to
the initial use of an aircraft, ?ight operation, or contract vendor.

(U) Any flight operation that lends or leases an aircraft to the FBI must have an Aviation
Safety Council approved ASMS in place and must be able to demonstrate they operate in
accordance with their ASMS program. Periodic re?audits must be completed as deemed
required by The following requirements are in addition to the requirement
generally applicable for travel authorizations using commercial carriers.

(U) Travel on government aircraft must be approved by an official who is at least one
organizational level higher than the traveler. Additional approvals may be required
depending on the traveler and type of travel at issue, as outlined below.

(U) Approving FBI officials must take into account the mission and transportation
requirements, the range and capacity of the aircraft, security and communications needs,
and other relevant considerations. In all cases, the approving official must consider
whether or not the ?ight is a necessary and a cost?effective use of government resources
as opposed to available alternatives such as commercial air, ground transportation, and
lower cost government aircraft. Additional requirements for approval, depending on the
type of travel and the traveler, are listed below.

(U) Circular 126 requires documentation that the provisions of the Circular have been
satisfied, including a list of passengers traveling on the aircraft. Each use of an FBI
aircraft must be approved and documented in a subfile of the field office aircraft
operations control file. The subfile required for this documentation is titled 
These subfiles are reviewed during office inspections and serve as a
repository of documentation for all aircraft usage.

(U) Each ?ight approval requires the following documentation by the individual
requesting the ?ight:

0 (U) The detailed written justification.

0 (U) The official position and identity of the person authorizing the ?ight.
0 (U) A copy of the written approval and any supporting documentation.

0 (U) The cost justification computation chart (when required).

0 (U) The individual ?ight record. This record must include specific ?ight
information such as the aircraft used, date and hours ?own, point of origin, en

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route stops, destination, names of crew members, names, titles, and status of all
passengers and types of cargo, and purpose(s) of the flight. A hard copy of the
record is retained by the individual flight operation.

(U) All requests for aviation support are coordinated as follows:

0 (U) Requests from field offices must be coordinated through the supervisor
or field office AvCo. If this cannot be done, requests must be coordinated through
SAS.

0 (U) Requests from FBIHQ divisions must be coordinated through SAS by both
the supported and supporting unit.

0 (U) The operation of any FBI?owned or operated aircraft outside of the United
States must be approved in writing by SAS.

4.16. (U) Mission Required Travel

Mission required travel or ?travel to meet mission requirements,? generally
consists of activities in that the aircraft itself is part of the mission not just a means of
transport to and from the mission locations. Mission required travel specifically excludes
travel to give speeches, to attend conferences or meetings, or to make routine site visits.
In evaluating whether travel is ?mission required,? the requestor and approver must
consider both (1) whether the use of the aircraft is ?mission required,? and (2) whether
the particular traveler's presence on board the aircraft is ?mission required.? The
following are some examples of mission required travel:

0 Surveillance.
0 (U) Flight training.

0 (U) Transportation of personnel, evidence, or equipment that is necessary to
respond to a crisis involving a severe threat to human life or property.

0 (U) Transportation of suspects or witnesses when necessary to avert a threat of
bodily harm.

0 (U) Transportation of sensitive specialized or hazardous equipment or materials
that cannot be transported on commercial aircraft. Transportation of HAZMAT
requires specialized packaging, handling, and specific training. HAZMAT may
not be transported on FBI aircraft without a certified HAZMAT technician aboard.

0 (U) Medical evacuation.

(U) SAS must consult with the FBI EMS medical director (or designee) regarding all use
of FBI aircraft for medical purposes. Additionally, SAS must request medical escort
when necessary through the FBI EMSP. For more information please see the Emergency
Medical Support Policy Guide.

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(U) Questions regarding whether travel quali?es as ?mission required? should be directed
first to SAS which may consult with the Office of the General Counsel (OGC).

4.16.1. (U) Approval of Mission Required Travel

(U) All mission required ?ights of FBI aircraft must be approved by SAS, the field
office? SAC (or designated representative that is a 14 supervisor or higher). The
approving official must ensure that the crew meets the necessary qualifications for that
mission, and has the necessary recent ?ight experience in the aircraft to be used. In all
cases, the approval must come from an official at least one organizational level higher
than that of the traveler(s). This includes mission required flights when senior federal
officials, such as SACs or ADICs of field offices, or the heads of FBIHQ division are on
board. In such cases, CIRG's AD must approve field office and FBIHQ SES mission
required travel as long as the CIRG AD is serving in a higher level position than the
traveler.

4.16.2. (U) Required Use Travel

(U) Required use travel is defined as travel by an executive agency officer or employee
that requires the use of the government aircraft because of bona fide communications or
security needs of the agency, or exceptional scheduling requirements. The Federal Travel
Regulations in 41 CFR suggest ?a national emergency or other
compelling operational considerations? as examples of exceptional scheduling
requirements, indicating an extremely rigorous standard. An employee is considered a
?required use traveler? if the President or the head of an agency, has determined that all
of the person?s travel, which may include personal or political travel, meets this standard.
Required use traveler determinations can also be made on a trip?by?trip basis by the
Office of the Deputy Attorney General. Historically, approval of travel on FBI aircraft on
the basis of "required use? by FBI officials other than the Director is extremely rare.

(U) All travel by employees under the required?use provision must have the prior written
approval of the deputy attorney general (DAG), or higher authority, and must meet the
terms of OMB Circular including any requirements for the traveler to reimburse
the government for personal travel. This approval is obtained on a trip-by-trip basis
unless authorized in writing to the contrary. All requests must be submitted to SAS with
full justification for coordination with OGC. OGC reviews these requests for legal
sufficiency and facilitates the DAG approval process.

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Bureau Aviation Regulations Policy Directive and Policy Guide

4.16.2.1. (U) Approval Requirements and Authorities for Other Official Travel

(U) Government aircraft may be approved for use for ?other official travel? only_when
either:

0 (U) No commercial airline or aircraft (including charter) services are reasonably
available able to meet the traveler?s departure and/or arrival requirements
within 24 hour period) to fulfill effectively the agency requirement; or,

0 (U) The actual cost of using government aircraft is not more than the cost of using
commercial airline or aircraft (including charter) service, calculated as required
by OMB Circular Attachment A. When a flight is used to meet mission
requirements or for required use (and is properly certified as such in writing),
secondary use of the aircraft for other travel for the conduct of agency business
may be presumed to result in cost savings cost comparisons are not required).

(U) Senior federal officials, members of their families, and nonfederal travelers (such as
reporters permitted to travel on a space available basis) must have their other official
travel approved on a trip?by?trip basis in writing (e?mail is sufficient) by the DAG.

(U) All federal employees must have their other official travel approved at least one
organizational level higher than the traveler, but in no case may the approving official be
lower than (ASAC) level in the field, or UC level at
FBIHQ. Requests for use of a government aircraft for other official travel must then be
forwarded, with the required justification, to SAS for approval.

(U) When the request is justified under the applicable authorities, SAS may provide final
approval of the travel, except where DAG approval is required. In these cases, SAS
coordinates DAG approval through OGC. This approval must be on record with SAS
prior to the ?ight.

4.16.3. (U) Space Available Travel

(U) If a government aircraft is approved for mission?required travel, required?use travel,
or other official travel, secondary use of the aircraft to transport passengers on a space-
available basis may be approved without separate cost justifications if:

0 (U) The space available use does not require a larger aircraft than is needed for
the approved purpose.

0 (U) The space available use results only in a minor additional cost to the
government.

0 (U) The government is provided with appropriate reimbursement if the space
available travel is not for the conduct of agency business, the traveler must
generally reimburse the government at the ?full coach fare?).

(U) For family members of senior federal officials and nonfederal travelers, the
approving of?cial must certify in writing that the ?ight is scheduled to perform a ?bona
fide governmental function? and that carrying passengers on a space available basis does

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Bureau Aviation Regulations Policy Directive and Policy Guide

not result in the need for a larger aircraft, or other than minor additional cost to the
government, according to 41 CFR 301?70902. SAS retains this certification for two
years. Senior federal officials must obtain DAG approval for their uses of government
aircraft, even when the aircraft is used on a space?available basis.

4.16.4. (U) Reimbursement Procedures for Executive Travelers

(U) When the FBI director, in his capacity as a ?required use traveler,? uses government
aircraft for a personal trip, he or she must reimburse the government for the full coach
fare equivalent of the trip in accordance with Circular If family members or other
non?federal persons accompany the Director on a ?ight, the Director must also reimburse
the government for the full coach fare equivalent of their airfare. The reimbursement
payment is made by check to the FBI and provided to the Executive Assistant of the
Chief Financial Officer (AD of FD). executive assistant documents
acceptance of this payment in an email and the payment is provided to Accounting
Section, Accounts Receivable Unit (ARU). ARU logs receipt of the check, and the
money is forwarded to the Treasury. Once the money is deposited in Treasury, ARU
sends an email to the Office of the Director or AG to document the transaction as
complete.

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5. (U) Recordkeeping Requirements

 

5.1. (U) Reports Overview

(U) Each field office must maintain ?ight records and reports for individual ?ights and
operations on a daily, quarterly, semiannual (six month reports), and annual
basis. Each field office must serialize these reports in Sentinel under Classificatior 1373

5.2. (U) Individual Flights
5.2.1. (U) Flight Strips

(U) A flight may consist of several missions. An individual flight record must be created
for each mission. A new record must be created for each mission if the case number or
date of mission changes. A hard copy of the record must be retained with any fuel
receipts or memorandums attached. All applicable information must be entered onto this
record. If fuel or any other items were purchased on the mission, the receipts, or copies of
the receipts, should be attached to the ?ight strips and entered into the aviation data
base or BAO.

5.2.2. (U) Aircraft Discrepancy Logbook

(U) At the end of the ?ight, the crew must conduct a post-?ight inspection and the PIC
must ensure that all mechanical irregularities that occurred during the ?ight are recorded.

 

 

 

 

 

 

 

(U) The PIC must ensure that all mechanical irregularities are entered into Other

than for legacy aircraft (acquired prior to 2001), the PIC does this through the

discrepancy function i in other aircraft maintenance computer programs such

asl I For legacy aircraft, the PIC must record discrepancies on paper b7E
and store the record in the aircraft. Before each ?ight, the PIC must ascertain the status of

each irregularity on the aircraft by reviewing the due list projection and discrepancies in

 

 

 

 

I(except for legacy aircraft). If a regulation requires a paper
discrepancy log, the PIC must print and carry the printed copy of the electronic record
aboard the aircraft.

5.2.3. (U) Aviation Safety Tracking and Reporting (ASTAR) Reports

(U) All aircraft incidents and accidents as defined in this PG must be reported to SAS as
soon as possible but not later than five business days from the time of the incident. In the
case of an incident when the airworthiness of the aircraft is in question, ASU must be
notified before the next ?ight of the aircraft. The report may initially be verbal, but must
be followed up with a written ASTAR. SAS determines the need to open a formal
investigation.

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Bureau Aviation Regulations Policy Directive and Policy Guide

5.3. (U) Weekly Recordkeeping Requirements
5.3.1. (U) Flight Requests

(U) Aviation requests are generated by ECs, or field offices may generate the appropriate
aviation request forms. Requests should be prioritized by the type of mission, the
equipment needed, duration, and expected results. The aviation coordinator is responsible
for allocating the aviation resources according to the Director?s priorities and those
established by the field office SACs. Maximum benefit is yielded from the expenditure of
each ?ight hour.

5.3.2. (U) Flight Schedules

(U) After the mission requests are generated, the AvCo schedules ?ight crews.
Coordinators adhere to ?ight limitations on crew duty days and maximum crew ?ight
hours. Other considerations include pilot currency, class airspace requirements, aircrew
ratings, and safety.

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Bureau Aviation Regulations Policy Directive and Policy Guide

5.4. (U) Recordkeeping Requirements
5.4.1. (U) Training records

(U) Training records include all of the data reported in the Six?Month report, pilot
currency records, and pilot training files for each pilot in the field office. Please see table
2, Training Record, below.

 

(U) Type of Aircraft (U) Pilot (U) Pilot (U) Pilot (U) Pilot
Name Name Name Name

 

(U) Flight Training Hours

 

(U) Day Take Offs

 

(U) Day Landings

 

(U) Night Take Offs

 

(U) Night Landings

 

(U) Instrument Flight Hours

 

(U) Instrument Approaches

 

(U) Instrument Intercepts

 

(U) Holding Procedures

 

(U) Flight Time in Type

 

 

(U) FBI Current?

 

 

 

 

 

(U) Table 2: Training Record

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5.4.2. 

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5.5. (U) Quarterly Recordkeeping Requirements
5.5.1. (U) Safety Meeting Report

(U) The aviation safety coordinator must ensure that the field office?s pilots participate in
regularly scheduled quarterly aviation safety meetings no fewer than three times per year.
The purpose of these meetings is to identify and resolve local safety of ?ight issues and

to provide supplemental aviation safety training to all participants. The meetings agenda,
minutes, list of attendees, and summary are documented in an EC to SAS that specifically

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identifies any safety?of??ight issue raised by any FBI pilot and whether or not the matter
was resolved.

5.6. (U) Other Reports

(U) An aircraft status book is maintained in the aircraft for reference during pre?

flights.  I b7E
I [It shows in tabular form the

month?s ?ight information including:

0 (U) Date.

0 (U) Hobbs Tach readings start/stop.
0 (U) Oil level last checked (date).

0 (U) Oil added (quantity and date).

 

 

0 (U) Pre/post flight pilot initials.
5.7. (U) File Classification List

0 (U) The following table addresses recordkeeping requirements for the non-
transitory administrative records created with implementation of the procedures
related to this PG:

 

 

 

 

 

 

 

 

 

(U) Section (U) Description (U) File Into
located in
the PG
(U) (U) Distribution list and updates by email Classification
Introduction until new PG issued
(U) 2.15. (U) Training in use of alternate methods of (U) Classification
observation
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(U) 3.1.2. (U) The (Liaisons with external 
organizations) form
(U) 3.2. (U) Request and approval of request to use Classification
aviation resources; flight request form,

approvals, and associated documents

 

 

 

 

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(U) 3.3.4.1. (U) Mandatory ?ight operations and (U) Classification
manifests

(U) 3.3.4.7. (U) Manifests of hazardous or explosive (U) Classification
cargo

(U) 3.4. (U) Flight hours Ig?llssification

(U) 3.4.1.1. (U) Request for waiver emails (U) Classification

(U) 3.4.5. (U) Removal of a crew member from flight (U) Classification
status documentation

(U) 3.5.2. (U) Records of FBI pilots having FAA (U) Classification
Medical Certificates

(U) 3.5.4. (U) PIC Qualifications and Currency (U) Classification

(U) 3.5.10.2. (U) The record of ?ight hours completed by (U) Classification
PIC in multi engine airplanes

(U) 3.6. (U) FBI ?ight instructors certification and (U) ssification
approvals

(U) 3.6.4. (U) Record of non?FBI ?ight instructors (U) assification

(U) 3.7, (U) Records of pilot upgrade training and co? Classification

3.7.1. pilot training

 

 

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(U) 3.8. (U) Aviation security issues and (I I) Cl ssification
appointments

(U) 3.8.1. (U) Signed FBI non disclosure forms (U) .assification

(U) 3.9. (U) Aviation Safety Program, including (U) Classification
Aviation Risk Management records

(U) 3.9.2.1. (U) UNCLASSIFIED notification emails of (U) assification
submission of ASTAR

(U) 3.9.2.4. (U) Air safety directives and written records (U) Cl ssification
of the field office?s response to each directive

(U) 3.9.3. (U) The EC documenting the safety I (U) Classification
meeting?s agenda, minutes, and list of
attendees

(U) 3.9.7.2. (U) Risk assessment worksheets (U) C12 ssification

(U) 3.10. (U) Accident records (I I) Classification

(U) 3.10.3. (U) Written Aviation Safety Training and (U) Classification
Reporting (ASTAR) reports

(U) 3.11. (U) Maintenance records and expenses (U) Cl? ssification

3.1 1.14.

 

 

 

 

 

 

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(U) 3.12. rm Classification

(U) 3.13. (U) Waivers (U) Classification

(U) 4.2. (U) Travel approvals Classification

(U) 5.4. (U) C1 sification

(U) 6.4.1. (U) Training records, including the six?month Classification
report

(U) 6.5.1. (U) The EC documenting the safety (U) Classification

meeting?s agenda, minutes, and list of
attendees

 

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Appendix A: (U) Legal Authorities

(U) Title 49 United States Code (U.S.C.) 40102(a)(41), Definition of Public Aircraft.

(U) FBI owned and leased aircraft generally qualify as public aircraft as defined in 49 U.
S.C. 40102(a)(41) (2013). For efficiency and ease of administration, however, the FBI

operates and maintains type?certified aircraft as civil nonpublic) aircraft. Exceptions
to this, and all modifications to FBI aircraft, must be approved in advance by SAS.

(U) Public Use Aircraft

(U) The FBI may use its aircraft in accordance with FAA Advisory Circular No. 00?1.1,
Government Aircraft Operations only when designated by SAS.

(U) Title 14 of the Code of Federal Regulations

 

(U) The FAA prescribes the rules governing the operation of all aircraft in U.S. airspace
in 14 CFR Chapter 1 (aka. ?Federal Aviation Regulations?)

(U) Title 41 of the Code of Federal Regulations

(U) CFR Title 41 102?33, Management of Government Aircraft, prescribes the rules
governing the acquisition, sale, and management of all federal agency aircraft. The SC,
SAS is designated as the senior aviation management official and principal member of
the Interagency Committee on Aviation Policy (ICAP) pursuant to Section 102 33.25.

(U) Other Applicable Authorities:

0 (U) FBI Domestic investigations and Operations Guide (DIOG) (pub. 
as updated)

0 (U) 31 U.S.C. 1344 and 1349 (2013) (Prohibiting, and providing sanctions for,
use of aircraft, vehicles, etc. for other than of?cial purposes?)

0 (U) OMB Circular A?l26, Improving the Management and Use of Government
Aircraft

0 (U) Federal Travel Regulations, 41 CFR 300?31, 301?10260-266, and 301?
70.800?9 10, dated 2012 (Use of government aircraft for travel)

0 (U) Federal Management Regulation, Management of Government Aircraft, 41
CFR Parts 102?33, (2012)

0 (U) DOJ Order No. 2200.111, Department of Justice Travel Regulations
0 (U) DOJ Order 2400.3A Justice Property Management Order
0 (U) DOJ Order No. 2460.1, Aircraft Management
0 (U) Memorandum from The White House Counsel to the President, Use of
Government Aircraft for Official Business, dated July 30, 1993as modified by
A?l




Bureau Aviation Regulations Policy Directive and Policy Guide

Memorandum from Counsel to the President for the Secretary of Homeland
Security, Use of Government Aircraft by the Secretary of Homeland Security,

dated March 3, 2004)






Bureau Aviation Regulations Policy Directive and Policy Guide

Appendix B: (U) Contact Information

 

Although a point of contact is listed on page ii, this appendix can be used to provide
additional or more specific information.

 

FBIHQ Division 22, CIRG
Critical Incident Response Group

Surveillance and Aviation Section (SAS) 

b7E

 

b7E

Section Chief 

 

SC Secretary: b7E

 

 

SAS Address: hm

 

 

 

 

SAS Fax

 

 

Aviation Branch Chief

 

 

Aviation Branch Chief MAPA

 

 

Field Flight Operations Unit, FFOU

 

 

Field Flight Operations

 

 

 

Field Flight Operations b7E

 

 

 

Field Flight Operations

 

 

 

Field Flight Operations

 

 

 

Field Flight Operations

 

 

 

 

Aviation Support Unit, ASU

 

 

Aviation Support Unit MAPA

 

 

Training and Standardization Program

 

 

Safety and Security Program

 

 

 

 

 

 

 

 

 

 

Special Flight Operations Unit, SFOU b7E

 

 

B?l




Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

SFOU Scheduler

 



 

 




b7E



Bureau Aviation Regulations Policy Directive and Policy Guide

Appendix C: (U) Acronyms

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

aircraft

AAI aircraft accident investigators

AARB Aircraft Accident Review Board

AD airworthiness directive

AG Attorney General

AGL above ground level

ALA airport liaison agent

ALSE aviation life support equipment
AMC aviation maintenance coordinator
AMT aviation maintenance technician (aka aircraft mechanic)
AMEL airplane, multi-engine, land

ASAC assistant special agent in charge
ASaf aviation safety coordinator

ASB Aviation Surveillance Branch

ASC assistant section chief

ASec aviation security coordinator

ASEL airplane, single-engine, land

ASL above sea level

ASP Aviation Safety Program

ASTAR aviation safety tracking and reporting
ASTOS Aviation Surveillance and Technical Operations Section
ASU Aviation Support Unit

 

 

C?l


 



Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

ATC air traffic control
ATP airline transport pilot
AU Audit Unit
AvCo aviation coordinator
BAO Bureau aviation operations
BAR Bureau aviation regulations
CA check airman
A computerized aircraft maintenance program for most FBI aircraft
CAT clear air turbulence
CDC chief division counsel

 

 



 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

CFI certified ?ight instructor
CFII certified flight instrument instructor
CFR Code of Federal Regulations
CIRG Critical Incident Response Group
CMP Computerized Maintenance Program
COA Certificate of Authorization
CRM crew resource management
I
DA direct advance
DAD deputy assistant director
DAG deputy attorney general

 

 

 




b7E

b7E

b7E

b7E



Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

DAS director of aviation safety
DIOG Domestic Investigations and Operations Guide
Department of Defense
DOT Department of Transportation
EC electronic communication
ERT evidence response team
FAA Federal Aviation Administration
FAIRS Federal Aviation Interactive Reporting System
FAR Federal Aviation Regulations
FBI Federal Bureau of Investigation
FB IHQ FBI Headquarters
FBO fixed base operator

FMS Financial Management System
FPB Flight Performance Board

ICA Instructions for Continuing Airworthiness
ICAO International Civil Aviation Organization
ICAP Interagency Committee on Aviation Policy
IED improvised explosive devises
IFR instrument flight rules
ILS Instrument Landing System
IMC instrument meteorological conditions

 

 

 




b7E

b7E



Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

IP instructor pilot
instrument proficiency check
ISA investigative specialist/aviation
LZ landing zone
MCW maximum certified weight
MELs minimum equipment lists
NAS National Air Space
NBI non?FBI ?ight instructors, designated pilot examiners, and (FAA) inspectors
NM nautical miles
NOS National Oceanographic Survey
NTSB National Transportation Safety Board
OCONUS outside continental united states
OGC Office of the General Counsel
OMB Office of Management and Budget
088 Optical Sensor System
OSO optical sensor operator
OTD Operational Training Division
PO. purchase order
PIC pilot-in-command
software program
program manager of Aviation Safety and Security
PGI project generated income
PG policy guide

 

 

 




b7E



Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

POC point of contact
POH pilot operating handbook
RC radio controlled
RM risk management
RNAV radio navigation
b7E
SA special agent
SABT special agent bomb technician
SAC special agent in charge
SAS Surveillance and Aviation Section
SES Senior Executive Service
SFO special ?ight operations
SFOU Special Flight Operations Unit
SP standardization pilot
SIRG Shooting Incident Review Group
SOG Special Operations Group
SOP standard operating procedures
SSA supervisory special agent
SUA special use airspace
TAO tactical air operations
TDY temporary duty
TFR temporary ?ight restriction
THU Tactical Helicopter Unit

 

 

 






Bureau Aviation Regulations Policy Directive and Policy Guide

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TPD third party draft

TRU Technical Response Unit

TSB Tactical Support Branch

I I 

I b7E
UC unit chief

US. United States

VFR visual ?ight rules

VHF very high frequency

VMC visual meteorological conditions
I