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[AshenAngel]

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THE WILDLAND FIREFIGHTER DICTIONARY​

This is a conglomeration of terms gathered for your ease of use. It's not expected for you to know these by heart or look them up on your own, that's why I've spent a lot of time putting together a list organized for your ease of access. Use these terms when you see fit in the rp.

GENERAL KNOWLEDGE FOR THOSE ON THE GROUND​

• BACKBURN | a precautionary fire set downwind of the main fire for controlled fuel clearing by "backing" it into the main fire, similar to a burnout, which occurs adjacent to the control line.
• BACKFIRE | a fire set along the inner edge of a fireline to consume the fuel in the path of a wildfire and to change the direction or force of the fire's convection column.
• BARRIER | any obstruction to the spread of fire. typically an area or strip devoid of combustible fuel.
• BERM | soil heaped on the downhill side of a traversing fireline below a fire in order to trap rolling firebrands.
• BLOWUP | a sudden increase in fireline intensity or the rate of spread of a fire sufficient to preclude direct control or to upset existing suppression plans. often accompanied by violent convection and may have other characteristics of a firestorm.
• BUMP UP | to move to another location. can be used in many contexts, from moving to another location on a single fireline to an entire crew moving to another fire. bump back means to return to a previous location. in the "bump" system of fireline construction, each firefighter works on a small piece of fireline with his or her tool until a completed portion of line is encountered. then the call to bump up is heard, and everyone ahead of the caller skips ahead one or more positions, leaving the unfinished fireline for those coming up behind.
• BURNING INDEX | a measure of fire-control difficulty, measured by the potential length of flame in feet multiplied by 10.
• BURNING PERIOD | the part of each day when fires spread most rapidly, typically from 10:00 AM to sundown.
• CATLINE AKA DOZER LINE | A fireline constructed with the front blade of a bulldozer or any tracked vehicle with a front-mounted blade used for exposing mineral soil.
• CONTROL LINE | an inclusive term for all constructed or natural barriers and retardant-treated fire edges used to control a fire.
• COYOTE TACTICS | a progressive line construction duty involving primarily hotshots and smokejumpers who build firelines until the end of the operation and then bed down wherever they end up, often without tents or sleeping bags.
• CREEPING FIRE | a fire that spreads slowly with a low flame.
• CROWN FIRE | a fire that advances between the tops of trees or shrubs more or less independently of a fire on the ground surface. crown fires are sometimes classed as running or dependent to distinguish the degree of independence from the surface fire.
• DIRECT ATTACK | any treatment applied directly to burning fuel, such as wetting, smothering, or chemically quenching the fire or by physically separating the burning from the unburned fuel.
• DRIP TORCH | a hand-carried fire-starting device filled with flammable liquid that is poured across a flaming wick, dropping flaming liquid onto the fuels to be burned.
• DUFF | a layer of decaying forest litter consisting of organics such as needles, leaves, and other plant materials covering the mineral soil. duff can smolder for days after a fire. extinguishing smoldering duff is key to successful mop-up operations.
• ENTRAPMENT | a situation where personnel are unexpectedly caught in a fire behavior-related, life-threatening position where planned escape routes or safety zones are absent, inadequate, or compromised. an entrapment may or may not include deployment of a fire shelter for its intended purpose. these situations may or may not result in injury.
• ESCAPE ROUTE | a preplanned and understood route firefighters take to move to a safety zone or other low-risk area, such as an already burned area, previously constructed safety area, a meadow that won't burn, natural rocky area that is large enough to take refuge without being burned. when escape routes deviate from a defined physical path, they should be clearly marked (flagged).
• ESCAPED FIRE | a fire which has exceeded or is expected to exceed initial attack capabilities or prescriptions.
• EXTENDED ATTACK | a situation in which a fire cannot be controlled by initial attack resources within a reasonable period of time. committing additional resources within 24 hours after commencing suppression action will usually control the fire.
• FIRE CAMP | a temporary camp established near the scene of large fires to provide food, rest, and other necessities to fire crews.
• FIREFIGHTING FOAM | an aerated solution created by forcing air into, or entraining air within, water containing a foam concentrate by means of suitably designed equipment or by cascading it through the air at a high velocity. foam reduces combustion by cooling, moistening and excluding oxygen.
• FIRE RETARDANT | any substance (except plain water) that by chemical or physical action reduces the flammability of fuels or slows their rate of combustion.
• FIREROAD | a road built specifically for access for fire management purposes.
• FIRE SHELTER | a portable, one-person tent, made of heat-reflecting aluminum foil, heat-resistant silica cloth and lightweight fibreglass. as a last resort, a firefighter can dig into the ground, deploy the shelter, hunker down and hope that it keeps him or her safe until the fire has passed.
• FIRELINE HANDBOOK | a small red booklet carried by U.S. firefighters on the firelines as a quick reference on various firefighting topics.
• FIRELINE AKA FIRETRAIL | the part of a control line that is scraped or dug to mineral soil. more generally, working a fire is called being on the fireline. may also refer to as a wet line, where water has been used to create a burn boundary in light fuels such as grass.
• FLANKS OF A FIRE | the parts of a fire's spread perimeter that grow to the sides then run roughly parallel to the main direction of spread. separated flank heads are extremely dangerous in steep terrain.
• FLARE-UP | Any sudden acceleration in the rate of spread or intensification of a fire. unlike a blowup, a flare-up is of relatively short duration and does not radically change existing control plans.
• GROUND FIRE | A fire that consumes the organic material beneath the surface litter ground, such as a peat fire.
• HAND CREW | a number of individuals that have been organized and trained and are supervised principally for operational assignments on an incident, typically using handheld tools. in the United States, an ordinary hand crew is 20 in number, including supervisors.
• HEAD OF A FIRE | the most rapidly spreading portion of a fire's perimeter, usually to the leeward or up a slope; may have multiple heads if there are separated flanking fires.
• HOT SPOT | a particularly active part of a fire.
• INCIDENT QUALIFICATION CARD AKA RED CARD | credentials issued to qualified firefighters listing their qualifications and specialties. these certifications must be renewed annually.
• INDIRECT ATTACK | a method of suppression in which the control line is located some considerable distance away from the fire edge. this method is generally used in the case of a fast-spreading or high-intensity fire and to utilize natural or constructed firebreaks, fuel breaks, and favorable breaks in the topography. the intervening fuel is usually backfired, but occasionally the main fire is allowed to burn to the line, depending on conditions.
• INITIAL ATTACK | the actions taken by the first resources to arrive at a wildfire to protect lives and property and to prevent further expansion of the fire. usually done by trained and experienced crews, and taking place immediately after size-up.
• INTERFACE ZONES | where urban firefighting meets wildland firefighting. structures at the edges of wildlands are uniquely threatened, and protecting them from fires requires skills and equipment of both disciplines.
• L.A.C.E.S. | a firefighter safety mnemonic for Lookout, Awareness or Anchor point, Communications, Escape routes, Safety zones.
• LOGGING SLASH | tops, stumps, mill ends, or limbs left by logging operations. may be beneficial to soil stability, but can dry out and make for hazards.
• PARALLEL ATTACK | a fire containment method where crews construct a fireline at some distance from the edge of the fire and then burn out the fuel in the buffer as the fireline is completed.
• PRESCRIBED BURN | a fire that is deliberately ignited for the purpose of forest or prairie management, often to remove heavy fuel buildup or simulate natural cycles of fire in an ecosystem.
• PULASKI | a special axe that combines the traditional axe with the adze (an axe with an arched blade). the adze is used to break up topsoil, while the axe is used to chop roots and brush.
• S-130/S-190 | the basic wildland fire training course given to all U.S. firefighters before they can work on the fire lines.
• TYPE 1 ENGINE | a fire engine designed primarily for fighting fires in structures accessible from roads.
• TYPE 2 ENGINE AKA TENDER | a fire engine designed to carry and pump water for use in fire suppression.
• TYPE 3 ENGINE | a fire engine designed primarily for fighting wildland fires. they are usually able to traverse more rugged terrain than type 1 and type 2 engines.
• BRUSH TRUCK, AKA TYPE 6 ENGINE | a small fire truck outfitted for wildland firefighting.
• URBAN INTERFACE | the interface zone where man-made structures inter-mingle with wildlands, creating the risk of structural involvement in a wildland fire incident and wildland fire involvement in structure fires, each of which requires different equipment, training, and tactics.
• WATCH OUT SITUATIONS | a list of 18 situations for firefighters to be aware of, which signal potential hazards on the fire line; originated from analysis of generations of similar incidents.
• WIDOWMAKER | any branch or treetop that is poorly or no longer attached to a tree, but still tangled overhead.
• WILDFIRE | An unplanned, unwanted wildland fire, including unauthorized human-caused fires, escaped wildland fire use events, escaped prescribed burns, fires cause by lightning strikes or downed power lines, and all other wildland fires where the objective is to put the fire out.
• WILDLAND | an area in which manmade development is essentially nonexistent, except possibly for roads, railroads, power lines, and similar transportation facilities. structures, if any, are usually remote and widely scattered.
• WINDFALL | trees knocked over or broken off by wind, increasing fuel loading and hampering the building of a fireline. large, unmanaged areas of dense blowdown can create serious fire hazards once the larger fuels become dry.

FOR SMOKEJUMPERS​

• SMOKEJUMPER | one who is dropped by parachute into a relatively inaccessible area in order to fight a forest fire.
• ALLEN ROLL, AKA ROLL | a method of hitting the ground which distributes landing shock and prevents injury. their feet hit the ground for just a moment, then the person twists to land on their butt, kicks their feet up over their shoulder, and comes to a stop laying on their stomach.
• AUGER IN | to hit the ground in such a way as to cause injury.
• BACKPACK | the primary parachute, worn on back.
• BUTTER KNIFE | a dull knife carried by the jumper in order to cut crossed parachute lines in an emergency.
• FEATHERED LANDING | a landing in timber whose resilience cushions the landing shock.
• FIRE BOSS | leader or captain of a team of smokejumpers.
• HANG UP | to land in a tree and get entangled in the branches.
• INVERSION | a type of parachute malfunction that happens when the canopy gets turned inside out. the chute is still functional, but the controls are reversed.
• JUMP PLANE | airplane from which smokejumpers parachute from to their firefighting area.
• JUMP RUN | pass of an airplane over a jump site.
• JUMP SITE | section of ground adjacent to a forest fire that a spotter locates as a potential landing place for smokejumpers.
• LETDOWN | to decend from a tree after being hung up by sliding down a 100' rope carried by the jumper for this purpose.
• LINE-OVERS | lines which have passed over the canopy of an improperly opened parachute which force it out of shape. these must be cut with the butterknife.
• MAE WEST | a dangerous parachute malfunction where several line-overs cross the center of the chute, causing it to look like a bra. if no more than four lines are crossed, they can be cut. if more than four are crossed, the secondary shoot must be opened.
• OPENING SHOCK | the shock a jumper gets from the sudden opening of their chute.
• OVERHEAD | the instructors for smokejumper training.
• RUN OUT OF BRANCHES | jumping in timber is comparatively safe, since the chute snags in the branches. occasionally, however, the tree collapses the chute but doesn't hold it, causing the jumper to fall through the branches. if they can't catch themselves on a branch, they might fall for as much as 75' from the lowest limb until they hit the ground.
• SHOCK TOWER | a high tower from which trainees jump to accustom themselves to opening shock.
• SILK STORY | a retelling of jumping experiences.
• SPOTTER | the person that tells the jumpers when to jump. they are an experienced jumper, and responsible for the safety of the entire crew.
• STICK | a group of jumpers that leave the plane on the same pass.
• STREAMER | the most dangerous chute malfunction, in which the chute fails to completely open and streams out in the shape of a cigar.

FOR HOTSHOTS​

• HOTSHOTS | an intensively trained fire crew used primarily in hand line construction and organized primarily to travel long distances from fire to fire as needed rather than serving only one location.
• LOOKOUT | safety personnel positioned to monitor the location and behavior of a fire, ready to signal a crew to escape.
• MOP-UP | the act of extinguishing or removing burning material near control lines, felling snags, and trenching logs to prevent rolling after an area has burned in order to make a recent fire zone safe or to reduce residual smoke.

FOR AERIAL FIREFIGHTERS​

• AERIAL FIREFIGHTING | the use of aircraft in support of ground resources to combat wildfires, often most effective in initial attack.
• AIR DROP | the delivery of supplies or fire retardant from the air. supplies can be dropped by parachute, while retardant is generally released in a single drop of one or more trails, the size of which is determined by the wind and the volume, speed and altitude of the airtanker. altitude is usually no less than 200 feet.
• AERIAL IGNITION | ignition of fuels by dropping incendiary devices or materials from aircraft.
• AIR OPERATIONS | a group tasked with coordinating aerial-based observation, supply, rescue and suppression at the scene of a wildfire.
• AIR TACTICAL GROUP SUPERVISOR | a person who coordinates air resources for attack of a fire with aerial firefighting.
• AIRTANKER AKA WATER BOMBER | fixed-wing aircraft certified as being capable of transporting and delivering 600 to 3,000 gallons of water or other liquid or powder fire retardants.
• BAMBI BUCKET | a collapsible bucket used for lifting and moving water or fire retardant with a helicopter.
• BUCKET DROPS | the dropping of fire retardants or suppressants from specially designed buckets slung below a helicopter.
• DROP ZONE | target area for air tankers, helitankers, and cargo dropping.
• HELIBASE | the main location within the general incident area for parking, fueling, maintaining, and loading helicopters. the helibase is usually located at or near the incident base.
• HELISPOT | a natural or improved takeoff and landing area intended for temporary or occasional helicopter use, typically in remote areas without other access.
• HELITACK | a fire crew trained to use helicopters for initial attack and to support large fires through bucket drops and the movement of personnel, equipment and supplies. another primary function of Helitack is smokejumper support and retrieval.
• LEAD PLANE | an aircraft with pilot used to make trial runs over a target area to check wind, smoke conditions, topography and to lead airtankers to targets and supervise their drops.
• S.E.A.T. | acronym for single engine air tanker; a small agricultural aircraft converted for use on fires, predominantly during the initial attack.
• SLING LOAD | cargo net containing supplies or equipment delivered by long line below a helicopter.

 

[AshenAngel]

The 10 Standard Firefighting Orders were developed in 1957 by a task force studying ways to prevent firefighter injuries and fatalities. Shortly thereafter, the 18 Situations That Shout Watch Out were developed. These 18 situations are more specific and cautionary than the Standard Firefighting Orders. If firefighters follow the 10 Standard Firefighting Orders and are alerted to the 18 Watch-Out Situations, much of the risk of firefighting can be reduced.

The 10 Standard Firefighting Orders​

Fire Behavior
1. Keep informed of fire weather conditions and forecasts.
2. Know what the fire is doing at all times.
3. Base all actions on current and expected behavior of the fire.

Fireline Safety
4. Identify escape routes and safety zones and make them known.
5. Post lookouts when there is possible danger.
6. Be alert. Keep calm. Think clearly. Act decisively.

Organizational Control
7. Maintain prompt communications with your forces, your supervisor, and adjoining forces.
8. Give clear instructions and be sure they are understood.
9. Maintain control of your forces at all times.

If 1-9 are considered, then...
10. Fight fire aggressively, having provided for safety first.

18 Watch Out Situations​

1. Fire not scouted and sized up.
2. In country not seen in daylight.
3. Safety zones and escape routes not identified.
4. Unfamiliar with weather and local factors influencing fire behavior.
5. Uninformed on strategy, tactics, and hazards.
6. Instructions and assignments not clear.
7. No communication link with crew members or supervisor.
8. Constructing line without safe anchor point.
9. Building fireline downhill with fire below.
10. Attempting frontal assault on fire.
11. Unburned fuel between you and fire.
12. Cannot see main fire; not in contact with someone who can.
13. On a hillside where rolling material can ignite fuel below.
14. Weather becoming hotter and drier.
15. Wind increases and/or changes direction.
16. Getting frequent spot fires across line.
17. Terrain and fuels make escape to safety zones difficult.
18. Taking a nap near fireline.

 

[AshenAngel]

Smokejumper Training and Procedures​

Smokejumper trainees must demonstrate a high level of proficiency in the various aspects of parachute jumping and other smokejumper-related tasks which are taught during an intensive training period.

These tasks include:

• Aircraft exiting procedures
• Parachute malfunction and emergency procedures
• Parachute maneuvering
• Timber letdown procedures
• Parachute and cargo retrieval
• Tree climbing
• Fire line operations and management

At least 25 training jumps are conducted during the training period, beginning with jumps into the simplest terrain and progressing into more difficult terrain. Performance is continually evaluated during the training period and those persons unable to perform up to the standard of proficiency required will be terminated from the program and placed in another job, if available. These performance-based skills are essential for safely continuing in the program. Upon successful completion of training the recruits will be placed on the jump list and made available for fire assignments.

Smokejumper Minimum Physical Standards​

1. 7 pull-ups or chin-ups.
2. 25 push-ups.
3. 1.5 mile run in 11 minutes or less.
4. Pack out – 110 pound pack for 3 miles in 90 minutes or less.
5. Standard Firefighting Pack Test for U.S. Forest Service.

The test must be passed before making the first training or refresher jump. Except for the pack out and 1.5 mile run, the test shall be performed during one established time period with a break of not less than five minutes, nor more than seven minutes between events. Prior to the 1.5 mile run, employees shall be given a reasonable warm-up period. Experienced smokejumpers will be allowed up to three opportunities to pass the test during the time frame allotted for prejump training. A failure of any one exercise will require retaking the entire test.

New trainees will have one opportunity to pass the test during the first day of training and the 110 pound pack test must be passed, in one attempt, no later than the first week of training.

Parachute Training​

Smokejumping requires the development of specialized parachute jumping equipment to facilitate safe parachute landing falls in rough terrain. Individual smokejumpers are responsible for the proper use and care of all equipment assigned for their use. A smokejumper can depend upon the equipment for a high degree of protection if it is adjusted properly and kept in good repair.

Jump Suit and Accessories

• Jacket
  • Kevlar material.
  • High, protective padded collar.
  • Rib pads.
  • Shoulder pads.
  • Elbow pads.
  • Static line tab or rubber bands on left shoulder.
  • Spine protector.
• Pants
  • Kevlar material.
  • Adjustable suspenders.
  • Adjustable crotch strap.
  • Hip pads.
  • Full length zippers.
  • 2 Drop Forged 2500 lbs. rings.
  • Leg pockets and closures.
  • Knee pads.
• Letdown System
  • Tubular nylon 3/4-inch in width, 150 feet in length in stuff bag or bird nest.
  • Rings in jump pants provide friction point during let-down procedure.
  • Single action auto-locking carabineer.
• H-5 Harness Assembly
  • Three sizes (Small, Medium, Large).
  • Check all harness hardware for smooth operation. Check stitching, webbing, and Velcro for wear.
  • Capewell Release: Slider in place, lanyards unfrayed, unimpeded closure.
  • FS-14R reserve parachute attachment D-rings (2,500 lbs.).
  • Chest strap adjustment.
  • Leg Straps. Snap and V-Ring attachment point (2,500 lbs.).
    • Fastex:
    • FS-14R lower attachment is black 1-inch male.
    • PG bag attachment is black, heavy, 1-inch Type male Fastex.
• Helmet (ISMOG Approved)
  • Wire face mask with retainer strap.
  • Chin strap.
  • Mouth guard (optional).
• Nomex Flight Gloves
  • Fire resistant.
• Ankle Braces
  • Check for cracks or breaks in the plastic.
• Personal Gear Bag (PG Bag)
  • Attaches to the harness under reserve parachute using black heavy, 1-inch Type V Fastex, female.
  • Contents depend on local base policy.
• Pack-Out Bag
  • Bag is used for carrying entire jump suit, parachute/ and other firefighting equipment.
• Signal Streamers
  • Ground to air communication.
  • Drift streamer for wind indicator.

Parachutes

• FS 14 Main Canopy
  • Back, static line deployed, steerable, round canopy.
  • Three sizes
    • Small 28 feet diameter.
    • Medium 30 feet diameter.
    • Large 32 feet diameter.
  • Forward speed approximately 10 mph.
  • Descent rate approximately 15 fps.
• FS-14R Reserve Canopy
  • Chest, center pull handle deployed pilot chute.
  • Steerable 26 feet conical design.

General Sequence of Events For Smokejumper Fire Missions​

1. Jump list and local base readiness procedure established.
2. Smokejumper fire call occurs.
3. Designated load of smokejumpers suit up.
   • Takes approximately two minutes.
4. Parachutes are put on.
5. Parachute numbers are recorded by spotter or assistant spotter.
6. Pre-Jump Equipment Safety Check or "Buddy Check" made by a qualified Forest Service round parachute smokejumper prior to boarding the aircraft.
   • Qualified Smokejumper = Active smokejumper recertified annually to do pre-jump equipment checks on a round parachute system.
     • Must be performed on all smokejumpers prior to boarding the aircraft to ensure smokejumper gear is in safe condition and correctly worn.
7. Boarding designated aircraft.
   • For Rear-Boarding Aircraft:
     • Load by reverse order, i.e., last smokejumper first.
     • Each smokejumper boarding should sit as far forward as possible.
   • For Front-Boarding Aircraft:
     • Do not board the aircraft unless the propeller on the loading side is completely stopped.
     • Load in actual jump order.
     • Move to the rear of the aircraft enough to provide sufficient room for all boarding smokejumpers to sit down. Adjust toward the front of the aircraft so that everyone is sitting as far forward as possible.
8. Take-off and landing.
   • Seat belts will be worn by all smokejumpers and spotters.
   • Smokejumpers must wear their protective jump suit, gloves, and helmet with mask down on take-offs, landings, and during low-level cargo drops.
   • Do not move around inside the aircraft during take-offs, landings, and low-level patterns. Changes in center of gravity (CG) can adversely affect pilot's control of the aircraft.
   • No smoking is allowed.
9. Flight to fire.
   • Avoid unnecessary movement.
   • Know the location of airsick bags and take them at the first indication of nausea.
   • Know the location of emergency exits and fire extinguishers.
   • Exercise caution near aircraft windows. Avoid putting pressure on them with boots, helmets, or other gear.
   • Stay away from an open door unless the spotter has given approval and static line is hooked up.
   • Protect your reserve. Be especially aware of your reserve handle and protect it from the possibility of getting snagged or caught and opening inadvertently.
   • Do not remove parachute or un-suit unless specifically instructed to do so by the spotter.
10. Over the fire.
    1. Dropping the smokejumpers:
       1. The spotter selects the jump spot (the smokejumper-in-charge should be involved in selection) and determines the wind drift.
       2. During observation and streamer passes, pay particular attention to jump spot location and relationship to fire location, alternate spots, ground hazards, terrain features, water sources, and fire behavior.
       3. If possible, watch the streamers (and other smokejumpers dropped before you) to get an indication of wind direction and amount of drift. Do not bunch up at the rear of the aircraft.
    2. Forest Service Round Spotter Commands:
       1. The spotter (and assistant spotter if present) will make a final visual check of each smokejumper prior to the exit. All smokejumpers should also be making a visual check of each other.
       2. Exit the aircraft only when signaled by the spotter.
       3. If the spotter discovers a safety problem and the pass is aborted, a "NO EXIT" signal will be given by the spotter to the smokejumper in the door and reinforced by a verbal command not to jump. The "NO EXIT" signal is the spotter's arm blocking the door in front of the smokejumper's face or spotter placing his hand over the smokejumper's face mask.
    3. Exit Procedures
       1. Exit Signals
          • Only first smokejumper receives the signal, a slap from the spotter; second and third smokejumpers exit with a 2 to 3 second hesitation.
          • Large door exit signal is a slap to the calf or upper part of the leg.
          • Small door exit signal is a slap to the scapula or shoulder of exiting smokejumper.
          • NEVER exit from the tower or aircraft on a voice command.
          • In a "No Jump" or "Go Around" situation, the spotter will place his/her arm across in front of the smokejumper or a hand across the face mask of the first smokejumper.
       2. Basic Exit
          1. Initial Thrust
             1. Hand and feet placement.
             2. Special attention to reserve parachute protection.
             3. Equal thrust of legs and arms.
             4. Eyes on the horizon.
             5. Exit up 6 inches and out 36 inches from the aircraft.
          2. Body Position
             1. Head with chin firmly against the chest, eyes open looking at the reserve handle.
             2. Hands grabbing onto each leg pocket.
             3. Elbows held firmly against the side of the body.
             4. Feet and legs together, feet tucked (try to touch heels to butt while bringing knees up). (Cannonball)
          3. Exit Count
             • Count begins when smokejumper clears the door on exit.
             • "Jump thousand, 2 thousand, 3 thousand, 4 thousand, Look thousand."
          4. Standard Checks with a Normal Opening
             1. Check canopy.
             2. Check jump partner and separation.
             3. Communicate with jump partner.
             4. Check jump spot location.
             5. Wind check.
             6. Set up and landing checks.
          5. Standard Checks with a Malfunction
             • Perform correct emergency procedure for the malfunction.
               • Total: Occurs when the parachute canopy does not deploy or inflate. The parachute canopy may remain with the parachute container or D-bag and the smokejumper essentially free falls.
                 • Ways in which a total malfunction may occur with an FS-14 include:
                   1. A total malfunction will occur if a smokejumper exits without hooking up the
                      static line.
                   2. If the static line snap comes off the static line cable on exit.
                   3. If the static line cable in the aircraft breaks.
                   4. The static line is cut on exit.
               • Partial: Occurs when a parachute canopy has opened partially or is damaged during deployment.
                 • The smokejumper may not have full control of canopy.
                 • A partial malfunction slows the descent rate of the smokejumper.
                 • There is more time to deal with a partial malfunction than a total malfunction.
                 • The rate of descent may be great enough to cause serious injuries or death if emergency procedures are not initiated.
    4. Important Procedures to Remember:
       • Do not get in the door if the door strap is still in place. It should be removed during jumping and cargo dropping operations. It is the spotter's responsibility to remove the door strap at the appropriate time.
       • On final, spotter directs smokejumpers to assume exit position.
       • Procedures from hooking up to exit continue until the specific number of smokejumpers have been dropped.
       • When the first stick lands, one of the smokejumpers will radio up to the aircraft prior to the second stick going out the door. This is done to verify that conditions are as the spotter indicated in the briefing. Also, one of the smokejumpers will hold up a streamer to help subsequent smokejumpers identify the wind direction close to the ground for final approach.
11. Cargo dropping (with smokejumpers on board):
    • Remain as far forward as possible during cargo dropping operations and avoid unnecessary movement.
    • Stay away from the open door. Do not try to help move cargo while fully suited to lessen the chance of an inadvertent opening of the reserve.
    • All smokejumpers must wear helmets, gloves, protective suits, and seat belts during cargo drops.
12. Return flight to base.
    • Do not un-chute/un-suit unless instructed to do so by the spotter. All appropriate equipment will be worn for landings as previously designated.
13. Unloading from aircraft.
    • Do not leave the aircraft until the spotter or assistant spotter has given the approval to do so.

The Buddy Check​

This check must be done on all smokejumpers prior to boarding the aircraft, giving vocal confirmation that their gear is in good working order prior to the jump. If this sequence is interrupted, begin again. If a problem is found, it should be corrected and the sequence can be restarted at the step immediately preceding the one uncovering the problem. Actually check each step versus just vocalizing the step. Always follow along with the person giving the Buddy Check to ensure steps are not being missed. And remember to do your own check on the aircraft prior to jumping.

1. Ankle Braces
   • "Ankle braces are on."
     • Ankle braces are on.
     • Ankle braces are not broken.
     • Stirrups are seated under the boot.
2. Jump Pant Stirrup Straps
   • "Stirrups are seated."
     • Stirrup straps are seated under the boot.
3. Leg Pockets
   • "Pack out bag, letdown rope, signal streamer?"
     • Smokejumper has letdown rope, pack out bag, and signal streamer.
     • Leg pockets are cinched.
     • Strings are inside.
4. Harness Leg Straps
   • "No twist in your leg straps and metal on metal."
     • Leg straps are not twisted.
     • Leg straps are underneath the crotch protector.
     • Snaps are attached to the D-rings.
     • Excess strap stowed in holders.
5. PG Bag Fastex
   • "PG Fastex are good."
     • Fastex are not broken.
     • Fastex are not twisted around the harness.
     • Fastex are appropriate length.
6. Reserve Fastex
   • "Reserve Fastex are seated."
     • Reserve male Fastex are attached to the reserve female Fastex.
7. Reserve Due Date
   • "Good due date."
     • Reserve has good due date.
     • Reserve has rigger's name or seal number.
8. Reserve Pins
   • "Pins are seated, seal is good."
     • Reserve opening pins are seated.
     • Seal is not broken.
9. Reserve Knife
   • "Has your knife been
     checked?"
   • If smokejumper confirms that knife has been checked, move to the next step, if not, check the knife.
     • There is a knife.
     • Knife is pointed in right direction.
     • Blade is damage free.
10. Reserve Clips
    • "Clips are metal on metal and pins are seated."
      • Clips on reserve are attached to D-rings on harness.
      • Pins are firmly seated.
11. Pack Tray Bellyband
    • "Good bellyband."
      • Belt is attached around harness.
      • No twists in belt.
12. Chest Strap
    • "Chest strap is routed correctly."
      • Chest strap is routed correctly.
      • Velcro is seated securely.
13. Capewells
    • "Your ears are seated and your slider is up."
      • Check each Capewell.
      • Ears are seated.
      • Slider is up.
14. Risers
    • "Your risers are flat, number is on the left/right, and you are jumping a small/medium/large."
      • Risers are flat across shoulders.
      • Parachute number is on smokejumper's right or left shoulder (location of number may differ by base).
15. Harness
    • "You have a good X on your harness."
      • Shoulder straps on properly (look for X on back).
16. Main Container
    • "Static line is coming out the middle and tied off at the seven o'clock position."
      • Break tape is going through all four tie-off loops.
      • Break tape is going through the static line.
      • Tie-off loop on static line is pointing down at the seven o'clock position.
17. Due Date
    • "Main has a good due date."
      • Due date is good.
      • Rigger has signed the tape.
18. Harness
    • "You have no twist in your harness."
      • Back strap of harness is not twisted.
19. Static Line/Snap
    • "Your clip is good."
      • Free of knots.
      • Excess stowed.
      • Routed properly.
      • Route static line over left shoulder of smokejumper and through the rubber band.
      • Static line clip is functioning properly.
      • Attach clip to reserve handle (attachment may vary according to base).
20. Helmet, Gloves, PG Bag
    • "Helmet, gloves, PG bag?"
      • Ask smokejumper if they have helmet, gloves, and PG bag.

Spotting​

• Aircraft Emergency Procedures:
  In an aircraft emergency situation requiring bail-out, or in the event of an aircraft crash, established emergency procedures can save lives. It is the spotter's responsibility to maintain positive control during an emergency bail-out and to do everything to ensure that all the smokejumpers get out of the aircraft safely. A spotter must be thoroughly familiar with the established emergency procedures.
  
• Navigation
  
• Information Gathering and Reporting
  
• Spotting and Streamer Dropping
  
• Additional Responsibilities
  Spotter's Self-Control
  Inexperienced smokejumpers on a load are likely to look to a spotter as an ultimately wise, experienced, and infallible individual. They trust the spotter with their lives as they take their positions in the door. There is no reason for a spotter to do anything to disturb their trust. For example, if it is windy and the spotter feels a little uncertain about the exit point, the spotter is best advised not to show this uncertainty, but to drop another set of streamers before making a decision.
  A spotter who visibly becomes flustered, excited, has a fit of temper, or seems in any way out of control will immediately affect the confidence of the smokejumpers, especially the less experienced smokejumpers. A lot of minor mistakes can and will be made by a spotter without affecting the safety or success of a mission. If these mistakes ruffle and disrupt the spotter's composure, a smokejumper's confidence can be lost.
  A new spotter on their first spotting run may have as many butterflies as a new person making their first fire jump. However, the spotter must not let the smokejumper know it. More than appearances are involved here. It is expected that a spotter do the job without letting emotions override or distract from paying attention to the numerous critical details which can affect the safety or effectiveness of a mission.
  
  Responsibility of Spotter vs. the Smokejumpers' Point of View
  When a smokejumper assumes the responsibility of spotter, suddenly there is a different relationship to other smokejumpers than in the past. A smokejumper's viewpoint is apt to be quite different from a spotter's in a number of situations. Consider the following scenario as an example. A smokejumper aircraft is orbiting a 2-person fire. The scenery is beautiful and there is a camp spot by a lake. The only problem is that it is extremely windy. The first two smokejumpers on the load want to jump and are willing to take their chances on the wind. The spotter, on the other hand, is concerned about the wind, and is responsible for deciding if it is too windy. In this case, the smokejumpers' emotional desire to jump the fire may well have overwhelmed their better judgment. The spotter is in a better position to evaluate the situation objectively and the smokejumpers expect it. The only factor in the situation that is working against the spotter's objectivity is the desire to please the two eager smokejumpers. In many situations, a spotter must forget the feelings of the crew to make a responsible decision.
  A new spotter needs to realize two important points:
  • Responsibility will change the view of many situations.
  • The spotter cannot be influenced by the emotionalism or self-interest of the crew when safety or efficiency may be compromised.
  
  Selecting an Incident Commander/Smokejumper-in-Charge
  Most smokejumper organizations have established local operational procedures that routinely place foreman or squad leader smokejumpers on each load dispatched to a fire. However, during "fire bust" level of activity it is not always possible to maintain these procedures. During fire busts, a spotter may well find that there are no supervisory smokejumpers on the load and may need to select a smokejumper incident commander or crew boss from the smokejumpers on the experienced firefighter should routinely be assigned to be an incident commander.
  Reasonable as this approach seems in principle, a number of factors work against a spotter applying it. A spotter is responsible for selecting the smokejumper-in-charge or incident commander; it will not necessarily be the first smokejumper in the door.
  
  Proper Staffing of Fires
  In most locations, requests for smokejumpers are received specifying a specific number of smokejumpers to be dropped on a specific fire. In some locations, local fire personnel familiar with smokejumper personnel leave the determination of correct staffing to the smokejumper spotter. In any case, it is frequently appropriate for the spotter to contact local dispatch if the specified number of smokejumpers seems inappropriate when the smokejumper aircraft arrives over the fire. Dispatch may be able to inform the spotter that ground crews or helitack are enroute to support the smokejumpers, or may accept a spotter's suggestion for adjustments in the number of smokejumpers that should be dropped on the fire.
  Dropping the correct number of smokejumpers on a fire demands the best judgment of a spotter. There is no point in not dropping enough smokejumpers on a fire and having it get away. On the other hand, dropping too many smokejumpers on a fire may result in unnecessarily exhausting the smokejumper initial attack force.
  Typically a fire bust begins suddenly after a period of inactivity. Particularly in the early stages of a bust, spotters have a tendency to drop too many smokejumpers on fires. A spotter may be sympathetic to a crew of smokejumpers who are ready for action and feel "now's their chance"--the spotter drops eight smokejumpers on a fire that could have been handled by four or six. A spotter may not think of the possibility of multiple fires and take the viewpoint that it is better to drop too many smokejumpers and be sure, than not enough and be sorry. A spotter may be influenced to drop more smokejumpers than are needed by the smokejumper incident commander whose only concern is this particular fire and who may be looking at people needed to mop-up as well as to catch the fire. A spotter dropping too many smokejumpers on an isolated person-caused fire early in the morning may not be thinking about the forecast that called for widespread dry lightning in the afternoon.
  In situations where it is appropriate for a spotter to suggest or determine the proper number of people needed, it is a spotter's responsibility to carefully assess the situation and avoid either dropping too many or not enough smokejumpers on the fire. A spotter should put the number of smokejumpers on the fire needed to catch it, and should resist whatever temptation may exist to drop more.
  
  Spotter vs. Pilot Responsibilities
  The operational smokejumping mission experience of smokejumper pilots varies greatly. Some locations are fortunate to have contract or Forest Service pilots assigned to their smokejumper aircraft who have years of operational (smokejumper mission) experience. In other cases, a spotter may be working with a pilot who possesses only minimum smokejumper pilot qualifications and has little operational experience. Particularly, when working with inexperienced smokejumper pilots, a spotter has a responsibility to provide instruction and correction in smokejumper flight patterns and mission procedures necessary to maintain established standards of efficiency. These responsibilities are not
  always easy for a spotter.
  Most spotters are not pilots. For some reason, this situation may inhibit some spotters. There is a mystique that endows the pilot with special superhuman knowledge and capabilities when flying the airplane. There may be reluctance on the part of the spotter to question anything the pilot does while flying. However, the pilot, as well as the spotter, is an ordinary human being. The pilot is not a firefighter and is likely to have considerably less fire knowledge than the spotter. New smokejumper pilots are likely to have little practical understanding of the need for operational efficiency in contrast to the spotter. A spotter is not adequately performing the job if the spotter does not take charge and see that the pilot, for example, flies at max cruise enroute to a fire, flies at an appropriate altitude on patrols, and does not spend excessive time flying in circles when arriving over a fire. If standards of smokejumper mission efficiency are left to inexperienced smokejumper pilots, smokejumper program standards are not likely to be met. This is not because the pilot lacks a desire to do a good job, but because the pilot lacks experience and knowledge of operationally efficient smokejumper procedures.
  There is one area where a spotter should not direct a pilot. When a question of flight safety is involved, the pilot is the final authority. As a firefighter, it is not hard for a spotter to get carried away with the desire to get the job done. For example, a spotter on patrol receives coordinates of a new fire from dispatch and is asked to respond. The spotter checks with the pilot on the fuel situation and the pilot says, "Well, by the time we get down to the fire, we wouldn't be able to spend any more than 10 minutes dropping or we'll be short getting back, it's
  cutting it a little close." A spotter who responds, "Sure would like to give it a try," is putting pressure on a pilot to override his better judgment. Whether it is a question of runway condition or length, flying in bad weather or smoke, etc., the time to resolve any judgment questions of safety vs. operational efficiency is afterward on the ground. Let the pilot decide flight safety questions and avoid inadvertently pressuring the pilot beyond what he feels comfortable doing. There have been occasions when pilots seemed to ignore reasonable concerns for flight safety. In this situation, it is the spotter who needs to step in and take charge.