Exhibit_4.pdf

USCG HC-130H-1 & HC-130H-1-D ChangeSummary

Intro and Title - Changed Title pages, List of effective pages, and USCG references thru-out to reflect HC-130H-1-F titles

Added the following statement to page one: Waiver Authority: USDA Forest Service

Washington Office Assistant Director, Aviation is the overall waiver authority for this publication.

Added following USFS authority in lieu of USCG in multiple places: US Forest

Service, Pilot Standardization Branch, National Interagency Fire Center, 3833 S.

Development Avenue, Boise ID 83705

Changed the Scope page tail number listing that this manual applies to, by listing the seven 1700 series aircraft that USFS will receive.

Updated table Contents to reflect changes, deletions, and additions. Renamed the

Sections 1-7 as Chapters 1-7 to be similar to other USFS manuals

Sect 1 Systems Descriptions -

All figures and references to figures were cross-checked with the deleted figures annotated at bottom of page. Annotating the deleted figures, as opposed to renumbering, allows future publication updates to be a page for pageswap.

Deleted 1500 series GTC & ATM description and figures. CGTO pages 1-52,1-55

Deleted 1500 series Starting Enrichment panel description and figures. CGTOFig

1A-18

Deleted statement: “On airplanes equipped with a solid--state synchrophaser”, CGTO 1-48. All 1700 series have solid state synchrophasers.

Deleted 1500 series electrical power supply description, 1500 series electrical overhead control panel figures, AC and DC power distribution circuit breaker panel figures, and 1500 series electrical circuit breaker panel figures. CGTO pages 1-86, 1-

87, 1-88, 1-89, 1-92, 1-97, 1-98, 1-101, 1-102, 1-104, 1-105, 1-108, 1-111, 1-113, 1-

114.1, 1-114.2, 1-114.5

Deleted 1500 series, 1700-1704 series, and 1790 bleed air system description and figures, 1500 series engine bleed valve switches description and figures. CGTO pages 1-116, 1-117, 1-120, 1-125, 1-126

CGTO 1C-130H-1-F 1

Deleted 1500 series Leading Edge Warning Lights description and figures.CGTO pages 1-139, 1-140, and Fig 1A-112

Deleted Searchlights description for aircraft 1790 on CGTO page 1-196

Deleted 1500 series crew seats, description and figures. CGTO page 1-218

Sect 2 Operation and Normal Procedures - Renumbered pages in Sect 2 to reflect each part, i.e.; 2A-1, 2B-1, 2C-1, and 2D-1

Part A - Adjusted all the checklist for removing Navigator, Radio Operator, Sensor System

Operator, Tactical System Operator and Dropmaster. Reassigned or eliminated those duties to other Pilot, Co-Pilot, Flight Engineer and Loadmaster crew positions. Also, eliminated their response on all checklist.

Preflight Checklist -

Deleted all 1500 series equipment checks on FE preflight

Added to FE preflight Pitot Heat warning lights test, Anti-Skid checks, FCS

Annunciator lights test, and Overhead warning lights test on USFS page 2A-12

Added Weather Radar test and Warning on USFS page 2A-12

Added to FE preflight Navigator station and Radio operator station checks on following equipment: Garmin 496, INS, INS Fan Warning light, Voice recorder, ADCS light, AC Converter (400 htz to 60 htz), and airspeed indicators on USFS page

2A-13 and page 2A-14

Deleted FLIR / EO checks

Before Starting Engines Checklist -

For call-outs in this and all normal checklists, changed the order of call-outs to

"individual reading the checklist make the comment first (where applicable). You will notice many situations where this checklist where the CP reads the item then the P makes the first response. This is to streamline flight deck checklist flow and to accommodate for eliminated crew positions. Changes are reflected in trifold and handheld checklist. Starting on USFS Page 2A-21

Deleted step 1 on FE checklist: Cell phones, PDAs and Wireless transmitting device. This aligns with pilot and LM checklist since this was deleted from their checklist as well. This item is covered during the pilot’s pre-mission briefing.

Deleted IFF Mode 4 loaded step on Pilots checklist, equipment is removed. Deleted steps 1, 4, 11, 12, and 24 from pilot’s checklist. Items are either N/A for USFS or are also on the loadmaster’s checklist.

CGTO 1C-130H-1-F 2

Before Takeoff Checklist -

Deleted 1500 series Caution and Note for GTC

2A-26: Deleted sentence: “The airplane must be stopped as theremaining engines are started separately” to be in accordance with USFS SOP and MAFFS ops.

Adjusted wording in Note on Copilot hydraulic pump checks on USFS page 2A-27

2A-29: Adjusted wording in Note on Copilot hydraulic pump checks, so as to not turn off a hydraulic pump that is supplying brake pressure during an engine start while aircraft is moving

Adjusted FE Prop Aux Feather motor checks on USFS page 2A-31

Deleted step 8 on pilot’s checklist, IFF mode 4 is N/A for USFS.

Lineup Checklist -

2A-49: Added following statement to REDUCED POWER TAKEOFF:

The recommended reduced power setting is 970°C TIT. Confirmed the reference is CGTO 1C-130H-1-1 and that TOPS is for USCG crews.

2A-49: Changed authority for the following statement from Commanding Officer to Washington Office Branch Chief, Pilot Standardization.

TACTICAL TAKEOFF: Use of the following procedures disregards ground minimum control speed when refusal speed is less than rotate speed and should be performed only when authorized by the Washington Office

Branch Chief, Pilot Standardization

2A-49: Changed authority for the following statement from Commanding Officer to Washington Office Branch Chief, Pilot Standardization.

TACTICAL TAKEOFF: Use of the following procedures disregards ground minimum control speed when refusal speed is less than rotate speed and should be performed only when authorized by the Washington Office

Branch Chief, Pilot Standardization

2A-51: Changed authority for the following statement from Commanding Officer to Washington Office Branch Chief, Pilot Standardization.

CGTO 1C-130H-1-F 3

The minimum flap retraction speed for a maximum effort takeoff is maximum effort obstacle clearance speed plus 10 knots. Maximum effort takeoffs shall be made only when authorized by the Washington Office Branch Chief, Pilot

Standardization.

Normal Takeoff Description -

Added reduced power takeoffs to be available as an option for non-

MAFFS missions and currency training flights. Confirmed the reference is CGTO 1C-130H-1-1 and that TOPS is for USCG crews.

Tactical Takeoff and Flaps Up Takeoff -

Changed authority references from Commanding Officer to Washington Office

Branch Chief, Pilot Standardization.

Night Takeoff

Changed FE altitude callouts are required if PIC briefs it, but are optional by the PIC

After Takeoff Checklist -

Moved Step for “Oil Cooler Flaps - Auto” to FE checklist from pilot’schecklist.

Reordered pilot’s checklist for better flow.

Deleted first statement “If a solid state synchrophaser is installed” from Note on FE checklist. CGTO page 2-53. All 1700 series have solid state synchrophasers.

Before Landing Checklist -

Adjusted crew responses for eliminated crew positions

Flaps Up Landing

Added restriction, “not recommended for over 120,000 # gross weight fortraining”

Night Landing

Changed FE altitude callouts required for NVG landings or otherwise briefed byPIC

Touch & Go Landing -

Changed FE power callouts for torque or TIT as briefed by PIC and good power is achieved at or above 900 degrees TIT and torque is at or above 15000 in-lb. This is a modification of the USAF checklist for a reduced power touch & go. Reduced power may range from 800 C to 1077 C.

Added step 4 to pilot’s checklist: “Flight Directors” – “Set, State Setting”

CGTO 1C-130H-1-F 4

Operational Stop Checklist

2A-66: Changed Ops stop pilot checklist asfollows:

Changed Pilots step 1 to “Crew Briefing”

Added a CAUTION prior to step 4 “Nosewheel, parking brake” that reads:

“Pilot will ensure aircraft has come to complete stop and brakes are set or held prior to issuing clearance to onload/offload”.

Moved the briefing guide to be under step 8 Departure Briefing step in the expanded checklist

Updated “Clear to Taxi” call to LM checklist to align with P/FE checklist and clarify intent and duties

Renumbered steps and alignment for flow

After Landing Checklist -

Deleted 1500 series equipment

Changed pilot’s step 1 item to Flaps – “As required”. For USFS mission flaps may be lowered to 100% or left at 50%.

Engine Shutdown Checklist -

Deleted IFF Mode 4 and Classified material steps on pilot’schecklist

Changed Pilot’s Landing light step and Garmin track/flight log to “asrequired”

Other procedures and checklist -

Deleted C-130H to H60 Refueling procedures

Deleted Before and After Wash Rack checklist

Deleted Before Starting and Push Back Checklist

Part B - No Changes

Part C – Deleted SAR Procedures and moved Part E System Operation in its place

Deleted 1500 series equipment GTC operations

Deleted Loading / Unloading, and Operations of the Flare Launcher procedure, but did not delete the flare launcher panel check since it is still installed

Part D - Deleted Part D ADDS, and replaced with Part D MAFFS

Added new MAFFS pages 2D-1 thru 2D-24

Added MAFFS Checklist Appendix 1-3 at end of Part D

CGTO 1C-130H-1-F 5

Sect 3 Emergencies Procedures and checklist - A few significant changes especially to boldface procedures such as the Engine Shutdown Procedure and by defining shutdown conditions. Removed Inadvertent IMC procedure as an emergency procedure but left the procedure as is, in Chapter 7 ALL WEATHER OPERATIONS. Changed ditching procedure to a chart/table format similar to Wing Overheat chart and re-assigned crew duties appropriately.

Deleted 1500 series equipment and N/A crew positions

Deleted ADDS, CASPER, and Turret Bird Strike emergency procedures

Added Engine Shutdown Conditions

Changed Engine Shutdown Procedure to more reflect standard H model procedure that does not include conditions within boldface and to emphasize that in all cases of an engine shutdown the fire handle will be pulled and conditions need not be listed

Deleted Caution concerning Agent Discharge because aircraft have been modified with separate CB’s for each bottle

Added a Warning and Note to FE Cleanup checklist concerning transponder selector switch

Deleted GTC reference and Ground/Inflight condition from APU Emergency Shutdown Procedure to more reflect standard H model procedure. In all cases emergency shutdown of APU is same whether inflight or on the ground. This condition may have been included because of some aircraft having either GTC or

APU.

3-19: Changed authority for the following statement from Commandant (CG-711) to USDA Forest Service Washington Office Assistant Director, Aviation.

A three-engine takeoff will be made only when authorized by USDA Forest Service Washington Office Assistant Director, Aviation

3-29: Added step to ENGINE SYSTEMS FAILURE /Throttle ControlFailure:

b. If power remains unrelated, shut down engine by pulling the Fire Handle and continue with the ENGINE SHUTDOWN PROCEDURE

Deleted Inadvertent IMC (IIMC) as an emergency procedure and left procedure as is in Chapter 7 All Weather Operations CGTO page 7-10

Deleted Warning on CGTO page 3-43 pertaining to AC power loss on 1500 series

Deleted step 1. B from Fuselage Fire/Smoke and Fume Elimination, CGTO page 3-

51. Step A already directs all crewmembers to don oxygen masks.

Deleted Caution on CGTO page 3-52 pertaining to 1500 series ATM

Deleted Warning CGTO page 3-56 for bleed air on 1500 series

CGTO 1C-130H-1-F 6

Deleted 1500 series Overheat Chart

Changed Ditching checklist to a table format to accommodate eliminated crewmembers. Also, the table format makes for easier quick reference in the expanded. This format is similar to the Wing/Empennage/Wheel-Well Overheat charts. No change in individual crewmember Ditching checklist to chart format.

Their checklist have their crew positions action items only.

Renumbered the Ditching Chart to Figure 3-17(sheets 1-3) from 3A-15,3A-16 and 3A-17.

Sect 4 Crew Duties – We have kept only the pilot, co-pilot, engineer and loadmaster crew duties and loadmaster checklist. The USCG specific missions have been deleted along with related procedures and crew positions. Flight Engineer duties have increased in the Chapter

2 preflight to incorporate the Navigator pre-flight duties.

Deleted Navigator, Dropmaster, Radio Operator, Sensor System Operator, Tactical

System Operator, and Basic Aircrew crew duties and checklist

Added any appropriate duties or checklist items that were deleted to Pilot,Copilot, Flight Engineer and Loadmaster duties and checklist

4-13: Aligned the “Clear to Taxi” step in loadmaster Operational Stop checklist to pilot checklist on page 2A-66

Sect 5 Operating Limitations – A few significant changes especially regarding Center

Wing Box Restricted Aircraft page and Fuel Availability Chart pages. Most other changes are regarding authority, and have been changed to USFS COR.

5-9: Inserted new Fuel Availability Chart from latest Air Force change with the following modifications:

1. Inserted new fuels table with updated Delta notes

2. Updated the Delta notelisting

3. Removed Delta note 1 to eliminate the reference to Air Force TO 42B

4. Renumbered the Delta notes and fixed the spacingissue

5. Added the Coast Guard CAUTION

Deleted Fuel Characteristics Figure 5-6 on CGTO page 5-12. This information is duplicated and available in maintenance TOs.

CGTO 1C-130H-1-F 7

• 5-12: Changed authority for the following statement from Commanding

Officer to Washington Office Branch Chief, Pilot Standardization.

Flight with the doors removed will be accomplished only when authorized or directed by the Washington Office Branch Chief, Pilot Standardization.

• 5-16: Changed authority for the following statement from Commanding Officer to Washington Office Branch Chief, Pilot Standardization.

Loading Area Not Recommended The red area, Area E, of the Weight Limitations Chart encompasses those cargo- fuel combinations or gross weights which present a high degree of risk of structural damage. Under conditions of extreme emergency, when the risk of damage to the airplane is secondary, the Washington Office Branch Chief, Pilot Standardization will determine if the degree of risk warrants operation of the airplane at loadings appearing in the redzone.

• Deleted Fuel Quantity Indicator Requirements chart because this is incorporated into the stand alone USFS HC-130 Minimum Equipment List dated 02/10/2015

• Added USFS Severity Factor description and USFS speed restrictions for MAFFS operations on USFS page 5-17

• Added Note on USFS page 5-21 emphasizing that USFS aircraft max weightwith zero fuel is 117,532 # for external tanks removed

Sect 6 Flight Characteristics -

• Deleted CASPER and SAR pallets reference

Sect 7 All Weather

• Deleted GTC/ATM references and 1500 series aircraft

Index

• Deleted 1500 series equipment and USCG specific missions, procedures, and checklist

• Renumbered to reflect changes

Changes made following 5 Jul 2016 tele-conference addressing Vector Corp inputs:

1) Re-inserted aircraft library referencing required manuals to be carried on aircraft.

2) Updated flight manual summary in Intro section referring to manual as an Addendum.

3) On Page Intro-9, added USCG Standardization Section for notification of recommended changes in addition to USFS Standardization office.

4) Added MAFFS Pit Operations and associated Caution from OPSUP S-04 into Chapter

2, Part D (MAFFS II Operating Procedures).

5) Attached existing FSTO OPSUPS (S-01 & S-05) to front of Addendum-F.

6) Removed Radar reference on Nav Panel on Page 2A-69, changed note reference of

“Step 11” to “Step 10” on Page 2A-30, and corrected formatting causing blank pages.

7) Updated appropriate authority approval level within USFS in four areas (pages 2A-52, 2A-79, 5-13 and 5-17).

CGTO 1C-130H-1-F 8

Checklist Change Summary

Pilot CL-1

• All Chapter 2A Normal and Chapter 5 Emergency procedures reflect changes made to expanded HC-130H-1.

• Added to title page: Waiver Authority: USDA Forest Service Washington Office Assistant Director, Aviation is the overall waiver authority for this publication.

Loadmaster CL-3

All Chapter 2A Normal and Chapter 5 Emergency procedures reflect changes made to expanded HC-130H-1.

Added to title page: Waiver Authority: USDA Forest Service Washington Office

Assistant Director, Aviation is the overall waiver authority for this publication.

Flight Engineer CL-5

All Chapter 2A Normal and Chapter 5 Emergency procedures reflect changes made to expanded HC-130H-1.

1C-130H-1-D Avionics Tech Manual Change Summary

Intro, title, and content changes

• Changed Title pages, List of effective pages, and USCG references thru-out to reflect USFS titles

• Added following USFS authority in lieu of USCG in multiple places: US Forest Service, Pilot Standardization Branch, National lnteragency Fire Center, 3833 S. Development Avenue, Boise ID 83705

• Updated table Contents to reflect changes, deletions, and additions.

• Deleted Chapter 4 because this equipment is not installed on assigned aircraft.

• Posted Operational Supplement 88 and 80 to the front ofpublication.

CGTO 1C-130H-1-F 9

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OPERATIONAL SUPPLEMENT

FLIGHT MANUAL

FOR C--130H SERIES AIRCRAFT

MODIFIED WITH THE

TECHISONIC TDFM-136B RADIOS

THIS SUPPLEMENTS CGTO 1C--130H--1, DATED 30 JULY 2008 THROUGH

REVISION 1, DATED 26 DECEMBER 2013.

THE FOREST SERVICE STAN BRANCH IS RESPONSIBLE FOR BRINGING

THIS SUPPLE-MENT TO THE ATTENTION OF ALL AFFECTED PERSONNEL.

PUBLISHED BY DIRECTION OF THE US FOREST SERVICE

Distribution Statement D: Distribution authorized to the USFS and their contractors; Administrative or Operational Use, 18 March 2015. Other requests shall be referred to US Forest Service, Pilot Standardization Branch, National Interagnecy Fire Center, 3833 S. Development Avenue, Bosie ID 83705.

WARNING: This document contains technical data whose export is restricted by the Arms Export-Control Act (Title 22, U.S.C., Sec 2751, et. seq.) or the Export Administration Act of 1979, as amended, Title 50, U.S.C., App. 2401 et. seq. Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.

DESTRUCTION NOTICE: For classified documents, follow the procedures in DoD 5200.22-M, National Industrial Security Pro-gram Operating Manual, Section 5-705, or DoD 5200.1-R, Information Security Program Regulation, Chapter VI, Section 7.

For unclassified, limited documents, destroy by any method that will prevent disclosure of contents or reconstruction of the document.

18 MARCH 2015

TITLE: TECHNISONIC TDFM-136B VHF-FM RADIO FOR USE WITH THE US

FOREST SERVICE AIRBORNE FIRE FIGHTING COMMUNICATIONS RADIO

1. PURPOSE

To provide aircrews with information and operating procedures for the Technisonic TDFM-136B VHF-FM radio for the US Forest Service used in support of Fire Fighting missions.

2. GENERAL

The Technisonic TDFM-136B VHF-FM transceiver is a all-in-one unit mounted in the center pedestal, and is approved for the USFS fire fighting missions and will only be installed on these select aircraft. The TDFM-136B is a Project 25 (Phase I) compliant airborne VHF-FM transceiver and provides digital or conventional analog FM communications on every currently available channel from 136 to 174 MHz in the VHF/FM Band. It can be operated in the Direct Entry mode by simply keying in the desired operating frequency. the TDFM-136B is NVG compatible.

S S S

FSTO 1C-130H-1S-01

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FSTO 1C-130H-1S-01

3. INSTRUCTIONS

FSTO 1C-130H-1S-01 will be inserted in front of the flight manual and will remain there until information contained therein is incorporated in the flight manual or rescinded.

C-130H FLIGHT MANUAL (CGTO 1C-130H-1)

CHANGES

Page 4-37 INTERIOR (POWER ON) pen and ink the following changes: for step 5, after HF radios No. 1 and No. 2, insert “and TDFM-136B (as required).”

CGTO 1C-130H-1-CL-4 CHANGES

Page N-4 INTERIOR (POWER ON) pen and ink the following changes: for step 5, after HF radios No. 1 and No. 2, insert “and TDFM-136B (as required).”

4. SYSTEM DESCRIPTION

28 V ESS DC CP Upper (Radio Circuits)

VHF-FM

NOTE

Isolation of the Techenisonic TDFM-136B radio can be accomplished by pulling the VHF-FM circuit breaker.

The Technisonic TDFM-136B Project 25 (Phase I) compliant airborne VHF transceiver provides digital or conventional analog FM communications on every currently available channel from 136 to 174 MHz in the VHF/FM Band. It can be operated in the Direct Entry mode by simply keying in the desired operating frequency or it can be programmed with a Personal Computer (PC) using the TDP-136 dataloader programming software and the mission approved frequency plan (codeplug). The transceiver is capable of 230 preset memory positions, each capable of storing a receive frequency, a transmit frequency, and alpha numeric identifier for each channel, as well as Digital Private Line (DPL) or Digital-Coded Squelch (DCS) coded squelch information for each channel, and a two channel selectable synthesized Guard Receiver. Mode select and function control are also via the key pad. Operating frequencies, alpha numeric identifiers and other related data are presented on a 48 character, two line LED Matrix display. The analog modes include unique Continuous Tone-Coded Squelch System (CTCSS) and DCS signaling for transmit and receive frequencies, while the digital channels include both NAC and Talk Group as defined in the Project 25 SOR.

The TDFM-136B Transceiver is a frequency agile, fully synthesized airborne transceiver capable of operating in the 136.000 MHz to 174.000 MHz frequency range in 2.5kHz increments (with either 25 kHz analog, 12.5 kHz analog channel spacing, and P25 12.5 kHz digital modulation on a channel by channel basis. The Transceiver can operate without restriction on any split frequency pair in the band and also incorporates a two channel synthesized guard receiver.

The TDFM-136B transceiver is panel mounted (standard dzus) and completely self contained in a 8.0 x 3.0 x 5.75 inch chassis weighing just 3.5 pounds.

Front panel controls are MAIN for main channel volume, GUARD for guard channel volume, a MN/GD switch for main or guard transmit select, and a G1/G2 switch which allows for selection of Guard 1 or Guard

2. The transmitter section produces a minimum of 8 watts and maximum of 10 watts power in Hi and can be reduced to 1 watt to reduce interference with land based system in the LO power setting. The backlighting is 28 volt DC, which is controlled from the aircraft dimmer, display brightness, has an override on the front panel keypad. Mic gain and sidetone level can be adjusted in software. the front panel is also NVIS compatiable

Communication Guard Requirements

GUARD frequency and monitoring will be IAW the US Forest Service Standard Operating Procedures.

RADIO LAYOUT

bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley

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RADIO DISPLAY

Figure 2 Radio Display Icons

1 - LED channel squelch indicators lights when signal received (top: Main, Bottom Guard).

2 - Channel display (2 line by 24 characters) Shows channel parameters. Main channel is displayed on top row and Guard channel is displayed on bottom row of display.

3 - Main Rotary Switch Power ON/OFF (Press for ON, press and hold for OFF) and Main channel volume control.

4 - Guard Rotary Switch and Guard channel volume control.

5 - Data port (Keyloader) Encryption key loading (KVL-3000) and frequency programming (TDP-136) via a PC.

6 - MN/GD Toggle Switch Selects active channel (Main or Guard) for transmit and edit functions.

7 - G1/G2 Toggle Switch Selects active Guard memory G1 or G2 for transmit and edit functions.

8 - HI/LO Toggle Switch Selects Transmit power, HI (10 watts) LO (1 watt).

9 - Keypad (12 Keys) Controls radio functions, consisting of three command levels.

7 - Up to eight characters are available for a text description of the memory.

8 - One character position is used to indicate the operating mode: Analog modes: wide "w"(25kHz.), narrow "n" (12.5kHz).

Digital mode: project 25 digital "D" (12.5kHz.).

9 - Eight characters are used to indicate the frequency in use.

10 - One character indicates either Receive or Transmit as: "R" or "T".

11 - The final character indicates the current squelch mode:

Analog modes: noise squelch "x", CTCSS tones "t", or DCS codes "c";

Digital modes: monitor "m", NAC only "n", TalkGroup + NAC "g".

Figure 3 Radio Display Icons

1 - Main channel information is displayed on the top row of the display.

2 - Guard channel information is displayed on the bottom row of the display.

3 - The Main channel can have up to 230 memory positions (001 to 230), first three characters of the line.

4 - The Guard channel can have two memories, GD1 and GD2, first three lines of the bottom row.

5 - Memories for the Main channel can be scanned when in use. Scan information is shown at the 4th character position on the top row.

6 - On the bottom row, the 4th character position is used for different purposes: it will indicate the current command level as well as showing the lock icon if the keypad access has been locked out.

5. OPERATION

The TDFM-136B VHF-FM radio will interface with the aircraft ICS and will assume the FM position on the ICS box. Master volume control and channel changing control will be performed at the TDFM-136B front panel of the radio. Secondary volume control and transmit or receive modes will be controlled by the various ICS boxes on the aircraft.

• The channel being edited is determined by the position of the front panel switches MN/GD and G1/ G2.

• Current command level is shown at the 4th character on bottom row.

• Levels 2 & 3 time out. The radio will return to Level 1 if a “Cmnd” key is not entered within 5 seconds.

• Download this quick reference guide

@ www.nifc.gov/NIICD/documents.html

The transceiver supports commands to provide more advanced control and configuration features. A command is simply a key press, or series of key presses, that cause the unit to perform a function. This section provides an overview of the command architecture. In order to accommodate all the commands required to provide the necessary operation, commands have been divided into levels (abbreviated as 'L1', 'L2' etc). This results in the most common commands needing the fewest key presses to access.

There are five command levels in all, three of which are available to the operator (Operator Commands).

For each command level up to 10 commands are available: 1-9, and '#'. Note: for command level 1 (L1) only, the ESC (*) button has an associated function as you cannot go a level down. The zero (0), and the ESC (*) key are reserved to move between the command levels.

The Operator Command levels 2 and 3 (L2 & L3) are 'time limited'. If the user gets into one of these command levels and does not enter a command within 5 seconds, the unit automatically returns to command level 1.

COMMAND LEVELS

ACTIVE CHANNEL SELECTION

Refer to the following tables for a Quick Referance Guide to the Command Level functions for radio operation:

POWER ON PROCEDURE

1. Press MAIN rotory Volume switch, momentarily till unit powers ON

2. Adjust MAIN (master) Volume

3. Adjust GUARD (master) volume

4. Select MN or GD for transmission

5. Select G1 or G2 as required

6. Select HI or LO for transmission power out

7. Select Channel or Frequency for MAIN and GUARD

8. Request comms check

1. The MAIN channel data is shown on the top line of the display. MAIN supports 230 memory positions (001 to 230). The MAIN channel is made the active channel for transmit and edit by the user placing the MN/GD switch in the MN position. For selecting the active memory for the MAIN channel, see the following section.

2. When the MN/GD switch is in the GD position then the GUARD channel is active. The GUARD channel has two fixed memories: GD1 and GD2. The GUARD memory used is determined by the position of the G1/ G2 switch.

3. Squelch may be defeated by pressing the “GUARD” rotary encoder. In analog modes the squelch will simply be opened, in digital modes it will open on any valid P25 (unencrypted) signal.

4. For detailed information refer to Technisonic TDFM-136B Operating Instructions document number 08RE399 at http://til.ca/index.php

NOTE

The restricted command levels (L4 and L5) should NEVER be enabled in flight.

Incorrect use could render the unit non-functional! These levels exist for configuration and maintenance use only.

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Table 1, Command Level 1

Table 2, Command Level 2 bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley bmatchley Sticky Note Marked set by bmatchley

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Table 3, Command Level 3

OPERATING MODES

1. The operating mode is defined as the RF channel spacing and modulation type used for the selected channel/memory on the transceiver.

2. The unit supports three operating modes: Analog wide, analog narrow, and P25 digital. In the analog wide mode the radio is operating on 25kHz. channel spacing on both analog narrow, and in P25 digital mode the radio operates with 12.5kHz. channel spacing. In analog modes the transceiver operates using standard frequency modulation, in the P25 mode the unit uses C4FM.

3. The user can easily switch between modes on any memory for any channel (ie any Main memory, and both Guard1 and Guard2). Since the squelch modes are not common across analog and digital operating modes, if you change between these modes the Squelch Mode will be affected.

SQUELCH MODES

Squelch mode refers to the method employed to defeat squelch and open the receiver. The transceiver supports a variety of squelch modes for both analog and digital operation, these are shown in table 4.

Table 4, T/R Squelch Modes

Non-Selective Squelch In analog operating modes (w & n), the Noise squelch is non-selective. If a valid signal of enough power is present, the squelch will be defeated and the signal received. For the P25 digital mode (D), the Monitor mode is non-selective: if a P25 digital signal of enough power is present, the squelch will be defeated and the signal received. There is no level setting.

Selective Squelch The other squelch modes are selective: the transmitting system must be operating in the same squelch mode as the receiving system, and must provide the correct information within that mode.

Scope Squelch modes are non-orthogonal. That is, they are not the same across differences in Operating Mode or for receive and transmit operation.

Parameters in Memory For each memory created there is a default value for each of the squelch modes: the memory does have a CTCSS tone, a DCS code, a TalkGroup and a NAC assigned. It is

DBDisbennett Highlight just that these parameters are not used unless the associated squelch mode is chosen. Since each squelch parameter exists for each memory, and each has a default value, these default values, like all user editable channel parameters, can be set. In addition, Squelch use may be restricted according to: which Squelch Modes may be selected for any Operating Mode, which Squelch Modes may be edited (ie change value), and – in the case of Tones and Codes – which values are available to be selected.

In Analog Mode:

Noise Squelch, 'x' – analog receive only, non-selective. The receiver will open if there is enough RF energy on frequency. This is the default analog squelch mode.

CTCSS Tone, 't' – analog receive and transmit, selective. The receiver will open if the signal received also carries the correct tone. The tones may be the same or different for receive or transmit on any memory.

DCS Code, 'c' - analog receive and transmit, selective. The receiver will open if the signal received also carries the correct code. The codes may be the same or different for receive or transmit on any memory.

In Digital Mode:

Monitor Mode 'm' - digital receive only, non-selective. The receiver will open on any valid P25 signal. This is the default digital squelch mode.

Network Access Code (NAC) 'n' – digital receive only, selective. The receiver will open on any P25 compliant digital signal, having the correct NAC.

Talkgroup + NAC 'g' – digital receive and transmit, selective. The receiver will open on any P25 compliant digital signal having the correct NAC and the correct TalkGroup. For transmit it indicates that the specified NAC and TalkGroup codes will be transmitted.

ID Call 'i' – digital transmit only, selective. The transmitted signal will carry the ID of a specific transceiver. Only a radio with that ID programmed as its Unit Identification (UID) will be able to receive the signal. Note that the UID can be set via command L5-9.

In Both Analog and Digital Modes Transmit Disabled '-' – valid for both analog and digital operating modes, transmit only. This indicates that transmit is disabled for this memory. Pressing PTT will result in a display of “Transit Disabled” on the screen.

SCAN OPERATION

The radio supports a basic scan mode that operates on the Main channel only. The scan function allows users to monitor up to 16 channels at a time. All memories must be a member of one, and only one, scan list; each scan list can hold up to 16 memories. Each memory in a scan list can be enabled for scan or disabled (see command L2-5).

To scan a particular list: the current Main channel memory must belong to that list, and must have it's scan enabled. Under these conditions, when you press the scan button (5), the unit will scan.

You can affect the scan operational parameters by using command L3-5. This command allows you to affect the following four (4) parameters:

Revert Mode. The Revert Mode refers to whether the radio will, when keyed, transmit on the currently selected memory channel, or on the last contacted memory channel. The radio will only respond on the last contacted channel for a time determined by the Delay timer setting. Once the timer times-out, then the unit always transmits on the selected channel. Default: last contacted

Reply Timer. The scan Reply time is the time that the radio will monitor a channel on which RF was received, after all activity on the channel has ended (Rx or Tx). If there is further receive or transmit activity on the channel, the timer will reset, and start again once the activity has ended. When the timer times-out the unit will resume scan. If set to zero (0), the unit will resume scan immediately upon the end of channel activity. Range:

0-20s, Default: 3 seconds

Monitor Timer. This is the time that the radio will monitor a channel on which RF was received, before resuming scanning. Once the timer expires, the unit will break and resume scan. If the value is set to zero (0) then the unit will monitor the signal as long as it is received.

Range: 1-90s, Default: 10 seconds

Delay Timer. The Delay time is the time that the radio will remain monitoring a channel after receiving on that channel has ended. If the timer is set to zero (0), then the unit will resume scanning immediately after receive activity ends. This is the timer that affects the Revert Mode 'Contacted'. Range: 0-15s, Default: 5 seconds

DBDisbennett Highlight

POST FLIGHT SHUTDOWN

1. Adjust MAIN (master) volume to mid range

2. Adjust GUARD (master) volume to mid range

3. Select MN for transmission

4. Select G1

5. Select LO for transmission power out

6. Press and Hold the MAIN rotory Volume switch till unit powers OFF, approximately 3-5 seconds

DBDisbennett Highlight

FSTO 1C-130H-1S-05

OPERATIONAL SUPPLEMENT

TRAINING AND STANDARDIZATION MANUAL;

FOR HC-130H SERIES AIRCRAFT

MODIFIED WITH USFS EQUIPMENT CHECK

MANEUVERS

THIS SUPPLEMENTS CGTO 1C-130H-1- A DATED 7 JUNE 2006 THROUGH

REVISION 1, DATED 2 SEPTEMBER 2014

THE FOREST SERVICE STAN BRANCH IS RESPONSIBLE FOR BRINGING

THIS SUPPLEMENT TO THE ATTENTION OF ALL AFFECTED PERSONNEL

PUBLISHED BY DIRECTION OF THE US FOREST SERVICE

Distribution Statement D: Distribution authorized to the USFS and their contractors; Administrative or Operational Use, 18 March 2015. Other requests shall be referred to US Forest Service, Pilot Standardization Branch, National Interagency Fire Center, 3833 S. Development Avenue, Boise ID 83705

WARNING: This document contains technical data whose export is restricted by the Arms Export-Control Act (Title 22, U.S.C., Sec 2751, et. seq.)

or the Export Administration Act of 1979, as amended, Title 50, U.S.C., App. 2401 et. seq. Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.

DESTRUCTION NOTICE: For classified documents, follow the procedures in DoD 5200.22-M, National Industrial Security Pro-gram Operating Manual, Section 5-705, or DoD 5200.1-R, Information Security Program Regulation, Chapter VI, Section 7. For unclassified, limited documents, destroy by any method that will prevent disclosure of contents or reconstruction of the document.

30 Nov 2015

TITLE: HC-130H INITIAL AND ANNUAL EQUIPMENT CHECKS

1. PURPOSE

To provide aircrews with the initial Equipment Check flights and the Annual Equipment Check training and standardization procedures.

2. GENERAL

These syllabi apply to all U.S. Forest Service C-130H pilots and aircrew. They establish minimum requirements to qualify and evaluate C-130H aircrew by setting standard procedures for training and establish restrictions for practice training maneuvers.

O S O S O S O S O S O S O S O S O S O S O

S O S O S O S O S O S O S

O S O S O S O S O S O S O S O S O S O S O S O S O S O S O S O S O S

O O O O O O O O O O O O O O O O O O O S S S S S S S S S S S S S S S S S S S

O O O O O O S S S S S S

O O O O O O S S S S S S

OPERATIONAL SUPPLEMENT

1. Initial Differences Training:

a. All initial & differences qualification training candidates will complete the USFS initial Equipment Check syllabi under the direct instruction of a designated Contractor Instructor for their respective aircrew position. The USFS Equipment Check replaces the USCG syllabi for the respective USFS aircrew positions.

b. Pilots training in the Second in Command position will train in both the left and right seats. Their Equipment check will be conducted in the right seat.

c. Pilots & Flight Engineers are required to attend initial systems and emergency procedures simulator training at CAE in Tampa, Florida.

d. A USFS C-130H Contractor Instructor Pilot or USFS Standardization and Evaluation C-130H qualified pilot will occupy one of the pilot seats at all times during training.

e. The Pilot and Flight Engineer training will include an avionics syllabus which provides training for ground and air operations normally performed by the Navigator. The USFS will not utilize a Navigator. Those duties are integrated into the Pilot and Flight Engineer duties.

f. Some maneuvers required by the USCG are not required for the USFS firefighting mission. The Aircrew Simulator Syllabus provides those maneuvers for demonstration only. Maneuvers will be performed IAW CGTO 1C-130H-1. The 6CF Engine Shutdown will be conducted IAW CGTO

1C-130H-6CF.

FSTO 1C-130H-1S-05

INSTRUCTIONS: FSTO 1C-130H-1S-05 completely replaces FSTO 1C-130H-1S-03. Insert this OPSUP in front of the CGTO 1C-130H-1-A flight manual and it will remain there until information contained therein is incorporated in the Training and Standardization Manual or rescinded. All USFS aircrew will adhere to the requirements of CGTO 1C-130H-1- A (series) except where specifically revised by this OPSUP.

AIRCREW TRAINING

The ultimate purpose for aircrew entering into this training program is to qualify these aircrew to conduct firefighting missions for the USFS. The mission employment qualification training is covered under a separate training syllabus. Aircrew members that enter into this training program are required to have a certain level of C-130 flying experience as a prerequisite. The baseline experience level is defined in Table 1.

This USFS OPSUP assumes all initial pilot candidates have successfully completed a USAF course at Little Rock AFB or an approved commercial course. It also assumes all Flight Engineer and Loadmaster candidates have successfully met the minimum USFS qualification requirements for their respective positions. This OPSUP does not change any grading criteria.

CPS-PIC

Highlight

CPS-PIC

Highlight

CPS-PIC

2. Initial SIC Syllabus:

a. Pilots who have no prior C-130 experience will be entered into the initial SIC syllabus.

b. The initial SIC syllabus ground training is identical to the pilot differences ground training.

c. The flying training consists of one additional flight in the aircraft to increase familiarity with aircraft systems prior to a flight check. The initial SIC check will be conducted in the right seat.

3. PIC Upgrade Training:

a. When an SIC pilot is recommended for upgrade, the PIC upgrade syllabus will be used which consists of ground and flight training.

b. The PIC upgrade training will culminate with a flight check in the left seat.

4. Annual Recurrency Training:

The pilots and Flight Engineers are required to attend annual systems and simulator refresher training course at a simulator approved by the USFS. The USFS Contract aircrews will perform an annual Equipment Check evaluation flight, similar to the USCG Standardization flight. The USFS annual Equipment Check will replace the USCG syllabi for the respective USFS aircrew positions and be evaluated by a USFS C-130 Standardization & Evaluation Instructor.

Minimum C-130 Hours

SIC

750 C-130 or 1,200 total hours & 500 C-130 (Note 2)

PIC

1,800 C-130 or 2,500 total hours & 750 C-130 PIC (Note 1)

750 (Note 4)

Loadmaster 750 (Note 5)

Table 1. Aircrew prerequisites to enter into the training program

Crew Position

Notes:

1. A current or former C-130E/H model Instructor, and as a minimum, must have been a MAFFS certified Aircraft Commander to enter the training program for PIC. As a minimum, must possess a commercial instrument license.

2. C-130 E/H/J model variant. All C-130J pilots without C-130E/H experience will start the training program in the SIC crew position. As a minimum, must possess a commercial instrument license.

3. *Pilots with no formal military flight training and/or no prior C-130 experience. As a minimum, must possess a commercial instrument license.

4. Any current or former mission qualified Flight Engineer.

5. Any current or former C-130E/H/J Loadmaster.

FSTO 1C-130H-1S-05

Flight Engineer

SIC*

2,000 total hours w/1,000 multi-engine turbine (Note 3)

Initial Training

SIC 4- four hour simulator rides (Note 1 & 2)

PIC 4 - four hour Simulator rides

Flight Engineer

Crew Position

4- four hour simulator rides

FSTO 1C-130H-1S-05

Notes:

1. All C-130J pilots without C-130E/H experience will have one additional Simulator ride conducted while sitting in the left seat. Training will emphasize C-130H performance differences and address any additional systems familiarization training not covered in the first four simulator rides.

2. All pilots without any C-130 experience will have one additional Simulator ride conducted while sitting in the left seat. Training will emphasize C-130H performance and address any additional systems familiarization training not covered in the first four simulator rides.

Annual Refresher Training

3 - four hour Simulator rides.

3 - four hour Simulator rides.

3 - four hour Simulator rides.

The initial simulator syllabus will be accomplished at CAE. The annual recurrency training simulator may be at non-CAE simulator facilities approved by the USFS. Table 2 prescribes the number of simulator rides.

Table 2. Aircrew Simulator training

SECTION III

PILOT AND AIRCREW TRAINING

TABLE OF CONTENTS

INITIAL/DIFFERENCES/UPGRADE EQUIPMENT CHECKS

PILOT/FE SIMULATOR SYLLABUS……………………………………………….……….7

PIC/SIC (ALL) AVIONICS SYLLABUS…………………………………………….………..8

INITIAL & DIFFERENCES PIC/SIC GROUND SYLLABUS……………………………..…9

DIFFERENCES PIC/SIC FLIGHT SYLLABUS………………………………………….….12

INITIAL SIC FLIGHT SYLLABUS………………………………………………………..…15

PIC/SIC (ALL) COVER SHEET

…………………………………………………………..…..18

PIC UPGRADE GROUND SYLLABUS………………………………………………….….19

PIC UPGRADE FLIGHT SYLLABUS………………………………………………….…….22

PIC UPGRADE COVER SHEET……………………………………………………………..24

FLIGHT ENGINEER AVIONICS SYLLABUS……………………………………………

FLIGHT ENGINEER GROUND SYLLABUS……………………………………………

FLIGHT ENGINEER FLIGHT SYLLABUS……………………………………………...…..29

FLIGHT ENGINEER COVER SHEET……………………………………………………….30

LOADMASTER GROUND SYLLABUS………………………………………………….….31

LOADMASTER FLIGHT SYLLABUS…………………………………………………

LOADMASTER COVER SHEET…………………………………….………………….……33

ANNUAL EQUIPMENT CHECK

PILOT……………………………………………………………….…………………………34

FLIGHT ENGINEER………………………………………………….………………………37

LOADMASTER……………………………………………………………………………….39

AIRCREW TRAINING COMMENTS……………………………………………….………..6

AIRCREW TRAINING COMMENTS

COMMENTS:

FSTO 1C-130H-1S-05

Date:_______________

Training Flight number:___________

Flight time:___________

Student Name: _______________________

Instructor:_________________________

Ground Training time:_________

Instructor signature Student signature

PILOT / FE SIMULATOR SYLLABUS

The pilot and Flight Engineer initial/differences ground academics and simulator syllabus is developed and maintained by CAE in Tampa, FL. The syllabus development was coordinated with the USCG Stans branch to ensure course instruction prerequisites were adequate to prepare pilots and flight engineers for the flying portion of their training. Future changes to the CAE syllabus will be coordinated with the USFS Standardization & Evaluation branch in Boise, ID.

Upon successful completion of the simulator academics and flight profiles, aircrew members must submit their training certificates to their flightline instructors prior to starting the flying portion of their training.

PIC/SIC (ALL) AVIONICS SYLLABUS

Student Name:________________________

This training consists of a systems familiarization performed in the avionics shop or in a static aircraft, and flight training performed on an actual training flight.

System/Procedure Date Instructor

ADCS Familiarization

CDNU Familiarization Weather Radar Familiarization:

Turn On and Test Procedures

Weather Phenomena

ARN-151(V) GPS Familiarization:

Initialize GPS / P-Code restrictions

INS update with GPS

INS Familiarization:

Proper Turn-on and Alignment

Waypoint to Waypoint Navigation Pre-flight instrument testing Procedures:

HSI & ADI Displays

IFF Mode S

VOR

TACAN

ADF

Radio Altimeter

UHF/VHF Communications Radios

TFM-136B FM Radio

General:

Garmin 696 & 496 GPS Common Errors Made During Navigation

INITIAL & DIFFERENCES - PIC/SIC GROUND SYLLABUS

Student Name:_______________________

Item Date Instructor

PREFLIGHT DUTIES

Flight Publications

FSS Services

Flight Plans

EAL / ALMIS

Weight and Balance review

Fuel Planning

Weight and Load Factor

Limits Taxi and Ground

Limitations TOLD

OPERATIONAL PROCEDURES

Crew Utilization

EMERGENCY PROCEDURES

Start Malfunctions:

Fuel System

Electrical System

Pneumatic System

Oil System

Hydraulic System Mechanical

Boldface Procedures Ground/

Inflight Emergencies:

Directional Control Problems

Tailpipe Fire

Engine Overheating

Compressor Blockage

Brake System Failure Takeoff

TAKEOFF EMERGENCIES

INITIAL & DIFFERENCES PIC/SIC GROUND SYLLABUS (continued)

Student Name:________________________

Engine Malfunction During Takeoff

Nosewheel Shimmy

3-Engine Takeoff

INFLIGHT EMERGENCIES

Engine Failure

Propeller Malfunctions

Inflight Decouple of Engine and Propeller

Engine Systems Failure

Common Errors Made During Navigation Fuel

System Failure

Fuel Dumping

Electrical Systems Failure

4-Engine Power Loss

Electrical Fire

Final Isolation Procedure

Inflight Door Warning

Wing Fire

Bleed Air System Failure

Air Conditioning Sys Failure

Window Failure

NESA Malfunction/Inop Windshield Anti-icing

Illumination of Pitot Heat Off

Rapid Decompression

Hydraulic Systems Failure

Flight Control Systems Failure

Flap System Failure

Landing Gear System Failure

INITIAL & DIFFERENCES - PIC/SIC GROUND SYLLABUS (continued)

Student Name:_______________________

Cargo Ramp and Door System Failure

Cargo Jettison Landing Emergencies Controllability Check Landing With One or Two Engines Inoperative Go-Around With One or Two Engines Inoperative

Tire Failure Landing With Landing Gear Malfunction Loss of Nosewheel Steering

PERFORMANCE

Takeoff Performance

TOLD

Critical Field Length Refusal Speed Climb-out Factor Maximum Effort Operations (Practice/Actual) En Route Performance Cruise vs Service Ceiling Specific Range Maximum Endurance Landing Performance Landing Distance Over 50-Foot Obstacle vs.

Landing Ground Roll

DIFFERENCES - PIC/SIC FLIGHT SYLLABUS

Student Name:________________________

Item Req'd Level

FLT 1

(Basic

Airwork)

FLT 2

(Day/Inst)

FLT 3

(Night/Inst)

FLT 4

(Equip/Inst Chk)

Date

Flight Plan S

Weather/NOTAMS S

Form F S

PAX Manifest S

EAL/ALMIS S

Performance Data S

Weight/Load Factor Limits S

Knowledge of Directives K

Boldface Written Test S

Crew/Passenger Briefings S

Use of Checklists S

Engine Start Procedures S

Taxi S

Reverse Taxi S

Runup S

Left Seat Takeoff* S

Right Seat Takeoff* S

Left Seat Reject* S

Reject, Right Seat* S

Basic Airwork S

Local Area Knowledge K

Instrument Takeoff S

Instrument Airwork S

Instrument Departure Procedures S

En Route Instrument Procedures S

DIFFERENCES - PIC/SIC FLIGHT SYLLABUS (continued)

Student Name:__________________________

Item Req'd Level

FLT 1

(Basic

Airwork)

FLT 2

(Day/ Inst)

FLT 3

(Night/ Inst)

FLT 4

(Equip/Inst Chk)

Holding S

ILS or PAR Approach S

Non-Precision Approach S

Circling Approach S

Coupled Approach S

Pilot…