Exhibit_8.pdf

UNITED STATES DEPARTMENT OF AGRICULTURE

U.S. FOREST SERVICE

FIRE AND AVIATION MANAGEMENT

HC-130H Contractor Aircrew Standard Operating Procedures

18 Mar 2016

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RECORD OF CHANGES

CHANGE NUMBER DATE OF CHANGE DATE ENTERED BY WHOM

ENTERED

Table of Contents (by section)

1. Overview of USFS HC-130H Operations……………………………………………………………………. 1-1

2. Flight Authorization and Clearance …………………………………………………………………………..2-1

3. Flight and Mission Planning ………………………………………………………………………………….3-1

4. Conduct of Aircraft Operations ………………………………………………………………………………4-1

5. Equipment……………………………………………………………………………………………………. 5-1

6. Flight Crew Member Designations, Qualifications and Training ………..………………………………….6-1

7. Aviation Safety ……………………………………………………………………………………………….7-1

8. Administrative Requirements ………………………………………………………………………………..8-1

GLOSSARY................................................................................................................................................. Glossary-1

Appendices

A. Pilot and Aircrew Logbook……………………….......................................................................................... A-1

B. FAA Exemptions………………...................................................................................................................................... B-1

C. ORM Form (Typical)………………………………………………………………………………………... C-1

Enclosures

Disclosure for Persons Flying Aboard Federal Government Aircraft

Tables

Table 4-1, Standard Phraseology……………………..…………………………………………………………… 4-3

Figures

Figure 4-1, Automation Pyramid………..……………………………….……………………………….………... 4-5

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1. Overview of USFS HC-130H Operations A. Mission of USFS HC-130H Contractor Operated Aircraft………………………………………………….. 1-2

B. Authority and Control of Flights…………………………………………………………………………….. 1-3

C. Transportation………………………………………………………………………………………………... 1-4

D. Conduct of Flights…………………………………………………………………………………………… 1-5

E. Training and Standardization………………………………………………………………………………… 1-6

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A. Mission of USFS HC-130H Contractor Operated Aircraft

A.1. Mission of Government Owned/Contractor Operated HC-130H’s

Safe Operational response to USFS Wildland firefighting is the primary mission of USFS HC-130H tanker aircraft. Aircrews must be prepared to respond rapidly and safely as directed by competent authority to conduct aerial firefighting duties.

A.2. Purpose

This Manual prescribes policy applicable to all USFS HC-130H aircraft operated by aircrews under contract. Any recommendation of procedure referenced in this manual will either be in compliance with or more restrictive than USFS policy. It is a guide to mission planning and execution, as well as for the exercise of professional judgment by those in aviation and those whose programs require aviation support. The Chapters and Appendices to this Manual provide guidance to manage HC-130H operations and are directive in nature. No provision of this Manual relieves personnel of their duty to use sound judgment or to take such emergency action as the situation demands for the safe recovery of the aircrew and aircraft.

A.3. Procedures

Successful operations require the exercise of sound leadership principles, good judgment and common sense by all aircrew members. When the need arises, special instructions will be issued by the Contracting Officer (CO) or his/her designated representative, however, in the operational environment, mission demands may require on-scene deviation from prescribed instructions or policy when, in the judgment of the pilot in command, such deviation is necessary for flight safety or the saving of human life. Such deviation must not be taken lightly and must be tempered by maturity and a complete understanding of the aircraft, mission, and crew.

A.4. Generalization

Because of the need to generalize, wording such as “normally,” “etc.,”“usually” and “such as” is employed throughout this Manual. Words or clauses of this nature shall not be used as loopholes, nor shall they be expanded to include a maneuver, situation, or circumstance which should not be performed or encountered.

A.5. Updates and Changes to this Manual

Proposed changes to this Manual shall be submitted to the Contractor Aircrew Project Manager (CAPM,) and in-turn to the USFS Chief of Standardization and Evaluation Branch, Boise Idaho for review and approval.

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B. Authority and Control of Flights B.1. Primary Authority

The CO has primary authority over the operation of USFS HC-130H Aircraft IAW the appropriate contract. This authority is delegated to the operating base Contraction Officer Representative (COR) who provides day-to-day oversight of HC-130H Contractor operations. The Pilot in Command (PIC) has final decision authority during mission execution and may deviate from this guidance and USFS guidance when necessary to preserve safety of flight and safety of crewmembers.

B.2. Clearance

A PIC receives clearance for a flight from the COR or Tanker Base dispatch when on standby duty during the fire season. Either the COR or the PIC may delay a mission if, in the opinion of either, conditions are not safe. The PIC has final responsibility for the safe conduct of the mission. Specific guidance as to authority for flights is contained in Chapter 2.

B.3. Flight Following

Make initial contact with National Flight Following on VHF-FM after completing the “After Takeoff” checklist.

The required information to pass is as follows:

• Takeoff time

• Time enroute & incident name

• Fuel on board stated in total flight time

• Personnel on board

• Automated Flight Following Status

Typically, dispatch centers require a check-in every 15 minutes or they confirm the aircraft is showing “positive” on the Automated Flight Following (AFF) system. Once it is reported that positive AFF is received, the flight can continue without 15 minute check-in’s. The next required report should occur after the retardant drop stating recovery base/load & return or hold/time enroute. Once landing is assured, call flight following with a down time.

B.4. Aircraft Configuration Control

The USFS HC-130H Aircraft are under USCG oversight during the Initial Operational Capability period (IOC) of operation. The first step in this process is to pass requests through the USFS Standardization and Evaluation Branch for evaluation and approval for use. The following information applies with regards to aircraft equipment configuration changes while the aircraft are under USCG oversight:

The Coast Guard has established an Aircraft Configuration Control Board (ACCB) to review all proposed aircraft equipment and modifications. Aircraft Configuration Control is one of the most critical elements in ensuring the overall safety of aircraft. No aircraft modifications or changes will be made without specific authorization from Commandant (CG-41) and (CG-711) and no in-flight testing will be conducted without specific authorization from Commandant (CG-711). Any authorization to modify aircraft and/or conduct tests must consider a wide range of factors including but not limited to:

• Structural loading

• Aerodynamic characteristics

• Weight and balance

• Electrical load analysis

• Aircraft performance

• Prototype installation and development test and evaluation (DT&E)

• Crew performance and ergonomics

• Trial installation and operational test and evaluation (OT&E)

• Electromagnetic Interference (EMI)/Electromagnetic Compatibility (EMC) testing

The ACCB Process Guide is maintained by Commandant (CG-41).

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C. Transportation C.1. General

Carrying non-mission essential passengers and/or cargo on USFS HC-130H Aircraft is currently not authorized.

The CO is the approval authority to carry mission essential passengers aboard USFS HC-130H Tanker aircraft.

Due to the hazards involved in actual firefighting missions, carriage of non-essential personnel aboard the aircraft during these missions is highly restrictive.

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D. Conduct of Flights D.1. General

A variety of factors shape the manner in which flights are conducted. Guidance concerning the conduct of flights on USFS HC-130H aircraft are divided into mission planning and mission execution. This guidance may be found in Chapter 3 and Chapter 4 of this Manual.

D.2. Risk Management

The Pilot in Command shall carefully weigh the urgency of each mission and assess the benefits to be gained versus the risks involved. For all missions, potential risks to the aircraft and crew shall be weighed against risks to personnel and/or property if the mission is not undertaken. Additionally, the effects of exposing personnel to the additional risks associated with flight operations shall be considered. This is an on-going process that shall continue for each subsequent sortie until the day is complete.

D.2.1 Operational Risk Management Form

The use of the USFS ORM form is mandatory prior to the first flight of the day for operational missions. ORM should be taken into consideration when significant mission changes occur during any given sortie. The PIC has the final authority as to whether the mission should continue or stop due to the risks involved. See Appendix C.

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E. Training and Standardization E.1. Purpose

Training, qualification, proficiency and readiness are essential to the successful completion of all aviation missions. Pilots and aircrew must maintain high levels of psychomotor skills to operate complex platforms safely and successfully. Such skills rapidly deteriorate if not regularly exercised. Through a combination of formal transition and upgrade training syllabi, periodic proficiency training, annual check flights, and recurrent training, aircrew members maintain a high level of effectiveness and performance. Specific training and aircrew designation requirements are discussed in Chapter 8.

E.2. Standardization of Training and Procedures

USFS Contract Aviation uses standardized training and procedures to ensure that flight operations are conducted in the safest possible manner consistent with mission requirements. All aircrew follow the same checklists and use the same procedures in clearly defined circumstances. By adhering to an approved set of standard procedures for repetitive, routine tasks, aircrews create a discipline that ensures critical details are not overlooked. Necessary precautions are always taken to ensure the well-being of the crew and the aircraft.

E.3. Standardization and Crew Assembly

Standardization permits randomly selected contract aircrew to form a disciplined, coordinated crew on aircraft in which they have been designated for the tanker mission for which they have been qualified. Proper CRM must be considered when forming crews for the firefighting mission.

E.4. USFS Standardization and Evaluation Branch

The USFS Standardization and Evaluation Branch develops and promulgates standardized flight procedures. It evaluates adherence to these procedures through annual Standardization Program Visits. These visits also examine the training program, ensure desired skills and standards are taught by qualified instructors, review aircrew proficiency, and provide refresher training opportunities. Standardization is also emphasized during one-week annual proficiency Simulator training of all pilots and flight engineers using approved flight simulators and Crew Resource Management (CRM) training courseware.

E.5. Designations and Qualifications

A designation certifies that a pilot or aircrew member has gained the training and experience necessary to perform basic operation of a specified aircraft type, while a qualification certifies that a member has gained advanced knowledge, skills and abilities necessary to perform specific missions in USFS HC-130H aircraft. Authorized designations and qualifications are outlined in Chapter 8.

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2. Flight Authorization and Clearance A. Personnel Authorized to Command USFS HC-130H Aircraft………………………………………………. 2-2

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A. Personnel Authorized to Command USFS HC-130H Aircraft A.1. Authorized Command Personnel

A USFS HC-130H aircraft shall be flown only under the command of the pilot authorized to make the flight.

Normally, authorization is granted by the COR to properly certified and designated pilots.

A.2. Pilot in Command

The Pilot in Command (PIC) is defined as the pilot who has been assigned by proper authority to take charge of the aircraft and assume overall responsibility for a specific flight or mission. The PIC accepts the aircraft by digitally signing the Preflight Record in ALMIS, or the Yellow sheet when ALMIS is not available. If both scheduled pilots hold the same qualification, the PIC will be assigned by the COR or the CAPM. If an Instructor Pilot or Flight Examiner is required to manipulate or guard the controls for the primary mission, then the required Instructor Pilot or Flight Examiner shall be the PIC.

A.2.a Pilot in Command Responsibility

The PIC is responsible for the professional, safe, orderly, efficient and effective performance of the aircraft, and aircrew during the entire mission, whether it is a single sortie from home station or many sorties while deployed away from home station. This responsibility exists from the time the PIC first enters the aircraft with intent for flight, until leaving it upon completion of the mission.

A.2.b. PIC Authority

To carry out this responsibility, the PIC has the authority to direct all aircraft and aircrew activities during the mission, including periods between sorties. The PIC has flight clearance authority as described in this chapter as well as the authority to modify planned missions to provide for the safety of the crew and the aircraft. It is imperative that all members of the flight crew be aware of the PIC’s identity and authority. The successful completion of the mission or the safety of the crew and aircraft may be jeopardized if any crew member doesn’t know who is in command or fails to recognize the PIC’s authority and act accordingly.

A.3. Transfer of Pilot in Command Authority/ Responsibility for the Aircraft

The authority and responsibility of the PIC of the aircraft will not normally be transferred to another individual. A transfer of PIC authority and responsibility may be authorized only by the COR or the CAPM. Deviations from this policy are authorized only as required by emergency or mission necessity. The fact that the PIC of an aircraft may give up the actual physical control of the aircraft to another pilot does not alter the basic assignment of authority and responsibility for the flight. For a series of flights constituting one operation (e.g. ferry, deployment), the initially assigned PIC shall retain the authority and responsibility for the aircraft until the operation has been concluded.

A.4. Delay of Missions

The final decision to delay a mission may be made by either the COR or the PIC when, in the opinion of either individual, conditions are not safe to start or continue a mission. Final responsibility for the safe conduct of the mission rests with the PIC. If the assigned PIC refuses a mission, it will not depart until that PIC is satisfied that conditions have improved or such necessary corrective actions have been taken that the mission can proceed safely. Another PIC and crew shall not be assigned to take the same mission under the same conditions without the specific approval of the COR or CAPM. This authority may not be delegated. Due consideration must be given to the urgency of the mission and the new crew’s ability to proceed safely on the mission under the existing conditions before a change in PIC and crew may be approved.

A.5. Clearance for Malfunctioning or Damaged Aircraft

If a precautionary landing is made away from home station for observed or suspected aircraft malfunctions or damage, the PIC shall ensure that a proper inspection of the aircraft is conducted by competent maintenance personnel and the results reported to the home station’s engineering officer or other qualified maintenance officer.

Further flight without the approval of the appropriate clearance authority is prohibited.

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A.5.a. Minor Malfunctions and Non-Structural or Cosmetic Damage

If the engineering officer has evaluated the reported malfunction to be minor and not a threat to the safety of the crew or aircraft, USFS Standardization, along with the concurrence of USCG Quality Assurance is authorized to clear the aircraft for further flight. If the aircraft has been damaged and the engineering officer has evaluated the damage to be non-structural or cosmetic, the USFS Standardization, along with the concurrence of USCG Quality Assurance is authorized to clear the aircraft for further flight.

A.5.b. Major Malfunctions and Actual or Suspected Structural Damage

If a major malfunction or structural damage is found or suspected, no further flight is authorized until proper repairs are completed and further flight is cleared by the USFS Standardization, along with the concurrence of USCG Quality Assurance.

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3. Flight and Mission Planning A. Flight Planning Procedures…………………………………………………………………………………... 3-2

B. Flight Planning — Aircrew …………………………………………………………………………………3-4

C. Flight Planning — Weather…. ……………………………………………………………………………….3-6

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A. Flight Planning Procedures A.1 Preflight Planning Requirements

At a minimum, the PIC shall be familiar with applicable performance data at all intended and alternate airfields, weather for the route of flight, fuel reserve requirements, aircraft weight and balance, NOTAMS, and special use airspace relevant to the mission.

A.2 Performance Data

The PIC shall assess departure, destination and alternate field conditions and all enroute segments to ensure the flight complies with aircraft flight manual performance requirements.

A.2.a. Departure Climb Gradient

VFR Departures and Engine-Out departure planning. All-engine minimum climb gradient capability ensures obstacle avoidance along the planned departure route. Engine-out climb gradient capability ensures that in the event of engine failure, the planned departure or emergency return route provides obstacle avoidance. Even when obstacles are not a factor, a MAFFS equipped aircraft, loaded with retardant or water, must be capable of climbing at a rate of at least 200 feet-per-minute (fpm) on three engines at obstacle clearance speed. Crews will use the “TAKE-OFF GROSS WEIGHT LIMITED BY THREE ENGINE CLIMB PERFORMANCE” chart from T.O.

1C-130H-1-1 to calculate the projected climb rate. This climb rate is in lieu of the required climb gradient of 152 feet-per-nautical mile. The following restrictions will be met:

• MAFFS equipment will be configured for emergency dump during takeoff.

• A fully operational MAFFS hydraulic system (accumulators charged to 2500 PSI minimum) is required prior to takeoff with liquid onboard.

• A ferry flight is permitted with liquid on board for flight to MAFFS Maintenance Base with

<2500 PSI MAFFS hydraulic pressure with normal climb gradient and USFS CO/CAPM concurrence.

• Aircrew will accomplish detailed engine-out departure planning to avoid high terrain and built-up areas to the maximum extent possible.

• IFR Departures and Engine-Out departure planning. If an IFR departure is required, aircrew will comply with normal IFR departure procedures.

• Takeoffs and landings may be conducted in IMC.

A.2.b. Enroute Performance

For each segment of the flight, the PIC shall assess the effect of wind, temperature, forecast icing, density altitude, terrain elevation, aircraft gross weight and potential engine loss on aircraft performance.

A.3. Weather Briefing

Obtain an aviation weather briefing before all flights. Acceptable sources of weather data include any government-sanctioned aviation weather services and dedicated aviation weather subscription services such as Foreflight®.

If a weather briefing cannot be obtained prior to departure and the weather conditions are at or above the minimums required for departure, the flight may proceed. The PIC shall contact an appropriate facility for weather information as soon as practicable after takeoff.

A.4. Instrument Flight Rules (IFR) Flights

Before an IFR flight, obtain and record a comprehensive weather briefing. This weather briefing shall include all items (applicable to the route of flight) contained in a "Standard Briefing" as defined in the Aeronautical Information Manual (AIM).

A.5. Fuel Reserve Requirements

Fuel reserve shall be at least that required for 45 minutes of flight after reaching the alternate. In any case, fuel carried on departure will be at least ten percent more than that required to reach the alternate airfield via the destination. Consider meteorological factors, mission requirements, and any known or expected traffic delays when computing fuel reserves. Pilots should also adhere to USFS structural wing loading requirements for wing life longevity.

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A.6. Weight and Balance

Prior to any flight, the PIC shall ensure that a weight and balance calculation has been completed based on the actual loading of the aircraft. The PIC shall also be familiar with any anticipated evolutions during the flight that will significantly change aircraft weight and balance (e.g., aerial deliveries of retardant, significant fuel dumping, etc.) and comply with limitations.

Leave a copy of the completed weight and balance form with a responsible individual on the ground and file a copy with the completed flight plan, unless:

• The unit has completed a standard loading weight and balance form within the last twelve months, and the aircraft is loaded in accordance with that standard loading. For firefighting tanker missions and local training missions, this will be the standard procedure.

A.7. NOTAMs

The PIC shall be familiar with all NOTAMS and temporary flight restrictions (TFRs) for the planned route of flight. The recommended process is to use Foreflight® for the standard briefing and for in-route situational awareness.

A.8. Flight Plans

The PIC shall file a written or computerized flight plan prior to each flight. The PIC is responsible for closing out any active flight plans. File an IFR or VFR flight plan, as applicable, for any transit, training or logistics missions flown. Filing a VFR flight plan during firefighting missions is not required if Automatic Flight Following (AFF) is confirmed operational for each sortie with National Flight Following.

A.9. Passenger Manifest Requirements

Before any flight carrying authorized and approved passengers, the PIC shall file a copy of an accurate passenger list with the COR, showing name and next of kin/contact information. Authorized passengers must be pre-approved by the Contracting Officer.

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B. Flight Planning — Aircrew B.1. Minimum Pilot Designation Requirements

All pilots must be designated in type unless initial/upgrade training is taking place. A PIC will be assigned for each flight in USFS HC-130H Aircraft.

B.1.a. Training Flights

• Training flights involving aircrew initial qualification/re-qualification training will have direct instructor supervision for the duration of the sortie. Instructor pilots will have direct access to the flight controls.

• Training flights for continuation/currency training do not require instructor supervision with the exception for pilots who intend to practice maneuvers requiring direct instructor pilot supervision.

B.1.b. Fire Dispatch Missions

The pilots and crew are required to be fully current in order to be dispatched on an actual fire during the annual fire season. If any contractor aircrew member is non-current, that aircrew member may regain currency on an actual fire mission while under the direct supervision of an instructor of like specialty. Initial MAFFS qualification will not be conducted on an actual fire.

B.1.c. Maintenance Flights

All contract pilots/aircrew are trained to conduct Functional Check Flights (FCF’s) if required by maintenance.

Contract aircrew are obligated to provide flight support for testing and troubleshooting of aircraft maintenance issues at the direction of the COR.

• Conduct a full acceptance or annual functional check flight in accordance with Acceptance and / or Functional Check Flight Procedures, CGTO 1C-130-6CF

• The assigned USCG Maintenance officer will give a full brief on required check items.

B.2 Firefighting Aircrew Flight Scheduling Standards

Aircrew members are required to have two days off in any consecutive 14 day period. Flight time shall not exceed a total of 8-hours per day. Aircrew members accumulating 36 or more flight hours in any 6-consecutive duty days shall be off duty the next day. Flight time shall not exceed a total of 42-hours in any 6-consecutive days. After any 1-full off-duty day, Aircrew members begin a new 6 consecutive day duty-period, providing during any 14 consecutive day period, each aircrew member shall have 2 full days off-duty.

Aircrew members that are drilling reservists shall have (four) 4-calender days off from firefighting aircraft operations during any 14-day period. These days are scheduled to coincide with the drilling reservist’s Unit Training Assembly schedule and will only be used for that purpose. Time will be allocated for crew members to attend. Within the 4 days, the first and last days must be without any additional employment from another source.

The other remaining days may be used for military drill requirements which include flying, and non-flying duty periods. Any military employment duties that accrue flight time are required to be reported to the CAPM and this time will count towards US Forest Service flight duty limitations. Reservists are required to submit their unit’s annual drill schedule to the CAPM as far in advance as possible to be in compliance with USERRA requirements.

Training periods that require more time will be coordinated with the CAPM and COR as soon as possible in order to minimize impact during the fire season.

B.3 Alcohol Consumption

Aircrew personnel are restricted from aerial flight for 12 hours after last alcohol use and must have no residual effects. Residual effects include light-headedness, headache, fatigue, nausea, visual alteration/distortion and lack of alertness.

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B.4 Medication

Personnel engaged in flight operations shall not take any medication/supplement unless prescribed and/or approved by an Aviation Medical Examiner (AME). The following is a partial list of medications that may be used without medical consultation:

• Single doses of over-the-counter (OTC) aspirin, acetaminophen, ibuprofen to provide analgesia for minor self-limiting conditions.

• OTC skin antiseptics, topical anti-fungals, 1% hydrocortisone cream, or benzoyl peroxide for minor wounds and skin diseases which do not hinder flying duties or wear of personal equipment.

• OTC antacids for mild isolated episodes of indigestion.

• OTC hemorrhoidal suppositories.

• OTC bismuth subsalicylate for mild cases of diarrhea.

• OTC oxymetazoline or phenylephrine nasal sprays may be carried should unexpected ear or sinus block occur during flight. Aircrew may only use such sprays as “get me downs.” Do not use to treat symptoms of head congestion prior to flight.

B.5 Vision

Aircrew members are required to meet the standards of the FAA class physical according to their crew position and required by contract. Those aircrew members requiring corrective lenses must wear them while performing flight duties. Additionally, they must also maintain a spare pair of clear lens eyeglasses as a backup. Personnel using contact lenses during flight duties shall maintain a set of corrective clear lens eyeglasses with them in the event of loss of a contact lens.

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C. Flight Planning — Weather Meteorological and Navigation Planning Facilities. It is highly recommended for contractor pilots to use Foreflight® for flight briefings and filing of flight plans. In lieu of this software, pilots shall use planning documents provided by the COR.

C.1. Application of Actual and Forecast Weather

All flights shall comply with the weather requirements of this section based on the actual weather at the point of departure, the forecast weather enroute, and the forecast at both the destination and alternate for the period beginning one hour before until one hour after the estimated time of arrival (ETA) at each point.

C.2. IFR Flight Plans

File an IFR flight plan for all flights which may expect to encounter IMC on any portion of the planned route.

C.3. Minimums

Weather at the departure airport must be at or above the lowest published compatible instrument approach minimums. In no case will the visibility be below an RVR of 24 or ½ mile if RVR is not available.

C.4. Destination Forecast Unavailable or Below Minimums

No clearance shall be authorized for destinations at which there is no Terminal Aerodrome Forecast available, or the forecast weather will be below compatible approach minimums (ceiling and visibility) upon arrival unless an alternate airport is available at which forecast weather conditions are equal to or better than the following:

• Ceiling is reported at or above 2000 feet

• Visibility is at least three statute miles

C.5. Destination Alternate Not Required

An alternate destination is required on IFR flight plans except when the forecast weather at the first point of intended landing (for each point of intended landing on a stopover flight plan) meets the following conditions for the period one hour before to one hour after the ETA:

• Ceiling is reported at or above 2000 feet

• Visibility is at least three statute miles

C.6. Alternate Destination Airport Minimums

Weather at the destination alternate must be forecast to be ETA ±1 hr>1000’ (or 500' above approach mins) and 2 SM (or 1 SM above approach mins) at the destination alternate.

If an airport is designated as 'alternate not authorized' (e.g. indicated by triangle-A/NA in US Government charts), weather at the alternate must meet those allowing descent from the MEA, approach and landing under basic VFR.

C.7. Flight in Icing Conditions

Flight in icing conditions shall be conducted in accordance with the applicable aircraft flight manual.

C.8. Turbulence and Thunderstorms

Given the dynamic nature of Air Tanker operations, conservative weather avoidance principles are critical. The following guidance should be adhered to but should not be used as a substitute for sound judgement.

Flight in turbulence shall be conducted in accordance with the aircraft flight manual. Flights shall avoid areas of reported or forecast severe turbulence and extreme turbulence. Additionally, Pilots are encouraged to avoid thunderstorms and associated weather phenomena by as wide a margin as possible.

Do not fly directly above (within 2,000 feet) thunderstorms or cumulonimbus clouds. If unable to vertically clear thunderstorms or cumulonimbus clouds by at least 2,000 feet, aircrews are advised to avoid them laterally by:

• 20 NMs at or above FL 230

• 10 NMs below FL 230

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• 5 NMs for low-level or tactical operations

Aircrew should avoid gust fronts and winds preceding a rapidly moving thunderstorm.

CAUTION: Aircraft damage may occur up to 20 NMs from any thunderstorm

C.9. Volcanic Ash Precautions

Avoid aircraft operations in the general area of volcanic activity. Since volcanic dust may extend for several hundred miles, flights should be planned well clear of the area and, if possible, the flight path should be above or on the upwind side of the volcanic dust. Aircraft which have encountered volcanic dust shall not be cleared to fly until suitable maintenance inspections have been accomplished.

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4. Conduct of Aircraft Operations A. Flight Discipline………………………………………………..…………….. ……………………………....4-2

B. Ground Operations………………………………………….….…….……….………………………………4-7

C. General Flight Rules……………………………………………….………………………………………... .4-9

D. Operational Flight Maneuvers…………………………………………….……………………………… 4-13

E. Maintenance and Ferry Flights……..…………………………………………………………………….. 4-14

F. Flight Violations………………………………………..…………………………………………………... 4-16

G. Passengers…………………………………………………………………….. …………………………….4-17

H. Mission Essential Personnel..…………………………….………………………………………………… 4-19

I. Transportation of Cargo……..…………………………….……………………………………………….. 4-20

J. Weapons…………………..……………………………….………………….............................................. 4-21

K. In-Flight Use of Portable Electronic Devices………………………………………………………………. 4-22

L. Aircraft Security……………………………………………………………………………………………. 4-23

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A. Flight Discipline A.1. Purpose

Flight discipline forms the foundation of safety and airmanship, and involves critical skills required to operate an airplane safely, with competence and precision. The complexity of the aviation environment demands a solid foundation of these skills, and a healthy, positive approach to combat human error.

A.2 Crew Duties

All crewmembers are duty bound to exercise CRM tenets without hesitation in any situation involving safety of flight or noncompliance with policy. Each crewmember is responsible for mission accomplishment through the effective and efficient completion of their designated crew duties per the appropriate flight manual. All crew members shall minimize “head down” activities and maintain a traffic watch during all evolutions, including taxi, except as necessary to accomplish required duties. To the maximum extent possible:

• Avoid activities that remove a crewmember from ICS for extended periods of time.

• Crew members should monitor the accomplishment of all normal procedures to provide back up for other members on the flight to ensure the accurate accomplishment of duties.

• Receipt of route clearances should be monitored by both pilots.

• Programmed routes and all changes affecting flight path or performance calculations shall be briefed and checked by another crewmember when practicable.

A.3 Checklist Use

The use of checklists is mandatory. If an approved electronic checklist is used, there must be a paper copy within arm’s reach ready for immediate availability. Local modifications to checklists, including partial completions without specific intent for flight operations, are not authorized without approval of the USFS Standardization and Evaluation office.

A.4 Standard Phraseology

The use of standardized phraseology promotes effective communication and reduces workload during critical phases of flight. Announce any changes in speed, altitude, flight path, configuration, or any other changes that affect the crew’s shared mental model. The standard phraseology detailed in Table 4-1 shall be used in all USFS HC-130H aircraft.

A.4.a. Autopilot and Flight Director Operations

Changes in autopilot status, flight director modes or reference settings shall be announced by the pilot flying and acknowledged by the pilot monitoring. Standard phraseology for autopilot and flight director operations shall be described in the aircraft flight manual.

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Table 4-1, Standard Phraseology

Action Pilot Flying Pilot Monitoring

Visually acquired traffic “Traffic in sight” or “negative contact”

“Traffic, _” (Clock position, relative altitude, corrective action required)

Pilot with head down focusing attention inside the aircraft for other than normal scan duties

“Head down side” and assumes see and avoid duties

"Head down side for __________" (e.g. performance calculations, approach setup, duration, etc.)

Transfer of Controls “Pilots/Copilots Controls, _” (as applicable) (state flight parameters or flight director status if necessary)

“Pilots/Copilots Controls” (as applicable)

Approaching level-off altitude “ (current altitude, feet) for (level-off altitude, feet)”

“ (feet) to go”

At Final Approach Fix Verify altitude

“Final approach fix, descend to feet” ft above published instrument approach minimums (per flight manual or as briefed)

Verify altitude

“ ft to go”…etc.

(per flight manual or as briefed)

Runway environment in sight “In sight, ” (state intentions, i.e. Landing, Go Around)

“Runway in sight”

At Minimum Descent Altitude “Minimums”

“Cleared to land” or “ _______” (State specific clearance obtained)

At Decision Altitude Verify altitude and if in a safe position to land:

“Landing”, if not, then

“Go Around ”(if required)

“Minimums” and state as applicable:

“Cleared to Land” or “Continue” or “Go Around ” (state reason)

Missed Approach Point “Go Around ”

“Go Around ” (state reason)

Sink Rate >1,000 FPM inside FAF

“Correcting” “Going Around______” “Acknowledged, will correct by

“Sink rate”

Airspeed Outside +/- 10 KIAS

“Acknowledged, will correct by

“Airspeed”

Vertical/Lateral Guidance Deviation>1 dot, but <2 dots

“Glideslope / Course”

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A.5. Sterile Cockpit Rule

The sterile cockpit rule minimizes distractions and specifically prohibits crew member performance of non-essential duties, activities, or conversations on the primary ICS channel during critical phases of flight. This rule is not solely limited to the personnel physically located in the cockpit area of the aircraft, as the title may indicate, but this rule applies to everyone on the aircraft. No person may engage in, nor may the PIC permit, any conversation or activity that could distract or interfere with a flight crewmember in the proper conduct of flight duties during a critical phase of flight. This rule does not preclude emergency procedure training. Critical phases of flight include but are not limited to:

• All ground operations involving aircraft movement

• Takeoff, approach, and landing

• Anytime a checklist is in progress

• 1,000 ft prior to reaching assigned altitude during climb/descent under IFR

• Fixed-wing flight operations below 5,000 ft AGL, except when in cruise flight

• At the start of the pre-slowdown checklist to the completion of completion of drop checklist

• As directed by the PIC

A.6. Two-Challenge Rule

During the normal course of operations, if any crewmember challenges the actions of the pilot flying and does not receive an appropriate acknowledgment after a second challenge, the pilot monitoring shall initiate a change in control of the aircraft.

A.7. No-Challenge Rule

If the pilot monitoring feels the aircraft is in extremis and immediate action is required for the safety of flight, the pilot monitoring shall initiate the appropriate control input in lieu of the Two-Challenge Rule while verbalizing the control inputs and hazardous condition (e.g. “left turn, traffic, my controls”). Once the hazard is cleared, positive aircraft control shall be definitive (e.g. “clear of the hazard, your controls”).

A.8. Automation

Proper use of automation provides potential gains of safety and mission effectiveness through greater efficiency, increased precision, higher situational awareness and reduced crew workload. Therefore, pilots should use the highest level of automation appropriate for the situation. Aircrews shall be proficient in operating the aircraft at, and transitioning between all levels of automation. The automation pyramid (Figure 4-1) depicts situational awareness and reduced workload benefits when aircrews use systems properly. Crews should operate at the level of automation consistent with the mission objectives. Normally, this will be at the higher levels of the pyramid and will create an environment where crews operate with the lowest workload and the highest level of situational awareness. However, automation lacks the flexible responses to unanticipated changes in flight path requirements.

In these circumstances, a lower level of automation should lower workload and thereby preclude crews from becoming task saturated and losing situational awareness.

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Figure 4-1, Automation Pyramid

A.8.a. Automation Complacency

Systems are not substitutes for vigilance and basic aircrew proficiency. Crew members shall perform normal systems monitoring duties in conjunction with utilizing advisories from automated alert systems. Aircrews shall practice hand-flying, basic chart reading and navigation skills to maintain proficiency to prepare for situations when automated systems fail.

A.9. Operating the Flight Controls

The Pilot in Command (PIC) of an aircraft shall determine who operates the controls during each phase of flight.

The PIC must use sound judgment in assigning pilots of limited experience to handle the primary flight controls when marginal flight conditions exist or when potentially hazardous operations are undertaken.

A.9.a. Control Guarding and Defensive Posturing

During critical phases of flight the pilot monitoring shall have his or her hands in a backup position on the flight controls and throttles to immediately take control of the aircraft if necessary. The pilot monitoring shall not make any control inputs that assist or limit the flight control inputs of the pilot flying. Changes in physical control shall be accomplished per the guidance in the following paragraph.

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A.9.b. Changes in Physical Control

Changes in the physical control of aircraft shall be done in a positive manner. Normally, simple voice procedures shall be used such as “Pilot’s Controls” or “Co-pilot’s Controls”.

The pilot exercising control is responsible until the relieving pilot verbally acknowledges acceptance of control.

When verbal transfer is not possible for reasons such as high noise levels or an inoperative Intercommunications System (ICS), the following procedures shall be used:

• The pilot desiring to be relieved shall pat his or her head with one hand and then point to the other pilot.

• The pilot taking control shall pat his or her head in acknowledgment and immediately and deliberately move both hands to the flight controls.

• The pilot being relieved shall hold both hands up off the yoke signifying that he or she has given up control.

A.10. Cockpit Strategic Napping

Cockpit strategic napping is authorized aboard the HC-130H aircraft during low-workload phases of flight as a means to reduce fatigue and improve performance during subsequent high-workload phases. However, if fatigue will unacceptably degrade safety, the mission will be discontinued and a replacement crew assigned. Anticipated cockpit strategic napping will not be relied upon in evaluating crew fatigue during pre-mission planning.

Of the two pilots and a designated flight deck crew member seated in the flight engineer seat, jump seat or augmented crew position, only one may nap at a time; the remaining two crew members shall remain in their crew positions. Naps shall be limited to 20 minutes, and all crewmembers shall be awakened one hour before an anticipated high- workload event. The autopilot, TCAS and terrain warning systems shall be employed during cockpit strategic napping.

A.11. Knowledge of Aircraft Manuals and Directives

All aircrew members shall be familiar with the publications relating to the aircraft for which they hold current designations. These publications include, but are not limited to, aircraft flight manuals, safety of flight supplements, FAA CFR’s and USFS instructions. A current flight/ performance manual, a Minimum Equipment List and all pertinent checklists shall be carried on the aircraft and be available to the crew.

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B. Ground Operations B.1. Starting Aircraft Engines

An aircraft engine shall not be started unless a pilot, either designated in type or in training for designation in type, or contract maintenance members certified in writing as being qualified to perform engine starts, occupies a pilot’s seat.

B.2 Fire Guard during engine start

Observe the following precautions before starting an engine or APU:

• Post a fire watch/observer outside the aircraft to monitor each engine as it is started. The fire watch/observer shall have two-way voice communications with the person starting the engine, unless impractical or unsafe.

• The person starting the engine exchanges signals with the fire watch/observer to ensure that the propeller exhaust areas are clear.

• Aircraft that depart the ramp before starting all engines can conduct further engine starts without external fire watch or observer, if the starts are monitored from inside the aircraft.

• If possible, establish a radio fire guard prior to engine start with a controlling entity of that airfield (e.g. FBO, Ground Control, Base Ops, Maintenance Control) that maintains the ability to notify crash rescue.

B.3 High Power Run-ups

Before conducting a high power run-up, position the aircraft so that propeller blast will not cause damage to other aircraft, personnel, equipment or property.

B.4. Taxiing Aircraft

Only pilots designated in type, or in training for designation in type, or contract maintenance members designated in writing as being qualified to perform taxiing operations, shall taxi a fixed-wing aircraft. When an aircraft is being taxied within 25 feet of obstructions, wing-walker is required. The wing walker must be within view of one of the cockpit crewmembers during taxi operations. Aircraft shall not be taxied at any time within 5 feet of obstructions.

B.5. Controlling Vehicles Near Aircraft

When operating vehicles within 20 feet aircraft, adequate guide personnel shall be used to help vehicle operators maintain safe clearance from the aircraft.

B.6. Hot Refueling and Concurrent Refueling

These procedures are currently not authorized by the USFS, but are incorporated here for future capability if it is determined that risks have been mitigated and the restriction has been removed.

Hot refueling is the act of fueling an aircraft while one engine is operating thereby expediting pit operations and reducing turn-around times. Over the wing hot refueling is prohibited. Single-point (pressure) refueling capability while the number two engine is left in low-speed ground idle is a unique capability which can be safely accomplished in the reload pit. All the normal refueling safety precautions will be observed.

Concurrent servicing is the act of loading retardant while simultaneously loading fuel. This can be safely accomplished and greatly reduce the turn-time for pit operations. A checklist will be developed to ensure all safety precautions are followed.

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B.7. Loading/Unloading of Cargo

It is the responsibility of the PIC to ensure that cargo is loaded and unloaded safely. Whenever the cargo may affect the weight and balance of the aircraft and whenever hazardous cargo is involved, loading and unloading operations should be supervised by a qualified Loadmaster and shall be conducted in accordance with paragraph I 5 in this section. It should be noted that the supervisory role of the Loadmaster in no way diminishes the overall responsibility of the PIC. The Loadmaster acts as the PIC’s designated representative.

Normally, the aircraft’s engines should not be running and propellers not turning while cargo loading/unloading operations are in progress. If required by operational exigency and deemed by the PIC to be safe under the existing conditions, cargo may be loaded/unloaded with engines running and/or propellers/rotors turning. Care shall be taken to ensure that an adequate safety zone is maintained around any running engines and exhaust blast areas during any “engines running” evolution.

B.8. Emplaning/ Deplaning of Personnel

It is the responsibility of the PIC to ensure that all personnel enter and leave the aircraft safely. Normally, the engines should not be running while personnel are entering or leaving the aircraft. Engine running crew change is authorized for training missions. Only one exit will be opened and used during any loading/unloading/crew change operation.

If deemed by the PIC to be safe under the existing conditions, personnel may enter or depart the aircraft with engines running under the supervision of a Loadmaster. Care shall be taken to ensure an adequate safety zone is maintained around any turning propellers and exhaust blast areas during any “engines running” embarkation/debarkation.

Care shall also be taken to prevent any foreign object from damaging the aircraft or cargo, or injuring personnel.

In particular, personnel approaching or departing an aircraft while its engines are running shall not wear headgear other than approved hearing protection/aircrew headsets or wear or carry other items which may easily become separated from their persons by a gust of wind or propeller/exhaust blast.

B.9. Security of Aircraft

When an aircraft must be left on an aircraft parking ramp or other area where a military installation cannot provide for its security, the PIC shall take adequate measures to ensure the safety of the aircraft and its equipment. Refer to section N in this chapter for further details on aircraft security.

B.10. Aircraft Involved in a Mishap

When an aircraft is involved in a mishap, the PIC is responsible for the security of the aircraft until relieved by proper authority. If the PIC is incapacitated, the senior crew member not incapacitated shall assume this responsibility. The PIC will, as soon as conditions permit, notify the CAPM. The CAPM will notify the COR, the assigned USCG maintenance officer, and the USFS on-call Aviation Safety Manager as to the nature of the mishap and the current situation.

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General Flight Rules C.1. Overview

Federal Aviation Regulations contained in Title 14 CFR, International Civil Aviation Organization (ICAO) Conventions (except as provided in Flight Information Publication (FLIP) General Planning), International Regulations for Preventing Collisions at Sea, and the Foreign Clearance Manual are binding on USFS Aircrew personnel in the operation of USFS HC-130H aircraft.

C.2. Approved Publications

Flights in USFS HC-130H aircraft shall be conducted in accordance with the rules, regulations, or recommended procedures specified by the publications in the following rank ordered list. Where conflicting regulations or varying procedures exist, the higher ranking publication shall be followed:

• Aircraft Technical Orders

• USFS Approved Directives

• Coast Guard Directives

• Federal Aviation Regulations, 14 CFR §91 and 97 and FAA Manuals

Proposed changes to flight information publications will be coordinated through the CAPM to the USFS Standardization and Evaluation Branch and USCG Standardization Office, Clearwater, FL.

C.3. Use of GPS for Navigation

For IFR flight, aircraft navigation shall not be predicated solely upon the Global Positioning System (GPS). GPS may be used as a means to confirm other navigation sources.