Exhibit_9.pdf

DRAFT

DEPARTMENT OF AGRICULTURE

US FOREST SERVICE

HC-130H AIR TANKER TACTICS, TECHNIQUES and PROCEDURES

FOR EMPLOYMENT

FIRE AND AVIATION MANAGEMENT

Prepared by:

Matt Ringlein, HC-130H Pilot

CASS Professional Services (CPS)

18 March, 2016

DRAFT

RELEASABILITY. Access to this publication is restricted to USFS Personnel and USFS Contractors. The approval authority for release outside of the USFS and its contractors is the USFS WO Branch Chief Pilot, Standardization.

PURPOSE. This document prescribes tactics, techniques and procedures for HC-130H Air Tanker crews during employment. The document largely adopts information from a similar United States Air Force document for USAF C-130H Modular Airborne Firefighting System (MAFFS) employment. Hence the USFS wishes to recognize the contributions of those authors;

146 AW

146 AW

146 AW

AMC/A3V

153 AW

302 AW

302 AW

302 AW

146 AW

153 AW

153 AW

USFS

USFS

Col Dave Bakos

Lt Col Bryan Allen

Lt Col Greg Ervin

Lt Col William Green

Lt Col Robert Mayhew

Lt Col Brad Ross

Lt Col Brian Thomas

Lt Col Luke Thompson

Lt Col Bill Willson

Maj Todd Davis

Capt Donald Salamone

Mr. Thomas Ricks

Mr. John Griesinger

Mr. Michael Savage

Mr. Greg McDonald

Mr. David Stickler

CDR Douglas Williams

Mr. Steve Mallette

Mr. Matthew Ringlein

Mr. Kent Ferrell

Mr. Bill Whitlatch

Mr. Drew Hansen

Mr. Craig Franklin

USFS

USFS

USFS

USCG

CASS

CASS

CASS

CASS

CASS

CASS

TABLE OF CONTENTS

EXECUTIVE SUMMARY Page 2

INTRODUCTION Page 3

OPERATIONS Page 4

- HOME STATION PRE-DEPLOYMENT PREPARATION Page 4

- DEPLOYED LOCATION OPERATIONS Page 4

- MISSION EXECUTION Page 6

SUMMARY Page 20

ATTACHMENT 1: LIST OF ACRONYMS/TERMS Page 21

ATTACHMENT 2: MAFFS EMERGENCY ESCAPE PROCEDURE (C-130H) Page 23

ATTACHMENT 3: PERFORMANCE AND DROP CARDS Page 24

2 USFS HC-130H Tactics, 18 Mar 2016

EXECUTIVE SUMMARY

TACTICAL PROBLEM

The Modular Airborne Fire Fighting System (MAFFS) is an aerial delivery firefighting system consisting of a modular unit loaded into a C-130 capable of delivering up to 3,000 gallons of fire retardant at low-level (e.g., 150 feet AGL). With the 1 July 2012 tragic loss of MAFFS 7 and four of its six crewmembers, Air Mobility Command (AMC) directed the inclusion of MAFFS corporate knowledge into a current Air Force tactics, techniques and procedures. The National Defense Authorization Act of 2014 directed the US Coast Guard to transfer seven HC-130Hs to the US Forest Service (USFS) for aerial firefighting. The USFS is operating the HC-130H under a government owned, contractor operated model. The USFS has combined industry best practices, MAFFS corporate knowledge, and AF tactics, techniques and procedures into this publication.

BACKGROUND

As the USFS expands capability into the MAFFS HC-130H platform, MAFFS equipped aircraft are now at the forefront of fire response. Specially trained USFS HC-130H aircrews now coordinate and fly MAFFS missions with other USFS team members and partners such as the Bureau of Land Management (BLM) and the National Interagency Fire Center (NIFC). Using palletized roll-on/roll-off equipment (i.e., MAFFS), HC-130H crews provide fire retardant to desired locations at the direction of the airborne interagency controller. Because of the interagency coordination, integrated execution and unique environmental conditions associated with forest fires, experienced crews must diligently plan and carefully execute these missions.

SOLUTION

This document delineates tactics, techniques and procedures (TTPs) obtained from numerous sources over decades of operation from USAF MAFFS units. The document focuses on the most critical aspects of the HC-130H Air Tanker crew’s unique and complex mission.

SUMMARY

This document discusses MAFFS airdrop mission planning and execution TTPs for the USFS HC- 130H aircraft. This document will be reviewed annually and amended with approval of the USFS WO Branch Chief Pilot, Standardization.

USFS HC-130H Tactics, 18 Mar 2016 3

MODULAR AIRBORNE FIRE FIGHTING SYSTEM (MAFFS)

EMPLOYMENT

1. INTRODUCTION

1.1. Modular Airborne Fire Fighting System (MAFFS) is an aerial delivery firefighting system consisting of a modular unit loaded into a C-130 capable of delivering up to 3,000 gallons of fire retardant at low-level (150 feet AGL).

1.2. “A series of raging brush and forest fires on Air Force and privately owned property in 1970- 1971 set off a chain of events in the upper echelons of government that eventually led to the development and use of a new firefighting technique known as the Modular Airborne Fire Fighting System or MAFFS. The Air Force supported research and development efforts on MAFFS for two basic reasons. First, an effective system was needed to fight fires on more than 650,000 acres of forest managed and controlled by the Air Force. Secondly, under a cooperative agreement the Air Force planned to assist the United States Forest Service in fighting large uncontrolled fires in times of national emergencies. Responsibilities from this decision filtered down to the Weapons Laboratory’s Civil Engineering Research Division. This division awarded contract to Food Machinery Corporation (FMC) who developed a two-tank prototype that same year. Less than two years later a more sophisticated five-tank production model effectively discharged fire retardant over the Lolo fire near Missoula, Montana.”1

1.3. In 2000, the U.S. Forest Service (USFS) sought contract for an improved MAFFS unit to replace aging equipment with a more versatile and capable MAFFS unit. Aero Union based in Chico CA won the contract and developed the MAFFS system currently employed. Engineers designed the new MAFFS unit to carry more retardant, fly en-route pressurized, have greater coverage, produce its own compressed air, have less retardant coat on the aircraft and drop foam or other liquid agents.

1.4. As the US commercial air tanker fleet decommissions many of their aging aircraft, Military MAFFS operations evolve from a surge component to an initial response force. Since the inception of MAFFS in the 1970s, its corporate knowledge has been esoteric in nature. With the 1 July 2012 tragic loss of MAFFS 7 and four of its six crewmembers, inclusion of corporate knowledge into a relevant and current document became critical.

2. DISCUSSION

2.1 The tactics, techniques and procedures in this document expand upon guidance outlined in the USFS’ HC-130H Unit Standard Operating Procedures. This document discusses MAFFS airdrop mission planning and execution for HC-130H aircraft. This documents focuses on the most critical aspects of this unique and complex mission.

1 Duffner, Robert W., PhD. (1979) History of the Air Force Weapons Laboratory, VOL III, MAFFS, Modular Airborne Fire Fighting System.

4 USFS HC-130H Tactics, 18 Mar 2016

3. MAFFS OPERATIONS

3.1. Home Station Pre-Deployment Preparation

3.1.1. Loading of MAFFS units normally occurs at home station prior to deployment and will comply with MAFFS installation job guide and/or the USFS T.O. 1HC-130H-9, Cargo Loading Manual.

3.1.2. Each HC-130H possesses Automatic National Flight Following (AFF) equipment for each Air Tanker. Upon activation, ensure each aircraft deploys with an operable AFF

3.2. Deployed Location Operations

3.2.1. Mission Briefing. HC-130H Tanker Aircrew and tanker base personnel attend a morning briefing each day at a time designated by the USFS Liaison. Pilots should ensure aircrew attend the morning briefing and back-brief members unable to attend due to preflight duties.

Additionally, prior to each subsequent sortie, the pilot should determine how current conditions and aircrew status influences the original daily ORM. If at any time an aircrew determines current risk factors increase the ORM beyond the original approval authority, the aircraft commander will coordinate for appropriate approval prior to continuing actual tanker operations.

3.2.2. Pre-Flight Duties

3.2.2.1. Auxiliary Power Unit (APU) Operation. Due to close proximity of aircraft and briefing locations, terminate or delay APU operation for the duration of the morning briefing.

3.2.2.2. Communication Equipment. Prior to all tanker missions, preflight TDFM 136 Series FM Radio for proper operation and configure for flight.

3.2.2.3. Departure Planning. Pilots will ensure aircraft performance allows a minimum of 200 feet per minute (fpm) climb on three engines at obstacle clearance speed. IFR departures must comply with IFR departure requirements.

3.2.2.4. Acceptable Retardant Load (ARL). If computed TOLD does not allow for a minimum climb rate of 200 fpm (VFR takeoff only) or IFR departure minimums (if required), the AC will ensure and coordinate for a combined ARL and fuel load which achieves the respective minimum climb rate. Aircrews will consider primary fuel management during ARL computations.

3.2.2.5. Quick Reference Guide for Primary Fuel Management Weight Limitations. HC- 130H aircrews may use the quick reference guide in Table 1 below, in addition to USFS guidance, for retardant and fuel upload planning.

USFS HC-130H Tactics, 18 Mar 2016 5

Table 1: Quick Reference Guide for Primary Fuel Management Weight Limitations

3.2.3. Pit Operations

3.2.3.1. Ground Compressor Operation. Aircrew should use ground air compressors, to the maximum extent possible, to expedite filling of the high-pressure tanks and minimize the effects of heat and vibration produced during the use of onboard compressors. Average ground compressor time from 0-1,200 psi is approximately 14 minutes. Average on-board compressor time from 0-1,200 psi is approximately 30 minutes.

3.2.3.2. Recommended Checks for First Flight of the Day. When an HC-130H aircraft parks overnight anywhere other than a reloading pit, consider starting all four engines upon first engine start of the next day. This allows verification of on-board compressor operation with all four engines up-sped. Ensure the MAFFS pintle is fully closed prior to retardant on-load. This may require the crew to upspeed all four engines. Suspend compressor operation and shut down outboard engines (conditions permitting) prior to entry into pit area of any tanker base.

3.2.3.3. Fueling/Re-fueling. Refueling operations in the pit will comply with published USFS guidance.

NOTES:

1. Operating Weight 79,000 lbs for aircraft 1721.

2. Values below maintain aircraft within area B and area C of Weight Limitations Chart, CGTO 1C-130H-1 page 5-24 REV-1.

Retardant

Gals, @ 9lb/gal

Retardant

Weight lbs

Empty

MAFFS

Unit lbs

Cargo

Weight lbs

A r e a

Min Fuel

Area C

Min Fuel

Area B

Max

Fuel

Area B

GW:

155,000

3000 = 27,000 + 15,000 = 42,000 E < 7,500 17,000 34,000

2900 = 26,100 + 15,000 = 41,100 E < 6,500 16,250 35,250

2800 = 25,200 + 15,000 = 40,200 E < 5,000 15,000 36,000

2700 = 24,300 + 15,000 = 39,300 E < 4,000 14,500 36,500

2600 = 23,400 + 15,000 = 38,400 E < n/a 13,000 37,500

2500 = 22,500 + 15,000 = 37,500 n/a n/a 12,500 38,500

2400 = 21,600 + 15,000 = 36,600 n/a n/a 11,500 39,500

2300 = 20,700 + 15,000 = 35,700 n/a n/a 10,500 40,500

2200 = 19,800 + 15,000 = 34,800 n/a n/a 10,000 41,000

6 USFS HC-130H Tactics, 18 Mar 2016

3.2.3.4. Aircraft Configuration. Shut down the outboard engines and ensure outboard propellers are static before taxiing into the pit area of any tanker base. To minimize the effects of propeller blast, consider setting flaps 100% while operating into and out of reload pits. Flaps should remain at 100% until the aircraft taxis clear of the reloading pit area.

3.2.3.5. Engine Start. Normally, tankers starting engines in a reloading pit will only start the inboard engines. Due to the congestion of most tanker bases, this procedure allows for quicker flow into and out of the pits as well as enhances the safety of pit personnel operating near the outboard engines. If aircraft performance requires operation of all four engines to taxi out of a pit, notify tanker base personnel prior to starting outboard engines. If motoring is required, ensure proper coordination with ground servicing personnel prior to motoring of engines.

3.3. Mission Execution

3.3.1. Resource Order. The Air Tanker Base Manager receives resource orders (launch orders) from dispatch and in-turn, provides a copy of the resource order to the tanker aircrew.

Prior to launch, verify reload location on the resource order. Confirm fuel load, en-route/destination weather, temporary flight restrictions (TFR), ORM, NOTAMS and TOLD are sufficient for mission duration and destination arrival.

3.3.2. Launch Sequence. The Air Tanker Base defines launch sequence of aircraft in the pit area. Normally, the first aircraft into the pit area will be the first to launch.

3.3.3. Taxi Configuration. Exit the reloading pit area with only inboard engines operating, conditions permitting. Use caution when taxiing in the reloading pit and tanker base areas.

Consider extending flaps to 100% to help mitigate the effects of propeller blast. Use heightened awareness regarding nose wheel taxi limits. Once clear of the tanker base reloading pits, obtain taxi clearance from airport ground control prior to entering non-movement areas.

3.3.4. Starting Outboard Engines (HC-130H). When the aircraft is clear of the pit and tanker base area, the Pilot calls for “Flaps 50%” and clears the FE to start outboard engines. The Pilot should report “#1 engine clear.” The co-pilot in the right seat should report “#4 engine clear” and guard the #1 and #4 condition levers during engine start. The FE operates outboard engine start switches and should report “Turning 1” and “Turning 4” upon engaging each starter switch respectively. As a technique, the FE should stagger the start sequence of each engine several seconds to allow easier monitoring of start sequence. The FE will then complete applicable items on the STARTING ENGINES checklist.

3.3.5. Onboard Compressor Operation. When required, plan to begin operating on-board compressors as soon as possible. Initiate compressor operation only after all four engines are operating and upsped. Notify LM that all engines are up-sped before clearing use of on-board compressor. Continue compressor operation through takeoff until reaching 1,200 psi in the high-pressure tanks.

CAUTION: When all engine generators are online, coordinate with the loadmaster to confirm compressors are off before selecting Low Speed Ground Idle (LSGI).

USFS HC-130H Tactics, 18 Mar 2016 7

3.3.7. Takeoff and Climb Out

3.3.7.1. Before Takeoff. Verify status of MAFFS unit hydraulic system and accumulators prior to takeoff; accumulators must have full charge to allow emergency drop if needed.

3.3.7.2. Takeoff Aborts. Aborted takeoffs prior to Vr do not require initiation of the

EMERGENCY DROP CHECKLIST.

3.3.7.3. Loss of Thrust After Vr. For any aircraft system or engine emergency resulting in a loss of thrust after rotation the Pilot should call for the EMERGENCY DROP CHECKLIST prior to directing an engine shutdown if performance is critical.

3.3.8. En Route

3.3.8.1. Communication and Control. Attempt to utilize AFF for en-route national flight following requirements. Attempt to establish communication with other Tanker Aircraft to de-conflict and mission information and provide mutual support.

3.3.8.2. Weather Avoidance. Avoid icing while compressors are running/enabled to prevent generator overload should propeller anti-ice activate.

3.3.8.3. Fire Divert. As priorities change, the Geographic Area Control Center (GACC) or local fire dispatch may divert aircraft to a fire of higher priority at any time. Generally, the GACC assigns highest priority toward threatened structures. Dispatch may contact tanker aircraft through National Flight Following, air tactical group supervisor (ATGS), Lead/aerial supervision module (ASM) or by other means with divert information.

Minimum information required for a divert order include coordinates of the new fire and frequency and call sign of ATGS and/or Lead/ASM aircraft. Proceed to the new fire by the safest and most expedient routing. Consider terrain, flight restrictions and air traffic control priorities when route planning. A divert order may be the result of a higher priority tasking;

however it does not authorize aircrew to deviate from USFS or FAA guidance, instructions or regulations. Once calculated, inform dispatch of estimated time en-route to the new fire.

Confirm fuel endurance and contact Flight Service for the latest TFR information. If the distance to the new fire requires aircraft refueling, determine a suitable refuel airfield and inform dispatch.

3.3.8.4. Descent. Plan a descent profile to arrive at 7 NM from the fire traffic area (FTA) coordinates with slowdown checklist complete. Arrive at 5 NM from the FTA coordinates configured for airdrop and no greater than 150 KIAS/KCAS.

3.3.8.5. Crew Resource Management. An Air Tanker mission is a highly specialized, extremely demanding operation. Task saturation is insidious. To combat this, prioritize crew coordination and division of crew duties prior to flight and during your briefings in accordance with Table 2 below. Crewmembers must understand and be proficient at their duties.

8 USFS HC-130H Tactics, 18 Mar 2016

Table 2. Critical MAFFS Flight Duties by Crew Position (HC-130H)

AIRCRAFT COMMANDER

• SITUATIONAL AWARENESS/AIRCRAFT CONTROL

• Power Management

• Primary for communication with Lead/ASM pilot during orbit, run-in, drop, & escape

• Position aircraft on Show-Me run so co-pilot in the right seat can observe start point and line

• Maintain altitudes assigned by Lead/ASM

• Coordinate, verify and de-conflict exit route

• Direct emergency drop (when required)

COPILOT

• Backup FE during engine start on taxi out (primary on Condition Levers)

• EMERGENCY DROP ON TAKEOFF (secondary to LM)

• Constantly back up pilot on checklists, airspeed, altitude, position on Lead/ASM plane

• Confirm FTA coordinates in Garmin. Verify with Pilot.

• Use VFR sectional to maintain situational awareness (airspace, terrain, TFR’s)

• Clear for other aircraft/maintain situational awareness

• Primary for all other communications; make initial check-in with Air-Tac or Lead/ASM

• Back up pilot on ground track and exit

• IDENTIFY TARGET AREA (query Lead/ASM if needed)

• PRIMARY FOR RETARDANT RELEASE

FLIGHT ENGINEER

• READ MAFFS DROP CHECKLISTS

• Start outboard engines (sequenced) when cleared by pilot and out of pit area (primary on start switches)

• Advise LM when cleared to enable compressors

• Back up pilot on altitude, airspeed and terrain awareness

• Confirm flap settings during run-in and escape

• MONITOR ENGINE INSTRUMENTS DURING RUN-IN AND ESCAPE

• CALL OUT ALTITUDE (AGL) TREND INFO DURING RUN-IN

• CALL OUT TORQUE (5K, 10K, ETC) ON ESCAPE

• Call for compressor enable when appropriate on escape

LOADMASTER

• PRIMARY FOR EMERGENCY DROP ON TAKEOFF

• Coordinate with FE regarding compressor operations

• Checklist Timing

• Back up co-pilot in the right seat on retardant release when briefed to do so

• CALL LOAD CLEAR UPON CONFIRMING RETARDANT RELEASE IS COMPLETE AND PINTLE

IS CLOSED

• Do not de-arm after drop until coordinated with AC

• Ground servicing supervision

• Ensure system de-armed and, when required, normal hydraulic accumulator is depleted in pits

USFS HC-130H Tactics, 18 Mar 2016 9

3.3.9. Fire Traffic Area (FTA)

3.3.9.1. FTA Purpose. Aerial firefighting personnel developed the FTA to provide a standardized initial attack airspace structure to enhance air traffic separation for all aircraft over wild land fire incidents. See Figure 3, Fire Traffic Area (FTA) Diagram, for a depiction of the FTA (current as of 1 June 2010).

Figure 3. Fire Traffic Area (FTA) Diagram

10 USFS HC-130H Tactics, 18 Mar 2016

The FTA concept is unique to land management agencies and is not a part of the National Airspace System. The FTA utilizes a 5 NM radius from the incident latitude and longitude.

The minimum radius is 5 NM, although planners may use a radius greater or less than 5 NM to adapt to unique incident demands. The FTA can flex vertically depending on operational requirements of participating incident aircraft or by the requirements of the incident itself. Large incidents often have airspace requirements and temporary flight restrictions that exceed the dimensions of the FTA. In this case, planners will establish Initial Points (IPs) in conjunction with transition routes to and from the incident. Dispatch will annotate FTA and IP coordinates (i.e., latitude/longitude) on resource orders.

3.3.9.2. Communication. After departure from a tanker base, program Air-to-Air (A/A) VHF frequency (or FM, if applicable) as soon as practical. Monitor A/A to establish situational awareness within the FTA.

3.3.9.3. Retardant Drop Supervision. Currently the USFS, Cal Fire and BLM all employ lead aircraft and lead pilots. The USFS designates their lead planes with the call sign Lead.

The BLM designates their lead planes with the call sign Bravo. Cal Fire designates their lead planes with the call sign Charlie. Each agency’s pilot has his or her own lead number assigned (e.g., Lead 49, Bravo 19, and Charlie 3). A Lead/ASM will direct and supervise all MAFFS retardant drops on live fires. MAFFS aircrews will not conduct retardant drops on a fire without the direct supervision of a Lead/ASM.

3.3.9.3.1 Ascending Retardant Drop Prohibition. Ascending drops or escapes and daisy chain drops are prohibited. Drops into slightly rising terrain are acceptable if maintaining level flight at an acceptable terrain clearance altitude throughout the drop (for example with a hard deck MSL altitude given).

3.3.9.4. Check-in Procedures. Check-in with the Lead/ASM plane no later than 12 NM (e.g., “Lead/Bravo XX, TANKER XXX 12 miles”). If Lead/ASM does not acknowledge or replies “standby”, enter/establish a left hand orbit around the incident at 7 NM and wait for further guidance. See Figure 4, FTA Birdseye View, for a depiction of the FTA airspace. Lead/ASM will normally acknowledge with altimeter setting, entry instructions, coverage level, other traffic and any known hazards (e.g., “TANKER XX, Lead/Bravo XX.

Altimeter 30.14, come in at 8,000 ft. I’m at 6,000 ft. You have TANKER XX at 7,000 ft and Air-Tac at 9,000 ft. There are numerous power lines and high-tension wires on the ridgeline south of the road”). Once cleared to fire-pattern altitude, practice short and concise communications. Reference published USFS manuals for standardized airdrop terminology between Lead/ASM and tanker aircraft. To maximize situational awareness via radio communications, consider programming and monitoring FM Air-to-Ground (A/G) once in contact with ATGS or Lead/ASM on VHF.

USFS HC-130H Tactics, 18 Mar 2016 11

Figure 4. FTA Birdseye View

3.3.9.5. The “SLOWDOWN” Checklist. This checklist must be completed prior to descending from entry altitude. Both pilots shall understand the target area and escape route prior to commencing the drop approach. For multiple passes in the same drop area start with the ONE MINUTE ADVISORY and verbalize the steps as indicated in the checklist. If the system is disarmed between drops, re-accomplish all checklists starting with the AFTER TAKEOFF (LM) and PRESLOWDOWN (Cockpit Crew) checklists.

The MAFFS system is designed to drop any sequence or number of drops from one full tank (3000 gallons) using one full charge of high pressure air (1200 psi), and normally does not require additional air compression between drops.

3.3.10. Formation with Lead/ASM Aircraft

3.3.10.1. Aircraft Spacing. Normal spacing from Lead/ASM in the fire traffic pattern should be approximately 1,500 ± 500 feet. See Figure 5, Visual Reference Technique for USFS/BLM King Air C-90, for a visual approximation of this distance. This spacing allows proper visual references to Lead/ASM aircraft. It also allows analysis of accurate ground track and provides satisfactory reaction time for an aborted drop if Lead/ASM experiences mechanical or environmental anomalies.

12 USFS HC-130H Tactics, 18 Mar 2016

Figure 5. Visual Reference Technique for USFS/BLM King Air C-90

3.3.10.2. Choice of Spacing from Lead Plane. When the target and start point is easily identifiable and the aircrew can reference it visually around the pattern, greater distances from Lead/ASM will allow more reaction time if Lead/ASM changes the line or overshoots final. Conversely, when targets are hard to identify/maintain visually, flying closer to the minimum distance from Lead/ASM minimizes parallax and allows easier identification of the start point. Additionally, all Lead/ASM aircraft are fitted with a smoke generator for signaling the start point. When using signal smoke, the Lead/ASM will dispense smoke and concurrently announce, “Start your drop here”.

3.3.10.3. Pattern Direction and Altitudes. Lead/ASM will normally fly a rectangular pattern familiar to pilots in an airport environment. The standard pattern is left-hand, into the wind. Any other pattern is non-standard. Lead/ASM will brief all non-standard patterns. Typical pattern altitude is 1,000-feet above the drop location. Realize this altitude will flex with undulating terrain. Use proper lead/lag techniques to establish or regain appropriate spacing from Lead/ASM between sequential drops. Once in position, consider flying slightly above and offset to the outside of the turn from Lead/ASM. This is especially beneficial during the turn from base to final. Lead/ASM will normally confirm your final airdrop airspeed. If too close behind Lead/ASM on final, the only remaining option is to request Lead/ASM increase airspeed. Be very specific and directive with the airspeed you need for separation (e.g., “Lead/Bravo, TANKER XXX, 140 knots”).

3.3.11. Aerial Firefighting Tactics

3.3.11.1. Labeling the Parts of a Fire. Basic parts of a fire include the heel, flanks, shoulders and head. Amplifying descriptions include island, finger, pocket and spot fire.

See Figure 6, Parts of a Fire, for a visual depiction.

USFS HC-130H Tactics, 18 Mar 2016 13

3.3.11.2. Containing the Fire. The fundamental approach to containing a fire is the concept of “Anchor, Flank and Pinch.” Normally fire tacticians will anchor retardant into the upwind side of the heel of a fire. They will then work retardant up the flanks to obtain containment. They will then tie in retardant lines working their way up to the head of a fire.

The idea then is to pinch off the head for full containment. Reference Figure 6, Parts of a Fire, while reviewing these common drop descriptions:

• “We’re going to work the left flank. Anchor into the heel where the road meets the black. Carry it up the left flank”

• “Tie into the previous drop half-way up the left flank”

• “Start at the left shoulder and carry it across the head”

Figure 6. Parts of a Fire

3.3.11.3. Reinforcing a Line. Lead plane pilots/ASM will use the term “In the green” to refer to un-burned areas. “In the black” refers to burned areas. When reinforcing a line (e.g., dozer line, hand line, road, etc.) understanding which side of the line (“green” OR “black”) to place retardant is critical. Lead/ASM will state reinforcement side and aircrew should work diligently to ensure proper application. Query Lead/ASM if unsure of retardant placement location.

3.3.11.4. Coverage Levels. Coverage level refers to how many gallons per hundred square feet (gal/100ft2). Therefore “coverage level 1” equates to one gallon of retardant covering

14 USFS HC-130H Tactics, 18 Mar 2016 a ten by ten square foot area whereas “coverage level 4” equates to four gallons of retardant covering the same area. The MAFFS unit provides up to coverage level 4 when drop selector is set to 1/6th of a load. For all other cabin control box settings, the MAFFS unit is capable of up to coverage level 8. Lead/ASM will notify MAFFS aircrew of retardant quantity and coverage level to select for drop. Note the following examples:

• “Third of a load, coverage level 4”

• “Half load, coverage level 4”

• “Full load, coverage level 8”

3.3.11.4.1. Once notified, front-end crew will ensure loadmasters receive and acknowledge requested coverage level and quantity. Loadmasters select coverage level on MAFFS unit cabin control box. See Figure 7, MAFFS Unit Cabin Control Box, for a depiction of the cabin control box.

Figure 7. MAFFS Unit Cabin Control Box

3.3.11.5. MAFFS Airdrop. Lead/ASM normally provides tanker aircraft with a “show me” run. This allows tanker aircraft to stay at pattern altitude, normally 1,000’ AGL or higher, to observe Lead/ASM fly the line and give a target description. Lead/ASM will then return to pattern altitude-formation position for a “live” or “wet” pass.

3.3.11.5.1. A “show-me” run may not be required depending on target complexity, previous drops observed, and other factors. Tanker aircraft loaded with retardant should

USFS HC-130H Tactics, 18 Mar 2016 15 remain at an altitude well above the Lead Plane performing a show-me run. This altitude should be at pattern altitude for the respective drop location, normally 1,000’ AGL above drop altitude as directed by the lead plane pilot.

3.3.11.5.2. During a show me run, configure and maneuver the aircraft so both the pilot and co-pilot can observe the target. This may require flying a different ground track than lead and banking the aircraft as lead approaches the intended target area so both pilots have visibility on the target.

3.3.11.5.3. HC-130H Specific Information

3.3.11.5.3.1. Checklists. Loadmasters complete the USFS T.O. HC-130H-1 MAFFS Before Takeoff, MAFFS After Takeoff, MAFFS Before Landing and MAFFS After Landing checklists concurrent with respective, normal aircrew checklists. The pilot calls for the Pre-Slowdown checklist en-route prior to entering the fire traffic area, typically 20-30 NM from the fire. The pilot normally calls for the Slowdown checklist when slowing and configuring the aircraft prior to entering the FTA for airdrop. Consider selecting “BELOW” on the IFF to assist identifying traffic during descent.

3.3.11.5.3.2. Crew Coordination. The FE and LM will always coordinate with each other prior to compressor operation. The FE will consider checklist status, aircraft performance, configuration and engine generator status prior to clearing compressor operation. Upon notification from Lead/ASM, the pilot will ensure the LM acknowledges appropriate cabin control box setting and coverage level desired prior to airdrop. Do not descend below pattern altitude until reviewing the release point and confirming the MAFFS system status is “armed” and ready to drop.

3.3.11.5.3.3. Drop Configuration. Flaps are the only configuration change required for HC-130H retardant drops. USFS C-130H retardant drop configuration is normally flaps 100%. Consider using less flaps (i.e., 50% - 70%) for drops in flat terrain. If using less than 100% flaps, strongly consider using 130 KIAS for retardant drop airspeed. Landing lights should remain on at all times within an FTA.

For maximum performance, configure the aircraft for bleed off. Consider the impact on cabin pressure and temperature.

3.3.11.5.3.4. Drop Airspeed. FTA pattern airspeeds for USFS C-130H retardant drops are normally 140 KIAS on downwind and 130 KIAS on base. Once at retardant drop altitude on final, slow to and maintain 120 KIAS throughout retardant release. Consider 130 KIAS for retardant drop airspeed in flat terrain or operating fully loaded at high density altitudes or during a turning drop. For all drops, notify Lead/ASM of your planned pattern and airdrop airspeeds.

3.3.11.5.3.5. Drop Altitude. Drop altitude is no lower than 150-feet AGL.

Lead/ASM may elect to drop at a higher altitude based on factors such as ground personnel safety, terrain avoidance, retardant effectiveness or required escape. Plan to be at minimum airdrop altitude for no longer than it takes to release the planned retardant load.

16 USFS HC-130H Tactics, 18 Mar 2016

CAUTION: USFS and BLM regulations allow Lead/ASM to fly as low as 60-feet AGL while leading various commercial air tanker platforms. Lead/ASM may choose to fly their aircraft lower than 150-feet AGL while leading a MAFFS air tanker retardant drop. They use this technique to reduce parallax when conditions exist which create this hazard. It is incumbent upon each MAFFS crew to fly no lower than 150-feet AGL during MAFFS airdrops.

3.3.11.5.3.6. Release Point. The co-pilot in the right seat is responsible for executing retardant release at the described release point by pulling the trigger on the drop control pendant. See Figure 8, Drop Control Pendant, for a depiction of the trigger system. When the MAFFS system is set to automatically dispense a defined amount of retardant (e.g., 1/2 load), depress the trigger until drop is complete. Otherwise, release of the trigger will stop retardant flow. If Lead/ASM gives a definitive stop point, the co-pilot in the right seat will release the drop control pendant trigger accordingly which closes the pintle and terminates retardant flow. Execute the drop as the intended release point nears the bottom of the copilot’s kick-window. Realize that the terrain (up/downslope) and headwind/tailwind may affect the release point. Lead/ASM generally flies the left/right drift correction, but may not adjust the release point long/short. Expect approximately a 10 KIAS increase during the drop execution along with approximately 5 degrees of yaw to the right. Apply left rudder to counteract this yaw. Retarding power immediately prior to drop execution may be necessary to maintain appropriate drop parameters, particularly for downhill drops. At the end of the drop, anticipate loss of the previously gained 10 KIAS.

3.3.11.5.3.7. Ground Track. Lead plane pilots will make every effort to fly their aircraft over the desired ground track which corrects for wind drift and expect the air tanker to fly that same ground track. If desired otherwise, they will specify or they may direct last minute adjustments to the air tanker via air to air radio.

3.3.11.5.3.8. Terminology on Final to the Drop:

a. Stating “I have the line” to lead means the tanker pilot has the target start/stop points in sight, knows the desired lateral placement of the drop, and has cleared the lead to pull off the line and maneuver to observe the drop.

b. Stating “Hold the line” to lead means the tanker pilot needs lead to continue on the drop line in order to assure acquisition of the correct start/stop points or lateral line location.

USFS HC-130H Tactics, 18 Mar 2016 17

Figure 8. Drop Control Pendant

3.3.11.5.3.9. Escape. Upon hearing “load clear”, establish power towards maximum and set flaps 50% once achieving appropriate airspeed, altitude and climb profile.

Accelerate to 140 KIAS before turning crosswind. Consider selecting “ABOVE” on the IFF to assist identifying traffic during climb out.

WARNING: Retracting flaps from 100% to 50% will increase stall speed. Without proper power and attitude corrections, sink rate will also increase. This is particularly noticeable at lower than normal airspeed. Failure to attain safe altitude and airspeed for flap-retraction may result in inadvertent touchdown and/or stall.

3.3.11.5.3.10. Sequential Drops. Between sequential drops, run all appropriate checklists, confirm start/stop point(s), coverage level and exit instructions with Lead/ASM. Climb to pattern altitude maintaining previously described pattern airspeeds. Do not disarm the MAFFS unit between sequential drops.

a. The MAFFS system is designed to drop any sequence or number of drops from one full tank (3000 gallons) using one full charge of high pressure air (1200 psi), and normally does not require additional air compression between drops.

b. For multiple passes in the same drop area start with the ONE MINUTE ADVISORY and verbalize the steps as indicated in the checklist. If the system is disarmed between drops, re-accomplish all checklists starting with the AFTER TAKEOFF (LM) and PRESLOWDOWN (Cockpit Crew) checklists.

3.3.11.6. Energy Management. MAFFS aircrews conduct flying operations in an inherently low-energy state (i.e., slow speed flight conducted very close to the ground). The envelope between stall and over-speed is much smaller than in non-MAFFS operations. Power

18 USFS HC-130H Tactics, 18 Mar 2016 control, airspeed management, and descent profiles all play a critical role in arriving over the target within correct parameters. Standard pattern airspeeds are generally acceptable and provide good energy management for most drops. Proper awareness of stall speeds, descent rates, and energy state is necessary to make a successful pattern and drop.

3.3.11.6.1. Performance Cards. Performance Cards are posted in the cockpit as a quick reference to airspeeds associated with varying configurations. They are used in all phases of flight but especially important during the Air Tanker Mission. They are posted in an area that is visible to all flight-deck crewmembers and display flying speeds for operation while inside the Fire Traffic Area (FTA). An example of the USFS HC-130H performance card is shown in Attachment 3 to this document.

3.3.11.6.2 Energy Management in the Pattern. Begin energy management corrections as early as possible in the pattern to prevent aggressive maneuvering during the turn to final. For example, when terrain and other conditions permit, fly high and outside lead’s track until the turn to final. This technique provides additional ground-track in which to manage energy while retaining the ability to fly lead’s line on final. On occasion, it may be advisable to transition to a flap setting between 50% and 100% on the base leg to increase drag. One can think of energy management in the FTA traffic pattern as one might of think of energy management in landing traffic patterns; for example, during the turn to final, terrain permitting, the aircraft should be half way through the descent, when half around the turn (i.e., “halfway down; half-way around”).

3.3.11.6.3. Descents. If conditions require an aggressive descent on final, slow to final approach speed prior to the descent point, but do not fly slower than max-effort threshold speed. After initiating descent, the aircraft may accelerate if using an aggressive flight path angle. Do not exceed flap-limiting speeds.

CAUTION: In all cases, maintain coordinated flight. Uncoordinated flight increases stall speed and can lead to stall buffet at speeds above posted stall speeds. Uncoordinated flight also hinders acceleration during situations requiring high power.

3.3.11.7. FTA Contingencies

3.3.11.7.1. Overrun Procedures. Should you overrun Lead/ASM, announce overrun on air-to-air frequency (e.g., “TANKER XXX, overrunning on right”). Normally, Lead/ASM maneuvers down and left and the tanker maneuvers up and right to allow the tanker pilot to keep the lead plane in sight, regain position, and advise lead. If you overrun on the left, it is critical to announce the overrun so Lead/ASM can maneuver down and right. In this scenario, realize the tanker co-pilot will have to notify the Pilot of Lead/ASM position during the overrun. If both aircraft are in a turn during the overrun, tanker aircraft announces the overrun, lead maneuvers down and to the inside of the turn and the tanker maneuvers up and to the outside of the turn.

USFS HC-130H Tactics, 18 Mar 2016 19

3.3.11.7.2. No-Drop. Co-pilot and LM will acknowledge all no-drops. Notify Lead/ASM as soon as possible in the event of any no-drop. If the no drop was a result of a malfunction, attempt to resolve the issue and re-attack if practical. If able to perform a re-attack, coordinate with Lead/ASM and complete applicable checklists. Be prepared to emergency drop if performance is a factor.

3.3.11.7.3. Heavy Weight Go Around. Go around procedures with a fully loaded hc-130h tanker aircraft are similar to those of a go around from a heavy weight maximum effort landing. Announce, “GO AROUND” to the crew and;

a) Advance throttles towards maximum power.

b) Consider obtaining obstacle clearance speed (Vobs) prior to calling for “flaps 50%”. Do not transition to flaps up if slower than obstacle clearance speed.

WARNING: During heavy weight go-around, immediately execute “EMERGENCY DROP CHECKLIST” if climb performance is questionable.

3.3.11.7.4. Low-Level Wind Shear Escape. Reference Attachment 2, “MAFFS Emergency Escape Procedure (HC-130H)” for appropriate escape procedures.

WARNING: The only sound response, when encountering low-level wind shear, is to execute the MAFFS EMERGENCY ESCAPE PROCEDURE immediately.

3.3.11.8. Airdrop Malfunctions. If load fails to exit, the pilot should call for the EMERGENCY DROP CHECKLIST. If at airdrop altitude and/or terrain clearance is questionable, perform the MAFFS EMERGENCY ESCAPE PROCEDURE.

3.3.11.9. MAFFS Emergency Escape Procedure. If circumstances require MAFFS EMERGENCY ESCAPE PROCEDURE, the pilot initiates the procedure by stating, “Emergency Escape.” This procedure ensures the loadmasters initiate the release of retardant in an emergency situation. For detailed steps of the procedure see Attachment 2, “MAFFS EMERGENCY ESCAPE PROCEDURES”.

3.3.11.10. Jettison Reporting Requirements. All emergency and inadvertent retardant jettisons will be reported to lead plane, dispatch, or nearest air tanker base manager. Include location of the drop and additional pertinent information.

3.3.12. Climb Out. If given, follow Lead/ASM’s instructions for egress. In the absence of egress instructions, realize most tanker crews will fly direct from the tanker base to the incident. Consider flying offset of these direct “to” courses for de-confliction during climb out from an FTA. Fly at appropriate VFR hemispherical altitudes. Consideration should be given to leaving the landing lights extended/on for increased visibility in poor visibility conditions.

Ensure Lead/ASM passes instructions regarding status once returning to the tanker base (return and hold, load and return, etc.)

3.3.12.1. Drop Completion. Upon load clear, or completion of drop if a start/stop drop, simultaneously add power, retract flaps to 50% when able, and begin climb. Do not climb into the AirTac or other air tanker altitudes when exiting until clear of the Fire Traffic Area

20 USFS HC-130H Tactics, 18 Mar 2016

(FTA). To enhance traffic avoidance, select TA/RA as soon as possible once separating from lead after the drop.

3.3.13. Return to Base (RTB)

3.3.13.1. En-route Communication and Control. Reference appropriate USFS publications and procedures for en-route National Flight Following requirements.

3.3.13.2. Compressor Operation. Begin compressor operation as soon as possible IAW completion of airdrop checklist. Continue compressor operation until obtaining 1,200 psi in the high-pressure tanks or taxiing clear of the active runway after landing, whichever occurs first. After landing, de-activate compressors prior to transitioning to low-speed ground idle.

3.3.13.3. Landing Restrictions. It is not recommended that Tanker aircraft land fully loaded with retardant. Jettison areas must be designated by the controlling agency. A Lead plane is not needed to jettison and the air tanker should drop at 500 feet or more AGL (150 feet minimum if on an airfield). If the jettison location is designated by the controlling agency to be a fire incident, clearance from the controlling Incident Commander and the controlling aircraft prior to MAFFS entering the Fire Traffic Area must be obtained and in no case will the drop occur below 500 feet AGL. If a dispatch is cancelled after loading of retardant, USFS personnel will coordinate with the Air Tanker Pilot for the offload or jettison the load within 72 hours.

4. SUMMARY

4.1. Flying is inherently dangerous, but air tanker missions require special consideration beyond that required for normal operations. This bulletin discussed tanker airdrop mission planning and execution tactics, techniques and procedures (TTP) for the USFS C-130H air tanker aircraft and delineated technique from established USFS and HC-130H Air Tanker procedures. Aircrews are encouraged to share their lessons learned in order to update this document and continually improve HC-130H Air Tanker Operations.

USFS HC-130H Tactics, 18 Mar 2016 21

ATTACHMENT 1

LIST OF ACRONYMS/TERMS

AEG air expeditionary group AFF automated National Flight Following AFI Air Force instruction AFRC Air Force Reserve Command AFTTP Air Force tactics, techniques and procedures AGL above ground level AMC Air Mobility Command ANG Air National Guard APU auxiliary power unit ASM aerial supervision module ARL acceptable retardant load ATGS air tactical group supervisor BLM Bureau of Land Management C2 command and control DIG MAP digitized map EFB electronic flight bag FE flight engineer FM frequency modulation fpm feet per minute FTA fire traffic area GACC geographic area control center GDSS global decision support system IFR instrument flight reference IP initial point KCAS knots calibrated airspeed KIAS knots indicated airspeed LM loadmaster LSGI low-speed, ground-idle MAFFS modular airborne firefighting system MSA minimum safe altitude MSL mean sea level NIFC National Interagency Fire Center NM nautical mile NOTAM notice to airman ORM operational resource management psi pounds per square inch RTB return to base STIF supplemental theater information file TFR temporary flight restriction TOLD takeoff landing data

22 USFS HC-130H Tactics, 18 Mar 2016

TTP tactics, techniques and procedures USFS US Forest Service VFR visual flight reference VHF very high frequency Vobs obstacle clearance speed Vr refusal speed WFF wild land fire firefighting

USFS HC-130H Tactics, 18 Mar 2016 23

ATTACHMENT 2

MAFFS Emergency Escape Procedure (HC-130H)

MAFFS Emergency Escape Procedure (HC-130H)

1. Announce “EMERGENCY ESCAPE”.

2. LM will immediately and concurrently execute the EMERGENCY DROP CHECKLIST.

3. Immediately and simultaneously roll wings level, close bleed air valves, set maximum power on all operating engines, and rotate the airplane to maximum climb angle.

WARNING: Power settings greater than 19,600 inch-pounds of torque may be required to clear an obstacle.

CAUTION: Closing the bleed valves will result in depressurizing the aircraft. Use caution in areas of high terrain as cabin altitude may exceed 10,000 feet MSL.

4. Ensure temperature datum valve switches are in AUTO (unless malfunction prevents compliance).

5. ENROUTE (zero flaps) climb no slower than 160 KIAS.

AIRDROP (any flaps) set flaps to 50 percent and climb at obstacle clearance speed until clear of the obstacle, then 140 KIAS for best climb angle.

6. Turn away from terrain if feasible (consider stall margin). If turning is not possible, climb straight ahead for maximum climb angle.

WARNING: If turning is required at flaps up obstacle clearance speed, additional flaps may be necessary to avoid an accelerated stall.

WARNING: To prevent a stall, do not slow below obstacle clearance speed.

WARNING: A wings-level climb will result in the maximum angle/rate of climb. Any bank angle during this procedure will result in a lower climb gradient and increase in stall speed.

7. Co-pilot/FE will call airspeed, as appropriate.

8. Co-Pilot will state an MSA and brief lowest terrain/best escape route, monitors terrain (via radar, chart, moving map, etc.) and call “CLEAR OF TERRAIN” when above all critical terrain.

9. When clear of terrain, adjust pitch, power, and airspeed for a normal climb-out and return all switches to their normal position.

24 USFS HC-130H Tactics, 18 Mar 2016

ATTACHMENT 3

Performance/ MAFFS Drop Cards

OBSTACLE

CLEARANCE

FLAP SETTING

BANK

ANGLE

BANK ANGLE M

A

FFS

OBSTACLE

CLEARANCE

NO LOAD

LOAD 0%

50%

2 ENG VMCA 100%

GROSS WEIGHT: Vmeto: