Attachment_20_Apendix_F_MESL_AAF_Approved.pdf

BY ORDER OF THE AFGHAN AIR FORCE COMMANDER

Lt General Abdul Wahab Wardak (Pilot)

AFGHAN AIR FORCE REGULATION 0-15C-130

18 JUN 2016

Flying Operations C-130 OPERATIONS

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

This supplement implements and extends the guidance of Afghan Air Force Regulations (AAFR)

0-15-1 and 0-15-2. It establishes policy for the operation, training and evaluation criteria of the

C-130H1 aircraft to safely and successfully accomplish AAF missions. This regulation applies to all commanders, operations supervisors, and aircrew assigned to operate C-130 aircraft. Address questions concerning this regulation to HQ AAF/A7 Standardization Chief.

Summary of Revisions:

This is the first issuance of this AAFR and must be thoroughly reviewed by all C-130 aircrews.

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Chapter 1. GENERAL INFORMATION

1.1 General

1.2 Applicability

1.3 Deviations

1.4 Waivers

1.5 Distribution

1.6 Definitions

Chapter 2. COMMAND AND CONTROL

2.1 General

2.2 Pilot In Command (PIC) Responsibility and Authority

2.3 Mission Clearance Decision

2.4 Operational C2 Reporting

2.5 Mission Commander

Chapter 3. AIRCREW COMPLEMENT/MANAGEMENT

3.1 Aircrew Complement

3.2 Aircrew Member Qualification

3.3 Additional Crew Members (ACM)

3.4 Mission Essential Personnel (MEP)

3.5 Aircrew Management

3.6 Flight Duty Period (FDP)

3.7 Minimum Briefing Time

3.8 Standby Force

Chapter 4 AIRCRAFT OPERATING RESTRICTIONS

4.1 Minimum Equipment List

Table 4.1. Engines/Auxiliary Power Unit (APU)

Table 4.2 Propellers

Table 4.3 Electrical System

Table 4.4 Anti-Ice/De-Ice System

Table 4.5 Air Conditioning, Pressurization and Bleed Air

Table 4.6 Doors and Ramp Systems

Table 4.7 Hydraulics

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Table 4.8 Landing Gear

Table 4.9 Brake/Anti Skid Systems

Table 4.10 Fuel System

Table 4.11 Flight Recorder/Locating Systems

Table 4.12 Fire Protection/Warning Systems

Table 4.13 Flight Instruments

Table 4.14 Navigation Systems

4.2 Navigation Systems

Table 4.15. Aircraft Exterior/Interior Lighting

Chapter 5. OPERATIONAL PROCEDURES

5.1 Checklists

5.2 Flight Crew Information File (FCIF)

5.3 Duty Station

5.4 Flight Station Entry

5.5 Takeoff and Landing Policy

5.6 Landing Gear and Flap Operating Policy

5.7 Aircrew Restraint Devices

5.8 Advisory Calls

Table 5.1. Climb Out

Table 5.2. Descent

Table 5.3. Non-Precision Approaches

Table 5.4. Precision Approaches

5.9 Communications Policy

5.10 Traffic Collision Avoidance System (TCAS)

5.11 Radar Altimeter

5.12 Runway, Taxiway, and Airfield Requirements

5.13 RCR Limitations

Table 5.5. RCR Values

5.14 Wind Limitations

5.15 Aircraft Taxi

5.16 Foreign Object Damage (FOD) Avoidance

5.17 Fuel Jettison Procedures

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5.18 Functional Check Flights (FCFs), Acceptance Check Flights (ACFs) and Operational

Check Flights (OCFs)

5.19 Aircraft Recovery from Unprepared Surfaces

Chapter 6. AIRCREW PROCEDURES

6.1 Aircrew Uniforms

6.2 Personal Requirements

6.3 Pre-mission Actions

6.4 Aircrew Publication Requirements

Table 6.1. Aircrew Publications

6.5 Flight Crew Information File (FCIF)

6.6 Airfield Certifications

6.7 Airfield Security

6.8 Aircrew Intelligence Briefing

6.9 Briefing Requirements

6.10 Call Signs

6.11 Flight Plan/Data Verification

6.12 Departure Planning

6.13 Weather Minimums for Takeoff

6.14 Destination Requirements

6.15 Adverse Weather

Table 6.2. Temperature Correction Chart

6.16 Operational Risk Management (ORM)

6.17 Aircraft Maintenance Documentation

6.18 Aircraft Servicing and Ground Operations

6.19 Aircrew Flight Equipment Requirements

6.20 Passenger Handling and Cargo Documentation

6.21 On Time Takeoffs

6.22 Enroute Cruise

6.23 Flight Progress

6.24 In-flight Emergency Procedures

6.25 Need for Medical Assistance

6.26 Weather Forecasts

6.27 Descent

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6.28 Instrument Approach Procedures

6.29 Unscheduled Landings

6.30 Maintenance

6.31 Flights Leaving the Country

6.32 Dropped Objects or Fuel Jettison

6.33 Life Support Equipment Documentation

6.34 ERO Operations………………………………………………………………………… 48

6.35 Combat Offload Operations…………………………………………………………….. 51

6.36 Emergency Airlift of Personnel……………………………………………………

6.37 CASEVAC Operations ………………………………………………………………….54

Chapter 7. FLIGHT ENGINEER PROCEDURES

7.1 Responsibilities

7.2 Aircraft Servicing and Ground Operations

7.3 Aircraft Systems

7.4 Forms Management

Chapter 8. LOADMASTER PROCEDURES

8.1 General

8.2 Cargo Missions

8.3 Cargo Restraint Criteria

8.4 Preflight Duties

8.5 Passenger Missions

8.6 Border Clearance

8.7 Weight and Balance

8.8 Fuel Weight Computation

Chapter 9. TRAINING AND OPERATING LIMITATIONS

9.1 Passengers on Training Missions

9.2 Landing Limitations

9.3 Simulated Emergency Flight Procedures

9.4 Flight Maneuvers

9.5 Actual Engine Shutdown and Airstart

9.6 Windmill Taxi Start

9.7 Aborted Normal Takeoff

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9.8 Minimum Altitudes

9.9 Navigation Routes

9.10 IP Briefing………………………………………………………………………………. 61

9.11 Training Documentation

9.12 Evaluator Pilot Usage

9.13 Instructor and Supervision Requirements

9.14 Initial Qualification Training (IQT)

9.15 Aircraft Commander Upgrade (ACU)

9.16 Instructor Pilot Upgrade (IPU)

9.17 Evaluator Pilot Upgrade

9.18 Currency Training

Chapter 10. STANDARDIZATION AND EVALUATION

10.1 General

10.2 Conduct of Evaluations

10.3 Instructor Evaluations (Initial, Periodic and Re-qualification)

10.4 Aircrew Testing

10.5 Pilot Evaluation Profile

10.6 Flight Engineer Evaluation Profile

10.7 Loadmaster Evaluation Profile

10.8 Pilot Grading Criteria

10.9 Flight Engineer Grading Criteria

10.10 Loadmaster Grading Criteria

Attachment 1. Abbreviations and Acronyms

Attachment 2. Operational Risk Management Worksheet

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Chapter 1. GENERAL INFORMATION

1.1 General. This regulation, along with the aircraft flight manual and other AAF governing regulations, provides the procedures for the operation of C-130H1 aircraft under most circumstances. When guidance in this document conflicts with another source document use the more restrictive of the two.

1.2 Applicability. This regulation applies to aircrew members, support personnel, contractors, and managers involved with employing AAF C-130H1 aircraft.

1.3 Deviations. Deviations from the procedures described in this regulation require specific approval of HQ AAF/A3 unless an urgent requirement or an aircraft emergency requires otherwise. In that case, the Pilot in Command (PIC) will take the appropriate action to safely recover the aircraft. Report any deviations though the chain of command to HQ

AAF/A3.

1.4 Waivers. Unless otherwise specified in this regulation, HQ AAF/A3 is the waiver authority for this regulation. HQ AAF/A3 will provide a copy of approved waivers to HQ AAF/A7.

1.4.1 Waivers will be granted in writing with an expiration date when an essential requirement makes a waiver necessary or compliance with a flight rule creates a hazard.

1.4.2 Units will forward any request for a waiver through their chain of command

(squadron commander, operations group commander, wing commander) to HQ

AAF/A3. The unit’s detailed waiver request must clearly explain the operational requirement for the waiver and risk mitigation measures to be undertaken during operations under the waiver.

1.4.3 HQ AAF/A7 Standardization and Evaluations (Stan/Eval) Chief and requesting unit will maintain copies of all approved waivers.

1.5 Distribution. Make copies available for unit commanders, operations supervisory personnel, command and control facilities, Stan/Eval, unit master publications files, mission kits, and C-130 crew members.

1.6 Definitions.

1.6.1 Shall or Will. Instructions or procedures prefaced by “shall” or “will” are mandatory.

1.6.2 Should. Indicates a preferred but non-mandatory method of accomplishment.

1.6.3 May. Indicates an acceptable or suggested means of accomplishment.

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Chapter 2. COMMAND AND CONTROL

2.1 General. Execution authority for missions will be received through the local command element. Commanders with execution authority formulate plans, allocate assets, and approve PICs to carry out directed or training missions through a local Command and

Control (C2) element. Squadron Commanders or their designated representatives assign missions to PICs.

2.2 PIC Responsibility and Authority. Squadron Commanders will designate a mission ready aircraft commander (AC), instructor pilot (IP), or evaluator pilot (EP) as the PIC for all flights. PICs are:

2.2.1 In command of all persons onboard the aircraft.

2.2.2 Vested with authority to accomplish the assigned mission. The PIC shall only fly events authorized in the mission tasking unless in the PIC’s judgment an emergency condition demands otherwise.

2.2.3 The final authority for requesting and accepting aircrew or mission waivers.

2.2.4 Responsible for passing mission progress reports (at least daily) to C2 agents.

2.2.5 Responsible for the welfare of aircrew members and the safe accomplishment of the mission.

2.3 Mission Clearance Decision. When conditions do not warrant starting or continuing a mission, the executing agency or the PIC may decide to delay a mission. If the PIC refuses a mission, the mission will not depart until the conditions have been corrected or improved so that the mission can operate safely. Another PIC will not be tasked to take the same mission under the same conditions.

2.4 Operational C2 Reporting. The PIC or designated crew member will report standard aircraft movement information (departure, arrival, etc) to squadron supervision. The PIC must ensure prompt notification to squadron supervision of any delays, aborts, diverts or other events that affect mission execution. Provide the squadron supervision agency with the estimated time in commission (ETIC), estimated time of departure (ETD), and estimated time of arrival (ETA) within 30 minutes of the event or as soon as safely practicable.

2.5 Mission Commander. A mission commander shall be designated when two or more aircraft are assembled to execute a mission. The mission commander is accountable for mission execution and will ensure all pre/post mission coordination is accomplished.

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Chapter 3. AIRCREW COMPLEMENT/MANAGEMENT

3.1 Aircrew Complement. The minimum crew complement for all flights is a PIC (MP or higher), copilot (MC or higher), flight engineer (FE), and loadmaster (LM).

3.1.1 Two loadmasters are required if more than 40 passengers are scheduled to be carried.

One loadmaster and another qualified C-130 crewmember may be used if two loadmasters are not available. Both crewmembers must remain in the cargo compartment, one forward and one aft for takeoffs and landings, or as required by the tactical situation.

3.1.2 Missions which plan to operate in Instrument Meteorological Conditions (IMC) and/or night conditions require a third pilot. In this instance and when logging currency events IAW Table 9.2, third pilots may log primary flight time.

3.2 Aircrew Member Qualification. An aircrew member will be qualified or in qualification training to perform duties as a primary aircrew member. An instructor for that crew position must supervise non-current or unqualified crew members regaining currency or qualification.

3.2.1 Unqualified/non-current pilots will not taxi, takeoff, land, or practice emergency procedures without direct IP supervision.

3.2.2 Unqualified/non-current flight engineers will not start an Auxiliary Power Unit

(APU) or engage aircraft electrical or hydraulic systems without direct Instructor

Flight Engineer (IF) supervision.

3.2.3 Missions with Passengers. Only current and qualified pilots (possessing a C-130H

Aircrew Qualification Form) will occupy a pilot’s seat with passengers on board.

EXCEPTION: A non-current but qualified pilot under direct IP supervision may fly with passengers on board. See paragraph 9.1 for additional restrictions.

3.3 Additional Crew Members (ACM).

3.3.1 AAF or coalition aircrew members may travel as ACMs in support of mobility operations. ACMs desiring travel must coordinate with the Squadron Operations

Officer prior to the planned briefing time.

3.3.2 At a minimum the PIC or designated representative will brief ACMs on the appropriate mission information, seat assignment, seat belt operation, and emergency procedures.

3.4 Mission Essential Personnel (MEP).

MEPs are support personnel performing unique duties directly associated with the associated squadron’s mission. Mobility support duties include maintenance personnel (including recovery teams), security forces (including personal security

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details and passenger over watch), photographers, safety, intelligence, and public affairs.

3.4.1 Validation of MEP status must include their commander’s endorsement. MEPs must be eligible and familiar with the policies and procedures governing MEP travel.

3.4.2 Touch-and-go landings with MEPs onboard should be limited to essential training requirements or part of the MEP duties.

3.4.3 The approval authority for MEP travel is the Operations Group Commander or designated representative.

3.5 Aircrew Management. Squadron Commanders and enroute C2 agents shall ensure work/rest cycles permit an aircrew adequate time to safely accomplish mission duties and personal time for rest IAW AAFR 0-15-1.

3.6 Flight Duty Period (FDP). Comply with FDP guidance in AAFR 0-15-1 and below. If an aircraft is unable to takeoff within 4 hours of scheduled takeoff time the flight will be cancelled. The PIC may extend the takeoff to 6 hours after the scheduled takeoff time after a thorough Operational Risk Management (ORM) review. No one but the PIC may extend the takeoff time. Reference AAFR 0-15-1 for CDT extensions or waivers.

3.7 Minimum Briefing Time. Units will establish guidance for minimum briefing time prior to scheduled takeoff.

3.8 Standby Force. Afghan Command and Control Center (ACCC) will task units for Standby

Force in support of national missions not later than 18 hours before the beginning of standby time. Wing and Operations Group Commanders have the authority to place aircrew in Standby Force status to support regional missions. Standby crews will only be used to support HeRo, CASEVAC, or direct combat support missions.

3.8.1 Aircrews are legal for Standby Force duty for 12 hours after completing a 12 hour pre-departure crew rest period in accordance with AAFR 0-15-1. Aircrew will plan to takeoff within 2 hours of notification during Standby Force status. After 12 hours of Standby Force duty, the Operations Group Commander will release, or re-enter aircrew into a 12-hour crew rest period before beginning another 12-hour Standby

Force duty.

3.8.2 Aircrew Member 12-hour Standby Force duty day begins when the aircrew member reports for official duties including support of aircraft generation activities (mission planning, pre-flight, cargo up-/off-load, start, and taxi aircraft).

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Chapter 4. AIRCRAFT OPERATING RESTRICTIONS

4.1 Minimum Equipment List.

4.1.1 Policy. This chapter lists the equipment and systems considered essential for routine as well as contingency operations. This list is not all inclusive. The PIC is ultimately responsible for accepting an “airworthy” aircraft and having the appropriate systems needed to accomplish the mission in a safe manner.

4.1.2 Waivers. Waivers to operate with degraded equipment should be granted on a case-by-case basis when requested by the PIC. The Operations Group Commander is the waiver authority for items listed in Table 4.1 thru 4.15 below. This authority may not be delegated below the Deputy Operations Group Commander.

4.1.3 Factors to Consider for Aircraft Malfunctions. Once airborne, PICs will reference applicable guidance and weigh all pertinent factors when deciding whether to continue or to abort a sortie for an aircraft malfunction. Factors to consider include mission requirements and weather conditions at the departure, destination, or alternate airfields.

Table 4.1 Engines/APU

Item/System Installed Required Remarks/Limitations/Exceptions

Engines 4 4 Do not takeoff with nonstandard aircraft configuration or power unless a hostile threat to the aircraft and/or crew makes it imperative. Do not takeoff unless all four engines will achieve takeoff power settings.

Torquemeter 4 4

Tachometer 4 4

Turbine Inlet Temperature Indicators

4 4

Fuel Flow Gauges 4 4

Oil Temperature Gauges 4 4 Oil Pressure gauges 4 4 Indicators for both the engine power section and reduction gear section must be operational.

Oil Quantity Gauges 4 3* *One oil quantity gauge may be inoperative provided the oil quantity is verified prior to flight and the Low Oil Quantity light is operational.

Low Oil Quantity Light 1 0* *If inoperative, all four oil quantity gauges must be operational.

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Oil Cooler Flap 4 0* *Oil Cooler Flap may be inoperative if the Flap can be manually positioned to open and fixed and oil temperature can be maintained within normal limits.

Oil Cooler Flap Position Indicator

4 0* *Oil Cooler Flap Position Indicator may be inoperative provided oil temperature can be maintained within normal operating limits.

APU 1 0* *If the APU fails, flight in VMC is authorized provided no other electrical malfunctions exist. If the APU generator is inoperative, the generator will be removed and padded prior to operation of the APU.

Table 4.2 Propellers.

Item/System Installed Required Remarks/Limitations/Exceptions

Propeller 4 4 Propeller may be operated with a feather override failure where the override button fails to pop out at full feather (faulty pressure switch), provided maintenance instructions in the applicable fault isolation manual are followed and no other system is affected.

Synchrophaser 1 0* *Shall be repaired at next repair capable facility, provided no other portion of the propeller system is affected. Synchrophaser will be removed.

Table 4.3 Electrical System

Remarks/Limitations/Exceptions Generators, Engine- Driven

4 3* *Shall be repaired at next repair capable facility. If the AC generator is not equipped with a generator disconnect, it will be removed and the generator mount padded before flight. Local training missions may continue after a generator is disconnected or removed and the mount padded, provided no other electrical malfunction exists.

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Transformer Rectifiers

(TR)

4 3* *One Essential TR unit maybe inoperative for one-time flight to a repair capable facility provided no other electrical malfunction exists.

Generator Out Lights 4 4* *If a generator has been disconnected or removed and padded, its associated indicators do not have to be operational. All associated equipment and indicators will be operational for each operative engine-driven generator (i.e.,generator control panel, GCU, voltage regulator, generator out/caution light, AC loadmeter, etc.).

AC Loadmeter 4 4* *If a generator has been disconnected or removed and padded, its associated indicators do not have to be operational. All associated equipment and indicators will be operational for each operative engine-driven generator (i.e.,generator control panel, GCU, voltage regulator, generator out/caution light, ACloadmeter, etc.).

Table 4.4 Anti-Ice/De-Ice System.

Remarks/Limitations/Exceptions Ice Detection System 1 0* *Mission dictates requirement. Will be operational for flight into known or forecast icing conditions.

Pitot-Heat System 2 2 Wing/Empennage Anti- Icing System

2 0* *Mission dictates requirement. Will be operational for flight into known or forecast icing conditions.

Engine Inlet Air Duct Anti-Icing Systems

4 0* *Mission dictates requirement. Will be operational for flight into known or forecast icing conditions.

Leading Edge Temperature Indicators

6 6

Propeller Anti-Icing and Deicing Systems

4 0* *Mission dictates requirement. Propeller Blade De-Icing will be operational for flight into known or forecast icing conditions.

Windshield Anti-Icing Systems

2 0* *Mission dictates requirement. Will be operational for flight into known or forecast icing conditions.

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Table 4.5 Air Conditioning, Pressurization and Bleed Air.

Remarks/Limitations/Exceptions Flight Deck and Cargo Compartment Air Conditioning Units

2 0* *Repair as soon as practical. Ensure that an acceptable pressure and temperature can be maintained with operable systems.

Coordinate with the senior medical AECM when patients are carried. Passengers and patients will be briefed on the possibility that discomfort maybe encountered.

*Air conditioning and pressurization are not required for low-level missions if a reasonable temperature can be maintained.

Flight Deck Auxiliary Vent Valve

1 1

Cargo Compartment Auxiliary Vent Valve

1 0

Flight Deck/Cargo Compartment Temperature Control System

2 2* *Automatic or manual system may be inoperative if the other is operable.

Under Floor Heat System 1 0* *Mission dictates requirement.

Cabin Pressure Controller 1 1* *Automatic controller may be inoperative for pressurized flight provided the manual controller is operative. May be inoperative for unpressurized flight.

Cabin Altimeter 1 1* *May be inoperative for unpressurized flight.

Cabin Differential Pressure Indicator

1 1* *May be inoperative for unpressurized flight.

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Table 4.6 Doors and Ramp Systems.

Remarks/Limitations/Exceptions

Ramp Locking System 1 0* Warning light, latching mechanisms, and locking system will be operative for pressurized flight. Aircraft will not be released for flight with a malfunctioning ramp lock system, with cargo on the ramp.

Aircraft may continue to destination if ramp locks malfunction in-flight. Cargo ramp will not be operated inflight with cargo on the ramp, with malfunctioning locks. Repair lock malfunction or remove cargo from ramp prior to continuing flight operations. Do not pressurize the airplane if the ramp locks fail to lock.

*Mission may continue. Unpressurized flight, with no cargo on the ramp, maybe performed with a cargo ramp lock malfunction when mission requirements dictate.

Aft Cargo Door Locking System

1 0* *Mission may continue. Pressurized flight may be performed with a aft cargo door lock malfunction when mission requirements dictate.

Crew Entrance Door and Warning Light

1 1

Table 4.7 Hydraulics

Remarks/Limitations/Exceptions

Engine-driven Hydraulic Pumps

4 4

Utility/Booster System Engine Pump Pressure Warning Lights

4 4

Utility System Hydraulic Pressure Indicator

1 1

Booster System Hydraulic Pressure Indicator

1 1

Hydraulic Suction Boost Pumps

2 2

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Auxiliary Hydraulic Pump 1 1

Auxiliary Hydraulic Pressure Indicator

1 1 Direct reading gauge in cargo compartment may be inoperative

Rudder Boost Pressure Indicators

2 1

Table 4.8 Landing Gear

Remarks/Limitations/Exceptions

Landing Gear System 1 1* *Shall be repaired at next repair capable facility.

In the event of an actual or suspected landing gear malfunction, the gear will not be moved from the down and locked position. If landing gear has been tied down IAW Flight

Manual emergency procedures, no further flights are authorized until repair is made or inspected by authorized maintenance personnel.

Flight (including enroute stops) with landing gear doors removed may be accomplished to a destination with repair capability.

Landing Gear Position Indicators

3 0* *Shall be repaired at next repair capable facility. Gear will not be moved from the down and locked position.

Landing Gear Warning Light

1 0* *Shall be repaired at next repair capable facility. Gear will not be moved from the down and locked position.

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Table 4.9 Brake/Anti-Skid Systems.

Remarks/Limitations/Exceptions Wheel Brakes 4 4

Parking Brake 1 1

Anti-Skid 1 0* *Shall be repaired at next repair capable facility. Maximum effort landings with antiskid inoperative are not authorized. A local training flight may continue if the antiskid fails provided the system is turned off. Multiple landings or formation landings will not be accomplished.

Table 4.10 Fuel System.

Remarks/Limitations/Exceptions Main Tank Fuel Pumps 4 4* *On aircraft with dump mast shutoff valve switches, one main tank fuel boost pump may be inoperative for one-time flight to a repair capable facility, provided the respective fuel dump pump is operational.

Main Tank Dump Pumps

4 4

Auxiliary Tank Fuel Pumps (per tank)

1 0* *Mission dictates requirement. Auxiliary tank fuel pumps will be operational for any tank containing fuel.

External Tank Fuel Pumps (per tank)

2 0* *Mission dictates requirement. 1 pump will be operational for any tank containing fuel.

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Main Fuel Quantity Indicators

(SeeNOTE1)

4 3*/2** *One main fuel tank indicator may be inoperative provided:

Both the tank with the inoperative indicator and its symmetrical tank quantity are verified by use of a fuel tank dip stick. Reference

Fuel Quantity Conversion Data chart in the fuel servicing job guide for applicable fuel type with foam.

At enroute stops when engines are shut down, the tank with the inoperative indicator and the symmetrically opposite tank will be dip checked.

Crossfeed operation will begin when the symmetrically opposite quantity indicator has decreased to 1,500 lbs (inboards) and

2,500 lbs (outboards).

Engine out training using the engine corresponding to the inoperative indicator or its symmetrical opposite will not be conducted during tank to engine operation.

Flights consisting of multiple stops when the mission profile does not allow dipping of tanks (i.e.,EROs, local trainers) will terminate with a minimum of 8,000lbs calculated main tank fuel.

**Local training flights maybe conducted with two inoperative main tank indicators provided:

Inoperative indicators are asymmetrical.

Main tanks fuel quantity is visually verified using the fuel tank dip stick. Reference Fuel

Quantity Conversion Data chart in the fuel servicing job guide for applicable fuel type with foam.

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Table 4.11 Flight Recorder/Locating Systems.

Remarks/Limitations/Exceptions

Flight Data Recorder

(FDR)

1 1* *0 for local training and if the FDR is inop but the CVR is operational, flight is authorized to next repair capable base.

Cockpit Voice Recorder

(CVR)

1 1* *0 for local training and if the CVR is inop but the FDR is operational, flight is authorized to next repair capable base.

Emergency Locator Transmitter

1 1* *0 required for local training flights. Shall be repaired at the next repair capable facility.

Underwater Acoustical Locator Beacon

Table 4.12 Fire Protection/Warning Systems.

Remarks/Limitations/Exceptions

Fire Extinguisher System 2 2

Engine Fire and Turbine Overheat Warning Systems

4 4

Nacelle Overheat Warning System

4 4

GTC/APU Fire Warning System

Table 4.13 Flight Instruments

Remarks/Limitations/Exceptions

Airspeed Indicator 2 2

Vertical Velocity Indicator (VVI) or Vertical Speed Indicator (VSI)

2 1* *Flights in RVSM airspace require 2.

Attitude Director Indicator

(ADI)

2 2* *One turn needle may be inop, provided no other malfunction exists on either ADI.

Horizontal Situation Indicators (HSI)

2 2

BDHI 4 2* *0 for local training only. When required, at least 1 pilot BDHI must be operational.

Barometric Altimeters 3 2* *Both pilots’ altimeters must be operational.

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Radar Altimeter (pilot‘s indicator)

1 0* *Mission dictates requirement.

Ground Collision Avoidance System (GCAS) (if equipped)

1 0* *Shall be repaired at the next repair capable facility.

Traffic Collision and Avoidance System (TCAS) (if equipped)

1 0* *Shall be repaired at the next repair capable facility.

Table 4.14 Navigation Systems.

Remarks/Limitations/Exceptions

Standby Magnetic Compass 1 1

Heading Systems 2 1* *See 4.2.2.

VOR/ILS 2 1

ADF 2 0* *Mission dictates requirement.

TACAN 2 1

Radar 1 0* *Mission dictates requirement. Will be operational if thunderstorms or hazardous conditions that can be detected by airborne radar are forecast or exist along route of flight.

4.2 Navigation Systems

4.2.1 SCNS aircraft. Fully operational SCNS, to include at least two IDCUs.

4.2.2 Compass systems. When two systems are installed, both will be operational for flights planned or forecast to be IMC or night. If one system fails, refer to the flight manual to determine what other equipment is affected.

Table 4.15 Aircraft Exterior/Interior Lighting.

Item/System Installed Required Remarks/Limitations/Exceptions

Landing Lights 2 2* *For local training, one may be inoperative provided the wheel well taxi light on same side is operational.

Wheel well Taxi Lights 2 2* *For local training, one may be inoperative provided the landing light on the same side is operational.

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Wingtip Taxi Lights 2 2 *0 for local training only

Formation Lights 9 0* Mission dictates requirement. Two lights per wing will be operational for night formation flights.

Navigation Lights 6 3* *For night operations, the left and right wingtip Navigation lights must be operational in addition to one of the white lights on the tail cone.

Anti-Collision/Strobe Lights 2 1* *Shall be repaired at next repair capable facility.

Wing Leading Edge Lights 2 2 *0 for local training

Primary Instrument Cockpit Lighting

1 1* *0 for local training; mission dictates requirement. All edge "peanut" lighting or backlit lighting (depending on aircraft model) will be operational for night operations for the following instruments: airspeed, altimeters, VVI/VSI, ADI, and HSI.

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Chapter 5. OPERATIONAL PROCEDURES

5.1 Checklists. A checklist is not complete until all items have been accomplished.

Momentary pauses for coordination items, ATC interruptions and deviations specified in the flight manual, etc., are authorized. Notes amplifying checklist procedures or limitations may be added to the checklists in pencil. Currency of notes is a crew member’s responsibility.

5.2 Flight Crew Information File (FCIF). Crew members will review FCIFs and Squadron

Read Files before all missions or ground aircrew duties and record the review using

Go/No-go procedures.

5.3 Duty Station. Both pilots and the flight engineer shall be in their seats during flight. One of the pilots may be out of their seat for brief periods to meet physiological needs. With both pilots in their seats, PICs may authorize rest periods for one pilot occupying a primary duty station during non-critical phases of flight (the other pilot will be awake and alert).

Only one pilot, or the flight engineer, may be absent from their duty station at a time.

Notify the PIC prior to departing assigned primary duty station.

5.4 Flight Station Entry. PICs may authorize passengers, observers and ACMs access to the flight station during non-critical phases of flight. The total number of persons permitted is limited to the number of seats with operable seat belts and oxygen. In all cases, sufficient oxygen sources must be available to meet the requirements of AAFR 0-15-1.

5.5 Takeoff and Landing Policy. After evaluating all conditions, the PIC will determine who accomplishes the takeoff and landing. An AC, IP, or EP is qualified for either seat.

5.5.1 The PIC should accomplish the approach and landing during:

5.5.1.1 Actual emergency conditions unless specific conditions dictate otherwise.

5.5.1.2 Non-standard airfield operations (unless needed for an upgrade program).

5.6 Landing Gear and Flap Operating Policy. The pilot flying (PF) will verbally command configuration changes. The pilot not flying (PNF) will verify appropriate airspeed and configuration prior to repeating the gear or flap actuation command. The PNF will then execute the flap configuration changes. The copilot will execute gear configuration changes.

5.7 Aircrew Restraint Devices. Comply with guidance below and the guidance in AAFR 0-

15-1.

5.7.1 Crew members. All crew members will have seat belts fastened during all phases of flight and shoulder harnesses fastened during taxi, takeoff and landing unless crew duties dictate otherwise. Crew members actively performing instructor or flight examiner duties are exempt from seat belt requirements if not occupying a primary crew position; however, they will have a seat available with an operable seat belt.

23 AAFR 0-15C-130 18 JUN 2016

5.7.2 Passengers. All occupants will have a designated seat with a seat belt. Seat belts, and shoulder harnesses when available, must be utilized during taxi, takeoff and landing, and when directed by the PIC or designated representative.

5.7.3 Medical Patients. Actual or simulated patients will remain secured on litters for takeoff and landing

5.8 Advisory Calls. Pilots will announce their intentions when flying departures, arrivals, approaches, and when circumstances require deviating from normal procedures. At a minimum, the PF will announce the use of the autopilot modes, conflicting air traffic, approach minimums, and landing intentions.

5.8.1 Takeoff. State “GO” at refusal speed or takeoff speed,whichever is slower. Any crew member noting a safety of flight malfunction before hearing “GO” will state

“REJECT” and a brief description of the malfunction (e.g., “Reject, number two engine flameout”).

5.8.2 Deviations:

5.8.2.1 The PNF will inform the PF when heading or airspeed deviations are observed, or when the altitude is more than 100 feet from the desired, and no attempt is being made to correct the deviation.

5.8.2.2 Any crew member observing a deviation of 200 feet altitude or 10 knots in airspeed, or a potential terrain or obstruction problem, will immediately notify the PF. Deviations from prescribed procedures for the approach being flown will also be announced.

5.8.3 Advisory calls: Refer to Table 5.1 through Table 5.4 for a listing of mandatory advisory calls, responses, and aircrew actions.

Table 5.1 Climb Out.

Climb Out PM Call PF Response

Transition Altitude Transition Altitude, 29.92, Set Transition Altitude, 29.92, Set

1000‘ below assigned altitude (Altitude Passing) for

(Altitude Assigned)

(Altitude Passing) for

(Altitude Assigned)

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Table 5.2 Descent

Descent PM Call PF Response

Transition Level Transition Level, (local altimeter), Set

Transition Level, (local altimeter), Set

1000’ above assigned altitude (Altitude Passing) for(Altitude

Assigned)

(Altitude Passing) for(Altitude

Assigned)

Table 5.3 Non-Precision Approaches.

Non-precision Approaches PM Call PF Response

100‘ above Final Approach Fix (FAF)

Altitude 100 above

100‘ above step down altitude 100 above

100‘ above Minimum Descent

Altitude (MDA) Approaching Minimums Acknowledge

At MDA Minimums

Runway environment in sight and will remain in sight Runway in Sight Landing or Going Around

Missed Approach Point (MAP) Missed Approach Point

Landing or Going Around

Table 5.4 Precision Approaches.

Precision Approaches PM Call PF Response

100’ above glide slope intercept altitude 100 Above

100’ above Decision Height (DH)/

Decision Altitude (DA) Approaching Minimums Acknowledge

At DH/DA Minimums

Runway environment in sight and will remain in sight Runway in Sight Landing or Going Around

Approach lights and/or runway environment not in sight Go-around Going Around

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5.9 Communications Policy. Crew members are expected to maintain a high degree of cockpit professionalism and crew coordination at all times.

5.9.1 Limit conversation during taxi, takeoff, approach, landing and flight below 10,000 ft MSL (except cruise).

5.9.2 All crew members will monitor interphone during critical phases of flight. Crew members will advise the PIC prior to checking off interphone. Interphone discussions will not override radio communications unless required for safety of flight. If able, all crew members will monitor the primary radio to ensure they are not blocking incoming radio calls. Inter-cockpit checklist completion communication rarely requires priority over external radio communication.

5.9.3 The PF will announce their intentions before departures, arrivals, approaches, and landings.

5.9.4 The PNF normally makes all radio calls.

5.9.5 In terminal areas the pilot and copilot will monitor the primary radio unless directed otherwise. One designated crew member will monitor C2 frequencies (if applicable).

5.9.6 The pilot operating the command radios will inform the crew when the primary radio is changed.

5.9.7 Both pilots will monitor UHF/VHF guard frequency regardless of primary radio.

5.10 Traffic Collision Avoidance System (TCAS). It is imperative to follow resolution advisories (RAs) to obtain aircraft separation computed by TCAS. Failure to follow the computed RA may increase the probability of a midair collision. Pilots who deviate from an ATC clearance in response to an RA shall notify ATC of the deviation as soon as practical and promptly return to the ATC clearance when the traffic conflict is resolved or obtain a new clearance.

5.11 Radar Altimeter.

5.11.1 Any crewmember detecting the illumination of the radar altimeter Low Altitude

Warning Light will immediately notify the PF. Terrain clearance and aircraft position must be verified.

5.11.2 Before departure, set the radar altimeter for emergency return.

5.11.3 If onboard, the third pilot and pilot will use the same radar altimeter setting unless briefed otherwise.

26 AAFR 0-15C-130 18 JUN 2016

5.11.4 Set the radar altimeter to the Height Above Threshold/Height Above Airport

(HAT/HAA) during instrument approaches.

5.12 Runway, Taxiway, and Airfield Requirements.

5.12.1 Minimum Runway and Taxiway Requirements. Minimum runway length for takeoff is 3,000 feet or Critical Field Length (Minimum Field Length for Maximum

Effort Take-off for max effort operations), whichever is greater. Minimum runway width is 80 feet (60 feet for max effort). Minimum runway for normal landing is

Landing Distance (Ground roll plus 500 ft for max effort). Compute landing performance with two engines in reverse and two engines in ground idle.

5.12.2 Runway Length for Intersection Takeoffs. Pilots may accomplish intersection takeoffs provided the operating environment provides a safe takeoff and departure.

Calculate takeoff performance based on the runway remaining from the point at which the takeoff is initiated.

5.12.3 Arresting Cables. Do not land on (touchdown on) or takeoff over arresting cables.

Runway distance between arresting cables located on or above the runway surface must meet the requirements stated in 5.12.1 for takeoff and/or landing.

5.13 Runway Condition Report (RCR) Limitations. When RCR is not available, the PIC will refer to the flight manual for standard ICAO conversions based on general runway condition; be conservative when dealing with unknown conditions (e.g., forward operating bases (FOBs), unpaved runways). Normally, RCR values are not reported for taxiways and ramps. During periods of reported low RCR, the taxiways and ramps may have an even lower RCR than reported for the runway. The runway surface should be considered wet when water on the runway causes a reflective glare.

5.13.1 RCR and Runway Surface Covering (RSC). The performance charts used to determine braking action are based on concrete runways. The RCR values for the following runway surfaces in Table 5.5 are estimates based on operational experience and should be used only as a guide.

Table 5.5 RCR Values.

TYPE SURFACE RCR (DRY) RCR (WET)

Asphalt 23 12

Aluminum Matting 20 10

M8A1/With Anti-Skid 20 8

Clay 16 5

Crushed Rock 16 5

Sand 16 5

M8A1/Without Anti-Skid 13 3

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5.13.2 Limit C-130 operations into and out of slush or water covered runways to a covering of one inch. This number is based on performance charts where an RSC of 10 is equal to one inch of slush or water. Performance data where more than one inch of slush or water is present may not be accurate.

5.14 Wind Limitations. All maximum effort operations must fall in the recommended area of the crosswind charts (corrected for RCR).

5.15 Aircraft Taxi.

5.15.1 Taxi Obstruction Clearance Criteria. Do not taxi an aircraft within 25 feet of obstructions without wing walkers monitoring the clearance between aircraft and obstruction. With wing walkers, avoid taxi obstructions by at least 10 feet. During night taxi operations marshallers will have an illuminated wand in each hand.

EXCEPTION: Aircraft may taxi without marshallers/wing walkers at home station along fixed taxi lines which have been measured to ensure a minimum of 10 feet clearance from any obstruction.

5.15.2 Taxi Interval. Maintain a minimum of 150 feet spacing between aircraft. When taxiing on ice or snow covered taxiways, maintain a minimum of 300 feet behind other aircraft, and reduce taxi speed as much as possible.

5.15.3 Use of Radios. Operators shall obtain engine start approval from ground control, ramp control, or tower, in accordance with local procedures. Monitor the applicable radio frequency (ground, ramp, or tower) during ground operations with engines running to ensure prompt emergency response if needed.

5.15.4 Engine Run-up. Aircrews should be particularly aware of other aircraft when accomplishing an engine run-up. Orient the aircraft so the propeller wash does not pose a safety hazard to personnel, buildings, pavement, stands, vehicles, and other aircraft, particularly those taxiing, taking off, or landing.

5.15.5 Taxi Speed. Aircraft will taxi at a speed in congested areas that will accommodate wing walkers. Aircraft will taxi on all other areas of the airfield at a speed suitable to taxiway and ramp conditions.

5.15.6 Reverse Taxi. The PIC shall coordinate reverse taxi directions and signals with the loadmaster and marshaller (when available). Before reverse taxiing, the loadmaster shall:

5.15.6.1 Secure all cargo and ensure all passengers are seated.

5.15.6.2 Open the aft cargo door and lower the ramp to approximately 12-inches above horizontal.

28 AAFR 0-15C-130 18 JUN 2016

5.15.6.3 Position themselves on the aircraft ramp to direct reverse taxi and report any hazards.

5.15.6.4 Provide timely interphone instructions on turns, distance remaining, conditions of the maneuvering area, and stopping point.

5.15.7 Do not taxi or stop within 25 feet from an obstruction even if using a wing walker.

5.15.8 During night reverse taxi operations the PIC and loadmaster will ensure the taxi area is sufficiently lighted.

CAUTION: Propeller wash during ground operations is capable of causing extensive damage to other aircraft, flight line equipment, and airport facilities.

5.15.9 After landing and clearing the runway, and with approval of the PIC, the loadmaster may open the aft cargo door and lower the ramp to approximately 12 inches above horizontal to prepare for cargo off/on load provided equipment, cargo, and passengers remain secure in the cargo compartment.

5.16 Foreign Object Debris (FOD) Avoidance. Aircrew will make every effort to minimize the potential for engine FOD. Aircrews will:

5.16.1 Not approach an operating engine.

5.16.2 Carefully review airfield layout paying particular attention to taxi routes, turn requirements, and areas for potential FOD.

5.16.3 Minimize power settings during all taxi operations.

5.16.4 Use low speed ground idle whenever possible.

5.16.5 Where possible, avoid 180° turns. If it becomes necessary to accomplish a 180° turn on a narrow runway, the turn should be accomplished at an intersection of a taxiway or at a designated turn around pad.

5.16.6 Where possible, avoid taxi operations that position an engine over an unprepared or un-swept surface. If unavoidable, leave the engine in idle (to the maximum extent possible) until the engine is over a prepared surface.

5.17 Fuel Jettison Procedures. Aircrews should consider burning down fuel versus jettison, unless safety of flight dictates an immediate jettison (as determined by the PIC). Except in the case of an emergency, before jettisoning fuel, notify the appropriate ATC or flight service facility of intentions, altitude, and location. If available, the PIC will use designated jettison areas, except when safety of flight would be compromised.

5.18 Functional Check Flights (FCFs), Acceptance Check Flights (ACFs) and Operational

Check Flights (OCFs). FCFs, ACFs, and OCFs will be accomplished IAW T.O. 1-1-300, Functional Check Flights and Maintenance Operational Checks,T.O. 1C-130E(H)-6CF-1, Acceptance and/or Functional Check Procedures Manual. Crews should only perform

29 AAFR 0-15C-130 18 JUN 2016

tasks or functions contained in specific technical order guidance. If requested to perform a non-standard function, PICs should contact their Operations Group Commander to see if an

FCF applies.

5.18.1 FCF Restrictions. See T.O. 1-1-300.

5.18.2 The Operations Group Commander may authorize temporary waivers to FCF procedures for aircrew qualification when operationally necessary.

5.18.3 The Operations Group Commander is responsible for the wing FCF program. The

Operations Group Commander may authorize a partial FCF to check only those systems disturbed by maintenance, an inspection or a modification.

5.18.4 Conduct check flights within the designated check flight airspace of the base from which the flight was launched except when the flight must be conducted under specific conditions, not compatible with local conditions and area restrictions.

5.18.5 The decision to approve a combined FCF and ferry flight is the responsibility of the

Wing Commander.

5.18.6 Squadron Commanders should certify highly experienced instructors as FCF crew members. The Squadron Commander will determine FCF crew complement after a thorough ORM assessment for each specific FCF flight.

5.18.7 Conduct FCFs in day light,VMC. Operations Group Commanders may authorize a flight under a combination of VMC and IMC. Begin the flight in VMC. If the aircraft and all systems are operating properly, the crew may proceed IFR through cloud cover to VFR on Top for the altitude phase of the flight.

5.18.8 If a malfunction occurs during an FCF,the Maintenance Group Commander may subsequently release the aircraft for flight providing the malfunction is not related to the condition generating the FCF, and the original condition operationally checked good.

5.18.9 Only FCF crews shall perform high-speed taxi checks. Perform checks IAW the flight manual and maintenance technical orders. Prepare the aircraft with minimum fuel necessary to accomplish the check to limit brake/tire wear, (ensure fuel on board will permit a safe return to base should the aircraft unexpectedly become airborne) and turn on the anti-skid system. The FE will calculate takeoff data for the highest speed planned and ensure runway available allows sufficient stopping distance for existing conditions without exceeding normal brake energy limits.

5.18.9.1 High speed taxi checks may be utilized instead of FCF’s with squadron commander authorization, when a maintenance ground operational check requires aircraft movement at higher than normal taxi speeds to operational check completed maintenance. If this option is exercised, process aircraft forms through Quality Assurance using FCF procedures.

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5.18.9.2 Perform high speed taxi checks with qualified FCF aircrew.

5.18.10 FCF Aircraft forms documentation. See TO 00-20-1.

5.18.11 Procedures: When the requirement for a Functional Check Flight (FCF) becomes known, the responsible maintenance section will notify the Quality Assurance

Office.

5.18.11.1 Quality Assurance (QA) will:

5.18.11.1.1 Notify Plans and Scheduling (P&S) of the FCF requirement and 373rd

Stan Eval.

5.18.11.1.2 Review the aircraft forms, identify all items requiring FCF and prepare an FCF checklist, (T.O. 1C-130B-6CL-1 may be used, lining out non-applicable items). The checklist cover sheet will identify the tail number, date and reason for FCF.

5.18.11.1.3 Notify the 373rd Stan Eval office and provide the aircraft 781A’s and the checklist for previewing. Following forms review and validation of FCF requirements, QA will request a briefing with the designated

FCF crew members.

5.18.11.1.4 Conduct a pre-flight briefing for the FCF crew. A locally developed briefing guide will be used to conduct the briefing. The updated weight and balance “Chart C” and aircraft forms will be available to the FCF crew at the briefing. The FCF aircrew (P and FE minimum), QA representative, and maintenance personnel responsible for the FCF condition will attend the preflight FCF briefing to answer any questions.

5.18.11.1.5 Validate crew members against the “Letter of Certification” at the FCF pre-flight briefing.

5.18.11.1.6 Conduct post flight debrief with the aircrew, validate accomplishment of all requirements, review the forms ensuring correct entries, notify

P&S on aircraft status (i.e. released or not released for flight). A copy of the 781A with the closed out FCF write-up and the FCF checklist will be given to P&S and the aircraft forms will be released to the

Crew Chief at this time.

5.18.11.2 Plans and Scheduling will:

5.18.11.2.1 Schedule the aircraft and as soon as possible for FCF.

5.18.11.2.2 Coordinate with 373rd current operations to establish the time for the

FCF.

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5.18.11.2.3 Submit request to 373 FWS schedulers to schedule a qualified FCF aircrew to fly the mission. The aircraft will be configured to ensure any necessary systems are accessible. The mission will be flown without cargo or non-essential passengers.

5.18.11.3 FCF qualified Flight Engineers will, when preparing for an ACF/FCF/OCF mission, ensure they have current copies of T.O. 1C-130E(H)-6CF-1, 1C-

130E(H)-6CL-1 and T.O. 1-1-300 before reporting for a(n) ACF/FCF/OCF mission. The 373rd Flight Engineer section will maintain a copy of 1C-

130E(H)-6CF-1 and 1C-130E(H)-6CL-1 to be used for flights.

5.18.11.4 The 373rd Stan Eval Chief will:

5.18.11.4.1 Maintain and monitor this program.

5.18.12 ACF/FCF Certification:

5.18.12.1 All ACF/FCF candidates will be designated by the SQ/CC.

5.18.12.2 All ACF/FCF certified Pilot and Flight Engineer candidates will be highly experienced instructors or evaluators.

5.18.12.3 Navigators and Loadmasters performing ACF/FCF flights will be highly experienced in their respective crew positions, review applicable tech orders and be thoroughly briefed during pre-mission planning on the profiles and their individual responsibilities for safe mission accomplishment of the

ACF/FCF by the Aircraft Commander.

5.18.12.4 All ACF/FCF aircrew candidates will complete the…