FOREST SERVICE HANDBOOK OGDEN, UTAH FSH 5709.16 - IN-SERVICE FLIGHT OPERATIONS HANDBOOK Region 4 Supplement No. 5709.16-94-1 Effective October 24, 1994 POSTING NOTICE: Supplements to this title are numbered consecutively by title and calendar year. Post by document name. Remove entire document and replace with this supplement. Retain this transmittal as the first page of this document. The last supplement to this Handbook was Supplement No. 10 to chapters 20 and 30. Superceded New Document Name (Number of Pages) 31.02 Thru 32.32--12 14 5709.16,30 18 5709.16,32.3,Ex. 03 1 Digest: 31.03 - 32.3 - Removes references to Beech 99 aircraft and replaces DC3 direction with DC-3TP. DALE N. BOSWORTH Regional Forester FSH 5709.16 - IN-SERVICE FLIGHT OPERATIONS HANDBOOK R4 SUPPLEMENT 5709.16-94-1 EFFECTIVE 10/24/94 CHAPTER 30 - OPERATIONS 31.03 - Policy. 1. Do not carry passengers during emergency procedures, simulated instrument flight (hood), check rides, or any training that involves deviations from normal flight procedures. Charge any additional flight time accrued to the pilot proficiency management code. Supervisory pilots are authorized to schedule training on flights with excessive ferry time if the flight offers an opportunity for needed pilot proficiency or currency. Charge pilot proficiency funds for the ferry/training portion of these flights. 2. All pilots operating Visual Flight Rules (VFR) into uncontrolled airports shall enter an appropriate downwind-leg after either visually or by radio communications determined existing wind, field, and traffic conditions. Specialized approach and departure patterns may be necessary, however, because of terrain considerations at backcountry airports. Do not execute straight-in approaches even if accompanied by radio communications. Always observe established traffic pattern rules (when these rules are known). Pilots shall not make pattern entry or departure turns contrary to the prevailing traffic flow (for example, no "right turn out" when a left-hand pattern is prescribed). 30.05 - Definitions. Baggage. Anything normally "carried on" by any passenger, such as personal luggage and items related to the purpose for which travel is being performed (for example, snow skis or saddles needed by Recreation or Range personnel in the performance of their duties and the tools normally carried by firefighting crews). Cargo. Loose items such as crates, boxes, bags, bales, barrels, and gas cylinders (either empty or with contents). Anything transported on the aircraft that does not fit the category of baggage. 31.21b - Specific Loading Manifests. 1. Douglas DC-3TP. The specific loading manifest is shown in 32.3, exhibit 03. 2. De Havilland DHC-6. Twin Otter load manifests are shown in exhibit 01, form R4-5700-3, Weight and Balance Twin Otter (Passenger) and exhibit 02, form R4-5700-4, Weight and Balance Twin Otter (Cargo). 3. Helicopters. Complete form FS-5700-17, Helicopter Load Calculation, for all flights in accordance with instructions on the form pad cover (see FSH 5709.12, sec. 41.25). 31.21b - Exhibit 01 USDA - Forest Service R4-5700-3 (10/94) WEIGHT AND BALANCE TWIN OTTER (Ref. FSH 5709.16,30) N141Z or N143Z FLIGHT No. _________ AIRCRAFT LOADING SCHEDULE (Passengers) From To Config. No. from lst. LEG MOMENT/ 2nd LEG MOMENT/ Config Chart WEIGHT 1000 WEIGHT 1000 ( ) Aircraft Basic Operating Weight and Arm (from confir. chart) Pilot Seats (Arm 95.0) Passengers, Row 1 (Arm 135.0) Passengers, Row 2 (Arm 165.0) Passengers, Row 3 (Arm 195.0) Passengers, Row 4 (Arm 225.0) Passengers, Row 5 (Arm 254.0) Passengers, Row 6 (Arm 281.0) Passengers, Row 7 (Arm 320.0) Fwd. Baggage (max 285 lbs.) (Arm 25.0) Aft. Baggage (max comb. 500 lbs.) (Arm 354.0) Rear Baggage (max 150 lbs.) (Arm 391.0) Subtotal before fuel Fuel in fwd. tank (max 1244 lbs.) (Arm 162.0) Fuel in aft. tank (max 1360 lbs.) (Arm 240.0) Gross weight at engine start Fuel consumed run up and taxi Gross weight for takeoff (12,500 lbs. max) Center of Gravity OR % of MAC (203.84 - 216.32) (20% - 36% MAC) Fuel consumed during flight Landing Weight (12,300 lbs. max) Landing Center of Gravity OR % of MAC P.- Da- I.- te: C. Signature 31.21b - Exhibit 01--Continued SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 31.21b - EXHIBIT 01. (Balance Diagram) 31.21b - Exhibit 01--Continued SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 31.21b - EXHIBIT 01. (Cargo Compartment and Standard Seating, 20 Passengers) 31.21b - Exhibit 02 USDA - Forest Service R4-5700-4 (10/94) WEIGHT AND BALANCE TWIN OTTER (Ref. FSH 5709.16,30) N141Z or N143Z FLIGHT No. _________ AIRCRAFT LOADING SCHEDULE (Passengers) From To Config. No. from lst. LEG MOMENT/ 2nd LEG MOMENT/ Config Chart WEIGHT 1000 WEIGHT 1000 ( ) Aircraft Basic Operating Weight and Arm (from confir. chart) Pilot Seats (Arm 95.0) Fwd. Baggage Compt. (max 285 lbs.) (Arm 25.0) Aft. Baggage Compt. (max comb. 500 lbs.) (Arm 354.0) Rear Baggage Shelf (max 150 lbs.) (Arm 391.0) Cargo Compt. A (Arm 125.0) Cargo Compt. B (Arm 150.0) Cargo Compt. C (Arm 175.0) Cargo Compt. D (Arm 200.0) Cargo Compt. E (Arm 225.0) Cargo Compt. F (Arm 250.0) Cargo Compt. G (Arm 275.0) Cargo Compt. H (Arm 300.0) Passenger Row 7 (Arm 320.0) Subtotal before fuel Fuel in fwd. tank (max 1244 lbs.) (Arm 162.0) Fuel in aft. tank (max 1360 lbs.) (Arm 240.0) Gross weight at engine start (12,500 lbs. max) Fuel consumed run up and taxi Gross weight for takeoff (12,500 lbs. max) Center of Gravity OR % of MAC (203.84 - 216.32) (20% - 36% MAC) Fuel consumed during flight Landing Weight (12,300 lbs. max) Landing Center of Gravity OR % of MAC P.- Da- I.- te: C. Signature 31.21b - Exhibit 02--Continued SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 31.21b - EXHIBIT 02. (Balance Diagram) 31.21b - Exhibit 02--Continued SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 31.21b - EXHIBIT 02. (Floor Loading and Tie-Down Locations (Sheet 1)) 31.22 - Passenger Loading and Briefing. Seat a passenger in the co-pilot seat when it is necessary to effectively utilize the airplane (for example, five passengers in a Baron). The pilot has the option to allow a passenger to occupy the co-pilot seat at other times. Include with the required passenger briefing any expectations the pilot may have regarding the behavior of a passenger occupying the co-pilot seat (particularly Federal Aviation Regulations 135.100). 31.26 - Stowing and Securing of Baggage or Cargo. See section 30.05 for definitions of baggage and cargo. 1. The pilot-in-command must determine that all baggage and cargo are appropriately and adequately secured before any flight. The following considerations apply when passengers, and baggage or cargo occupy the plane: a. Passengers and Baggage. All R-4 fleet aircraft have adequate provisions to store personal luggage (restraint nets or separate compartments). Unconventional or outsize items of baggage may require additional measures to secure. No baggage may be carried unless it can be adequately stowed or secured so as not to constitute a hazard to any passenger. b. Passengers and Cargo. Transport passengers and cargo at the same time only when the requirements of a particular mission clearly indicate necessity. For example, situations where the passengers are needed to monitor the condition of cargo while in flight, or to assist with its loading/unloading or disposition (fire camp or jet fuel resupply runs into the backcountry). Do not manifest passengers and cargo on the same flight solely for economic reasons. When passengers and cargo are carried simultaneously, cargo must be carried ahead of passengers except when using DC-3TP, DHC-6, or Helicopters as described in paragraph 2. below. c. Hazardous Cargo. No passengers may be carried on a "cargo-only" flight with material identified as hazardous by Title 49, Code of Federal Regulations, Part 175 (49 CFR Part 175) unless specifically authorized by that regulation, or in accordance with grant of exemption. d. Cargo-Only Flights. The pilot-in-command may decide on placement and security of items, provided that permissible floor loading, aircraft center of gravity, and required "G" restraint factors (primarily 9 "G's" forward) are observed. 2. Region 4 operates several aircraft types not commonly used throughout the National system. Each of these types has its own provisions for stowing/securing of baggage and/or cargo. Special considerations regarding stowing and restraint for each of the three types are outlined below: a. DC-3TP. (1) Passengers and Cargo. Seat passengers behind all cargo except those items adequately stowed within the specially fabricated net in "G" compartment, or in "H" compartment with the door closed. (2) Passengers and Baggage. (a) The only authorized stowage areas for personal baggage are "C", "G" (within the restraint net), and "H" compartments, except for deviations specifically identified under (b) and (c) below. (b) Small items of personal baggage (PG bags, knapsacks, briefcases) may be stowed under side-facing or forward-facing passenger seats. (c) When the volume of personal baggage exceeds the space provided by the normal stowage areas identified in (a) above, baggage may be stowed along one side of the cabin in the forward end of "D" compartment provided it can be adequately strapped down to prevent movement. (This is frequently the situation, for example, when fire crews are being transported.) (d) Edged tools that are not boxed shall only be carried in "H" compartment, and the door must be closed while in flight. (3) Smokejumper/Paracargo Operations. Use special restraint techniques and devices that have been developed to restrain paracargo during all takeoffs and landings and, to the extent possible, while in flight. Items on board must remain under restraint while paracargo is being dropped. b. DHC-6. (1) Passengers and Cargo. Seat all passengers (other than the one who may occupy the co-pilot's seat) behind cargo, with the exception of cargo that may be in the rear baggage compartment. (2) Passengers and Baggage. Stow all baggage either in the nose compartment or in the aft baggage compartment, except small items of carry-on baggage (see (2) Passengers and Baggage for DC-3TP above). (3) Smokejumper/Paracargo Operations. See Smokejumper/ Paracargo Operations for DC-3TP. c. Helicopters. (1) Passenger and Equipment. Transport personnel and equipment in accordance with the Helicopter Operations Handbook, FSH 5709.12, section 43.1. (2) Cargo and External Loads. Transport cargo and external loads in accordance with the Helicopter Operations Handbook, FSH 5709.12, section 43.2. 32 - STANDARD OPERATIONAL PROCEDURES. No Forest Service pilot shall intentionally disable any installed warning or safety system or device unless necessary due to a malfunction of the system or in an emergency requiring deactivation of the system. (A landing gear warning horn temporary "silence" switch may be used when this feature is a built-in part of the warning system. 32.3 - Regional Supplements. The following DC-3TP performance standards and procedures are established to achieve the highest possible level of proficiency and provide safe operation of the aircraft. Do not intentionally exceed the aircraft limitations or conduct maneuvers that may jeopardize the safety of pilot or passengers at any time during flight. 1. Preflight Checklist. Follow the preflight visual inspection procedures established in the normal procedures section of the Douglas DC-3TP Airplane Flight Manual. Use Preflight and Before-Starting Checklists properly. 2. Taxiing Checklist. (Refer to Taxiing Checklist and exhibit 01). Complete the Before Taxi Checklist prior to taxiing as the airplane departs the parking area. Check wheel brakes during initial aircraft movement. When taxiing in congested or confined areas, however, the checklist may be completed later to allow both pilots' attention to required maneuvering. 3. Engine Run-Up Checklist. Give attention to the proper system operation or indication when completing checklist, before continuing to the next checklist item. 4. Before Takeoff Checklist. Complete all items on this checklist prior to taxiing onto the runway for takeoff. The crew's briefing must include all variable items that apply to takeoff, emergency, and departure procedure. Standard takeoff procedures need not be briefed. 5. Line-Up Checklist. Accomplish items on checklist once the aircraft is on the runway in the takeoff position. a. Normal Takeoff. Release the brakes and advance the throttles toward maximum power. As the aircraft accelerates, a slight change in direction may occur. Correct by using differential power and rudder application. Continue advancing the throttles to maximum power. After power has stabilized, check that instruments are within limits. Continue accelerating and takeoff at VR. CAUTION: Use brakes only when absolutely necessary to maintain directional control. b. Minimum Run Takeoff/Maximum Performance Takeoff. The techniques described here may be used when operating from fields where surface conditions such as very soft turf or rough terrain make normal takeoff procedures infeasible. Comply with the Before Takeoff and Lineup Procedure. Set flaps to 1/4 flap position, hold the brakes on and advance the power prior to release of brakes. As the aircraft accelerates, gradually release back pressure on control column. Allow the aircraft to takeoff and accelerate to minimum control speed immediately; when safely airborne, proceed with the climb checklist. WARNING: Liftoff can be made at speeds less than minimum control speed; therefore, power must be reduced on the operative engine to maintain directional control in the event of engine failure under these conditions. c. Obstacle Clearance. Use the minimum run takeoff procedure. Climb at V2 with maximum power and wing flaps set at 1/4 until the obstacle is cleared. Gear up immediately after rotation. When the obstacle is cleared, increase airspeed to V2 + 10 and retract the wing flaps. Increase airspeed to 120 knots, and reduce power to cruise climb setting. d. Crosswind Takeoff (ex. 02). Before takeoff, refer to the takeoff and landing crosswind chart and determine the crosswind component. In a crosswind condition, roll aileron into the wind and apply power as for a normal takeoff. Differential power may be necessary to maintain directional control. The tail should be raised as soon as rudder control becomes effective to lessen the possibility of the upwind wing rising before the downwind wing. As speed is increased, the amount of aileron displacement should be gradually reduced, but keep some control applied until ready to lift off. e. Engine Failure on Takeoff. If engine fails prior to V1 speed, takeoff must be aborted. If engine fails at or above V1 speed, continue to accelerate to V2 speed and continue takeoff. Maintain V2 speed until clearing any obstacle and reaching safe altitude. f. Rejected Takeoff. Reject takeoff if any serious malfunction occurs prior to V1 speed. The pilot performing the takeoff shall command "abort." Close throttles and apply brakes. Brake as required to maintain directional control and stop. The pilot not flying shall perform the following standard actions after a takeoff has been rejected: (1) Confirm malfunction with brief description. (2) Perform emergency actions commanded by the pilot performing the takeoff. g. Takeoff and Climb-out, using 1,281 SHP (100 percent torque and 1700 RPM). CAUTION: Do not exceed 100 percent torque or 825' celsius ITT. (1) Upon establishing a positive rate of climb, retract the landing gear. (2) Maintain takeoff power until reaching 500' above ground level. (3) At 500' AGL, allow airspeed to increase to 120/130 knots and establish normal climb power of 88 percent torque and 1425 RPM. (4) Maintain 120/130 knots airspeed until reaching cruising altitude. (5) Noise Abatement Climb. The DC-3TP is not generally considered a noise-sensitive aircraft. The normal takeoff and climb procedure minimizes noise pollution. h. Two-Engine Go-around. To perform a two-engine go-around from a landing approach: (1) Apply maximum allowable power and maintain V2 speed. (2) Position the flaps at 1/4 (provided 1/4 or more flaps were extended at time of decision to go-around). (3) When positive rate of climb has been established, retract landing gear. (4) Accelerate to best climb speed (95 knots); retract remaining flaps. 6. Cruise (refer to Cruise Checklist). Level off upon reaching cruising altitude and maintain the climb power setting until the desired cruising airspeed is attained. Set cruise torque and RPM. 7. Descent (refer to In-Range Checklist). The rate of descent is determined by altitude, distance from the field, terrain, and weight of the aircraft. The rate of descent should be held constant. 8. Before Landing (refer to Before Landing Checklist). 9. Landing. a. Normal Landing. Touch down main wheels first in a slight tail-low attitude. When the main wheels contact runway, check power off, relax back pressure, flaps up. As the aircraft decelerates, lower the tailwheel gently to the runway. Recommended sequence for maintaining directional control is rudder, differential power, and brakes only when needed. When landing at gross weights, touch down at less than 300 FPM rate of descent in a tail-high attitude. Assure that adequate braking action is available to provide directional control prior to unlocking the tailwheel. CAUTION: Do not unlock the tailwheel until the aircraft has decelerated to normal taxi speed. CAUTION: Limited landing gross weight on the basis of single-engine performance in the same manner that weight is limited for takeoff. At high temperature or elevations, adequate single-engine performance is assured only if the aircraft is operated in accordance with performance charts in the Airplane Flight Manual. Use extreme care when applying brakes immediately after touchdown, or at any time when there is considerable lift on the wings, to prevent skidding the tires and creating flat spots. b. Crosswind Landing (ex. 02). Make an approach using half flaps or less, and use a combination of crab into the wind and lowering of the upwind wing to keep in line with the runway during descent to landing. Maintain normal final approach airspeed if wind is constant. When wind is gusty, use speeds approximately 9 knots higher than normal. When the wheels contact the ground, ease the control column forward slightly, use minimum power on the downwind engine, and retract the wing flaps. Adjust the power of the upwind engine as necessary in order to maintain the directional course of the aircraft. Make a tail-high wheel landing with no flaps when winds in excess of 30 knots are encountered. Just prior to ground contact, any crab should be removed by positive movement of the rudder. c. Minimum Run Landing. The procedure for a minimum run landing is the same as for a normal power-on approach and landing, except for the following: Under most minimum run landing conditions, it is preferable to make a wheel landing rather than a 3-point landing. A wheel landing allows better control for immediate use of brakes and reverse to come to a quick stop. Retract the wing flaps immediately upon contact with the ground. This will prevent the aircraft from leaving the ground again, and makes the brakes more effective. d. Proficiency Minimum Run Landing. The traffic pattern for a proficiency minimum run landing should be approximately the same as for a normal landing. Full flaps should be lowered immediately after roll out on final, and maintain a constant rate of descent on final approach until over the existing or simulated obstruction. During favorable surface wind conditions, coordinate power and control to effect a wheel-type landing. Make touchdown in a slightly tail-low attitude with minimum power applied (no power is most desirable). Maintain the tail in the air, and retract flaps immediately after touchdown. Begin braking and reverse simultaneously with flap retraction. As the aircraft decelerates, back pressure on the control column will be necessary to prevent nosing up. CAUTION: Exercise extreme caution when using this technique on sod fields, since the possibility of locking a wheel and digging in exists. 10. After Landing (refer to Aircraft Checklist). 11. Engine Shutdown (refer to Aircraft Checklist). 12. Securing the Aircraft. Pilot-in-command is responsible for securing the aircraft as follows: a. Put all control locks in place, chock wheels, and tie down aircraft (if applicable). b. Ensure aircraft is clean, seating arrangements are in place, sick sacks replaced, and trash can emptied. 13. If the flight involved the transportation of passengers or cargo, make weight and balance computations and document on the Regional worksheet (ex. 05). 32.3 - Exhibit 01 SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 32.3 - EXHIBIT 01. (Ground Turning Clearance) 32.3 - Exhibit 02 SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 32.3 - EXHIBIT 02. (Crosswind Component) 32.3 - Exhibit 03 SEE THE PAPER COPY OF THE MASTER SET FOR SECTION 32.3 - EXHIBIT 04. (Center of Gravity Envelope)