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National Multi-Agency Coordinating Group3833 South Development Avenue; Boise, ID 83705

To: Geographic Area Coordination Group Chairs

From: National Multi-Agency Coordinating Group

NMAC Correspondence #2014-10

Subject: Next Generation Airtanker and Jet ASM Platform Information Summaries

Attached please find information summaries prepared by the USDA Forest Service, Fire and Aviation Management (FAM) on each of the Next Generation contract airtankers that will be available during Fire Season 2014. These summaries include the most current information that is available regarding the Next Generation airtankers and are designed to provide answers to basic questions about each airtanker platform. Additionally, please find attached an information summary prepared by the Bureau of Land Management, National Aviation Office on the Cessna Citation CJ-525 Aerial Supervision Module platform. As the wildland fire season progresses, the information presented within these documents will become more accurate. It will be important to share lessons from operating these aircraft with your community, but for the most part these should integrate without significant effort into our normal airtanker operating protocols.

The attachment includes:

An information summary on the Next Generation Airtankers BAe-146 Info Brief DC-10 VLAT Info Brief DC-10 Very Large Airtanker (VLAT) Operational Considerations C-130Q Info Brief MD-87 Info Brief RJ85 Info Brief Cessna Citation CJ-525 ASM Platform Info Brief

Contacts: Vince Welbaum, 208-387-5634 for Next Generation Airtankers, or Rusty Warbis, 208-387-5815 for Cessna Citation ASM Platform.

/s/ Aitor BidaburuChair, NMAC

USDA Forest ServiceFire and Aviation Management

Date: June 20, 2014Topic: Information Summary on Next Generation Airtankers

Aircraft Contractor/ OwnerDispensable

GallonsContract Weight

Fire Order Cruise

Preposition Speed

IAB Approval

Fuel Burn Gallons

Drop Speed

Land Loaded?

BAe-146 Minden Aircraft 3050 87,000 340 380 No 720 120 - 130 No

BAe-146 Neptune* 3000 92,000 330 380 Interim 720 120 - 130 No

Avro RJ85 AeroFlite 3110 97,000 340 380 Interim 740 120 - 130 No

C-130Q Coulson USA 3500 133,000 300 360 Interim 760 120 - 130 Yes

MD-87 Erickson Aero 3700# 131,000 320 420 Interim ## 1100 130 - 140 No

DC-10 ** 10 Tanker - Prepo / 5000 340,000 380 480 Full 2275 140 - 150 No

DC-10 ** 10 Tanker 11,600 399,000 380 480 Full 2550 140 - 150 No

* This aircraft is flown on Legacy Contract** T-910, the primary item has two cost rates for volume. It is flown on NG contract but is a VLAT for category purposes. T-911 and 912 are additional equipment and only operate at the higher rates.# Tank design for 4000 however actual effective volume from grid is 3700 due to trail off.## An Interim was issued but it is shorter term due to tank not meeting criteria at CL 6 and 8

US Forest ServiceFire & Aviation ManagementBAe-146 Info Briefing Paper

Updated June 20, 2014Topic: BAe-146 Next Gen Large Airtanker Info Brief

Issue: The BAe-146 from Minden Aircraft is an airtanker that was awarded on the Next Generation Large Airtanker contract. This Paper provides basic information and identifies several of the differences from Legacy aircraft.

Background: The 146 was awarded the first line item on the Next Generation Large Airtanker Exclusive Use contract. This aircraft can operate from existing Large Airtanker Bases with little or no impact.

Key Points:

Facilities : The Minden BAe-146 weight is approximately 87,000 lbs. in contract configuration. For weight bearing purposes it has a dual wheel configuration.

This weight is no more than the Lockheed P-3 Orion, so bases that operated with the Orion should be able to accommodate the 146.

Operations in and out existing pits are also similar to the P-3. The difference here is that the jet engines may create more thrust as they begin rolling so consideration should be given for items placed both behind the aircraft while parked and objects that may be affected by the thrust as the aircraft turns during taxi.

Simultaneous Loading and Fueling and/or Hot Retardant Loading (HRL) are in process for receiving approval, but have not yet been added to all base operations plan. These types of operations are acceptable only after approval of the corresponding Regional Aviation Officer/ State Aviation Manager and the local line officer. Once these approvals are in the base plan, the air tanker base manager (ATBM) is delegated the decision authority for these types of operations.

Loading and servicing the 146 can be accomplished on either side of the aircraft. For simplicity, a connector extends from both sides of the fuselage near the tail similar to Legacy aircraft. The two access doors on either side provide control switches, lights, and readouts.

Response Time and Supervision : Low level aerial supervision (Leadplane) is not required for this aircraft as crews have retained their Initial Attack qualification.

The cruising speed of the Minden 146 is around 340 knots (TAS) on fire response and 380 knots for reposition flights. This speed is faster than that of or leadplanes - which cruise at 240 knots. Responses shorter than 150 nm will be similar to Legacy airtankers.

The 146 will have an interim approval before use; grid testing indicated that all coverage levels, performance criteria, and equipment requirements were met. The dispensing system performs well in all fuels and includes the capability to drop at coverage levels greater than 6 and 8.

This aircraft can land partially loaded but will normally require a jettison down to max landing weight.

Terrain : Large Airtankers (LATs), like the 146 can be used in challenging terrain; however care should be taken as the flight crews gain experience with this equipment on actual fires.

The 146 is relatively agile for its size and requires some planning by the supervising aircraft to provide a stabilized path for delivery. Flight paths for pattern speeds of 120 to 130 knots on final should be planned.

The 146 minimum drop height is the same as other large airtankers; 150 feet above the top of the vegetation with a target height of 200 feet for most CLs.

Cost: The FS funds the availability for this airtanker at $27,400 per day for the 160 day Mandatory Availability Period (MAP). This rate is the lowest of the Next Gen LATs awarded under this contract.

The dry flight rate is $8,900/hour. When the aircraft is fully loaded to the contract volume of 3050 gallons the fuel burn is estimated at 780 gph.

Contact: Vince Welbaum, WO-FAM National Airtanker Program Manager at (208) 387-5634 or [email protected] for questions regarding these aircraft.

US Forest ServiceFire & Aviation Management

DC-10 Info Briefing PaperUpdated June 20, 2014

Topic: DC-10 VLAT Info Brief

Issue: With the capability of carrying over 8,000 gallons of fluid, the DC-10 is a Very Large AirTanker (VLAT). This Paper provides basic information and identifies several of the differences from Legacy and standard Next Generation (NG) Large Airtankers (LATs).

Background: The DC-10 was awarded line item three (3) on the Next Generation Large Airtanker Exclusive Use contract. While not able to go into many of our existing Large Airtanker Base, it was determined to be the best value for this line item. It remains a VLAT in category and requires additional consideration for use.

Key Points:

Facilities : The DC-10 weight is approximately 340,000 lbs. in contract configuration. At the higher volume of 11,600 gallons the weight increases to 399,000 lbs. For weight bearing purposes it has a Dual Tandem configuration.

Tanker Base and parking ramps must have a weight bearing capacity sufficient to support this airtanker. Local bases need to insure both the airport and agency engineering have data indicating ramp weight bearing capacity at the base. Letters documenting waivers for over-weight operations and drawings of the ramp structure must be on file at the airtanker base. A Mobile Retardant Base (MRB) may be requested thru the CO at no cost for sustained operations (3 or more days) where operations from existing ramp facilities are not prudent. These bases are identified as “delayed use” and listed on the 2014 DC-10 Bases map found here: http://www.nifc.gov/nicc/logistics/aviation/VLAT_Bases.pdf

Operations of the DC-10 will need to be more closely monitored with other aircraft types for thrust, spacing, and wing tip clearance. While there is good visibility from the flight deck, wing walkers may be important near obstacles during taxi and base maneuvering.

Simultaneous Loading and Fueling and/or Hot Retardant Loading (HRL) are in process for receiving approval at several locations. These types of operations are acceptable only after approval of the corresponding Regional Aviation Officer/ State Aviation Manager and the local line officer. Once these approvals are in the base plan, the air tanker base manager (ATBM) is delegated the decision authority for these types of operations.

Loading and servicing the DC-10 can be accomplished on either side of the aircraft.

Response Time and Supervision : Low level aerial supervision (a Leadplane) is required for this aircraft due to size, complexity, and risk mitigation.

The cruising speed of this VLAT is around 380 knots (TAS) on fire response and 480 knots for reposition flights. This is much faster than our lead planes - which cruise at 240 knots. Users and/or dispatchers will need to carefully plan for LP/ASM arrival when responding on longer dispatches. Initial responses shorter than 150 nm will be similar to existing airtankers due to the time it takes to load the tank with retardant.

The VLAT has been issued a full approval to 2006 IAB standards. The dispensing system is very capable and can select all required coverage levels. The contract allows for either a 5,000 gallon (or prepositioning) flight rate or a full load flight rate at 11,600 gallons on T-910. The other two aircraft (911 & 912) are additional equipment offered only at the higher rate.

Terrain : Very Large Airtankers (VLATs), like the DC-10 can be used in moderately challenging terrain. Crews have gained significant experience in the aircraft and are capable of splitting the load up or delivering it in one long line.

The DC-10 is relatively agile for its size yet still requires an extended stabilized path for delivery. Flight paths for pattern speeds of 140 to 150 knots on final should be planned.

The minimum drop height is higher than other airtankers; 200 feet above the top of the vegetation with a target height of 250 feet for most CLs.

Cost: The FS funds the availability for the DC-10 at $27,285 per day for the 160 day Mandatory Availability Period (MAP). The second and third items brought on as additional equipment are priced at $37,285 per day. This second rate is higher than other Next Gen LATs awarded under this contract.

The dry flight rate is $12,750/hour when the aircraft is fully loaded to 11,600 gallons. The fuel burn is estimated at 2550 gph.



DC-10 Briefing PaperUpdated May 1, 2014

Topic: DC-10 Very Large Airtanker (VLAT) Operational ConsiderationsIssue: The DC-10 has unique operational considerations including low level supervision, terrain, facilities, and cost.

Background: 10 Tanker Air Carrier was awarded a line item for a DC-10 on the Next Generation Large Airtanker Exclusive Use contract and a line item on the Very Large Airtanker (VLAT) Call When Needed contract. These aircraft remain a VLAT in category and require special considerations for use.

Key Points: Low Level Supervision : Aerial supervision is required for this aircraft while dispensing. The 10 Tanker flight crews will not be issued an initial attack (IA) approval card, so a Leadplane or Aerial Supervision Module

must be on scene to direct the resource to the intended dispensing locations. The cruising speed of the DC-10 is around 370 knots (TAS) which is greater than Large Airtankers (LATs) and leadplanes. Users/

dispatchers need to insure that a LP/ASM will arrive in time to provide aerial supervision. Trainee Leadplane Pilots (LP) under the supervision of an onboard Leadplane Pilot Instructors (LPI) may conduct VLAT

operations. All LPIs are now qualified for VLAT operations and will supervise the trainee during these missions.

Terrain : VLATs are less maneuverable than LATs and should be used in less challenging terrain that affords better maneuverability for dispensing.

The DC-10 is relatively agile for its size; however the momentum is greater and requires planning by the supervising aircraft to provide a stabilized path for delivery.

The VLATs minimum drop height is 200 feet above the top of the vegetation with a target height of 250 feet.

Facilities : The DC-10 weighs between 340,000 and 400,000 lbs. in contract configuration. It has a Dual Tandem wheel configuration.

Tanker Base and parking ramps must have a weight bearing capacity sufficient to support the DC-10. Local bases need to insure both the airport and agency engineering have information indicating ramp capacity. Letters documentation and drawings of the ramp structure must be on file at the airtanker base.

Congestion at a base may preclude operations due to conflicts with other aircraft types. Air stairs are needed for the crew to enter/exit the aircraft. 10 Tanker is responsible for the payment of the stairs and airtanker

personnel are not to operate the equipment. Loading the aircraft will take anywhere from 12-15 minutes with a three pump/hose configuration or 25 minutes with a one

pump/hose setup. Simultaneous Loading and Fueling and/or Hot Retardant Loading (HRL) is acceptable only after approval of the corresponding

Regional Aviation Officer and the local line officer and being added to the base operations plan. The local airtanker base manager (ATBM)is delegated the decision authority once this is in the base plan.

Facilities that accept the DC-10 will need to provide offload capacity of at least 10,000 gallons.

Cost: The FS funds the availability of $27,285 per day. The rate is on par with Next Gen LATs awarded under this contract. The dry flight rate is $12,750/hour when the aircraft is fully loaded with retardant to 11,600 gallons. When the aircraft is

carrying 5500 gallons or less the rate drops to $4598/hour. After 150 hours of use, a further price adjustment occurs. The DC-10 has an hourly fuel consumption of 2275 gallons when carrying 5500 gallons or less and 2550 gallons per hour when

fully loaded. The Forest Service utilizes the Aviation Into-plane Reimbursement (AIR) cards sponsored by the Defense Logistics Agency (DLA) for purchasing fuel. This provides the government a cost savings of about $1.50 per gallon from the retail rate.

Contact: Vince Welbaum, WO-FAM National Airtanker Program Manager (208) 387-5634 [email protected]


C-130Q Info Briefing PaperUpdated June 20, 2014

Topic: C-130Q Next Gen Large Airtanker Info Brief

Issue: The C-130Q is an airtanker that was awarded on the Next Generation Large Airtanker contract. This Paper provides basic information and identifies several of the differences from Legacy aircraft.

Background: The C-130Q was awarded line item two (2) on the Next Generation Large Airtanker Exclusive Use contract. This aircraft can operate from existing Large Airtanker Bases with little impact.

Key Points:

Facilities : The C-130Qs weight is approximately 133,000 lbs. in contract configuration. This is well below its maximum weight of 155,000 lbs. Other C-130 aircraft will likely be heavier. For weight bearing purposes it has a Single Tandem configuration.

Tanker Base and parking ramps must have a weight bearing capacity sufficient to support “the Q”. Local bases need to insure both the airport and agency engineering have data indicating ramp weight bearing capacity at the base. Letters documenting waivers for over-weight operations and drawings of the ramp structure must be on file at the airtanker base.

Operations of the C-130Q may need to be more closely monitored with other aircraft types for spacing and wing tip clearance. While there is good visibility from the flight deck, wing walkers may be important near obstacles as experience is regained on base maneuvering.


Loading and servicing the Q can be accomplished on either side of the aircraft. The connector is positioned just forward of the paratroop door. The loading process is no different from C-130As that were operated for years from our existing bases.

Response Time and Supervision : Low level aerial supervision (Leadplane) may be required for this aircraft as crews acquire qualification to operate without supervision.

The cruising speed of the Q is around 300 knots (TAS) on fire response and 360 knots for reposition flights. This is slightly faster than our lead planes - which cruise at 240 knots. Users and/or dispatchers will need to plan for LP/ASM arrival when responding on longer dispatches. Responses shorter than 150 nm will be similar to existing airtankers.

The C-130Q has been issued an interim approval; however the system has already been approved to grandfathered IAB standards. The dispensing system is exceptional and can select all required coverage levels. The dispensing system is currently rated at 3500 gallons and an effort to allow up to 4,000 gallons is planned by the company for 2015.

Terrain : Large Airtankers (LATs), like the C-130 can be used in challenging terrain. Crews have significant experience both in the aircraft and as Captains in the MAFFS program.

The C-130 is highly agile for its size yet still requires a stabilized path for delivery. Flight paths for pattern speeds of 120 to 130 knots on final should be planned.

The minimum drop height is the same as other airtankers; 150 feet above the top of the vegetation with a target height of 200 feet for most CLs.

Cost: The FS funds the availability for the C-130 at $34,000 per day for the 160 day Mandatory Availability Period (MAP). This rate is slightly higher than other Next Gen LATs awarded under this contract.

The dry flight rate is $7,000/hour when the aircraft is fully loaded to the contract volume of 3500 gallons. The fuel burn is estimated at 760 gph.



MD-87 Info Briefing Paper

Updated June 20, 2014Topic: MD-87 Next Gen Large Airtanker Info Brief

Issue: The MD-87 is an airtanker that was awarded on the Next Generation Large Airtanker contract. This Paper provides basic information and identifies several of the differences from Legacy aircraft.

Background: The MD-87 was awarded line items four (4) and five (5) on the Next Generation Large Airtanker Exclusive Use contract. This aircraft can operate from existing Large Airtanker Bases with little or no impact.

Key Points:

Facilities : The MD-87’s weight is approximately 131,000 lbs. in contract configuration. For weight bearing purposes it has a dual wheel configuration.

Tanker Base and parking ramps must have a weight bearing capacity sufficient to support the MD-87. Local bases need to insure both the airport and agency engineering have data indicating ramp weight bearing capacity at the base. Letters documenting waivers for over-weight operations and drawings of the ramp structure must be on file at the airtanker base.

Operations of the MD-87 may need to be more closely monitored with other aircraft types for nose tail spacing and wing tip clearance. Wing walkers may be important near obstacles as the wing tips are less visible from the flight deck. Break away thrust as they begin their taxi should be considered in all parking arrangements.


Loading and servicing the MD-87 can be accomplished on either side of the aircraft. A telescoping connector allows for extension of the port during loading.

A sample loading operation can be found here: http://youtu.be/3ho_R_ovd3Q

Response Time and Supervision : Low level aerial supervision (a Leadplane) may be required for this aircraft as crews re-acquire qualification to operate without supervision.

The cruising speed of the MD-87 is around 320 knots (TAS) on fire response and 420 knots for reposition flights. As this is a greater cruise speed than most of our lead planes - which cruise at 240 knots; users/ dispatchers will need to plan for LP/ASM arrival when responding on longer dispatches. Responses shorter than 150 nm will be similar to existing airtankers.

The MD-87 has been issued an interim approval from the IAB, but it is restricted to this year as the higher coverage levels (CL) of 6 and 8 were not met. The dispensing system is currently rated at 3700 gallons due to some trail off of the last 300 gallons. It will perform best in lighter fuel loading situation where CL 6 and 8 are not needed.

Terrain : Large Airtankers (LATs), like the MD-87 can be used in challenging terrain, but care should be taken as the flight crews gain experience with this new equipment on actual fires.

The MD-87 is relatively agile for its size and requires some planning by the supervising aircraft to provide a stabilized path for delivery. Flight paths for pattern speeds of 130 to 140 knots on final should be planned.

The MD87 minimum drop height is the same as other airtankers; 150 feet above the top of the vegetation with a target height of 200 feet for most CLs.

Cost: The FS funds the availability for the MD-87 at $26,162 per day for the 160 day Mandatory Availability Period (MAP). This rate is on par with other Next Gen LATs awarded under this contract.

The dry flight rate is $7,111.00/hour when the aircraft is fully loaded to the contract volume of 4000 gallons. The fuel burn is estimated at 1100 gph.


Coverage Level 4 whole load Two Bulls

US Forest ServiceFire & Aviation ManagementAvro RJ85 Info Briefing Paper

Updated June 20, 2014Topic: RJ85 Next Gen Large Airtanker Info Brief

Issue: The RJ85 is an airtanker that was awarded on the Next Generation Large Airtanker contract. This Paper provides basic information and identifies several of the differences from Legacy aircraft.

Background: The RJ85 was awarded on the last two line items, six (6) and seven (7) on the Next Generation Large Airtanker Exclusive Use contract. This aircraft can operate from existing Large Airtanker Bases with little or no impact. The airframe is similar in many ways to the BAe-146 but has upgraded avionics, improved engines, and a higher max gross weight and is generally 10 years newer than the -146.

Key Points:

Facilities : The RJs weight is approximately 97,000 lbs. in contract configuration. For weight bearing purposes it has a dual wheel configuration.

This weight is only slightly more than the Lockheed P-3 Orion, so bases that operated with the Orion should be able to accommodate the Avro RJ85.

Operations of the RJ in and out existing pits are also similar to the P-3. The difference here is that the jet engines may create more thrust as they begin rolling so consideration should be given for items placed both behind the aircraft while parked and objects that may be affected by the thrust as the aircraft turns during taxi.


Loading and servicing the RJ85 can be accomplished on either side of the aircraft. A pivoting connector allows for extension of the port beyond the fuselage door during loading operations. Lights and switches in the fuselage assist in loading to the proper volume.

Response Time and Supervision : Low level aerial supervision (Leadplane) may be required for this aircraft as crews acquire/re-acquire qualification to operate without supervision.

The cruising speed of the RJ is around 340 knots (TAS) on fire response and 380 knots for reposition flights. This speed is faster than that of or leadplanes - which cruise at 240 knots; users/dispatchers will need to plan for LP/ASM arrival when responding on longer dispatches while the initial attack capability without supervision is acquired. Responses shorter than 150 nm will be similar to existing airtankers.

The RJ85 has been issued an interim approval from the IAB, and all coverage levels, performance criteria, and equipment requirements were met. The dispensing system performs well in all fuels and includes the capability to drop at coverage levels greater than 6 and 8 and vary to load to 1/10th.

This aircraft can land partially loaded but will require a jettison down to max landing weight.

Terrain : Large Airtankers (LATs), like the RJ85 can be used in challenging terrain; however care should be taken as the flight crews gain experience with this equipment on actual fires.

The RJ is relatively agile for its size and requires some planning by the supervising aircraft to provide a stabilized path for delivery. Flight paths for pattern speeds of 120 to 130 knots on final should be planned.

The minimum drop height is the same as other large airtankers; 150 feet above the top of the vegetation with a target height of 200 feet for most CLs.

Cost: The FS funds the availability for the RJ-85 at $26,682 per day for the 160 day Mandatory Availability Period (MAP). This rate is on par with other Next Gen LATs awarded under this contract.

The dry flight rate is $6,838/hour. When the aircraft is fully loaded to the contract volume of 3110 gallons the fuel burn is estimated at 740 gph.


Bureau of Land Management Aerial Supervision ProgramCessna Citation Jet CJ-‐525 Information

Topic: Operational Considerations for the Cessna Citation Jet utilized as an Aerial Supervision Module (ASM) Platform.

Background: The BLM is evaluating the use of jet-‐powered aircraft functioning in the role of aerial supervision including Leadplane, Air Attack and Aerial Supervision Module. One jet-‐powered aircraft has been contracted by the BLM and will be available for dispatch during the 2014 fire season. The aircraft was chosen due to its flight and safety characteristics as well as its ability to match response speeds of the Next Generation airtankers.

Aircraft Information

• Make and Model: Cessna CJ Series 525 • Registration/AFF Designator: N10R/LP-‐10R • Avionics: Type 1 (4 FM and 3 AM Radios), GPS, TCAS, AFF • Cruise Speed: 360 Knots (True Airspeed), 250 KIAS (Knots-‐Indicated Airspeed), or 400 miles/hour • Wingspan: 46’, Length: 43’, and an Operating Weight of 10,400 lbs.

Dispatch Distances and TimesDispatch Distance Flight Time (from takeoff) Dispatch Distance Flight Time (from takeoff)

50 Miles 13 minutes 200 Miles 39 minutes



Mission Duration: 3.5 hours in the Lead/ ASM profile and 4 hours in an Air Attack Profile.

Crew -‐ ASM Crew (Air Tactical Pilot & Air Tactical Supervisor), plus one additional crewmember as required/authorized. Cost • The BLM funds the cost of the daily availability during the 180-‐Day Exclusive Use Period. • The wet flight rate is $1900/hour. • The BLM utilizes the Aviation Into-‐plane Reimbursement (AIR) cards sponsored by the Defense Logistics Agency (DLA) for purchasing fuel for a cost savings of about $1.50 per gallon from the retail rate.

Fire Intelligence: Fire perimeter mapping and data sharing via shape file (Arc Map) or KML file (Google Earth). Data and photos can be emailed in real-‐time from the aircraft provided there is a cell signal.

Operating Constraints

• The aircraft must be parked into the prevailing wind at a location with towing capability. • The aircraft cannot back up under its own power. • Operation from some bases may not be possible due to runway length and Density Altitude (DA).

Contact Information: Please provide end-‐user feedback to any of the following:

Rusty Warbis Flight Operations Mana ger r w a r b is @ b l m . go v (208) 867-‐0323Greg House Air Tactical Pilot ghou s e @ b l m . go v (832) 278-‐3069Gil Dustin Air Tactical Supervisor gdu sti n @ b l m . go v (970) 210-‐6153

Direct email to the aircraft N10Ro m eo @ g m a il.c om Please take our survey @ h tt p s:// adobe f o r m s cen tr a l. co m /

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