Zululand Inland Fire Protection Association

Aircraft Operating Procedures

2003

Pre-Call out Procedures.

All Pilots and flight crew must report for duty as per the aircrew Standby requirements provided to crew and contractors. Standby readiness is as follows:

1.             All aircraft must be pre-flighted and any snags rectified or reported. No work that might affect the reaction time of the aircraft is to be performed on the aircraft during the standby time.

2.             All aircraft are to be parked in such a way that immediate start and taxi is possible.

3.             Handheld standby radios must be checked by a call to the ops room.

4.                   Bomber loading and taxi area must be inspected and any holes repaired.

5.                   Bomber / Spotter Pilots to dress appropriately whilst flying. (Overalls, helmets, closed shoes, non-flammable under and outer wear).

6.                   It is essential that there is an adequate set of maps, (preferably with the plantation names) a frequency list, Dictaphone and any other pertinent equipment is in the spotter aircraft.

Call out Procedures.

All aircraft will fly on any fire in or threatening plantations from an FDI of 50. The spotter will patrol when the FDI is 60, after authorization is received from the designated members and the ops room.

1.             All callouts received by the ops room will be relayed to the pilots with the relevant information.

2.             Any callout received directly by the pilots must be followed by a call to the ops room with the relevant information.

3.             If the spotter is on patrol and he spots a fire in or potentially threatening the plantation the first call is to activate the bombers. The ops room will monitor the fire channel and listen out for all the details. They will also go to and monitor the relevant company channel to give assistance where possible. Once the spotter pilot is on the company channel he will contact the plantation forester and relay the relevant information.

4.             The crew is to make their way to the aircraft as quickly as possible.

5.             Fixed wing aircraft are to be started according to aircraft flight manual.

Pre-take off and take off procedures.

I.              Bombers will be loaded with standard gel concentration of 900 millilitres / 1 kg on first load.

All aircraft will taxi at a fast walking speed and no faster.

If possible the Spotter aircraft should get airborne first. Should there be no Spotter or a delay with the Spotter take-off, the Bombers must continue and contact Kwambo Ops after take-off, on the fire channel, for routing and company channel information. If the ops room does not yet know of the fire they will monitor the relevant company channel and assist where possible.

En Route Procedures.

1.         After take-off the Spotter will contact Kwambo Ops or the relevant grower for further information.

2.         Once all on route information is noted, Spotter will call on, and monitor 124.80 and then change to Ops frequency 123.45. He must establish communication with the Bombers. Bombers will then be given the ground frequency to be used.

The latest information about the fire will also be given to the Bomber Pilots.

Spotter Pilot will then inform Kwambo ops that he is changing to ground frequency.

Activation of required airstrip must be confirmed at this time with Ops, and an alternative activated if the primary is closed. The active airstrip info is to be communicated to the bombers.

The Spotter Pilot will then make contact with the Fire Boss for a situation report. Information will be passed to Bombers.

Procedures overhead the fire.

1.         On arrival the Spotter Pilot will assess the situation in conjunction with the fire boss (Using simplex channels when available) and formulate a plan of action, including whether or not additional aircraft and ground crew are required. A time and event log must also be kept on Dictaphone and transferred to the flight folio at the end of the day.

The Spotter should circle the fire at a safe height ± 500 feet and only descend below this to land or when no other traffic is in the vicinity of the fire.

2.         All tactics and specific targets should take into account the known effectiveness of the Aerial attack. This to maintain maximum effect regardless of target. When trash is being attacked, rather let it burn out, focus the loads on the prevention of spread and spotting.

3.         Care should be taken to avoid areas of severe heat (flame twisters, fire balls etc.). The loads have little lasting effect while turbulence is severe.

4.         Bomber Pilots are requested to provide input if they feel they can be of assistance. Any input provided must be considered by the Spotter Pilot and passed on to the Fire Boss.

5.         Into and out of wind loads behave differently. It must be borne in mind that the most concentrated load is achieved by dumping into wind. If flare up or spot fire is to be attacked, this can be accomplished more effectively with an into wind drop, providing terrain and visibility allows. A downwind load should be used for a long flame line to extend the load.

If bombing up a long incline the bomber must be given an idea as to where the load will be needed e.g. "Halfway up", in order that the bomber pilot can plan his run in.

6.         Whenever possible, the Spotter Pilot must observe the loads being dropped and give feed back to the Bomber Pilots with regards to accuracy and      efficacy. The amount of foam being used must also be monitored and varied according to targets. Spotter pilots must warn ground crews of incoming loads.

Under certain fire situations Bombers can be requested to drop sequential loads to have a greater impact on the fire. This will also provide the ground crews with a break in loads to allow time for mopping up.

Bombers are to conduct a minimum of one orbit over the fire prior to drop. (If requested by the Spotter to do a direct run in), Bomber Pilots must exercise extreme caution with regards to ground crew and obstacles. All relative information as experienced by the first bomber must be passed on to the other bomber pilots. (Obstacles, sink, turbulence etc.).

Obviously quick reaction and maximum water on the fire per unit time is the objective, however it is even more important to make the loads count. Should bombers arrive at the fire prior to the spotter, they will obtain their initial target information via the spotter.

If bombers arrive at the fire with no spotter communications the bombers should obtain their targets and fire plan of action from direct consultation with the ground. If it is necessary for the spotter to land during a fire, he must appoint a bomber pilot to take over and brief him on the plan of attack.

Spotter or Bomber pilots should clearly indicate an outstanding feature as an initial reporting point (IP) for inbound bombers and communicate this IP to each other. At this IP bombers call inbound. The Spotter will then be able to pick up the Bombers easily and begin his target description while the bomber is between the initial reporting point (IP) and the fire. This will set up an inbound pattern. The Bombers must then set up an outbound point to separate traffic en route to airstrip. Should the target change, a new IP must be set up.

Each bomber is to confine his radio communication with the spotter to the time while flying between the IP and egress from the target. If the bomber is not able to drop his load on target and manages to retain it, he must select a safe overshoot and call "going round left/straight ahead/right", and after consultation with the spotter re-enter the pattern or return immediately for the drop. If the bomber has to dump his load other than at the target he shall inform the spotter and return to the strip to reload.

Bomber Pilots must be given as much assistance as possible during the final approach to drop. When the target is not visible to the Bomber Pilot, the Spotter Pilot will call the drop. (This procedure must be practised). Units of distance should be consistent. A possible unit of measure for width is a wingspan.

Procedures around Airstrip

1.             Activation of the required airstrip must be confirmed by the first bomber, on his arrival there any shortcomings should be communicated to the spotter and an alternative arranged if the primary will not do. Spotter pilot will re-direct bombers if a change is necessary. This first bomber must also direct the Airstrip Co-ordinator to any perceived threat to bomber safety e.g. animals on the runway, holes, movable objects that may be in the way -vehicles, drums, debris etc.

2.             Pilots landing at Plantation airstrips must warn approaching pilots of any            dangers at the airstrip.

Bomber pilots must adjust loads carried to be consistent with a safe take-off and climb out and ferry to the target area. Ferry speed should take turbulence and maximum manoeuvring speed into account.

3.             Aircraft taking off will have priority over landing aircraft. All aircraft must conform to landing and take off requirements of the least experienced Bomber Pilot.

4.             Standard radio procedures must be applied. E.g. BOBBY ........FINAL. Next Aircraft in line for take off must confirm..............LAND.

Spotter should keep a mental picture of the traffic pattern and join overhead the airstrip for confirmation, thereafter follow normal procedures.

Should forestry personnel need to be picked up from an airstrip, the passengers must be approached from at least 5 meters, presenting the right side of the aircraft with the tail towards them. THE ENGINE MUST BE SHUT DOWN PRIOR TO PASSENGERS EMBARKING AND DISEMBARKING.

5.             Bombers must establish a separation to prevent congestion at the loading points. Loaded aircraft will have right of way once airborne.

6.             Bombers requiring fuel must inform the Spotter of their intention, land, load and then proceed to refueling area. Fuel uplifted must be recorded on flight folio.

All refuelling crew must remain behind the trailing edge of the aircraft's wing.

7.             Fuel Stocks are to be monitored and reported to Spotter for action.

General Procedures

1.             Spotters are to keep Kwambo Ops informed of situation to enable them to keep senior Forestry management informed.

2.             If in the opinion of the Spotter and Bomber Pilots the aircraft are being   ineffective, the Fire Boss must be informed and the aircraft must be stood down.  The Fire Boss or senior management of the affected Timber Grower must proceed to the airstrip to formulate a new plan of action. Once this has been done the fire must once again be attacked.

3.             Should conditions deteriorate and become hazardous due to extreme turbulence, thick smoke, wind shear etc. Pilots must make a decision as to the safety of the operation and cease operations if necessary.

Standby at Fire.

I.              Once the fire has been brought under control, the aircraft will usually be asked to standby at the airstrip. The Spotter must inform Kwambo Ops.

Bombers are to land, load and call the Spotter prior to engine shut down. Bombers are to confirm a system of communication with the Spotter in case they are needed.

Once the Spotter has landed he must establish communication with Kwambo Ops.

All aircraft will maintain a listening watch on the Fire Channel when moving between fires or airstrips. If a company channel is been monitored Kwambo Ops must be contacted and informed.

Dusk Operations.

I.              All aircraft must be back at base by 15 minutes after sunset.

2.         All aircraft that operate after sunset must be suitably equipped. Most operational airstrips are extremely dangerous after sunset and night landing are not recommended.

3.         At dusk the Spotter will leave fire accompanied by last Bomber.

4.         Once back at base all aircraft must be refuelled and tied down or hangared in preparation for the next day.

5.         Flight Folios are to be completed and faxed or handed into the Kwambo ops room.

FIXED WING BOMBER OPERATIONS.

1.         GRASS FIRES

a.         Flank

• Drop downwind for max. Length.
• Drop on or outside the fire line, laying off for drift (especially as the aircraft pitches by turning slightly into wind with the pitch).
• Height 3 meters above ground level - a load dropped low will not drift downwind as far as one dropped slightly higher.

b.         Head

• The head maybe attacked with two 45-degree loads tangentially, one left one right to slow the initial run. Then followed by loads from tail to head to extinguish the flanks.
• Drop as low as possible to minimize crosswind drift. (See 3 (b) below)
• Drop early enough to ensure that the fire doesn't outflank the head while the aircraft are re-loading.

2.         TIMBER FIRES

Caution must be taken against attacking the head of a crowning timber fire, as the loads are ineffective and will most likely be outflanked by the fire.

• Adhere to the spotter's description of where the flame line lies relative to the smoke line.
• Drop as low as possible to achieve maximum penetration of the load through the canopy. To achieve even more penetration in tall trees a descending load may be thrown to force the load into the trees.

3.         TRASH

• Loads should be used for cooling excessively hot trash piles and for stopping fire spread and spotting. The trash lines themselves should be allowed to burn out as loads can be wasted trying to extinguish the line.
• When dropping downwind, avoid being too low as the load may knock coals forward into the un-burnt area ahead of the fire.
• Maintain an especially good lookout for widow makers and wires in the clear felled compartment.

4.         BOMBING UPSLOPE

• Care must be taken so as not to run out of flying speed en-route to or after the upslope drop.
• On excessively steep slopes, fly towards the target in a near level attitude and then allow the aircraft to pitch up at the drop and turn away from the slope.
• Drop slightly later than a flat terrain drop.

5.         BOMBING DOWNSLOPE

• Care must be taken to avoid exceeding the maximum permissible dump speed of 120 mph.
• To assist with this, reduce speed to approximately 90-100 mph at the top of the slope before commencing the descent, using throttle and possibly a small amount of beta to maintain speed control. If the speed is already close to 120 mph at the top of the slope it will be difficult to reduce it on the way down.
• Ensure that at least two-thirds power is set just prior to the dump if the target is in a valley and power will be necessary to climb out the valley.
• Should the speed already be in excess of 120 mph and a go-around is not possible, ensure that the drop is done with as little power on as possible to avoid excessive pitch at the dump.
• Tendency when bombing down slope is to overshoot, so drop earlier than a level drop.

6.         SMOKES AND TURBULENCE

• If a flank is excessively smoky and a target must be attacked along the flank, fly toward the target at a slight angle and then drop the load with some bank on to parallel the flank and then fly away from the smoke line again.
• Should it be necessary to attack an excessively turbulent, crowning target, avoid placing the aircraft directly above the flames by dropping a banked load as described above.
• Caution must be exercised when bombing a target beneath smoke that the aircraft does not pitch up into the smoke after the drop.

7.         SPOT FIRE

• In order to drop a short concentrated load, slow the aircraft down as much as possible and drop the load into the wind.
• One can also allow the aircraft to pitch slightly so that the last part of the load drifts back onto the target.
• If the spot fire is wider than a single load, and more than one aircraft is present, it should be divided into left and right sides to ensure that loads don't go into the middle of the spot and divide it into two.

ALWAYS KEEP AN ESCAPE OPTION OPEN

HEIGHT, AIRSPEED AND IDEAS WILL KEEP YOU ALIVE

Compiled by Zululand Fire Protection Services.

January 2000

Revised date

January 2001

Revised date

January 2002

Revision Date

January 2003