Fire & Aviation Management

Fire & Aviation Management

US Forest Service

Fire & Aviation Management

C-130QInfo Briefing Paper

Updated June 20, 2014

Topic: C-130QNext Gen LargeAirtankerInfo Brief

Issue:The C-130Qis 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-130Qwas 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 documentingwaiversfor over-weightoperations and drawings of the ramp structure must be on file at the airtanker base.
  • Operations of the C-130Qmay 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.
  • 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 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 Timeand 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 Qis around 300knots (TAS) on fire response and 360knots for reposition flights. This is slightly faster thanour leadplanes - which cruise at 240 knots. Users and/or dispatchers will need to plan for LP/ASM arrival when responding onlonger dispatches. Responsesshorter 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-130can be used in challenging terrain. Crews have significant experience both in the aircraft and as Captains in the MAFFS program.

  • The C-130ishighly 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-130at$34,000 per day for the 160 day Mandatory Availability Period (MAP). This rate is slightly higher thanother 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 760gph.

Contact: Scott Fisher, WO-FAM National Airtanker Program Manager at (208) 387-5968 or r questions regarding these aircraft.

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