Contents

Base Regulations.................................................................................................... 2
KLAMATH FALLS BASE................................................................................................. 5
Retardant Facilities............................................................................................. 5
Parking Spots:......................................................................................................... 6
Operations............................................................................................................... 8
Airtanker Operations........................................................................................... 8
Dispatch Operations............................................................................................ 9
Dispatch Rotation........................................................................................... 10

Base Regulations
A. Agency Responsibilities
The USDA Forest Service, the Fremont/Winema National Forest (FWF) and the Westside Fire
Staff Officer supervise the Klamath Falls Airtanker Base (KFATB). The Airtanker Base Manager
supervises an assistant manager and one temporary Airbase Technician.
General positions:
a. 1 Airtanker in Rotation
1 ATBM / Timekeeper / Radio Operator
1 RAMP / Parking Tender
1 Airtanker Loader (Vendor Provided)
1 Mixmaster (Vendor Provided)
b. 2-3 Airtankers in Rotation
1 ATBM
1 RAMP
1 Parking Tender
2 Airtanker Loaders (Vendor Provided)
1 Mixmaster (Vendor Provided)
1 Timekeeper / Radio operator
c. 4 Airtankers in Rotation
1 ATBM
1 RAMP
1-2 Parking Tenders
2 3 Airtanker Loaders (Vendor Provided)
1 Mixmaster (Vendor Provided)
1 Aircraft Timekeeper / Radio Operator
1 Driver / Runner

the National Full Service Retardant Contract provides retardant

mixing and delivery services. The retardant contractor is paid by the gallon for retardant
delivered. The
rate per gallon changes under a tiered rate structure. The first 100,000 gallons is more
expensive than
the second or third 100,000 gallons.
Fires generally begin to occur in the lower elevation lands protected by the Oregon
Department of

Forestry (ODF) before they begin to occur on other agency lands. Retardant charges to ODF
tend to be
higher when they have fires occurring early in the season.

Quality Assurance
FSH 5162.2 and the National Retardant Contract require participation in the Lot Acceptance
and Quality
Assurance Program. The Contractor/Vendor and the Airtanker Base Manager have the
responsibility to
ensure the quality of the product flown from the base. The procedures for the program are
listed in the
Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals
Guide NFES
1245, page 6.
a) Sampling
Tank samples are drawn at the beginning of the operating season, after adequate recirculation
and at the end of the operating season. There are sampling valves on the front and back of
each tank. Aircraft samples are drawn from the sample valve on the discharge side of the
loading pump.

KLAMATH FALLS BASE

The facility is primarily used for retardant operations during fire season, generally between
May and November.

Electrical System.
The electrical service on the ramp is a 400 amp system. This service provides electricity to
the pumps (2), the live reels, the GFCI's located on the ramp (4) and to the pump remotes
(4). In the event of an electrical failure, a gas-powered pump is available to load aircraft and
a generator is available to provide power. Operations may be considerably slower.
Retardant Facilities
1. Water Supply
The primary water source for retardants is city water supplied and monitored by a
mechanical float
controlled valve at the top of the water tank.
2. Water Storage
Water is stored in a 20,000-gallon steel tank located behind the retardant tanks.
3. Retardant Storage
Retardant is stored in four 10,000 gallon steel tanks. Liquid concentrate, delivered in tanker
trucks, is
offloaded using a 4" Gorman Rupp positive displacement pump driven by a Wisconsin VH4D
air-cooled
gasoline engine.
4. Retardant Mixing
Liquid concentrates are mixed with water as they flow through a blender on the way to the
aircraft.
5. Metering
The retardant mixture is metered by one of two 4" Micro Motion F300 mass flow meters. The
meters
use an RFT 3700 remote flow transmitter to send flow rate and density information to a
monitoring/rate
totalizer readout. Load information is transmitted to one of two printers in the operations
office.
6. Loading
A six inch loading line supplies each of the three loading pits. Remote switches operate the
loading
pumps. Retardant is supplied to the aircraft by either of two 40 hp electrical pumps. The
back-up pump
is a 4 Gorman-Rupp with a Wisconsin VH4-D gasoline motor.
7. Recirculation
The gasoline powered retardant offload pump is also used to re-circulate the retardant in the
tanks to
prevent separation of the product.
8. Wash down
A two-inch water line supplies the wash down system to the pits. Each hose reel on the ramp
has 100

feet of 1" hose.

9. Airtanker Offload
An additional 4 Gorman-Rupp pump with a Wisconsin VH4D gasoline engine is kept on hand
for
airtanker offloading. A Homelite 385 positive displacement pump is also kept as a backup for
truck and
airtanker offloading
10. Offload Storage
Airtanker off load storage consists of a 5000 gallon metal tank located behind the main
retardant storage
tanks.

Parking Spots:
Fire retardant aircraft are parked on one of four concrete parking pads that are one hundred
feet square and set fifty feet apart. The pads have drains at each corner that direct all storm
water, waste water and spills toward a water management system.
Aircraft are loaded with fire retardant on these pads as well as fueled, serviced and washed.

Fire retardant is stored in four 10,000-gallon tanks located on a concrete containment pad
east of the parking pads. Mixed retardant is pumped through metal pipes located in concrete
containment channels that run to each parking pad.
Fire retardant is delivered to the site in tanker trailers containing up to 5200 gallons. The
trucks park directly behind the retardant storage tanks.
The water and spill management system is a series of valves located underground in the drain system.
The valves allow runoff to be contained at the spill point, directed to a containment/capture tank,
directed to the storm drain or to a sand oil separator.

Operations
Procedures at KFATB are conducted in compliance with applicable policies found in:
Forest Service Handbooks and Manuals,
the Interagency Airtanker Base Operations Guide,
the Contract Administration Manual,
the Health and Safety Code,
the National Airtanker Contact,
the Retardant Lot Acceptance and Quality Assurance Guide,
the Air Tanker Base Planning Guide,
Aviation Fuel Quality Program,
Area Mobilization Plans,
pre-dispatch planning,
the Incident/Accident Action Plan,
the Interagency Airspace Coordination Guide,
Airtanker Operations
Airtanker operations fall under the direction of the Forest Service 5700 manual, specifically
FSH 5709.11, Flight Operations Handbook. Refer to chapter 40 for direction regarding
performance, take off criteria, retardant dropping, and congested area operations and crew
proficiency/mission currency.
1. Landing Loaded
Generally, loaded landings are not conducted however, at the discretion of the pilot and
within the
limitations of each type of airtanker; landing loaded may be an acceptable procedure. Refer
to the
National Airtanker Contract, B.5.B.5, and page 4.
2. Aborting Loads
In the event of an emergency, the retardant load will be jettisoned at the pilots discretion.
When it
is necessary to abort all or part of a retardant load to enhance the performance
characteristics of the
aircraft when no emergency exists, a specific abort site has been established.
a. Local Abort Site (Jettison Area)
The local jettison area is located northeast of the KFATB near Calimus Butte lookout within
the boundaries of the old Lone Pine fire on the Fremont / Winema National Forest. Specific
information about the site is located in appendix 5-7, page 80.

3. Retardant Dropping in Sensitive Areas or near Waterways

Sensitive areas, within the Klamath Falls base initial attack zone that might be affected, are
Klamath Fish
Hatchery, local watersheds, local streams, structures, lakes, and noise-sensitive areas (Eagle
Nesting).
The 300 foot buffer zone guideline applies to dropping retardant near waterways. Refer to
interagency
policy regarding dropping retardants near water sources located in Interagency Standards
for Fire and
Fire Aviation Operations Guide chapter 17 -11 and Forest Service policy located in FSH
5709.16,35.23.
4. Mission Currency / Practice Drops
Mission currency flights are conducted as required by Forest Service policy. Water drops are
generally
conducted on the Lone Pine fire abort site. Reference FSH 5709.16, 15.2.
5. Lead planes and Aerial Supervision

When available, a lead plane shall accompany the airtanker. As an option, an Air Tactical
Group
Supervisor or Aerial Supervision Module may be ordered to meet mission supervision
requirements.
Reference Forest Service Manual 5716.32, page 39.
6. Flight and Duty Limitations
Flight and duty limitations will be adhered to according to the National Airtanker Contract
requirements
and/or as directed in Forest Service policy. Reference FSH 5709.16, 11.27.
7. Pilot Standby/Availability Hours
Normal standby for the aircraft assigned to the Klamath Falls Airtanker Base will be 09001800 hours
daily. Hours will be adjusted, to start earlier or later, depending on fire danger, activity and
the airtanker
crews flight and duty limitations. Reference National Airtanker Contract, section C.16.A, B,
Flight and
Duty Limitations, page 15.
8. Contact Requirements for Off-Duty and Authorized Breaks
The contractor will notify the KFATB personnel of local address and telephone number.
Reference
National Airtanker Contract, page 22.
9. Dispatch Reaction Time Requirements
Will be in accordance with the National Airtanker Contract, F 3, B.2a, page 22.
10. Dispatch Limitations, Start Up and Cut Off
Normally, airtankers shall be dispatched to arrive over a fire not earlier than 30 minutes
after official
sunrise and not later than 30 minutes before official sunset.
Airtankers may be dispatched to arrive over a fire as early as 30 minutes prior to official
sunrise and as
late as 30 minutes after official sunset provided:
1. A qualified Air Tactical Group Supervisor or Airtanker Coordinator (lead plane) is on the
scene; and
2. Has determined that visibility and other safety factors are suitable for dropping
retardant; and
3. Notifies the appropriate dispatcher of this determination.
Refer to the National Airtanker Contract section C.8, H (4), page 9, and FSH 5709.16, 35.32
11. Maintenance Scheduling
Maintenance will be scheduled and accomplished according to the provisions in the National
Airtanker
Contract section C, C.5, page 7, Aircraft Maintenance and section F 3, B.3, page 22,
Authorized Breaks.
Dispatch Operations
General dispatch procedures are as discussed in Chapter IV-C, Dispatch Procedures, and
page 49 of the
Interagency Airtanker Base Operations Guide. Additional information is available in the
Klamath Falls
Interagency Fire Center Aviation Standard Operating Procedures Guide. Information specific
to KFIFC:
Local Dispatch Organization
The local dispatch office is an Interagency effort involving the USDA-Forest Service (Winema
NF) and
Oregon Department of Forestry (ODF). Through cooperative agreements, the dispatch center
provides

dispatch support for: BLM (Klamath Resource Area), NPS (Crater Lake National Park), and the
USF&WS
(Klamath Wildlife Area).
2. Zones of Influence
The initial attack area for the Klamath Falls ATB encompasses approximately 4 million acres
on 7
national forests in Regions 5 and 6, BLM, US Fish & Wildlife Service, Crater Lake National
Park, Lava
Beds National Monument, Oregon Department of Forestry, and California Department of
Forestry.
Flight Planning
Flight planning, arrangements for transport aircraft etc; is conducted by dispatch.
Dispatch Request
Dispatch operations are located in the building northeast of the airtanker base. Procedures
may differ slightly from remotely located facilities. Aircraft orders are received by the
Klamath Falls Interagency
Dispatch Center directly from the ordering unit through a neighboring forest agreement or
from the Northwest Interagency Coordination Center.
KFIFC dispatch will alert the airtanker base by public address of the incoming airtanker order.
KFATB
personnel will alert the aircrews and retardant crews who, with confirmation from base
management and
a nod from the pilot, may begin loading the aircraft.
Information from the Aircraft Resource Order is transferred to the Tactical Fixed-Wing form.
The form
(ATB-3) is filled out in accordance with information found in Chapter III, C.5., and Exhibit B 4
of the
Interagency Airtanker Base Operations Guide. Information contained within the boxes with
the heavy
black borders must be furnished. The information should be placed on the form prior to the
aircraft
departure. The Airtanker Base Manager will obtain the order from dispatch.
Diversions or changes in the dispatch request will normally be relayed to the airtanker by
radio on the
base frequency 123.975 or by dispatch. Depending on cockpit activity, the information may
be relayed to
the ATGS or leadplane.
Temporary Flight Restrictions
Local temporary flight restricted areas are established by KFIFC Dispatch through the
Northwest
Coordination Center. The policies regarding the establishment of TFRs are located in the
National
Interagency and Northwest Mobilization Guides in chapter 2024.11. Additional information
regarding
temporary flight restrictions is available in the Interagency Airspace Coordination Guide at
www.fs.fed.us/
r6/fire/aviation/airspace.
Airspace Coordination
KFIFC Dispatch will deconflict military training routes and activity when necessary. Local
military training
routes are depicted on the Flight Hazard / TFR maps located in the conference room. Refer to
the KFIFC
Standard Operating Guide for Aviation Dispatching.

Dispatch Rotation
Dispatch rotation at KFATB follows Forest Service policy referenced in FSH 5709.16, 35.31,
page 23 and
the Interagency Airtanker Base Operations Guide chapter 4, section C, 6, page 51.

Ramp Operations
Safety is the foremost consideration in conducting operations on the aircraft ramp.
Maintaining positive
communications is the key to smooth, efficient and safe operations.
The Airtanker Base Manager is responsible for aircraft activity on the ramp. A Ramp Manager
will be assigned to maintain coordination of the operation. Parking tenders will be assigned
to assist the ramp manager. One person may be assigned multiple roles.
Parking Plan
KFATB will adhere to the parking procedures outlined in the Interagency Airtanker Base
Operations
Guide, Chapter IV B (4) Parking, page 46 and the Klamath Falls Airtanker Base Ramp Safety
Plan,
page 84.
The airtanker base ramp has adequate parking for three type one airtankers, one at each
loading pit. An
additional day off or maintence pad is available.
Fueling
Fueling will be in accordance with the Interagency Airtanker Base Operations Guide and
NFPA 407
publication Aircraft Fuel Servicing. Fueling and retardant loading will not occur
simultaneously. No
Exceptions. Keep in mind that fueling may sometimes need to take place at the FBO prior
to positioning
at the ATB.
a. Local Fixed Base Operator
The local Fixed Base Operator (FBO) is Ocean Air. They are the sole source for aviation fuel
at
the Klamath Falls Airport. Ocean Air provides 100LL and oil for reciprocating engines, as well
as
Jet-A. They have no large aircraft or avionics maintenance capabilities.
b. Procedures
Fuel can be obtained in two ways: the flight crew may call directly to Ocean Air on Unicom,
122.95, or call the ATB on 123.975, who will relay the request to Ocean Air. At times when
activity is light at the ATB, aircraft may be fueled in the loading pit. When activity is heavy,
aircraft may need to taxi directly to the FBO for fuel before repositioning to the ATB to be
loaded
with retardant.
c. Equipment Inspection
Base personnel should observe fuel trucks and fueling equipment. If there is a concern, the
base personnel will contact the Region 6 Technical Services Program Manager to discuss
concerns and/or resolve issues.
Retardant Operations
Retardant operations are governed by the standard operating requirements and procedures
found in the Lot Acceptance, Quality Assurance and Field Quality Control for Fire Retardant
Chemicals publication NFES#1245, Interagency Retardant Base Planning Guide-Fixed and
Rotor Wing, NFES#1259 this supplement, and manufacturers product data.

1. Water Supply
The water source for the retardant operation is a city water source. A four inch main line
provides water
to the water tank.
2. Water Storage
The water storage tank is the large tank east of the retardant plant. It has storage capacity
of 20,000
gallons. The water tank is filled via an underground line, which runs through the backflow
preventer and
pressure regulation valves to the tank. A mechanical float switch at the top of the tank
controls the fill
level. A six inch manifold on the front of the tank provides water to the blending system. A
sight gauge
on the front of the tank provides a visual reference of the water level.
3. Fire Retardant in Use
The retardant product used at KFATB is Phos-Chek LC95A. See the Lot Acceptance, Quality
Assurance
and Field Quality Control for Fire Retardant Chemicals publication, page 15 for product
information.
Material Safety Data Sheets for the product are located in the operationsa area and in the
warehouse
office.
4. Retardant Storage
Four 10,000 gallon steel tanks provide storage for liquid retardants. The tanks have valves at
the front
and joined by a four-inch manifold. The manifold provides retardant to the blenders. The
tanks also
have valves at the rear and are joined there by a manifold, which serves as the recirculation
system.
Access covers are located at the top front of the tanks and a catwalk is provided for
inspection and
monitoring of the retardant inventory.
5 Retardant Receiving
Truckloads of liquid retardant concentrate are received at the drive through gate. Always
open the
gate all the way and then deactivate the gate before allowing the truck to pull
through. The circuit
panel is located in the warehouse. The trucks pull through the access road depending
on the location
of their offload valves. The trucks are offloaded utilizing the 4 Gorman-Rupp pump and
Wisconson
gasoline engine. Use a bucket to catch residual when removing the off-load hose. Wash
down any
spills. Copies of manifests and waybills go the the ATBM.
6. Retardant Mixing
Liquid concentrate retardants are on-demand blended as they are pumped onto the aircraft.
When
the loading pump is started, retardant concentrate travels through the suction manifold
travels through
a check valve and into a proportioning blender. At the same time water from the travels
through the
suction manifold through a check valve to the proportioning blender. The retardant and
water are
blended as they combine in the blender and travel through the loading pump. From there
the mixed

retardant travels through a pressure manifold, through the metering device and on to the
aircraft.
The Mixmaster selects the retardant tank to draw from. Valves on the selected tank and the
water tank
must be open. The Mixmaster should check to see that all valves are in the correct positions
to facilitate
loading with the pump desired prior to aircraft activity. Follow the retardant and water lines
through the
system to ensure all valves are in the proper positions,check that the meter display has
been cleared,
give the aircraft loader the all clear to start the pump, conduct quality assurance tests,
document load
information and push the print button.
a. Quality Assurance
At KFATB, the procedures for testing and sampling retardant will be as described in the Lot
Acceptance, Quality Assurance and Field Quality Control for Fire Retardant Chemicals,
Determining Fire Retardant Salt Content with a Hand-held Refractometer, page 34. Samples
are drawn during aircraft loading from the discharge side of the pump
Airtanker Loading
Mixmaster
Airtankers are loaded using a mass-flow metering device. Loading operations are conducted
in
compliance with FSH 5709.16, 35.24, page 24, and the Interagency Airtanker Base
Operations
Guide, chapter 4, B, 6, page 46.
The Mixmasters station is located in front of the retardant tanks. The metal box houses the
readouts for the Micro Motion mass flow meters and densitometer. The lid of the box folds
down
into a desktop. The Mixmasters control switch for the main loading pump hangs on a reel by
the electric panel and unwinds to the station. On either side of the Mixmaster are the water
and
retardant blenders. On the discharge side of the main pumps are the sample valves for the
Mixmaster to use to take refractometer readings on each load of retardant.
On receipt of an airtanker order, the Mixmaster does a quick visual check of all valve
positions
and ensures that they are set properly. The Mixmaster ensures that the meter readout
display
has been cleared and prepares the retardant log sheet. Once assured that the mixing plant
is
ready, the Mixmaster signals the airtanker loader either by hand signal or by radio that
loading
may begin.
As the airtanker is, being loaded the Mixmaster checks the mix by taking refractometer
readings
and by monitoring the density readout on the meter display. Adjustments to the mix ratio
are
made at the blender. Retardant tanks shall be capable of being filled.at a minimum fill rate
of
400 gpm to a maximum fill rate of 500 gpm. National Airtanker Contract, Sec. J, Exhibit 1, M
(1),
page 35.
If the level of retardant product in the selected tank falls too low, the mix may become too
lean.
At this point, another retardant tank should be selected. If another tank is

not available the water may be restricted by adjusting the valve on the blender.
Airtanker Loader
The Loading Crew, Ramp Manager, and Parking Tender(s) are the only personnel permitted
on
the ramp during aircraft operations.
The loading and ramp personnel will wear personal protective equipment as indicated in the
Job
Hazard Analysis for their position.
The aircraft loaders will coordinate with the Ramp manager, Mixmaster and pilot prior to
loading.
The Ramp manager will indicate to the loader, which aircraft is next to load.
The Loader will not connect the loading hose to the aircraft until that specific
airtanker is
to be loaded. No Exceptions.
The Loader will verify with the aircraft crew that the airtanker is ready to load. The Loader
will
await the signal from the Mixmaster to load the airtanker.
Depending on the type of aircraft, the loader will terminate loading operations when the
retardant
reaches the appropriate loading hole, when the appropriate load light activates, or when an
aircrew member signals to stop. The Mixmaster will terminate loading operations if the
contract
load, as indicated by the metering device, is reached first.
The loader will disconnect the loading hose, replace any caps, plugs, or vent covers and
move
away from the aircraft to the rear taking the loading hose away as well.
Once the aircraft has left the ramp and only if the ramp manager indicates that it safe to
proceed,
the loader will wash down any spills on the pad.
Hot-loading
Hot-loading will be conducted in accordance with the Klamath Falls Airtanker Base Hotloading
Plan. Hot-loading will only be conducted by trained personnel. Reference FSH 5709.16,
35.25,
page 22.

Questions and Areas of further research

What is automated flight following system?
Consider the C-130s need to unload the stresses on their main gear and allow room to taxi
forward 10
feet in a straight line.
Observe wing tip and tail swing clearances. This is especially true with P3s. If the airtanker
is a
turbine be sure to park it facing into the wind, check with the pilot on their preferences.
Consider prop
wash hazards. If the airtanker is to be hot-loaded consider the direction of exhaust. Wheel
chocks are
available at the flight crews request. Be observant of the efects helicopter rotor-wash and
airtanker
engine exhaust may have on near-by aircraft and /or equipment.

Retardant loading with engines running shall NOT be permitted except when all
personnel involved have been trained in the hot-loading procedures and an
appropriate hot-loading plan is included in the base supplement.

Retardant Hot Loading - Turbine Airtankers (FSH 5700)

In order for a specific airtanker to be hot loaded with retardant while any engine is
running, the local base supplement must contain an operations plan with
authorization to do so from the Regional Aviation Officer (RAO), per requirements in
the Interagency Airtanker Base Operations Guide, appendix E. (For reference, see
sec. 06 of this Handbook.)

Fueling
all aircraft fueling operations comply with NFPA 407, Standard for Aircraft Fuel
Servicing.
7. Fueling
The Airtanker Base Manager will ensure that all aircraft fueling operations comply with
NFPA 407, Standard for Aircraft Fuel Servicing.
a) Visual Safety Check
During loading and fueling operations and prior to taxi, a visual safety check of the
airtanker is to be conducted by loading and parking personnel.
b) Simultaneous Loading and Fueling
Certain airtankers may allow simultaneous loading and fueling. Fixed-base operators
and other fuelers should be made aware of this authorization prior to the season start.
Simultaneous loading for turbine airtankers is authorized with the following
actions.
The aircraft has been evaluated and approved by the Aviation Maintenance Inspector (AMI)
during the Pre-Use inspection for this purpose.
The contractor will provide documentation of a risk assessment and operating practices for
their particular airtanker and comply with those policies during this activity. The risk assessment
will be provided to the Contracting Officer and reviewed by the National Airtanker Program
Manager and the Branch Chief, Aviation Safety.
Each airtanker base that intends to conduct Simultaneous Loading will develop an amendment
or supplement to the Base Operating Plan which will describe the training and practices to be
used. The supplement will be reviewed by the Regional Aviation Officer (RAO)/State Aviation
Manager (SAM).
Base personnel who will participate in this operation will be trained using the Simultaneous
Loading supplement and a record maintained at the base.
Simultaneous Loading shall be requested as needed by the government (Base Manager) on a
case by case basis.

 A documented pre-operational briefing shall occur between the flight crew, Base Manager, and
local airport fuelers prior to any simultaneous loading operation. This briefing will include a
review of the Simultaneous Loading Operations supplement, contractor procedures, and airport
procedures.
Only the Auxiliary Power Unit may be running, no propulsion engines are allowed to run.
Simultaneous Loading shall be requested as needed by the government on a case by case
basis.
Hot Fueling
Certain aircraft operations may allow for hot fueling. Refer to agency guidelines,
contracts, and local base supplement before commencing such operations.
NFPA 407 is the Standard for Aircraft Fuel Servicing

Retardant Offloading and Reloading

Airtanker bases should maintain the capability of offloading and reloading retardant.
Most airtankers no longer land loaded. Retardant that is not delivered to a fire is
often jettisoned. Some circumstances may dictate the need to offload retardant to
avoid wasting it. Airtankers should be offloaded prior to repositioning (ferry) flights,
proficiency flights or prior to any maintenance that would require removing the
retardant from the tank. Retardant should be reloaded as long as it remains within
specification.

Fueling
all aircraft fueling operations comply with NFPA 407, Standard for Aircraft Fuel
Servicing.
During loading and fueling operations and prior to taxi, a visual safety check of the
airtanker is to be conducted by loading and parking personnel.
Certain airtankers may allow simultaneous loading and fueling. Fixed-base operators
and other fuelers should be made aware of this authorization prior to the season
start.

the U.S. Forest service has awarded exclusive use contracts to seven additional
next generation large air tankers, the LAT fleet has now expanded to 21. Thats
the most since 2008. The USFS is slowly rebuilding the fleet which had atrophied,
declining to 9 in 2013 after having 44 in 2002.
Awards.pdf

Today the U.S. Forest Service announced contract awards for seven additional large and
very large air tankers. The aircraft being added to the exclusive use contracted fleet are four
BAe-146s operated by Neptune Aviation, two RJ85s flown by Aero-FLite, and one DC-10
operated by 10 Tanker Air Carrier.
The contract solicitation, issued November 26, 2015, is for what the USFS calls next
generation air tankers, which must be turbine or turbofan (jet) powered, can cruise at 300
knots (345 mph), and have a retardant capacity of at least 3,000 gallons. The DC-10 carries
11,600 gallons, while the others can hold up to about 3,000 gallons.
This brings the total number of next-gen air tankers on exclusive use contracts to 14. There
are also seven legacy air tankers on exclusive use contracts, all operated by Neptune. Six
are Korean War vintage P2Vs which usually carry about 2,100 gallons and are powered by
two 18-cylinder radial engines. There is also one BAe-146 on the legacy contract.
These new next-gen awards, which begin this year, are for a five-year period with options for
five additional years, with at least 160 days of mandatory availability every year.
The daily rates for Neptunes BAe-146s, which is paid even if the aircraft is not used that
day, varies during the possible 10-year period from $29,000 to $32,640 each day, while the
hourly flight rate is from $8,000 to $9,274.
The daily rate for Aero-Flites Rj85 are from $28,581 to $35,546, and their flight rate is
$7,559 to $9,862 per hour. The daily rate for the DC-10, a Very Large Air Tanker, are from
$34,000 to $35,000, and the hourly rate is $13,600.
These rates do not include the cost of fuel, which will be paid by the government.

Most of the contracts the U.S. Forest Service has attempted to issue in recent years for
large and very large air tankers have been protested, which suspends the activation of the
contract until the Government Accountability Office adjudicates the dispute. This contract
has already been protested by Coulson Aviation and Erickson Aero Tanker even before the
closing date of the solicitation. However, the GAO decided in July to deny the protests. But
that does not mean that there will not be additional protests now that the contracts have
been awarded.