All three of Erickson Aero Tanker’s MD-87s have been “recalled” — pulled out of service “due to intermittent engine surges when dropping [retardant at] high coverage levels”. John Kent Hamilton, the Aviation Safety Manager for the U.S. Forest Service Rocky Mountain Region, said the company believes they have a fix for the problem.
Erickson has developed and flight tested a new spade profile that has proved to eliminate this problem by keeping the fluid column much more vertical. They are in the final engineering approval stages and should be able to install with full approval early next week.
Since we ran a photo on January 6 of an MD-87 dropping water in an early test of the retardant system, there have questions raised on our site about retardant being ingested into the engines. That possibility gained further traction on June 9 with a photo of a parked MD-87 with what appeared to be retardant residue above the wing in front of an engine.
When we asked Kevin McCullough, the President of Erickson Aero Tanker, on June 9 if there were any problems with the MD-87s ingesting retardant into the engines, he said there were none.
The first two MD-87s, Tankers 101 and 105, began working June 4 and June 8, respectively. Soon thereafter, a third one, Tanker 103, reported for duty.
A few days after the MD-87s began dropping retardant on fires, a retardant leak inside the aircraft required that they be returned to their home base for repairs.
The last time we can remember an air tanker model being recalled was February 8, 2012 when the Federal Aviation Administration issued an Emergency Airworthiness Directive that required inspections of P2V aircraft after a 24-inch crack was found in a wing spar and skin on one of Neptune Aviation’s P2V-7 air tankers. This grounded the entire fleet of federal air tankers until all 11 of them were cleared the next day. Today we have a mix of five aircraft models, all with different retardant systems, reducing the chance that all of them will be shut down at the same time due to a defect.