Colorado Senator calls for the government to override Neptune’s protest of air tanker contracts

Coulson's C-130Q
Coulson’s C-130Q undergoing tank installation and inspections earlier this month in San Bernardino, California. Coulson photo.

A Colorado Senator wants the federal government to override a protest that could delay the acquisition of seven next-generation air tankers this fire season.

Following the May 6 announcement by the U.S. Forest Service of their intention to award exclusive use contracts to five companies for the use of seven air tankers over a five to ten year period, one of the companies that failed to receive an award, Neptune Aviation, filed a protest with the Government Accountability Office. Unless the GAO grants emergency authority, Neptune’s action could delay by up to 100 days, until August 26, the date by which the new contracts could take effect.

Colorado Senator Mark Udall issued a statement saying the GAO protest should be overridden because Colorado lives and homes are at stake:

…”Wildfire season is coming, and I refuse to force Colorado communities to watch as preventable and containable wildfires are allowed to threaten lives and homes simply because of contractors’ squabbles. Make no mistake about it: This is an emergency, and this shortsighted protest will leave the U.S. Forest Service with outdated, Korean War-era air tankers to fight modern mega-fires,” Udall said. “That’s why I am calling on the U.S. Forest Service to override the protest filed this week and move forward with its next-generation air tankers contracts. Lives and homes are at stake, and I refuse to stand idly by as red tape suffocates any chance of the U.S. Forest Service finally acquiring these much-needed air tankers.”

Following the contract awards earlier this month, Udall cautioned private contractors that “Needless and costly delays will leave the Forest Service to fight modern mega-fires in the coming months with Korean War-era planes.”

Neptune’s protest is the second time awards for next-gen air tankers have been protested. The USFS began the contracting process for the next-gen air tankers November 30, 2011. On June 13, 2012 they announced awards for four companies, Neptune, Minden, Aero Air, and Aero Flite, which would have provided a total of seven air tankers. However two companies that were not going to receive contracts, Coulson Aviation and 10 Tanker Air Carrierprotested the awards, and the Government Accountability Office upheld their protest. At that time the contracts had not actually been signed, since negotiations about reimbursement if the contracts were cancelled had not been completed. The USFS went back to the drawing board. They amended and re-announced the solicitation on October 5, 2012 with a response due date of November 1, 2012. And on May 6, 2013 the USFS announced, again, their intention to award contracts.

The protest process worked during Round 2 for Coulson and 10 Tanker; they lost out in Round 1 and their protests led them to awards in Round 2. Neptune no doubt figures they have nothing to lose and everything to gain by their protest. The company has invested heavily in converting BAe-146s; conversions on two are complete and were used on fires in 2012. They have two others that they hoped to convert this year.

Neptune knows the contract protest backwards and forwards, since Ron Hooper, their CEO, as recently as November, 2010 worked for the U.S. Forest Service as the Director of Acquisition Management for the agency. His name is also mentioned in a summary of the 1987 U.S. Forest Service “airtanker scandal”. When qualified as a contracting officer, he reportedly made a determination after the transfer of the 28 aircraft to private companies that the transfer was void and they should be returned to the government. At the time Mr. Hooper was the staff assistant to the Forest Service Deputy Chief for Business Operations. (More information about a GAO bid protest.)

Neptune will have five P2Vs and one BAe-146 working this year under a new “legacy” air tanker contract announced in March.

Of the five companies that are slated to receive the new contracts for the faster, more dependable, and higher retardant capacity next-gen air tankers, only one has aircraft that are close to being ready to drop retardant on fires. 10 Tanker Air Carrier’s DC-10 Very Large Air Tankers which carry 11,600 gallons have been used on fires for years and should be ready to go. The other vendors are still in the process of physically converting their aircraft into air tankers and then have several hurdles to overcome.

After the contracts are actually signed and awarded, the companies have 60-90 days to complete the process of outfitting their aircraft with a tank design; prove the tank design in a controlled environment (dropping retardant into a grid of cups on the ground); be issued a Federal Aviation Administration Type Certificate; develop a maintenance and inspection program (Structural Integrity Program) for use of the aircraft as an airtanker and receive approval of it from the FAA; and be approved for a field trial (dropping retardant on real fires) by the Interagency Airtanker Board (IAB).

It would be surprising if all seven of the aircraft can meet these requirements in the time allotted. Coulson Aircrane, which is slated to receive a contract for a C-130Q, appears to be the closest other than 10 Tanker’s DC-10. Coulson is installing a retardant tank designed by Aero Union that previously had been approved by the IAB, however Coulson made some modifications. And various models of C-130s have been used as air tankers for decades.

The other companies, Minden Air, Aero Air, and Aero Flite, are converting, respectively, a BAe-146, two MD87s, and two AVRO RJ85s, all of which may be using new tanking systems that have not been tested until this year, at least on those models of aircraft.

For example Aero Air, also known as Erickson Aerotanker, may have problems with retardant being ingested into the MD87 jet engines mounted behind the wings. Designing and installing new tank systems on aircraft that have never before been used as an air tanker, such as the MD87 and AVRO RJ85 can expose some challenges that have to be overcome.

The Colorado Springs Gazette also has an article about this issue.

 

Thanks go out to Matt & Kelly.

Retardant tank for the C-27J. And, is the Air Force buying more C-27s?

Retardant tank for Coulson C-130Q
Retardant tank, freshly painted, for Coulson Aviation’s C-130Q. Coulson photo

Coulson’s tank for their C-130Q

Coulson Aviation is putting the finishing touches on the 3,500-gallon retardant tank for their C-130Q, and they expect to roll it into the aircraft soon. Yes, it has wheels. Britt Coulson told Wildfire Today that they can install or remove it within 30 minutes. With or without the tank the air tanker can be pressurized. Without the tank, the C-130Q could be used for hauling cargo, or even smokejumpers, I suppose, if it were approved as a jumper platform.

Last week we posted an article, with photos, about the work the company is performing on the aircraft in a hangar in San Bernardino, California.

According to Mr. Coulson, the company bought from Aero Union “all the rights, engineering, and the drawings. We re-drew everything in Solidworks and re-designed the tank then manufactured it.” They are working with the USFS on the requirements for tests that involve dropping retardant into a grid of cups on the ground.

Use a similar tank for the C-27J?

Mr. Coulson said they are very interested in building tanks for the C-27J (an aircraft that the USFS may inherit from the Air Force) based on the same design, but scaled down to hold less retardant. He said the company responded to the U.S. Forest Service’s Request for Information posted in August to provide tanks for the aircraft, but the agency has not solicited for actual contract proposals yet. He believes the C-27J could carry somewhere between 2,500 and 3,000 gallons in an internal gravity-fed tank. Not all knowledgeable aviation folks we have talked with are optimistic that it could carry that much of a load. We have heard 1,800 gallons mentioned, and my own estimate is 1,800 to 2,300, but I am no expert.

(UPDATE, May 20, 2013: It was pointed out to us that converting the military version of the C-27J into a civilian air tanker would result in thousands of pounds of hardware being removed, perhaps with 2,000 to 4,000 pounds of weight savings. This could increase the retardant capacity by as much as 450 gallons, raising our estimate of the tank size to 2,000 to 2,650 gallons. This assumes an internal, gravity-fed tank system. A pressurized design, like the military MAFFS, would have a much lower capacity, requiring tanks for compressed air, additional valves and piping, and an air compressor.)

The Air Force has decided they don’t want any of their five-year-old C-27Js. You have to wonder why an agency would want to give away hundreds of millions of dollars worth of almost-new aircraft.

Tom Harbour, the U.S. Forest Service National Director of Fire and Aviation Management, was quoted in the Missoulian Tuesday on the subject of the C-27J:

“We are still working with the Department of Defense to see if we can get up to seven C-27J Spartans,” Harbour said. “If we acquire those platforms, we would modify them so we could use them as a medium air tanker. They’re not the size that is going to be able to carry type 1, large air tanker-capacity tanks, but we think they’re a very capable platform.” The Spartan is an Italian-made turboprop-powered cargo plane. The U.S. Air Force has offered to transfer up to 14 of the planes free to the Forest Service. Harbour said the plane is capable of carrying smokejumpers, but has only had preliminary testing as a retardant bomber.

If the USFS does procure and convert the C-27Js into air tankers, they may choose to pay contractors to fly and maintain them, similar to the CAL FIRE model for their 23 S-2T air tankers. CAL FIRE’s current support contractors are DynCorp and Logistics Specialties Incorporated. DynCorp provides air tanker and airtactical plane pilot services, and all aircraft maintenance services. (All CAL FIRE helicopters are flown by CAL FIRE pilots, but maintained by DynCorp.) LSI provides procurement and parts management services.

Fire Aviation has learned that some USFS aviation personnel have talked informally with DynCorp about a government-owned, contractor-operated program. According to the Missoulian article, Neptune would also be interested in bidding on a contract to provide these services.

Is the Air Force buying more C-27Js?

And just to confuse the issue further, when I was searching FedBizOpps.gov for the USFS Request for Information about the C-27J retardant tanks, the search results included a Sources Sought Synopsis survey placed there by the Air Force May 10, 2013. The agency is looking for companies that can manufacture more C-27Js. While the military says they don’t want the ones they have, and are giving those away and saying good riddance, they are considering buying more. Their reasoning is, they are….

…contemplating procurement of C-27J aircraft, in accordance with Congressional language that states “The secretary of the Air Force shall obligate and expend funds previously appropriated for the procurement of C-27J Spartan aircraft for the purposes for which such funds were originally appropriated.”

Here’s an idea.

Instead of buying more C-27Js at $53 million each, contemplate instead, if it is economically feasible, designing and building some purpose-built air tankers to enhance our homeland security.

10 Tanker Air Carrier moving to Casper, Wyoming

Air Tanker 910, Rapid City
Air Tanker 910 at Rapid City, April 23, 2013. Photo by Bill Gabbert.

The operator of the two DC-10 air tankers, 10 Tanker Air Carrier, will be moving their base of operations from Victorville, California, to Casper, Wyoming Rick Hatton, the CEO of the company announced today. The company’s headquarters will be at the Casper/Natrona County International Airport in central Wyoming. Mr. Hatton said, “This fantastic operational environment and its central location will allow improved response times to fires in the mountain west region.”

They expect to have both Tanker 910 and 911 available this year, one on an exclusive use contract and the second on a call when needed contract.

Tanker 911 spent some time last summer working out of Casper. One of the fires it worked on was just five miles from the airport. The remarkable photo below was taken on that fire, the Sheep Herder Hill Complex.

Tanker 911, a DC-10, drops on the Sheep Herder Hill Complex near Casper September 10, 2012. Photo by Alan Rogers, Casper Star-Tribune. Used with permission. (click to enlarge)
Tanker 911, a DC-10, drops on the Sheep Herder Hill Complex near Casper September 10, 2012. Photo by Alan Rogers, Casper Star-Tribune. Used with permission. (click to enlarge)

The status of 10 Tanker’s contract for a next-generation air tanker that was announced last week is uncertain, in light of the protest that is being lodged by Neptune Aviation. The company does not have a signed contract in hand yet, but if there are no problems, Mr. Hatton expects to have it in a matter of days. If the protest does delay the date when the DC-10 is allowed to begin work, or if the USFS has to start the contracting process over again for the third time, it could be many months before any of the seven next-generation air tankers are seen over fires.

This relocation of the company’s headquarters does not have anything to do with the U.S. Forest Service contracts. Regardless of where the agency decides to base the DC-10 on the exclusive use next-gen contract, the new home of the company will be Casper instead of Victorville.

Casper Air Tanker Base
Casper Air Tanker Base, showing two SEATs and a helicopter, August 17, 2012. Google Earth

There are at least eight tanker bases that can accommodate the DC-10 in the western United States with the existing layout of the reloading facilities, according to Pam Baltimore, an Acting Public Affairs Officer for the U.S. Forest Service in Washington D.C. we talked with last year:

  • SBD – San Bernardino, CA
  • MCC – McClellen – CA (Sacramento)
  • MWH – Moses Lake, WA
  • BOI – Boise, ID
  • IWA – Mesa-Gateway, AZ (Phoenix)
  • HIF – Hill AFB, UT
  • HLN – Helena, MT
  • CPR – Casper, WY

Some other bases, such as Rapid City, can accommodate the DC-10 if a portable retardant base is set up. The existing ramp at the Rapid City Tanker Base is too cramped for a Very Large Air Tanker, but there is room on the west side of the terminal for it to be reloaded if a temporary base were set up at that location.

If the DC-10 has to travel farther between a reload base and a fire, that travel distance can be offset to a degree by the 564 mph cruising speed and the 11,600-gallon capacity, equal to about six loads in a P2V.

Neptune to protest next-generation air tanker contract awards

Neptune Aviation has announced that the company will lodge a protest with the Government Accountability Office over the contracts that the U.S. Forest Service intends to award for next-generation air tankers. On May 6 the USFS said they intended to give contracts to five companies for a total of seven air tankers to provide turbine or jet powered aircraft that can carry more retardant and fly faster than the Korean War vintage “legacy” air tankers such as the P2V that the federal wildfire agencies have been relying on for decades. Neptune did not receive one of the awards even though they have been the primary supplier of air tankers to the federal government for the last several years.

When the next-gen contracts were announced May 6, the pilots of all five Neptune Aviation air tankers that were working and available for fire assignments walked away from their aircraft in California and New Mexico a little after noon. The aircraft were unstaffed until Tuesday morning. Dan Snyder, Neptune’s Chief Operating Officer, said it was done for safety reasons:

We did not want our crews worried about the company’s future, their jobs, BAe program, etc, instead of being 100% mission focused. We took the opportunity to get clear and concise information to them and allow for questions and concerns to be addressed.

This is not the first time contract awards for next-generation air tankers have been contested. The USFS began the contracting process for the newer air tankers November 30, 2011. Almost seven months later on June 13, 2012 they announced awards for four companies, Neptune, Minden, Aero Air, and Aero Flite, to provide a total of seven air tankers. However two companies that were not going to receive contracts, Coulson Aviation and 10 Tanker Air Carrierprotested the awards, and the Government Accountability Office upheld their protest. At that time the contracts had not actually been signed, since negotiations about reimbursement if the contracts were cancelled had not been completed. The USFS went back to the drawing board for four months. They amended and re-announced the solicitation on October 5, 2012 with a response due date of November 1, 2012. The second time the awards were announced last week was seven months after the second solicitation was issued and 523 days after the process first began. If the USFS has to go through a third round of solicitation due to this latest protest, the appearance of next-gen air tankers over wildfires will be delayed for many more months.

The two companies that filed protests following round 1, Coulson and 10 Tanker, both received awards after round 2, which may have given confidence to Neptune to try the same tactic and perhaps force a third round.

Neptune has invested heavily in four BAe-146 aircraft, retired airliners with more than 20 years of service. Two have been converted to air tankers, Tankers 40 and 41, and have interim approval from the Interagency Air Tanker board. But their retardant delivery performance has been criticized, since the last several hundred gallons of retardant does not exit the tanks quickly enough. Neptune thinks they have a fix for the problem and the next two BAe-146s being converted now, Tankers 10 and 01, will have an improved tanking system. They expect to begin drop tests with Tanker 10 no later than June 10 of this year, Ron Hooper, their Chief Executive Officer said. The company will retrofit the tanks in Tankers 40 and 41 with the new variant of the tank next winter. One of them is currently on the USFS legacy contract for this year.

Neptune air tankers shut down Monday

After the U.S. Forest Service announced on Monday morning their intention to award contracts for next-generation air tankers to five companies, the pilots of all five Neptune Aviation air tankers that were currently working and available for fire assignments walked away from their aircraft in California and New Mexico at about 12:30 p.m MT. The aircraft were unstaffed until Tuesday morning. Neptune did not receive one of the next-gen contracts even though they supplied all but one of the large air tankers on exclusive use contracts for the last one and a half years. The company did, however, receive contracts a few weeks ago for one BAe-146 and six  P2vs on a new USFS “legacy air tanker” contract.

One person who contacted Fire Aviation assumed that the pilots walking off the job was a protest about the fact that the company did not receive a next-gen contract.

We contacted Dan Snyder, Neptune’s Chief Operating Officer, who told us the following:

Neptune decided, for safety reasons, to stand-down our contract fleet (plus flight training in MSO) due to the number of questions and concerns that were flooding into Missoula from the crews in the field. The decision was made with the USFS’s full knowledge and done in accordance with the current “Legacy Contract”. We were notified of the contract awards at the same time of the USFS press release. The timing of the two messages did not give us enough time to send out a notice to our employees of the USFS decision and what it meant to the company and employees. We did not want our crews worried about the company’s future, their jobs, BAe program, etc, instead of being 100% mission focused. We took the opportunity to get clear and concise information to them and allow for questions and concerns to be addressed.

Bottom line, no one was told to walk off the job in protest and to my knowledge no one did it independently.

The first attempt to award the next-gen contracts on June 13, 2012 was overturned after protests by 10 Tanker Air Carrier and Coulson Aviation, who did not receive awards, were upheld by the Government Accountability Office. We asked Mr. Snyder if they planned to protest this latest contracting process, and he told Fire Aviation that their company would make a decision about that after a debriefing from the U.S. Forest Service contracting officer.

In their news release, the USFS said the five successful bidders were selected because their proposals were determined to offer the best value to the government based on a technical evaluation of their air tanker concept, organizational experience and past performance, combined with pricing. A person who is familiar with the air tanker contracting process told Fire Aviation that the reasons for not selecting Neptune for this latest next-gen award were most likely based on price and their accident history.

If Neptune submitted the same bid structure on this latest next-gen solicitation as they did the first time, their price, based on the total cost estimate for the 5-year base period, would have been higher than all of the successful bidders in round two, except for the proposal for the DC-10 from 10 Tanker, who based their bid on delivering 5,000 gallons, compared to Neptune’s BAe-146 with a maximum capacity of around 3,000 gallons. The DC-10’s bid allowed for options for the additional 6,600 gallons in their 11,600-gallon tank. The solicitation’s specification was for tankers delivering between 3,000 and 5,000 gallons. 10 Tanker shrewdly configured their bid to work within the constraints of the solicitation.

USFS announces contracts for next-generation air tankers

Erickson Aerotanker MD-87
Erickson Aerotanker (Aero Air) MD-87 test drop. Screen grab from Erickson Aerotanker video. (click to enlarge)

The U.S. Forest Service announced today they intend to award contracts to five companies for what the agency is calling “next-generation” air tankers, used for dropping water or fire retardant on wildfires.

The U.S. Forest Service expects to award exclusive use contracts to:

Interestingly, Neptune Aviation, which has been the primary supplier of air tankers to the federal government for the last two years, did not receive one of the new contracts, however they did win a contract earlier for one BAe-146 and six old P2vs on a new USFS “legacy air tanker” contract. (See below for more information on the “legacy” aircraft contract).

The new next-gen contracts are for a base period of five years with five one-year options (a total of 10 years if all contract options are exercised).

In a press release the USFS said the contracts allow the companies to provide additional next generation air tankers in future years, contingent on funding and other circumstances…

…to reach the total of 18 to 28 recommended in the Large Airtanker Modernization Strategy that the Forest Service submitted to Congress in February 2012.

These new contracts for next-gen air tankers require the aircraft to be turbine or turbofan (jet) powered, be able to cruise at 300 knots (345 mph), and have a retardant capacity of at least  3,000 gallons.

The USFS said the five were selected because their proposals were determined to offer the best value to the government based on a technical evaluation of their air tanker concept, organizational experience and past performance, combined with pricing.

We have information from someone familiar with the contracting process that in addition to the above criteria, the accident history of the applicants was also considered.

The USFS said they plan to bring the seven next-gen air tankers into service over the next year. Most of these aircraft, except for the DC-10, are not ready to drop retardant on fires. Some are still being converted from airliners into air tankers, have not passed the drop tests required by the Interagency Airtanker Board, or they do not have an FAA Type Certificate. Even if the progress on some of these air tankers goes as the companies optimistically hope, it could be months before they are seen dropping retardant over a fire.

The USFS began the contracting process for the next-gen air tankers 523 days ago on November 30, 2011. On June 13, 2012 they announced awards for four companies, Neptune, Minden, Aero Air, and Aero Flite, which would have provided a total of seven air tankers. However two companies that were not going to receive contracts, Coulson Aviation and 10 Tanker Air Carrier, protested the awards, and the Government Accountability Office upheld their protest. At that time the contracts had not actually been signed, since negotiations about reimbursement if the contracts were cancelled had not been completed. The USFS went back to the drawing board. They amended and re-announced the solicitation on October 5, 2012 with a response due date of November 1, 2012.

These next-generation air tankers can fly faster, should be more reliable, and can carry more retardant than the “legacy” P2V air tankers that were designed in the 1940s for maritime patrol. The Korean War vintage P2Vs have two 18-cylinder radial piston engines with many moving parts, requiring more maintenance than the turbine or turbofan engines of these newer aircraft. The P2Vs usually carry less than 2,000 gallons of retardant and can cruise at 225 mph.

On March 28, 2013 the USFS announced that contracts were awarded to Neptune Aviation and Minden Air, for what the agency called “legacy” air tankers. Exclusive use contracts were awarded to Minden for one P2V and to Neptune for six P2Vs and one BAe-146. These contracts are for six to eight aircraft over the next five years, when optional years for various line items are considered.

The USFS expects legacy air tankers to continue to be part of the fleet until there are adequate numbers of next generation large air tankers.

With the 7 contracts for next-gen air tankers announced today, plus the 8 legacy contracts, this will make 15 large air tankers available on exclusive use contracts if and when the 7 next-gen aircraft are converted and obtain approval from the Interagency Airtanker Board and the FAA. In addition, the government can call up 8 military C-130 Modular Airborne FireFighting Systems (MAFFS) air tankers.

The USFS still has not announced new contracts for Very Large Air Tankers, such as the DC-10 or 747, which expired December 31, 2012. However, and surprisingly, one of 10 Tanker Air Carrier’s DC-10s received a contract on this new next-gen solicitation. The agency had extended the call-when-needed contract for the DC-10 while they struggled with issuing new contracts. There have been no contracts for the 747 “Supertanker” operated by Evergreen in recent years.

Below are the specifications for air tankers that we compiled, including some aircraft being considered for conversion into air tankers. Click on the image to see a larger version.

Air Tanker Specifications

 

Aviation briefing, March 31, 2013

Coulson’s C-130 conversion in San Bernardino

Coulson's C-130 Taxiing
Archive photo of Coulson’s C-130 taxiing before the conversion. Coulson photo.

The Press-Enterprise has an article about the air tanker conversion that Coulson is working on at the San Bernardino, California airport, converting into an air tanker what the article identifies as a C-130Q. According to the article test flights are scheduled to begin in April. Coulson is hoping to receive a next-generation air tanker contract for the aircraft.

Wildfire Today first wrote about Coulson’s C-130 April 9, 2012.

Santa Maria reduces air tanker landing fees

The Santa Maria Public Airport 55 miles north of Santa Barbara, California has reduced the landing fees charged to air tankers using the airport. An article in the Santa Maria Times says the fees will be reduced from $1 per 1,000 pounds to 50 cents per 1,000 pounds. In addition to this fee, firefighting aircraft have to pay ramp handling fees and fuel flowage fees.

After being downgraded to a call-when-needed air tanker base for three years, the Los Padres National Forest in October, 2011 restored it to full-time status during the fire season.

Contracts for next-generation air tankers

Late in the day last Wednesday the U.S. Forest Service announced contract awards for eight “legacy” air tankers, which included seven P2Vs and one BAe-146. Some people within the agency thought contracts for next-generation air tankers would also be announced last week, but that did not happen. The USFS is probably bending over backwards this time in an attempt to minimize the chances of the awards being protested again. Last summer after the awards were announced but not yet finalized, two companies that were not slated to receive contracts filed protests, which sent the agency back to the drawing board, starting the process over again after making dozens of changes in the solicitation.

It has been 487 days since the USFS began the solicitation process for next-generation air tankers.

Forest Service announces contracts for legacy air tankers

(Originally published at 9:53 a.m. MT, March 28, 2013; updated at 2:15 p.m. March 28, 2013)

On Wednesday the U.S. Forest Service awarded contracts to two companies for what they are calling “legacy” air tankers, for a total of eight aircraft in 2013. Minden will receive a contract worth $17.1 million and Neptune’s contract will total $180 million.

Minden will have their Tanker 48, a P2V, working under this new contract for one year, with options for four additional years, according to Mike Ferris, spokesperson for the USFS in Boise.

Dan Snyder, President of Neptune Aviation, told Fire Aviation today that their company will have five P2Vs on contract for five years. Two other Neptune aircraft, one P2V and one BAe-146, will have a one-year fixed contract, with options for four additional years.  The optional years will be totally up to the USFS — if they have the need, desire, and the funds, they could activate the additional years, one at a time.

These awards mean that the USFS will have eight air tankers working this year under this “legacy” contract. Beginning in 2014 if the optional years are not activated, there will be six, if the information we have been provided is correct.

Mr. Snyder said they expect to have their signed contract in their hands within the next two days.

We attempted to talk to Tim Christy, Director of Flight Operations for Minden, but he was unavailable. Minden had one P2V on contract last year after their other one, Tanker 55, was damaged June 3 while landing on disabled landing gear, the same day that Neptune’s Tanker 11 crashed in Utah, killing the two pilots. For the last two or three years Minden has been working on converting a BAe-146 into an air tanker.

We are still waiting to hear from the U.S. Forest Service about contract awards for next-generation air tankers powered by turbine, turbofan, or jet engines. That solicitation was first issued 484 days ago. Recently U.S. Agriculture Secretary Tom Vilsack in a letter written to Senator Mark Udall of Colorado, said contracts will be awarded “soon” for seven next-generation air tankers.

Also pending are contract awards for very large air tankers, such as a DC-10 or 747, which can carry 11,600 and 20,000 gallons, respectively. The P2Vs usually hold about 2,000 gallons while the BAe-146 has a 3,000 gallon capacity. The P2V cruises at about 225 mph. The BAe-146 more than doubles that speed, at 498 mph.

While it may seem surprising that a jet-powered BAe-146 received a contract through a solicitation for “legacy” air tankers, Mr. Snyder of Neptune said they were allowed to put any air tanker they wanted on their proposal as long as it met the specs in the solicitation. He said the USFS was looking more at cost than technical specifications, and wanted “best value”.

Neptune still has the two fully operational BAe-146 next-generation air tankers that worked on fires in 2012, Tankers 40 and 41. They will operate them for one more season, Mr. Snyder said. After they they may be modified. The company is also finishing the conversions of two more BAe-146s that will have a much improved tanking system that Mr. Snyder said will fix some of the issues uncovered in their first two converted aircraft, including trail-off of retardant, consistency, and constant flow. The new systems will still hold approximately 3,000 gallons, but the exact capacity has not been determined. The tanks will be internal, and from the outside will look very similar to Tankers 40 and 41. But the redesign is so different that the Interagency AirTanker Board (IATB) is requiring that they go through the expensive grid tests, in which retardant is dropped over a grid of hundreds of containers to determine the consistency and volume of the retardant when it reaches the ground. Neptune is negotiating with the IATB on the date and location of the test. If the IATB certifies the new tank design, Mr. Snyder expects that Neptune’s third and fourth BAe-146s could be available in the Spring or early Summer.