When all of the U.S. Forest Service air tanker contracts expired on December 31, 2012, that left the agency without any when the new year rolled around.
To temporarily fill the gap, the USFS has extended the expired contracts for Minden and Neptune through April 22. Today there are three P2V’s working. Minden’s T-48 is at Porterville, CA, Neptune’s T-07 is at Lake City, FL and Neptune’s T-44 is at Alamogordo, NM.
It has been 469 days since the agency issued the solicitation for next-generation air tankers but no contracts have been awarded. Also pending are solicitations for legacy and very large air tankers.
The USFS has told at least one air tanker vendor that they expect some of the new contracts to be announced either this week or next. We are checking to see if a 30-day waiting period will be required after the announcement while Congress is notified. The last time the USFS announced their intention to award contracts, last summer, Congress passed a bill that eliminated the waiting period for those contracts because of the shortage of air tankers. And then later the USFS had to cancel the almost-signed contracts after unsuccessful bidders lodged protests. There is a good chance there will be more protests the next time contracts are awarded.
10 Tanker Air Carrier issued a statement Monday on their Facebook page about the bid protests that they, along with Coulson, filed over the contracts for next generation air tankers that the U.S. Forest Service announced that they were going to award last summer. The company has two DC-10 air tankers that carry 11,600 gallons of retardant, about six times more than a P2V, but they were not going to receive exclusive use contracts for the aircraft. The USFS had to cancel the process just before the contracts were signed. Four months later the solicitation was reissued with 31 changes, requiring responses by November 1, 2012.
The DC-10 air tankers have received excellent reviews from firefighters and aviation managers, but the USFS has in the past only offered them call when needed contracts, meaning they may or may not be used at all, and if they were, it would be intermittently.
Mark Udall, who serves on the U.S. Senate Energy and Natural Resources Committee, urged private contractors to respect the U.S. Forest Service’s upcoming decision to award contracts to several U.S. companies to supply next-generation air tankers. Protests and challenges of past contract awards have already delayed the Forest Service’s acquisition of seven next-generation air tankers — which Udall championed last year. Additional protests could leave Colorado and the West without these tanker resources for the 2013 wildfire season.
“Air tankers are critical firefighting resources that can save lives and prevent small blazes from becoming catastrophic wildfires,” Udall said. “When I met with Northern Colorado firefighting and emergency-management officials this week, they all agreed that we need to ensure that Colorado and the Forest Service have the resources they need to fight fires now. If contractors continue to challenge agency decisions, I will urge the Forest Service to use its emergency authorities to override the challenges and finalize the tanker contracts as soon as possible. Colorado cannot wait.“
Below is the text from 10 Tanker’s statement:
A widely published Associated Press article recently related the story of the long-term decline in the U.S. Forest Service’s aerial tanker fleet to the Next Generation Air Tanker solicitation bid protest last year by 10 Tanker Air Carrier and another bidder. Some members of Congress have expressed support for Forest Service to use emergency authorities to work around the bid protest. What the article omits and members of Congress may not realize is that it was the General Accountability Office (GAO) that found the 10 Tanker bid protest to be valid. That caused the US Forest Service to withdraw from the bid protest process, to amend the solicitation to correct its discriminatory issues, and to reissue the solicitation.
As you may know, GAO is the investigative arm of Congress “charged with examining matters relating to the receipt and payment of public funds.” As a part of that responsibility, GAO is also charged with handling bid protests, but they do not undertake that role unless there is obvious discrimination in an agency’s contract decisions. In this case, they found that the Forest Service used a decision process that discriminated against 10 Tanker Air Carrier. The issues involved cost basis in which 10 Tanker clearly offered the lowest cost per gallon of retardant delivered on fires, and also involved the USFS use of outdated, third party input that, had the well-known facts been used, would have been in 10 Tanker’s favor.
Had 10 Tanker’s bid been awarded, we could have provided the same protection to the public with four aircraft this 2013 wildfire season that is the equivalent of 15 – 16 competing aircraft that will not be available for use for several years.
10 Tanker wholeheartedly agrees that responsible leaders, including the Chief of the USFS, should use emergency procedures and resources to protect the public in an emergency. However, we discourage the declaration of an emergency as a means of providing a long-term solution to this on-going issue. We are confident it will be resolved within the next several months and thank you all for your support as we move closer to the upcoming fire season.
It has has been 1 year, 2 months, and 25 days since the USFS first issued a solicitation for next-generation large air tankers, but no contracts have been awarded.
New data that the National Interagency Fire Center released about the 2012 wildfire season reveals that almost half, or 48 percent, of the requests for large air tankers could not be filled. Of the 914 requests, 438 were rejected as “unable to fill” (UTF), meaning no air tankers were available to respond to the fire; 67 were cancelled for various reasons. The requests that were filled included 346 for civilian contracted air tankers and 63 for military Modular Airborne FireFighting Systems (MAFFS) C-130s.
For additional perspective, consider that the number of requests for air tankers during the 2000 fire season was higher than the 13-year average between 2000 and 2012 — 548 requests vs. the average of 434, but in 2000 only 7 percent of them were UTF. In 2000 there were 40 large air tankers on exclusive use contracts compared to between 9 and 11 in 2012.
More acres burned in the United States in 2012 than average. At 9.3 million, it was the most since 2007. But the number of fires was surprisingly small, only 67,774 which is the lowest number since 2005.
The average number of fires in the lower 49 states each year is gradually decreasing, but the average size is increasing rapidly. This could be due to a number of factors, including climate, increased fuel loading (vegetation), reduced budgets, fewer firefighters, and not as many air tankers.
One of the reasons the U.S. Forest Service has allowed the air tanker fleet to atrophy may be a misguided attempt to save money. Fast, aggressive, initial attack on new fires can reduce the number of megafires that may burn hundreds of homes while costing the taxpayers tens of millions of dollars in suppression costs alone. The 2002 Federal Aerial Firefighting Report, usually known as the “Blue Ribbon Panel Report”, addressed this issue:
While cost-saving is an essential contracting criterion, it appears to have displaced other, less-quantifiable criteria that call for more judgment and experience, such as value, safety records, and past performance. Pilots have sarcastically referred to this cost-focus philosophy as “budget protection” rather than “fire protection.” In contrast, a Canadian philosophy states, “We can’t spend too much the first day [of a fire],” seems to justify spending money on early containment of a fire, and doing so in an operationally effective way that minimizes the number of escaped fires. In the long run, the Canadians believe that they spend far less for a quick-response capability designed to contain small fires than they do to fight fires after they grow large.
It has has been 1 year, 2 months, and 24 days since the U.S. Forest Service issued a solicitation for next-generation large air tankers, but no contracts have been awarded.
UPDATE Feb. 25, 2013: The Associated Press reporter, Mead Gruver, who wrote the article referred to below, has expanded on his original fairly brief version. You can read the more complete article at the Billings Gazette.
A representative of one of the companies that bid on the contracts was recently told by the USFS that the contracts would be awarded by the end of February.
After announcing on June 13, 2012 that the contracts would be awarded to four companies for a total of seven next-generation air tankers, the USFS had to cancel the process just before the contracts were signed due to protests by two companies that did not receive awards. The aircraft that almost received contracts were four BAe-146s, an AVRO RJ85 (a variant of a BAE-146), and two MD87s, operated by Minden, Neptune, Aero Air, and Aero Flite. Four months later the solicitation was reissued with 31 changes. It required responses by November 1, 2012.
All federal contracts for large and very large air tankers expired December 31, 2012 and none were on contract until this week when the USFS extended last year’s contracts. Neptune’s contract was extended through March 5 and Minden’s will expire again on April 22, according to Jennifer Jones of the agency’s office in Boise.
The 2012 wildfire season began with 11 large air tankers on federal exclusive use contracts. After two 50+ year old tankers crashed on June 3 killing two pilots, we were left with only 9, down from 44 in 2002. For a few months Neptune was able to get two airliners that had recently been converted to air tankers hired on temporarily. They were BAe-146s, designated as T-40 and T-41, bringing the total for a while back to 11.
The Minnesota Department of Natural Resources has posted solicitations for firefighting helicopters at their bases in Cloquet, Princeton and Roseau. Here is an excerpt from their web site:
Service of a helicopter that is fully operated by qualified personnel, and equipped to meet specifications for use in administration, management and protection of lands from wildfire in Minnesota. The types of services which aircraft would generally be required to perform, but not restricted to are: Transportation of personnel, Equipment and supplies, Reconnaissance flights, Fire detection flights, Photography work involving, prolonged slow flight, Helicopter–bucket and fire missions, Administrative flying, Incident Support. Project Technical information contact: Bill Schuster at 218-327-4573.
Aero Air of Hillsboro, Oregon, has purchased the air tanker operations of Butler Aircraft from Travis Garnick. Aero Air acquired Butler’s three DC-7 air tankers, support equipment, and spare parts in Madras, Oregon. They will take over the lease of Butler’s new city-owned hangar at the Madras Municipal Airport (map) as well as the contracts with the state of Oregon for the three air tankers. The company did not have a contract with the US Forest Service for the DC-7s.
Kevin McCullough, now the President of Aero Air, and Jack Erickson, founder and former owner of Erickson Air-Crane, became co-owners of Aero Air in 1998 and since then have been growing the company. After Mr. Erickson sold Erickson Air-Crane to ZM Private Equity Fund in 2007, they began talking about getting into the air tanker business. A couple of years ago they decided to go with MD-87s and pulled together teams to develop a tank design and to handle obtaining the supplemental type certificate (STC) from the FAA.
They have purchased seven MD-87s, most of them from SAS airlines, and the conversion process is 99 percent complete on one of them, Mr. McCullough told Wildfire Today on Tuesday. The parts for the others are being fabricated in Hillsboro where all of the conversion work will be done. The other six MD-87s are at Hillsboro, Phoenix Goodyear Airport in Arizona (map), and Madras. Some of them have already been painted at Phoenix Goodyear prior to beginning the other modifications.
After the conversions are complete, Aero Air will conduct all of their air tanker operations out of the facilities in Madras that were formerly owned or leased by Butler. That branch of the company will be known as Erickson Aero Tanker, and that is what is being painted in large letters on the MD-87s, similar to the style of the lettering on the DC-10 and 747 very large air tankers.
The 4,000-gallon internal tanks will rely on gravity, rather than pressurized air, to force the retardant out of the tank. An MD-87 can cruise at 504 mph and is powered by two rear-mounted jet, or turbofan engines. The company has secured a block of air tanker numbers from the USFS, 101 through 112 — which is more than seven, you’re thinking. Right. Mr. McCullough told us that their long term plans are to operate 12 to 15 MD-87s.
Technicians from the USFS’ San Dimas Technology and Development Center have been at Aero Air this week checking the design of the tank system to determine if it is in compliance with the very extensive and complex requirements for federally-contracted air tankers. Aero Air has already done a static test, expelling water from the tank while the aircraft is on the ground, but more are scheduled. In the Spring they hope to pass the airborne retardant drop tests where the retardant is captured in hundreds of cups arranged in a grid pattern on the ground. If the STC and the approvals from the Interagency Air Tanker Board have positive results, there may be at least one MD-87 dropping on fires next summer.
Assuming… that the U.S. Forest Service completes the evaluation of the proposals from air tanker companies for “next generation air tankers” and awards a contract to Aero Air. The company, along with three others, was notified last Fall that they were going to receive contracts, but before the contracts were actually awarded and signed, two companies that were not slated to get contracts, 10 Tanker Air Carrier and Coulson, protested, and the USFS halted the process. Months later they started over, amending the request for proposal which then closed again in November. If the contracts had actually been awarded, Aero Air would have been expected to provide two MD-87s beginning in 2013. The other companies that almost got contracts were Neptune for BAe-146s, Minden for BAe-146s, and Aero-Flite for an Avro RJ85, a derivative of the BAe-146.
The mandatory availability periods for the nine large air tankers on national contracts ended in August, September, and October, but two P2Vs are still working today due the warm, dry weather that some areas of the country are experiencing. Tanker 48, operated by Minden, and Neptune’s Tanker 43 are the two that are working on a day by day basis through “optional use” provisions in their contracts, according to Jennifer Jones, a spokesperson for the U.S. Forest Service in Boise.
Air tankers were requested early Saturday morning, December 1, for the rapidly spreading Fern Lake Fire that was moving toward structures west of Estes Park, Colorado. Fire managers were told that the only large air tankers sill working were in California but were unavailable due to weather in the Bay Area, according to David Eaker, a spokesperson for the Fern Lake Fire.
Today two large air tankers were supposed to be parked on the ramp at JEFFCO air tanker base northwest of Denver after being ferried in from California, but only one made it, Tanker 48. The other one, Tanker 43 had to stop in Durango, Colorado, unable to climb over the continental divide due to weather. We’re thinking the old P2V does not have de-icing equipment.
If the USFS is going to keep air tankers working into the winter, maybe a better choice of which ones to keep on would be a couple of the BAe-146s, which I assume have de-icing equipment.
The one tanker at JEFFCO, 48, has not been used on the Fern Lake Fire yet due to strong winds over the fire. Mr. Eaker told Wildfire Today that they may be used very soon to pretreat some areas where large burnouts are planned, thanks to improving weather forecasts indicating decreasing winds.
We checked, and the way the petition works is that you complete a form at the site, submitting your name, address, and email address. You can edit the text if you want, part of which includes this:
…For the health of our forests and the safety of our citizens, I urge you to offer a long-term contract to 10 Tanker Air Carrier….
Then it is converted to an email that is sent to Tom Tidwell, Chief of the USFS at his publicly listed email address. Your name and address will appear in the signature of the message.
10 Tanker Air Carrier will retain your name and email address and may use it, according to the company, to “send an e-blast no more than once/month with news, updates etc. Supporters can unsubscribe at any time. Contact information is kept strictly confidential and will NOT under any circumstances be shared or sold to any other party.”
The most recent request for proposal (RFP) for exclusive use contracts for next-generation air tankers had a response due date of November 1, 2012 and awards based on the submissions could be announced within the next few months. So while the USFS is pouring over the submissions from the air tanker companies, 10 Tanker Air Carrier hopes to influence the decisions that are being made by the federal government either on that RFP or those that may be issued in the future.
It does not appear that the USFS will award any contracts for very large air tankers (VLAT) like the DC-10 on this most recent RFP and will most likely limit the awards to smaller “next-generation” air tankers that have a capacity of 2,400 to 5,000 gallons. However the agency has issued a “request for comments” on a draft VLAT RFP for call when needed aircraft only. The two DC-10s operated by 10 Tanker Air Carrier carry 11,600 gallons.
The US Forest Service has not been interested in offering long-term exclusive use contracts for very large air tankers like the DC-10 or 747, and have only made call when needed contracts available.