Above: The test rig for the new Kawak 2,500-gallon internal tank. Kawak photo.
Kawak Aviation has received FAA Supplemental Type Certification (STC) for its CH-47D Chinook aerial liquid delivery system (ALDS) and auxiliary hydraulic system. The 2,500-US gallon (9,463-liter) tank fills in under 40 seconds and can release a full load of water in 3 seconds. The system is built around a fully independent 50hp hydraulic system, a new refill pump, and unique design of the water tank door.
Using their existing refill pump technology as a starting point, they designed an all new pump to meet the fill time requirements of the new system.
“Unlike swinging door designs, our sliding doors provide an unbroken ribbon of water that exits the tank with less wind break up providing a better drop pattern. In short more water reaches the fire for a more effective drop,” said Andrew Sawyer, director of marketing.
The system includes a secondary 128-US gallon tank that can add foam concentrate if needed as the main tank is filled. A live telemetry functionality automatically records how much water is taken on, how much is dropped, and where. This information is then transmitted to the agency managing the fire to assist in analyzing utilization of resources.
There are two versions, holding 850 or 1,000 gallons
Above: The Simplex 850-gallon Fire Attack System installed on PJ Helicopters’ UH-60 Utility Hawk. Photo by Bill Gabbert.
For decades Simplex Aerospace has been manufacturing devices used by aerial firefighters, including the Helitorch and various internal and belly-mounted water tanks for helicopters. This year they added to the list by developing an internal water tank for Blackhawk helicopters. The 850-gallon tank can be installed in less than 15 minutes in several models of Sikorsky ships, including the S-70i, S-70A, UH-60A, and UH-60L.
According to the company, the 850-gallon tank drops water through the cargo hook well “with minimal modifications to the aircraft”. They also have a 1,000-gallon version with three dispersal doors, which requires “minimal modifications to the aircraft skin”.
While hovering, the tanks can be refilled at a rate of 1,000 gallons per minute, or on the ground using ports on either side. Pilots can select the number of drops, flow rate, and percentage of foam concentrate to be mixed with the water. There is also an automatic emergency water drop feature.
Mark Zimmerman, Simplex’s CEO said “Simplex’s internal Fire Attack systems eliminate the need for the Blackhawk gear extensions required for belly mounted tanks, making the internal tanks ideally suited for civil Blackhawk operators.”
Jerry Messinger sent us this photo of N949CH, one of HeliMax’s CH-47’s at Sierra Vista, Arizona. He said it is on an exclusive use contract and has already flown about 75 hours on fires in the Southwest this spring. It is very dry there, he said.
Those large rotor blades can provide a little shade on a hot day.
Above: One of Washington DNR’s UH-1H helicopters. Washington DNR photo.
The Washington Department of Natural Resources is getting their fleet of eight helicopters ready for the coming wildfire season. The agency began acquiring their military surplus UH-1H (B-205) ships in 1989.
The DNR started their helicopter program in the 1960’s with two Bell-47’s used for recon and carrying a 50-gallon water bucket which was designed by one of their pilots, Harold Clark. By the mid-1970’s the Kaman Husky, which could carry up to 450 gallons, replaced the Bell-47’s. Those six Kaman’s were phased out in the late 1970’s due to a shortage of spare rotor blades and the availability of the more reliable and faster Huey UH-1B, which were replaced by the UH-1H about 10 years later.
The agency now has a program manager, one helicopter coordinator, 11 U.S. Forest Service certified helicopter pilots, 6 aviation maintenance technicians (AMT) who maintain, and configure the aircraft, and one chief pilot who leads the team. Usually 7 helicopters are deployed, with one held in reserve as a spare.
All of the pilots have current Class II Medical Certificates and FAA Commercial Rotor Wing Certificates. Many maintain an FAA Certified Instrument Instructor rating and Airline Transport pilot certification.
In addition to the pilots and mechanics, the staffing includes one transportation supervisor, 7 helicopter managers, 7 squad leaders, 14 firefighters, and 8 support drivers. All helitack modules have an incident commander. Generally they stage at Omak, Deer Park, Dallesport, Pomeroy, Wenatchee, Colville and Olympia.
Below is an excerpt from an article at Spokesman.com:
The department pays for fuel, operations and maintenance, which works out to about $1,600 an hour when they fly.
Dropping water on forest fires can be rugged work. But while these “Hueys” are old – the most senior helicopter in the DNR fleet came off the factory line in 1963 and did two tours in Vietnam, where it was shot down twice – they’re extremely reliable and spare parts are plentiful.
Above: A Bell 205A-1 Type 2 helicopter lands at the Salmon, Idaho helitack base while working on wildfires in the area, July 28, 2016. Photo by Bill Gabbert.
New exclusive use contracts have been awarded for 34 Type 2 firefighting helicopters. Announced by FedBizOps on April 6, the duration is for one base year through April 30, 2019, with the possibility of 3 one-year renewal option periods. The U.S. Forest Service has shown by how they manage the air tanker and Type 1 helicopter contracts that the option periods are definitely not a sure thing after cutting those aircraft during recent optional years.
All of the Type 2 helicopters are Bell products: 205, 210, and 212. The daily availability rates range from $5,500 to $8,800 while the hourly rates are $1,884 to $2,175.
The Forest Service also has helicopters on Call When Needed contracts, on the hope that they will be available when the phone rings. CWN aircraft, both fixed and rotor wing, cost more than exclusive use ships. For example, the 2017 average daily rate for large federal call when needed air tankers was 54 percent higher than aircraft on exclusive use contracts.
Thanks and a tip of the hat go out to Brian. Typos or errors, report them HERE.
KAMAN Aerosystems has delivered 8 of the helicopters since restarting in 2016
Above: A K-MAX helicopter under production at KAMAN Aerospace’s facility in Bloomfield, Conn. KAMAN photo.
After producing 38 K-MAX helicopters between 1991 and 2003 KAMAN Aerosystems fired up the manufacturing shops again in 2016 and delivered the 46th a few days ago. The company has committed to making a total of 15 during this production phase with the possibility of adding another 10 later. The airframes are made in Florida and the final assembly is done in Bloomfield, Connecticut.
Like the Erickson Air-Crane, the K-MAX is a purpose built aircraft designed without compromises to do one thing well. Lift external loads. They don’t carry passengers or much internal cargo. In fact there is only room for one person in the K-MAX — the pilot.
From the front it is very narrow, allowing the pilot to easily look straight down at the ground from both windows. While hovering over a target the pilot can see the external instrument panel; critical gauges and annunciators that are always visible during vertical reference flying.
The USFS contract (on page 102) carves out an exception for the K-MAX when used on initial attack:
For initial attack only, Kmax operators are authorized to use any water bucket with a capacity of over 200 us gallons. This allowance is based on the limited storage compartment capacity of the aircraft and the capability of the pilot to unload the bucket when carried. Higher capacity, compact, lightweight buckets are no longer available or no longer supported. Vendors shall switch to a bucket meeting contract specifications as soon as practical, typically after the first fuel cycle.
Lockheed has worked with KAMAN to configure at least two K-MAX helicopters to be remotely piloted or to operate autonomously. They spent months delivering cargo in Afghanistan flying pre-programed missions.
The hour and a half demonstration included the following missions:
Spot drop – 100 feet
Spot drop – 55 feet
Trailing drop – 55 feet both at the demo area and at the ridge
Carousel delivery – 55 feet, two each to the demo area and on the ridge
Backhaul Cargo from the ridge – 150 feet
Roger Wassmuth, Senior Director of Business Development for KAMAN, told us that since the demonstration and the missions in Afghanistan they have improved the technology and are expecting to see the helicopter being used in the future for suppressing wildfires and inspecting or constructing power lines without a pilot in the cockpit.