In spite of that, the numbers of air tankers and helicopters are being slashed
Above: A water-scooping air tanker, a CL-415, at Sacramento, March 12, 2018.
In our notes from the Aerial Firefighting conference HERE and HERE, we included information about how some air tankers were busier than usual in 2017:
Ron Hooper, CEO of Neptune Aviation, said their air tankers in 2016 averaged 180 hours while working on wildfires. In 2017 that increased to 276 hours each.
Rick Hatton of 10 Tanker Air Carrier, said each of their three DC-10s averaged about 300 hours on fires in 2017, which is more than usual.
Shawna Legarza, the USFS Director of Fire and Aviation, said the two Aero-Flite CL-415 scooping air tankers that were on exclusive use (EU) USFS contracts in 2017 each had over 400 hours of fire flight time.
After we reported the information above, Jason Robinson, the Chief CL-415 pilot for Aero-Flite contacted us to supply more details. He generally confirmed the numbers reported by Ms. Legarza and said their two EU and two CWN CL-415’s averaged 410 hours each. In July and August alone the four scoopers flew 1,036 hours. The company brought in extra staffing to provide seven-day coverage and manage pilot fatigue. He said that in 2017, 12 Canadian CL-415’s and CL-215’s worked in California and Montana.
Mr. Robinson said they have operated CL-415’s in Alaska for up to 12 hours a day by double-crewing the aircraft.
Due to a reduction in the federal firefighting budget by the Administration and Congress, there will be no scoopers on the EU list this year. Some are still on a CWN contract, but they may or may not be available if the USFS Calls them When Needed. The large air tankers are being cut from 20 to 13 while the large Type 1 helicopters have been reduced from 34 to 28.
Above: the Air Tractor display at the Aerial Firefighting conference.
Here are a few notes that I scribbled in a notebook at the Aerial Firefighting conference in Sacramento this week. This is Part One — I will post Part Two later.
Mike Schoenau, an Air Tractor dealer out of Tulare, CA, said a new single engine air tanker is being flight tested now. The model name is AT-1002 and will hold up to 1,000 gallons. You will be able to purchase one for yourself for about $2.5 Million.
The Bureau of Land Management has not released their list of SEATs on contract this year, many of which will be the amphibious Fire Boss, a variant of the Air Tractor 802. Fire Boss doesn’t know if they will be converting the new AT-1002 1,000-gallon SEAT to use floats.
Their fourth converted DC-10, Tanker 914, will be ready to fight fire this summer. Rick Hatton, the President and CEO of 10 Tanker Air Carrier, said their approval by the Interagency Airtanker Board came to the end of its six-year term, so they retook the grid test in December. Their three DC-10s averaged about 300 hours on fires in 2017, which is more than usual.
I got into a long detailed conversation with Mr. Hatton about how their retardant delivery system can maintain a constant flow, adjusting for the amount of retardant in the tank, drop height, and speed. It usually drops at 150 knots and 200 feet.
Hours per CL-415
As we reported yesterday, Shawna Legarza, the USFS Director of Fire and Aviation, said the two CL-415 scooping air tankers that were on USFS contract in 2017 each had over 400 hours of fire flight time. Due to a reduction in the firefighting budget, the two scoopers had to be cut this year from the exclusive use list. At least a couple are still on a CWN contract, but they may or may not be available if the USFS Calls them When Needed.
Keith Saylor, Columbia’s Director of Commercial Operations, said the company will have three Type 1 helicopters, CH-47 Chinooks, on exclusive use contract this year. Two have internal tanks and one will use an external bucket.
Shawn Bethel, Conair’s Director, International Business Development, said the external tank on the Q400 can be removed in about three hours by 9 to 12 workers. They recently received a contract to supply six Q400’s to France’s Securite Civile (Department of Civil Defense and Emergency Preparedness).
The Q400 MR can carry up to 10,000 liters (2,600 gallons) of water or retardant. In addition to the nine S-2’s and two Q-400’s, France also has twelve CL-415’s and 40 helicopters.
Douglas County, just south of Denver (map), recently renewed contracts with four fire aviation companies. The agreements are Call When Needed (CWN) and will only be activated when the aircraft are specifically needed.
“Due to the strong possibility of continued dry conditions in and around Douglas County, coupled with the limited air resource availability in the region for the purpose of fighting wildland fire, it is imperative that we have every resource possible available to us,” said the County’s Director of Emergency Management Tim Johnson.
The gentleman in the video holding the radio is Rick Hatton, President and CEO of 10 Tanker Air Carrier. It was shot by Dean Hanson of the Albuquerque Journal.
Below is an excerpt from the article:
LAGUNA PUEBLO – Flying low over scrub and dusty truck trails, the big DC-10 jet dropped a load of water onto a Laguna Pueblo cattle pasture, banked left, grabbed some altitude and disappeared, obscured by the wet cloud left hanging in its wake.
Five seconds after the plane dropped its load from 200 feet up, the sound of water displacing air murmured over the pale grass, stunted brush and cowpies toward seven observers on the ground.
“You get the temperature down and the humidity up,” Rick Hatton, one of the observers, said as the rumble of the DC-10’s engines receded in the distance. “You get out there early, get it done, get it out, so the fire never gets a name, never gets in the newspaper.”
Hatton, who flew F-4 Phantom jet fighter-bombers for the Marine Corps during the Vietnam War, said the company’s DC-10s make things safer for the flight crews as well because they can get more done on fewer flights.
On Tuesday we interviewed Rick Hatton, the President and CEO of 10 Tanker Air Carrier. Mr. Hatton talked about the beginnings of the company and their plans for building additional DC-10 air tankers, the largest-capacity tankers currently in service.
The U.S. Forest Service announced yesterday that they awarded Call When Needed (CWN) contracts to five companies for a total of 22 next-generation air tankers. Not all of the aircraft exist yet in flyable, modified, inspected, and carded form. In fact, we estimate only about half of them are ready to go now if the phone rang.
The companies receiving the six-year CWN contracts include:
An exclusive use contract commits an aircraft to working non-stop, except for days off, for an extended period of days, 160, for example.
However on a CWN contract the aircraft may never be used by the USFS. It could sit for years without being activated by the agency. That was one reason the 747 “Supertanker” ceased to exist. It was parked for years on a CWN contract and was not used.
This, of course, can be a very expensive and risky proposition for a private company. They have to decide if they are going to maintain the aircraft in a continuous airworthy condition and hire flight crews and maintenance personnel. The USFS thinks it’s a great deal since they spend nothing if an air tanker is not used. But even if a CWN aircraft had been at one time fully certified, by the time the USFS decides to activate it, the aircraft and the staff to operate it may or may not be ready to fight fire. And the CWN rates are usually much higher than a multi-year exclusive use contract.
Walt Darren, a legendary air tanker pilot who passed away a couple of years ago, suggested that CWN aircraft could be paid a stipend during the fire season even when they are not being used. This would make it a little more palatable for a company to keep an air tanker ready to go.
Ravi Saip, the General Manager and Director of Maintenance for Air Spray at Chico, California, said none of their BAe-146s are fully operational today. They are working on two of them, and hope to have one finished by the end of this fire season. He said most of the work is done on that aircraft, and they are working closely with British Aerospace on the cutouts in the belly through which the retardant will flow. In about two months they hope to begin flight tests, and they still need to get the FAA’s Supplemental Type Certificate and the Interagency AirTanker Board certifications.
Rick Hatton of 10 Tanker told us they have three completed DC-10s. Two are carded and are being used today on fires in California, T-911 and T-912. The third, which replaced and upgraded the older T-910, will retain that tanker number and is waiting for the USFS to issue their certification.
Britt Coulson of Coulson Aviation said they hope their recently converted Lockheed L-382G will be carded by the USFS next week. A civilian version of the C-130, it completed the grid test in early May.
The full list of air tankers receiving CWN contracts is below. Click on the image to see a larger version.