The image above depicts what Coulson’s C-130Q, Air Tanker 131, should look like when it first appears over a wildfire, which is scheduled to happen in early August. The inspections and maintenance are nearing completion, the engines and props have been reinstalled, the tank is installed, most of the painting is complete, and the wrap shown above will be applied in the middle or end of July. Britt Coulson told us today that they expect to start doing run-ups the first week of July. He said they expect to be ready for their contract-specified Mandatory Availability Period which begins August 1.
(Originally published at 11:15 a.m. MT, May 31, 2013; updated at 8:30 p.m., May 31, 2013)
The attorneys and U.S. Forest Service officials dealing with the contract protest that Neptune Aviation lodged when they were passed over for a next-generation air tanker contract have have decided that three of the seven line items on the solicitation are exempt from Neptune’s protest because the company did not bid on those line items. As a result, three companies were notified Thursday that they definitely will be issued five-year exclusive use contracts:
- 10 Tanker Air Carrier for one of their two DC-10s
- Minden Air Corp for a BAe-146
- Coulson Aircrane (USA) for a C-130Q
The notification of the imminent awards comes 548 days after the USFS began the solicitation for next-gen air tankers. Two of the three companies told Fire Aviation that they have the awards in their hands. Bruce Palmer, a spokesperson with the USFS in Boise told us the awards and the award letters were sent Thursday.
The contracts will allow the companies to add an additional air tanker each year for up to five years, IF, and that’s a big IF, the USFS decides to add the aircraft and IF the agency has the funds to grow the air tanker program.
The other four line items on the pending next-gen contracts that are on hold because of Neptune’s protest are two MD87s provided by Aero Air, LLC of Hillsboro, Ore., and two Avro RJ85s from Aero Flite, Inc. of Kingman, Ariz.
The contracts to be issued to Minden, Coulson, and 10 Tanker, will require that the air tankers be fully certified and approved by the FAA and the Interagency AirTanker board by August 1, 2013, when their Mandatory Availability Period is scheduled to begin.
The DC-10 is already approved and has been dropping on fires for years.
It is thought that Coulson should be able to meet the deadline, since they are using a previously approved 3,500-gallon Aero Union tank system. The conversion of the C-130Q is nearing completion in San Bernardino and will be designated as Tanker 131, with a registration number of N130FF. Like the DC-10 (which always carries 11,600 gallons, however the new contract may change that), Tanker 131 will never have to reduce their retardant load due to density altitude. Future Coulson C-130 air tankers, if they are built, will have 5,000-gallon tanks, but on hot days at higher altitudes will occasionally have to fill at less than maximum retardant capacity.
Minden has recently been conducting flight characteristics tests of their BAe-146 supervised by an FAA pilot, as well as static tests on the ground to evaluate the tank system. Leonard Parker, Minden’s CEO, told us that they are close to obtaining the FAA’s Supplemental Type Certificate and expect to begin the airborne drop tests for the Interagency AirTanker Board very soon. He said the airtanker, designated Tanker 46, should be ready to drop on fires in 60 to 90 days.
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.
While it certainly is not ready to drop retardant over a fire today, the conversion of Coulson’s C-130Q into an air tanker is progressing very well.
The company was selected this week by the U.S. Forest Service to receive an exclusive use contract for the 32-year old aircraft that had been sitting in a Wisconsin museum for the last 10 years. Before that it was used by NASA for research, but it began it’s life as a strategic communications link aircraft for the U.S. Navy’s Fleet Ballistic Missile submarine force and as a backup communications link for the U. S. Air Force manned strategic bomber and intercontinental ballistic missile forces.
A C-130Q is similar to a C-130H, but the “Q” model was outfitted with a complex antenna system for communications with submarines and bombers.
In addition to building and installing the retardant tank, the work going on at the San Bernardino airport includes inspections which required that some of the skin be removed from the wings and other surfaces. The inspection is almost done and the aircraft is being put back together.
Britt Coulson told Fire Aviation that the top portion of the retardant tank is finished and the bottom is nearing completion. They expect to conduct flights in June leading toward FAA approval for a restricted category type certificate. They will also need to go through a test for the Interagency AirTanker Board which involves dropping retardant into a grid of cups on the ground to determine consistency and quantity.
ABC7 in Los Angeles produced the video report below about the aircraft:
In a Coulson company newsletter published on the internet in February, 2012, Jim Messer, Chief Operating Officer, described the process they went through in selecting the aircraft to be used as an air tanker:
…To get to this point we conducted an extensive review of various aircraft capabilities and performance, looking at over 30 aircraft before concluding that the C-130 is the best available.
In the process to acquire an aircraft specific for the airtanker role, Coulson focused on those airframes that were designed specifically for the mission profile of aerial fire fighting. Although many retired high time airlines designed for high altitude point to point flights were available at lower cost they were discounted for the mission required in the fire fighting role.
The C-130Q aircraft was designed to undertake aerial wildland fire operations. Its manoeuvrability, and performance, operating at low levels at low speed with, heavy loads in rugged terrain, immediate power response, and STOL capabilities makes the C-130 a natural fit as an Airtanker.
Thanks go out to Britt and Ryan
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:
- Minden Air Corporation; Minden, Nev., for 1 BAe-146
- Erickson Aero Air, LLC; Hillsboro, Ore., for 2 MD87s
- Aero Flite, Inc.; Kingman, Ariz., for 2 Avro RJ85s
- Coulson Aircrane (USA), Inc.; Portland, Ore., for 1 C130Q
- 10 Tanker Air Carrier, LLC; Adelanto, Calif., for 1 DC-10
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.
Coulson’s C-130 conversion in San Bernardino
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.
Most of the work on Coulson’s project to convert a C-130H into an air tanker is taking place at the San Bernardino, CA airport. Workers are making good progress, according to Brit Coulson. When it is complete, the internal tank will be able to be easily removed using the attached wheels so that the aircraft can be used at night, with a double crew, to transport cargo, such as fire trucks or other wildland fire equipment. More information about the project was in an April 9, 2012 article at Wildfire Today.
The Associated Press has a recent story about the conversion. Below is an excerpt from the article, in which Wayne Coulson has been promoted to “tycoon”. Congrats Wayne!
SAN BERNARDINO, Calif. — A Canadian tycoon is converting a 30-year-old ex-military plane into a high-tech firefighting aircraft, hoping to win a federal contract before the onset of this year’s wildfire season.
The Navy C-130 owned by Wayne Coulson is undergoing a nose-to-tail renovation at San Bernardino International Airport, the regional air tanker base for the U.S. Forest Service.
When finished, it will boast a 3,500-gallon tank for fire retardant, night-vision equipment and a GPS system that will make pinpoint drops when guided by a laser device mounted in an accompanying helicopter, the Riverside Press-Enterprise reported Wednesday.
Test flights are scheduled for next month, and Coulson hopes to win a Forest Service contract by June.
Coulson, a timber and aviation tycoon, also owns a converted World-War II-era Martin Mars seaplane that has fought fires throughout California..
It has been 470 days since the U.S. Forest Service issued a solicitation for next-generation large air tankers, but no contracts have been awarded. Coulson is hoping to receive one of the new contracts.
Thanks go out to Dave
Coulson Aviation has modified two helicopters so that they can be flown at night. The company, according to Vertical Magazine, took one of their four Sikorsky S61s and a Bell 206B Jet Ranger to Boise, Idaho to get Aviation Specialties Unlimited to make the modifications necessary to be compatible with night vision goggles (NVG).
Coulson also installed a hoist and a medivac interior on the S61, similar to the systems on Los Angeles County’s SH-3 Sea King helicopters, so that it could be used to extract injured personnel from remote areas day or night. This capability could save the lives of firefighters who are victims of accidents after sunset.
Two of the company’s S61s, including the NVG-equipped ship, are in Australia now working on a fire contract. Night flying is not part of the agreement but Coulson hopes to demonstrate to the authorities the benefits of fighting fire at night, when fires move more slowly and firefighting can be more effective.
The US Forest Service will experiment with one night-flying helicopter in 2013, even though helicopters have been fighting fire at night for decades.