T-02 (N474NA) Neptune BAe-146 (presently on loan to Canada)
T-40 (N146FF) Neptune BAe-146
T-163 (N366AC) Aero Flite RJ-85
T-41 (N471NA) Neptune BAe-146
T-911 (N17085) 10 Tanker DC-10
T-162 (N355AC) Aero Flite RJ 85
T-01 (N473NA) Neptune BAe-146
That makes 22 large air tankers that are available now, counting the 14 on exclusive use contracts, the one USFS HC-130H that will start this week, and the seven that are on temporary call-up assignments. But those seven CWN tankers can be sent home anytime.
Having 15 air tankers on exclusive use contracts is the most since 2010 when there were 19. There have not been 22 air tankers on EU contracts since 2004 when we had 27. In 2002, 44 large air tankers were on EU contracts.
The USFS is trying to award “up to seven” additional EU contracts for next-generation air tankers. They hoped to have them working by May 30, but protests about the contracting process by two companies brought that process to a halt. The protests were lodged with the U.S. Government Accountability Office which has the responsibility of deciding whether the protests have merit. The OMB is required to reach their decisions by July 9 for Coulson’s protest and July 17 for Erickson’s.
On July 8 the GAO issued their decision on Coulson’s protest, and it was denied. They still have not decided on Erickson’s. We believe that if both protests are denied, the USFS can immediately, or as soon as they can, award additional EU contracts for air tankers.
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.
Douglas County, just south of Denver (map), signed contracts three weeks ago with three fire aviation companies. The agreements are Call When Needed (CWN) and will only be activated when the aircraft are specifically needed.
We will classify this as Breaking News. Evergreen has not had a Call When Needed (CWN) contract for their 20,000-gallon 747 Supertanker for a while, but they will get a new three-year CWN contract beginning July 1, 2013.
When the company had a CWN contract before, the aircraft was very rarely used, making it difficult for the company to justify maintaining the ship and the flight crew in a ready to go state. It will be interesting to see if it sits, or actually drops retardant on fires.
Maybe the U.S. Forest Service, the agency that awarded the contract, is looking for a stop-gap, to fill the void until the all seven “next generation” air tankers that recently received exclusive use contracts become fully certified. Only one of the seven is, the DC-10.
The CWN contract for 10 Tanker’s second DC-10, Tanker 910, will also be renewed for three years on July 1. It was activated Friday morning and flew to Albuquerque.
The other DC-10, Tanker 911, recently got a five-year exclusive use contract. It has been busy for the last two weeks dropping on fires in California, New Mexico, and Colorado
(UPDATE June 15, 2013)
Thanks to John, we have the numbers in the contracts: