Earlier this week we posted a photo that showed a portion of Air Tanker 116. This is one of the seven HC-130H aircraft that are being transferred from the U.S. Coast Guard to the U.S. Forest Service to be converted to air tankers. Now we have four more photos that were taken by Bill Tinney while the aircraft was at Robins Air Logistics Compound in Warner Robins,Georgia. Thanks Bill.
The expectation is that T-116 will be delivered to McClellan Air Field by September 15. Sometime after that it will be operated as an air tanker using one of the eight slip-in MAFFS retardant systems until a permanent retardant delivery system is installed.
The photo above shows external fuel tanks hanging from the wings. I would be very surprised if the USFS operated the aircraft as an air tanker with the tanks. The HC-130H is designed as a long range search and rescue platform with a 5,000 mile range, longer than the typical C-130. In an air tanker role, fuel is not usually an issue, since it has to continually land to reload with retardant.
It should be delivered to McClellan Air Field in California by September 15.
Above: New paint for what will be Air Tanker 116, formerly Coast Guard HC-130H #1708. Photo by Brian Miller.
The HC-130H that is being transferred from the Coast Guard to the U.S. Forest Service that will be designated as Air Tanker 116 has recently received a new paint job. The projected delivery date to McClellan Air Field in California is September 15. Sometime after that it should be in service as an air tanker, but will be using on a temporary basis one of the eight USFS slip-in MAFFS retardant systems until a permanent retardant delivery system can be installed.
The paint design is similar what was approved over two years ago and the one on the recently acquired Sherpa C-23B aircraft, but varies a bit from the design, in that the engine cowlings are not red on the top as they are in the design and on the Sherpas.
The USFS has a wide assortment of paint schemes on their firefighting aircraft fleet. This may have something to do with the power the regional aviation officers have over the programs in their regions, as opposed centralizing power in a national aviation program. We collected photos of some of the aircraft in January of 2014.
In the last few weeks the U.S. Forest Service has brought on ten additional air tankers on a temporary basis. This includes CL-415 water-scoopers, CV-580’s, and Modular Airborne FireFighting System (MAFFS) C-130’s. Two of the aircraft were acquired through Call When Needed (CWN) agreements; four via agreements with Alaska and Canada; two MAFFS through an agreement with the Department of Defense; and two water scoopers through other contracts.
The U.S. Forest Service expects to have two HC-130H aircraft at McClellan Air Field in September. These are part of the seven aircraft fleet of HC-130H’s that the agency is receiving from the Coast Guard.
Last year one of the HC-130H’s worked out of McClellan using a MAFFS, a slip-in 3,000-gallon pressurized retardant system that pumps the liquid out the left side troop door. That was aircraft #1721 designated as Tanker 118, still painted in military colors. T-118 is now undergoing scheduled depot-level maintenance and should be replaced in September of this year by #1708 designated as Tanker 116. It will also use a slip-in MAFFS unit, one of the eight owned by the USFS, but should be sporting a new USFS air tanker paint job. After T-118 left, another former Coast Guard aircraft took its place, #1706. It is being used for training the contracted pilots and will not serve as an air tanker.
Eventually the USFS hopes to have all seven converted to air tankers with removable retardant tanks. A contract for the installation of the retardant delivery systems was awarded to the Coulson Group in May. There is also much other work that has to be completed on the aircraft including programmed depot maintenance, painting, and wing box replacement on most of them. The work is being done or coordinated by the U.S. Air Force. They were directed by Congressional legislation to use their own funds, up to $130 million, so it is no surprise that the schedule keeps slipping as delays continue to occur in awarding contracts and scheduling the maintenance.
The USFS has two water-scooping CL-415 air tankers on exclusive use contract. As noted above they recently temporarily brought on two more on a call when needed basis. All four are operated by AeroFlite and as seen in the photo above were together at Cody last week.
There was some discussion in the comment section of another article on Fire Aviation about the status of the BAe-146 aircraft being converted to air tankers by Air Spray. The company has five of the 146’s; two are out of the country and the other three are at the company’s Chico, California facility. Ravi Saip, their Director of Maintenance/General Manager, told Fire Aviation that they expect to begin flight testing one of them in air tanker mode around the first of the year. After they receive a supplemental type certificate from the FAA, work on the second one would shift into high gear. Then conversion of the other three would begin.
Air Spray also has eight Air Tractor 802 single engine air tankers that they have purchased since 2014. Five of them have received the amphibious conversion by adding floats, and the other three are stock, restricted to wheels.
Air Spray’s Tanker 498, an L-188 Electra, is currently in Sacramento being inspected and carded by CAL FIRE so that it can be used in a Call When Needed capacity.
Jim Wheeler, President and CEO of Global SuperTanker Services, told us that the FAA has awarded a supplemental type certificate for their reborn 747 SuperTanker — a major and sometimes very difficult barrier to overcome. Within the next two weeks they expect to receive the airworthiness certificate.
Beginning next week representatives from the USFS will observe some additional static tests and then there will be an airborne descent test, a new test added in 2013, releasing retardant in a downhill drop. That test was not required when Version 1.0 of the 747 was certified. It may have been added after it was discovered that the first BAe-146’s that were converted and issued contracts still retained hundreds of gallons of retardant after downhill runs.
These steps should take less than two weeks, Mr. Wheeler said, after which they will submit the results to the Interagency AirTanker Board.
Jennifer Jones, a spokesperson for the USFS, told Fire Aviation that the company was offered an opportunity to submit a proposal for a call when needed contract solicitation in 2015, along with numerous other companies, but declined to do so. Their next opportunity to obtain a contract will be when another general solicitation is issued in 2017, or perhaps sooner, Ms. Jones said. The agency issued a Request for Information a few weeks ago, which is usually followed some months later with an actual solicitation.
Judging from the list of CWN air tankers with contracts, apparently it is possible to submit a proposal and receive a USFS CWN contract even if the aircraft exists mostly on paper and could be years away from being FAA and Interagency AirTanker Board certified.
In the meantime Mr. Wheeler realizes that the USFS is not the only organization that hires air tankers and has been talking with a number of other agencies in various states and countries as well as companies involved in marine firefighting.
Global SuperTanker is in the process of finishing repairs on the 747 in Arizona after some of the composite flight control surfaces (flaps, spoilers, elevators) and engine cowlings were damaged by golf ball sized hail at Colorado Springs several weeks ago. There was no windscreen or fuselage damage.
Mr. Wheeler said that was the first severe hailstorm within the last seven years at the Colorado Springs airport. But, after the aircraft left to be repaired in Arizona a second hailstorm struck the airport that some have said was a 100-year event and did much more damage than the first one.
Since then no decisions have been made. Ms. Jones told Fire Aviation:
The U.S. Forest Service continues to cooperate with the Department of Defense to identify potential federal facilities, which must be considered first.
It is unlikely that more than one or two of the seven HC-130H’s would be at the new base at at any one time, except during the winter when they would not have to be dispersed around the country to be available for firefighting. While the base might not be a huge expansion of the aerial firefighting capabilities in an area, the stationing of the flight crews, maintenance, and administrative personnel would be a boost to the economy of a small or medium-sized city.
It is one of seven that are in the process of being transferred from the U.S. Coast Guard to the USFS. Much work has to be done before the transformation is complete, including installing an internal retardant tank (which has not been done on any of the aircraft yet), removal of unneeded military and Coast Guard equipment, programmed depot maintenance, painting, and most of them need to have the wing boxes replaced.
The U.S. Air Force is responsible for getting all of this work done, and with their own money. With that in mind, and considering other Air Force priorities must be taken into consideration, the expectation is that all seven aircraft will be fully converted and available for firefighting operations for the 2020 fire season.
Since the retardant systems have not been a installed, last year Tanker 118 used one of the eight Modular Airborne FireFighting Systems assigned to military C-130s that can install the slip-in system in a matter of hours if an air tanker surge capacity is needed. That is the plan this year too. It is unknown if another MAFFS will be installed in the second HC-130H this summer, or if that aircraft will only be used for training.
The two HC-130Hs at McClellan this year will be Tanker 116 (aircraft number 1708), and Tanker 118 (aircraft number 1721).
T 116 is currently undergoing programmed depot maintenance, demilitarization, and painting with the U.S. Air Force. Estimated completion date and delivery to McClellan is August, 2016.
T 118 is undergoing programmed depot maintenance and painting with the U.S. Coast Guard. It is expected at McClellan in September, 2016.
After a solicitation process that dragged on for almost two years, the U.S. Air Force has awarded the contract to build and install retardant delivery systems for up to seven of the seven HC-130H aircraft that are being transferred from the Coast Guard to the U.S. Forest Service.
The Coulson Group announced today that they received the contract. In one sense this is not unexpected because the company has installed and successfully operated two similar systems in C-130s — Tanker 131 and Tanker 132. In another sense, it is a surprise after the Government Accountability Office denied the company’s protest of the terms of the request for proposals in August of 2015.
“We are excited to have the opportunity to work with the United States Air Force to provide them with state of the art retardant aerial delivery systems (RADS) for their fleet of C-130s,” says Wayne Coulson, CEO and President of Coulson Aviation.
The 3,800-gallon (3,500 gallons dispensable payload) retardant system will be gravity-based with retardant tanks that can be quickly removed, making it possible for the air tankers to also haul cargo or passengers.
One of the seven HC-130H aircraft began working out of McClellan Air Field near Sacramento last summer. Since it did not have a permanent retardant tank it borrowed one of the Forest Service’s eight Modular Airborne FireFighting Systems (MAFFS) that can be inserted into the cargo hold of a military C-130 to provide a surge capacity of air tankers during a time of heavy wildfire activity. The MAFFS pump the 3,000 gallons of retardant out of a pipe through the door using compressed air, rather than letting it drop out of the belly with the assistance of gravity as is done with conventional air tankers.
The Air Force is responsible for the retrofitting and performing the heavy maintenance that must be completed before the seven HC-130Hs are finally turned over to the USFS over the next three years. This contract is for the installation of one trial “kit”, one verification kit, and three production kits. There is an option for the installation of two additional production kits.
Coulson Aviation has 25 years of experience in aerial fire suppression and they operate both Type 1 helicopters and large fixed wing air tankers. Coulson is one of the few companies to hold multi-country aerial firefighting contracts, including Canada, the United States, and Australia.
Above: Tanker 118, an HC-130H, at McClellan Airfield. Photo by Jon Wright, July 25, 2015.
The induction, modification, and maintenance program for the seven Coast Guard HC-130H aircraft into the U.S. Forest Service’s government-owned air tanker fleet is requiring some shuffling of the planes. In 2015 Tanker 118 (Coast Guard #1721) operated as an air tanker out of McClellan Airfield. It did not have a conventional gravity-based retardant tank installed yet so it was temporarily outfitted with one of the eight Modular Airborne FireFighting Systems (MAFFS) that are normally only used by military C-130s conscripted into an air tanker role during periods of high wildfire activity.
T-118 will be going through programmed depot maintenance (PDM) at the Coast Guard facility at Elizabeth City, North Carolina. Replacing it during the 2016 fire season will be Tanker 116 (Coast Guard #1708) after its PDM is complete at Robins Air Force Base in Georgia. Like its predecessor, it will use a MAFFS unit, rather than a gravity tank, and will be based at McClellan Airfield at the facility the USFS likes to call “Forest Service Air Station McClellan”.
One of the obvious differences between T-118 last year and T-116 this year will be the freshly applied USFS approved livery. The HC-130Hs are being painted as they go through PDM.
The plan is for all seven of the HC-130Hs to have a gravity-based retardant delivery system. Most of the maintenance and retrofitting of the aircraft, including arranging for the installation of the retardant system, is being done by the Air Force on their own schedule. There is no indication, however, that their September 17, 2014 solicitation for the retardant tanks has been awarded, after 18 months.
Jennifer Jones, a spokesperson for the USFS, told us the schedule calls for the programmed depot maintenance and the installation of the retardant systems to occur on the seven aircraft between 2016 and 2020. The delivery of the first HC-130H with a new retardant delivery system is expected in late 2017 or early 2018 with incremental delivery of the remaining aircraft through 2019.
After the Governor of Montana wrote a strongly worded letter to the Secretary of Agriculture complaining about what he called “nonsensical restrictions” that prohibit the use of the state’s five UH-1H helicopters on U.S. Forest Service protected lands, we started looking into the root of the problem. The former military helicopters are actually owned by the USFS, and are leased to the state under the provisions of the Federal Excess Personal Property (FEPP) program which require that the helicopters be maintained in full compliance with Federal Aviation Administration (FAA) regulations. But the Montana Department of Natural Resources and Conservation (DNRC) apparently does not hold FAA Airworthiness Certificates for the helicopters.
However, the USFS does not maintain all of their government owned aircraft in strict compliance with FAA regulations.
When we asked the USFS why the agency does not allow the non-certificated Montana aircraft to be used on USFS lands, Public Affairs Specialist Jennifer Jones, told us:
The Forest Service and the State of Montana Department have different standards and regulations to which each must adhere. Federal agencies, including the Forest Service, follow federal operational aviation safety standards that prescribe minimum specifications for the types of aircraft. These performance specifications provide an industry recognized margin of safety.
The USFS and the rules governing the loan of FEEP aircraft require the Montana helicopters to be maintained and modified according to FAA standards. Since these requirements are not met, the helicopters can’t be used on USFS fires.
Even though the USFS requires compliance with FAA procedures for their contracted air tankers and helicopters — and the state of Montana’s aircraft — the following USFS aircraft are not FAA certified, nor will they be:
Tanker 118, the HC-130H acquired from the Coast Guard that has been dropping retardant on fires this summer using a Modular Airborne FireFighting System (MAFFS). Neither the aircraft or the MAFFS have ever been certificated by the FAA.
The other six HC-130H aircraft that are being transferred from the Coast Guard to the USFS.
Four C-23A Sherpas used for smokejumping and hauling cargo.
Two AH-1 Cobra helicopters.
The eight MAFFS units used in military C-130s for fighting wildfires, and the modifications made to the C-130s so that they can use the MAFFS.
After the seven HC-130H aircraft are finished with their heavy maintenance and air tanker retrofitting, they will be owned by the USFS and maintained and operated by contractors. But they will not be brought under the FAA umbrella, according to Mrs. Jones:
The U.S. Forest Service’s firefighting mission is a Public Use mission in government owned aircraft. The Forest Service maintains airworthiness on Tanker 118 in accordance with Coast Guard maintenance standards, and the Coast Guard maintains engineering authority.
The Air National Guard and Air Force Reserve C-130s used to drop retardant with the MAFFS are maintained, modified, and operated according to military procedures.
Aircraft shall conform to an approved type design, be maintained and operated in accordance with Type Certificate (TC) requirements and applicable Supplemental Type Certificates (STCs). The aircraft shall be maintained in accordance with an FAA approved inspection program and must include an FAA approved Supplemental Structural Inspection Document (SSID), Structural Inspection Document (SID), or Instruction for Continued Airworthiness (ICA) for the airframe structure, as applicable with an ICA and Airworthiness Limitations Section (ALS) approved by the manufacturer (or equivalent) and the FAA for the airtanker role.
The USFS is not the only federal agency operating former military aircraft that bypasses the FAA. Others include the Coast Guard, NASA, and NOAA.
We asked a person in the commercial air tanker industry (who did not want their name disclosed) about the USFS not following FAA procedures:
The FAA governs the largest fleet of commercial aircraft in the world and are looked upon by foreign agencies as the golden standard. They can certify an A380 to pack 700 people but cannot certify a restricted category airtanker? The USFS is hiring a ton of ex-military people who all stick together with their other Air Force buddies and think the military is the be-all-end-all.
I think it would be fair to argue that the FAA knows much more about airtankers than the Air Force or the Coast Guard. The USCG maintenance program is not setup for an airtanker mission profile, nor is the USAF. I talked to the FAA guy who was on all the calls with the USFS about this program and he was in disbelief when they finally made the decision not to have any FAA involvement.
The Representative and the two Senators from Wyoming have asked the U.S. Forest service to base their seven-aircraft fleet of HC-130H air tankers in the state. Cheyenne and Greybull were two airports suggested by the politicians as possible locations for the aircraft that are in the process of being converted into air tankers after being discarded by the Coast Guard.
The Cheyenne airport and the airport in Greybull, in particular, are eager to have the HC-130H search-and-rescue/reconnaissance planes the Forest Service has begun acquiring from the U.S. Coast Guard, Sens. Mike Enzi and John Barrasso and Rep. Cynthia Lummis wrote Tuesday to U.S. Department of Agriculture Undersecretary Robert Bonnie.
At the airport in Greybull, B&G Industries LLC has a new runway and a hangar facility with room for two aircraft, the delegation wrote.
Cheyenne Regional Airport has a move-in-ready facility and can offer the government fuel incentives and cost-sharing in snow removal and de-icing, they added.
“We ask that you consider all viable Wyoming facilities in your search for a long-term facility for the Forest Service aircraft,” they wrote…
The USFS would like to analyze current and potential air tanker bases to determine infrastructure capabilities and deficiencies, specifically the adequacy of airtanker base design, airtanker base operations, geographic/range efficiency, and airtanker base personnel staffing, qualifications and training regarding the utilization of commercial grade jet aircraft as “Next Generation” Airtankers. Part of the assessment will include travel to the air tanker bases, interviews with key stakeholders, review of Agency handbooks and Operational guides, providing recommendations and cost estimates (for improvements).
It is unlikely that more than one or two of the seven HC-130s would be at the new base at at any one time, except during the winter when they would not have to be dispersed around the country to be available for firefighting.