Air Force Reserve and Air National Guard units can install a Modular Airborne Firefighting System (MAFFS) in a C-130 in a few hours when a surge capacity of air tankers is needed. But rarely do you see a MAFFS aircraft in the eastern United States.
I was surprised when I ran across the photo below of a MAFFS air tanker at Andrews Air Force Base near Washington, D.C.
The 302nd Airlift Wing (Air Force Reserve) at Peterson Air Force Base in Colorado Springs sent one of their C-130s outfitted with a MAFFS unit to the Air Force Reserve Command’s C-130 Special Mission fly-in at JB Andrews on Wednesday.
Air crews and other MAFFS personnel have been training this week at Port Hueneme, California.
Above: A 146th Airlift Wing C-130 performs water drop training in southern California on Tuesday, May 3, 2016. Photo by Tech. Sgt. Emerson Marcus.
Story by Tech. Sgt. Emerson Marcus
CHANNEL ISLANDS AIR NATIONAL GUARD STATION, Calif. — Maj. Ricardo Bravo watched as fires hurdled a ridgeline and crept toward his northern California farm.
But the fire line halted a few hundred yards away — moments before charring cropland — after C-130 aircraft dropped thousands of pounds of fire retardant using the U.S. Forest Service’s Modular Airborne Fire Fighting System (MAFFS).
“It was definitely relieving,” said Bravo, a navigator with the 152nd Airlift Wing, a Nevada Air National Guard unit stationed in Reno, Nev.
Last month, Bravo’s Air National Guard unit was named one of four MAFFS units, and he will soon execute the same missions that saved his farmland last August from the Fort Complex Fire west of Redding, Calif.
Since 1974, MAFFS — a fire retardant delivery system inserted into C-130 aircraft — has been a joint effort between the U.S. Forest Service and the Department of Defense.
“That experience provided extra motivation to execute and do a good job when we do get the mission,” said Bravo, who is one of 13 Airmen of the 152nd here this week for annual MAFFS certification.
The 152nd is set to replace the 145th Airlift Wing, of Charlotte, N.C., in the four-unit wildland firefighting mission, the National Guard Bureau announced last month.
“We are here to learn the very specialized work of being a MAFFS unit,” Col. Karl Stark, commander of the 152nd Airlift Wing, said Tuesday. “The way we see it, in the C-130 realm, all of us are pretty good athletes. But in the MAFFS community, this is the elite force that comes out and does a very, very specific mission — a very noble mission.”
The 146th Airlift Wing posted this video today — slow motion footage of a water drop.
(Originally published at 7:02 a.m. MDT, May 3, 2016)
Modular Airborne FireFighting System (MAFFS) aircraft and personnel from four bases are gathering this week for their annual training. They are being hosted by the Channel Islands Air National Guard Station in Ventura County, California, the 146th Airlift Wing. Each base can mobilize two C-130 aircraft with the slip-in fire retardant system. Usually they will send a third C-130 on each deployment with additional equipment and personnel.
This year the annual certification and refresher training for the Modular FireFighting System (MAFFS) crews from all four Air National Guard and Air Force Reserve bases will take place at one location, the Channel Islands Air National Guard Station in Ventura County, California (map) beginning May 1. That will begin the transition for the Reno base that recently became a MAFFS unit, a process that is expected to take three to five fire seasons according to the National Guard Bureau. The other two MAFFS bases (other than Reno and Channel Islands) are at Cheyenne and Colorado Springs.
The 146th Airlift Wing, below, is based at Channel Islands Air National Guard Station in southern California.
Above: MAFFS 8 and 9 at annual training in Cheyenne April 30, 2014. Photo by Bill Gabbert.
The Modular Airborne FireFighting System (MAFFS) mission that has been assigned to the North Carolina Air National Guard is being transferred to the Nevada Air National Guard’s 152nd Airlift Wing. The base at Reno-Tahoe International Airport will transition to obtain the ability to supply two C-130s equipped with the slip-in 3,000-gallon retardant tanks. It will be one of the four bases that can each supply up to two C-130s as part of a surge capacity when the privately contracted air tanker fleet is overtaxed. The other three are in Cheyenne, Colorado Springs, and Ventura County California.
The North Carolina unit is converting from C-130s to C-17s and that prompted the National Guard to evaluate existing C-130 Air National Guard units for a suitable replacement for the MAFFS mission, according to the National Guard.
The Great Falls Tribune also reports that some Montana politicians were very disappointed that the MAFFS were not relocated into their state. They may be assuming that the location of the units implies suddenly greatly enhanced aerial firefighting resources. But the fact is when they are activated, which can take up to a couple of days, more often than not the aircraft are deployed to a far-away base. However, the governors with MAFFS assigned to their state Air National Guards (California, Wyoming, and now Nevada) have the authority to activate the MAFFS within their states. Other activations require a national-level approval process. The units in Colorado Springs are operated by the Air Force Reserve.
Until the crash of MAFFS 7 on July 1, 2012 there were nine of the slip-in MAFFS units (which included one spare) that can convert a C-130 to an air tanker in a few hours. Now there are eight, and one of those is being used temporarily by the U.S. Forest Service in an HC-130H acquired from the Coast Guard. The plan is to use that one unit until conventional gravity-powered retardant delivery systems are installed in at least one of the seven HC-130Hs formerly owned by the Coast Guard. But that process, first started July 29, 2014, is stalled. That means a maximum of only seven military aircraft outfitted with MAFFS units can be activated. In 2015 the North Carolina unit was the base with only one MAFFS.
This year the annual certification and refresher training for the MAFFS crews from all four bases will take place at one location, the Channel Islands Air National Guard Station in Ventura County, California (map) beginning May 1. That will begin the transition for the Reno-based personnel, a process that is expected to take three to five fire seasons, according to the National Guard Bureau.
Thanks and a tip of the hat go out to Bean and Dave.
In conducting research for work being done to develop an internal tank for a Chinook helicopter we ran across the patent for the portable, roll-on/roll-off retardant dispensing system that became known as the second generation Modular Airborne FireFighting System, or MAFFS 2.
The patent application was submitted to the U.S. Patent Office by inventors Michael David Hutter, Steven Thomas Marine, Richard Lawnewce, and Ken Woodland in 2004 and was published in 2007.
The tie-in to the Chinook came from the claim in the patent that the system would be suitable for that helicopter as well as a host of other aircraft, including Boeing C-17, Boeing V-22 Tilt-rotor, EADS/CASA C-235/295, and Alenia C-27.
This second generation MAFFS is different from the original invented in the early 1970s:
It discharges retardant through the port side paratroop door. This eliminates the need to have the rear cargo ramp door open, preventing corrosion caused by the retardant collecting on various parts of the aircraft, or even coming inside the aircraft through the open door.
It has two onboard air compressors for recharging the pressurized retardant dispensing system.
A pintel in the dispensing tube can provide a constant flow rate and vary the flow, permitting different coverage levels.
Overflow of retardant inside the aircraft while refilling the tank is prevented by the incorporation of an overfill vent and hinged refilling pipe to funnel excess retardant off board away from the aircraft.
The patent was held by Aero Union from 2008 until 2011 after which it was owned by Comercia Bank and later VRB Corp when Aero Union declared bankruptcy. The patent lapsed in January 23, 2015 for failure to pay maintenance fees but was reinstated right away after the fees were paid. On March 19, 2015 it was assigned to United Aeronautical Corp.
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.