They expect the P3 Orion to be finished around the first part of April.
Above: Airstrike’s Tanker 23, a P3 Orion
After the Aerial Firefighting conference at Sacramento McClellan Airport I stopped by Airstrike’s hangar last week to check on the progress of the work on Tanker 23. Formerly owned by Aero Union, the workers are finishing the required maintenance and inspections that should enable it to take to the air again over wildfires.
Bill Douglass, President of the company, said even though there are still some very important parts to reinstall on the P3 Orion, they expect it will be complete in the first part of April. He said they are going to retain the Aero Union paint scheme and registration number.
To see large versions of the photos, click on one of the small images immediately below.
During the Aerial Firefighting conference in Sacramento this week I interviewed Mikey McBryan, the General Manager of Buffalo Airways in Yellowknife, Northwest Territories which was founded by his father,”Buffalo” Joe McBryan. He talked about the company’s P3 air tanker, their numerous other air tankers, their 11 DC-3’s, his father’s 10,000 flight hours in a single DC-3, the history of Buffalo Airways, and the additional aircraft in their fleet. And he gets in a plug for “Ice Pilots” on Netflix.
The P-3’s formerly operated by Aero Union are slowly being brought back to life.
Above: Tanker 22 at Sacramento McClellan Airport, February, 2018.
(Originally published at 2:20 p.m. MT February 20, 2018)
Two companies expect to bring some of the Lockheed P-3 Orions formerly owned by Aero Union back into the aerial firefighting fleet. Buffalo Airways and Airstrike Firefighters are both actively working on aircraft, putting them through an “intensive and expensive inspection program”, according to Bill Douglass, President of Airstrike.
One of the reasons the U.S. Forest Service cancelled the air tanker contract with Aero Union was that certain required inspections were not being done. Mr. Douglass said the company that wrote the original structural integrity inspection program for the P-3 air tankers, Avenger Engineering, is carrying out the inspections now on their P-3, Tanker 23. Most of those are now complete, the FAA is satisfied, and he expects the aircraft will be ready to fight fire later this Spring. Avenger has had a hand in the development, design, and maintenance of many water and retardant delivery systems and type certificates for firefighting aircraft including the P3.
When they finish T-23 Airstrike plans to begin work on another P-3, Tanker 17, and later take on others as they have time.
Buffalo Airways and Airstrike are cooperating in some ways as they both work on their respective air tankers. Buffalo’s main headquarters is in Yellowknife, Northwest Territories in Canada, but their P-3 is registered to one of their offices in Hawthorne, Florida. The aircraft, Tanker 22, is still using the same “N” number as when it was flown by Aero Union, N922AU. Buffalo purchased T-22 in 2014. The company operates at least one Lockheed L-188 in Canada, Tanker 416, which is very similar to the P-3. In 2016 they received a five-year contract to operate eight new Air Tractor 802F FireBoss single engine air tankers owned by Northwest Territories.
In April of 2011 Aero Union, which had recently been bought by new owners, had eight P-3 air tankers under contract. By late July that number had been reduced to six when the Federal Aviation Administration found the company was not in compliance with the Fatigue and Damage Tolerance Evaluation and structural inspection program that was mandated by the company’s contract with the U.S. Forest Service.
At that time Tom Harbour, director of the Forest Service’s Fire and Aviation Management program, cancelled the contract, saying, “Our main priority is protecting and saving lives, and we can’t in good conscience maintain an aviation contract where we feel lives may be put at risk due to inadequate safety practices”. Some people described Aero Union as having been run into the ground by the new owners.
A new company expects to have it airworthy again by the end of this year.
Above: Tanker 23 at McClellan Air Field May 17, 2017. Airstrike photo.
(Originally published at 2:23 p.m. MDT August 8, 2017)
Another one of the P3 Orion air tankers formerly operated by Aero Union has been sold. Tanker 23, N923AU, was purchased by Airstrike Firefighters LLC, a new company with Aero Union roots that was incorporated September 1, 2016. One of the founders of the company is Bill Douglas who is serving as the President. He told us that he worked for Aero Union from 2005 until 2009 where he was an investor and the CFO.
Since May, 2017 Airstrike has been refurbishing Tanker 23 at McClellan Air Field near Sacramento where they are concentrating on inspections and the structural integrity program. Before acquiring the aircraft Mr. Douglas consulted with Avenger Engineering, a company that has had a hand in the development, design, and maintenance of many water and retardant delivery systems and type certificates for firefighting aircraft including the P3. One of their goals is to complete all of the work and inspections that the U.S. Forest Service and the Interagency AirTanker Board requires for contracted air tankers.
Mr. Douglas expects Tanker 23 will be physically ready to fight fires by early to mid-fall of this year. Then, of course, the aircraft and pilots will need to be inspected and carded and it will need a contract. Even though it will have the same constant flow 3,000-gallon RADS II retardant delivery system that it used for years and is the gold standard for air tankers, Airstrike is not sure if it will be required to retake the grid test. Like the owners of the 747 SuperTanker found out, even though the system had been approved before, some of the standards and test procedures have changed in recent years which meant the 747 had to repeat some of the tests or take new ones only recently developed.
Of the eight P3’s UAC acquired, one was sold to Buffalo Airways, T-20 is in Tucson and may or may not be scrapped, T-21 is also in Tucson and is designated as scrapped, and Airstrike bought one, leaving UAC with an inventory of five. Mr. Douglas said he is in discussions with UAC about the possibility of purchasing the remaining fleet.
At the time of the Aero Union bankruptcy Tanker 20 was in Canada in the middle of heavy maintenance, partially disassembled. Then when the company lost their USFS contract in 2011 and later went bankrupt, that process stopped and it sat there for a while until UAC had it shipped on a truck as a wide load from Halifax to Tucson. There has been talk about converting it to a simulator.
We have reached out to Buffalo Airways a few times since they bought their P3 in 2014, but owner Joe McBryan, the “Ice Pilot” reality show star, has not been willing to disclose to us the status of Tanker 22.
The P3’s that are now owned by UAC were manufactured between 1962 and 1965 and have less than 20,000 hours, according to Bradford Beck, the President and COO of the company.
It has been years since most people have seen a P3 air tanker, on the ground OR in the air. Today one of the P3s that has been stored at McClellan Air Field for several years made a demonstration pass over the airport as part of the Aerial Firefighting conference. Check out the video below.
MAFFS LLC owns the six remaining P3’s that were formerly operated by Aero Union. Two years ago at the Aerial Firefighting Conference at McClellan I took a photo of Ronald Guy of United Aeronautical shaking hands with Joe McBryan of Buffalo Airways shortly after Mr. McBryan purchased Tanker 22. Yesterday Mr. McBryan told me that I might get a chance to take another similar photo. He is negotiating with MAFFS LLC, the company now marketing the P3s, to buy more — perhaps more than one, Mr. McBryan said.
The P3 they purchased in 2014 is currently being worked on in Florida. Buffalo Airways expects it to live on an as air tanker.
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.
A private company has launched a campaign asking for $4,950,000 in donations so that they can begin flying P3 air tankers again.
A company called Orion Aerial Firefighters, with Dale Head as the CEO, is described as “a unique team of engineers, maintenance experts and pilots who are passionate and dedicated to provide effective aerial firefighting service in order to protect lives and assets.” Their stated goal is to return the P3 “as the critical component of the US Forest Service’s national firefighting fleet.”
Mr. Head said “The P-3 drops in terrain that other aircraft have trouble dealing with, and pilots feel that the maneuverability of a turboprop and the relatively short wingspan allows the P-3 to get to places other airtankers just cannot.”
The company is asking for donations through Indiegogo, where as of January 20, 2015 they have raised $1,857 since January 15 toward their goal of $4,950,000. They have 55 days left in their money raising campaign.
In April of 2011 Aero Union, which had recently been bought by new owners, had eight P3 air tankers under contract. By late July that number had been reduced to six when the Federal Aviation Administration found the company was not in compliance with the Fatigue and Damage Tolerance Evaluation and structural inspection program that was mandated by the company’s contract with the U.S. Forest Service.
At that time Tom Harbour, director of the Forest Service’s Fire and Aviation Management program, cancelled the contract, saying, “Our main priority is protecting and saving lives, and we can’t in good conscience maintain an aviation contract where we feel lives may be put at risk due to inadequate safety practices”.
Some people described Aero Union as having been run into the ground by the new owners.
Steve Benz, the Blue Aerospace Vice President for Business Development, told us in January, 2014, that the P-3s at McClellan were still “flyable”. He said on a regular basis the aircraft are taxied and the engines are run up. However, there is likely some work that would have to be done to regain approval as U.S. Forest Service air tankers.
In addition to the aircraft, Mr. Benz said UAC and Blue Aerospace now have the Aero Union intellectual property for both generations of the Mobile Airborne FireFighting Systems (MAFFS) which can be slipped into a C-130, and the second generation Retardant Air Delivery System, RADS2, a gravity assisted, constant-flow retardant tank system which has been successfully used in P-3s and other air tankers.
To handle the MAFFS and RADS2 business, the two companies formed a new organization, named Maffs Corp. They intend to provide parts and service for existing MAFFS units, and if there is a demand, to manufacture new MAFFS2 systems.
One of the P3s was in Canada undergoing major maintenance when the USFS cancelled the contract and it will never fly again. The other seven sat at McClellan near Sacramento until one was purchased in March 2014, by Joe McBryan of Buffalo Airways, leaving six.
We are honored to present a photographic essay of air tankers by professional photographer Joe Cupido. He tells us below about his career in photography.
I grew up in a military family and acquired the love of aviation early on. When I was in high school I started photographing aircraft. Then later while in the military I became a Combat Photographer / Photojournalist and continued photographing aircraft professionally. I specialized in Air to Air photography working with the military and for some of the major aircraft companies. I was lucky enough to finish my career with about 5,500 hours in over 100 different airframes, 7 books and over 2,000 magazines articles on aviation subjects.
I’ve always enjoyed chasing fire-fighting aircraft whenever I had the time. The images below were captured over time and with a lot of cooperation from a lot of good people in the Air Tanker business. Without their help I could not have captured the images that I did and I thank all of you. Hope you enjoy!